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The trade magazine for servicing and repair professionals
COMMERCIAL
VEHICLE WORKSHOP NOVEMBER / DECEMBER 2020
CLEAN UP YOUR AC T The impor tance of keeping fleets and workshops in spotless condition
Also in this issue…
■ What to be aware of with DVS just around the corner ■ How to ensure you don’t overlook wheel defects ■ Diagnosing a misfire on a Renault C460
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CONTENTS
Volume 17
Issue 9
REGULARS
25
5
Viewpoint
11 Business & Training
6
News
48 What’s New?
10 Tech Tips
SPECIAL REPORT 14 How fleet managers can prepare for DVS
DIAGNOSTICS 16 Diagnosing a misfire in a Renault C460 18 How to identify and rectify a fault on a MAN TGX anticollision system 20 Why good diagnostics always starts with a good battery 22 The diagnostics tools helping workshops to save time and money
FUELS, LUBRICANTS & ADDITIVES 25 One company’s transition to a new hosted fuel service 26 Discovering what makes a quality oil 28 Finding out when an engine oil claim becomes retired or obsolete
TYRES & WHEELS 31 Three ways that tyres can make a fleet more sustainable
32 40
32 The benefits of flexible yet durable tyres during fitment 33 How one company ensures you don’t overlook wheel defects 34 Detailing the regulations for winter equipment in Europe and the latest on CO2 emissions 36 Which symbols to look for on your tyres in adverse conditions
LIGHT COMMERCIAL VEHICLES 38 Sharon Clancy reports on developments in the LCV market 40 How a Norfolk workshop has benefitted from two post vehicle lifts 42 The correct installation of a timing belt tensioner 44 Cleaning advice to keep LCV fleets spotless
COMPETITIONS 46 Ledlenser offers prizes to five lucky readers 47 Get your hands on an Amazon Echo Dot in this month’s Tea Break Teaser!
NOVEMBER / DECEMBER 2020 CVW 3
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VIEWPOINT
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THE SHOW MUST GO ON
Editor CIAN BRITTLE Consulting Editor SHARON CLANCY Group Editor DANIEL ARON Digital Manager KELLY NEWSTEAD Senior Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Graphic Designer GEMMA WATSON Group Production Manager CAROL PADGETT Publisher BRYAN SHANNON Subscriptions Commercial Vehicle Workshop is a business magazine for companies and individuals involved in all aspects of commercial vehicle servicing. It is published 11 times a year and is available on free subscription to qualified readers. Subscription rates: UK £30 To be removed from this magazine’s circulation, please call 01923 237799 or email circulation@hamerville.co.uk. Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts WD24 4YF Tel: (01923) 237799 Website: www.hamerville.co.uk Copyright © 2020
9,572
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s 2020 draws to a close, we can look back on a year unlike any other. Even written down, it feels like an understatement to say we could never have imagined a year quite like it, but the way workshops have responded and remained resilient throughout is worthy of recognition. It has certainly been a difficult period to operate in; one specialist tax relief consultancy estimated that, due to the COVID-19 pandemic, business investment in the haulage industry collapsed by 17.8% between Q2 2019 and Q2 2020. In light of this, it will come as a relief to any struggling logistics businesses that the Government has decided against expanding the London Congestion Charge as part of its financial bailout package for Transport for London (TfL). However, although this stumbling block has been successfully avoided, there remains the Direct Vision Standard hurdle to navigate. We are mere months away from its introduction, and there is further advice and guidance within these pages that will help to outline the requirements of the scheme (page 14). Life for workshops has not been made any easier by the to-ing and fro-ing of the Government; we will have both entered and exited the country’s second lockdown in the time between this issue of Commercial Vehicle Workshop and the last. Like an entirely less enjoyable version of the Hokey Cokey, it’s difficult to know where you stand as we flick between being ‘in’ or ‘out’ of tough restrictions. One thing that is becoming more and more difficult to understand is which COVID-19 regulations are being enforced at which time, with many different messages being passed down to the British public over the last few months. With this in mind, we have featured a useful guide from Inspire International, a company specialising in health and safety within the commercial vehicle sector, detailing exactly which regulations you should be aware of within your workshop and what you can do to make sure you are meeting any requirements (page 12). The more definitive timeline set out for this second lockdown will hopefully make the transition a smoother and more seamless process. However, it feels as though the age-old saying of waiting ages for a London bus and then two coming along at once could well be applied to the prospect of Brexit next year as we continue to deal with the fallout of this pandemic. Whilst things will not have returned to normal by the time 1st January 2021 rolls around, we can only wait and see what impact Brexit will have on the industry. But, as it always will, the show must go on for commercial vehicle workshops, and we here at CVW will do all we can to continue to provide relevant support and informative technical advice. It is especially pertinent now to ensure you are looking after yourself in what can be a lonely and isolating time. There is support out there in the industry if you need it; Ben is a great organisation that can be there when you need it most. Whether you need help for depression, money worries, or physical health, just go to ben.org.uk or call its free, confidential helpline on 08081 311 333.
Enjoy the issue, and I wish you a Merry Christmas and a Happy New Year!
From 1 July 2019 to 30 June 2020
Associate member
Cian B rittle Editor
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
NOVEMBER / DECEMBER 2020 CVW 5
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NEWS Tyres over 10 years old to be banned From February 2021, it will become illegal to fit tyres aged 10 years or older to the front axles of lorries, buses, and coaches.
Best October on record for LCV market The UK new light commercial vehicle (LCV) market grew for the second consecutive month in October, up 13.3% to mark the highest performing October on record.
DVSA already checks for tyres aged 10 years and older during roadside enforcement stops. This change in the law will allow DVSA to issue prohibitions if these tyres are found at annual test and enforcement changes. Specifically, it will become illegal to fit tyres aged 10 years or older to: ■ The front axle of a goods vehicle
with a maximum gross weight exceeding 3,500kg ■ The front axles of a bus or coach – including minibuses ■ The rear axle of a minibus with single rear wheels fitted This means that tyres aged 10 years and older will become a failure item at annual test. If these tyres do not display a date code, they will also fail. As part of the annual test, DVSA’s Vehicle Standards Assessors (VSAs) will check each tyre displays a date of manufacture or re-treading. Once the rules change, if DVSA roadside enforcement teams find a tyre that is uncompliant, they will issue an ‘S’ mark prohibition and conduct a follow up investigation. What happens next? DVSA will publish updates to the guide to maintaining roadworthiness, categorisation of defects, and MOT inspection manual before the new legislation comes into force.
Demand was driven by the heavier end of the LCV market, with registrations for vans weighing more than 2.5 and up to 3.5 tonnes up 26.8% to 20,492 units. A combination of pent-up demand from the UK’s first lockdown, growth in the construction sector, and new fleet orders coming in ahead of an anticipated busy Christmas period kept van deliveries high in the month. Continuing the trend, registrations for smaller vans weighing less than or equal to 2.0 tonnes and medium vans weighing more than 2.0 tonnes and up to 2.5 tonnes both grew 1.6% and 2.9% respectively. However, year-to-date registrations are still down -24.1%, with the sector yet to make up a shortfall of around 75,000 units.
Heavy vehicle tests receive exemptions Eligible vehicles and trailers with November and December 2020 test dates (except first test vehicles) have been given three or 12-month exemptions. However, it is important to note that mandatory tests will be required for vehicles and trailers which do not qualify for a longer exemption. Vehicles given a three-month exemption in August 2020, for example, will not qualify for a further exemption. The highest priority vehicle and trailer tests are those which legally need a test, so ATFs should have the following at the front of queue: ■ Vehicles/trailers legally due a test within
a month
journeys ■ Dangerous goods vehicles ■ Specialist vehicle types (e.g. refuse
vehicles, gritters) ■ Prohibition clearances
To download a spreadsheet of all vehicles and trailers that have had exemptions applied to their original October, November, and December 2020 test dates,
■ Vehicles/trailers going on international
WWW.RDR.LINK/VU001
Who qualifies for an exemption? EXEMPTION STATUS
ELIGIBILITY
12-month exemption
■ Earned Recognition operator (whole fleet) ■ Operator in green OCRS roadworthiness
band with 50 or more roadworthiness events and a calculated roadworthiness base score of 1.3 or lower on 27th July 2020 ■ Vehicle or trailer up to two years old Three-month exemption
■ Not previously had an exemption and not
eligible for a 12-month exemption (see above)
6 CVW NOVEMBER / DECEMBER 2020
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CheckPro is evolving… Sheffield-based fleet and workshop management software provider Digital 2000 announces major rebrand.
ITT Hub announces new summer dates Farnborough International Exhibition and Conference Centre will host next year’s ITT Hub between 30th June – 1st July 2021. With government guidelines stating that no large-scale live events can take place until at least April 2021, the organisers have taken an opportunity presented by the venue to move the event deeper into the summer. Making the announcement, Mark Griffin, CEO of Binswood Media, said: “We are determined to be the first event in these sectors in 2021, where visitors can come along and experience latest vehicles, technology, and innovation in a safe way. We remain in regular dialogue with our market and have been monitoring the situation extremely closely since the Prime Minister’s announcement in September. We have consulted our partners, stakeholders, and vehicle manufacturer exhibitors about the new dates. The
feedback has been extremely positive and totally supportive. There has been an appreciation of our practical and collaborative approach, and we want to seize this opportunity to make difficult decisions swiftly in a pragmatic, responsible way, with safety as our key priority.” The decision to move the dates of the event was made in consultation with ITT Hub’s strategic partner Logistics UK, and its CEO David Wells added: “We fully support Mark and his team in this decision. These extra six weeks will enable better planning, build confidence, and deliver an enhanced, safe experience for all involved. “We are really excited about being able to meet our customers, peers, and transport sector colleagues for the first time for more than a year.” In 2022, the dates of the event will revert to the usual timeslot of 11th-12th May at the same venue.
Digital 2000 has announced it is forming a new business, along with the rebrand of its fleet and workshop management system CheckPro. The new business is called Asset Go Solutions and its software product has been renamed to AssetGo. Matt Cotton, Founder and Managing Director of Digital 2000 and Asset Go Solutions, explained: “Since launching CheckPro over three years ago, it has undergone significant development. Evolving from a checklist tool to a comprehensive, highly versatile asset, fleet, and workshop management system. “We have become a leading provider to businesses operating in logistics, haulage, and waste management. With this in mind, we felt that the original name did not fully reflect the system as it is today.” He continued: “The new identity had to satisfy the existing expectations of what our original marque stands for, whilst simultaneously moving the brand forward. We believe our new name – AssetGo – successfully achieves this goal.”
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NEWS
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Mahle looks to fuel the future Mahle and Canadian fuel cell manufacturer Ballard Power Systems have agreed to work together in the future on developing fuel cell systems for commercial vehicles. The long-term goal of the cooperation is to manufacture complete fuel cell systems for the European, North American, and Asian markets. During the first phase of the cooperation, Ballard will be primarily responsible for system design relating to the fuel cell stack. Mahle is bringing its extensive experience in the areas of thermal management, power electronics, and packaging. “Hydrogen as a climate-neutral energy carrier is the solution for CO2neutral mobility and the achievement of climate targets for medium and heavy commercial vehicles,” explained Dr. Jörg Stratmann, Chairman of the Mahle Management Board and CEO. “Through our cooperation with Ballard, we will provide a strong stimulus to the development of fuel cell drives that are suitable for large-scale production.” Randy MacEwen, CEO of Ballard Power Systems, commented: “Given increasing policy support for lowemission powertrains in particular, we are pleased to work with Mahle on driving forward our shared vision of carbon-neutral heavy-duty transport.” Mahle has been a series supplier for fuel cell vehicles for several years. The technology group based in Stuttgart, Germany, holds a particularly strong position in the complex air intake system, the electronics, and the temperature control of fuel cell systems.
8 CVW NOVEMBER / DECEMBER 2020
Isuzu expands Scottish operation Isuzu Truck has announced that two of its existing parts and service dealers in Scotland have been appointed as sales dealers. In the North of Scotland, Elgin Truck & Van Centre (ETV) will develop into sales dealer status for both its Elgin and Inverness locations, whilst Dundee and the East will be covered by Norscot Truck & Van. Announcing details of this double dealer appointment, Richard Waterworth, Head of Sales for Isuzu Truck UK, said: “Both Norscot and Elgin Truck & Van joined the Isuzu Truck UK dealer network over a year ago as parts and service dealers. This next step to full dealer status is a logical move
for each organisation, as they are both seeing increasing demand.” Managing Director of Norscot Truck & Van George Barrack explained: “As an established OEM dealer group, Norscot in Dundee will benefit from the Isuzu Truck range filling a gap in the GVW sectors where we currently do not have a product offering.” Further north at ETV, Dealer Principal Colin Scott commented: “The addition of Isuzu Truck authorised repairer status to our business has been a tremendous success, with business levels expanding significantly in such a short time. It is now the right time to capitalise on this growing interest in the Isuzu range from operators in the area.”
AES provides time-saving solution DA Tyres and Auto, based in Pontefract, has been provided with a portable workshop induction heater for general vehicle work to improve efficiency. Supplied by AES UK, the AES HI 3.5 is an ultra-portable induction heater with integrated water cooling and variable heat settings. The lightweight system is able to save time, add customer value, and dispense with the safety and practical issues usually associated with a conventional gas flame. The heater is favoured by workshop technicians for its ease of use and safety for applications, such as screwed joints in vehicles, cases, bearings, and hubs. Tony Degnan, Director for DA Tyres and Auto, expanded: “The heater is particularly useful for loosening seized-up nuts and bolts. “It saves hours on certain jobs because we don’t need to replace parts or other connected components when fastenings are too stubborn to shift. This saves workshop hours, saves our customers’ money, and, in
turn, enables us to offer a faster and more affordable service.” According to Tony Degnan, with its high-power capacity and long-duty cycle, small dimensions, and the fact it’s lightweight, the AES HI 3.5 is ideal for commercial and auto workshops and, compared to other heating methods, is safer, more cost-effective, and is kinder to the environment, particularly compared to flame heating.
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í˘ą
Oil radiating outwards
TECH TIPS
WHAT TO DO WITH A REAR CRANKSHAFT SEAL LEAK Valeo Service explains why the rear crankshaft seal should be checked when changing a clutch.
T
he Valeo Service technical department says it has seen several flywheels returned that have oil residue on the rear face of the flywheel (Fig 1). The oil found is radiating out from the centre of the rear face, indicating that there has been a leak on the rear crankshaft seal. The inside of the rear main seal maintains contact with the crankshaft as it is spinning around thousands of times a minute. The crankshaft seal is also next to one of the main bearings in the engine, which needs to be constantly lubricated by oil. If the seal is damaged, the constant bath of oil combined with the spinning motion of the crankshaft will cause a rear main seal leak and allow a significant amount of oil to leak from the engine as it is running. If the crankshaft seal dries out, cracks, or breaks, it can cause an oil leak. Valeo Service advises always checking the rear crank shaft seal during every clutch change to ensure that there are no leaks present and the seal is in good condition. If oil is found on the flywheel and can be seen leaking from the rear crankshaft seal then Valeo advises addressing the leak immediately and replacing the seal if required. Failure to do so will cause contamination of the clutch components and potential damage due to the loss of oil depending on the severity of the leak.
10 CVW NOVEMBER / DECEMBER 2020
Part Number: All flywheels Applicable Vehicles: All vehicle models containing a flywheel
í˘˛ FOR MORE TECHNICAL INFORMATION OF THIS NATURE, WWW.RDR.LINK/VU002
Rear crankshaft seal
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BUSINESS & TRAINING
TRAIN UP CVW sat down with Steve Smith, National Sales Manager ART for Mirka UK, to discuss where training is heading and what the current requirements are.
O
n- and off-site training is important for technicians within the CV sector because it provides them with an environment in which they can learn and develop new skills and techniques that will allow them to handle a variety of jobs, whilst also improving their productivity. In addition, the training also allows businesses to meet the constantly changing demands of their customer base, increase the menu of services they can offer, assist in reducing key to key times, and increase profitability.
Q
Are there any current training needs within the CV market regarding surface preparation? A. We have seen metallic and pearl coat paint finishes becoming more popular, and with this comes the challenge of ensuring that surface preparation needs are met. The way Mirka meets these needs is by ensuring that the businesses and technicians select or have access to the right abrasive and tooling options, and are following the correct processes, so repairs can be kept to a minimum. This, in turn, means that the panels can be blended out instead of painting full panels, all of which assists in keeping costs under control whilst enabling an increase in output.
Q
If so, what are CV companies looking for in regards to training from a manufacturer like Mirka? A. Complete surface preparation training is required to meet the changes within the market and customers’ demands. The training for this covers filler repairs through to general surface preparation, as well as paint rectification, because every area within the repair process is key to producing high quality workmanship. In addition, with many varying substrates within the CV market, all aspects of training are required. Whether your sanding requirements are for fiberglass, metal, plastic, and even composite panels, it’s vital to ensure all preparation is correct to avoid any unnecessary re-work.
Q
Would they prefer on-site training or would they value the training offered at the Mirka training centre? A. A mixture of both can be beneficial. At the Mirka training centre, everything is covered; starting in the classroom, where objectives are set, through to the hands-on part in the training centre itself. This option provides the business with a great opportunity to fully test various products
and tooling under the guidance of Mirka’s technical experts and they can ask any questions they might have. When it comes to training within their own environment, Mirka sees that this brings real-life experience to the fore and can be rewarding for the customer. Overall, what Mirka has found from running the training is that it’s all about the learning and development of skill sets that will enable a technician to tackle any surface preparation requirements with confidence.
Q
Would you say there’s a shortage of skilled technicians at the moment? A. Skill levels are at an all-time low within the bodywork repair industry, so training is an area that Mirka believes adds value to repairers and the continuation of this joined-up approach makes for a long term successful business partnership.
TO ENQUIRE ABOUT HOW MIRKA CAN HELP YOU WITH ITS TRAINING AND SUPPORT SERVICES, WWW.RDR.LINK/VU003
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©robert/AdobeStock
BUSINESS & TRAINING
KEEP UP WITH THE REGULATIONS With the ever-changing COVID-19 regulations, and in light of the second lockdown, Inspire International has introduced a suitable and sufficient COVID-19 Risk Assessment to support commercial vehicle workshops.
C
OVID-19 has somewhat shifted the goalposts of commercial vehicle servicing, repair, and maintenance, as well as the associated risk assessments and new regulations that need to be followed. Inspire International’s Technical Director Harvinder Virdee believes the Government’s advice has been confusing and contradictory. He comments: “The new rules are fairly easy to implement into a commercial vehicle business but, because they are continually changing, it presents challenges for managers who are unsure of what is expected as the legal requirement.” Inspire International has reported specific incidents over the last few weeks where they have been directly called upon by commercial vehicle workshops to carry out risk assessments following reports of positive COVID-19 cases. Offering a fast and efficient response, the risk management specialist has created its specialised COVID19 Risk Assessment, tailored to each business’ needs and requirement and, thus, preventing its clients from incurring any damages to reputation or profits. Harvinder continues: “It is incredibly important that commercial vehicle workshops – where positive COVID-19 cases have been reported – continue to instil confidence and reassure their customers that, when they bring their vehicles into the workshops, they will not be at risk of the virus spreading from the vehicle to their
12 CVW NOVEMBER / DECEMBER 2020
drivers and businesses. This is particularly important where commercial vehicle workshops have VMUs at a customer site. Carrying out the required risk assessment is vital to ensuring businesses remain compliant during these challenging times.” As experts in their field, Inspire International has adapted its risk assessment for commercial vehicle workshops to cover all the new requirements. Here, the experts share advice on how commercial vehicle workshops can remain compliant: ■ Complete a comprehensive COVID-19
■
■
■
■
■
risk assessment, subject to regular and planned reviews and updates Develop a business continuity plan for COVID-19 cases (PHE or PH Scotland can close businesses if they do not provide the required track and trace information) Ensure a company track and trace process is in place, which can be implemented as and when staff confirm they have COVID-19 Encourage all Directors (Sales, Aftersales, Finance, HR, Compliance) to check COVID-19 arrangements on a monthly basis and keep staff compliant Share the required information with PHE and PH Scotland track and trace – they will help businesses stay open if given the information they need in a timely manner Educate staff about the COVID-19 risk
Harvinder Virdee
assessments and associated safety procedures – keep suitable records to showcase if your business is inspected. Businesses which do not adhere to the above guidelines are likely to be at risk of fines. Governing bodies for health and safety, including The Health and Safety Executive and Education Authority, are regularly visiting businesses to check requirements are being followed and will enforce fines if not. To combat COVID-19 challenges within the industry in relation to educating employees, Inspire International has developed a COVID-19 Return to Work module as part of its recently launched safety e-learning solution, E-Workshop. Covering a wide range of health and safety training solutions, the programme allows customers to undertake training remotely, with electronically kept records and refresher training course reminders.
TO SEE INSPIRE INTERNATIONAL’S E-LEARNING SOLUTION E-WORKSHOP FOR YOURSELF, WWW.RDR.LINK/VU004
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SPECIAL REPORT
With Transport for London publicly committed to introducing its Direct Vision Standard (DVS) on 1st March 2021 – after an initial delay – fleet managers need to take a closer look at their compliance. Here, Peter Mansfield, Group Sales and Marketing Director at Trakm8, explores the implications.
TIME TO PREPARE
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s the first city region in the UK to gain significant powers over transport, London is one of the first cities in the world to regulate the on-vehicle requirements of HGVs, previously an area of national or even international rule-making. Long ahead of the curve when it comes to transport rules in the UK, London paved the way with the Congestion Charge and Clean Air Zones, showing combined authorities in Birmingham, Manchester, Liverpool, and our other cities that regulating vehicle use in a considered way can decrease traffic, pollution, and comes with public support. Legal requirements for HGVs driving in London from March 2021
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The latest such move is the Direct Vision Standard (DVS), which comes into force in the Greater London area from March 2021. Applying to all heavy goods vehicles over 12 tonnes, the new regulation introduces a star rating system based on what is directly visible to the driver from the cab, without the use of additional mirrors or cameras. Vehicles that don’t have Peter Mansfield good direct vision (at least a ‘one star’ rating) will be banned from London roads as of 1st March 2021, and risk facing fines of £550 per day. By 2024, the requirements are set to rise to three stars, but what constitutes three stars is yet to be agreed and will be subject to a public consultation. The scheme is set to be enforced through number plate recognition. City Hall’s crackdown comes in response to some shocking statistics on the dangers cyclists face from HGVs in London. Whilst just 1.5% of injuries to cyclists occur from collision with HGVs, such collisions account for 16% of deaths. Clearly, there is an issue here that can and should be addressed. DVS falls under TfL’s ‘Vision Zero Action Plan’, aiming to reduce serious injuries and fatalities to zero by 2041. Whilst fleet operators are more than happy to go a long way to prevent avoidable accidents, it’s important not to underplay how big of an impact this could
have on operators. It’s expected that most HGVs currently in use will be ‘zero star’ and will, therefore, have to be retrofitted with additional ‘mitigating safety features’ to be able to drive in London from March. Given London’s importance to the UK economy, it’s almost impossible as a fleet operator to avoid Greater London altogether and, as a result, many fleets will have to upgrade their whole stock to ensure they avoid administrative overhead and fines. Where London goes, cities in other regions are sure to follow. So, fleets will either need to avoid Greater London altogether, or be fitted with mitigating safety features. Some features are relatively easy to add, like additional mirrors, side underrun protection, and stickers that alert other road users to potential danger. Others, like blindspot detectors, cameras, and audible vehicle manoeuvre warnings, are technically difficult – you should speak to a trusted manufacturer to ensure you get a safety system that meets the new DVS standard the first time round. Just as important is ensuring that new systems don’t create more work for operators. Shopping around for a mixed solution and combining cameras and sensors from a number of manufacturers might save you a short-term cost, but will increase
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administrative and technical burden further down the line. By going with a trusted manufacturer’s whole-system solution, your admin gets easier with every addition, instead of more difficult. Given that DVS itself will become stricter by 2024 and other regulations are likely to come into play in the meantime, the ability to upgrade should be a key concern when you come to purchase mitigating safety equipment. Trakm8 has a number of fully interoperable products that will help reduce the risks for drivers, cyclists, and pedestrians which meet the Direct Vision Standard. For example, its Blind Spot Detection System provides drivers with visual and audible proximity alerts, stopping accidents in their tracks. The company’s RoadHawk CAM series cameras are water and dustproof, meaning they can be used in all conditions, and are also available with IR night vision, sun reflection hoods, plus external speakers alerting other road users when the vehicle is reversing. These systems are brought together with a RoadHawk Digital Video Recorder and TFT monitor, allowing the driver unparalleled vision. Its RoadHawk DVR 8000 features eight input channels and is capable of storing up to 1.4 terabytes of data, easily accommodating the additional camera systems required by this stringent standard. Finally, all Trakm8’s products are designed and manufactured to the highest standard at its facility in the West Midlands. In an environment where regulations are likely to get stricter, it’s important to prioritise interoperability and upgradeability, meaning you can still meet new requirements at a later date. By going with a trusted solutions provider in order to make sure fleets are Direct Vision Standard compliant, you can reduce your admin and help prevent avoidable accidents on the road. What the different star ratings for the driver's direct vision look like
FOR MORE INFORMATION ON THE SOLUTIONS AVAILABLE FROM TRAKM8, WWW.RDR.LINK/VU005
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DIAGNOSTICS
RENAULT C460 MISFIRE Ben Martins of Pico walks through the process of diagnosing a misfire in a Renault C460 lorry fitted with D11 engine.
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he customer complained of poor performance and vibration which feels like a misfire. There were no warning lights on the dashboard, which is interesting as you would assume a misfire would log a DTC. The complaint was verified and we moved on to testing. For misfires, one of the quickest tests you can do is a relative compression. Whilst not conclusive, it can be used to determine which path to take in the testing, and the best part is the fact that you don’t have to remove any parts to perform it. By using the guided test, the suitable set up and trigger are already applied for you. All that is required from you is to prevent the engine from starting, connect the PicoScope, and make sure that the current clamp is switched on, zeroed, and clamped around a battery cable that carries current to the starter motor circuit. With the engine unable to fire, you crank it. We could immediately see that there was an issue and, more importantly, that it was repeating (Fig. 2). By using the rotation rulers, we can see that there was a lack of current associated with a cylinder. We know this because each time a piston moves up in a compression stroke, the starter motor requires more current to keep turning the engine. If there is less or no current required during what would have been a compression stroke, then we should first focus on this cylinder to determine the cause. The next challenge is how to identify the cylinders. The easiest way to identify cylinders is to use an identifier for a known cylinder or, as it’s more commonly known, a sync. For petrol engines, you could use an ignition trigger, primary or secondary ignition pattern, but for diesel engines, you only really have one choice: an injector.
16 CVW NOVEMBER / DECEMBER 2020
í˘˛
í˘ł Petrol engines tend to be less picky about whether or not they spark during cranking, but diesel engines tend to want to see a certain amount of fuel pressure before they will send a signal to fire an injector. During a relative compression test, we need to stop the engine from starting. The quickest way is to stop the fuel or to disconnect the injectors. However, that means we lose our sync signal. What now? A search in the waveform library returned no results for Renault C; however, Renault and Volvo trucks use the same powertrain. Under Volvo, we broadened our search by filtering with some basic information: vehicle make, primary fuel, and capacity. The D11 is a 10.9-litre, and, unfortunately, we found no usable waveforms. However, through the technical information (Fig. 3), we found that the timing for both the D11 and D13 engines are the same. When amending the engine size to 13-litres, we found the one we were looking for: injector 1 with the camshaft signal. Looking at this capture with the
camshaft signal and an injector signal, we could use the camshaft to determine cylinder 1, and then use the firing order to associate the other cylinders. Next, we needed to perform another relative compression test using the same setup but adding another channel; in this case, the camshaft sensor (Fig. 4). From the known good waveform, we knew that cylinder 1 fires first after the double pulse reference on the camshaft sensor. As we had the option to add another channel, it is always a nice addition to grab the exhaust pulse as well. Remember that the exhaust pulse is as a result of all of the following: intake, combustion, and exhaust. We would expect a nice, uniform waveform if all things are working as they should. Clearly, that wasn’t the case (Fig. 5). We’ve now used the camshaft to identify the cylinder with the lack of current draw during compression. We knew that cylinder 1 was the first to fire after the double pulse on the camshaft and, by using the firing order, we could identify the remaining cylinders. We noticed that the exhaust pulse was not even and, at this stage of the diagnosis, that’s all we need to know. We could spend another 30 minutes trying to work out what was going on but, ultimately, that’s not going to fix the truck. From everything we had gathered so far, we needed to look at cylinder 3. When we removed the rocker cover, things became clear relatively quickly (Fig. 6). What you can see here in Fig. 7 is the
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í˘´
í˘ľ exhaust valve of cylinder 3. The adjuster had moved out much further than the others and, in doing so, was holding the exhaust valve partially open. The lock nut had come loose allowing the adjuster to wind itself out. We removed the adjuster to make sure there wasn’t any damage to it. You can see in Fig. 8 how close it was before the locknut fell off completely. With no signs of damage, we refitted the adjuster. We checked all the valve clearances and adjusted them to the correct setting, according to the technical information. We also applied some Loctite to the locknuts too, hopefully preventing this issue from occurring again, and torqued them to the correct setting. After installing the rocker cover, it was time to carry out the relative compression test again to see if the fault was fixed. Fingers crossed that the exhaust valve hadn’t hit the piston. Everything in this waveform is much more even and the exhaust pulse is now uniform (Fig. 9). The misfire was gone and the truck was back on the road again. But what was happening in the exhaust? With the fault now fixed, we had the opportunity to refer back to our original captures to better understand and, therefore, learn what was happening to create the patterns we were seeing. Let’s
í˘š
refer back to the capture with the WPS500X in the exhaust (Fig. 5). We know that cylinder 3 was the dead cylinder, but there was a large pulse in the exhaust at the same time. It’s important to think about what was happening in the exhaust whilst cylinder 3 was coming up on its compression stroke. Cylinder 4 is also coming up the bore but on its exhaust stroke, but at the same time, cylinder 1 is beginning its exhaust stroke. We now know that the exhaust valve on cylinder 3 was being held open which means we have two, possibly three, cylinders travelling up the bore at the same time. However, now they are all contributing to the pulse in the exhaust. Any form of pressure pulse analysis is difficult as there are often many variables to consider, such as manifold designs, VVti control, exhaust after-treatment systems, and turbochargers. All of these variables can affect the pressure waveform. Getting known good waveforms where and when you can means looking for the odd one out, making it easier for you to recognise it when you see it. We usually suggest that Pico users practice using their PicoScope on known good vehicles. If it’s just capturing injector 1 and a camshaft signal, great. If it’s a fuel pump current from inside the fuse box, perfect. This will build the confidence
í˘ś
í˘ˇ
í˘¸
needed to use the PicoScope for the trickier jobs when they come in. You will also build a nice collection of known good waveforms that you can use for reference. If you then upload these to the waveform library, you have a secure place to store them, and others can use them for their diagnostic purposes too. The alternative for when there isn’t a known good is to refer to the technical information. Sometimes stepping back from the waveform and just seeing it as what’s good and what’s bad is often all you need to get better direction.
TO WATCH A PRESENTATION ON THE TECHNIQUE OF CYLINDER IDENTIFICATION AND RELATIVE COMPRESSION ON CRD ENGINES, WWW.RDR.LINK/VU006
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DIAGNOSTICS
Brett Edkins, Technical Manager at Eclipse Automotive, explains how to identify and rectify a fault on a MAN TGX anti-collision system.
AVOIDING A
COLLISION I
dentifying faults on many modern commercial vehicles is increasingly difficult given the rising levels of technology employed by manufacturers. This analysis of the anti-collision system on a MAN TGX Euro VI model shows how the Eclipse Jaltest package is becoming the go-to diagnostic solution for the commercial industry.
The problem A Man TGX Euro VI has come into the workshop with a forward-looking radar fault being displayed on the dash. As this is a key safety system on the vehicle, it has been immediately taken off the road when the defect was discovered.
replacing any components, we will need to check all the wiring to this component using all the technical data available on Jaltest.
Correcting the fault Using Jaltest, we can identify the necessary power feeds, earths, and the CAN communication lines to the control unit using the in-depth wiring diagrams and technical data available within the Jaltest software. The technician has confirmed all the wiring is okay, and they are getting all the correct measurements; therefore, it is determined the front radar sensor is at fault and requires replacing.
“Eclipse Jaltest ADAS can carry out all static and dynamic calibrations for all makes of commercial vehicles.�
Initial assessment The technician makes an initial diagnosis of the ROM2 forward-looking radar system to check if any fault codes have been logged in the ECU that are causing the warning light to be on the dash. One active fault is listed showing the ECU has detected a fault with the front radar sensor control unit (code 4013). With this type of fault, before
18 CVW NOVEMBER / DECEMBER 2020
After replacement, the front radar sensor will need to be programmed to the vehicle using Jaltest. However, it will also require the use of Jaltest ADAS calibration equipment which will enable the component to be easily fitted and calibrated. This rectifies the fault and allows the vehicle to quickly return to the road.
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Eclipse Jaltest ADAS Eclipse Jaltest ADAS package is a multibrand diagnostic and calibration solution for all commercial vehicles. Using the Jaltest multi-brand software and the ADAS calibration equipment, a technician can carry out all calibrations of the anti-collision systems. These include lane departure, emergency braking adaptive cruise control, and front radar sensors either due to a faulty component or a windscreen replacement. Eclipse Jaltest ADAS can carry out all static and dynamic calibrations for all makes of commercial vehicles. With Eclipse being able to not only offer the ability to diagnose the fault but to also allow the new component to be calibrated using the multibrand ADAS solution, it means the vehicle does not have any unnecessary down time due to waiting for a third party to carry out the required calibration necessary to make this vehicle roadworthy.
Looking after its customers Eclipse is committed to supporting its customers throughout the life of the product and has developed a range of features and services, including: ■ A comprehensive training package ■ Cover from IT and vehicle support
professionals ■ Industry-leading Technical Support Service offering both telephone-based and remote vehicle assistance support
The Technical Support Service is a key part of the overall Eclipse package and, together with Jaltest and the Eclipse Testpad Extreme PRO, sets it apart from others, helping to ensure that the company remains the leading supplier of true multi-brand diagnostic software for all commercial vehicles. The Jaltest software, which is updated three times a year, is continually being improved to both expand the number of brands/models covered, as well as extending the functionality that is available, covering more brands in more sectors than other products.
FOR MORE INFORMATION ON THE JALTEST SOFTWARE FROM ECLIPSE, WWW.RDR.LINK/VU007
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DIAGNOSTICS
POWER ON Matt King, Senior Technical Sales Representative UK & Ireland for VARTA, details how good diagnostics always starts with a good battery.
H
ere is a simple question to begin: how often have you replaced an awkwardly positioned component due to suspected failure, only for the same failure to occur again a few days later? How did you know that the failure was definitely that component? What other considerations were made before finally condemning the suspected component? Are batteries fitted capable of supplying the power required? The above questions are things that many workshops must deal with on a daily basis and many will be correct in suspecting a component is at fault due to experience, using diagnostics devices or even just by the on-board vehicle diagnostics. How many times has the battery been overlooked as a possible cause? Many components fitted to trucks have sensitive voltage tolerances for both high and low voltage inputs and, if these are being met either by an overcharging condition or a failing battery, then the component that has been replaced was a waste of time. The battery itself cannot be interrogated using a vehicle diagnostics computer, but it can be analysed using a good quality battery tester that is suitable for the battery technology that is fitted to the truck. VARTA recommends that truck batteries are tested as part of the regular maintenance routine, but the state of charge checked at least every four weeks, again using a battery tester. Regular testing can identify master and slave batteries that require balancing to prevent premature failure of a battery in a pair and prevent possible breakdowns. The use of a balance charger will also help here to charge both batteries at the same time and restore them to an equal state, and this can reverse the master/slave scenario.
20 CVW NOVEMBER / DECEMBER 2020
If the batteries are unbalanced and recovery is not possible (due to higher than normal internal resistance in one battery), both batteries must be replaced as a pair to prevent the same scenario again with a new and an old battery fitted together. If the batteries remain unbalanced for an extended period, this can also affect the battery management system and cause further problems. As part of a good servicing routine, it is helpful to bear in mind that the best type of battery diagnostics is pre-emptive diagnostics, and to consider what battery conditions found now may lead to failure in the future. This could include things such as:
As an example, vehicle safety systems require a stable voltage to maintain accurate function. If there is voltage instability and chatter, this can cause these systems to shut down, either temporarily or, in extreme cases, permanently. This would require potentially expensive component replacements to repair the fault. In summary, to prevent wasted time during diagnostics, always check the battery first with a good quality battery tester that can test the following: ■ Conventional, EFB, and AGM battery
technologies ■ 12V and 24V systems (N.B. test batteries
individually in a 24V system) ■ Poorly fitted connector clamps ■ Low state of charge ■ An imbalance between a pair of batteries
(master/slave) ■ Prolonged low state of charge leading to
sulphation/acid stratification ■ Overcharging of the battery
Acid stratification through a prolonged low state of charge is one of the biggest causes of battery premature failure and it is very easy to prevent if the correct routine maintenance activity of maintaining charging and regular battery testing is completed. When completing the routine maintenance activity, always make sure that the battery is fully tested along with a charging system check. This will ensure that the whole vehicle electrical system is functioning correctly to keep components and systems supplied with a stable power supply. Any fluctuation in the supply of power to vehicle components and systems has the potential to cause serious damage and prevent essential systems functioning correctly when needed.
It would also be a good time to ensure that the battery fitted is able to meet the power demands required; for example, hotelling trucks with parking coolers fitted are recommended to have AGM batteries fitted due to their deeper depth of discharge capabilities. Using a conventional battery in this case would cause many components to have low power supply due to the demands of the parking cooler. This would also cause premature failure of the battery due to the demand being too high for the battery capabilities. If a truck has had any additional components or features added, it is always recommended to reassess if the battery is able to supply the power required by the extra components. In these cases, an upgrade would be recommended.
FOR MORE INFORMATION ON VARTA’S AVAILABLE CV RANGE, WWW.RDR.LINK/VU008
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DIAGNOSTICS
ALL BASES COVERED Doctor Air Brake guides CVW through its diagnostics offering and how it can help workshops to save time when undertaking tasks. Test-A-Tow The Test-A-Tow is a power box for lighting, ABS, and fridge circuits on trailers without the towing vehicle. There is an ‘agri’ version for agricultural trailers fitted with full air ABS test. It comes in a small, portable carry case with charges and a tow-bar test lead.
Sonic Stop The Sonic Stop system is an auto-brake reversing aid that automatically applies the brakes when an object or person is detected within its range. It talks to the EBS via CAN or pneumatically. Our system works by using ultra-sonic sensors to measure a distance of up to three metres and the full width behind the vehicle, which is sub-divided into zones. The stalks flash red to warn the driver of a distance down to a one-metre zone when the brakes are gently but firmly applied for three seconds. The brakes then automatically release, allowing reversing to continue until 20cm from the loading dock, when they re-apply for two seconds. The lights will then flash green to alert the driver they are as close as they can get. Key points include: ■ Saves money on property repairs ■ Reduces risk of worker-related
incidents ■ Reduces risk to pedestrians in public areas ■ Saves money on vehicle repairs
When plugging into the trailer, it acts as the towing vehicle. It can then test all circuits at the click of a button or by using the radio key-fob remote. Another feature is that it tests the current load to the fridge. It can also be plugged into the tow-bar to test the tow-bar output and make sure there are no faults with a towing vehicle. Key points include: ■ Compact with powerful internal
batteries ■ Reduces time taken to repair trailer ■ Makes a two-person job into a one-
Van Trailer Check (VTC) Powered from batteries or mains PSU, you simply plug all air and electrical lines into the trailer. Then you can test lighting, ABS-EBS and air brake circuits in one go. Furthermore, you can safely operate the brakes by remote when close to or under the axles checking for bad slack adjusters and excessive wear etc. You can even test the air pressures at the chamber using the remote control. This is the stalwart for lots of nationwide companies, including TIP Trailer Services, Ryder Mobile Maintenance Services, and RMB Commercials. Key points include: ■ It reduces time taken to service,
inspect, or find faults on trailers ■ It’s safer as you are in control, and there
is no smoky, noisy tractor involved ■ Makes brake testing a one-man job ■ Enables you to fix multiple trailers,
which in turn earns more money
ISO-Check The ISO-Check visually alerts you if there is a problem with the tractor-trailer dedicated connection. ISO-Check glows green if trailer EBS is all good, but will turn red if there is a problem. Plus, the premium model flashes a code to say what has failed. How it works: ■ ■ ■ ■ ■ ■ ■ ■ ■
Firstly, it measures voltage on all power – CAN – earth pins If all are okay, it glows green If there is a fault, it glows red In addition, the premium version shows which circuit is faulty with a red light flash. For example, two flashes means pin two is faulty. It ensures compliance for trailer EBS Provides a quick and easy “Go/No Go” as trucks pull out of the yard Reduces risk of points under OCRS with DVSA Reduces risk of accident or roll over with the trailer Reduces time and cost of vehicle maintenance
TO SEE MORE INFORMATION ON THE AVAILABLE RANGE FROM DOCTOR AIR BRAKE,
22 CVW NOVEMBER / DECEMBER 2020
WWW.RDR.LINK/VU009
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FUELS, LUBRICANTS & ADDITIVES
“Whilst we use our tracking service to monitor driver style and fuel economy, the Merridale system enables us to manage our in-house operational costs.”
WORTH ITS WEIGHT IN FUEL Moy Park’s Fleet Manager Mark Garner talks through the company’s transition to the hosted service FuelWorks from Merridale. About Moy Park Moy Park is a long-standing Merridale user which, like others, has made the transition to the hosted service FuelWorks. Moy Park’s facilities at its plant in Ashbourne include a poultry feed mill and the distribution of poultry feed to Moy Park hatcheries located in Ashbourne and Newark. Whilst the group’s main transport hub is located at a sister plant in Anwick, vehicles used for the transportation of live birds and poultry feed operate from separate bases at Ashbourne. One of the UK’s top 15 food companies, Moy Park is Northern Ireland’s largest private sector business and one of Europe’s leading poultry producers. Other than its two primary poultry facilities in the UK, the other plant is located in Anwick, near Sleaford in Lincolnshire. A third plant in Grantham is dedicated to coated and ready-to-eat convenience foods.
T
o meet the requirements of its dayto-day business, Moy Park has installed an additional fuelling point at its site in Ashbourne, Derbyshire, assigned exclusively to the vehicles used for the collection of live birds. This installation incorporates a weighbridge, enabling the net weight of each consignment to be determined by measuring the difference in weight of the vehicle when its fully loaded and unladen with a full tank of diesel. Before departing for a collection run, the vehicle is weighed with a full tank. When it returns fully loaded, it is refuelled and then weighed again to authorise payment to the farmers. Merridale pump dispensers and fuel management software are an integral part of the process. The Merridale systems are used mainly for cost accounting between profit centres, fuel stock control, and re-ordering. All the fuelling points are equipped with electronic contents monitoring, which enables central re-ordering. Across the group, the Moy Park transport fleet comprises 155 vehicles, of which 70 are registered to use depot refuelling. Fuel usage is around 20,000 litres
per week at Ashbourne and 38,000 litres per week at Anwick, amounting to an annual fuel bill of around £3 million. Mark Garner summarises: “Transport between the different plants and our customers play an important role and our vehicles are on the road 24/7. Whilst we use our tracking service to monitor driver style and fuel economy, the Merridale system enables us to manage our in-house operational costs. This is a data driven process and we are relying on robust information technology systems on a dayto-day basis.”
FOR MORE INFORMATION ON MERRIDALE’S FUELWORKS SYSTEM, WWW.RDR.LINK/VU010
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FUELS, LUBRICANTS & ADDITIVES
WHAT DEFINES A QUALITY OIL?
A
drian Hill’s role at Morris involves bringing new products to the market and keeping up-to-date with industry developments and researching new formulations, and his definition is clear and concise: a quality oil is one that is fit for the purpose for which it is intended. However, that quality comes with a price due to the development time and technology that goes into formulating it. Inclusive of field trials, it can take between five and seven years to bring some Morris Lubricants oils to market. It’s a process that can cost millions of pounds, but one that ensures the fluid produced gives maximum protection to the engine from the first to the final hour of its service interval. If you want the best oil which is going to look after an engine, then price should be secondary in the decision-making process. People obviously need to control their overheads, but if that product is going to protect that asset then it should be seen as an insurance policy. Morris Lubricants’ intention is to have a customer that wants to keep coming back to it because they’ve bought an oil which has done the job.
26 CVW NOVEMBER / DECEMBER 2020
Morris Lubricants sees supplying quality oil as a moral duty. CVW finds out the company’s definition of what makes a quality oil from Automotive Product Manager Adrian Hill, BSc.
Adrian Hill
Quality street
Reputation for oils
The journey of bringing a quality product to the consumer begins when a new market requirement is identified. Adrian and his team will work with trusted and globally recognised base oil and additive providers to develop the correct formulation, which is then blended in-house. Adding an additional level of quality assurance, the additive providers that Morris Lubricants collaborates with work directly with the original equipment manufacturers to develop the lubrication chemistry that’s appropriate for combating the stresses and requirements of a new engine. It will be tested in their labs, static rigs, and field trials, and once approved by the manufacturer, the additive formulation gets an internationally recognised oil code registration number. Morris’ lubricant technology provider gives the exact formulation, and then it’s Morris’ moral obligation to make sure it replicates it with the specified chemistry and base oils. This is why Morris has an extensively equipped quality control lab that can make sure its carrying this out.
As a reputable oil blender, Morris Lubricants is able to support any claim that it makes about its products by providing documentation including data sheets, letters from technology manufacturers, and, if needed, formal approval from the OEMs. Morris can provide a customer with all the background information that supports its claims on the products it sells, proving that they are fit for purpose. It can provide data about all the years of test work that have taken place in order to develop a formulation. In a pre-COVID climate, site visits were encouraged to allow customers a better understanding of how the company works. If you are producing quality, fit-forpurpose oil, using the correct materials in the correct way, there is nothing to hide. When visits to Morris’ site are possible, you can see how the company makes it, how it tests it, how it has put the formulation together and you can ask questions.
Policing the industry To help protect consumers from less
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reputable oil blenders, police quality, raise standards, and promote ethical responsibility within the industry, Adrian sits on the Verification of Lubricant Specifications (VLS) technical review panel, which is part of the United Kingdom Lubricants Association (UKLA). By scrutinising data sheets, formulations, product labels, formulation, and technical claims, the panel works to ensure blenders are not able to mislead consumers. This is because dubious companies can put something on the can which the oil inside doesn’t do. This devalues the quality approach of reputable oil blenders, leading the customer to think they’re getting the right oil. However, when that engine fails, or there is a problem, the blender won’t take responsibility for it and the problem with a badly formulated engine lubricant is it can take years for that to manifest itself.
Setting itself apart As a company that leads by example, Morris Lubricants also prides itself on the service, approachability and support it offers customers – with Adrian and the team of Technical Advisors on hand to provide expert insight, answer questions, and carry out sample analysis if an issue arises. A wealth of online resources are also available to customers, including access to training and courses run by Adrian. Further to this, the Morris Lubricants What Oil? lubricant lookup tool provides personalised product recommendations based on vehicle type. By entering the vehicle registration or key words, the tool searches a database of Morris Lubricants products that have been verified as suitable for the specific requirements of that vehicle. Forecasting a steady increase in demand for fluids that service electric vehicles (EV), Morris Lubricants has already invested time looking at market trends in order to meet this need, meaning that even if legislation to tackle climate change were to move faster, the company would be ready with fit-forpurpose products without delay. New technology demands don’t come as a shock to the industry because, although it appears to be new to the general public, it’s taken years to get to the point of being released into the public domain. The tech providers that Morris works with are global companies that operate in parts of the world where EV is growing in popularity, particularly where it has been incentivised more dramatically. Therefore, they’ve got lots of test stage experience and are continually generating information so that they can do trend analysis and forecasting to see where things may possibly go.
TO SEE MORRIS LUBRICANT’S WHAT OIL? LUBRICANT LOOKUP TOOL FOR YOURSELF, WWW.RDR.LINK/VU011
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FUELS, LUBRICANTS & ADDITIVES
WITHDRAWN CLAIMS When does an engine oil claim become retired or obsolete and what does it mean for workshops? CVW spoke to Andrew Goddard, Chairman of the Verification of Lubricant Specifications (VLS) to find out.
W
hen it comes to choosing the right engine oil for a vehicle, ACEA claims are an important part of the selection process. The ACEA specifications are developed by the European Automobile Manufacturers Association. They indicate a performance standard specifically tailored to the needs of the European vehicle market (in contrast to the API – American Petroleum Institute – which is focused on the US vehicle fleet). Along with the SAE, such as 5w30, they provide a vital piece of information about the lubricant.
The right oil matters Putting inadequate or incorrect oil in a van or truck accelerates wear to gears and bearings, which could lead to increased maintenance costs and significantly shorten the engine’s life. As engine technology advances to cater to demands for lower emissions and increased performance, lubricants have changed too. Higher operating temperatures with instances of higher pressures and smaller sumps require thinner, less viscous lubricants to work effectively.
28 CVW NOVEMBER / DECEMBER 2020
The ACEA sequences change to cater to this, being revised every few years. To balance clarity for users with practicality for manufacturers, each set of sequences has a crossover period. The current 2016 sequences have been mandatory for all new claims since 1st December 2017 and should now be the only claims visible on packaging or Technical Data Sheets. As new sequences are introduced, some previous claims will be superseded and become retired or obsolete as they were devised for engines or emission requirements which are no longer current. These claims are, therefore, removed from the sequences. When this happens, ACEA itself does not provide an indication as to which current sequence is to be used as a replacement. For example, ACEA A1/B1 was withdrawn with the introduction of the ACEA 2016 sequences but there was no indication about which sequence would replace it.
Why does it matter to workshops? Whilst the sequences and tests might move forward to cater to the latest generation of engines, the UK vehicle parc is falling behind. The average age of vehicles on the
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UK’s roads is increasing and expected to increase further with the economic impact of COVID-19. This ageing vehicle population might be a good thing for workshops in terms of increased demand for repairs, servicing, and MOTs, but older vehicles could pose a real issue. Certainly a problem, even before you take into consideration that the sequences are about to change again when the delayed 2018 sequences are finally introduced. A vehicle handbook is always your first point of call when deciding which lubricant to use for a particular vehicle. But what if the handbook suggests an ACEA sequence that you cannot find because it has been superseded by newer claims? The technical association of the European Lubricants Industry, ATEIL, advises that, in the case of a retired claim such as ACEA A1/B1, claims against the latest appearance of that sequence (such as 2012) are acceptable as long as all the tests for that sequence have been met. This helps ensure that older vehicles can still access lubricants of the right technical specification. Other claims such as A3/B4
are constantly being updated and are intended to be backwardly compatible for both current and older vehicles which state the specification as their requirement.
Becoming obsolete ACEA E2 is another category that has become obsolete. Claims against this category are still valid as long as the claim is from the most recent ACEA issue when the category was valid (i.e. ACEA 2007). Manufacturers are not required to remove the E2 claim, however, for any new products, E2 is no longer a valid category, and so new claims cannot be made against it. With lubricants marketers looking to innovate and launch new products to cater to the latest engines and specifications, it may be hard to find a product still claiming to meet these obsolete categories. If you are in doubt, VLS strongly recommends consulting the OEM or using an online vehicle registration lookup tool. Many major lubricant blenders have a database hosted on their website where you can enter the vehicle registration and access a list of recommendations and alternative engine oils.
These databases are powered by the technical knowledge and expertise of large companies, such as OATS based in the UK or Olyslager based in the Netherlands, who spend many thousands of hours each year ploughing through numerous owner manuals and service documents to identify the right products for your customer’s vehicle. VLS is an independent trade body which provides a credible and trusted means to verify lubricant specifications. VLS investigates complaints about engine oils and other lubricants, to ensure that products really can deliver what they claim. VLS also works to educate workshops, technicians, motorists and the wider automotive industry to improve understanding about oil choice.
IF YOU HAVE ANY CONCERNS ABOUT AN ENGINE OIL OR LUBRICANT PRODUCT, YOU CAN REPORT THEM TO VLS BY CALLING 01442 875922, EMAILING ADMIN@UKLA-VLS.ORG.UK, OR WWW.RDR.LINK/VU012
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TYRES & WHEELS
THE PATH TO SUSTAINABILITY
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he future's green for the transport industry. Operators are increasingly focused on sustainability, driven both by legislation and demand from their customers to balance the growing need for movement of goods with a more environmentally-friendly model. Uptime, mileage, and fuel efficiency are being optimised, all whilst striving for reduced emissions. Increasingly, greenbuying criteria are being put in place, with a renewed focused on selecting products and business partners that are as sustainable as possible. Every minute and penny counts. An area which is regularly overlooked though, is the impact that tyres can have. In urban areas, truck tyres can be responsible for up to 20% of CO2 emissions. For fleets on long-haul motorway trips, that can leap to 35%. That’s why Goodyear works directly with OEMs and hauliers to support their efforts towards sustainable transport.
Goodyear’s Grégory Boucharlat, Vice President Commercial Europe, and Ben Glesener, Regional Technology Director for Commercial EMEA, talk through three ways that tyres can make a fleet more sustainable. issue with a straightforward colour code, so the correct action can be taken. It might be that the tyre needs to be replaced right away or simply checked by a professional, either after the next delivery or at the next service appointment. Either way, the system will report it.
Tyres are often overlooked when it comes to CO2 emissions
Goodyear Fuelmax GEN-2 – can lower its total cost of ownership by over £35,000 per year on fuel-costs; a saving which, of course, suggests an equally significant environmental impact.
Low-rolling-resistance tyres Low-rolling-resistance (LRR) tyres are often overlooked by the wider industry as a means of improving sustainability. By lowering rolling resistance as much as possible, the emissions levels and fuel efficiency of the vehicle are directly impacted. There are several different factors that can impact rolling resistance. As such, the production of this type of tyre is a complex process. Goodyear assesses the design of the tread profile to find ways of optimising the deformation caused by load and motion forces, as well as opportunities to use the most advanced raw materials. It might not sound like game-changing work, but the results are startling. A fleet of 100 trucks using an LRR range – such as the
Tyre pressure monitoring systems When talking about sustainability and tyres, it’s important to not understate the importance of proper maintenance. Keeping tyres at the correct pressure will not only reduce the chance of suffering a tyre-related breakdown, but will also further enhance rolling resistance, meaning the vehicle is likely to consume less fuel. Goodyear has developed smart algorithms that help to keep a close eye on tyre pressures. Advanced solutions, such as the Goodyear Tyre Pressure Monitoring System, report tyre pressures in real-time, sending an alert to the driver and the operational manager whenever the pressure is incorrect and indicating the gravity of the
Multiple life Tyre innovation is rapidly accelerating, with some new solutions and materials such as soybean, dandelion, or rice husk ashes amongst the most unusual. One such development is Goodyear’s Multiple Life concept, which sees some truck tyres regrooved or even retreaded in order to extend their service lifetime and significantly reduce the number of tyres that need to be recycled. There are multiple benefits to using a retreaded tyre. For one thing, they deliver up to 25% more mileage, while lowering the tyre costs by up to 30%. They also use significantly less oil, chemicals, and other raw materials compared to a new tyre, and their production causes fewer emissions too. All of this delivers a considerably more sustainable model of production.
FOR MORE INFORMATION ON THE AVAILABLE RANGE FROM GOODYEAR, WWW.RDR.LINK/VU013
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TYRES & WHEELS
Truck tyre technicians at Protyre Winsford are seeing the benefits of Falken’s flexible yet durable tyre sidewalls in both ease of fitment and in time savings. CVW finds out more.
FLEXIBILITY IS KEY
M
ounting truck tyres can be a hard and physical process. The requirement for a robust tyre that’s resilient to damage often results in a construction that has stiff sidewalls, which makes mounting a challenge. However, the team at Barry & Wilkinson Tyre & Exhaust in Winsford, part of the Protyre network, has found a solution in Falken tyres that does not compromise on durability but has made fitting a quick and pain-free procedure. “Like buttering bread; that’s the best way I can describe it,” says Dave Radford, Truck Manager at Barry & Wilkinson Tyre & Exhaust. With over 20 years in the truck tyre business, and the last three of these at Protyre Winsford, Radford has fitted his fair share of tyres. However, it’s the speed and ease with which a Falken tyre can be mounted that has made a significant difference to his work. “The Falken tyres are so easy to fit, you could almost put them on with your hands,” he explains. “It makes a huge difference to the process, which is generally still a manual task. A truck tyre can weigh around 30kg; it can be a very physically demanding job getting them on and off. Crucially, it’s not just energy it saves, but time too.” With the easier fit, the team is finding that the Falken tyres go on quicker as a result, ultimately saving time within the workshop whilst also ensuring a quick turnaround for
32 CVW NOVEMBER / DECEMBER 2020
a happy customer. Radford continues: “We’re saving at least five seconds per tyre when simply mounting and fitting. “Additionally, as the tyre sits and seals a lot quicker, that can potentially save around another 30 seconds per tyre, as opposed to needing to get the beading plate out and blow that up. It may not sound like much, but it adds up. Over the course of a week, we fit approximately 100 commercial vehicle tyres, so that adds up over the months to quite a time saving that has a very positive impact on the workshop.”
Fitting made easier Radford and his team of six truck tyre fitters have all developed brand loyalty towards Falken since receiving a glowing testimonial from the team’s resident ‘Grandad’, David Finemore. Radford explains: “David is affectionately known as ‘Grandad’; he’s in his 60s and still doing this incredibly manual job. He helped one of our biggest customers switch from budget tyres to Falken’s RI151 steer axle tyre and BI851 drive axle tyre. He was very impressed by the ease with which he was able to fit the tyres and was telling the rest of the team. It has made his job easier, and the client is benefitting from a quality, cost-effective tyre that is delivering improved mileage.
The client has also seen a reduction in down time that was previously caused by tyre failure and wear-related issues.” Falken’s more flexible sidewalls complement the tyre’s ability to cope with the vigorous demands of the transport industry. The compound has been developed using innovative 4D Nano Design Technology, which analyses the compound at the nano level for improved performance and wear resistance. Falken’s products have even been proven in the refuse sector, which is notoriously hard on tyres with a mix of on- and off-site driving and the need to negotiate narrow streets and kerbs. The RI151 tyre can carry up to eight tonnes to meet today’s demand for high load bearing tyres and can be regrooved to further extend its life. The casing is also excellent for retreading, with Protyre supporting as a service partner to ensure clients achieve the best possible mileage. “We fit thousands of truck tyres a year, more and more of which are Falken due to the product’s performance capabilities,” concludes Radford. “The brand has made a positive impact to our work.”
FOR MORE INFORMATION ON FALKEN’S RANGE OF TYRES, WWW.RDR.LINK/VU014
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BEST PRACTICE
CHECK, PLEASE! Checkpoint details the importance of not overlooking wheel defects and its five-step programme for best practice.
D
id you know that, on average, there are 11,000 road incidents involving wheel defects each year? With only 68% of drivers operating daily safety checks and 5% never checking their wheels, the dangers surrounding wheel safety are very real. Thanks to a dedicated team of specialists and over 30 years of experience, Checkpoint provides a whole range of innovative products, all with the common theme of visual safety and preventative maintenance. Today, the Checkpoint range encompasses a variety of products designed to help ensure that the best wheel safety practices are performed. During winter especially, safety checks and maintenance are more important than ever. Commercial vehicles can easily fall victim to rust, dirt, and damage due to changing weather and road conditions. Equally, before hitting the road, over or under torquing can result in stretched threads and potential stud shearing. If left unchecked, this damage could even result in stud and wheel detachment. This is where the Checkpoint Maintenance range comes in. The Stud and Hub Cleaning Kit is designed to quickly and effectively eliminate corrosion, grease, and dirt from wheel studs and hubs. This kit helps keep wheel nuts secure and ready for the road. Perfect for workshop use, the kit comes with an aluminium tool, three stud cleaning inserts of different sizes, and a universal hub cleaning insert. All inserts are replaceable and easily interchangeable.
Once the wheel and studs are clean, Checkpoint recommends using the Checkthread Kit – a handy set of tools designed to check the quality and integrity of a wheel stud and stud hole. This kit will determine the correct nut types for a wheel and identify issues such as cracks, corrosion, and stretched threads. Whilst not always obvious upon visual inspection, the Checkthread can easily discover issues by simply running the tester down the stud and feeling for resistance. Daily checks, re-torquing, and periodic use of Checkpoint’s maintenance range will ensure each vehicle is ready for the road. Furthermore, Checkpoint’s Best Practice Guide to Wheel Safety can further guide technicians on how to check, fit, apply, and inspect wheels.
TO KEEP UP TO DATE ON THE LATEST INNOVATIONS AT CHECKPOINT AND TO FIND OUT MORE ABOUT ITS FULL RANGE, WWW.RDR.LINK/VU015
STEP ONE – Check ■ Wire brush the base and threads of each stud to remove any rust or dirt that could compromise the wheel nuts ■ Ensure the studs and nuts are free of dirt and grease ■ Use a Checkthread kit to check for any damage to studs and threads ■ Replace any parts that are worn or damaged ■ Ensure correct replacement studs are used to prevent stud breakage STEP TWO – Fit ■ Attach the wheel ■ Torque the wheel nuts to the manufacturer’s specification using a correctly calibrated torque wrench ■ Ensure the nuts are torqued in the correct sequence STEP THREE – Apply ■ If you are using a Checkpoint Original, Dustite, Dustite LR or Checklink we recommend fitting one in red as a reminder to re-torque this wheel ■ Fit the indicators in a recognisable pattern, Checkpoint recommends ‘point-to-point’ STEP FOUR – Re-torque ■ It is recommended that the wheel is inspected and re-torqued after either 30 minutes or 40-80 miles ■ If movement has occurred, a second re-torque is necessary. ■ If on the third inspection any further movement is visible the wheel should be removed and a full investigation carried out STEP FIVE – Inspect ■ Carry out daily checks as part of your standard maintenance procedure ■ Ensure periodic re-torques are completed in line with maintenance procedures ■ Report any movement of the indicators directly to the fleet manager and ensure re-torque is completed ■ Report any melting of the indicators directly to the fleet manager as this could be a sign of faulty brakes or bearings
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TYRES & WHEELS
STAYING UP TO DATE Continental shares details of the up-to-date regulations for winter equipment required for trucks and buses travelling across Europe, and also explains VECTO and the latest CO2 emissions.
T
o help fleet operators understand the latest regulatory requirements in individual countries, Continental is once again releasing an overview of the European regulations regarding winter equipment for trucks and buses. In the coming winter season (2020/2021), tyres marked with the threepeak mountain snowflake (3PMSF) will be mandatory in selected European countries. In line with these regulatory requirements, all Continental steer and drive axle tyres for truck and bus – the 17.5, 19.5 and 22.5 inch sizes – are available with 3PMSFcertified variants. Continental claims to offer one of the broadest truck and bus winter tyre portfolios in the industry.
What makes a winter tyre? For driving safely with optimal traction, even on damp or icy roads, Continental recommends fitting trucks and buses with winter tyres on steer and drive axles for the cold winter season. Identified by the snowflake symbol on the tyre sidewall, the dedicated winter tyre portfolio by Continental easily outperforms M+S (Mud + Snow) tyres, whilst it also significantly exceeds the requirements of the Alpine symbol certification. For winter tyres to be labelled with the 3PMSF symbol, they have to pass a standard practical test defined in UN regulation 117 and exhibit suitability for winter use on snowy roads in a braking and traction comparison test. Tyres marked with M+S provide a tread pattern or
34 CVW NOVEMBER / DECEMBER 2020
structure that is designed to deliver performance that exceeds that of a standard tyre in snowy conditions. The M+S label is not subject to a defined test procedure.
What is VECTO? Continental has unveiled a new explainer video on the VECTO (Vehicle Energy Consumption Calculator Tool) initiative which highlights what rolling resistance is and how it has a direct impact on fuel costs, as well as on the CO2 emission of a fleet. The video focuses on different target conflicts that might arise when choosing rolling resistance optimised tyres, and it reveals further factors that can impact rolling resistance, such as different payload conditions, air pressure, or the application of a fleet. The new content is the latest asset to be found on Continental’s VECTO microsite, which also includes infographics and further background information to shed light on the important role that tyres play, including reducing CO2 emissions. In line with the Paris Agreement to combat climate change, the first CO2 emissions regulations for new heavy-duty vehicles (HDV) were introduced by the European Commission in 2019. These new regulations will mean cutting the average CO2 emissions from new HDVs by 15% by 2025 and 30% by 2030, compared to figures from July 2019 to June 2020. To watch the video for yourself, WWW.RDR.LINK/VU016
Here to help Given that tyres significantly influence fuel consumption – and, therefore, the CO2 emissions generated by a vehicle – Continental has launched a microsite to provide fleet managers with information about the new regulations and the implications for their trucks. The site includes: ■ Embedded videos, including the video
detailed here explaining how the VECTO simulation tool works and what exactly is calculated for the HDVs ■ Information about the business
effects for fleet operators, focusing on fuel efficiency and greater transparency with regards to the purchase of a truck ■ An infographic with facts and figures
showing how the VECTO tools performs its calculations, which vehicles are affected, the potential of tyres to reduce fuel consumption and fleet operating costs, plus other parameters to reduce CO2 emissions.
FOR MORE INFORMATION ON THE EUROPEAN WINTER TYRE REGULATIONS 2020/21, WWW.RDR.LINK/VU017
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TYRES & WHEELS
LOOK FOR THE SIGNS Gary Powell, Technical Manager – North Region for Bridgestone, discusses the symbols to look out for on your tyres when driving in adverse conditions and what Bridgestone can do to help.
W
hether you operate within the United Kingdom, the Nordics, or central and southern Europe, the winter months pose very different driving challenges for coach and truck drivers. Which is why Bridgestone has developed a comprehensive range of premium tyres to safeguard the continuity of your operations within a wide variety of weather conditions, from extreme wet weather to the challenges of ice and snow. You may also find that ‘M+S’ and ‘Alpine Symbol’ (3PMSF) marked tyres are compulsory in certain countries during the winter season, making it advisable to check local regulations in order to avoid financial penalties or the immobilisation of your vehicle. In the past, tyres with winter performance were marked ‘M + S’ (Mud + Snow). This reflected the individual tyre manufacturer’s assessment that the tyre had better performance in mud and snow conditions when compared to a tyre without the marking (e.g. a summer tyre). More recently, the introduction of the ‘Three Peak Mountain Snowflake’ (3PMSF) – or ‘Alpine Symbol’ – has helped maintain a consistent and guaranteed level of winter performance. The 3PMSF tyre sidewall marking identifies that the tyre meets an
36 CVW NOVEMBER / DECEMBER 2020
objective standard for winter performance. Considering the different winter tyre regulations in force across Europe, this can be very confusing. Therefore, regardless of the applicable regulations and penalties, Bridgestone always recommends the use of 3PMSF marked tyres when driving in cold conditions, wherever you operate. However, in extreme wintery conditions, as can be found within the Nordics, then a dedicated winter tyre may be necessary.
Don't get left in the cold In the interests of driver safety and operational integrity, Bridgestone recommends changing to tyres that are better suited to perform well in colder, wetter, and/or more extreme conditions (e.g. 3PMSF marked tyres or dedicated winter tyres for extreme wintery conditions). The Duravis (Regional/Versatility range of coach and truck tyres) R-Steer 002, RDrive 002, and R-Trailer 002 for trailer operations, are all equipped with both ‘M+S’ and ‘Alpine Symbol’ (3PMSF) tyre sidewall markings, which will deliver a consistent and guaranteed level of winter performance. This is also the case for Ecopia (Highway range) H-Steer 002, H-Drive 002, and the HTrailer 002, again for trailer operations, which have both ‘M+S’ and ‘Alpine Symbol’ (3PMSF) tyre sidewall markings.
However, if you require a dedicated winter for those extreme wintery conditions, then Bridgestone offers a wide variety of winter tyre products to suit all conditions. Take, for example, the company’s regional winter drive tyre for mild winter conditions, the RW-Drive 001, or, for the more severe wintery conditions, its Nordic Drive 001. Bridgestone also provides a severe winter steer tyre in W958 and W958EVO. Having the correct product fitted to your coach or truck will ensure that, in adverse wintery conditions, your operations continue as normal and you avoid the financial penalties for not fitting the correct tyre product for the weather conditions you are faced with. Always look out for both the ‘M+S’ and ‘Alpine Symbol’ (3PMSF) marked tyres.
FOR MORE INFORMATION ON BRIDGESTONE’S AVAILABLE RANGE, WWW.RDR.LINK/VU018
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As the discussion around ULEVs starts to get louder, what is being done to make sure the currentlyexpensive option is more attractive to potential buyers?
LIGHT COMMERCIAL VEHICLES
THE RISE OF THE
VAN With 4.1 million vans on UK roads, emissions, safety, and security are moving centrestage, reports Sharon Clancy.
© AdobeStock_Elnur
T
here’s no denying the huge increase in van traffic over the past few years. Now, confirmation of the rise of the van is revealed in a fascinating new survey on van activity in England, Scotland, and Wales by the Department for Transport (DfT), its first in-depth look at the sector since 2008. In the past 25 years, the number of vans on UK roads has increased by 93% to 4.1 million. Mileages have also increased – up 106% to 55.5 billion miles in 2019, although average annual mileage has remained stable at around 13,000 miles.
Be professional Given the light regulatory regime for vans up to 3.5 tonnes gvw (gross vehicle weight), it’s not surprising that there are increasing calls for van fleets to adopt the same approach to vehicle roadworthiness as truck and bus fleets. The huge increase in van use in the past decade has led to recognition that safety of road users and drivers requires the same regular maintenance and inspection routines already in place for trucks and buses, rather than rely on an MOT to confirm roadworthiness. DVSA recommends a daily driver walkaround check that includes tyres, lights, steering, and brakes. It’s also a requirement for both Logistics UK’s Van Excellence scheme and FORS.
38 CVW NOVEMBER / DECEMBER 2020
ULEVs Reducing emissions from vans is a major element in the Government’s Road-to-Zero 2040 emissions-reduction strategy – vans have both higher utilisation rates and higher emissions than cars. There has been a lot of noise about ultra-low emission vehicles (ULEVs) in the past year. 2020 has been a big year in the electric van market with a rash of new electric van launches from major manufacturers. How quickly this translates into meaningful sales depends on several factors, including availability post-Brexit and infrastructure capacity. With rumours that the Government will pull forward the ban on the sale of diesel and petrol vehicles from 2040 to 2030, the survey reveals the sector still has a long way to travel in order to wholeheartedly embrace ULEVs.
“In the past 25 years, the number of vans on UK roads has increased by 93% to 4.1 million. Mileages have also increased – up 106% to 55.5 billion miles in 2019.”
There are implications for the aftermarket too; to reassure buyers, most OEMs are offering extended warranties on the battery pack, and workshops undertaking routine maintenance will need to upskill technicians. According to the DfT, nearly all current vans are diesel-powered (96%). Of the ULEV vans, three-quarters were owned by a business and 75% of ULEV vans stayed within 15 miles of their base, compared to 50% of carbon emission vehicles. A third of van owners (33%) did not consider the purchase of a ULEV, and nearly half (49%) claim purchase price as a factor. The other most common reasons being vehicle suitability (43%), availability of charging points (38%), and the cost/availability of purchasing one secondhand (33%).
The carrot To encourage van users and fleets to adopt alternatively-fuelled vehicles, the Government has made three key concessions: ■ The permitted maximum weight limit for
alternatively fuelled vans (AFVs) is raised from 3.5 to 4.25 tonnes gvw in recognition that AFVs usually have an increased kerb weight compared with conventionally fuelled vans, reducing payload.
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VAN STATISTICS Usage ■ 50% of vans stayed local, within 15
miles of their base ■ 34% travelled regionally ■ 14% travelled nationally ■ 1% travelled internationally
Sectors ■ 41% of vans primarily used for
carrying equipment, tools, and materials ■ 16% were used for delivery/collection of goods
r
■ Driving a van over 3.5 tonnes gvw would
3.5 tonnes gvw, and this includes AFVs
normally require a category C1 driving licence, incurring additional staffing costs and potentially deterring fleets from adopting AFVs. To address this, drivers holding a category B driving licence are permitted to drive vans up to 4.25 tonnes gvw, provided they undertake five hours of additional training at a Governmentapproved provider. ■ Exemption from tachograph legislation for vehicles up to 7.5t gvw that are powered by electricity, natural gas or LPG provided they operate within 50km of their based.
■ Whilst vans up to 3.5 tonnes gvw remain
However, there are some restrictions that operators choosing to exceed 3.5 tonnes gvw need to understand: ■ Speed limiters restricting the maximum
speed to 90km/h (56mph) are a legal requirement on all goods vehicles over
in the MOT testing programme, vans over 3.5 tonnes gvw (including AFVs) are subject to tougher requirements of heavy vehicle annual testing
■ 55% of business-owned vans were
new ■ 34% were owned outright ■ 21% were owned via a hire purchase
agreement ■ Most privately owned vans were
Van security Thefts from vans is on the rise, with tool theft a particular issue. Direct Line says that tools with a value of more than £23 million in total were stolen from vehicles in England and Wales between 2017 and 2019, with less than 3% of stolen tools returned to their owners. The Driver’s Cargo and Road Transport (CART) Security Guide has been written in collaboration with experts from the RHA, DHL, RSA Insurance Group, Motorway Buddy, and the National Vehicle Crime Intelligence Service. According to the guide, the main threats include physical attacks to vehicle doors, lock picking tools and electronic devices that © AdobeStock_ellisia
Electronic devices which can override or even emulate key fobs are one of the many ways vans are being targeted – what can be done to protect against it?
Ownership
second-hand (81%)
ULEVs ■ 50% were used for carrying
equipment, tools, and materials ■ 26% were used for
delivery/collection of goods
are designed to override or bypass OEM systems, code grabbers, and key emulators. Physical security should be first line of defence, say the experts. For example, a hook-type bolt now available as an alternative to a straight bolt that slides into a locking keep. Externally mounted locks that can be secured simply by pushing the lock cylinder home, but require a key to release them, are a good visual deterrent, and mounting a lock high up on the door makes it harder for anyone to peel-away the door from its top corners. Home delivery companies should consider installing slam-locks on their van doors, says Locks 4 Vans. It ensures that only one of the vehicle’s doors can be opened at a time, and prevents the load area doors from being unlocked unless the cab doors are locked and the ignition is switched off.
FOR FURTHER DETAILS ON THE CHANGES TO LICENCE REQUIREMENTS FOR AFVS, WWW.RDR.LINK/VU019
NOVEMBER / DECEMBER 2020 CVW 39
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LIGHT COMMERCIAL VEHICLES
NORSE CODE TotalKare details its installation of two vehicle lifts for a facilities management specialist in Norfolk.
F
acilities management specialist Norse Commercial Services is set to benefit from increased availability of its minibus and service van fleet following the installation of two vehicle lifts from the UK’s premier supplier of heavy-duty workshop solutions. The company, who’s support service operations include planned and reactive building maintenance, cleaning, security, and waste management, selected TotalKare to install two fixed two post lifts at its Norwich vehicle workshop.
Ideal for long wheelbase vehicles TotalKare’s two post lift is ideal for companies with a large fleet of vans that require regular maintenance and repair work. It can lift up to 5,500kg, making it suitable for vans, minibuses, and pickup trucks, and its telescopic arms allow it to be easily adjusted to fit a variety of vehicles – even long wheelbase vehicles such as the Mercedes-Benz Sprinter or Volkswagen Crafter. The simple drive-in action allows for quick set up too, facilitating swift vehicle inspection. The two post lift installations complement the existing two sets of
40 CVW NOVEMBER / DECEMBER 2020
TotalKare mobile column lifts already at Norse Commercial Services’ Norwich workshop, and will be supported by a TotalKare ‘AfterKare’ service package, including two service visits per year and Reports of Thorough Examination.
Short lead time “The two post lift’s lifting capacity covers the full range of vehicles in our fleet,” comments Terry Carson, Workshop Manager at Norse Commercial Services. “I was particularly pleased with the short lead time from placing the order to installation and the quality of the installation itself.” Adam Bowser, Area Sales Manager for TotalKare, explains: “Having the two post lift on our stand at the Commercial Vehicle Show was ideal for Norse Commercial Services, who had enquired with us prior to the event. This, coupled with the costeffective solution we were able to offer, were key factors in their selection of TotalKare.”
FOR MORE INFORMATION ON TOTALKARE’S AVAILABLE RANGE, WWW.RDR.LINK/VU020
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LIGHT COMMERCIAL VEHICLES
PERFECT TIMING Andrew Vaux and Tim Adams of REPXPERT join forces to show the correct installation of the timing belt tensioner on the 2.3-litre diesel engine in the Fiat Ducato and Iveco Daily.
I
t is not unusual for vehicle manufacturers (VMs) to change the design of certain components during the production life of a vehicle, and this is the situation with the timing belt tensioner used on this engine, first produced in 2003. However, this design change has led to confusion as to the correct tensioner set-up procedure, with potentially catastrophic consequences for the units that have not been set correctly. Technicians should always follow INA’s 4T installation principles: Temperature, Tools, Torque and Tension. The first step is to ensure the engine is at an ambient temperature of between 18-20C, and then to tighten the nuts and bolts to the VMs torque specifications. After this, correctly tension the belt – whilst using correct tool, of course. The different tensioner types are shown in the image, one of which features a single notch on the front plate with the hexagon for the Allen key, the other with multiple notches.
Method acting As Vaux and Adams undertake the two procedures, which are both due every 144,000 miles or five years (whichever comes first), they explain that it is only the tensioner set-up that is different. The rest of the process, including the number of complete engine rotations
carried out between setting the high and nominal tension (eight) and when checking the final valve timing following the installation (two), remains the same. The first example is the multi-notch tensioner which, once the bolt has been slackened, requires the Allen key to be turned anti-clockwise until the notch closest to the hexagon aligns with the indent. Then, the bolt is tightened to 36Nm and the camshaft pulley bolt to 130Nm. This is the high-tension position and is required in order to bed the belt into the pulleys and tensioner. After the locking tools have been removed and the engine rotated, the locking tools are used again and the tensioner set to its nominal tension, which is with the
middle notch aligned with the indent. The second example, with the single notch tensioner, which is also rotated anticlockwise, differs insomuch as the single notch is taken past the indent until it can no longer be seen, before the bolt is tightened to 36Nm. Following the same locking tool removal, engine rotation, and refitment of locking tools procedure, the tensioner bolt is slackened and the tensioner backed off clockwise. This is so the notch passes the indent, before finally being positioned in line with the indent and secured to 36Nm, before the concluding timing position check is undertaken. By following the appropriate procedures for these tensioners, made clear by the REPXPERTs here, technicians can now tackle either installation with complete confidence. To find out more about INA’s 4T guidelines and to download VM installation instructions including torque settings, labour times, and more, visit the REXPERT knowledge port or simply download the REPXPERT app, available for free on iOS and Android.
IF ANYTHING REMAINS UNCLEAR FROM THIS GUIDE, YOU CAN CHECK OUT ANDREW VAUX AND TIM ADAMS WALKING THROUGH THE METHOD OF CORRECT INSTALLATION IN A TECHNICAL VIDEO, WWW.RDR.LINK/VU021
42 CVW NOVEMBER / DECEMBER 2020
CPN ad grid_Layout 1 13/11/2020 11:36 Page 43
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LIGHT COMMERCIAL VEHICLES
Daniel Took, Head of Professional Product Marketing at Karcher UK, shares expert knowledge and cleaning advice to keep LCV fleets spotless.
KEEPING
CLEAN N
ot only is your LCV fleet a public representation of your company brand and image, it is also expensive equipment that is necessary for your business to run efficiently. The care and maintenance of your fleet should, therefore, be a top business priority to keep it running efficiently. Weekly cleaning will maintain a professional appearance and ensure that vehicles retain value by removing any corrosive foreign substances from surfaces.
Washing the bodywork One of the advantages of a high-pressure cleaner is its versatility. When it comes to maintaining an LCV fleet, it can be used to clean the upper bodywork, the underbody, and the engine, as well as parts. The highpressure jet will reach the difficult areas that cannot be accessed with a sponge or a brush. High-pressure cleaners can also be used for numerous cleaning jobs around garages and workshops; no other cleaning technology is as flexible. High-pressure cleaners are most often used for washing upper bodywork where the entire surface can become covered in road dirt, dust, and air pollution particles. Depending on their composition, these can react with the paint surface, either as acid or alkali, and speed up vehicle corrosion. Towards the rear, heavy amounts of dirt containing oil, grease and soot will accumulate, as well as tar along the vehicle sides. Heavily soiled vehicles are best-cleaned
44 CVW NOVEMBER / DECEMBER 2020
using the two-step method, rather than the standard single-step method for normal dirt levels. In the two-step method, begin by applying a 10-15% concentration of alkaline cleaning agent after previously covering the vehicle's surface with clean water. The actual high-pressure wash then begins with approximately 80°C hot water, 80-120 bar pressure and a 0.5-1% mixture of cleaning agent. To ensure sufficient application time, begin the wash at the same position where the cleaning agent was first applied. For stubborn dirt, use a brush mounted on the high-pressure lance and finish by rinsing the vehicle with clean water (hot water will help the vehicle to dry faster). A care product, such as pearl wax, can then be applied using the high-pressure cleaner. In the single-step method, no concentrated cleaning agent is applied and the high-pressure wash is started with a 0.51% cleaning agent concentration. Do not wash the vehicle in advance with clean water when using this method, as this would give significantly worse results. High-pressure cleaning is gentle, as there is no contact between the cleaning device and the object being cleaned. However, the pencil jet must never be used for washing vehicles, only the fan jet. The distance between the nozzle and the vehicle should be between 10-30cm (never under 30cm for tyre washing) and the spray angle should be between 25° and 40°.
Washing the underbody & engine High-pressure cleaners can also be used to wash a vehicle's underbody. This is primarily required in the spring in order to remove sticky residues of road salt. If no auto hoist is available, an underbody spray lance can be used. There is practically no substitute for high-pressure cleaning when it comes to cleaning wheel arches. Dirt thrown onto the wheel arches at high speeds cannot be removed with other cleaning methods or only with a huge amount of effort and time. Engine washing is carried out at least when maintenance or repair work is required under the bonnet. The engine should be cleaned with low pressure and a high spray distance so as not to damage cables and other sensitive parts. Steam cleaning, which can be done using highpressure cleaners featuring a steam mode, is particularly thorough and gentle. Finally, high-pressure cleaners can be used to clean garages, workshops, and equipment. The floor spray lance can be used to effectively and thoroughly clean heavily soiled workshop floors. Highpressure cleaners can also be used for cleaning parts, containers, and facades.
FOR MORE INFORMATION ON WHAT KARCHER CAN PROVIDE, WWW.RDR.LINK/VU022
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GIVEAWAY
LIGHT UP
YOUR WORKSHOP
As the days get shorter, Ledlenser is making sure you have all your bases covered as they offer CVW readers the chance to win one of five available floodlights. Ledlenser is offering five of its iF3R MiniFloodlight to five of our lucky readers. The iF3R is a work light with powerful light output of up 1,000 lumens and five brightness settings. On the lowest setting, the iF3R will power through for as long as 15 hours. Only 14cm long, it’s also compact so as to not take up too much space. It charges via a magnetic charge system, so it’s even waterproof when the ports aren’t covered (IP54). It comes complete with a base, magnet, and hook for flexibility. The base stand is adjustable so you can swivel the
light to suit your needs. The floodlights, which normally has an RRP of £99.99, comes with a seven-year registration warranty for complete peace of mind. Also, the internal cooling technology prevents the COB LED from overheating. HOW TO ENTER To be in with a chance of winning this great prize, WWW.RDR.LINK/VU023 and answer the following question (Hint – the answer can be found in this article):
Q
What is the light output of the floodlight?
A. 500 lumens B. 1,000 lumens C. 1,500 lumens Deadline for entries is 10/01/21. Terms & Conditions apply. See website for details.
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TEA BREAK
teaser
THE EMPTY TRIANGLE
The triangles below have a number on each of their points. A certain rule creates the number in the centre of the triangle. So, using the three examples, which number should go in the last triangle?
7
7
6
8
6
6
?
2 5
3 4
2 5
Text ‘ALIGN CVW’…followed by the answer and your email address to 66777 (standard text costs apply). Alternatively, email your answer to info@steertrak.co.uk. All answers to be submitted by 10/02/2021. T&Cs apply.
ANSWER:
CAN YOU GUESS THE BAND?
ANSWER:
Win
FIND THE STEERTRAK TRUCK We’ve hidden the Steertrak truck somewhere within this issue of CVW. Find it and email info@steertrak.co.uk, with the page number it’s located on, to be in with a chance of winning some Steertrak goodies.
Contact Steertrak today on 01684 276900, or visit www.steertrak.co.uk ANSWER TO CAN YOU GUESS THE BAND: Arctic Monkeys
2
6
Win 3
If you send in the missing solution, you can be in with a chance of winning an Amazon Echo Dot!
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WHAT’S NEW?
ECCO LED WORK LAMPS Having already offered a comprehensive range of long-life LED work lamps for light, medium, and heavy-duty applications, ECCO has introduced the new EW2440 Series and EW2110 Series in time for the shorter autumn days. The EW2440 Series work lamp offers the choice of spot or flood optics and provides 800 lumens of light output, offering the brightest white light with an extremely low current draw of just 0.76A. The EW2110 Series is available in a variety of shapes with a wide voltage range of 1280V, making it suitable for all your vehicle work lamp lighting needs. These compact work lamps offer flood beams of up to 1,000 lumens, giving effective and safe coverage in the vehicle work area. These compact work lamps are encased in an aluminium heatsink housing with a polycarbonate lens and offer over 80,000 hours of maintenance free lifetime. WWW.RDR.LINK/VU024
SEALEY CHRISTMAS 2020 PROMOTION
Stay warm or cool in Snickers’ 100% Merino Wool mid- and base-layer clothes that deliver optimal comfort in all environments. There are short and long sleeve Tshirts, as well as leggings and topwear that combine wool warmth with bodymapping designs for ideal base- and midlayer protection in really cold conditions. Designed by nature for excellent ventilation and insulation, Merino Wool is extremely soft and naturally odourpreventative for an all-day fresh feel. It also regulates temperature, repels water and dirt particles, is anti-static, and Snickers ensures the wool it uses is produced in kind-toanimals, ‘Mulesing-free’ environments.
The 2020 Sealey Christmas promotion has 64 pages which are packed full of Christmas gift ideas. The promotion is valid to 31st December 2020 and contains a massive 63% off list price. Check out the SDL11 – Lithium-ion Rechargeable Soldering Iron Kit 30W on page 25, which is cordless and lightweight and features an inbuilt LED to illuminate soldering areas in low light areas, such as engine bays. The kit includes standard, chisel, and heat shrink tips as well as cleaning sponge, solder, stand, and USB charging lead. It heats up to a maximum temperature of 600°C and has a 40-minute working time.Another useful addition to the range is the new AK7182 – 2pc Impact Stud Extractor Set. It removes broken and damaged threaded studs fast. Suitable for use with 1/2"Sq and 3/8"Sq drive air impact wrenches.
WWW.RDR.LINK/VU025
WWW.RDR.LINK/VU026
SNICKERS WORKWEAR
SUSTAINABLE CLOTHING
NISSENS TURBO OIL FEED PIPES As part of further expansion of the Engine Efficiency product category, Nissens Automotive has enhanced its Turbo range with the addition of Turbo Oil Feed Pipes. The turbo oil feed pipe (OFP) is a part of the turbo system, and it is a component of substantial importance for the system’s proper operation. The OFP is a thin channel connected to the engine lubrication system. Its main function is to secure the appropriate lubrication needed for the turbocharger. The OFP supplies engine oil from the engine block directly to the turbo’s bearing system, ensuring the turbo shaft’s lubrication and cooling. The turbo oil feed pipe is an important part in the turbo system and plays a crucial role in its proper, trouble-free operation, and the engine’s charge performance. This significant expansion within Nissens’ Engine Efficiency category reflects its aim to support the aftermarket with complete solutions enabling proper system service and maintenance. WWW.RDR.LINK/VU027
WAI HAND-SIZED STERILISING PRODUCT As more restrictions come into force to halt the spread of the COVID-19 pandemic, WAI has helped introduce a new personal care product to market to help keep the virus at bay. With workplaces staying open, WAI has introduced the power of Steri-7 in a handy-sized retail bottle, which can be used by businesses and consumers. Richard Welland, WAI Managing Director, said: “This is a very difficult situation as authorities seek to maintain a functioning economy whilst at the same time keeping us all safe. We must all play our part and WAI is committed to helping everyone, young and old, by being at the forefront and leading the fight against the virus. “The latest WAI Steri-7 product offers 7-days reactive barrier protection. The new, attractively packaged bottle offers a new revenue stream for parts distributors and independent workshops and can be used for truck applications.” WWW.RDR.LINK/VU028
48 CVW NOVEMBER / DECEMBER 2020
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ADVERTISEMENT INDEX Ben ........................................................................ (page 43)
Maha UK ................................................................ (page 15)
Boydell & Jacks .................................................... (page 49)
Mirka (UK) Limited ................................................ (page 41)
Checkpoint Safety ................................................ (page 43)
Morris Lubricants .............................................. (back cover)
Conren Limited ...................................................... (page 41)
Norbar Torque Tools Limited ................................ (page 21)
Continental Automotive Trading Limited .............. (page 27)
Premier Diagnostics Limited .................................. (page 30)
Continental Tyres Group Limited .......................... (page 24)
Premier Pits ............................................................ (page 7)
CVW Online ............................................ (inside back cover)
Robert Bosch Limited ............................................ (page 13)
ECCO Safety Group .............................................. (page 46)
Schaeffler (UK) Limited .......................................... (page 21)
Eclipse Automotive Technology Limited ................ (page 29)
Stertil UK Limited .................................... (inside front cover)
Garage Equipment Association ............................ (page 49)
Supertracker .......................................................... (page 49)
Henkel ...................................................................... (page 9)
Thermobile ............................................................ (page 45)
Jack Sealey Limited ................................................ (page 4)
Totalkare Heavy Duty Workshops .......................... (page 37)
Jack Sealey Limited .............................................. (page 23)
VLS ........................................................................ (page 19)
Jack Sealey Limited .............................................. (page 35)
Volvo/Road Crew .................................................. (page 45)
Kalimex Limited .................................................... (page 41)
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50 CVW NOVEMBER / DECEMBER 2020
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