Commercial Vehicle Workshop October 2021

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The trade magazine for servicing and repair professionals

COMMERCIAL

VEHICLE WORKSHOP OC TOBER 2021

COUPLE UP How to ensure you are maintaining a safe and flexible connection between the trailer and towing vehicle

Also in this issue…

Part six of Bosch's 'KTS Made ESI' ■ Step-by-step guide to changing a brake disc ■ Replacing a clutch and DMF in a Renault Trafic ■ Why air conditioning is not just relevant to the summer months ■

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CONTENTS

Volume 18

Issue 9

REGULARS 5

Viewpoint

54 MECHANEX Monthly

6

News

55 What’s New?

9

Tech Tips

57 A-Z of Batteries

16 Business & Training

SPECIAL REPORT 20 Autolift discusses its transition into new ownership

16

BRAKES 22 Step-by-step guide to changing a brake disc 24 How testing helps brakes to perform reliably on the most dangerous roads 26 Tips for assessing an automatic slack adjuster 30 The importance of the remanufacturing process 32 How roller brake tests can provide valuable diagnostic clues

CLUTCH, TRANSMISSION & STEERING 34 Replacing a clutch and DMF in a Renault Trafic 36 The benefits of an environmentally-friendly transmission

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38 Ensuring workshops are aware of the safety-critical nature of suspension work 40 Why fleets need to be aware of the ergonomic implications of driving

WINTER SERVICE & LIGHTING 43 The importance of adequate light in road safety

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44 Exploring the issue of reduced battery performance in extreme conditions 45 One company details its offering for the winter months 46 Why air conditioning is a year-round investment

BODY REPAIR & MAINTENANCE 48 The dangers presented by HAVS and dust particles 50 How one partnership has helped a company to expand its offering 52 Avoiding pinholes or small surface defects in finished paintwork

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VIEWPOINT

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THE JOURNEY TO NET ZERO

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

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

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

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

8,459 From 1 July 2020 to 30 June 2021

Associate member

T

he phrase “net zero” is well-worn at this point but, just because the phrase has increased in usage these days, this does not mean that efforts to reach this goal should lessen. It was only recently that I switched on the TV to see Tottenham Hotspur and Chelsea playing the world’s first net zero carbon football match, or “Game Zero” as it was dubbed by Sky Sports.

However, progress like this is easy when you have the infrastructure and the finances that the Premier League does. Infrastructure is the very thing that the commercial vehicle industry has been crying out for in order to make the transition to alternatively-fuelled vehicles. As we are all aware now, the petrol and diesel ban on cars and vans will be eight years away in just a couple of months. There is no similar timeline for HGVs and, therefore, no solid direction for the industry.

All of Europe’s major truck manufacturers have agreed that new HGVs will be fossil fuel-free by 2040; however, this is a decision forced not by legislation, but taken on an entirely voluntary basis. The Society of Motor Manufacturers and Traders (SMMT) recently released a report, entitled Fuelling the Fleet: Delivering Commercial Vehicle Decarbonisation. Of all the revelations within this analysis of the industry, one in particular stood out to highlight the well-known disparity between passenger cars and commercial vehicles.

In 2020, only 0.2% of HGVs were alternatively fuelled. If you compare this with cars, passenger vehicles achieved this percentage back in 2007. It should be noted, however, that there is no clear technology that can provide full zero emission operations for all weights and uses of HGVs; therefore, it is incredibly difficult to replicate the progress made on the other side of the automotive industry.

Although, even when we make strides in the technology powering our vehicles, the lingering problem of a lack of infrastructure remains. The European Automobile Manufacturers’ Association (ACEA) has forecasted that, by 2030, the UK will need 8,200 public HGV charging points – this would require the installation of more than two charging points every single day until the end of the decade.

Meanwhile, as we look to the future of our industry, there are still hurdles to overcome in the present, such as the introduction of the expanded Ultra Low Emission Zone (ULEZ) in London. This month, on 25th October to be exact, the ULEZ is expanding from central London to create a single, larger zone up to the North Circular Road (A406) and South Circular Road (A205). The North and South Circular Roads themselves, however, are not in the zone.

Therefore, operators need to be aware of this change moving forwards – if they’re not already – as all lorries, vans, and specialist heavy vehicles over 3.5 tonnes gross vehicle weight (GVW) will have to adhere to the Euro VI emissions standard.

All in all, it’s set to be a slow grind to net zero, rather than a swathe of sweeping changes to our industry – but it’s something that will come in time and so it’s crucial to be prepared for whatever this shift could throw at us.

Enjoy the issue and have a great month!

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

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NEWS ©KM.Photo/AdobeStock

VLS closes case 166 after manufacturer withdraws product claims The Verification of Lubricant Specifications (VLS) has closed case 166, relating to SCT Vertriebs GmbH Mannol Longlife 504/507 5W-30 Engine Oil, following an investigation.

VLS received a complaint regarding Mannol Longlife 5w30 504/507 Engine Oil in September 2020. The complaint alleged that no current additive pack existed in the marketplace that could meet all of the OEM claims made on the product.

During the investigation, VLS determined that the product did receive an official approval from VW on 8th June 2019 against its standard 504 00/507 00.

In line with the VLS marketing claims procedure, VLS asked the Named Party to provide the Candidate Data Pack and a letter of support from their additive company supporting all of the marketing claims made on the product, including VW 505 01 and the other manufacturer claims, which fell short of formal OEM approvals.

"VLS undertook a six-month review of the case and concluded that the product was in continued compliance."

The Named Party provided a reblend approval to the formulation from their technology provider along with a copy of the Candidate Data Pack.

VLS then worked with the Named Party to rationalise the number of claims made on the technical data sheet to reflect the official Volkswagen approval obtained, the marketing claims supported by the technology reblend approval and the Candidate Data Pack validating the ACEA claims made.

VLS undertook a six-month review of the case and concluded that the product was in continued compliance at this stage. Consequently, the complaint has been met and the case resolved.

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Government takes further action on driver shortage Up to 50,000 more HGV driving tests will be made available each year thanks to government action to streamline the testing process and tackle the worldwide lorry driver shortage.

HGV driving tests will be overhauled, meaning drivers will only need to take one test to drive both a rigid and articulated lorry, rather than having to take two separate tests (spaced three weeks apart).

This will make around 20,000 more HGV driving tests available every year and mean drivers can gain their licence and enter the industry more quickly.

Tests will also be made shorter by removing the ‘reversing exercise’ element – and, for vehicles with trailers, the ‘uncoupling and recoupling’ exercise – and having it tested separately by a third party. This part of the test is carried out off the road on a manoeuvring area and takes a significant amount of time.

Testing such manoeuvres separately will

free up examiner time, meaning they can carry out another full test every day.

Car drivers will no longer need to take another test to tow a trailer or caravan, allowing roughly 30,000 more HGV driving tests to be conducted every year.

This new legislation is changing previous EU regulations which the UK is no longer obliged to use. The changes follow a public consultation over the summer, which saw thousands of respondents, including industry leaders, support the move as a positive step to help the sector tackle the lorry driver shortage currently affecting countries around the world.

The standard of driving required to operate an HGV will not be affected, with road safety continuing to be of paramount importance. Any driver who does not demonstrate utmost competence will not be granted a licence. All car drivers will also still be encouraged to undertake training to tow trailers and caravans.

Mannol expands to new premises Mannol UK has moved to a state-of-the-art 65,000ft2 warehouse in Northampton.

The old premises, which was 28,000ft2, has been made obsolete by Mannol’s recent investment, and the move was initiated by the company expanding its client network, resulting in the distribution of more orders.

The previous warehouse’s capacity, therefore, was no longer sufficient. So, the decision was taken to move to a more significant distribution centre.

Northampton is in the middle of the country, which suits Mannol’s needs to send orders to all over the UK and Ireland.

The process of expansion went quickly and smoothly, and the company has been able to keep an excellent level of service during the Brexit transition and post-Brexit period. As a result of the expansion, the stock volume and product range has increased, as well as the order volume.

Mannol’s team has also expanded, while the working environment itself has improved, becoming more modern and spacious in the process – something of great benefit during the pandemic.

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Set decarbonisation plans before bans, says SMMT The Society of Motor Manufacturers and Traders (SMMT) has called on government to work with industry to develop a plan that facilitates the transition to zero emission HGVs, before it commits to an end-of-sale date for conventionally-fuelled trucks.

All of Europe’s major truck manufacturers have agreed that new HGVs will be fossil fuel-free by 2040, and are investing billions in new powertrains to replace diesel, the most commonly used HGV fuel. However, at present, there is no clear technology that can provide full zero emission operations for all weights and uses of HGVs. SMMT analysis has revealed that the commercial, technological, and operational barriers currently associated with new technologies such as batteries and hydrogen meant that, in 2020, only 0.2% of HGVs were alternatively fuelled – contrasted with cars, which reached this proportion in 2007.

Battery electric van usage, meanwhile, reached 0.3% in 2020 – the same proportion as cars in 2019. Uptake rates for electric vans have continued to grow rapidly, reflecting how battery power can effectively replace fossil fuels in this vehicle class, but just 2.6% of new vans registered between January and July 2021 were battery electric vehicles (BEVs), compared to 8.2% of cars.

Established manufacturers have already brought a range of fossil fuel-free HGVs and vans to market, while several new players have also entered the market with dedicated zero-emission commercial vehicle portfolios. With new technology comes new opportunities and the UK, as a manufacturer, of vans, trucks and other HGVs must accelerate the transition to fossil fuel free commercial vehicles and

“Commercial,technological, and operational barriers currently associated with new technologies such as batteries and hydrogen meant that, in 2020, only 0.2% of HGVs were alternatively fuelled – contrasted with cars, which reached this proportion in 2007.” their component parts. To achieve this, government should develop a roadmap that supports UK manufacturers and the supply chain, creating a strong domestic market and helping companies seize the opportunities that emerge.

Infrastructure is acting as one of the biggest barriers to uptake. The UK needs a dedicated public HGV charging network, as only operators who can afford to invest in expensive depot infrastructure and operate

on a back to base model can currently make the switch. This network needs to be rolled out urgently – ACEA forecasts that by 2030, the UK will need 8,200 public HGV charging points, equivalent to more than two new charge points opening every single day until the end of the decade. Alternative technological solutions, such as hydrogen fuel cell vehicles, face an even tougher challenge with only 11 refuelling locations across the country.

Decarbonising the commercial vehicle sector will, therefore, need more support from government and other stakeholders outside the automotive industry. New technologies need new skills, so the workforce that maintains these essential vehicles must have access and support for the training courses essential to high voltage and other system work. Above all, the industry needs a stable, long-term regulatory and fiscal strategy to deliver a vibrant zero emission HGV market so that manufacturers and operators can confidently plan and prepare for the future.

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NEWS EXTRA

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COMMERCIAL VEHICLE SHOW CELEBRATES RETURN

F

rom the moment the doors opened on Tuesday until they closed again on Thursday, visitors to the Show made the most of the opportunity to explore everything on offer.

As always, the Commercial Vehicle Show provided a fascinating view into the present and future of the road transport industry.

From security to telematics, workshop safety, logistics and many more sectors, the show floors were filled with innovative solutions for small, medium and large businesses.

The clunk of doors and bonnets echoed up and down the halls as potential customers crawled over, under, and through all of the latest vehicles on display.

Meanwhile, the Workshop Theatre in association with Commercial Vehicle Workshop was busy across all three days as visitors listened to a variety of expert presentations on different aspects of the industry.

Murray Ellis, Show Director, commented: “August 31st marked the eagerly awaited return of the Commercial Vehicle Show.

Throughout the three days, the Show presented an unrivalled opportunity for live networking, face-to-face business and new product launches from leading brands.

“The atmosphere had been building for some time and the Show did not disappoint. Confidence remains high as the event is seen as the ‘go-to’ for everyone working in road transport

8 CVW OCTOBER 2021

For the first time in more than two years, the halls of the NEC hummed with the energy of road transport businesses enjoying three days of faceto-face engagement at the 2021 Commercial Vehicle Show. operations, logistics and distributionbased businesses. Here’s to 2022.”

The consensus from Show exhibitors, both large and small, was that the quality of engagements was higher than ever, with visitors keen to learn more about the latest developments in the sector.

Sharon Bates, Events Manager for LEVC, stated: “We’ve been particularly busy over the last three days. We had a really good level of footfall. It was our first time at the CV Show and we had quite a lot of interest from all different types of visitors. The engagement has been great and we’ve been able to properly communicate with the van community for the first time.”

Meanwhile, Mark Barrett, General Manager for Maxus, said: “It’s been brilliant. Very, very good. Our dealers are happy and smiling to be talking to potential customers.”

Sue Akam, Marketing Manager at Locks4Vans, supported this. She said: “It’s been absolutely great. We’ve been able to catch up with existing customers, talk to new customers and find out what they’re interested in. The quality of conversations and the networking we’ve been able to do has been very good. It’s been a great opportunity for us to showcase our solutions for electric vehicles and show our customers how they work.”

Debbie Warne, Events Manager at Isuzu UK, concluded: “We’ve had a really successful few days at the Show. It’s the first chance for people to see our new models and we’ve had lots of positive feedback. We also had an off-road course and it’s really great to be able to offer that to our customers, which they don’t get at most shows.”

While the Show may be over for 2021, the Commercial Vehicle Show team is already busily getting preparations underway for 2022.

The 2022 Commercial Vehicle Show will take place on 24th–26th May 2022 at the NEC in Birmingham. Applications for floor space are now open.

FOR MORE INFORMATION ON THE 2022 COMMERCIAL VEHICLE SHOW, WWW.RDR.LINK/VAE001

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TECH TIPS

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KTS TRUCK MADE ESI: PART 6 In the last part, we looked at how the System Info tab provides additional information for specific systems within the vehicle.

But what should you do once you have selected the vehicle you would like to work on? Bosch explains.

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nce you have selected the vehicle you would like to work on, one of the options ESI Truck will give you is to look at the list of common tests which can be performed on the vehicle (Fig. 1). These vary according to which vehicle is selected but can include: ■ ■ ■ ■ ■

Functional checks of wheel speed sensors Checking axle modulators AdBlue testing and DPF regeneration Calibration of brake pad sensors Cylinder compression tests

"The availability of these tests makes it quick and easy to perform them to get the vehicle serviced and back on the road.”

The availability of these tests makes it quick and easy to perform them to get the vehicle serviced and back on the road as quickly as possible. Selecting one of these tests and clicking Continue leads to the selection of connection between the vehicle and KTS Truck which was discussed in ‘Part 2’ of this series (Fig. 2).

It is imperative that the process is started from the screen with the correct connection image (Fig. 3). If it is not, the KTS will be looking to use pins to receive information which may be incorrect and completion of the common test will be impossible (Fig. 4).

Clicking Continue again will show you any information which is specific to the common test which you are performing (Fig. 5). As we have selected a DPF regeneration for this example, ESI Truck tells us what the test involves, how long it will take and any warnings or

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precautionary steps which should be taken to ensure that the test is completed safely, both for the person performing the test and other people in the workshop. This information can be read again at any time during the test by clicking on the Info button from within the test screen.

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TECH TIPS

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Once you have read the information screen and clicked Continue, the test will show you what state the vehicle needs to be in for the test to run – engine started, gear box position, parking brake position, battery voltage etc. The screen will show all of these parameters and you can continue the test once these are all as they are requested to be (Fig. 6).

While regeneration is carried out, the key information is shown (Fig. 7) and the changes that are seen during regeneration are logged and can be shown in graphical format (Fig. 8). This graph and the results of the test can be printed or saved in PDF format to attach to the vehicle’s service record (Fig. 9 and 10).

At any time during the test, it is possible to see additional data that ESI Truck has on the system in question. For this particular

10 CVW OCTOBER 2021

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"While regeneration is carried out, the key information is shown and the changes that are seen during [it] are logged and can be shown in graphical format.”

��� 쐅 example, this includes a Wiring Diagram (Fig. 11), Technical Data & Service Procedures (Model) (Fig. 12), and Technical Data (System) (Fig. 13). Full details of this type of information was discussed in the System Info

and Model Info editions of KTS Truck made ESI but examples are shown below. Once this information has been viewed, you can return to the test easily to review the results.

We have looked at lots of the specific information that ESI Truck can show you, but not what is available to help you diagnose the vehicle, so make sure you see the next edition of KTS Truck made ESI!

CHECK OUT THE CVW WEBSITE TO SEE THE PREVIOUS PARTS OF THIS SERIES FOR YOURSELF, WWW.RDR.LINK/VAE002

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TECH TIPS

KEEP IN TOUCH SAFELY Ensuring the electrical coils have a safe and flexible connection between the trailer and towing vehicle is of paramount importance. febi explains everything you need to know.

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lectrical coils are necessary to provide a flexible connection between the electric and electronic systems of the trailer and the towing vehicle. Not only does this include the lighting of the trailer, but also tail lifts and other electrical components are supplied with power by the towing vehicle. The ABS or EBS system must also communicate signals with the towing vehicle via the data bus system. For all these systems to function correctly, they need a secure connection.

What to know While the distance between the electrical coil connections between the cab and trailer is relatively small when driving straight ahead, the situation is quite different when driving around curves. This is because the towing vehicle swings out strongly in tight curves and the coils are therefore stretched.

Different coil lengths are required depending on the type of vehicle. A distinction is made between the working length of the spirals and the maximum length. Ideally, the maximum distance corresponds approximately to the working

12 CVW OCTOBER 2021

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length of the coil. Under no circumstances should the maximum working length be exceeded, otherwise the coil may be damaged. Without a functioning electrical connection to the trailer, it is not possible to continue the journey for the time being.

In order to check the quality of replacement parts in the market, more than just febi products are regularly examined at febi. Since most defects in electrical coils are caused by plug connections, we have taken a closer look at them. In addition, the mechanical load capacity, which is relevant for practical applications, was also examined.

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Plugs The connection points of electrical circuits are the most common sources of error in electrical coils. Poor contact due to loose contacts or moisture are typically the causes. Sometimes the quality can already be seen in the processing of the plug: Poor processing of the connector housing can lead to insufficient fitting accuracy and problems when inserting the connector. The position of the contacts is not optimal. They can be damaged by the mating part of the socket or pressed backwards out of the plug. Inserting the plug can be problematic if the contacts collide (Fig. 1).

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The febi plug (Fig. 2) is well manufactured and offers an optimal fit. The contacts are in the correct position so that plugging in the connector is easy.

Mistakes can already be made during production. Here, you can see the damaged insulation of the cables of a new plug (Fig. 3). This can lead to short circuits that disable the electrical system. The cables of the febi plug are properly processed and show no signs of damage (Fig. 4).

The kink protector of the plug should be stable and firmly connected to the plug and give the cable support. In this case (Fig. 5), the kink protector can be pulled out of the plug by hand and the cable is not sufficiently protected by the soft material. Both of these factors severely limit the service life.

The kink protection of the febi plug (Fig. 6) is firmly attached to the housing and cannot be pulled out. It is stable, gives the cable a good stability, and protects it.

If the sealing of the cable to the plug is poorly constructed, moisture can penetrate the plug. Corrosion can then occur, which in turn can lead to poor electrical contact.

Here, you can see the overly large gap

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between the cable and the seal, through which water can penetrate (Fig. 7).

If special requirements are placed on waterproofness, febi offers a plug for retrofitting (Fig.8). It has a screwed seal which presses the sealing rubber firmly against the cable and effectively seals the plug.

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In addition to these possible differences in quality, other aspects also play a major role when it comes to durability and safe functioning. For example, in the case of very inexpensive electric coils, cables with wire cross-sections that are too small are sometimes used. This is because the expensive copper in the cables is a cost factor.

However, a wire cross-section that is too small can lead to the heating of the cables

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when the current flow is high. If the cable becomes extremely hot, the insulation can melt and cause a short circuit. Sometimes, savings are also made on the processing of the contacts in the connector. A poor connection between the contact and the cable can quickly lead to problems in the electrical system, which can result in timeconsuming troubleshooting.

Tensile test In order to check the mechanical load capacity of electrical coils, tensile tests were carried out on state-of-the-art test equipment. The force at which the cable is pulled out of the plug was measured. The 15-pole and seven-pole electrical coils were compared. In each case, the febi product and two competitive samples were put to the test.

The strain relief in the 15-pole coils plug already gave way at 1090N and 1320N in the competition samples. The febi electrical coil withstood tensile forces up to 2160N (Fig. 9).

The deviation of the tensile forces of the seven-pole coils is not as large as with the 15pole coils, since the connection between plug and cable held for all test candidates. In the

Tensile test 15-pole coil, plug screwed

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TECH TIPS

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Tensile test seven-pole coil, moulded plug

end, the weak point was the cable, which withstood 1703N and 1930N in the competition samples. The cable of the febi electric coil only broke at over 2000N (Fig. 10).

A closer look at the construction and processing of the various electrical coils will explain the results of the tensile tests. The high mechanical load capacity of febi electrical coils is due to the well thought-out design of the plugs and the quality of the production and the components used. In practice, all these factors put together ensure a permanently reliable electrical connection.

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Electric coils specific to Euro VI vehicles Vehicles that meet the Euro VI emission standard are very efficiently designed. The engine and its surroundings have a modern thermal management system, which ensures smart control of the water pump and cooling water temperature. Also, the air flow of the engine waste heat has been optimized.

For example, when driving slowly in traffic jams or in the city in combination with high outside temperatures, the air temperature in the area between the driver‘s cab and trailer can rise to as much as 125°C due to heat waste from the engine.

For this reason, there are electrical coils that can withstand these temperatures without damage. We conducted a test and compared a coil that is suitable for temperatures of 125°C with a standard coil (Fig. 11). For both coils, the restoring force was measured at room temperature (RT) and when heated up to 125°C. It can be seen that even at room temperature, the 125°C coil has a higher restoring force than the standard coil. When the coils are heated up to 125°C, the

14 CVW OCTOBER 2021

Standard-Coil

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Coil for Euro VI vehicles

restoring force of both coils decreases considerably. However, the 125°C coil has a more than 40% higher restoring force in the heated state compared to the standard coil.

The following picture (Fig. 12) shows the dimensional stability of both coils after the tensile test in the heated state.

The 125°C coil still has sufficient restoring force to retract. The coil, which is not heat-resistant, remains elongated and cannot be used any further, as it will sag and could come into contact with other vehicle parts. The result of the tensile test

clearly shows that Euro VI vehicles should definitely be equipped with heat-resistant electrical coils. febi Truck offers a comprehensive range of electrical coils, plugs, sockets, and adapters in OE-matching quality for all common applications in the commercial vehicle sector.

TO FIND THESE PRODUCTS, AND FOR FURTHER INFORMATION, WWW.RDR.LINK/VAE003

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BUSINESS & TRAINING

MORE THAN MEETS THE EYE Nick Austin, MAHA UK Sales Manager, explains how the company’s Eurosystem platform can be utilised not just in an ATF lane, but also during the periodic maintenance inspection (PMI) as well.

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ith the recent difficulties that the bus, coach, and commercial vehicle sectors have faced as a result of the COVID-19 pandemic, vehicle inspection and maintenance are as crucial as ever.

“Whilst I believe we’re back to prepandemic levels of testing, the importance of inspections and maintenance is still prevalent,” explains Nick. “They’re significant parts of an operator’s licence, and there are scenarios where operators are not using a brake or headlight tester.

“However, in recent case studies produced by MAHA UK, it’s been well documented there are many benefits to bringing MOTs and inspections in-house rather than subcontracting them to a thirdparty, such as savings of time, fuel, labour charges and resources. That said, there are businesses that still haven’t invested, which can lead to difficulties.

“For example, every time a vehicle comes into a workshop, the drums come off, brakes are realigned, and new linings and components are installed – irrespective of whether they’re needed or not – some would class that as excellent due diligence,

16 CVW OCTOBER 2021

while others would say that’s overdoing it.

“The work may not be required, but it’s done because operators haven’t got the right way or, specifically, the equipment to measure the efficiency – going in blind essentially.”

For those that have invested in the right equipment, such as the MBT 7250 Eurosystem brake, MLT 3000 headlight tester or LMS 20 axle play detectors, Nick is aware of businesses that have won maintenance contracts on that premise.

On the MLT 3000 headlight tester specifically, Nick said: “I am aware of some workshops that continue to use a 30-yearold headlight tester, mounted to the MOT bay, but that simply won’t do the job anymore – the lens won’t be capable of

measuring the new matrix LED bulbs.

“On the MLT 3000, though, via camera technology, the electronic software can make the decision whether a headlight, irrespective of how many LEDs are present, is aligned correctly or not. It removes the possibility of human error from how people interpret what they’re seeing.”

What’s more, data and information generated from MAHA’s equipment, incorporating its Eurosystem operating system, can either be printed or uploaded to software platforms for compliance, workshop and fleet management.

Nick concludes: “Every single brake test and its results are stored on the equipment’s hard drive, which can then be shared with a customer’s reception. All of those brake tests can be printed, so if the Driver & Vehicle Standards Agency wanted to see the last three brake tests, for example, they can be accessed easily and quickly.”

FOR MORE INFORMATION ON THE AVAILABLE RANGE FROM MAHA, WWW.RDR.LINK/VAE004

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SIMPLIFY TO MANAGE JG Pears explains how it simplified its fleet and driver management by using TruTac’s compliance software suite, TruControl, and how this can be applied to your business.

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G Pears, one of the UK’s leading animal by-product processors, has specialised in eco-friendly treatment of animal by-products and food waste since 1972. It operates a fleet of more than 60 HGVs – predominantly 6x2 tractor units – and 300-plus trailers.

The company collects material from around the UK and delivers it to the firm’s three primary processing sites at Bradford, Newark, and Market Harborough – among other secondary locations.

The vehicles run 24/7, every day of the year, with around half-an-hour's downtime between their 12-hour day and night shifts and are manned by around 120 drivers.

Each truck is fitted with a digiDL unit, which automatically remotely downloads both driver and VU tachograph data straight into TruControl for complete tachograph and compliance management.

“It saves an awful lot of issues with trying to get the drivers to download data from their cards,” explains Peter Todd, Group Logistics Compliance Manager at JG Pears.

“We have to make sure the downloads happen within the legally prescribed times at three major depots. If we had to do that physically, I’d never be out of my car.”

JG Pears also utilises TruTac’s TruAnalysis management system to oversee compliance,

which Peter describes as “a one-stop shop for everything to do with professional drivers”. He uses the software to manage compliance, including the working time directive, and even adds drivers’ holidays to the system to illustrate which employees have booked time off work and when.

“The vehicles run 24/7, every day of the year, with around half-an-hour's downtime between their 12-hour day and night shifts and are manned by around 120 drivers.”

“The system is pretty easy to get your head around. I spent a day down at the TruTac office in Coventry for some training, which was very informative,” adds Peter. “I came back, scratched my head and thought ‘what did they say about this bit and that bit?’ but when you actually get stuck in and start using it, you realise what it can do.

There’s a lot of information you can glean from the system when you interrogate it.

Plus, their friendly Support Team are always available on the phone or email.”

The company has also used TruAnalysis to cut down on paper usage and to speed up the way it deals with infringements, having previously printed physical copies and handed them to drivers.

“About a year ago, I thought we must be able to do it electronically,” says Peter.

“I contacted TruTac and they told me exactly how to set it up. Drivers can now read infringements via an app on their phone, sign them off and then they’re stored on the system. I’ve not raised a piece of paper for a single infringement in the last 12 months, which has been particularly useful during the pandemic.”

JG Pears is planning to use TruTac’s software to register as an approved DVSA Earned Recognition operator of excellence in the future. Both TruTac’s TruAnalysis and TruFleet systems are fully DVSA Earned Recognition approved.

FOR MORE INFORMATION ON THE TRUCONTROL SYSTEM FROM TRUTAC AND HOW IT CAN HELP YOUR BUSINESS, WWW.RDR.LINK/VAE005

OCTOBER 2021 CVW 17

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BUSINESS & TRAINING

THE COURTESY FLEET CONUNDRUM James Roberts, Business Development Director – Insurance for Europcar Mobility Group UK, looks at how flexible rental solutions can solve workshop backlogs if there are not enough courtesy vehicles to go around, and how it can take the risk out of vehicle downtime.

A

good bodyshop or workshop has two customers they must satisfy: the fleet vehicle that requires fixing and insurers paying for repairs. Keeping both happy isn’t always easy, and right now – with shortages as well as skills gaps impacting every part of the automotive supply chain – it’s especially difficult.

With the shortages expected to continue well into 2022, and perhaps even beyond, and traffic levels already exceeding prepandemic levels, the knock-on effect on bodyshops is considerable. More traffic increases the chances of there being more accidents and, for the hard-pressed workshops, trying to keep customers on the road with replacement vehicles following an accident is fraught with ‘potholes’.

As we head into the winter months, workshops need to be made aware of the option of having a courtesy fleet on hand for customers. But, for many operations, the prospect of capital outlay for the purchase of vehicles for customer use, or signing up to lengthy lease contracts doesn’t have much appeal. The last 18 months have made planning challenging, with business owners rightly cautious of making commitments that remove their flexibility to

18 CVW OCTOBER 2021

up or down scale as needed.

However, without reliable and quality courtesy vehicles, operators are left with a hole in their fleets. Downtime, when vehicles are in a workshop for repairs, servicing, or maintenance, can severely hinder business success and could mean a customer goes elsewhere if they’re not offered a replacement vehicle that can do the job in the interim.

A solution that is being adopted by a number of bodyshops and garages to supplement their existing owned or leased courtesy fleet is long term rental. This gives a bodyshop vehicles that they can keep on site for customer use, without the usual hassle of vehicle ownership.

Good business sense It makes good business sense because it means a workshop doesn’t have to tie up cash in vehicle purchase or commit to a lengthy lease. It also means the workshop has access to vehicles for their customers that are fit for purpose, that are relatively new and well maintained, and which feature the latest technology. Working with a partner with a comprehensive fleet of vans and specialist vehicles gives the confidence that the right vehicle for the job can be provided.

Flexible access to rental vehicles not only allows bodyshops and workshops to deliver a positive customer experience, but helps to control costs and reduces the risk of not being able to meet customer demand.

And right now, there is another advantage to working with a vehicle replacement partner that has reliable supply chain connections. The lengthy delays on parts supply is another headache workshops want to avoid. Working with a vehicle rental partner that already has vehicles on its fleet means certainty of supply to keep a workshop’s courtesy fleet ready to meet customer needs.

The pandemic and its consequences have shown us how important it is for all businesses to remain as adaptable and agile as possible.

TO DISCUSS YOUR COURTESY FLEET NEEDS, CONTACT CHARLES CROSBY ON 07969 090622, EMAIL CHARLES.CROSBY@EUROPCAR.COM , OR CHECK OUT EUROPCAR’S WEBSITE, WWW.RDR.LINK/VAE006

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SPECIAL REPORT

A NEW DAWN Autolift talks about how it has handled its transition into new ownership and how it aims to assist commercial vehicle workshops.

A

utolift was established in 1999, before being purchased by Neil Smith ten years later and moved to its current site in the Midlands. Neil recently retired from the business and his son David and daughter Emma have taken over the running and ownership of the business since the beginning of the year.

The small but dedicated and knowledgeable team are excited for the future of the business that has been able to increase production significantly over the last 18 months despite the unpredictable climate currently in the world.

Delivering on workshop’s needs Autolift specialises in the design and manufacture of commercial vehicle pit jacks, jacking systems, and jacking beams. Its equipment is ideally suited for the workshop maintaining HGVs, trucks, and PSV vehicles.

The company has, for over two decades, been designing and manufacturing reliable commercial vehicle pit jacks from 13 tonnes through to a 40 tonne model, and it offers both twin- and single-ram models.

Autolift manufactures a range of pit jacks, free standing jacking beams, and component parts at its UK facility, and only uses UK suppliers, which has allowed it to keep significantly shorter production lead times than its competitors, some of whom cannot supply jacks until next year.

The most popular product is the 20 tonne capacity twin-ram pneumatic pit jack, which offers a lifting stroke of 400mm. This can be lengthened further as Autolift offers a wide range of extensions and accessories.

There are number of built-in safety features on the jack: a dead man’s handle which must be used in conjunction with the lowering valve to prevent accidental lowering, an anti-burst valve in each cylinder, and 90 degree isolation valves, which are locked when the desired lifting height is reached.

The latter provides easy visual confirmation that the jack is locked off and also allow each cylinder to be operated independently. A security strut system is also available as an extra for all models which adds an extra layer of security to the already extensive safety features built in as standard.

One-stop shop Autolift can provide pit jacks covering a pit width range of 750mm up to 1600mm on a traditional four roller wheel system or the option of a spring-loaded wheel system – these retract when the jack is under load, locking its position. Further advantages include chrome-plated rods and the latest seal technology to ensure a long and trouble-free life.

Further models in the range include 15T and 20T capacity floor jacks, which can either be used under a four-post lift or run along the pit floor instead of a conventional jacking beam running on pit edge rails – with a lifting stroke of 750mm, minimum height of 1,200mm, and maximum height of 2,000mm.

The lifting cylinder is mounted in an 800mm square sprung base and is easily moved on four castors which retract on loads above 600kg so the unit sits solidly on the floor.

Also available is a heavy duty 1.5 tonne manual transmission jack, designed and manufactured for use in a pit or under a four-post lift, for use when removing and installing engines and gearboxes. The company is currently developing an airassisted version which it hopes to release in the next couple of months.

All Autolift pit and garage equipment is robust, safe, and reliable, providing a comprehensive solution to all vehicle lift and pit jack requirements with each jack coming with a five-year warranty and test certificate shows its conformity to relevant regulations. The company also provides a professional aftersales service and helpline to give guidance to customers for spares, fitting, or maintenance.

FOR MORE INFORMATION ON HOW AUTOLIFT CAN ASSIST WITH YOUR WORKSHOP REQUIREMENTS, WWW.RDR.LINK/VAE007

20 CVW OCTOBER 2021

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BRAKES

BE BRAKE DISC AWARE FOR A SAFER DRIVE ZF talks to CV W about braking system legislation and provides a step-by-step guide to changing a brake disc.

Z

F Aftermarket says it is a firm advocate of any regulation which improves the safety of global road users. In line with this, the business formed part of a working group which resulted in legislation stating that from November 2014 all heavy commercial vehicle brake discs and drums manufactured and sold across Europe had to meet the minimum standards outlined in the ECE R90 legislation. In 2016, this was extended to include light commercial vehicles.

James O’Gara, European HCV Channel Marketing Manager, ZF Aftermarket, explains: “We are committed to improving road safety and welcomed this legislation.

Now, we need to ensure that these rules are universally enforced and policed industrywide. If we work together to do this, these regulations will make it much harder for sub-standard and counterfeit product to reach the market and seriously compromise driver safety.”

Back to basics In order to meet these standards, the parts must pass a series of tests and perform to levels similar to the OE part. In line with this, ZF Aftermarket enforces high quality testing processes across its serial production – where possible, employing first-hand process control instead of relying on third party testing facilities.

In 2016, ZF Aftermarket completed its TRW Proequip HCV braking program by adding the complete Air Disc Brake System

(ECE R90-homologated brake discs, and remanufactured air brake calipers) to complement the bake pad program.

James added: “The ideology of the full and complete ‘package’ extends far beyond our product offering. Our digital developments mean our customers now have greater and more convenient access to our parts than ever before, with advances such as the ZF part finder App and improved integrated on-line catalogue. In addition, Tech Corner, the TRW brand’s free on-line technical information portal allows us to share our wealth of technical knowledge with our customers to future proof their own businesses.”

Replacing the brake disc on an HCV Before you carry out a repair, it is particularly important to closely observe the guidelines, installation regulations and repair instructions of the specific vehicle manufacturer. Before removing the part, compare the new brake disc with the fitted disc. Aside from the correct part number and design, it is important to ensure that you have available all accessories required to connect the wheel hub and brake disc, e.g. new bolts, wedges and lubricants, as well as the special tool required.

After safely lifting the vehicle and removing the wheel, you can start changing

22 CVW OCTOBER 2021

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the brake disc. After disconnecting the cable connections of the ABS sensor and pad wear indicator, and removing the brake cylinder, the brake caliper pistons have to be reset mechanically. To do this, remove the adjuster sealing cap and turn the adapter underneath it (included as an accessory with TRW brake pads) anti-clockwise. The pistons then reveal the inner pad. The "breakaway torque" of the overload clutch in the adjuster produces a "click" sound.

Now you can remove the spring pin, the safety bolt and the pad retainer, together with the brake pads. Once the carrier's attachment bolts have been removed, the caliper can then be completely removed.

Removing the wheel hub with the brake disc.

To remove the wheel hub and the brake disc connected to it, first remove the axle nut cap and the axle nut itself. Then remove the wheel hub and disc and place them on a stable work surface. Now the ABS ring can be removed. Loosen and take out all connecting bolts between the wheel hub and the disc. The brake disc can then be pressed away from the wheel hub on a hydraulic press.

Prior to fitment, the contact surfaces on the wheel hub must be cleaned thoroughly, and should be free of any corrosion. Fit and secure the brake disc to the wheel hub using a new set of connecting bolts. First screw

“Prior to fitment, the contact surfaces on the wheel hub must be cleaned thoroughly, and should be free of any corrosion.” the bolts in by hand and then tighten them in a diagonal pattern to the specified torque.

Then fit a new ABS ring on the wheel hub. Now the wheel hub can be remounted on the axle and secured with the axle nut.

Tighten the axle nut to the specified torque and refit the axle nut cap. Before remounting the brake caliper, clean the brake disc. The next step is to insert the new brake pads into the brake caliper and fit the pad retaining springs provided.

Due to ongoing product improvement measures, TRW has changed the design of the pad retaining spring on some pad kits.

The new pad retaining spring and the previous TRW or OE pad retaining spring are completely interchangeable.

Now fit the accessories supplied to secure the pads, and the wear indicator. TRW advises never to rework the brake pads.

Manual reworking of the pads, such as grinding or filing the reverse side of the pad,

causes mechanical and thermal overload.

This can create unwanted noise or cause the brake caliper guides to stick. It reduces the efficiency of the brake and increases wear and noise. Do not make any changes to the brake system. Now you can mount the brake cylinder and connect the cables.

The final adjustment work is particularly important for the function of the brake later on. Carry out the adjustment process specified by the manufacturer: ■ Turn the adjuster clockwise until the pads touch the brake disc, but not too far!

■ Then turn the adjuster back by three to four clicks.

After actuating and releasing the brake, it must be possible to turn the wheel hub by hand. Then mount the wheel, centre it and secure it to the torque specified by the vehicle manufacturer.

After a test drive, check the brake system

CONTAINING A WEALTH OF TECHNICAL HINTS AND TIPS, ‘HOW TO’ GUIDES, VIDEOS AND FITTING INSTRUCTIONS, VISIT: WWW.RDR.LINK/VAE008

OCTOBER 2021 CVW 23

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BRAKES

BRAKING ON DANGEROUS ROADS

Wheel brakes have to withstand extreme conditions and still perform reliably, even on the world’s most dangerous roads. Test rigs are used at Knorr-Bremse to simulate a whole variety of conditions. Elmar Müller, Manager Testing Department Air Disc Brake at KnorrBremse, explains how this works and why it is necessary.

What kind of conditions do brakes have to endure?

Knorr-Bremse wheel brakes must be able to withstand all environmental and operating conditions on the roads. The spectrum ranges from dirt to stone chipping, moisture to corrosion, high and low temperatures to severe vibrations.

As far as possible, the company simulates all these influences under definable and replicable conditions in its test laboratory. To this end, it uses climatic and corrosion chambers to expose its "test subjects" to severe temperature changes, for example, or aggressive substances.

The company uses vibration test rigs that moves its systems in all three dimensions to produce real loads, just as they occur on rough roads. It also uses inertia dynamometers to push the brakes to their thermal performance limits. The work in the lab is complemented by field tests at KnorrBremse and at its customers’ premises, in which the prototypes are exposed to a variety of everyday operating conditions.

What are the critical factors?

Vibration is certainly one of the most critical and most spectacular factors. When driving over railway tracks, potholes, or

“Knorr-Bremse wheel brakes must be able to withstand all environmental and operating conditions on the roads. The spectrum ranges from dirt to stone chipping, moisture to corrosion, high and low temperatures to severe vibrations.”

24 CVW OCTOBER 2021

concrete joints, we have measured g-force acceleration of 25 g to 30 g. For comparison, even the "worst" roller coasters produce gforces of only four or 4.5 g.

Any more would be life-threatening for riders of a roller coaster. When it comes to brakes, these forces are a source of stress.

They particularly pose a challenge to movable parts like the pads, the complex wear adjuster and the caliper guidance system. Aside from vibration, corrosion and its influence on the smooth functioning of all brake components is a critical factor.

What about the red-hot brake discs?

The fact that the discs heat up to over 900˚C after a steep downhill drive is not particularly dramatic in itself. However, at high temperatures, properties such as the friction coefficient and wear behaviour of the brake pads change and the brake components expand noticeably.

024_CVW_OCT21_Layout 1 22/09/2021 13:22 Page 25

All this must be taken into account when designing and constructing the wheel brake and its components. If, in the worst case, the brake cools down as the vehicle remains stationary after a long downhill drive and the components therefore contract, naturally we have to ensure that the brake will still function properly. That’s why Knorr-Bremse also tests precisely such cases, for example by parking the vehicle "hot" and fully loaded on an 18% incline, letting it cool down and then towing it away to determine the residual holding force.

Do iced-up discs reduce the braking force even more?

In a system that converts kinetic energy into heat and builds up clamping forces of over 20 tonnes, ice is not the main cause for concern. Very little ice will remain after the first brake application.

At very low temperatures, however, certain effects come into play that can affect the agility of the brake.

As lubricants become more viscous, the brake reacts more sluggishly, and this effect must not be allowed to overly restrict the braking dynamics in ABS control mode. However, KnorrBremse’s low-temperature tests in the laboratory and in Arjeplog, Sweden, shows that it has this phenomenon well under control.

What are the worst environmental conditions for a braking system?

What usually makes dramatic environmental conditions even more challenging is when they are combined with a tough operational profile. For example, in the company's field test applications, it has milk collection trucks that place high demands on the brakes due to their operational profile, the heavy vehicle load and, of course, their difficult routes.

Operating in multiple shifts, seven days a week, with very frequent brake applications, sometimes heavily loaded – all this can lead to continuously high operating temperatures of around 400˚C, while driving on roads that may only be used for farm access. When all these factors come together, it can considerably reduce the lifetime of the friction pairing, so the vehicle service life is essentially running in fast-forward.

FOR MORE INFORMATION ON THE BRAKING SYSTEMS FROM KNORR-BREMSE, WWW.RDR.LINK/VAE009

026_CVW_OCT21_Layout 1 22/09/2021 13:25 Page 26

BRAKES

AUTOMATIC

SL ACK ADJUSTER BPW runs through its technical guide to the automatic slack adjuster and the issues to be aware of when undertaking maintenance and repair.

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T

he BPW drum brake is a simplex (single camshaft) ‘S’ cam operated unit that comes in three sizes – 420mm, 360mm, and 300mm diameters.

The camshaft is supported in two bearings:

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formed into it during the sintering process.

The bearing is held in place by half-shells bolted to the inner camshaft bearing bracket. A grease nipple is provided and the level and period of lubrication is the same as for the outer bush (Fig. 2).

Outer camshaft bearing The outer bearing (bush) is of rolled nonferrous construction and has greaseways rolled into it. The grease is contained in reservoir holes punched through the bush.

The grease is applied through a grease nipple positioned just behind the brake back plate (Fig. 1).

BPW ECO Li Plus grease should be applied until fresh grease emits through the dust cover, with the period of greasing being every six to eight weeks. There is an ‘0’ ring positioned near to the outer edge of the bush to prevent grease from escaping into the drum and contaminating the friction surfaces.

Inner camshaft bearing The inner bearing is made of sintered steel and is a self-aligning spherical design. The bush has greaseways and reservoirs

26 CVW OCTOBER 2021

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secured by a nut. Again, a grease nipple is provided for lubrication and this follows the pattern previously mentioned.

The key to long life and efficient operation of this system is correct lubrication and adjustment. Correct inservice adjustment of the brake should be checked periodically: with the brake released, the pin and pointer on the side of the slack adjuster should be exactly in alignment (Fig. 2a).

Note: If this is not the case, then it will not be possible for the slack adjuster to auto-adjust properly and BPW should be contacted for advice before proceeding further.

Adjusting the free play

The camshaft is connected to the air chamber by an automatically adjusting slack adjuster. The slack adjuster is located on the splined end of the camshaft and is

Assuming that the pin and pointer are correctly set, then the most convenient way to adjust the free play is to use a 19mm socket to wind on the brake until it just binds and then release the brake by turning the adjusting bolt one half turn anti-clockwise (Fig. 3). The adjusting bolt is located under the plastic dust cap on the outer face of the slack adjuster body.

026_CVW_OCT21_Layout 1 22/09/2021 13:25 Page 27

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“The key to long life and efficient operation of this system is correct lubrication and adjustment. Correct inservice adjustment of the brake should be checked periodically.”

Note: To back off the brake, the adjusting bolt has to be rotated anticlockwise and to do this the socket has to be pressed into the slack adjuster quite hard against a spring to release the clutch.

If you try to force anti-clockwise rotation without depressing the internal clutch then the mechanism will be damaged.

Twice a year, the slack adjuster should be checked to ensure that the automatic adjustment is working correctly. To do this, remove the plastic dust cap and wind off the brake by turning the adjusting bolt approximately one and a half turns anticlockwise. Then, either by hand, or by having an assistant operate the footbrake, apply and release the brake half a dozen times.

You should be able to hear a definite click as the slack adjuster over-strokes and when the slack adjuster is on the return stroke you should see the adjusting bolt wind on clockwise. It is a good idea to purge fresh ECO Li Plus grease through the slack adjuster whilst carrying out this procedure as this ensures that the grease finds its way around the internal clutch mechanism.

Always remember to replace the dust

cap after any adjustment and if the cap is damaged new ones can be obtained. If dust and dirt are allowed to get into the adjuster port this will lead to premature failure of the unit. Remember to adjust the brake before the vehicle goes back into service.

Lubrication point An often neglected lubrication point is the clevis pin which connects the slack adjuster to the brake cylinder pushrod. This should be kept greased to prevent seizure which will degrade brake performance.

After a number of years, wear will take place predominantly in the outer camshaft bush and on the camshaft. This wear can be tested by placing a pinch bar under the camshaft behind the brake backplate and on the top of the suspension clamping plate. If excessive lift is shown then the camshaft and bushes must be replaced.

Camshaft bushes are obtained as a BPW kit that contains enough parts to refurbish the complete axle Camshafts are obtainable singly and are handed. It is advisable to replace both camshafts across an axle and bushes at the same time.

OCTOBER 2021 CVW 27

026_CVW_OCT21_Layout 1 22/09/2021 13:26 Page 28

BRAKES

Location of the pull-off spring When carrying out a brake re-line make sure to remove the brake rollers and lubricate the brake roller bushes with BPW’s ECO Li Plus grease.

Do not put any grease on the head of the camshaft. When re-lining brakes always fit a new brake shoe pull off spring.

Finally, in the UK, BPW fits a pull off spring between the slack adjuster and the air chamber bracket. (Fig. 4) These springs should be renewed at every brake reline and always use the special hole provided in both the slack adjuster arm and in the brake chamber bracket.

■

■

■

■

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■

BPW Automatic Ecomaster Slack Adjuster BPW Automatic Slack Adjuster replacement requires some knowledge and understanding when replacing. In-service testing and functionality checks are mandatory to ensure compliance and correct operation.

■ Brake chamber push-rod length movement when brake is applied from static should be checked dimensionally against brake calculation lever length – typically 15-22mm movement 10 – 15% of effective lever length.

■ Manual intervention should not be required, if the adjuster is functioning correctly the free play should conform to the above dimensional requirements.

■ A functionality check should be carried out if not: ■ Having fully depressed the adjuster collar using a good quality 19mm socket, de adjust the brake with the hub

28 CVW OCTOBER 2021

spinning free approximately 3⁄4 of a turn or at least 50mm free play.

Operate by hand several times and on return, adjustment should take place, the adjuster bolt turning in a clockwise direction and the adjuster collar ratchet should be audible.

If the free play is not taken up and combined with no audible adjustment replace the BPW slack adjuster with BPW OE product.

The adjuster must be replaced in accordance with the BPW maintenance instruction.

The set-up procedure must be followed paying particular attention to the adjuster pin and pointer as well as the wear indicator positioning, final tightening sequence of the securing nut and spherical bearing, lubrication using BPW Eco Li Plus grease and reattaching the sealing rubber cover and final brake adjustment at 1⁄2 turn release from brake bind.

Good practice would be to undertake a laden dynamic brake roller test to confirm compliance with the required minimum brake forces and imbalance allowances across all axles of the trailer.

Consequences: ■ If manual intervention is required (initial set-up, brake reline or hub maintenance) failure to depress the adjuster collar fully will damage the internal adjuster lever and it is likely will render the unit inoperative – enforcement issue.

■ As a further significant consequence, if damage remains undetected at the adjuster lever (automatic functionality inoperative) under certain conditions, the brake could back-off and excessive brake shoe to drum clearance could result – enforcement issue.

■ Failure to adhere to the set-up process in full could result in poor efficiency or an inoperative brake – enforcement issue.

■ Failure to adequately lubricate with the approved grease and refit the adjuster rubber cap or ensure it is in-place will allow water and dirt ingress affecting the efficiency of the adjuster and brake performance – enforcement issue.

All of the above will impact on operator OCRS scoring.

“When carrying out a brake re-line make sure to remove the brake rollers and lubricate the brake roller bushes with BPW’s ECO Li Plus grease.”

FOR FURTHER INFORMATION, OR TO SEE THE FULL SCALE OF BPW’S OFFERING, WWW.RDR.LINK/VAE010

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BRAKES

REMAN

ON THE MOVE Keith Sedgley, Roadlink Managing Director, discusses the importance of the remanufacturing process and why it’s an environmentally-friendly alternative.

C

ommercial vehicle brake specialist Roadlink International has long been a fervent believer in the remanufacturing process, reflected in the company’s ongoing investment in reman and its commitment to helping reduce the company’s carbon footprint. Roadlink remanufacturing promotes quality whilst also offering a competitively priced, environmentally-friendly alternative.

Remanufacturing in the UK currently contributes massively to the UK economy and is expected to grow dramatically thanks to further investment. It is not only good for the environment through the reduction of CO2 emissions but cuts down on raw material and energy consumption.

As one of the UK’s leading suppliers of braking products for commercial vehicles and buses, Roadlink currently offers a complete range of new and remanufactured braking components including brake shoes and brake calipers.

Remanufacturing promotes the reengineering of a product to the same or indeed better than the OE equivalent. It’s clear to see why the quality of such parts, much more competitively priced, attracts so much attention and use.

Brake shoes Roadlink brake shoes are not only more environmentally friendly, with all worn linings reprocessed for use within the construction industry, but also offer a costeffective solution to the CV aftermarket without compromising on quality.

Remanufacturing is a vitally important, growing aspect of this industry, not only does it help drive energy conservation and the reduction of raw materials usage, but also the elimination of landfill space.

As part of its continued investment in brake shoe relining, Roadlink provides a ‘Brake Assured’ Production Process, with the company being the first in the UK to achieve the coveted status, providing a guarantee that brake shoes are fully remanufactured to the highest product quality and safety standards possible, with OE-quality brake linings and rivets.

Roadlink’s state-of-the-art brake shoe reline operation is supported by ISO9001 approved production and ISO14001 environmental accreditation, with every shoe platform checked and linished.

Its 15-stage production process for relining brake shoes is something Roadlink strictly adheres to, which involves rollers being checked where applicable and shoe platforms treated with an anti-corrosion long lasting water-based paint, unique to Roadlink.

An inspection is undertaken after each stage and shoes come supplied with a full warranty and product liability insurance.

Having established its position for nearly 40 years in the CV brake shoe market, Roadlink has one of the largest ranges in Europe and all brake shoes come complete with OE brake linings to suit all types of truck, trailer and PCV applications.

Roadlink’s advice: If you are considering buying remanufactured brake shoes make sure you choose you choose a company who offer only ‘brake assured’ OE-quality friction materials such as Textar, DON or Roadlink. After all, safety is critical.

Brake calipers Through continued investment in its remanufacturing facility, Roadlink currently offers a complete range of new and remanufactured braking solutions.

30 CVW OCTOBER 2021

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Roadlink remanufactured calipers are fully-tested and produced to the highest standards thanks to its extensive state-ofthe-art on site production facility and distribution operation, which are certified to the latest ISO9001:2015 quality and ISO14001:2015 environmental standards.

Produced to the highest standards, Roadlink brake calipers represent the widest range and the best quality available in today’s market.

Roadlink remanufactured calipers are engineered onsite in dedicated production facilities to perform at least as well as the original. All worn and safety critical components are replaced throughout the remanufacturing process and multi point quality checks are completed from start to

"[Reman not only reduces] CO2 emissions but cuts down on raw material and energy consumption."

finish. With dedicated buildings for strip and reassembly the processes are always kept separate.

Every unit is fully stripped in, and all components and bodies are inspected for wear, damage or corrosion – with worn, damaged or suspect parts replaced with original specification components.

All internal and fastener threads are cleaned, inspected and rectified if required, and all seals and protective covers are automatically replaced. Each unit is fully tested following reassembly, and securely packed in Roadlink-branded cartons.

Each unit is fully traceable down to component level and given a final check over by a member of our team before being boxed for sale. Roadlink remanufactured calipers not only offer the highest product quality but provide the CV Aftermarket with excellent value for money.

FOR FURTHER INFORMATION ON ROADLINK’S COMMITMENT TO REMANUFACTURING, WWW.RDR.LINK/VAE011

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BRAKES

BRAKING TIMES R

egular brake testing is a very important tool to demonstrate an operator is doing their best to comply with DVSA requirements in maintaining the roadworthiness of the vehicles in the fleet.

However, once you have invested in a roller brake tester, making greater use of it in the workshops can also highlight some potential problems and allow you to rectify them.

It makes sense to invest in a brake tester with the DVSA-approved software so the test is the same as if the vehicle was undergoing its annual test. VLT’s VLT16733 HGV brake tester, for example, evaluates the vehicle brake performance and calculates the pass/fail criteria according to the latest DVSA regulations.

Roller brake test results can provide some valuable diagnostic clues on the state of a vehicle’s braking components. Chris Manby, UK Sales Manager for V L Test Systems, explains.

Bind Bind is a measurement of rolling resistance or drag. On the test, the permitted amount of drag is 4% of the axle weight per wheel when the rollers are started.

However, if tested vehicles regularly fail the bind test by exceeding this figure, do investigate further. Too high a reading can mean faulty wheel bearings, too little tyre pressure and/or incorrectly adjusted brakes causing excessive wear of brake components.

And no matter what the reason for high Bind reading in any case will cause excessive fuel consumption to overcome this artificial braking whilst driving and additionally have an impact of the handling /steering of the vehicle.

Ovality On the annual test, brake ovality is measured mainly on the front steered axles and indicates that although the brake pedal force is steady, the brake force at the wheel is not.

If you measure it on all the axles as part of a routine inspection, it can help with preventative maintenance because a fail on the ovality test can be an early warning sign that a component is failing. A crack within the drum, for example, could show up as a poor result.

The technician then has the opportunity to carry out further checks on the drum or disc. If it is indeed cracked, it can then be replaced before it starts to split and cause brake failure or damage to other components.

32 CVW OCTOBER 2021

Imbalance Braking imbalance is a test on the service brake and to pass the brake effort on each axle wheel must be no greater than 30% difference between opposite wheels, the % imbalance is not considered, provided both wheels achieve locking on the same axle.

Imbalance can be a particular problem on 13- and 15-seater minibuses.

Although imbalance is a routine part of the annual brake test, it is usually done on one side of the axle. Checking the imbalance by running both wheels together will give a more realistic indication of the on-road performance of the brakes performance.

You will get a visual indication of which wheel is the greatest amount out of balance on the display of all VLT16733 brake testers.

greater the heavier the axle load.

V L Test Systems recommends doing any brake test either with a laden vehicle of minimum 65% design axle load for a meaningful test result and if that is not practicable, then our advice is to invest in a load simulator.

V L Test Systems load simulator is electronically controlled by the brake tester program and counteracts modulation and any kickback from the suspension system.

The VLT chassis load simulator is particularly efficient for testing Semi trailers to a laden condition instead of ULTAST “Un-Laden Tri-Axle Semi Trailer”, as the VLT Chassis load simulation system is able to add sufficient load to the vehicle according to the DVSA requirements without damaging the axles or chassis.

Load simulation If you test a vehicle unladen, and then again laden or partly laden, it will produce a different result. That, of course, is because the amount of braking effort required is

FOR MORE INFORMATION, WWW.RDR.LINK/VAE012

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CLUTCH, TRANSMISSION & STEERING

REPL ACE A CLUTCH AND DMF IN A RENAULT TRAFIC In this month’s Clutch Clinic, Schaeffler REPXPERT Alistair Mason is replacing the clutch and dual mass flywheel (DMF) in a 2016 Renault Trafic van fitted with a 1.6 dCI engine that has covered more than 110,000 miles.

T

he van in question was booked into the workshop for a gearbox repair and the customer was advised that replacing the clutch and DMF at this point would make economic sense, due to the labour cost of removing and installing the gearbox.

The Renault Trafic is now in its third generation and, although a 1.6 dCI engine may sound a little underpowered for a van of this size, adequate power is achieved by using a variable geometry turbocharger.

The Trafic comes in several variants and it can also be found badged as Nissan, Fiat and Vauxhall. As they all share the same engine, gearbox and chassis configurations, this stepby-step guide will cover the whole range.

There are also a couple of interesting points with this clutch and flywheel replacement that will be highlighted during the article.

Full repair instructions are available on Schaeffler’s REPXPERT information portal and the scheduled time for this repair is 7.5 hours.

Workshop equipment required ■ Vehicle lift (two-post is ideal) ■ Engine support ■ Transmission jack

Gearbox removal With the vehicle at ground level placed on the lift, slacken both front wheels and the hub nuts, open the bonnet and remove the

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34 CVW OCTOBER 2021

battery and battery tray (Fig 1). This provides access to the top of the gearbox, where the gear cables can be disconnected by levering them off the ball joints and the reverse light switch removed.

Raise the ramp to waist height, remove the front wheels, hub nuts, n/s wheel arch liner and then unbolt the gearbox earth strap (Fig 2). Take off the front subframe by firstly removing the engine undertray, then

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disconnect both bottom ball joints and then the anti-roll bar clamps from the subframe.

Support the weight of the steering rack by securing it to the front suspension springs and remove the two steering rack nuts that hold the rack to the subframe, then the engine pendulum mounting. Take the weight of the subframe with a transmission jack, remove the four subframe bolts, lower the subframe and remove it from the vehicle (Fig 3).

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034_CVW_OCT21_Layout 1 22/09/2021 13:41 Page 35

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Drain the gearbox oil and then remove both driveshafts by levering them out of the gearbox, releasing the centre bearing on the o/s driveshaft from its bracket.

Having the front subframe and driveshafts out of the way gives good access to the lower bellhousing bolts. Work around the bellhousing removing the bolts and attached brackets but leave a couple of easily accessible bolts to support the gearbox, which can be removed later – also, disconnect the engine speed sensor.

Lower the vehicle lift, attach a suitable engine support, disconnect the hydraulic clutch pipe from the concentric slave cylinder (CSC) connection at the bellhousing, remove the upper bellhousing bolts and brackets as required and remove the gearbox mounting.

Access the underside of the vehicle, support the gearbox with a transmission jack, remove the final bellhousing bolts and ease the gearbox off the engine; once clear, lower the transmission jack and take the gearbox away from the vehicle.

Clutch and dual mass flywheel replacement Remove the six clutch bolts, the clutch assembly, the eight dual mass flywheel (DMF) bolts and then the DMF, inspecting the back of the engine for any oil or coolant leaks and rectify if required.

Note: When replacing the DMF, it must be bolted in the correct position otherwise the vehicle will not start due to the reference point on the reluctor ring being in the incorrect position. This is determined by aligning a drilling in the crankshaft and an additional hole in the DMF (Fig 4 and 5). However, there is also a bulletin in the replacement LuK DMF box, explaining the procedure.

Once in position, insert the new DMF bolts, tighten and torque to the values

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found on the REPXPERT app and in the REPXPERT fitting instructions. Finally, clean the flywheel face using brake and clutch dust cleaner.

Attention then turns to the gearbox and release system. First, remove the clutch pipe retaining clip (Fig 6) then the pipe, followed by the two CSC retaining bolts and the CSC. Check the gearbox input shaft seal is in good condition and then clean the bellhousing, removing the old clutch dust, so not to contaminate the new clutch. Also, ensure the two CSC retaining bolt holes are clean and free from thread lock, as this can cause incorrect bolt torque.

Note: The new CSC is supplied with three clutch pipes (Fig 7) to cover different applications, but the bulletin in the box will indicate the clutch pipe to be used, which can be confirmed by offering it up to the old unit.

Mount the new CSC, but don’t yet tighten the two retaining bolts, then insert the new clutch pipe through the bellhousing and clip it into the CSC. The final operation is to tighten and torque the CSC retaining bolts.

Apply a light smear of high melting point grease to the gearbox input shaft splines, mount the new clutch plate on the input shaft and move it back and forth, which will ensure the clutch plate is correct, and also evenly distribute the grease. Then, remove the clutch plate and wipe off any excess grease.

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Mount the new clutch assembly onto the DMF, but ensure the ‘Gearbox side’ etched into the centre of the clutch plate is facing away from the engine. Using a clutch alignment tool mount the clutch plate onto the flywheel, degrease the clutch pressure plate surface and align the pressure plate onto the flywheel dowels. Insert the clutch bolts and tighten in an even and sequential manner or by using Schaeffler’s SAC tool.

Finally, torque the clutch bolts to the manufacturer’s specification.

To avoid any contamination of the new CSC, before refitting the gearbox it is advised practice to drain the old clutch fluid out of the system and replenish it with new.

Check the two gearbox alignment dowels are still situated in the engine block and that all cables and brackets are clear and ready for gearbox installation.

Gearbox installation Using the transmission jack, ease the gearbox into position, taking time to align the input shaft, and once installed and aligned on the dowels, insert a couple of easily accessible bellhousing bolts and tighten.

Installation is in reverse order of removal. Tighten all required bolts to the manufacturer’s torque values and it is recommended to vacuum bleed the clutch.

After the battery has been reconnected, reset electrical consumers such as the radio, clock, electric windows etc. as required.

INFORMATION ON SCHAEFFLER PRODUCTS AND FITTING INSTRUCTIONS CAN BE FOUND ON THE REPXPERT WORKSHOP PORTAL – WWW.RDR.LINK/VAE013 – THE REPXPERT APP, OR BY CALLING THE HOTLINE ON 0872 737 0037

OCTOBER 2021 CVW 35

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CLUTCH, TRANSMISSION & STEERING

FUTURE TRANSMISSION Fuel-saving, emissions-reducing transmission, proven worldwide on buses, now also offers truck operators an affordable stepping stone on the path towards electrification. Allison Transmission discusses the benefits of its recently introduced xFE transmissions.

A

llison Transmission has introduced two new versions of its xFE (for extra fuel economy) fully automatic transmission for use in mediumduty trucks in the EMEA region. Available now, the 3000 xFE and 3200 xFE models are designed for engines producing up to 370 horsepower and 1695 Nm (dependent on the application), and gross vehicle weight up to 28.5 tonnes.

Compared to the standard 3000 and 3200 Series transmissions, the new 3000 xFE and 3200 xFE can reduce CO2 emissions and fuel consumption by up to 3.7%. The greatest gains are made at speeds below 20 mph, depending on axle ratio, and above 45 mph.

Gradeability, the fully-loaded vehicle’s ability to climb an incline at a steady speed without needing to downshift and work the engine harder, also improves under 30 mph. These characteristics make the new transmissions particularly well-suited to

36 CVW OCTOBER 2021

slow-speed urban applications and stop-start duty cycles such as refuse collection.

“Truck fleet operators everywhere are under legislative pressure to reduce emissions, and of course all fleets would like to reduce their fuel costs. These new xFE transmissions could be a critical tool in helping OEMs and fleets make a 15% CO2 emission reduction by 2025 and 30% by 2030, as required by EU CO2 emissions standards for heavy-duty vehicles.

“Doing much more with today’s efficient diesel technology is an affordable and environmentally-responsible stepping stone on the path towards electrification and other non-fossil fuel propulsion systems for which we also have suitable propulsion solutions, ” comments Sjoerd Vos, Allison Transmission Director of EMEA Marketing.

Allison’s xFE transmission is proven over millions of miles in service on

Allison Transmission’s new xFE fully automatic transmissions are for use in medium-duty trucks, with engines producing up to 370 horsepower and 1695 Nm (dependent on the application), and gross vehicle weight up to 28.5 tonnes

thousands of transit and city buses around the world. xFE primarily increases fuel efficiency by locking up at lower speeds, enabling the engine to spend more time in higher ranges and at lower revolutions per minute (rpm). In addition to reducing fuel consumption and emissions, this also reduces the powerpack’s heat rejection, further improving performance.

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About Allison Transmission The new 3000 xFE and 3200 xFE take this successful strategy further by locking up in first gear rather than second, and by making the final overdrives deeper, improving the spread of gear ratios from 5.37 to 5.91. These changes have been made without any need to alter the external form, fitting, servicing schedule, or weight of the 3000 Series.

Both the 3000 xFE and 3200 xFE models are offered with or without a retarder, and both are equipped with Allison’s FuelSense 2.0 package of smart controls to precisely balance fuel economy and performance.

FuelSense 2.0 features the following: ■ ‘Neutral at Stop’ to reduce the load on the engine when the vehicle is stopped ■ ‘Acceleration Rate Management’ to mitigate aggressive driving by automatically controlling engine torque ■ The intelligent algorithm of ‘DynActive Shifting’ to initiate subtle alterations in gear shift points according to factors such as vehicle weight, road gradient, stop-start frequency, and throttle use The efficiency of Allison’s xFE transmission

can add up, across a vehicle fleet, to environmental benefits of surprising significance. Allison has provided an example simulation of the impact, using the European Commission-developed Vehicle Energy Consumption Calculator Tool (VECTO), for a typical refuse truck and duty cycle.

Based on the 3.7% fuel and CO2 savings, the results showed that, on one truck alone, the £455 fuel-cost saving during a typical 12,500-mile year is equivalent to eliminating the CO2 emissions of 3.8 barrels of oil, 65 bags of waste recycled rather than landfilled, or 195,600 smart phone charges.

As clean-air regulations around the world progressively reduce permissible CO2 emissions, such savings will be not only desirable, but necessary. Various bus OEMs around the world have selected Allison’s xFE transmissions since their launch in 2015. In addition, the xFE has already been developed for some truck applications.

Allison Transmission is the world’s largest manufacturer of fully automatic transmissions for medium- and heavyduty commercial vehicles. Allison products are used in a wide variety of applications, including on-highway trucks (distribution, refuse, construction, fire, and emergency) and buses (schools, transit, and coach).

Founded in 1915, the company is headquartered in Indianapolis, Indiana, USA. With a market presence in more than 80 countries, Allison has regional headquarters in the Netherlands, China, and Brazil, with manufacturing facilities in the United States, Hungary, and India.

Allison also has approximately 1,500 independent distributor and dealer locations worldwide.

FOR MORE INFORMATION ON ALLISON TRANSMISSION AND ITS AVAILABLE RANGE, WWW.RDR.LINK/VAE014

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CLUTCH, TRANSMISSION & STEERING

THE ADAS EFFECT A

dvanced Driver Assistance Systems (ADAS) have been around for a while, and workshops are now aware of the implications for their own working practices. Having started in premium car brands, ADAS features are featuring more and more in various forms of commercial vehicles and light vans.

Commercial vehicle workshops realise the growing importance of working practices in relation to ADAS, suffice to say that the liability ramifications of undertaking suspension work without rechecking wheel alignment and ADAS sensor calibration could be serious. With many ADAS systems relying on steering angle or rear axle thrust angle, if either of these were out of specification due to work completed on a vehicle, where would the liability lie?

Lane drift warning is common on cars and is another tool in the HGV’s armoury too; some systems will even actively steer the truck back onto the road if it looks likely it will drift onto the verge. Adaptive cruise control – where the vehicle’s systems keep constant distance between it and any objects ahead – may not be attractive to those thinking they will save fuel by tailgating, but the road safety benefits are obvious.

So, in the event of an accident, the question would be was the driver misinformed by the ADAS because it was calibrated wrongly? If workshops have carried out work on a vehicle but not calibrated the system correctly, the next question could be who does the liability rest with.

38 CVW OCTOBER 2021

Commercial vehicle workshops must be aware of the safetycritical nature of suspension work, otherwise they could find themselves liable. Absolute Alignment explains the process workshops should undertake and how it can help.

For workshops, best practice clearly identifies wheel alignment as part of the total ADAS calibration procedure. Absolute Alignment’s Bluetooth Pro Wheel Aligner can handle vans and rigids up to 7.5 tonnes, and the Aldershot-based outfit can supply the Bluetooth Commercial Vehicle Aligner for larger vehicles, making your workshop a one-stop alignment and ADAS centre.

If your workshop does not have some means of ADAS calibration, either in-house or through a commercial partnership, it is time to review your practices. How can you send a vehicle out after even minor suspension work without checking that it has had no effect on safety-critical systems?

Absolute Alignment has produced innovative solutions to ease integration with many major ADAS calibration equipment providers, with much of it in stock and ready to go.

What of the future?

Fleet users can see more exciting ideas coming down the road and some hauliers are already finding a reduction in costs due to ADAS. Continental has claimed that its eHorizon product – which is linked to GPS maps and constantly monitors the terrain ahead – automatically adapts driving style

and speed to maximise economy and has saved an estimated one billion litres of fuel between 2012 and 2019.

Imagine all that saving going to waste if a truck’s alignment was just a few millimetres out. For example, the US EPA has discovered that a tiny error in wheel alignment can take 7% off fuel efficiency, showing that technology can only save money as part of an all-round approach. Absolute Alignment has a range of equipment that can cope with your whole fleet.

For now, this is all about making sure the driver is aware of prevailing speed limits, but how long will it be before the Advanced Driver Assistance Systems become autonomous driving? More building blocks are being put in place every year. ADAS is here to stay, and the opportunities for the astute workshop are huge.

FIND OUT MORE ABOUT ABSOLUTE ALIGNMENT’S ADASCOMPATIBLE ALIGNMENT EQUIPMENT BY CALLING THE TECHNICAL TEAM ON 01252 549340, OR WWW.RDR.LINK/VAE015

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CLUTCH, TRANSMISSION & STEERING

THE OFFICE ON WHEELS Kostas Poulios, Principal Design & Development Engineer at Pailton Engineering, argues the importance of fully adjustable driver workstations, and why fleets need to be aware of the ergonomic implications of driving a vehicle.

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rofessional drivers are at a higher risk of developing musculoskeletal pain due to prolonged sitting, vibration, awkward posture, and repetitive actions. Drivers are in the cabin for eight hours a day. The bus is their workspace, and operators are beginning to see the importance of creating a workspace that the driver can be proud of.

The entire vehicle cabin should be, and can be, as ergonomic and adjustable as the conventional office workplace. Just as an office worker has the flexibility to change seating position, adjust screen height and keyboard location, the bus driver should feel just as comfortable and physically supported.

If we are going to keep commercial drivers safe and healthy, design engineers need to factor in a higher level of ergonomic consideration in the early design stages.

40 CVW OCTOBER 2021

Kostas Poulios

Ergonomics is the science concerned with the fit between people and their work.

It puts people first and aims to ensure the equipment and environment fits the human. In an office space, it is already well appreciated that ensuring an employee’s workstation is comfortable will enable better work and healthier staff in the longterm, but for drivers of commercial vehicles, such considerations have been lacking.

Until recently, an adjustable seat, mirrors, and steering column was as far as adjustment went. However, data has shown this isn’t sufficient. Depending on the person’s size and height, certain gauges

could be left out of comfortable eyeline, or the driver may strain to reach controls and switches. Over time, recurring strain to check speed, tyre pressure and other driving data could result in long-term musculoskeletal disorders.

In August 2020, a metanalysis study collated the findings of 56 studies across 23 countries on driver health. Data of a total pooled population of 18,882 professional drivers was analysed for musculoskeletal pain. The prevalence of such pain ranged between 43.1 per cent and 93 per cent. Lower back was the most frequently reported body region for pain with a rate of 53 per cent.

Neck, shoulder, and upper back were the other common regions with high prevalence, indicating that more needs to be done.

The office cab concept counteracts this issue. Rather than considering the steering column and dashboard as two separate entities, where the steering column is adjustable and the dashboard is fixed, they work in conjunction with each other. By building a full dashboard assembly, the entire dashboard is adjustable in both the tilt and telescope direction. When the driver adjusts the steering wheel, the dashboard

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follows that adjustment, ensuring the driver can reach all the switches and see all the gauges without strain.

This paradigm has changed the engineering requirements of steering columns. Going forward, as more vehicle original equipment manufacturers (OEMs) follow suit, the interface between the steering column and the dashboard will likely require bespoke design, as catalogue steering parts may not interface the dashboard correctly. For Pailton Engineering, an engineering business that has a unique market position offering bespoke, nonstandard design, this trend is exactly its forte.

Yet for commercial vehicle operators, the thought of fully adjusting the entire cabin environment, including seat, mirrors, steering column and dashboard, for every driver on every shift, may sound too time consuming and costly. They may question the long-term health and safety benefits of ensuring every driver is in the optimal driving position, compared with the time and energy expended on these recurring adjustments.

Luckily for the concerned fleet managers, new automation is making this

“If we are going to keep commercial drivers safe and healthy, design engineers need to factor in a higher level of ergonomic consideration in the early design stages.” higher level of cabin adjustment easier and faster. Pailton Engineering is developing an electric memory steering column for commercial vehicles, based on technology nurtured in the automotive sector. The technology, in collaboration with Continental and seat manufacturer Isri, has made the entire cab environment adjustable with the touch of a button.

Most impressive is the memory feature of this technology. A driver can scan their key fob upon entry, and the steering column, dashboard, mirrors and seat will adjust to the driver’s pre-recorded ideal

position. This removes the human error of a driver adjusting a pneumatic column to where they ‘think’ is correct. Suddenly, concerns over time expenditure are no longer valid. This technology improves driver ergonomics without the hassle of manual adjustment.

This also brings with it traceability benefits. If a driver is off work with back pain, for example, records can indicate how their cab environment was set up, ruling out poorly suited driving conditions as the cause.

While the link between professional driving and musculoskeletal pain is well researched and proven, it doesn’t mean the industry cannot do something about it. With novel design concepts, such as the driver workstation, OEMs can build workplaces for drivers to be proud of.

FOR MORE INFORMATION ON DRIVER WORKSTATIONS AND THE ARRAY OF INTERFACE OPTIONS AVAILABLE, WWW.RDR.LINK/VAE016

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WINTER SERVICE & LIGHTING

LIGHTING THE WAY

I

n order to reduce traffic accidents, safety on the road is important for everyone involved in trucking, from fleet management and drivers to truck engineers and manufacturers, who all play an indispensable role in the safe operation of commercial vehicles which not only have to be correctly fitted with the obligatory lights, but also should be maintained in good condition at all times.

Tungsram outlines its recently released Heavy Star 24V lamp, which offers longer life combined with increased robustness, and the importance of adequate light in road safety.

Durable solutions Lighting is one of the most important components that drivers need. Lighting enhance visibility, design, function and safety in the commercial vehicle industry that can be used across many different applications.

Tungsram Heavy Star 24V heavy duty, long life lamps were designed and manufactured to withstand the exacting demands of the professional commercial vehicle market; therefore, they are the first choice for both the fleet and specialist users.

Appropriate lighting for your truck is very important to make sure the driver is comfortable and feels safe while working.

In addition to its standard range, Tungsram offers a variety of heavy duty, long life halogen and auxiliary bulbs for when the going gets even tougher.

Due to their increased robustness, special technology and the newly developed coil design, Tungsram Heavy Star lamps burns longer, providing more economical driving with longer life and longer intervals between changes, resulting in fewer failures and vehicle downtime.

In order to significantly reduce downtime for lamp replacement, you can retrofit your whole fleet with Tungsram Heavy Star headlight and auxiliary lamps for improved performance, causing less vehicle downtime, reducing maintenance and overall running costs.

Genuine quality Tungsram products are developed to make drivers work easier. Apart from the high quality and reliable halogen headlight lamps (H1, H3, H4, H7), Tungsram also offers a wide selection of auxiliary miniature lamps.

The Heavy Star 24V miniature portfolio includes side turn signal lights, warning lights, stop lights, fog lights, reverse lights,

parking lights and license plate lights designed for rugged and extreme environments, meeting the high demands of the professional commercial vehicle market.

Due to their sturdy design Tungsram Heavy Star 24V lamps are the ideal choice to suit every-day long highway journeys, providing reliable light in even the toughest operating and challenging road conditions, ensuring fewer failures and vehicle downtime.

TO SEE THE FULL AVAILABLE RANGE AVAILABLE FROM TUNGSRAM, WWW.RDR.LINK/VAE017

OCTOBER 2021 CVW 43

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WINTER SERVICE & LIGHTING

WINTER IS COMING The performance and lifespan of lead acid batteries are seriously inhibited when exposed to extreme temperatures, and as a result, effective battery management during winter servicing is essential. CTEK explores the issue.

D

espite the advances in battery technology and ECU-controlled charging to help cope with modern vehicle demands, battery related faults remains in the top five causes of breakdown for commercial vehicles. If you own or operate a fleet of vehicles, the thought of the onset of winter and the potential breakdown problems and associated costs may lead to some sleepless nights. However, taking a few simple steps in proactive battery maintenance can help to avoid these problems, in order to increase fleet reliability and reduce the costs associated with breakdowns.

A few basic battery facts: ��� At close to 0°C, a lead acid battery loses around 20% of its capacity, whilst at 30°C it loses around 50% of its capacity (dependant on age and condition). This is due to the whole chemical reaction process within the battery slowing down, leading to reduced power output. ��� Because low temperature affects the chemical reaction, this means even when the vehicle is running the battery’s ability to accept charge drops. ��� If a battery is in a low state of charge during extreme weather, it can easily freeze, which can be very dangerous if attempting a ‘jump’ start. Because of the low state of charge, the specific gravity of the electrolyte within the battery is reduced, so it becomes more like water and freezes more easily.

44 CVW OCTOBER 2021

��� Many commercial vehicles, such as buses and delivery vehicles, have a driving pattern involving frequent stops and low speeds. Under these conditions the battery will not receive sufficient charge, resulting in a continuously low state of charge. Over time, this will reduce further and result in sulphation, which will cause irreparable damage to the battery plates. ��� 85% of all battery failures are due to sulphation. The more active surface area you have on battery plates, the better the output; the sulphation process reduces the active plate area, leading to less power output.

Simply by testing, charging and conditioning batteries on a regular basis, workshops can ensure that vehicles are protected against electrical non-starts and other battery related breakdowns during the cold winter months.

CTEK has a fast, safe and effective solution that will enable workshops to regularly charge batteries without having to take the vehicle off the road for long periods of time.

CTEK chargers are powerful, fully automatic switched-mode battery chargers, designed to offer outstanding levels of reliability, safety and efficiency for fleet workshops operating with 12V and 24V

Did you know that the hot summer weather is actually the start of many winter battery problems? The battery can get damaged by high temperatures, and in the case of trucks, it can be because the battery is too close to the exhaust. During the summer, however, the warmth in the surrounding air can help the battery function well – so any drop in condition isn’t picked up. It’s not until the cold weather strikes that you realise you have a problem, so it’s therefore important to regularly check the state of the battery all year round. systems. They are fully automatic, easy to use and require no specialist knowledge or monitoring – simply connect, forget and carry on with a normal service without worrying about the risk of overcharging and gassing. CTEK battery chargers are compatible with all types of lead acid vehicle batteries, including wet/flooded, calcium, gel, and the latest Start-Stop AGM and EFB technology.

FOR MORE INFORMATION ON CTEK’S BATTERY SUPPORT PRODUCTS, WWW.RDR.LINK/VAE018

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PRODUC T FOCUS Sealey walks CVW through its winter service and lighting options as we head towards the colder months.

LP69CCOMBO – 30,000-68,000Btu/hr (9-20kW) 2-in1 cordless/corded space warmer propane heater kit

RECHARGEABLE POCKET FLOODLIGHT With a new compact and lightweight design with a massive 1000 lumen output, the LED1000PB is ideal when working in small, tight spaces, and it also has the power to charge your devices on the go.

It is made with a tough ABS plastic housing with flip-out magnetic bracket that hides a small carabiner, which can be used when no ferrous surface is available. It includes a USB 5V-1A output for secondary use as a power bank and the magnetic bracket can be angled at a range of 120° making it simple and easy to direct up to 1000 lumens of light.

PROPANE HEATER KIT

WINTER PROMOTION

2021

Sealey’s winter promotion is out now. It includes everything you’ll need for the winter months and savings on battery chargers, vehicle service & maintenance products, heating, lighting, safety products, accessories, and many more!

It is valid to the end of February 2022.

There are three light output settings; full 1000lm, half 500lm and flashing and the unit features a LED battery level indicator. This model charges via a micro USB lead which is supplied and is fitted with a high quality 3.7V 4.5Ah Lithiumion battery.

FGE01 – 2.5 x 4.5 x 2.5m foldable workshop extension

FOLDABLE WORKSHOP

A fabulous addition to Sealey’s SV20 One-Battery-Fits-All range, the new combo offer includes the LP69C – 2-in1 Cordless/Corded Space Warmer Propane Heater 30,000-68,000Btu/hr(920kW), a CP20VBP4 – Power Tool Battery 20V 4Ah Lithium-ion for SV20 Series, and a CP20VMC – Battery Charger 20V Lithium-ion for SV20 Series.

The heater can either be mains or cordless operated which means increased versatility in positioning it where it is most required. There is no odour, except for the few seconds during startup and the units run a little more quietly since they do not need a compressor to drive the fuel to the burner.

The unit is fan assisted, fitted with a piezoelectric ignition system for troublefree starting, features a direct gas head assembly and has a durable paint finish.

The LP69C features a safety solenoid which prevents the unit from leaking gas without first being electrically started. It is supplied with an approved propane gas regulator, hose and is manufactured to BS EN 1596 as well as being tested and certified to CE/EN standards.

EXTENSION

LED1000PB – 10W COB LED rechargeable pocket floodlight with power bank

Need some more undercover workspace? Then the FGE01 foldable workshop extension is perfect for allowing temporary use of some space as a garage. It’s supplied with a powder coated steel frame and 195g/m2 PE Tarp with UV protection and is completely waterproof.

SEALEY’S COMPLETE RANGE CAN BE VIEWED ON ITS WEBSITE, AND YOU CAN ALSO SEARCH FOR SPARE PARTS, REGISTER YOUR WARRANTY, SEARCH FOR SETTING & LOCKING KITS, AND VIEW THE NEW HELP & SUPPORT PAGES, WWW.RDR.LINK/VAE019

OCTOBER 2021 CVW 45

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WINTER SERVICE & LIGHTING

YEAR-ROUND

SERVICE

There are many misconceptions that remain in the industry and one of those is that air conditioning service and maintenance is only relevant to the spring and summer seasons. Nissens explains why this isn’t the case.

A

ir conditioning (A/C) is not just a comfort system because it’s an important safety feature for drivers of commercial vehicles as good visibility is a necessity, whatever the time of year.

Although many only associate A/C as a means of remaining cool when the weather is hot, the fact that the A/C system also dries the air coming in to ventilate the cabin, significantly reducing its humidity, means that using the A/C is the quickest and most effective way of reducing condensation inside the vehicle and preventing the windows from misting up.

In addition, using the A/C regularly keeps the oil/refrigerant mixture moving around the system, which ensures its internal components, particularly the compressor, remain sufficiently lubricated.

So, using it all year round really is the best, and safest, option.

As a result, A/C system repair and maintenance should be equally important to the CV workshop in the autumn and winter as it is in the spring and summer, and A/C system specialist Nissens Automotive is on hand to provide them with the technical advice and replacement components they need for them to do so.

What to look out for Irrespective of the primary reason why a vehicle visits the workshop, technicians should always carry out a visual inspection of the A/C system looking out for leaks, oil residue on component surfaces, around joints and couplings.

Focus on the condenser A faulty condenser, even if it is still partially working, can lead to severe A/C problems and sometimes result in damage to, or even seizure of, the compressor, which is a very costly component and its replacement will take the vehicle off the road as the rest of the A/C system will need to be examined, flushed and the oil/gas refrigerant mixture changed.

The Nissens solution Background The condenser is typically attached to other heat exchangers in the engine compartment and is crucial for the A/C system’s operation as it ensures that the refrigerant changes from a gas to a liquid state. This is achieved through the condensation process, where the refrigerant heat is extracted, which cools the condenser. The airflow then passes the colder air through to the cabin.

The problem Mechanical damage to the condenser is often disregarded as a reason for reduced system performance or for compressor failure, because leakages and surface perforations are generally considered as the most common reasons for system failure. However, even light mechanical deformation of the condenser tubes and fins can result in serious system performance limitations. Only one deformed condenser tube is needed to restrict refrigerant flow inside the unit, which can reduce the system’s performance significantly.

46 CVW OCTOBER 2021

Furthermore, limited flow will cause abnormally high pressures and temperatures in the loop. These will increase the compressor workload and effectively reduce its lifespan or, in the worst case, cause it to break down.

Always handle the condenser with proper care and do not disregard any light damage on its surface. If the tubes and/or fins are visibly damaged, replace the condenser with a new unit.

In addition, regular visual inspection of the condenser surface can save expensive system and compressor repairs and costly vehicle downtime. So, any signs of corrosion or leaks on the condenser surface must be considered as serious threats to the efficiency and operation of the system. Pay particular attention to the bottom part of the condenser, where tubes and fins are mostly exposed to humidity and aggressive salt spray. If there is any sign of leakage, or missing/deteriorated fins are seen, the condenser must be replaced.

FOR MORE INFORMATION REGARDING THE NISSENS AFTERMARKET RANGE, WWW.RDR.LINK/VAE020

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BODY REPAIR & MAINTENANCE

SAFETY IN YOUR HANDS When undertaking body repair and maintenance on commercial vehicles, it is important to be aware of the health risks involved. Mirka details the dangers of Hand Arm Vibration Syndrome (HAVS) and dust particles.

O

ver the past decade or so, there has been a significant change in the way tools have been made to meet the needs and requirements of the user. This has led to a large amount of investment in R&D by tool manufacturers to design and develop durable products that can deliver an efficient overall process and a high-quality finish on a variety of surfaces, while protecting users against the dangers of Hand Arm Vibration Syndrome (HAVS) and dust particles.

HAVS, which affects the blood vessels, nerves, muscles, and joints of the hand, wrist, and arm, is becoming a bigger issue for workers as it is a condition they cannot see or are maybe unaware of that is affecting them until it is too late. The reason for this is basically that each worker may have different tolerances for the amount of vibrations they can handle or they may not realise there’s a problem until they try a different tool or do not use their own one for a while.

For Mirka, the fight against HAVS starts with putting the emphasis back on the user and this has been achieved with the introduction of the myMirka app (applicable in the Bluetooth enabled tools within the Mirka product range). The app provides the end user with the vibration levels from the tool on a colour graded scale, and advises on how to lower the

48 CVW OCTOBER 2021

vibration if required. Additionally, the speed the tool is being used at can be visualised in a real-time graph.

Furthermore, if more detail is required, there is an in-app purchase that tracks the daily vibration levels in relation to European standards for a comparable scale of the pressures being put through their joints on a daily basis, which will allow the business to see how the tools are being used and potentially assist in the implementation of measures to protect the workers. The app is available to download through both Android and iOS devices..

Extraction systems may seem like they take up a lot of space but dust particles can be a major health issue for employees and could possibly lead to respiratory problems. This is why more and more businesses or single users are investing in systems to allow them to work in a dust-free work environment.

Laboratory tests have shown that without dust extraction, dust in the air per kilogram of sanded material is over 200 grams per kilogram, and dust on surrounding surfaces is almost 800 grams per kilogram. These may not seem like large quantities but when they accumulate over a long period, they could potentially turn into both a fire and health hazard for the business.

However, investment in a suitable mobile extraction system is not a short-term injection of the business’ cash, it should be viewed as a long-term commitment, so that it can provide an effective solution for a cleaner workspace, a reduction in prepping and tidying up at the end of the day, and the potential dust contamination of other tools and surfaces. The smaller systems are more often used in workspaces because they are equipped with a local air supply and extraction, and are easy to move and store.

FOR MORE INFORMATION ON THE MYMIRKA APP FROM MIRKA, WWW.RDR.LINK/VAE021

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BODY REPAIR & MAINTENANCE

EXPANDING HORIZONS HMG Paints discusses its partnership with Symphony Coatings and how it helps the company offer the best service for commercial vehicle fleets.

T

he partnership between HMG Paints, the UK’s largest independent paint manufacturer, and Symphony Coatings, will see HMG’s industrial coatings and colour matching facilities available from three additional Symphony Coating branches.

The two companies have worked closely to ensure Symphony Coatings can offer the right solution for any requirement customers may have. As part of this process, the Symphony Coatings technical team have completed comprehensive HMG product training in order to assist with customer enquiries.

HMG Paints is a family-owned business situated in Manchester, with a broad portfolio of products including wet paint, powder coating, and aerosols, covering virtually every type of surface imaginable.

These products will now be available via Symphony Coatings Colchester, Symphony Coatings Thetford, and Symphony Coatings Birmingham.

A brighter future Danny Cleary, HMG Sales Director, says the extended partnership can only bring benefits. He explains: “The addition of three new tinting machines to the Symphony Branches will provide immediate value to their customers who can get colours matched in a variety of HMG products.

“We’re proud to be working closely with Symphony and the training completed with the technical team is a great example of how we’re working closely together.”

Symphony Coatings is a market leader in colour matching, meaning it can manufacture all HMG products in any colour. Symphony has equipped three of its colour-matching with new tinting machines, and will hold large stocks of the majority of HMG products, available for next day delivery.

50 CVW OCTOBER 2021

The new tinting machines will allow Symphony Coatings customers to benefit from access to 40,000 colour formations available via the Unit Lite mixing scheme and ColourBase formulation software, including BS, RAL, and commercial vehicle shades.

Unit Lite is a highly flexible tinting system, covering topcoats, basecoats, undercoats, and primers, as well as a variety of sheen levels, textures, and finishes. The scheme is also used across a host of industries including industrial, commercial vehicle, agriculture, and construction equipment, and many more.

“Symphony Coatings is proud to work with HMG to create the very best individual service and tailored coatings solutions for all our customers,” comments Derren Williams, Sales Director at Symphony Coatings.

“As well as industrial coatings, we also supply a full range of consumables, sundries, personal protective equipment, spray equipment with full spares and servicing availability.”

With shared values and passion for quality industrial coatings, and a focus on customer service, the partnership is a perfect fit.

About HMG Paints HMG Paints is a family-owned business situated in Manchester. Now the UK’s largest independent paint manufacturer, HMG is proud to work alongside customers to create the very best individual service and tailored solutions for them.

With a broad spectrum of knowledge and expertise, HMG boasts a portfolio including wet paint, powder coatings, and aerosols, covering virtually every type of surface imaginable. This is all backed by an extensive 90 years’ experience in developing pioneering coatings for a myriad of industries including industrial, automotive, marine, and rail.

FOR MORE INFORMATION ON HMG TINTING SYSTEMS AND COLOURANTS, WWW.RDR.LINK/VAE022

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BODY REPAIR & MAINTENANCE

SMOOTH

FINISH

Pinholes or small surface defects in the clearcoat of finished paintwork are certainly annoying. Kevin Welling, Training Academy Manager for Axalta in the UK and Ireland, explains what can cause these classic mistakes and how to avoid them.

Choose the correct filler shade Defects and pinholes in the clearcoat can be caused by over-applying the basecoat.

Special care is required with red and white solid colours. If refinishers choose the right filler shade, they can reduce the risk of applying too much basecoat and also save material and costs. If they are not sure which filler colour to choose, they should refer to the Standowin iQ colour software where they will find the relevant information in the colour formula.

Cure the Standoblue basecoat correctly The correct curing of the basecoat is essential for a flawless finish. Refinishers should pay attention to the Standoblue climate guide, where they can find all the information on how to adjust the basecoat to suit the current climatic conditions.

“Defects and pinholes in the clearcoat can be caused by over-applying the basecoat. Special care is required with red and white solid colours.”

52 CVW OCTOBER 2021

Use the Standoblue Booster for added security

About Standox

For more security when repairing solid colours, Standox has developed a new additive: the Standoblue Booster MIX 100.

Especially in extreme climatic conditions, such as very low humidity or very dry conditions, this additive supports Standoblue basecoat’s optimal properties and prevents surface defects.

Standox is a global refinish coating brand from Axalta. Manufactured in Wuppertal, Germany, the company ensures its customers are ready for future digitalisation by improving workflow and work processes with digital tools.

Pay attention to the selection of the spray gun and the pressure When choosing the nozzle size and pressure, follow the recommendations in the Standox technical data sheets. A nozzle that is too large leads to more material application and increases the risk of drips or other defects. The situation is similar with pressure: material that is not atomised finely enough leads to higher layer thicknesses and subsequent problems.

Equally, material that is too finely atomised or a very high inlet pressure brings more air onto the surface and can lead to pinholes.

Tips for drying with a blow gun When drying the basecoat with a blow gun, refinishers should use the right pressure and enough distance. Standox recommends an inlet pressure of a maximum of two bar and a minimum

Standox has been offering free online traning videos – under the title Standovision – on YouTube and on the Standox website long before the global pandemic. The videos provide solutions for common technical problems and give professional tips for everyday challenges. distance of one meter. Refinishers should not use this drying method when the Standoblue basecoat is hardening.

FOR MORE INFORMATION ON AVOIDING PINHOLES IN THE CLEARCOAT OF FINISHED PAINTWORK, OR TO VIEW OTHER STANDOVISION TRAINING VIDEOS, WWW.RDR.LINK/VAE023

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PROFESSIONAL MOTOR MECHANIC

MECHANEX

THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS

ONLY ONE MONTH TO GO! The UK’s only regional tradeshow dedicated to garage businesses is back again in 2021, with a fresh approach and a host of exciting new content.

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

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

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

MECHANEXShow

@MECHANEXShow

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WHAT’S NEW?

BOSCH DENOXTRONIC FILTERS Bosch Denoxtronic filters reliably cleans AdBlue of dirt particles, assist with optimum dosing, and protect the Denoxtronic system at the same time. The filter must be changed at regular intervals as per the manufacturer’s specifications.

Bosch Denoxtronic system ■ Exhaust gas treatment using AdBlue converts nitrogen oxides and ammonia into water and nitrogen ■ Amount of AdBlue injected into the system is controlled by the pump and dosing modules ■ The amount of AdBlue is determined by the engine’s operating state and exhaust valves

Advantages at a glance ■ High particle separation rate ■ High dirt-absorption capacity ■ Chemical resistance to AdBlue ■ Frost resistance due to compressible compensating element with sealing function

SEALEY HAND TOOL PROMOTION

GO TO WWW.RDR.LINK/VAE024

polished micro satin finish and a textured soft grip handle for comfort and control.

The AK8977 has a 72-tooth gear-togear ratchet with flip reverse and quick release mechanism and its sealed head keeps dirt and other contaminants out of the ratchet mechanism.

The AK8988 is complete with a compact head design and an ultra-smooth 72-tooth ratchet action which allows ratcheting in increments of 5° for ease of use in restricted areas. It also features an integrated socket spinner, flip reverse and quick release mechanism.

Sealey’s hand tool promotion features a variety of new tools, all covered by a lifetime guarantee. A selection of these are highlighted below: Screwdriver rack Model No. SR01, a 2pc Screwdriver Rack made from soft non-marking anti-slip TPR material, is 395mm long and holds up to 14 screwdrivers – perfect for keeping your screwdrivers organised.

Rubber mallet The RMG16 has a non-marking white rubber head and a fibreglass shaft with a graphite core for improved strength and durability. It also features a textured rubber grip for secure handling.

Mini pliers set Sealey’s 6pc Mini Pliers Set is another addition to its comprehensive Premier Hand Tool range, suitable for professional use.

Manufactured from hardened and tempered drop-forged Chrome Vanadium steel with finely ground polished heads. Serrated jaws and precision ground cutting edges, induction-hardened 55-65 HRC for cutting hard and soft wires.

AdBlue is a watery urea solution composed of up to 32.5% urea and up to 67.5% demineralised water. Due to its high water content, AdBlue freezes and expands at just -11˚C. In this case, compressible compensation elements prevent damage to both the filter and the supply module.

Spanner set High quality slim style Chrome Vanadium steel spanners – an addition to Sealey’s Platinum Series Hand Tool range and suitable for daily professional use. Hardened and tempered with a fully polished micro satin finish. Anti-slip hex configuration on the open-ends. Supplied in storage rack.

Ratchet ring spanner Suitable for daily professional use are both Sealey’s AK63947 and AK63948. AK63947 a 4-in-1 Reversible Flexi-Head Ratchet Ring Spanner and AK63948 a 4-in-1 Reversible Ratchet Ring Spanner.

Both are manufactured from Chrome Vanadium steel, are hardened, and tempered with a fully polished micro satin finish. Their innovative ring design allows four different sizes on one spanner and its 100-Tooth ratchet rings require only 3.6º rotation to pick up the next tooth, which are ideal for applications where space is limited.

GO TO WWW.RDR.LINK/VAE025

Ratchet wrench Both the AK8977 and AK8988 are from Sealey’s Premier Hand Tool range and suitable for daily professional use. Both are manufactured from chrome Vanadium steel, have a hardened and tempered with a fully

OCTOBER 2021 CVW 55

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WHAT’S NEW?

LASER TOOLS LOCKING PLIERS Every tool box has a pair of self-grip or locking pliers – very useful and versatile tools – but what if you need to grip a large pipe or bar? Reach for these new large-jaw locking pliers from Laser Tools (part number 8069) – they open right up to 65mm.

The large curved-shape jaws have sharp serrations and are designed to grip pipe-work, large diameter bars, nuts and bolts. The flat end-section of the jaws means that smaller items can also be gripped securely. Ideal for mechanics and plumbers and they make great welding clamps. The pliers are 12 in length and feature a one-handed release mechanism with soft-grip handle to allow increased grip and ease of use. The large, knurled adjustment screw has a through-hole to allow fitment of a T-bar if necessary (not included). The tool is manufactured from chrome molybdenum steel and the body of the pliers is heat-treated for strength and toughness.

A terrific, practical addition to your toolbox. Available now from your Laser Tools stockist, always remember to check for the best prices and special offers.

GO TO WWW.RDR.LINK/VAE026

Within its successful SmartFlex series, Hankook has introduced new treads in the truck segment for regional up to longdistance traffic in Europe. The SmartFlex AH51 for the steering axle, and the SmartFlex DH51 for the driving axle, respectively offer 15 and 20 percent better mileage in comparison to the previous models.

In the development of both tyres, the company's design engineers used the Hankook SmartLife concept, which particularly focuses on sustainability. The focus here is on the requirement for the products to always offer the highest possible performance from the first to the last millimetre of tread depth.

Like all modern Hankook truck tyres, the two new treads can be regrooved several times thanks to the latest technologies and are of course retreadable.

In addition, the Hankook SmartLife Premium casing, in combination with the Hankook Premium retreading, ensures an increase in tyre life of up to 250% and thus an even further increase in resource conservation and cost efficiency.

SCHAEFFLER TECDOC CATALOGUE Schaeffler has updated the TecDoc driven online catalogue hosted on its aftermarket website to provide users with more functionality and easier access to the OE replacement parts they need.

“Providing garages and parts sales staff with an accurate catalogue to help them identify the correct genuine OE quality parts they need is in keeping with Schaeffler’s policy of equipping them with not only the product, but the information required to successfully carry out a complete and professional repair,” said Marketing Communications Manager, Jeff Earl.

“We have several improvements to the catalogue which enable users to identify the correct replacement part quickly and reliably using a variety of search methods, such as OE and aftermarket part numbers, plus the ability to find vehicle information via a registration lookup that returns much more detailed application data than the traditional dropdown make and model search.”

GO TO WWW.RDR.LINK/VAE027

56 CVW OCTOBER 2021

HANKOOK TRUCK TYRE PORTFOLIO

GO TO WWW.RDR.LINK/VAE029

GRAMMER CINEMA SEAT A strong pair of seats from Grammer with the perfect twist: the MSG 115 is the first premium driver’s seat with air suspension that can be equipped with a swivel adapter, plus the new Cinema Seat from the MSG 115 modular system, which also swivels. In this way, Grammer is offering its OEM customers an innovative solution for greater variability in medium and heavy-duty truck cabs.

With the new driver/passenger seat combination, the Cinema Seat takes center stage.

As its name suggests, the seat surface can be folded up to save space. But that’s not all: the passenger seat has a two-part backrest, the upper section of which can be tilted forward by 90 degrees, allowing it to be used as a table or storage area.

GO TO WWW.RDR.LINK/VAE028

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THE

A-Z OF

BATTERIES Throughout the year, we have teamed up with Ken Clark from Rotronics, the UK’s leading battery management expert, to provide you with monthly A-Z tips, interesting facts and vital guidance. This month is the turn of O and P.

O

IS FOR OCV

A common myth is that all batteries are in good order if they show voltage of 12.4 when tested: this is not necessarily true. Voltage isn’t always the key measurement to check. A failing battery could take on the necessary charge to get to 12.4V, but if it then experiences any load, and then the cranking of the engine, it will fail. The OCV – open circuit voltage – is not the ultimate indicator of a battery’s health, it is simply a state of charge measurement – a quick check on the voltage, but it gives you no hint of the health and capacity of the battery. This can only be found by measuring the holy trinity of cranking capability, the reserve capacity, and the charge acceptance.

These first two factors will be influenced by the voltage, but don’t be fooled by surface measurement. This may have come from a short sharp charge or a jump start, and this can mask additional issues. The surface charge may be showing to be good, but the depth of charge could be non-existent. This will be proven when you crank the engine over or put loads on the battery.

P

TAKE AWAY TIP

✓

As an absolute minimum, test the cranking capability, and, where possible, test the reserve capacity and charge acceptance.

WWW.RDR.LINK/VAE030 (EXP1000FHD) and WWW.RDR.LINK/VAE031 (DCA8000) to look at the technology that will do this for you and measure all three criteria in a simple automated process.

IS FOR PERFORMANCE

Keeping a battery in a good state of charge is all about maximising its rated capacity and measured performance. It’s all about testing and charging to achieve optimal function. You want your batteries to have enough capacity to handle any of the duty cycle requirements of each vehicle, to prolong the life of the battery and minimise risk of failure and nonstarts. We can track the lifecycle performance of your batteries through our online interactive dashboard ROBIS, which acts as your lowest cost digital analyst and remote technician.

TAKE AWAY TIP

✓

Failed warranty claims are expensive, and Rotronics’ customers have saved small fortunes by using ROBIS to achieve positive claims.

ROBIS has responsibility for the road map that ensures your vehicles start first time, get to their destination, and you get no late delivery fines. You won’t have roadside defects due to battery issues and there will be no unnecessary battery spend because you’ll have consistent battery management quality standards and workshop practices. To learn more about how ROBIS can become the eyes and ears of your workshop, WWW.RDR.LINK/VAE032.

For more information on Rotronics, products available, and the battery management programmes, email info@rotronicsbms.com, call Ken Clark on 0121 514 0605, or

WWW.RDR.LINK/VAE033.

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ADVERTISEMENT INDEX Autolift Ltd ........................................................ (page 47)

Mannol .............................................................. (page 42)

Ben .................................................................... (page 51)

Merridale Ltd .................................................... (page 49)

Bowmonk Ltd .................................................. (page 49)

Mirka (UK) Ltd .................................................. (page 53)

Castrol UK Ltd .................................................. (page 25)

Morris Lubricants .............................................. (page 15)

Castrol UK Ltd .................................................. (page 49)

Osram .............................................................. (page 42)

Clarios ................................................................ (page 4)

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

CVW Online ...................................................... (page 51)

Robert Bosch Ltd ............................................ (page 19)

Ferdinand Bilstein UK Ltd ................................ (page 21)

Rotronics Ltd .................................................... (page 33)

Haldex Europe SAS .......................................... (page 37)

Schaeffler (UK) Ltd ............................................ (page 31)

Jack Sealey Ltd ................................................ (page 39)

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

Juratek Ltd ........................................ (inside back cover)

TMD Friction UK Ltd ........................................ (page 29)

Knorr-Bremse Truck Service ............................ (page 41)

Tribo .................................................................. (page 51)

MAHA UK .......................................................... (page 53)

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

Mann & Hummel UK Ltd .................................. (page 11)

Witham Group .................................................. (page 47)

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58 CVW OCTOBER 2021

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