Commercial Vehicle Workshop November 2021

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The trade magazine for servicing and repair professionals

COMMERCIAL

VEHICLE WORKSHOP NOVEMBER 2021

CLIMATE CHECK The biodegradable innovation put ting the environment first

Also in this issue…

■ Part seven of Bosch's 'KTS Made ESI' ■ Making sure you pass the brake test ■ Fixing an engine fault on a DAF XF E6

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CONTENTS

Volume 18

Issue 10

REGULARS 5

Viewpoint

14 Business & Training

6

News

55 What’s New?

9

Tech Tips

57 MECHANEX Monthly

SPECIAL REPORT 18 CVW talks to the new VLS Chairman, Mike Bewsey, about his plans in the role

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DIAGNOSTICS 20 Avoiding the needless replacement of an ECU 22 Analysing a DAF rear steering fault 26 How to identify and correct an engine fault on a DAF XF E6 28 Why batteries should not be ignored when undertaking vehicle inspections

AXLES & SUSPENSION 30 Exploring the manufacturing process behind safetycritical air springs 32 Toby Clark analyses the technology that workshops need to look out for 34 Troubleshooting guide for air springs

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37 A technical overview of shock absorber tightening torques 38 One company discusses its extensive portfolio

TYRES & WHEELS 40 How one company is putting the environment first with its wheel nuts 41 The premium service without any significant cost increases 42 Why wheel alignment doesn’t need to be a complicated job 44 Helping to decide which tyre fits which application

TOOLS & EQUIPMENT 46 What to consider when looking for an inspection and test lane 49 Highlighting the solution to one company’s vehicle washing requirements

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50 Why hydraulic four-post lifts are a popular option for emergency services 52 How to ensure your battery equipment is suitable for the winter months NOVEMBER 2021 CVW 3

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VIEWPOINT

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THE TIMES THEY ARE A-CHANGIN’

Editor CIAN BRITTLE Group Editor KIERAN NEE Digital Manager KELLY NEWSTEAD Senior Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Graphic Designer GEMMA WATSON Group Production Manager CAROL PADGETT Subscriptions Commercial Vehicle Workshop is a business magazine for companies and individuals involved in all aspects of commercial vehicle servicing.

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

Subscription rates: UK £30 To be removed from this magazine’s circulation, please call 01923 237799 or email circulation@hamerville.co.uk.

Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts WD24 4YF Tel: (01923) 237799 Website: www.hamerville.co.uk Copyright © 2021

T

here has never been a better time for young people to get involved in the commercial vehicle industry, as we continue to take recovery steps. As evidenced by the recent driver shortage, having a plan for the future is crucial for any industry, especially the commercial vehicle one. I’ve been encouraged to see much more positive news surrounding apprenticeships in recent months, and this certainly inspires hope for the future.

Obviously, a dearth of skilled technicians is not a new problem, nor was it helped by the recent pandemic, but there are plenty of opportunities out there for those willing to take the plunge. Just look at Sapphire Vehicle Services, the Derbyshirebased company that decided to begin training its own apprentices two years ago.

The initial intake of eight apprentices are now nearing the final stretch of their threeyear courses, and the significant investment undertaken by the company has definitely seen a return.

Group Operations Manager Dave Williams asserted: “These apprentices are our stars of the future and, by giving them the best possible training now, at the beginning of their careers, we can help ensure they become highly valued and productive members of our workshop teams, for many years to come. Growing our own will also make us better able to continue providing the exacting standards of customer service upon which we’ve built our success, going forward.”

We go into more detail with a similar story on page 14 as we look at Yorkshirebased family business Pelican Engineering, who managed to recruit six apprentices this year despite the recent pandemic. Richard Crump, Managing Director of Pelican Engineering, commented: “The initiative has proved extremely successful, not only equipping a whole generation of HGV technicians with the skills needed to pursue a rewarding career, but also bringing vital new talent into the industry.”

Alongside this news, automotive charity Ben has announced that it is expanding its SilverCloud platform to include tailored services for the younger members of the automotive industry. At a time when we are looking to encourage more young people to get involved with the industry, this is a welcome bonus. I spoke with Rachel Clift about this move, and she said: “The young person’s SilverCloud platform is tailored to this audience, using more relatable case studies, featuring a range of interactive tools such as videos, activities, quizzes, and audio guides, as well as a personal online support journal.” You can read the full interview on page 17.

The industry is expanding into new territory, with alternative fuels beginning to develop and more technically-advanced diagnostic skills required, so what better time to introduce the next generation of HGV technicians.

Enjoy the issue and have a great month,

8,459 From 1 July 2020 to 30 June 2021

Cian B rittle Editor

Associate member

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

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NEWS LCV market posts lowest September figures in 12 years

Compared to the pre-pandemic five year September average, the LCV sector was down 41.8%, meaning the latest figures are the lowest for a September since 2009, according to figures released by the Society of Motor Manufacturers and Traders (SMMT).

The LCV market declined by 39.5% with 31,535 vans registered, as registrations during the month fell by double digits across all weight classes – the number of vans weighing between two and two-and-a-half tonnes saw the largest decline (-70.1%).

Despite comprising the majority of the market in September, heavier vans, which weigh more than two-and-a-half tonnes, fell by 28% and light vans weighing less than or equal to two tonnes dropped by 54.6%.

Heavier van uptake remains robust, though, with more than 51,000 additional units registered in the year to date compared to 2020.

The impact of the semiconductor shortage is now becoming more severe, with CV production lines both in the UK and overseas seeing supply bottlenecks.

Year-to-date registrations still remain higher than the COVID-affected 2020, up by 28.4% (or 59,156 units); however, the market is still below the prepandemic five-year average by 5.9%.

Mike Hawes, SMMT Chief Executive, commented: “September was a disappointing month for new van registrations, as the muchdocumented semiconductor shortage has started to impact supply.

Manufacturers are doing all they can to fulfil orders and, after a strong year so far, demand still remains high.”

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Graham O’Neill takes non-exec role at ACIS With more than 20 years’ experience under his belt already, Graham O’Neill is set to extend his relationship with ACIS as he has been appointed as a non-executive director.

ACIS has asked Graham to take the role in order to deliver strategic consultancy and help steer the national independent distributor in the future.

For over 20 years, Graham has been instrumental in expanding the reach and impact of the ACIS membership network, which boasts 57 locations covering 100 per cent of UK repairer postcodes within an hour’s drive time of the branches.

Graham has also prioritised technology to be at the heart of the organisation by investing in digital platforms and

applications, including AIMS and AIMS Lite, that are designed to anticipate and respond to the opportunities and challenges repairers face on a daily basis such as order fulfilment and stock management.

Graham O’Neill says, “I’m delighted to have been asked by the ACIS board to extend my role with the business as a non-executive director to help the group achieve its ambitions and strategic goals into the future.

“My passion remains with this vibrant and dynamic industry and I’m relishing the opportunity to help drive forward change to enable ACIS customers, members and business partners to secure new business opportunities and realise their growth plans.”

Ben launches programmes for younger people Automotive charity ben has launched a new range of programmes on SilverCloud, its digital mental health and wellbeing platform, that are specifically tailored to help younger automotive people aged 16+ years.

Completely free for anyone who works, or has worked, in the automotive industry – including new apprentices – SilverCloud gives people round the clock access to tools that can help them to better manage their mental health and wellbeing.

Programmes on the platform use an evidence based, Cognitive Behavioural Therapy (CBT) approach which focuses on the relationship between our thoughts, feelings, and behaviours. SilverCloud also helps individuals to develop positive coping strategies.

The new SilverCloud programmes being introduced today focus on key areas of mental health and wellbeing affecting young people such as anxiety, depression, resilience and

positive body image. Each programme features a range of interactive tools such as videos, activities, quizzes, and audio guides as well as a personal online support journal.

Some key facts about SilverCloud – Ben’s digital mental health and wellbeing platform: ■ Since January this year, 924 individuals from the automotive industry have signed up and activated their SilverCloud programme.

■ 396 of those individuals chose a supported route. On choosing this option, they are assigned a dedicated Ben’s Mental Health Supporter who holds regular reviews with the individual and helps them to navigate through the programme.

■ Anxiety, Sleep and Depression are currently the top three programmes of choice.

Rachel Clift, Health & Wellbeing Director at Ben, said: “We’ve been hugely encouraged to see so many people from across our industry signing up to SilverCloud since its launch and using the digital platform to help them look after their mental health and wellbeing.”

Turn to page 17 to see more of what Rachel Clift has to say about this move as she sits down with CVW to discuss the wider implications.

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41% of operators put of f by upfront costs of alternative fuels A report by Asset Alliance Group has found that operators are seeking incentives before switching to alternative fuels, as 41% of operators are put off by the upfront costs.

“Don’t let cabotage sabotage UK hauliers”, says RHA The RHA has expressed its shock and disappointment at government proposals to allow foreign haulage companies to undertake limited work in the UK in twoweek blocks.

The RHA has said it opposes this proposal as it believes more effective measures can be taken to deal with the shortage of lorry drivers and the supply chain crisis in the UK. In simple terms, cabotage allows nonUK haulage companies to work in the UK while being based outside the the country.

The companies and employees will pay no tax in the UK. This is not about drivers from outside the UK working for UK companies – this proposal outsources the whole haulage activity. Tax, safety regulation, and national insurance obligations are all controlled outside the UK when cabotage is unfettered in the way proposed by the Government.

It will help deal with the crisis in haulage availability, for supermarkets especially, but it will undermine the work being done to provide long-term solutions to deal with problems of lorry driver availability, pay and conditions.

Rod McKenzie, MD for Policy and Public Affairs at the RHA, said: “This proposal undermines the good work done already on

training, testing of drivers and the improved pay and conditions we have started to see for drivers.”

The RHA has supported a range of measures, some have been taken up but key measures have not.

Two that have not been taken up relate to temporarily adding non-UK drivers with valid qualifications to come to the UK and changes to Driver Certificates of Professional Competence administration that would retain UK drivers in work and allow retired or lapsed UK drivers to come back to driving for UK companies.

Rod continued: “These two measures proposed by the RHA (and others) would make a difference to the availability of lorry drivers for UK companies, it is a shame that the UK government chosen not to proceed in a timely way on these measures and instead decided to offshore UK haulage work to unaccountable operators from outside the UK.” When a driver works for a UK company they will be continuously assessed, often via telematics. The operators are accountable to the traffic commissioners in the UK for the compliance with safety standards. Under cabotage you have no effective control over compliance with safety standards.

Asset Alliance asked operators if they would be looking to acquire any alternatively-fuelled HGVs in the next three years: 20% were looking to do so, while 29% had no plans now, and a further 51% had no current projects, but this might change.

80% of those surveyed were not yet planning to move away from diesel; unsurprisingly, the cost was the most prominent barrier cited by operators.

More than half (52%) would be more inclined to try alternative fuels if the government had a financial incentive, such as reduced tax or a scrappage scheme.

A further 41% were put off by initial up-front costs that can be associated with new technology. Half of the operators (51%) would also be encouraged if the national refuelling infrastructure was improved. Operators would also be keen to see non-financial incentives being explored for modern technology.

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TECH TIPS

K TS TRUCK MADE ESI: PART 7 Now that we have seen all the background information that ESI Truck can provide, Bosch takes us through its diagnostic process.

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ollowing vehicle selection, the list of available systems is shown and, from here, you can choose one system on which to run diagnostics. In this example, we will look at the Exhaust Gas Treatment System (Fig. 1).

As mentioned in the system overview article, it is important that diagnosis is started from the screen showing the correct method of connection between the KTS and the vehicle. In this case, there are two options: standard OBD (Fig. 2) or using the UNI adapter to connect to the specific pins (Fig. 3). At all times during diagnosis, the button circled in red can be used to show any additional Model Info or System Info as we have previously discussed.

Once diagnosis is started, the software looks for the KTS (Fig. 4) and, once it has a connection, several options will be available (Fig. 5): ■ Identification ■ Read faults ■ Clear faults ■ Actual values ■ Actuators ■ Special functions ■ Adjustments/settings

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“It is important that diagnosis is started from the screen showing the correct method of connection between the KTS and the vehicle.”

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TECH TIPS

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��� Identification This function provides background information to the system. For example, in this case, we can look at Diesel Particulate Filter or ECU Data. The diesel particulate filter option will show the data history for the DPF while the ECU data gives exactly that – ECU name, chassis number, VIN code, etc.

Read faults

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If there are any faults in the system, they will be shown here. The overall fault code table can be saved to the vehicle’s protocol for future reference or to give the customer a more detailed view of what work has been carried out and why (Fig. 6). Once a fault is selected, the troubleshooting button can guide you through a test procedure to identify and fix the fault.

Clear faults Following the troubleshooting process, this function can be used to clear the faults from the ECU memory so that the vehicle knows that it has been fixed correctly.

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Actual values There are several ways of displaying the actual values available for this system.

Actual Values Selection allows you to choose specific values to measure (Fig. 7).

These can then be shown in a standard table format (Fig. 8), in a cockpit view (Fig. 9), or

“The overall fault code table can be saved to the vehicle’s protocol for future reference or to give the customer a more detailed view of what work has been carried out and why.”

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be plotted live onto a graph (Fig. 10).

All three of these views can be saved onto the vehicle’s protocol. System Display shows a picture of the system and how everything is connected together with live readings of the values at each critical point (Fig. 11).

There can be several screens for this, depending on how much information is available. User Defined Groups can be used as a quick method of selecting the actual values which you use the most with this specific vehicle.

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Actuators Depending on the vehicle, there will be a varying number of available actuators to perform additional tasks or to check certain components.

Special functions This section will allow you to perform specific tests which are applicable to the vehicle and system chosen for diagnosis (Fig. 12 and 13).

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쐉 Adjustments/settings Occasionally there are tasks which need further adjustments and these will be shown on this screen (Fig. 14). It could be possible that changing some parameters will require you to have Advanced Mode released, which we will cover in the next edition of KTS Truck made ESI.

TO SEE THE REST OF THIS SERIES OF ARTICLES FROM BOSCH, CHECK OUT THE CVW MAGAZINE ARCHIVE ON OUR WEBSITE, ENSURING YOU NEVER MISS AN ISSUE, WWW.RDR.LINK/VAF001

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TECH TIPS

Braking systems remain one of the top causes of failure at annual test. DVSA presents its guide to passing the test to help operators prepare their vehicles, complete with best practice advice.

PASSING THE BRAKE TEST Brake test check list ■ Load the vehicle.

■ Have all the brakes had time to bed in?

■ Do you know the correct method of inspection?

■ Avoid steam-cleaning. Steamcleaning the vehicle brake system immediately before test is highly likely to reduce the brake performance.

■ Is the RBT calibrated and in good condition?

■ Has the vehicle exceeded the minimum efficiency required in the manual?

■ It shouldn’t be necessary to alter the Load-Sensing Valve (LSV) settings outside of the manufacturer’s pre-set limit to achieve a satisfactory brake result. Altering the LSV settings can lead to over-braking of the rear wheels, which is a potential road safety hazard.

This will result in prohibition action.

■ Secondary braking systems – vehicles are fitted with a secondary brake, typically either through a split braking system, or a progressively applied hand control valve. Make sure you know which type your vehicle has, and if the other system can be used as an alternative. Secondary brakes using split systems are no longer assessed at annual test.

12 CVW NOVEMBER 2021

Locked wheels and the brake test DVSA insists that vehicles must be fully loaded at test because the grip between the tyre and the RBT rollers is more effective that way and the load sense valve will be opened. The wheels keep turning for longer and a higher brake force will be achieved.

If the vehicle is empty or only lightly loaded, the grip between the tyre and the road (or the rollers on a roller-brake tester or RBT) will be lower, and a relatively small brake force will cause the wheels to lock and stop turning. Once locked, no matter how much more the brakes are applied, the recorded brake force won’t increase.

This means that if the vehicle’s load is too light, the wheels may lock before achieving the required brake efficiency. On unladen vehicles, this may result in a test failure.

Testers can also pass a vehicle on locks, provided more than half the wheels on a system lock. Front wheel lock allowance (FWA) takes into account the weight transfer to the front axle(s). DVSA warns, however, that operators should not rely on these two concessions when preparing vehicles for a brake test.

How to prepare for the brake test Loading ATFs will check vehicles are loaded to 65% of design axle weight. Load simulators are permitted and some ATFs may have a ballasted trailer available for hire. Where load simulators can’t be used, vehicles or trailers – unless exempt by design – must be loaded when tested. Tractors must be coupled to a loaded semi-trailer, so that the drive axle is loaded at or very close to the

plated weight shown in column two of the plate and plating certificate.

When loading a vehicle for brake test, DVSA advises: ■ Ensure loads are adequately secured.

■ Aim to apply at least 65% of the design axle weight to each axle (not less than 50%).

■ Use similar loads to add weight to the vehicle – this will help in placing the loads correctly, and achieving consistency between tests.

Pre-test brake performance checks With an RBT ■ Ensure the rollers are clean, in good condition and well gritted, and the RBT is calibrated.

■ Present the vehicle loaded to at least 65% of design axle weight.

■ If you have a computerised RBT, ensure it has the current version of DVSA’s DTp (now DfT) number database installed in your machine so that new vehicles are recognised.

■ If you have a non automated RBT, decide what the vehicle’s braking requirements are to help calculate brake performance.

■ Decelorometer testing is available at a limited number of ATFs, but only permitted if testing the vehicle with an RBT is not possible.

Without an RBT Local franchised dealers, vehicle repairers and local authorities may offer RBT brake check services. Ensure brake performance is included in routine maintenance.

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BUSINESS & TRAINING

YOU'RE HIRED!

D

espite the disruption of the pandemic, Pelican Engineering is currently in the process of training 20 apprentices within its 160-strong Castleford workforce. It has recruited six apprentices this year and it plans to recruit a further six young people in 2022.

The 102-year old company, which partners with some of the world’s biggest vehicle manufacturers to supply leading edge commercial vehicles, coaches, and buses, is continuing to see sustained growth and is expanding its team.

Working with vehicle manufacturers DAF and MAN, it supports apprentices through a structured three-year training scheme that comprises on-the-job training working with a time-served technician, as well as two-week blocks of ‘classroom’ learning. After completion, the apprentices are qualified as Level 3 HGV Technicians.

Richard Crump, Managing Director of Pelican Engineering, comments: “We started our training scheme almost 20 years ago, recognising that, with the shortage of skilled labour in the sector, we needed to be proactive and develop people with the skills we required to secure the future of the business.

“The initiative has proved extremely successful, not only equipping a whole generation of HGV technicians with the skills needed to pursue a rewarding career, but also bringing vital new talent into the industry.”

Paul Bugg, Group Services Manager at Pelican, adds: “Working with some of the world’s leading commercial vehicle suppliers, we have been able to develop a first-class training programme, including some apprentices being trained on electric commercial vehicles. We have also adapted

14 CVW NOVEMBER 2021

In the wake of the pandemic, it’s important that workshops begin taking steps with the future in mind as we rebuild a sense of normality. Yorkshirebased family business Pelican Engineering outlines how it is committing to the future.

to offer apprenticeships within our zero emission passenger vehicles division having this year appointed our first apprentice to train on our state-of-the-art Yutong electric buses.

“It’s great to see so many young people with enthusiasm and potential coming into the business and also choosing to make a career with us – around 70% of our apprentice technicians go on to secure permanent positions with Pelican.”

Twenty-year-old Josh Waring of Featherstone, a third-year apprentice body shop technician, explains why he joined Pelican. He says: “I’ve always been interested in mechanics, my dad works in the body shop at Pelican so I’ve grown up hearing about the business. The people here are really friendly and helpful, it’s a great place to learn and I’m excited to have the opportunity to enter such a good trade. I know that as a qualified HGV technician, I can make a good living and have a secure future ahead.”

Richard Crump continues: “Bringing new talent into the haulage and passenger transport industries is vital as these sectors keep the British economy moving. While

Apprentice body shop technician Josh Waring (centre front) with some of the other Pelican Engineering apprentices

young people are sometimes attracted by the apparent glamour of service and tech businesses, the transport industry continues to offer secure and rewarding long-term recession-proof career opportunities with great prospects for progression, and it’s important that we do all we can to get this message across. The demand for large passenger and goods carrying vehicles will never diminish and, in fact, will most likely increase with skilled technicians always being needed to maintain these vehicles.

“The development of a wide range of transport and logistics sector-based apprenticeships in recent years is proving popular, providing formalised learning and a structured framework for new recruits entering the industry. The apprentices benefit from three years of on-the-job experience, combined with classroom learning so that they have the core skills they need, as well as a nationally recognised qualification, as they embark on their careers. They can also enjoy the benefit of being paid while they learn and not having any training costs.

“With so many businesses across every sector in the UK now competing to bring young people into the workplace, it’s more important than ever that the leading players in the transport industry are proactive with their recruitment and training. We must invest in attracting and nurturing new talent, and apprenticeships offer a great way to do this, ensuring the business and the sector has the people equipped with the skills we need for the future.”

FOR MORE INFORMATION ON PELICAN ENGINEERING, WWW.RDR.LINK/VAF002

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BUSINESS & TRAINING

SAVE THOUSANDS WITH

DPF CLEANING

If you’re running a fleet of LCVs, cost reduction, sustainability, and corporate social responsibility should be high on your agenda. Ivor Searle explains how fleets can start taking greener steps.

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tandard issues have certainly been exacerbated by the pandemic, so it’s no wonder that companies large and small are closely examining ways of further improving the efficiency and green credentials of their van fleets.

Among the major businesses that Ivor Searle is helping to effect positive change is one of the world’s largest fleet management companies. Aligning with Ivor Searle’s philosophy on the benefits of a circular economy, which promotes the sustainability and cost benefits of remanufacturing, rather than replacement of OE major units such as engines and gearboxes, this fleet provider operates a proactive ‘predict and prevent’ approach.

Turning the traditional ‘break and fix’ model of fleet maintenance on its head, its preventive maintenance programme enables fleet customers to control costs, avoid unnecessary repairs, and minimise downtime. The use of data helps to identify trends in specific component failures, so that the company can work with customers to navigate potential failures across similar vehicles.

Although the concept of preventive maintenance is often perceived by fleet managers as optional, Ivor Searle has helped to prove that, by investing in this approach as a commercial necessity, businesses can not only cut their costs but also go a long way to reducing their carbon footprint.

Whilst more obvious services such as oil changes or tyre rotation will extend the life of a vehicle, for diesel-powered vans that make up the bulk of the UK’s light commercial parc, maintenance of the diesel particulate filter (DPF) is a prime contributor to extending vehicle life expectancy in the fleet cycle. In a post-COVID economy, the longer a van can remain in service, the less funding is required for replacement vehicles, which is good for a company’s budget.

How to tell if your van’s DPF may need attention: ■ ■ ■ ■

The DPF warning light is on The vehicle is in ‘limp’ mode A strong smell of diesel The vehicle is emitting excessive exhaust smoke ■ The engine oil level is increasing ■ High fuel consumption

Although the sale of new fossil-fuelled vehicles will be banned from 2030 in the UK, the fact remains that the latest diesel vans are the cleanest in history. Harmful NOx (nitrogen oxide) emissions have fallen 81% in the UK since 1990, which is the biggest reduction of any industrial sector.

In addition to being the UK’s leading remanufacturer of major units for light commercial vehicles, Ivor Searle also provides a professional trade-only DPF cleaning service. Over the past 18 months, just one of its major fleet customers has saved its own customers almost £77,000 by utilising Ivor Searle’s DPF cleaning service, based on an average DPF replacement price of £772 per vehicle, the majority of which are fitted to light commercial vans.

DPFs work by trapping soot particles

from incomplete combustion in the exhaust system. The DPF is structured like a series of honeycomb filters that prevent the soot passing all the way through the filter into the atmosphere. Although DPFs are designed to effectively selfclean in a process called ‘regeneration’ where the soot is burnt off the filter at a high temperature of around 650˚C, this is only effective when travelling consistently at moderate to high engine speed. However, if a vehicle is frequently used to travel short distances and then switch off, such as delivery vans, then it is unlikely to produce the exhaust temperature required to enable regeneration, resulting in excessive soot build up and a continual reduction in vehicle performance.

Commenting on its ability to save companies significant sums by cleaning DPFs rather than simply sourcing a new one, David Eszenyi, Commercial Director of Ivor Searle, explains: “Now more than ever, taking a preventive approach to vehicle maintenance is not only the most sustainably conscious way forward, it is also financially proven to reduce costs.

“With the fleet industry needing to retain vehicles in service for longer due to the global semi-conductor crisis affecting the supply of new vans, there is a major onus on fleet operators and maintenance companies to ensure that vehicle performance is protected as much as possible. By cleaning DPFs regularly, less energy is required to produce new ones, so this contributes positively to a circular economy.”

TO FIND OUT MORE ABOUT IVOR SEARLE’S PROFESSIONAL DPF CLEANING SERVICE, CALL THE SALES TEAM ON 01353 720531 OR WWW.RDR.LINK/VAF003

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BUSINESS & TRAINING

HEAD STRONG Q

What led you to introduce the SilverCloud platform?

Rachel Clift (RC): Since 2019, around 60% of individuals reaching out for Ben’s support do so because they are struggling with their mental health and wellbeing.

Whilst we were, and continue to offer talking therapies and counselling, I really wanted individuals to have a range of options as to how they might like to receive support including improved self-help via Ben’s website as well as introducing a suitable, evidence-based digital platform.

Q

How do you see the platform benefitting the young workers?

RC: SilverCloud has a range of programmes which are relevant to this audience, including more generalised support for wellbeing, resilience, as well as programmes to support issues with depression, anxiety, and positive body image.

The young person’s SilverCloud platform is tailored to this audience, using more relatable case studies, featuring a range of interactive tools such as videos, activities, quizzes, and audio guides, as well as a personal online support journal.

SilverCloud is an immediate way to receive support, readily available with a fast-track sign up via our website and the option for the young person to participate in a programme independently or with light touch support from our mental health supporter team.

CVW sits down with Rachel Clift, Health and Wellbeing Director at Ben, to discuss the organisation’s new programmes for its SilverCloud platform and how it is striving to help the younger generation of automotive workers.

Q

Is there more we can do to encourage young people to get involved in the automotive industry?

RC: Whilst the industry is going through many changes and challenges, the industry is also embarking on an exciting period of reinvention with vehicle electrification and automation. Automotive apprentices will be critical to supporting this digital revolution and with the industry being so broad, this provides many opportunities for employment and career progression across research & development, engineering, AI, robotics, manufacturing, sales, marketing, and finance.

Q

Do you think enough is being done for the mental health of our industry?

RC: Currently across the industry, it’s fair to say this is patchy, some employers are more advanced, some are really feeling the aftereffects of the pandemic, but either way employee wellbeing is now high on the list of business priorities. The truth is employers need to understand their employees issues to be able to address the health and wellbeing of their workforce most effectively, something Ben is also well placed to support.

Q

What other services can Ben offer?

RC: Ben provides a range of health and wellbeing services and support for anyone who has worked in the industry and their family dependants including self-help tips, advice and tools, a range of mental health and wellbeing services including talking therapies, life coaching and financial support for those who are struggling or enduring unforeseen life events.

Ben operates a helpline with access to skilled advisors who provide urgent need and crisis support as well as at the first point of contact for additional information, advice, and guidance. The most important thing to remember about Ben is that no matter how big or small the issue we are here for our industry family when they are struggling or in crisis, even if it’s just to provide a listening ear.

FOR MORE INFORMATION ON THE SERVICES THAT BEN CAN PROVIDE, WWW.RDR.LINK/VAF004

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SPECIAL REPORT

Q& A: CHANGING OF THE GUARD CVW sits down with new VLS Chairman, Mike Bewsey, to discuss his vision for the organisation and how he sees the future shaping its approach to lubricants.

Q

First of all, congratulations on the new role. What made you want to take on this job?

Mike Bewsey (MB): I was delighted to be invited to become Chairman of VLS. I have been involved with VLS since 2016 as a board member and have seen first-hand just how important its work is in upholding standards in the lubricants industry.

VLS sets out to achieve an open, transparent, and level playing field that benefits all lubricant companies by verifying the performance claims and technical specifications upon which lubricants are marketed to the end user.

It allows all companies to compete on service, value, and product quality whilst assuring the claims made on lubricant products are valid and reliable.

As well as Chairman of VLS, I am also Business Unit Director of Moove Lubricants, a key player in the lubricants industry. Over the years, VLS has given Moove the assurance it needs that if we come across a product in the marketplace that has a conflicting technical specification or performance claims that simply don’t make sense, then we can have it checked out. If necessary, it can be tested by an independent third party to validate our concerns and resolve any mislabelling issues.

Q

What are your main objectives going to be moving forwards?

MB: I am very proud of everything that VLS has achieved to date and very much want to build on those solid foundations.

Over the years, the types of cases that VLS has handled has changed, and VLS has adapted to reflect the needs of the market.

In 2019, VLS launched new marketing claims guidance, in response to cases that involved overclaiming of specifications.

18 CVW NOVEMBER 2021

In 2020, VLS entered into a primary authority relationship with Buckinghamshire & Surrey Trading Standards, to support greater compliance for members and the industry by providing assured advice on lubricant marketing issues and the basis of claims in consumer law, as well as intervention and escalation in non-compliant products and non-cooperative lubricant marketers.

Our main objectives will be to support the transition to dealing with specifications built on new technology including plug-in electric hybrid, electric, and hydrogen vehicles.

With OEMs pushing forward with new technology to meet the upcoming ICE ban, yet motorists holding on to their vehicles for longer than ever, lubricants manufacturers, mechanics, and motorists alike will need our support to understand how to correctly market lubricants and use them in vehicles.

We can provide stability during change and maintain that all-important level playing field for those involved in the lubricants industry.

Mike Bewsey speaking to the media as he is unveiled as the new VLS Chairman

I also see a role in VLS undertaking greater outreach with other similar programmes, from Germany’s FSQ programme to the Australian Lubricant Association’s product quality programme.

Even here in the UK, we could ensure a joined-up and cohesive approach with API’s product quality surveys and ATIEL’s product compliance and monitoring.

Q

Will the transition to specifications built on new technology for vehicles be difficult in the CV industry?

MB: Any transition for any industry is difficult. Despite electric passenger vehicles having been around for over 100 years, they still only represent a small fraction of the vehicle parc and there are still huge technological challenges to overcome, such as charging infrastructure.

But the CV market has some particular challenges. Reliability and range are vital.

Operators simply cannot afford to have vehicles breaking down or drivers and freight stopped for extended periods of time.

It’s interesting to see manufacturers such as Volvo, Daimler, MAN, and Caterpillar looking at hydrogen as a fuel, as an

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The event at which he was unveiled was held at the prestigious RAC Club in London

alternative to electric. Hydrogen may help CV operators resolve some of the challenges of battery-powered CVs, such as the size and weight of the batteries and the lack of charging points. Yet it delivers on the emissions challenge, being a low-carbon fuel.

Q

How will you attempt to improve VLS’ global outreach?

MB: Thanks to the hard work of the VLS Secretariat, the board, and my predecessor Andrew Goddard, VLS has already built up a reputation worldwide for being a leader in verifying lubricant specifications. VLS has already been approached by other countries looking to set up similar schemes.

We are, of course, happy to assist them by sharing our approach.

By building relationships with these other organisations as can share best practice and learn from the different lubricant markets around the world. Our focus will always be on the UK lubricants market, as that is where our members are. But many of our members export around the world, so the more we can influence and learn from other global markets, the better we support our members.

Q

Q

What do you think the most feasible fuel of the future is for the CV industry and how far away do you think it is?

MB: We are expecting the European Commission to announce their draft proposals for the new Euro VII emission standards by the end of 2021. The industry has been debating for some time how far these standards should go.

The German Association of the Automotive Industry (VDA) has already warned that the move could result in the combustion engine being phased out from as early as 2025, with stricter CO2 and NOx emissions limits being introduced, as combustion engines will no longer be competitive.

We are also expecting new tests which will require vehicles to meet stricter emissions standards in all driving conditions, including slow city traffic. Whatever the standards are, OEMs will be the first affected. We will continue to work closely with members to support them in the transition to new, even more sophisticated lubricants that can help manufacturers meet the emissions standards – whatever level they are set at.

MB: CV manufacturers are currently looking at a range of fuel options including electric battery-powered vehicles, hydrogen fuel cell vehicles, and hydrogen-fuelled vehicles, which use an internal combustion engine.

Each of these ‘fuel of the future’ options has its own advantages and disadvantages.

For the commercial vehicle industry, I think the future will include a mixed range of fuels. Electric vehicles can certainly be viable for shorter range urban driving and deliveries, where there is good access to charging points. But where a longer range is required, I am excited by the potential of hydrogen as a fuel.

Already hundreds of filling stations all over Europe are primed to dispense hydrogen fuel which can be produced from a variety of domestic resources, including renewable power like solar and wind, as well as natural gas, nuclear power and biomass.

The low ignition energy of hydrogen ensures easy ignition of an ultra-lean mixture with air, to produce combustion in a near conventional type engine. Hydrogen

Are you prepared for the Euro VII emissions standards expected this year?

“Hydrogen may help CV operators resolve some of the challenges of batterypowered CVs, such as the size and weight of the batteries and the lack of charging points. Yet it delivers on the emissions challenge, being a lowcarbon fuel.” offers quicker ‘refuelling’ times than batterypowered vehicles and operates in a way which we are all much more familiar with, using an international combustion engine.

This could smooth the adoption process, as engines running on hydrogen fuel will need fluids similar to existing engine oils, to keep moving parts functioning properly.

TO FIND OUT MORE ABOUT VLS, WWW.RDR.LINK/VAF005

NOVEMBER 2021 CVW 19

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DIAGNOSTICS

NEW ECU?

When a trailer EBS system is faulty, it’s easy to blame the ECU, but with a little analysis and the right equipment, even the most cash-strapped operator can avoid needlessly replacing this expensive unit. Knorr-Bremse explains.

D

o any of the following sound familiar?

■ “We have checked everything else so it must be the trailer ECU.” ■ “We couldn’t communicate with it so we changed it…the new one was just the same, so we fitted another.”

■ “It had an intermittent sensor fault so we changed the ECU…the new one does the same” So, what should you do? Firstly, you need a good diagnosis, which normally means employing a good service provider, having your own trusted computer system, or specifying Knorr-Bremse Trailer Information Module (TIM) on your trailers.

If you’re using an Expert Service Network, ask them for the fault report as you can only make an accurate diagnosis from one. The fault report is straightforward,

20 CVW NOVEMBER 2021

listing stored and active faults. Active faults are those causing a problem right now; you need to take the necessary action to fix these faults and extinguish the warning light.

Faults listed as inactive are those which have been a problem in the past. They are not causing an issue and have no effect on the warning light, but they may offer clues to what has been happening. Mileages and other information listed will assist in planning a course of action. Before changing the ECU, check the following suspects first to save you money and your sanity:

of problems go away at this point.

Sometimes there are no active faults, only stored ‘low voltages’ and ‘powered with speed’ faults. The latter is straightforward enough; powered whilst the system can see wheel speed. The cause is a faulty, or lack of, ISO7638 power supply but a good feed from the stop lights (ISO1185). Normally, if you see internal module failures with the ‘powered with speed’ fault, the best response is to delete them. If it is a real issue, it will come back quickly; a test drive will verify this.

The PC No communication Firstly, what electrical supply are you using to power the trailer? If the answer is the truck – forget it! You can spend hours or even days working on a ‘faulty’ trailer to find it is actually the truck at fault. You need a good, proven power supply; a battery power box for example, or even two batteries connected together. A fair number

Diagnostics need the data port on a PC to communicate with the trailer. If you have recently installed software that also uses this port (a camera, a phone etc.), it is highly likely that the PC loses its way and uses the wrong driver or tries to connect to the camera. The same applies to USB adaptors.

The answer to this is always to use a dedicated port if possible.

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The system If there is a good power supply and the PC worked 10 minutes ago, then there are only two possible culprits: the cables and the ECU. Either one can stop communication dead. First, check the ECU; hold your foot brake down and turn on the power supply/ ignition, the valve should ‘click’ and this confirms that the ECU is working.

Try to communicate with the ECU. The method of communicating is determined by the age of the ECU, not the age of the trailer; all ECUs should communicate via the diagnostic socket, but most trailer builders now use the ISO7638 ‘CAN’ diagnostics.

Keeping both a spare power lead with a diagnostic socket and a spare ECU is good practice. With these, you can remove one of the elements that stop you working out what is letting the installation down.

For example, if the original lead with the spare ECU works, then the old ECU is faulty, and if the original ECU works with the spare lead, then the old lead is faulty (not forgetting to try both CAN and diagnostic socket). Often it does work with the spare lead and you’ll find that a newly replaced ISO7638 socket has been wrongly wired.

How many times have you had trailers parked up for weeks while one valve is changed, and then another valve started leaking and the hours were clocking up faster than the final bill?

How much does a vehicle off the road really cost? It’s worth considering that when the trailer is fitted with EBS and TIM, you can limit the damage considerably.

Useful info ■ Re-loading the information file that you have extracted from

■

■

■ ■

the ECU will not have any effect on its operation. If it is wrong when you get there, it will still be wrong when you leave.

The best way to get a Knorr-Bremse equipped trailer through an MOT is to avoid the aggro with the test station manager – just start the system up with your foot on the brake pedal.

Vagueness on the type of sensor fault (probably the most common of all) makes diagnosis difficult.“It’s a sensor fault” is as useful as saying a valve has a leak! Knorr-Bremse differentiates between approximately 35 different sensor faults, but don’t worry, the company has technical help available to guide you through.

If the trailer has an ISO socket, it must be compatible with the towing vehicle.

Replacing a faulty ECU should take less than 90 minutes, but remember, it must be programmed.

FOR MORE INFORMATION WWW.RDR.LINK/VAF006

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DIAGNOSTICS

Pico technician Ben Martins gives the 8-channel PicoScope 4823 a road test when looking at a DAF rear steering fault.

H

ydraulics really isn’t something that you just have a go at. I think we all take for granted the risks we take in our chosen career and forget how dangerous this job can be. Hydraulic systems are especially risky. They work at high pressures, generating high temperatures, and without the appropriate training, you will put yourself, unnecessarily, in harm’s way. If you are working with hydraulics already, then hopefully this will make you think differently about how you can diagnose and record faults.

STEERING CLEAR OF TROUBLE I was asked by a customer if I was interested in taking a look at a problem dust cart. The owners, in the attempt to get a silver bullet fix, requested a part replacement based on a limited diagnosis. The part was reluctantly replaced by our customer, but, as you’ve probably already guessed, it didn’t fix the problem. We were determined to do it properly, to find the fault, prove it and then verify the fix with PicoScope.

First things first

1. Reservoir, 2. Hydraulic pump, 3. Front valve block, 4. Front steering box, 5. Rear valve block, 6. Rear steering cylinder

22 CVW NOVEMBER 2021

As always, we had to begin by confirming the customer’s complaint. On many long wheel-based trucks, the rear axle should steer during slow manoeuvring to decrease the turning circle and improve manoeuvrability. In this case, the rear steer would begin to work, but after a short time of operation, it would put a warning light on the dash, and the rear steering axle would self-centre and no longer operate as intended. If the vehicle was switched off, left and then restarted, operation of the rear steer would resume, only for the fault to be set again.

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It was easy to confirm the fault, and with the light on the dash, I recovered the DTCs, which displayed the following: ■ 600-17: Centring Pressure Sensor value

too low and there is a leakage ■ 600-1: Centring Pressure Sensor value

too low; dangerous ■ 630-31: Centring Pressure Loss, pressure

drop too high within three seconds We made sure that the codes were permanent by clearing them and then operating the steering again. Not only did this help to confirm that the codes were still active, but it also helped to repeat the test to make sure that the vehicle set the fault. This is vital when it comes to verifying the fix.

We now had a clear direction with where to go next, which was to look at the rear axle centring pressure.

Understanding how the system operates and functions is important to be able to create a good action plan and, ultimately, to fix the fault. The system fell under the heading of E-MAS, which stands for Electronically controlled Multi Axis Steering system. TRW Automotive designed steering systems for more than one company, so I’d expect that it can probably be found on more than one manufacturer’s vehicle.

Luckily, the customer I was supporting had access to the DAF technical site.

Although all of DAF’s diagrams are chassis specific, they also depend on the date and time the schematic was downloaded. This is because they update their technical data daily. It is good practice to make sure you have the correct variant of vehicle, as having the wrong information could send you off in a completely different direction.

This isn’t a lesson in hydraulic drawings, but there are a couple of things that we need to be aware of.

Relief valve The first is the relief valve labelled in the diagram as SP201 in the front valve block. This is a SP201 vital safety element of any hydraulic system to prevent catastrophic damage due to the high oil pressures that are created. According to the information we have found, the maximum working pressure is 175 + 5 bar, and the relief valve

ensures that if the pressure gets above this, it will open and allow the oil to flow safely back to the reservoir without destroying the components of the circuit. This relief valve is also operated by a solenoid, which, when activated, prevents it from opening so the maximum working pressure can be created.

Remember, with any hydraulic system, pressure isn’t created by the pump; pressure is resistance to flow much like how oil pressure is created by the crankshaft in a combustion engine.

“Hydraulic systems are especially risky. They work at high pressures, generating high temperatures, and without the appropriate training, you will put yourself, unnecessarily, in harm’s way.”

Safety valve The next safety valve on this system is located in the rear valve block and is SP051 tagged as SP051. In its ‘not active’ state, it allows the oil to flow directly from the pump and return to the tank with no restriction, and therefore no pressure is generated. It also connects both sides of the cylinder to drain back to the tank to allow easy movement of the cylinder. When this valve and the relief valve are activated, the oil has no easy path back to the tank, which causes the pressure to rise until it meets the mechanical limit of the relief valve. This ‘pushing’ force is what will move the cylinder to turn the wheels.

While we’re talking about safety, this system has a self-centring fail safe built into the cylinder, which, in the event of a malfunction, will force the cylinder back to the centre and straighten the wheels.

Knowing how this works is important, as the fault is caused by the centring pressure being too low.

The ‘floating end plate’ part of the centring system will mechanically lock against the stops in the housing, and the smaller section will provide a stopping point for the main rod. This gives the steering cylinder its central position. When the centring system is activated due to a fault, or if the vehicle travels above a set speed, SP071 deactivates first, preventing oil from travelling back to the accumulator.

However, due to the one-way valve, the accumulator can still supply pressure to the centring circuit. The SP051 solenoid deactivates next, giving the C1 and C2 ports on the cylinder an easy path back to the tank. Because the pressure is now much lower, the centring system pressure can take over and force everything back to centre. As the surface area of the chamber, Y1 is twice the size of Y2, and with more force applied in this direction, the floating piston will always travel back this way. Once the end plate is in position, Y2 will continue to force

NOVEMBER 2021 CVW 23

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DIAGNOSTICS

the main rod onto the other end of the floating piston, making the wheels centre.

Once in position, the one-way valve prevents any movement of oil and therefore hydraulically locks the cylinder.

Accumulator relief/loading valve The accumulator relief/loading valve, SP041, is there to manage the pressure in the centring circuit, and to try and maintain a consistent nominal pressure of 28 bar. If the pressure deviates too much from this, the valve can be opened to either drop or increase the pressure. Fluctuations here are normal due to oil temperature and valve operation, but the pressure should be stable and constantly applied to the centring circuit even when the vehicle is stopped.

Understanding the accumulator The last thing before getting into the measurements is to understand the accumulator, a storage device that acts in a similar way to a capacitor. It has the ability to store and release energy depending on the component requiring it. These spherical devices are extremely dangerous and shouldn’t be touched if you don’t have appropriate training or tools. They contain a chamber that stores nitrogen under high pressure and supports the hydraulic pump,

so if the demand is high, it can add to the system. Equally, it can absorb large spikes of pressure. If you’ve never dealt with these and have one in the workshop, please don’t just take your spanners to it.

Having dealt with safety issues and understanding how the system should function, we could now set out our diagnostic process. We had verified the fault and confirmed with the customer that this was the problem. After we retrieved faults relating to the centring steering pressure, we now had an understanding of how the

system should operate under normal conditions. Having eight channels meant we had a lot more freedom to choose signals to capture, but we needed some form of input to know that the steering was being operated. The front and rear axle angle sensors would be useful, and we also wanted to see the pressure at the front valve block and in the centring system. I also wanted to see what the solenoids were doing, and so I had something to reference later on, I also captured engine speed to prove the engine was actually running. With the new 8-channel scope, I had the option to capture multiple signals simultaneously, and my initial setup was as follows: ■ Ch A – Optical pick up for RPM signal,

■ ■ ■ ■ ■ ■ ■

can be converted to a math channel to visualise RPM Ch B – Front Valve Block Test Port WPS600 Ch C – Rear Valve Block Test Port WPS600 Ch D – Current to SP051 Release Valve Solenoid Ch E – Current to SP201 DRV pressure from front valve block Ch F – Front Steering Angle Sensor Ch G – Rear Steering Angle Sensor Ch H – Current to SP071 Accumulator Solenoid

TO FIND OUT MORE WWW.RDR.LINK/VAF007

24 CVW NOVEMBER 2021

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DIAGNOSTICS

Brett Edkins, Technical Manager at Eclipse Diagnostics, explains how to identify and correct an engine fault on a DAF XF E6.

ENGINE FAULT ON A DAF XF E6

T

he 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 DAF XF model shows how the Eclipse Jaltest package is becoming the go-to diagnostic solution for the commercial vehicle industry.

memory. These will be able to assist Eclipse with rectifying the cause of the faults bringing the warning lights on.

After carrying out the system scan, the engineer had two active fault codes and there was one on the engine – P1496, which is an engine derate code that would be caused by a different fault code.

In the aftertreatment system, there was also an active code of U1849, which is the NOx sensor, before catalyst software verification incorrect. This fault code would also cause P1496 to come on. The fault code U1849 could be caused by an intermittent CAN line error or a faulty NOx sensor.

The problem A DAF XF E6 has an engine and aftertreatment light on the instrument panel and it 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 workshop so that the engineers can use the Jaltest diagnostic equipment to identify and rectify the current faults with the vehicle.

Initial assessment The engineer will firstly make an initial diagnosis of the vehicle’s engine and aftertreatment system. The engineer can do both of these systems at the same time using the Jaltest system scan where they can select certain ECUs to be scanned.

Once they have scanned the two ECUs, they can then check for any logged faults whether they are present or historic in the diagnostic

26 CVW NOVEMBER 2021

In this case, the engineer can firstly check the location of the NOx sensor via the operation diagram or the system technical data. Once the engineer has found the location, they will then be able to check the wiring of the sensor using the Jaltest wiring diagram.

This is so they know what pins to test and what resistance and voltage they should be getting down the wiring and they will also be able to check for any brakes in the wiring. The engineer will also be able to see if the NOx sensor is reading through the measurement selection.

Correcting the fault 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.

First of all, the engineer will check whether the NOx sensor is getting readings through measurement selection. Then the engineer will refer to the Jaltest wiring diagrams to check the NOx sensor wiring from sensor to ECU to check for any breaks or corrosion on the wiring and also will be able to view what resistances and voltages are correct to test the wiring.

If the wiring is non defective, then this would require the NOx sensor to be replaced.

In this instance, the engineer found that all the wiring was non defective and it was the NOx sensor that was at fault. The engineer then replaced the NOx sensor with a Jaltest manufactured NOx sensor purchased from the Eclipse online shop.

If this was the first time that the engineer had carried out the procedure, then the industry leading Eclipse Vehicle Technical Support service is

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About Eclipse 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 their 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.

Eclipse is the largest supplier of multibrand 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.

FOR MORE INFORMATION ON THE SERVICES ON OFFER FROM ECLIPSE DIAGNOSTICS, WWW.RDR.LINK/VAF008

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DIAGNOSTICS

FIRST POINT OF CALL CTEK outlines exactly why batteries should not be ignored when undertaking vehicle diagnostic and repair.

M

odern commercial vehicles are packed with on-board technology that not only improves and enhances vehicle performance, but also ensure protection, safety and comfort for the driver.

Whether the vehicle is in use or in the diagnostic workshop, the battery is being placed under great strain – we, therefore, cannot ignore the demands that complex vehicle technologies are placing on commercial workshops.

CTEK’s research has identified that as many as one in four commercial vehicles arriving in the workshop have a battery problem, a threat that could cause you problems when carrying out diagnostic work on the vehicle.

This is pointing out the obvious, but for the avoidance of doubt, fault code diagnostics requires the ignition switched on without the engine running. This means that during the diagnostic process, the vehicle's systems are operated solely from the power of the battery.

CTEK encourages proactive battery charging and support, and it recommends that, whatever work is being undertaken on the vehicle, you should always hook it up to some form of battery support – even leaving the vehicle door open will drain the battery.

28 CVW NOVEMBER 2021

Battery support is a vital activity – often not fully appreciated for its importance in saving technicians time, insuring against battery failure during the diagnostic process, and, in turn, preventing unnecessary down time, lost vehicle data, and, worst still, damage to the ECU. When undertaking diagnostic procedures, you should always use dedicated battery support, as opposed to battery charging.

That’s because the vehicle needs a supply of clean, constant voltage that can quickly react to any peaks in demand on the battery.

What to look out for A standard battery charger will struggle to cope with these sudden increases in current demand, which is when the battery, and possibly the diagnostic process will fail. On the other hand, a battery charger may actually increase battery voltage beyond operating levels, that can again cause the diagnostic process to fail.

Battery support will also guard against loss of battery charge, protecting the battery from discharge when the work is complete and the vehicle is back out on the road.

The MXTS 40 from CTEK provides a stable voltage and up to 40amps (12V mode) and 20Amps (24V mode) of fully regulated power to prevent loss of charge

Protect against de-rating Battery support units deliver high levels of power over a relatively long period of time, and as a consequence they can generate a lot of heat. As a safety precaution, many units are set to derate. This is a process whereby the unit will reduce charge levels, and at really high temperatures reduce current output. De-rating is becoming a huge challenge to many workshops, risking disruption to the diagnostic or reprogramming procedure.

and damage to the battery, so it’s ideal for a wide range of commercial vehicles with average power consumption.

If even more power is required, the MXTS 70 provides up to a 70amps of battery support (35Amps) in 24V. This unit gives the flexibility to cover all vehicles, including high specification vehicles with large flash programming demands.

Using a CTEK battery charger in ‘supply’ mode maintains an ideal battery voltage throughout the period of repair or reprogramming, at the ideal voltage.

FOR MORE INFORMATION ABOUT CTEK CHARGERS, WWW.RDR.LINK/VAF009

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AXLES & SUSPENSION

EVERY THING BUT SIMPLE febi overviews the safety-critical nature of air springs and discusses its manufacturing process, which ensures the highest quality is achieved.

A

ir springs are placed between the axles and the vehicle chassis carrying the entirety of the vehicle’s weight. Together with the shock absorbers, they are responsible for driving stability and are a reliable and constant connection between the tyres and the road.

It is extremely important to keep the vehicle balanced and to transfer the wheel forces constantly during bends, braking, and acceleration. Besides these safetycritical tasks, the comfort of the driver and any sensitive loads being carried are also imperative. Due to variable pressurisation, air springs provide an adjustable spring rate, variable load-carrying ability, simplicity of height control and low friction.

They are adaptable for light or heavy suspension applications.

Construction of an air spring

Tensile test

“The air spring’s ability to support a mass depends upon its effective area, which is a nominal area found by dividing the load supported by the spring and by the air pressure at any given position.”

The spring rate is the result of the change in the effective area and the change in air pressure as the spring is deflected. The air pressure varies with the speed and magnitude of deflection; for a unit of deflection, the pressure – and, therefore, the spring rate – will be different for isothermal, adiabatic, or polytropic processes.

Reinforcing cord fabric layers

The rubber

��� Mounting stud ��� Combo stud as a combination

��� Cord fabric ��� Inner rubber

for mounting and air supply ��� Plate ��� Outer rubber

��� Internal bumper ��� Pressure plate for bumper ��� Piston

The air spring’s ability to support a mass depends upon its effective area, which is a nominal area found by dividing the load supported by the spring and by the air pressure at any given position.

30 CVW NOVEMBER 2021

The special rubber mixture of febi air springs ensures a good resistance against substances in the pressurised air – like oil mist and environmental influences on the outside of the air spring.

The recipe was developed over many years so it has the best properties for its intended purpose. The tensile strength of the rubber is tested to the maximum force until the rubber breaks. This ensures that only raw materials with the defined properties are used for production.

The cord fabric The cord fabric is used as a reinforcing

element. Its woven structure gives the rubber the required strength and durability against pressure and other forces. Up to 3 reinforcing layers are used on some air spring references – such as in stressed areas with high demands on stability.

The fabric is made of a polyamide or a mixture of polyamide and aramid. It is placed between the outer and inner rubber layers. The positioning of the different rubber and reinforcing layers, as well as the manual or automatic wrapping process, is a key factor for durability and lifetime and is based on extensive experience.

030_CVW_NOV21_Layout 1 22/10/2021 12:22 Page 31

Manual wrapping

Leakage test

Plastic or metal components

Quality with confidence

Since air springs are exposed to all environmental influences, the corrosion protection of metal parts is a constant topic.

The material specification and hardness, as well as the corrosion protection coating, is tested constantly and has to be in accordance with defined OEM standards.

Only approved parts where the functional dimensions are met with the high requirements are used in production.

To be sure that nothing goes wrong in the production process, air springs with plates and pistons are regularly checked by a simple, yet highly effective test. They are pressurised and checked for leaks in a water bath. Lights in the underwater area make even small bubbles visible.

Lifetime tests are carried out frequently on a special test rig to ensure that febi air springs meet the OEM requirements. The air spring is mounted in a rocker construction and has to perform up to 3,000,000 load and unload cycles pressurised with seven bar.

Steam vulcanisation There are different production methods in the air spring industry: vulcanisation with an electric heating mould or steam vulcanisation – or a combination of both.

Steam vulcanisation is the better and stateof-the-art method.

While the electric heating mould is only “cooking” the air spring, steam vulcanisation is curing the material. This leads to a longer lifetime and durability of air springs. This is thanks to better vulcanisation and bonding of the different rubber and cord layers and consistent hardness of the complete rubber.

Steam vulcanisation

The steam is applied at different locations of the mould to heat specific areas where a higher temperature is needed for the vulcanisation – for example, where three reinforcing layers are applied in the area of the plate.

The production of air springs is anything but simple. It is all about controlling the time, pressure, and temperature to get the optimal vulcanisation result. The values of the production key factors are based on decades of experience.

Lifetime test

The tested raw materials together with the perfected production and the state-ofthe-art steam vulcanisation ensure that our customers get a reliable and durable product for a safe and long-lasting life on the road. febi provide a wide range of more than 375 air springs covering common European truck manufacturers.

RELY ON TESTED, OE MATCHING QUALITY REPLACEMENT PARTS FROM FEBI. THE ENTIRE RANGE OF AIR SPRINGS CAN BE FOUND ON ITS DEDICATED PARTS FINDER SITE, Coating thickness test

WWW.RDR.LINK/VAF010

NOVEMBER 2021 CVW 31

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AXLES & SUSPENSION

INDUSTRY ROUND-UP In his first guest column for CVW, Toby Clark discusses where axles and suspensions are heading and the technology that workshops need to start looking out for.

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xles and suspensions seem like some of the simplest parts in a vehicle, and you might think that there hadn’t been much development in these components for a while – but environmental concerns, safety issues and driver shortages are making manufacturers look at new technology in every part of the vehicle. Here we look at some of the latest developments in truck and trailer axles and suspensions.

The ongoing driver shortage will put pressure on operators to increase payloads and load volumes; this means bigger trucks and trailers, which are tricky to manoeuvre in urban spaces. Rear-steer systems are increasingly fitted to trailers, and electrohydraulic command-steer systems offer more flexibility than oldfashioned turntable-based mechanical systems, without the complication of a fully-hydraulic system.

The new generation of trailer-steer systems use electronic sensors on the kingpin and the axles, connected to an ECU which controls actuators attached to steering knuckles on one or more trailer axles. The actuators are driven by an electrohydraulic pump, powered by the tractor’s electrics or from trailer-mounted batteries.

Valx E2! Energy Axle

For example, VSE’s Advanced Steering setup can be fitted to up to three axles, and to any brand of axle up to 10 tonnes capacity. It allows for steering angles of up to 45 degrees, and can “crab steer”, with all the steering wheels parallel to each other.

The weight penalty (around 160kg per axle) becomes less of an issue when you realise that potentially two 13.6m command-steer triaxle trailers could replace three 10.5m tandem-axle urban trailers.

TRIDEC’s EF-S electronic steering system is not intended for urban delivery use, but rather for trailers with low neck

“The ongoing driver shortage will put pressure on operators to increase payloads and load volumes; this means bigger trucks and trailers, which are tricky to manoeuvre in urban spaces.”

JOST Plug & Play tyre inflation system

32 CVW NOVEMBER 2021

and kingpin heights, such as bulk tankers and low-loaders. It too offers crab steering, and a wireless remote steering option for tricky manoeuvres.

Low-chassis trailers such as doubledeckers are also driving innovation in axles and suspension. Some firms offer independent air suspension units, which allow a super-low floor – if the trailer structure is stiff enough.

Others are refining conventional beam axles: for instance, Jost’s DCA Airmaster integrates compressed air reservoirs for brakes and air suspension into the crossmember, which frees up space beneath the trailer as well as (according to Jost) reducing weight by up to 50kg. The Airmaster axle is also compatible with Jost’s Plug & Play tyre inflation system, which can keep truck and trailer tyres inflated to the correct pressure on the move.

Diesel-powered fridge units in trailers are everywhere, but with the world going electric in so many ways, the noise and emissions of a diesel-powered reefer have become less acceptable – and the duty rebate for diesel used for fridges is due to be

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abolished in April 2022. A number of manufacturers have looked at using the trailer’s own wheels to generate power for the fridge, including Carrier Transicold, Schmitz Cargobull, BPW, and Thermo King.

Carrier’s Vector eCool system combines its E-Drive electric refrigeration units with an ‘electric axle’ which has a built-in generator used to charge a battery pack.

Gray & Adams has an eCool demonstrator trailer fitted with the Valx E2! [sic] ‘Energy axle’, which can generate up to 650W and

Schmitz Cargobull's S.KOe all-electric fridge trailer

weighs just 17kg more than a conventional axle. Even with the battery pack fitted, the whole setup is said to be ‘significantly lighter’ than a standard diesel unit with a full tank of fuel. When the trailer is parked the eCool system can be plugged into the mains to fully charge in under four hours.

Schmitz Cargobull is also demonstrating its S.KOe ‘zero emissions’ electric reefer trailer, which has entered service with a German haulier. This is equipped with the firm’s own ROTOS eAxle, and an intelligent charging system which allows the axle to provide a certain amount of regenerative braking when it is required.

Schmitz is not the only trailer builder making its own axles and suspensions: Bavarian firm Kögel recently launched the KTA NOVUM, with the goals of “uncompromising quality, high costefficiency and optimal maintenance-friendliness”. The main

KTA NOVUM

feature is a new axle mounting, designed to “optimally transfer force to the side member”, while weight-saving features include direct clamping of the axle by the wishbones, and a reduced number of fasteners.

Meanwhile, ZF is working on an electronic active suspension system for truck cabs, called cCAB; this independently moves each corner of the cab using electrohydraulic actuators, as ZF puts it, ‘anticipating undesired movements and pre-emptively working against them’. One of the ideas with this is that with self-driving trucks, the cab will be so stable that it can be used as a mobile office on the move.

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AXLES & SUSPENSION

TROUBLESHOOTING: AIR SPRINGS Juratek offers some useful advice to technicians when servicing air springs. The company warns that a service should never be attempted while an air spring is inflated.

Routine Inspection: ■ Check all air lines for leaks.

■ Check air springs have enough

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■

■ ■

■

■ ■ ■

clearance when inflated. Misaligned suspension parts rubbing on the air springs will cause the diaphragm or bellow to wear away.

Check the original specification for the suspensions ride height, as in Fig. 1.

This should be maintained to protect the air springs and shock absorbers from over extension.

Check the diaphragm or bellow for irregular wear, natural wear or outside interference.

Clean the diaphragm or bellow with a non-petroleum based solution.

Check the piston (on rolling lobe type air springs) for sharp edges, settlement of dirt or foreign bodies.

Check shock absorbers for over extension, bush wear and fluid loss. If the unit can be easily compressed or extended it will not function correctly. If the vehicle has recently been in use the shock absorber should be warm to the touch. If this is not the case, the unit may need to be replaced.

Check all torque settings are correct to original specification.

Check height control valve function.

Mounting fixing bolts and nuts should be replaced at every inspection.

Causes of failure The vast majority of premature failures and consequent warranty returns are found to be caused by a lack of suspension maintenance, incorrect installation or other associated problems, rather than faulty products.

Before installing a new air spring, it is recommended to carefully examine the

34 CVW NOVEMBER 2021

cause of the failure. If the cause is not rectified, this will result in the failure of the newly installed air spring.

The information here is a guide to the most common air spring failures, which are not covered by warranty.

���

CHAFING BETWEEN BEAD PLATE AND BELLOW

LOOSE GIRDLE HOOP

Appearance: ■ Hole is diaphragm or bellow at bead plate junction

Appearance: ■ Rubber bellows distorted ■ Girdle hoop torn loose

Possible Cause: ■ Misaligned bump stop ■ Worn suspension bushes ■ Incorrect installation

BOTTOMING OUT

Possible Cause: ■ Running at extended positions with low air pressure

CIRCUMFERENTIAL ABRASION

Appearance: ■ Hole is diaphragm or bellow below bead plate Possible Cause: ■ Misaligned bump stop ■ Worn suspension bushes ■ Incorrect installation

Appearance: ■ Bead plate concave (see red line) ■ Internal bumper loose ■ Hole in girdle hoop area Possible Cause: ■ Broken or defective shock absorber ■ Defective levelling valve ■ Overloaded vehicle ■ Pressure regulator set too low ■ Incorrect air spring fitted

034_CVW_NOV21_Layout 1 22/10/2021 12:29 Page 35

ABRASION

���

Appearance: ■ Hole rubbed into side of diaphragm/bellow Possible Cause: ■ Structural interference (broken shock absorber, loose airline, misalignment, worn bushes) ■ No air pressure (rolling lobe type) ■ Foreign material ■ Incorrect air spring fitted

CIRCUMFERENTIAL CUTS

Appearance: ■ Bellows cut along bead plate junction ■ Bellows cut along piston junction Possible Cause: ■ Running at full extension with high air pressure for extended periods of time ■ Impact in compressed position

OVER EXTENSION Appearance: ■ Bead plate convex, especially around blind nuts or studs (Fig. 2) ■ Rubber bellows separated from bead plate (Fig. 3) ■ Leaking at blind nuts or studs (Fig. 4) ■ Leaking at end closure (Fig. 4) ■ Loose girdle hoop on convoluted style Possible Cause: ■ Broken shock absorber ■ Incorrect shock absorber fitted ■ Defective levelling valve ■ Ride position set too high ■ Incorrect air spring fitted

“Before installing a new air spring, it is recommended to carefully examine the cause of the failure. If the cause is not rectified, this will result in the failure of the newly installed air spring.”

Preventative Measures Listed below are items that can be checked when the vehicle is in for periodic maintenance: ■ Inspect the outer diameter of the air spring. Check for signs of irregular wear or heat cracking.

■ Inspect air lines to make sure contact doesn’t exist between the air line and the outer diameter of the air springs. Air lines can rub a hole in the air spring bellow.

■ Check to see that there is sufficient clearance around the complete circumference of the air springs while at its maximum diameter.

■ Inspect the outer diameter of the piston for build-up of foreign materials (on a

■

■

■

��� ■

■

���

reversible sleeve style air spring the piston is the bottom component of the air spring).

Correct ride height should be maintained. All vehicles with air springs have a specified correct height established by the OE manufacturer. The height, which is found in the service manual, should be maintained within ¼ inch. The dimension can be checked with the vehicle loaded or empty.

Levelling valves (height control valves) play a large part in ensuring that the total air spring system works as required.

Clean, inspect and replace if necessary.

Make sure you have the correct shock absorbers and check for leaking hydraulic oil and worn or broken end connectors. If a broken shock absorber is found, replace it immediately. The shock absorber will normally limit the rebound of an air spring and prevent it from over extending.

Check the tightness of all mounting hardware (nuts and bolts). If loose, retorque to the OE manufacturer’s specifications. Do not overtighten.

When cleaning, only use approved cleaning methods (these include soap, water, methyl alcohol, ethyl alcohol and isopropyl alcohol)

FOR FURTHER TROUBLESHOOTING ADVICE FROM JURATEK, WWW.RDR.LINK/VAF011

NOVEMBER 2021 CVW 35

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AXLES & SUSPENSION

TIGHTENING TORQUE INFORMATION IMS runs CVW through its new shock absorber tightening torques for SAF Intra axles.

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he pivot bolt on the Intra Suspension is maintenance free in combination with the steel hanger bracket providing the pivot bolt is torqued correctly (400Nm and 120˚).

The aluminium and stainless steel hanger brackets requires a torque check at 500km and then every six months. The pivot bolts should not be reused as there are stretch

bolts. Incorrect tightening of the pivot bolt can take place after wheel alignment, incorrect fitment from the trailer builder, incorrect torque or incorrect paint thickness.

It is vital that the bush it fitted correctly as otherwise it will not function correctly.

Always replace the plastic wear sleeves as these prevent metal-to-mental contact with the hanger brackets.

When tighten the pivot bolt, this must be done when the trailer is sitting at ride height otherwise the bush will turn when the suspension sits back at her ride height.

Shocker torque is 600Nm and should always be fitted with the (Top) marker pointing upwards as there is a valve inside the shock absorber because of the angle the shocker sits at.

Important things to remember

Pre-tightening: 400Nm. Use torque wrench.

■ Always tighten within the specified ride height range

Marking for angle tightening.

■ There must be no paint residue between the eccentric/thrust washer and hanger ■ Threads must not be oiled or greased ■ The pivot bolts on the steel hanger brackets are maintenance free

Angle tightening: 120° Use impact wrench or extend lever to 2.5m.

■ Service intervals for aluminium hanger brackets and stainless steel hanger brackets – first check after 500km, then check after every six months

Visual inspection.

■ Pivot bolt: inspection torque 1,200Nm ■ Shock absorber bolt: inspection torque 600Nm

Tightening torques SAF INTRA with steel hanger bracket.

Tightening torques SAF INTRA with aluminium and steel hanger bracket.

FOR MORE INFORMATION, CALL 01509 600 185 OR

Tightening torques SAF MODUL.

WWW.RDR.LINK/VAF012

NOVEMBER 2021 CVW 37

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AXLES & SUSPENSION

ON THE RANGE Roadlink International discusses its extensive portfolio of OE quality suspension-related components from manufacturers Weweler and AL-KO.

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eweler leaf springs are redesigned to suit specific vehicle models and specific operational areas. This means that even if another spring looks the same, there is a risk that it will offer poorer comfort, payload, drivability and last but not least: lifetime.

The high quality and long service life of Weweler springs assures comfort and road holding needed for safe and economical transportation work in an environment friendly way.

Weweler’s modern process starts during the concept phase, which involves simulations, fatigue analysis and life-span calculations. All the steps in the process are targeted at realising optimum reliability and achieving a product that will deliver maximum efficiency rather than offering the cheapest springs on the market.

Thanks to strict dimensional precision as per OE specification, Weweler springs are quick to install. In addition, they are equipped with high quality silent blocs and accessories.

VDL Weweler-Colaert has conceived a new type of silent bloc, which by its geometry assures comfort an improved road holding. The concept of the insertion into the eye, guarantees a better repartition of the traction and the torsion forces on to the main leaf, which improves the endurance and the performance.

Water-based paint is applied with special paint spray guns and is used as a standard for all parabolic springs and trailing arms.

The anti-corrosive properties are even better than most zinc-based coatings.

As an official distributor of Weweler road springs for the CV aftermarket, Roadlink holds an extensive stock range, together with all the required U-bolts and fittings, at its central distribution centre.

Next-day delivery options are offered, as well as a VOR service if required. A

38 CVW NOVEMBER 2021

dedicated online cross reference tool is available with 70,000 cross references loaded. A two-year warranty is included, and technical assistance is readily available.

The Spanish shock absorber manufacturer AL-KO is part of the German AL-KO Kober Group, and has been manufacturing components for the automotive, commercial and leisure industry since 1931. AL-KO develops and manufactures a wide range of shock absorbers for a diverse range of industries, including for trucks, trailers and buses.

“50% of Europe’s air suspended trailer axles now have AL-KO shock absorbers fitted as original equipment.”

AL-KO produces more than 3,500 units per day and uses the same manufacturing processes, standards and rules for the aftermarket as they do for their growing number of original equipment business partners.

AL-KO is quality approved and specified by some of the most demanding world-class OEMs such as Schmitz, Weweler, Saf Holland, Iveco, Renault etc which demonstrates why AL-KO is a European leader in the field of suspension.

With accreditations such as ISO9001, ISO14001 and ISO TS16949, strict process controls and full traceability down to component level, they provide a solution that can be trusted for OE and aftermarket replacement alike.

50% of Europe’s air suspended trailer axles now have AL-KO shock absorbers fitted as original equipment.

Features highlighted include the weight-saving and durable plastic outer dust cover, a sturdy and virtually unbreakable construction, and a special sealing system which minimises the chance of oil leaks and, therefore, greatly extends service life of the shock absorber.

The pistons include PTFE piston rings which help maintain the thermo-stability of the oil, while inhouse produce valves eliminate noise caused by the internal passage of the oil through the shock absorber.

A unique AL-KO highperformance shock absorber oil is the result of long-term laboratory testing, and is said to cope with great changes in temperature and density.

Roadlink offers customers in the UK and Ireland a three-year warranty for the shock absorber range.

References from AL-KO’s CV range are available to cross refer on TecDoc, and on the Roadlink online catalogue.

FOR MORE INFORMATION ON THE AVAILABLE RANGE FROM ROADLINK, WWW.RDR.LINK/VAF013

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TYRES & WHEELS

CLIMATE CHECK Checkpoint discusses its recent innovation that puts the environment first: fully biodegradable wheel nut indicators.

S

triving to achieve environmental sustainability across multiple vehicular industries, Checkpoint spent two short years in a laboratory testing and re-testing components that would make the company’s product range completely biodegradable, whilst maintaining the quality of manufacturing that is synonymous with Checkpoint.

Selling 17 million products per year to over 65 countries globally, the company estimates that, by the end of 2021, all of its products produced will be the newly innovated version – hailed Bio-Checkpoint.

The now biodegradable wheel nut indicators remain at the forefront of the market for premium quality, and continue to be available in any colour, personalised to match each individual customer’s signage and livery.

Commenting on the company’s sustainable invention, CEO Mike Marczynski said: “30 years ago, we were pioneers of the world’s first loose nut indicators, and now we are continuing to lead the vehicular industry sectors by re-launching our already recyclable Checkpoint products as biodegradable – this is a landmark moment for us, our clients, and the industry.

“We have always had visual safety and preventative maintenance at the core of our business, and for some time now, we have

40 CVW NOVEMBER 2021

wanted to do better for the environment and today marks our commitment to do that globally.”

Checkpoint has absorbed the total cost of this investment within the business. Mike Marczynski continues: “With 200 tonnes of plastic sold each year alone by Checkpoint, we couldn’t sit back and watch, we had to do something about it. It’s on us as a business and we won’t be passing this cost onto our customers in any way.”

Checkpoint was the first-ever product of its kind on the global market to provide an indication of wheel nut movement on commercial vehicles. This clever solution helps to ensure that every truck driver and fleet operator can carry out quick and easy visual checks and audits on their vehicle wheels. Its application has since been introduced to a wide range of sectors in order to provide a solution to loose nuts on plant structures, rail tracks etc.

The Checkpoint visually indicates nut movement. By placing the Checkpoints in a recognisable pattern such as point to point, any movement of the nut is clearly visible at a glance. This assists the visual inspection of wheel nuts, identifying when a nut loosens, to prevent the wheel from coming off. It also melts at a specific temperature to highlight any overheating issues with the wheel or equipment.

Key product benefits ■ An instant visual indicator of wheelnut movement ■ Indicates possible faults with brakes or bearings through melting or distorting ■ Supports fleet safety checks ■ Cost effective and easy to implement ■ Fully recyclable ■ Now fully biodegradable

FOR FURTHER INFORMATION ON THE NEW BIODEGRADABLE AND RECYCLABLE BIOCHECKPOINT PRODUCT, WWW.RDR.LINK/VAF014

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A STRONG START Lime Logistics and TD Express discuss how working with Continental Tyres has seen them receive a premium service without any significant cost increases.

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ess than a year after signing a threeyear tyre-supply deal with Continental Tyres, Lime Logistics and TD Express are enjoying all the benefits that the premium tyre and technology provider can bring. What’s more, by working with their dedicated Continental Account Manager to agree on a combined policy of new and retreaded rubber, neither company has seen tyre management costs increase over their outgoing low- to mid-range policy.

Part of the Borough Green Sand Pits (BGSP) group of companies, Lime Logistics was established in 1999 by the current owner, Roger Body. The business specialises in the distribution and transportation of bulk materials and waste products across the building and construction industries. In 2019, Lime Logistics entered a partnership with sister company, TD Express, who provide grab hire services within the construction haulage sector. The growing Lime Logistics and TD Express fleet currently consists of 31 rigid 8x4 or 6x4 vehicles, as well as 12 tractor and trailer pairs.

“Our desire was for a premium service without any significant cost increases,” explains Group Transport Manager Dave Dixon. “We were keen to work alongside Continental to minimise downtime and maximise longevity, as well as enjoy the environmental benefits of complementing

new tyres with retreaded rubber. I certainly think that’s what we’ve achieved.

“We’ve been in a fortunate position to be very busy throughout the pandemic, but that poses a potential risk when you make the transition from one supplier to another.

I’m more than satisfied with the way Continental has handled the contract so far.

They’ve been especially proactive in finding solutions to any issues that have arisen, and the service has been great.”

The right option Though a new customer to the Conti360 Solutions team, Dave has previous experience with the Continental Tyres brand. In 2018, Continental invited him out to Spain for the launch of the CrossTrac tyre – a model now that now forms part of Lime Logistics and TD Express’ current tyre policy.

The duo’s fleet currently sports a combination of Continental, Bandvulc, and ContiRe tyres, with the rigid’s steer and trailer’s third axle wearing new Continental CrossTrac rubber. On the first and second trailer axles, ContiRe CrossTrac tyres are utilised, while the rigid drive axle makes use of the Bandvulc Big D. Each tractor unit is fitted with tyres from the Continental Hybrid range.

While the service provision is managed under contract to Watling Tyres, for Dave,

one of the major benefits of picking Continental as his rubber supplier was the personal service and the availability of a local account manager. Working with Barry Keane, Key Account Manager at Continental Tyres, both parties have collaborated to make policy tweaks based on real-world conditions to minimise vehicle downtime in the future.

“Really, we have little reason to liaise with the Continental team frequently because there are rarely any issues with our tyres”, says Dave. “We’re continuing to expand our business across South East England, and it’s great to know that we have a tyre supplier on board that we can rely and depend on to support us as we do so. Great suppliers allow us to focus our attention on the areas of the business that need it the most.

Continental does that for us.”

For more information on Continental WWW.RDR.LINK/VAF015 Tyres, NOVEMBER 2021 CVW 41

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TYRES & WHEELS

WHEEL ALIGNMENT FASTER Standard wheel alignment procedures require technicians to carry out 17 different operations, taking around 15 minutes. Pro-Align highlights how this can be greatly simplified.

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educed fuel consumption, tyre wear, emissions and driver fatigue are just some of the widely known benefits of regular wheel alignment checks.

However, due to the traditional timeconsuming process often associated with commercial vehicle wheel alignment, it’s an operation which is often overlooked by many operators and a challenging service for workshops to sell.

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

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

now be directly on top of the turnplates.

Stop and wait for the readings to load. This completes the compensation check including toe, camber and scrub angle. The alignment measurement figures are now displayed on the screen.

STEP ��� Steer caster

wheels. As you fit each of the clamps and alignment sensors, make sure they are all unlocked so they freely hang horizontally and are switched on ready to communicate wirelessly with the alignment console.

STEP ��� Roll forward to compensate

STEP ��� Mount sensors Remove the wheel clamps (with the alignment sensors mounted) from their charging station and fit them to each of the

42 CVW NOVEMBER 2021

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

STEP ��� Sell the service

STEP ��� Select vehicle

From the alignment console, create a work order and recall the correct vehicle specification from the comprehensive list available.

If your vehicle requires a caster measurement the Hunter system will automatically prompt you to carry this out.

Move into the cab and follow the alignment console screen, turning the steering wheel from left to right as indicated, before returning it to the straight-ahead position.

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

Alternatively, if you’re providing an alignment service you can charge the customer for the correction ensuring that they see the same cost-saving benefits.

Place the Hunter truck pusher behind one of the vehicle’s wheels where you can still see the alignment console screen. Then, simply set the pusher into action and continue moving the vehicle forward until the indicators on the alignment console screen turn green. The front wheels should

TO FIND OUT MORE ABOUT THE OPPORTUNITIES AVAILABLE WITH HUNTER COMMERCIAL VEHICLE ALIGNMENT OR TO ARRANGE A DEMONSTRATION OF THE SYSTEM, CALL PRO-ALIGN ON 01327 323007 OR WWW.RDR.LINK/VAF016

CPN ad grid_Layout 1 21/10/2021 09:18 Page 43

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TYRES & WHEELS

‘MAKE THE SMART CHOICE’

W

hilst it is obviously a requirement to select truck and trailer tyres of the appropriate size for their trucks and trailers and the loads that they carry, what about the role of the environment in which it is to be used?

Trucks working on regional routes with many delivery points will benefit from more fuel-efficient tyre, whilst those on long haul should offer high mileage. Good tyre choices enable fleet managers to reduce costs, lengthen tyre lifespan and minimise environmental impact. Hankook says it offers a range of tyres to suit every application.

Eco-Friendly The e-cube MAX series has been developed with a special focus on sustainability and efficiency in long-distance transport. As ecology and economy become an ever more decisive factor for purchase decision-making in the truck sector, Hankook says it has developed a tyre concept for commercial vehicles which offers maximum efficiency, energy efficiency and environmental friendliness. The series consists of the e-cube MAX AL10+ for the steering axle, e-cube MAX DL10+ for the drive axle and the matching trailer tyre e-cube MAX TL10+.

Special technology on the e-cube MAX AL10+ is said to effectively reduce fuel consumption and helps to increase the tyre life. It also claims to ensure a stabilised footprint shape for better steering and rolling characteristics as well as an improved retreadability. For a consistently high traction performance even in the later stages of wear, the drive axle tyre of the ecube MAX DL10+ comes with a newly developed 3D kerf solution which is said to result in a particularly even wear pattern, allow for further mileage increase and add to the tyres economic efficiency.

To reduce energy loss through heat

44 CVW NOVEMBER 2021

Comfort

Hankook explains how, with so many truck and bus tyres on the market, a mechanic should decide which to fit for which application. development while driving and a notably increased mileage, the series is engineered with a low rolling resistance tread compound and the refined tread designs are tailored specifically for the respective axle positions and help to reduce fuel consumption even further without causing mileage or performance restraints.

Performance Hankook’s SmartFlex All-Season range of truck tyres are able to deal with various weather-related road conditions throughout the year. The line-up has been designed for medium to long haul purposes, offering exceptionally strong traction and support fuel-efficient driving.

Thanks to the M+S marking and the 3PMSF snowflake symbol the tyres, SmartFlex AH31, SmartFlex DH31, SmartFlexAH35 and SmartFlex DH35 are said to be optimally equipped for all winter weather conditions, like slush, ice and snow, without neglecting the summer properties so can be fitted all year round. The stiffness of the tread blocks promote exceptionally fuel-efficient operation. The special tread design also supports even tyre wearout thereby sustainably reducing the total cost of ownership for fleet operators and freight companies in terms of service life.

The new SmartTouring AL22 is a coach tyre for long-distance travel in the European market. Recently developed to satisfy the increasing demand for high-technology coach tyres, this tyre can be used on all axle positions and provides maximum ride and rolling comfort, excellent concentricity, a very low rolling noise and, as is customary with Hankook tyres, optimised rolling resistance and low wear for particularly efficient travel.

Safety The stop-and-go business of city traffic puts a heavy and irregular load on bus tyres so they must be able to withstand a heavy load and guarantee safe and efficient use at the same time. The new all-season SmartCity AU04+ offers improved tread ensuring as low and as even wear as possible.

The innovative tread compound and new tyre structure guarantee high safety and make for efficient and eco-friendly use in city traffic. And the reinforced sidewall protects the tyre from damage following contact with kerbstones.

The deep sidewall indicator on the SmartCity AU04+ makes it easier to determine the tyre condition and thus supports timely damage prevention.

Additional safety comes in the form of impressive brake distance values; particularly standing out through its excellent behaviour in wet road conditions.

TO FIND OUT MORE ABOUT THE RANGE OF TYRES ON OFFER FROM HANKOOK, WWW.RDR.LINK/VAF017

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TOOLS & EQUIPMENT

SEAL OF APPROVAL After spending great amounts of time and resources in travelling to get its fleet inspected by a third party, Nene Transport explains why it decided to opt for an inspection and test lane from MAHA.

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AHA UK and Nene Transport already boasted a rapport and healthy working relationship after the installation of mobile column lifts in August 2019, not to mention that MAHA UK’s Louis Tunmore and Nene Transport’s Liam Simpson have a relationship that spans back a decade from Liam’s previous workplace. Therefore, when Nene Transport chose to have an inspection lane fitted, Liam immediately gravitated to Louis and MAHA UK.

About MAHA MAHA stands for high-tech vehicle inspection and workshop fittings. A manufacturer, the company supplies the likes of test benches and vehicle lifts to various inspection devices for cars, utility vehicles, motorbikes and specialpurpose vehicles. With the option of linking individual test devices to form universal test lanes, MAHA has become a skilled technical partner to companies all over the world.

MAHA products meet the highest quality standards, represent reliability and a long service life, and satisfy the most demanding requirements.

46 CVW NOVEMBER 2021

Liam comments: “MAHA is everywhere in this area! It has an excellent reputation and always excelled when I’ve worked with the company and, in particular, Louis.

While the equipment is of a standard that I expect, the back-up and customer service offered is just as good; for example, if we ever have a question, a member of the team will be here same or next-day.

“For servicing and calibrations, we don’t even need to ring the company! A technician will simply turn up and do they

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job when required.”

Initially, Premier Pits prepared a proposal for a full DVSA specification lane, one which “futureproofs Nene Transport’s workshop business and allows them to inspect to the highest standards in the shortest time,” according to Louis, one of MAHA UK’s workshop equipment specialists.

The lane consists of a pit with side access and emergency escape tunnel, installed by Premier Pits, as well as MAHA UK’s LMS 20/2 axle play detectors, MLT 1000 headlamp alignment tester, and MBT 7250 EUROSYSTEM brake tester.

While the aforementioned equipment has been operational since December 2020, most recently, a tachograph calibration system has also been installed, ensuring that Nene Transport continues its aim of conducting servicing and maintenance in-house.

Liam said Nene’s Transport reluctance to continue using a third-party was the biggest single motivation in deciding to invest.

He added: “Before we chose to go down

the route we have, we were travelling to Kings Lynn to get a brake test. We don’t need do that now; we’re able to do it all on-site.

“This has allowed us to save in wages, hours, and fuel, as well as being able to get our lorries back on the road a lot faster.

Being able to conduct a brake test in-house, before taking wages and time into account, has saved us approximately £12,000 – and

we’ve only had the capability to do this in eight months.”

FOR MORE INFORMATION ON THE PRODUCTS AND SERVICES ON OFFER FROM MAHA, WWW.RDR.LINK/VAF018

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TOOLS & EQUIPMENT

WASH IT OFF National Express West Midlands outlines its mobile lifting solution for vehicle washing at its West Bromwich depot, catered for by lifting and testing experts TotalKare.

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ith a total fleet of 1,600 vehicles, the leading bus operator takes hundreds of thousands of people to work and school, to appointments and shops, and to see their family and friends every day. Each and every one of those buses is inspected regularly and prepared for its annual MOT test.

meaning buses are back out on the road serving the region’s customers much sooner.

While there is no specific requirement to have the underside of a vehicle washed before its MOT, buses out on the road all day everyday can benefit from an underside clean to ensure examiners can clearly inspect it during the test.

Servicing customers sooner

Fully galvanised with sealed bearings

National Express West Midlands’ West Bromwich depot had been using a thirdparty to clean the underside of its vehicles ahead of the test. However, this recent investment in a set of TotalKare’s purposedesigned wash bay mobile column lifts, housed on-site, has reduced those thirdparty costs and improved fleet availability,

The G8AC wash bay mobile column lift from TotalKare is the UK’s only mobile column lift specifically designed for outdoor use. Fully galvanised with sealed bearings, it is purpose built to give longterm protection from water ingress, making it ideal for wash bay applications.

With a safe working load capacity of 7,500kg per column, its adjustable forks can accommodate a range of wheel diameters and the columns themselves can be configured in sets of four, six, or eight depending on the number of wheel axles in the vehicles being lifted.

Easily manoeuvrable, the G8AC requires no installation or ground preparation work before use, making it a much more flexible and cost-effective alternative to a permanent vehicle wash installation.

“The G8AC requires no installation or ground preparation work before use, making it a much more flexible and cost-effective alternative.”

Genuinely fit-for-purpose solution “We’ve been using TotalKare’s mobile column lifts in our workshops for many years and have always been pleased with the quality of aftersales service provided to us,” comments Tim Parker, Engineering Manager at National Express West Midlands’ West Bromwich depot. “Once we’d identified the requirement for a set of wash bay-suitable mobile column lifts, talking to TotalKare was the logical decision.”

“It’s great to continue our excellent relationship with National Express West Midlands through the provision of this set of wash bay mobile column lifts,” adds Brian Young, National Account Manager at TotalKare. “Unlike other products on the market which may be supplied with covers, the G8AC is the only genuinely fit-forpurpose solution in the UK for companies seeking a flexible vehicle lifting solution for chassis washing.”

FOR FURTHER INFORMATION ON THE LIFTING SOLUTIONS AVAILABLE FROM TOTALKARE, WWW.RDR.LINK/VAF019

NOVEMBER 2021 CVW 49

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TOOLS & EQUIPMENT

Stertil Koni discusses how its hydraulic four-post lifts prove a popular option for the UK’s emergency services.

EMERGENCY ROOM

F

or many years, Stertil Koni has been a trusted supplier of heavy-duty vehicle lifting equipment to the UK’s emergency services. Providing safe lifting capacities ranging from five-and-a-half tonnes up to a massive 60 tonnes, the company’s hydraulic four-post lifts continue to represent a very popular choice.

Stertil Koni’s Compact range of 4-post lifts includes models ST4055 and ST4070 which offer respective capacities of fiveand-a-half and seven tonnes. All models feature an extremely low drive-on height of only 160mm which guarantees that vehicles

with low ground clearance can be driven onto the lifts’ platforms without grounding.

This low drive-on height also means that short drive-on ramps can be used thereby creating more space for vehicles to be moved within the workshop.

Thanks to the special design incorporating columns, cross-beams and tracks, the ST4055 and ST4070 models are very stable vehicle lifts. Also, with maximum space between the slim profile columns, there is ample room for the safe positioning of wide vehicles and unrestricted access for technicians when working on raised vehicles.

Welsh Ambulance Services NHS Trust The Welsh Ambulance Services NHS Trust relies on an installation of seven ST4070 four-post lifts to ensure safe and reliable operation during workshop activities on its mixed fleet of over 500 emergency vehicles and other ambulances used for the transportation of non-emergency patients.

In order to cope with the regular maintenance and servicing of the fleet, which includes the latest Mercedes Sprinter box van ambulances, the Trust’s existing vehicle lifts had to be replaced. After researching the equipment that suited its needs, the Trust put the project out to tender and Stertil Koni was awarded the contract.

The ST4070 has an adjustable descent speed as standard, making removal of engines and gearboxes easier and safer. It can also be used in combination with various optional accessories including jacking beams and axle stands.

Avon & Somerset Police Avon & Somerset Police is another ‘blue light’ service to opt for the seven-tonne capacity ST4070 four-post lift. Installed within a new workshop at Radstock in Somerset, the lift is used to simplify a range of activities

50 CVW NOVEMBER 2021

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including vehicle maintenance, repair and servicing.

Stertil Koni’s Mid range of four-post hydraulic lifts includes the 12 tonne capacity ST4120. This model provides easily-controlled and unrestricted lifting heights up to 1.9 metres which is reached in 90 seconds. A range of adjustable width platforms is available in lengths from 4.5 metres up to 10 metres whilst an optional third platform may be specified for working on three-wheeled vehicles such as fork trucks.

To ensure versatility across the widest range of workshop sizes and types, the Stertil Koni ST4120 may be installed either surfacemounted or recessed. Furthermore, the lift’s unique design is crossbeam-free thereby enabling complete accessibility to the underside of raised vehicles. A selection of optional accessories is also available including anti-skid plates and air installation kits.

The Stertil Koni range of Ultra four-post hydraulic lifts comprises two models – the ST4175 and the ST4250. These lifts offer respective lifting capacities of 17.5 tonnes and 25 tonnes.

However, when used as a set of two in tandem, a maximum lifting capacity of 50 tonnes can be achieved.

Staffordshire Fire and Rescue Service Staffordshire Fire and Rescue Service specified a total of nine Stertil Koni hydraulic vehicle lifts which included two ST4250 models.

Supplied with 11.5 metres long platforms, these lifts feature a unique design that eliminates the need for crossbeams, ensuring unobstructed access for operatives and tools to both vehicles and the lift itself. This also means that users can choose the ideal working width to set up, depending on the type of vehicles to be serviced. The Stertil Koni ST4250 offers a maximum lift height of 1.9 metres which is achieved in just 72 seconds, making it one of the fastest heavy-duty vehicle lifts in the world.

Controlling the lift is made easy and safe for the user from the well-positioned control panel that can be used to programme a range of functions including lifting heights. Also, a numerical on board, self-diagnostic programme provides information about the system status at all times. The ST4250 is supplied complete with a full lighting kit and air-operated jacking beams for wheelfree maintenance.

Acclaimed for their reliability, long lifespan and high resale value, the Stertil Koni lifts are used by Staffordshire Fire and Rescue Service to maintain and repair a wide range of vehicles including fire tenders, vans and cars.

FOR MORE INFORMATION ON THE AVAILABLE RANGE FROM STERTIL KONI, WWW.RDR.LINK/VAF020

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TOOLS & EQUIPMENT

EQUIPPED FOR WINTER Making sure your battery equipment is up to standard as the winter months roll around is crucial. VARTA explains its advanced technology that allows its batteries to be more reliable and more durable in extreme conditions.

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inter is a challenging time for batteries in commercial vehicles, with increased rates of flat batteries caused by sub-zero temperatures.

To avoid this, Clarios, the global market leader in advanced energy storage solutions, developed the VARTA ProMotive AGM in collaboration with the leading truck manufacturers. An enhanced technology makes this truck battery more reliable and more durable than conventional batteries.

Successful use under extreme conditions Anders Johansson is familiar with the problems of truck drivers in winter all too well. He is the owner of a trucking company, a fleet manager and a driver all rolled into one. He spends up to five nights a week on the road in northern Sweden – frequently at low subzero temperatures and in constant darkness.

Both of these factors have frequently afflicted the batteries used previously by his fleet.

“When you spend so many hours on the road, lights plus a microwave, refrigerator, iPad, and coffee machine are essential items in order to live as normal as possible. And, of, course, a cab heater,” he says.

The heater runs all night and sometimes even when parked up for lunch. That draws a huge amount of electricity. After all, the fuel pump, glow plug, ventilation system, and coolant pump in the heating system have to be kept operational.

“Waking up at night because the battery has gone flat and it’s perhaps only one or two degrees in the cabin is no fun,” recalls Johansson.

VARTA ProMotive AGM Since fitting VARTA ProMotive AGM in his fleet, however, things are not just warm and cozy. Engines start reliably even after being

52 CVW NOVEMBER 2021

switched off for an extended period. For Johansson, it was a major problem that often batteries did not manage that. He comments: “If you’re stuck in the middle of a forest up here in the far north, the nearest workshop may be 250 to 300 kilometers away. That’s why drivers often didn’t turn their engine off overnight in the past to make sure there was still enough power the next morning.”

Since that is no longer necessary, Johansson saves a lot of fuel and money, despite the slightly higher purchase price of the VARTA ProMotive AGM compared with other batteries. He sums it up: “It feels like I’ve got my own power plant with me.”

What is the VARTA ProMotive AGM? AGM stands for Absorbent Glass Mat and is a further development of the lead-acid battery. The electrolyte in this case is bound in a glass-fiber fleece mat. That prevents electrolyte stratification – the main cause of flat batteries in lead-acid starter batteries – as a result of which its service life is significantly extended. Another advantage of the AGM technology is its excellent

charge acceptance.

For the first time, it is possible to charge the battery fully – not just in the lab but also in the vehicle. That means the full battery capacity is available for every overnight stop. In combination with the VARTA PowerFrame grid, the VARTA ProMotive AGM delivers excellent starting performance even if the battery is partially or even significantly discharged. And that still applies even at low temperatures if the drivers leave their parking heater and other electronic devices running in the truck overnight.

This reliable grid technology sets the AGM battery apart from competitors’ batteries. Real-world fleet testing proves the powerful grid to be nearly three times more corrosion resistant compared to other grids, making it more durable than other technologies. The PowerFrame grid technology pattern is optimized for full grid utilization, providing more than 60% superior electrical flow for better connectivity.

FOR MORE INFORMATION ON THE VARTA FLEET PROGRAM, WWW.RDR.LINK/VAF021

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Life can throw the odd curved ball no matter what stage of life you're at: money worries, illness, mental health issues, social isolation. It can create a downward spiral for you and your family. It's why Ben's here. At these moments our support and care services can be life-changing. Ever since there's been an automotive industry Ben has been helping its people and their loved ones keep life on track. Together we’ll tackle the challenges that get in life’s way and make sure they don’t, for life.

Always here for you www.ben.org.uk Helpline 08081 311 333

Find plenty of advice, online chat and self-help tools on our website, or talk to us on the helpline, free and in complete confidence, Monday-Thursday 8am-8pm, Friday 8am–5pm

Here for the automotive industry

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WHAT’S NEW?

NISSENS TURBOCHARGERS

Nissens Automotive has a reputation for providing the independent sector with matching original equipment (OE) quality replacement components and repair solutions, and in addition to its renowned thermal management expertise, its aftermarket offering also includes turbochargers for heavy-duty applications, alongside its light commercial vehicle (LCV) range.

Overview The Nissens turbo offering falls within the company’s Engine Efficiency & Emissions product category and consists of almost 20 OE part numbers that cater for 240 OE references, which span the most popular European truck models and complement the company’s LCV offering that includes 150 part numbers for 1,750 OE references.

The company has used the know-how from its passenger car turbocharger programme combined with the decades of experience as a top-tier truck parts manufacturer, to design parts that live up to the already established ‘Genuine Nissens Quality’.

Birger Strand, Turbo Business Manager at Nissens Automotive, elaborates: “We understand the immense importance of quality, reliability and performance when it comes to commercial vehicles. After successfully developing passenger car and LCV turbos, we knew that we were in a comfortable position to develop these advanced engine components for the highly demanding truck segment.

“The expertise we have already gained with truck engine cooling and climate comfort systems parts, as well our unique and fully matured turbocharger know-how, has enabled us to reach higher and take the next step in the turbo business. With

Nissens truck turbos, we aim to deliver some of the aftermarket’s best performing products for the commercial vehicle (CV) segment and a highly competitive turbo solution for our customers.”

Pushing quality requirements Over the years, Nissens has developed a concept, marked as ‘Genuine Nissens Quality’. In essence, it focuses on pushing what can be expected of aftermarket products even further. With the company’s background as not only a premium manufacturer with advanced inhouse design, test, and validation capabilities, but also as one of the few dedicated aftermarket manufacturers to obtain Ford’s Q1 certification, Nissens has from the very start been able to handle the critical task of truck turbo development.

Christian Germain Rosendahl, Product Manager, Efficiency & Emission at Nissens Automotive, says: “We have developed a product with a unique design where we took care to focus on reengineering the turbo’s inner parts and to attend to every detail.

“Our turbochargers, therefore, provide an excellent replacement for the original part as they will deliver the same power, emissions performance, and fuel consumption. In addition, they are easy to install, which is why we know they are the ideal replacement solution for the CV workshop.”

Nissens’ turbochargers have been thoroughly tested and calibrated to ensure the most optimal turbo flow for the best engine performance. In addition to matching the performance standards, Nissens’ commitment to the aftermarket means that it has also thought about the concerns of both those ordering and installing the components.

As a result, each replacement turbo is a new, outright purchase unit, that comes without surcharge or the need to return the old unit. When it comes to installation, each is designed to mirror the existing vehicle system and engine layout, and comes with all the important additional parts, like gaskets or stretch-bolts, that are needed to make fitting an easy and straightforward process, as well as comprehensive fitting instructions in both printed and online formats.

Naturally, all the related technical product information, including high-quality pictures, for the entire Nissens turbo system offering can be found in its own catalogues, as well as in TecDoc.

Technical excellence Nissens is a byword for technical support, so in addition to comprehensive fitting instructions, the company also provides technicians with a host of reference information to help them understand the issues, diagnose faults and ensure they are able to fit the replacement items with complete confidence, and successfully complete the job and get it right, first time.

GO TO WWW.RDR.LINK/VAF022

NOVEMBER 2021 CVW 55

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WHAT’S NEW? OSRAM TRUCKSTAR PRO RANGE Osram has updated the features in its Truckstar Pro range for a brighter light offering to the CV market. Ideal for professional drivers, these impressively bright 24-volt bulbs are built with vibration resistant technology to handle heavy duty applications. Their excellent durability and 2.5 times longer lifetime, helps reduce downtime and fleet costs, ensuring truck fleets stay on the road for longer.

The latest Osram Truckstar Pro bulbs provide up to 120 percent more brightness that allows drivers to see further and react quicker.

Truckstar Pro is the most powerful range of halogen truck bulbs from Osram, helping to keep fleets safe and moving on the road. Osram also offers customers a handy calculator tool for fleet operators to work out their individual annual requirement for replacement bulbs.

The new and improved Truckstar Pro range consists of five upgrade halogen headlight bulbs (H1, H3, H4, H7 and H11 ECE types in single box and duo packs), seven auxiliary bulbs (W5W, R5W, R10W, P21W, P21/5W, PY21W and T4W) and one H7 bulb kit, the ideal offering for keeping in the cab when on the road. Designed with safety in mind, the specialist technology from Osram will light up the darkest of environments, and the uniform light distribution provides a clear view across the entire width of the road, helping CV drivers to focus on longer drives and when making those important deliveries. All Osram bulbs are rigorously tested under the most extreme environmental conditions to ensure premium quality light for any situation.

GO TO WWW.RDR.LINK/VAF023

PPG RANGE EXPANSION

RHINO ROOF RACKS

Nexa Autocolor has introduced P190-1400 EHS Clearcoat to its innovative Turbo Vision commercial transport platform. This new and first clearcoat of the Turbo Vision range has a premium mirror-gloss finish and excellent spray absorption and flow, making it extremely painter-friendly.

P190-1400 has been developed closely with a variety of commercial transport users, including bodyshops and major builders/manufacturers in Europe, Middle East, and Africa, to ensure that it will meet and even excel PPG’s commitment to providing superior finishes, maximising the overall throughput and increasing the profitability of our users.

Christina Galvin, Commercial Transportation Senior Manager for PPG Refinish EMEA, comments: “At PPG, we are always looking to optimise processes and add value to the industries we serve by innovating our products and creating dynamic ranges. We are proud that the launch of Turbo Vision P190-1400 will do just that for the Commercial Transport industry.”

The new EHS Clearcoat complements the Turbo Vision platform and works with all existing ancillaries.

Rhino Products’ roof racks strive to keep pace with the rapid aftermarket development as fleets take steps towards electrified powertrains.

Reducing wind resistance is key to maximising vehicle efficiency. Even if a van is designed to be streamlined, bulky accessories can increase drag, lowering fuel economy and range. Manufacturers of aftermarket accessories can combat this by ensuring that designs offer improved aerodynamics.

For example, roof bars can be formed in a highly aerodynamically efficient teardrop shape, the Kamm-tail, which is synonymous with Formula 1 racing cars. This design ensures that the bars cut through the air efficiently, reducing drag and air turbulence.

This is a feature incorporated into the design of Rhino’s KammBar, one of Europe’s most popular roof bars.

Roof racks can also be streamlined to enhance aerodynamic efficiency. The use of nose cones at the front of the rack can greatly reduce wind resistance, helping to preserve vehicle efficiency. This delivers a sleek and functional design as found in Rhino’s AluminiumRack.

Not only will you stay warm with Snickers Workwear’s 37.5 Technology clothing, you’ll look and feel cool too. With styles for both professional tradesmen and women, they excel at ventilation to keep you cool and moisture transportation to stop you getting cold. They work together to keep you working comfortably wherever you are on site.

The 37.5 Technology fabric is a very quickdrying material that captures and releases moisture vapour – like your sweat – for superior coolness and dry working comfort. It’s integrated into selected Snickers Workwear base-, mid-, and top-layer garments to keep you working at your best whatever the weather.

After all, keeping a balanced work temperature is not just about staying cool and in great shape, it’s a matter of your wellbeing and job safety.

So, to make sure you get the right protection, visibility, flexibility, durability and ventilation, check out the Climate Control garments from Snickers Workwear that work together to suit your workday.

GO TO WWW.RDR.LINK/VAF024

GO TO WWW.RDR.LINK/VAF026

56 CVW NOVEMBER 2021

GO TO WWW.RDR.LINK/VAF025

SNICKERS WORKWEAR CLIMATE CONTROL

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PROFESSIONAL MOTOR MECHANIC

MECHANEX

THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS

ARE YOU READY? The UK’s only regional tradeshow dedicated to garage businesses is back this month, with a fresh approach and a host of exciting new content.

2021 SHOW DETAILS Sandown Park, Esher, Surrey KT10 9AJ, 9th & 10th November It’s an unmissable opportunity to attend FREE seminars, sample the latest products on the market, and take advantage of exclusive show special offers.

So, why not bring the full workforce along and make a day of it?

GET SOCIAL To keep up to date with all things MECHANEX in 2021, be sure to visit WWW.MECHANEX.INFO, like us on Facebook and follow us on Twitter!

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ADVERTISEMENT INDEX Autolift Ltd ........................................................ (page 39)

Maha UK .......................................................... (page 54)

Ben .................................................................... (page 53)

Mannol .............................................................. (page 36)

Castrol UK Ltd .................................................. (page 21)

Mirka (UK) Ltd .................................................. (page 54)

Castrol UK Ltd .................................................. (page 51)

Norbar Torque Tools Ltd .................................. (page 26)

Checkpoint Safety ............................................ (page 45)

Premier Pits ........................................................ (page 7)

Conren Ltd ........................................................ (page 48)

Pro-Align ............................................................ (page 8)

Continental Tyres Group Ltd ............................ (page 41)

Osram .............................................................. (page 35)

CTEK ................................................................ (page 48)

Robert Bosch Ltd ............................................ (page 25)

Eclipse Automotive Technology Ltd ................ (page 39)

Sampa UK & Ireland Ltd .................................. (page 29)

Garage Equipment Association ........................ (page 48)

Schaeffler (UK) Ltd ............................................ (page 27)

Gates Power Transmission .............................. (page 16)

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

Haldex Europe SAS .......................................... (page 47)

Thermobile ........................................................ (page 43)

Hope Technical Developments .......................... (page 4)

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

Jack Sealey Ltd ................................................ (page 13)

VLS (UK) Ltd .................................................... (page 33)

Liftmaster Ltd .................................................... (page 43)

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