Commercial Vehicle Workshop January 2020

The trade magazine for servicing and repair professionals

COMMERCIAL

VEHICLE WORKSHOP JANUARY 2020

THE EXPERT NET WORK

How one company plans to reinvent the collaborative approach to trailer servicing

Also in this issue…

■ The future of predictive maintenance ■ A New Year’s challenge for workshops ■ The fleet benefits provided by all-season tyres ■ Competitions

CONTENTS

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Volume 17

Issue 1

REGULARS 5 Viewpoint

12 Business & Training

6 News

44 MECHANEX Monthly

8 Tech Tips

48 What’s New?

SPECIAL REPORTS 14 How automated vehicle inspection scanning technology can improve predictive maintenance programmes 16 A look at Morris Commercial’s electric reimagining of the retro J Type van 18 Atlas Copco looks forward to the future as it celebrates 100 years of operation in the UK

BRAKES 20 The launch of a dedicated service network for trailer brake maintenance 22 The importance of the ECER90 regulations and how that translates to producing top quality components 24 How truck racing helps to develop safer and more efficient brakes 25 Product test: the Bowmonk BrakeCheck solution

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BATTERIES 26 How to save time on maintenance and minimise TCO 28 Rotronics sets CVW readers a New Year’s challenge 30 How to adapt to the changing demands on commercial vehicle batteries 32 Why it is important not to neglect the winter battery check 34 The key decision when it comes to undertaking an LCV conversion

WINTER SERVICE & LIGHTING 37 What to do if you’re experiencing issues with frost due to filter blockage 41 How all-season tyres can help ease potential headaches in inclement weather 42 Why using the right engine oil is especially crucial in colder conditions 43 The safest, easiest, and most cost-efficient option for upgrading a commercial vehicle

COMPETITIONS 46 Your chance to win a brake potentiometer!

47 Get your hands on an Amazon Echo Dot in this month’s Tea Break Teaser!

JANUARY 2020 CVW 3

VIEWPOINT

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THE CHANGING TIDE

Editor CIAN BRITTLE Editorial Assistant LAURA GUALDI Consulting Editor SHARON CLANCY Advertisement Manager ALEX DILLEIGH Group Advertisement Manager ROBERT GILHAM Graphic Designer GEMMA WATSON Group Production Manager CAROL PADGETT Publisher BRYAN SHANNON Subscriptions Commercial Vehicle Workshop is a business magazine for companies and individuals involved in all aspects of commercial vehicle servicing.

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

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

Printed by Wyndeham (Roche) Ltd Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts WD24 4YF Tel: (01923) 237799 Website: www.hamerville.co.uk Copyright © 2020

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s the dust settles on a particularly chaotic election, we now know the makeup of our Government for, at most, the next five years. Boris Johnson and his Conservative Party have won a convincing majority, but irrespective of your opinion on this outcome, this will hopefully deliver some certainty surrounding a particular ‘B-word’. Whilst our exit from the European Union has developed a propensity for missing deadlines, Johnson has nailed his campaign colours to the Brexit mast. After his win, he told his supporters: “We will get Brexit done; no ifs, no buts, no maybes.” We can only hope this turns out to be true. Furthermore, whilst we may still lack details over what impact Brexit negotiations will have on the economy, we can at least predict some topics that will be centre stage in 2020.

Concerns over global warming and urban air quality will mean a continuing focus on reducing vehicle emissions through investing in the latest Euro 6 vehicles, alternative fuels, and electric vehicles. At the very least, it seems the Government’s demand for cities to have Clean Air Zones will see the more polluting trucks (namely those that do not meet Euro 6 emissions standards) banned from city centres or pay punitive daily charges for access. The implementation time for CAZs is short, and there is no acknowledgement that banning large HGVs might actually increase congestion (and emissions) if the load carried by one HGV has to be delivered by a fleet of smaller vehicles. Even if operators are willing to invest, there is not a queue of right-hand drive Euro 6 trucks waiting to go into service.

So, expect the focus on alternatives to diesel power to continue apace. There will be an impact on workshop procedures. Euro 6 trucks have additional servicing needs, and while gas- and electric-powered trucks may not be mainstream now, they will form a larger part of the vehicle parc going forward, and technicians will need to update their skills.

Meanwhile, on a practical note, there is still three months of winter weather in front of us, posing all the usual challenges to normal operations as vehicles struggle to cope. Bad weather can cause unplanned downtime and, whilst not all roadside breakdowns can be avoided, taking extra precautions can help avoid some of these costly interruptions to operations. As such, this issue has a big focus on winter service, including how to react to poor cold-start performance (page 37) and why it’s important not to neglect the winter battery check (page 32).

Enjoy the issue and happy New Year to you all.

Sharon Clancy Consulting Editor

10,066 From 1 July 2018 to 30 June 2019

Associate member

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

JANUARY 2020 CVW 5

NEWS

©denissimonov/AdobeStock

Crown Court Judge acquits Klarius directors Manchester Crown Court has found five current and former directors and managers of Klarius Products cleared of any criminal activities, after being investigated by the Department for Transport.

All were formally acquitted and found ‘not guilty’, without the commencement of a trial. The Crown Court Judge referred to a “shambolic failure”, and ruled that no member of the team should stand trial.

Klarius self-reported problems in 2014, and worked with the VCA through to the end of 2015 to rectify production and administrative issues.

The VCA found no intentional misconduct and praised Klarius for its co-operation.

In his ruling, the Judge referred to individuals from two competitor companies who allegedly sought to make commercial gain from the situation. The Department for Transport indicated that it could not pursue the case, and invited the Judge to acquit all five defendants.

Paul Schofield, solicitor for Tony Wilson, commented, “Today’s ruling marks the end of a case that we have always maintained was completely misguided, unfair, and inappropriate.”

Lawyer Anthony Barnfather, who also instructed in the case, commented: “This is one of the most unjust prosecutions I have ever come across.

After years of being wrongly accused, the directors can now get back to business without a stain on their characters.”

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©KM.Photo/AdobeStock

FTA helps to demystify brake test reports Commercial vehicle operators are struggling to decipher their brake test reports, claims FTA. To help operators understand the complex documents, FTA has launched an online guide, ‘brake test report’.

FTA’s Head of Engineering and Vehicle Standards Policy, Phil Lloyd, stated, “Transport managers without an engineering background should understand that even though a report says ‘pass’, there may still be issues that need to be considered.

“This guide will help readers understand how brake performance is

calculated and what else they should be looking out for, and will help to decipher some of the engineering jargon that is often included in the reports.”

Kevin Rooney, Traffic Commissioner for the west of England, commented, “Analysing brake test printouts carefully is vital. It is how operators and transport managers can make sure roller brake tests complement the preventative maintenance inspections. Without this, how can they know whether the braking systems are in good working order and properly adjusted?”

CVW teams up with the Commercial Vehicle Show The 2020 Commercial Vehicle Show, held at the NEC Birmingham from 28th-30th April, will see CVW partner with the organisers to present the ‘Commercial Vehicle Workshop Theatre’.

The theatre, situated in the WORKSHOP ZONE in Hall 4, will host a number of topics, including how to stay compliant, best practice for workshops, and electrical and mechanical diagnostics.

The WORKSHOP zone spans the commercial vehicle aftermarket maintenance sector, showcasing everything from OE components and replacement parts

to maintenance management systems and garage, workshop, and body shop equipment.

Look out for more news, as well as further details on the theatre programme, in CVW and on our website as we build up towards this year’s Commercial Vehicle Show. To register to visit this year’s show, www.rdr.link/VL001

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HGV market falls in Q3 as new regulation hits registrations The UK new heavy goods vehicle (HGV) market declined by 13.1% in Q3 2019, according to figures released today by the Society of Motor Manufacturers and Traders (SMMT).

8,557 heavy trucks were registered between July and September, a result of regulatory changes that saw operators pull purchases forward into the first half of the year.

Registrations of rigid trucks declined by a fifth (20.5%) in the third-quarter, with a 28.5% decrease in the >6-16T segment and a 15.7% decline in the >16T segment.

Meanwhile, demand for artic vehicles also fell, by 3.4% to 4,100 units. Tractors remained the most popular vehicle despite a 4.7% drop in demand, accounting for almost half of the market. All other body types experienced declines, with curtain

©storm/AdobeStock

sided trucks experiencing the biggest percentage fall, down 28.0%.

Despite the fall in the quarter, the new HGV market remains strong in the year to date, with registrations in the first nine months up 18.8% year-on-year to 36,021.

Both rigid truck and articulated vehicle registrations show growth, up 16.2% and 22.4%, respectively. Mike Hawes, SMMT Chief Executive, said, “Given the rush to register new trucks before the introduction of new regulations in June, the slowdown in quarter three was anticipated, and we expect to see the market to continue to rebalance in final part of the year.

“To curtail further losses, however, and to get more of these high-tech low emission vehicles on our roads, we need the right conditions to give operators confidence to continue to invest in their fleets.”

GS Yuasa gives power to H.O.P.E

Battery manufacturer GS Yuasa has donated two of its YBX5625 Super Heavy Duty (SHD) batteries to the South Wales homeless group, Helping Open People’s Eyes (H.O.P.E).

Led by Ian and Tammy Smith, H.O.P.E aims to help rough sleepers in the Newport area by offering them somewhere safe to stay, in this case a repurposed London bus, whilst the team consists exclusively of volunteers. With 12 beds, showering facilities, and a fully kitted-out kitchen, the bus offers temporary refuge and space to socialise.

The battery manufacturer donated one of its Yuasa smart chargers to maintain performance, reducing the need for reconditioning via the bus’s alternator-driven charging system.

The Yuasa YBX5625 SHD is specifically designed for use in heavy duty applications, and its low selfdischarge rate and maintenance free design make it the perfect solution for H.O.P.E. It’s part of the four-tiered Yuasa YBX SHD range, providing one of the most comprehensive and highest specification offers on the market.

©Björn Wylezich/AdobeStock

TECH TIPS

Under its Borg & Beck brand, First Line has a comprehensive rotating electrics programme, which contains more than 1,100 starter, alternator, and alternator free-wheel pulley references. Here, they extend their expertise to CVW to shed some light on a few common issues found in the Ford Transit 2000-2006.

Don’t blow your FUSE

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longside traditional designs, the rotating electrics range also includes a growing number of water-cooled and stop-start starter/alternators to provide a complete product solution. All Borg & Beck rotating machines come with a comprehensive twoyear warranty against manufacturing defects for total peace of mind. It’s the

company’s expertise in this product group that enables Borg & Beck technicians to advise on common problems occurring with the Ford Transit (2000-06) model, in regards to both starters and alternators.

For more information about Borg & Beck’s range of electric solutions, www.rdr.link/VL002

Diesel starter incorrect diagnosis or fault Diesel starter

PROBLEM: These starters can become sluggish or will start to click when there is a high resistance or voltage drop.

PROBLEM: Dust and metallic filings can contaminate the starter drive assembly, which will lead to premature failure. This contamination is due to debris from the dual mass flywheel (DMF). These starters also often suffer from premature failure due to contamination from diesel fuel, which is caused by the continual drip of a fuel leak that gradually seeps into the starter and disintegrates the brushes.

EXPLANATION: This is often caused by the main battery cable to the starter being contaminated or worn. The starter cable will then fill with water, which corrodes the aluminium core.

SOLUTION: The contamination quickly builds up again if the clutch and DMF are severely worn. Borg & Beck therefore recommends the replacement of the clutch and flywheel assembly at the same time as the starter. A longterm solution is to replace the original clutch/DMF with a single mass flywheel kit (Borg & Beck reference HKF1001).

Diesel alternator charging failure

8 CVW JANUARY 2020

PROBLEM: Misdiagnosis SOLUTION: These starters can be incorrectly diagnosed as being at fault when the terminals on the starter relay are contaminated or corroded, which causes the relay to stop working, and will then stop the starter solenoid from working.

PROBLEM: Corrosion/damaged wiring to the alternators 3-pin plug ‘sense’ connection is a common cause for premature failure on transit alternators. It is worth noting that the failure of the ignition relay will cause the battery light to stay on after the fitment of the new alternator.

SOLUTION: These issues are simple to prevent, but cannot always be seen straight away by technicians. However, by raising awareness of the common issues such as these on Ford Transit starters and alternators, they will take much less time to solve.

BUSINESS & TRAINING

A JOINT EFFORT

CVW finds out more about the two-day training course now on offer to the commercial vehicle trailer maintenance market as a result of the recent collaboration between BPW and GTG.

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xle and suspension manufacturer BPW has partnered with Glasgowbased GTG to provide heavy axle training courses in Scotland. The combination of GTG’s training expertise and BPW’s engineered axle and suspension systems helps to strengthen BPW’s commitment to giving trailer maintenance the same level of importance as the truck.

The course, which was first held on December 3rd and 4th of last year at GTG Glasgow’s Kilbirnie Street training centre, will run in every month of 2020.

Neill Groves, BPW Sales and Marketing Director, explains, “In our drive to support the market with the necessary workshop skills, BPW has always invested in creating training opportunities, whether it be through our in-house training facilities in Leicester, or our mobile training vehicle, the Infomobil.

“With the industry’s increasing focus on the demand for skilled technicians, GTG was an obvious choice of partner to provide local workshop training with its excellent facilities and expertise in commercial vehicle training.”

When it comes to profiting from your

running gear, training is paramount. BPW sees it as investment worth protecting to ensure its longevity, efficiency, and performance. By correctly maintaining the equipment, fleet operators can be confident in the safe, day-to-day operation of their vehicles. They can also expect to see a reduction in downtime, longer service intervals, and, ultimately, financial gain.

Automotive Training Manager for GTG Iain Wallace adds, “As a result [of this partnership], we can now offer the much-

needed axle maintenance course for Scotlandbased companies who haven’t previously had access to it. BPW has provided our trainers with extensive expert guidance, and has also supplied axles and training. We look forward to bringing a range of new skills to technicians in Scotland, and working with them to develop more courses in the future.”

GTG will provide BPW’s training course throughout the year, and will cover several modules. These include the patented BPW ECO hub systems and drum and disc brake technology, as well as the BPW range of suspension systems. BPW’s certified training programme ensures that technicians are held to exacting standards.

For more information on the two-day training course on offer from BPW through www.rdr.link/VL003 GTG, JANUARY 2020 CVW 11

BUSINESS & TRAINING

MIND YOUR HEAD Ensuring health and safety compliance is sure to cause many a headache for fleet managers and workshop owners. However, Van Guard has endeavoured to put minds at ease with its latest innovation: the Van Guard Ladder Loader.

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an Guard has launched a mechanically-aided ladder loading system. Initially unveiled at the CV Show 2019, the Van Guard Ladder Loader has been designed to allow for a safe and effective method of loading and unloading ladders from the roof of a van to ground level.

Whilst clambering on a van seems a straightforward way of accessing a ladder on the roof of a van, it can prove to be dangerous with the unpredictable British weather and challenging means of access.

The hydraulic system in the Ladder Loader allows for easy ladder management and the reduction of risk where the van’s roof is over head height.

It’s crucial to guarantee the security of a ladder when it’s placed on a van’s roof as you risk hurting not only yourself when attempting to remove it, but also other road users should it fall off the roof whilst in transit.

Therefore, the Ladder Loader has undertaken vigorous safety tests. It has been crash tested at 30mph to the industry

standards of 20g to ECE Regulation 17, and is a fully TÜV GS certified system. Three sizes of Ladder Loader are available, with the MAXI Ladder Loader options allowing for the carrying and safe transportation of two ladders.

Designed to utilise Van Guard’s aluminium van roof bars, Andy Woodward, Sales & Marketing Director at Van Guard, explains, “The introduction of the Ladder Loader, alongside the recently launched range of aftermarket van locks, allows Van Guard to be your one-stop shop for the safe transporting and security of tools and equipment, both internally and externally.”

For more information on the Ladder Loader from Van Guard, www.rdr.link/VL004

SPECIAL REPORT

Becoming FUTURE-PROOF UVeye, provider of automated vehicle inspection solutions, explains how fleet managers and technicians can increase the efficiency and accuracy of predictive maintenance programmes with automated vehicle inspection scanning technology.

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eeping vehicles on busy fleet, with vehicles the road and in a undertaking regular longhealthy state of haul journeys, problems repair is the top priority for are inevitably going to rear fleet managers. After all, their ugly heads. However, downtime directly correlates there are a number of to lost revenue and approaches to keep these productivity. Whilst some to a minimum. measure of scheduled These include actions downtime is to be expected, such as: making sure you with annual MOT buy high-quality vehicles inspections and pre-planned and parts from the outset, maintenance to ensure that investing in regular the vehicle is safe to be on training of drivers so that the road, fleet managers they treat vehicles with Amir Hever, Co-founder of UVeye have an obligation to take respect and diligence, and, steps to minimise unexpected outages. of course, monitoring for issues to help The most common culprits for these perform predictive maintenance. It is the unplanned ‘off times’ are damaged and predictive maintenance aspect of this list underinflated tyres, flat batteries, oil leaks, where many fleets come unstuck, but this minor electric faults, and brake system also happens to be where AI can make a failures. In the day-to-day operation of a significant difference.

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What is predictive maintenance?

It’s been said that an ounce of prevention is worth a pound of cure. When we think about how this applies to the world of fleets, those ounces stack up and get really heavy, really quickly. For example, if you discover that there is damage to the oil drain plug on the vehicle, then you can quickly and cheaply fix it before it causes an oil leak. If you fail to catch it, then you can expect a litany of costs to head your way.

For starters, there is the oil that will leak out, possibly causing damage to the engine.

Next are the costs that will be involved in lost time, and any additional costs if the low oil level causes a problem for the vehicle whilst it is out on a delivery. This, in a nutshell, is why predictive maintenance is so important.

How to implement it for fleets On a very basic level, getting predictive maintenance right is mostly about paying

“It’s been said that an ounce of prevention is worth a pound of cure. When we think about how this applies to the world of fleets, these ounces stack up and get really heavy, really quickly.”

■ Lack of visibility over the status of fleet

attention to your vehicles. It means implementing practices and processes that make sure vehicles are being checked regularly, ensuring that the aforementioned issues are addressed and do not develop into more serious ones further down the line.

Many companies require their drivers to perform inspections before starting their route, looking around the vehicle for any easily noticeable issues that could impact its safe operation. If an issue is detected, then that team member has a duty to report it and flag the vehicle for repair at the workshop.

Identifying issues as soon as possible allows fleet managers to plan accordingly around the downtime, avoiding the additional inconveniences and higher costs associated with an unexpected obstacle.

Challenges to regular inspections As is often the case, though, implementing and following through on a preventative maintenance programme is easier said than done. Challenges can include: ■ Limited time to carry out regular

inspections.

■ Human error.

vehicles by management.

■ Difficulty in inspecting hard-to-view areas of the vehicle, such as the undercarriage.

These challenges are relevant not only for the drivers and day-to-day managers who oversee the fleet, but for their workshop technicians as well. Whether a company has an in-house workshop or a contract with an external firm, carrying out these inspections in a manner that is both comprehensive and time efficient is a considerable challenge.

Time constraints mean that checking the air pressure of tyres, as well as general wear and tear, along with lifting the vehicle up for undercarriage inspections, are often overlooked or they are hard to accommodate on a checklist. Furthermore, taking the vehicle out of circulation to the workshop just for these check-ups is a tall order for fleet managers to request. So, how should you look to carry out inspections diligently and efficiently?

Automated vehicle inspections Considering the challenges of the manual inspections, automated systems that capture high-resolution images of vehicles as they pass through the scanning devices during normal operations such as entering or

exiting their depot or workshop are improving things for the better.

These images are analysed in a matter of seconds, producing a report that detects any and all anomalies, alerting teams if an action is required. For example, if a van or truck drives over an under-vehicle scanner, which then detects that the oil plug looks a bit loose or that there are the beginning signs of an oil leak, then the system can flag this to the fleet manager. This approach also holds an advantage for the workshop receiving the vehicle, in that they receive a full report of the vehicle’s undercarriage before it even arrives, allowing them to save time and make their repairs.

Tyre inspections pose another case for AI, as the same technology can be harnessed to scan the vehicle’s tyres every time that it leaves the facility, looking for issues that can put it at risk before even exiting the premises.

Automated inspections take the work and human error factors out of keeping up with a preventative maintenance routine, minimising downtime and costs over the lifetime of the vehicle.

For more information about UVeye’s range of AI-based vehicle inspection solutions, www.rdr.link/VL005

JANUARY 2020 CVW 15

SPECIAL REPORT

Back to the FUTURE

When you think of an electric vehicle, what comes to mind?

Your mind might conjure images of bright LED lights and the latest technology, hidden cleverly within a sleek, modern shell. What you probably don’t think of is the Morris JE: a reimagining of the retro J Type van.

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ith a unique modular chassis and a one tonne payload, Dr Qu Li, CEO and Founder of Morris Commercial, claims that the JE is the first focused effort to create a functional, fully electric light commercial vehicle without compromising style. “Design is not often the main factor when it comes to LCVs,” she explains. “We are breaking the mould.”

Not limited to just being an electric vehicle, Mike Schooling, CTO and Founder of Indra Renewable Technologies, highlights that the

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JE is also “grid ready”, meaning that users will be able to discharge the battery as well as charge it, selling energy back to the grid in the process. Mike claims that on a domestic scale, you can save up to £80 per month, a potentially alluring incentive for a fleet owner concerned about rising fuel prices.

Dr Li also describes the van as “one to build your business in”, commenting that much of the current buyer interest comes from small businesses, as well as the events and hospitality industries.

Breaking the mould Dr Li claims that the automotive industry is facing a revolution that will force VMs to offer “long term sustainable solutions”.

Historically, vehicle manufacturers (VMs) have opted to combat combustion at the commercial source, honing their focus in on the passenger car rather than at a wider vehicle parc that includes commercial vehicles. Such a heavy focus on the former to reduce emissions is arguably misguided, given that LCVs alone account for 2.5% of total EU CO2 emissions. According to the European Commission, provisional data shows that average emissions have decreased by 14.2% since 2010 – it may be time to extend the focus to a wider vehicle parc.

Despite passenger cars being responsible for around 12% of total EU CO2 emissions, LCVs individually have much higher emissions than cars – it therefore seems that a focus on commercial vehicles might be the way forward in the ‘electric revolution’. If the LCV corner of the sector is cracked, this

could eventually extend to the more heavy duty trucks of the sector, especially as, according to the Ministry of Transport, heavy goods vehicles alone account for 16% of greenhouse gas emissions in the UK. Lower road freight emissions may also inspire heavier use of the electric method in other sectors – air freight is a notoriously large contributor to greenhouse gas emissions, and the normalisation of electric heavy duty transportation might be the next step in encouraging large corporations to adopt a more sustainable solution for the future.

Dr Li also appears to see the potential for expansion here, explaining that the JE’s chassis is of a modular design which can be altered and applied to larger LCVs and, eventually, HCVs. The chassis allows for a maximum storage space of two euro palettes, and with a range of 200 miles and 12 second brake testing from 0 to 60mph, it’s clear that the JE doesn’t compromise practicality for style.

A paradigm shift There are currently two million electric vehicles on the road, and this number is

expected to increase tenfold by 2030. At £60,000, the JE may not be the most costefficient option for the budding business, but Dr Li claims that by 2030 there will be a “large shift” in terms of price that will incentivise the use of electric technology.

At present, electric vehicles are often significantly more expensive than those using combustion engines, and fleet owners are unlikely to make this investment without a price incentive. When the price of the electric battery drops and the technology becomes more common, however, this will change. Traditional vehicles will no longer

have the market advantage of being more convenient with the introduction of a larger infrastructure to support EVs, and cheaper service and fuel costs will make the electric commercial vehicle the obvious choice for businesses to use. Furthermore, congestion zones and emissions legislations will continue to get tougher, and an electric solution will allow businesses of all sizes to comply with these inevitable restrictions.

Morris claims that they are ahead of the curve in this sense, and the company hopes to sow the seed further. Only time will tell how quickly the ‘electric revolution’ will be adopted by the commercial sector, but it’s clear that the company is lighting the way.

To watch a video looking at the Morris JE www.rdr.link/VL006 in more detail,

SPECIAL REPORT

CENTENARY CELEBR ATIONS

Hemel Hempstead-based Atlas Copco has celebrated 100 years in the UK, and, at its celebratory event in London, CVW hears how the company’s looking forward to the future.

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n its 100 years of existence, there have been a number of notable milestones for Atlas Copco. These have included the launch of the world’s first oil-free, rotary screw, stationary compressor in 1967; the first compressor with integrated variable speed drive in 1994; and the launch of the VSD+ compressor in 2013.

Now, Atlas Copco is looking forward to the next 100 years of operation in the UK, at a time when megatrends such as digitalisation, electrification, and artificial intelligence are set to transform the face of modern industry. As a result of this, the company has embarked on a significant process of electrification, with battery and hybrid products expected to reduce its carbon emissions by 50% by 2030.

“We are proud of our long history in the UK, and the future looks very bright,” says Alex Bongaerts, UK Holdings Manager at Atlas Copco. “In our opinion, there has never been a better time to be operating in the industrial sector. Digitally enabled technologies are transforming the way we design, build, and operate equipment such as compressors. Indeed, Atlas Copco hopes

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the next 100 years will be as successful as our first century of operations in the UK.” Bongaerts continues, “One of the major areas of emphasis going forward will be the continued drive towards sustainability, particularly in terms of the electrification of equipment such as mobile compressors and generators, lighting towers and pumps.

“Traditionally, much of this type of equipment has been driven by diesel engines, but in urban environments or events such as music festivals, there is a desire for cleaner and quieter performance. That is resulting in the development of a wide range

of battery-powered and hybrid products, that deliver reductions in carbon emissions.

The future will require all of our products to be designed with a great deal of environmental consideration in mind.”

Atlas Copco describes how technologies such as the Internet of Things – driven by the application of sensors, software, and connectivity – would give industrial organisations much better visibility of their assets, delivering significant advances in areas such as remote monitoring and predictive maintenance.

The use of artificial intelligence, meanwhile, would allow equipment such as compressors to track and make process improvements autonomously as independent cyber-physical systems. This could ultimately lead to a situation where compressed air systems operate independently in their own right, making autonomous adjustments to pressure and flow to facilitate process improvements.

For more information on Atlas Copco’s plans for the future, www.rdr.link/VL007

BRAKES

Watching the TRAILERS

Trailer brake servicing is safety critical, but service support can be patchy, leading to prolonged downtime. Knorr-Bremse is launching a dedicated Trailer Expert Network of workshops with trailer expertise to address the problem. Account Manager Ben Worby explains the concept, and how CVW trailer workshops can get involved.

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What’s different about the Expert Network for trailers and why is needed?

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We aim to speed-up the response time to trailer off-road breakdowns and have a faster resolution of warranty claims by providing a nationwide network of specialists in trailer braking systems.

Despite OE trailer braking equipment and EBS system manufacturers spending considerable time in design, development,

and testing to ensure in-service reliability and performance, unplanned component failures do happen. This is due to the tight design tolerances and demanding operating environment, so occasionally even premium products can fail prematurely before the warranty period has expired.

Any unplanned downtime of trucks or trailers is a major issue for fleets tasked with time-critical deliveries, so when a fault develops, they expect the vehicle back in

“Modern trailers have ever-increasing functionality and complexity, including EBS and auxiliary functions such as tyre-pressure monitoring systems and reversing cameras, requiring greater expertise from technicians.�

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operation in the shortest period of time.

That requires the service agent to have the ability to diagnose, repair, or replace faulty components in rapid time.

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What causes delays to trailer warranty repair claims?

With warranty faults on trucks, operators can usually rely on the OE vehicle manufacturer and a wellestablished, national service network to deal with any unplanned breakdowns.

In the UK, however, trailer manufacturers expect the OE braking system supplier to take responsibility for managing any potential warranty-related breakdown, including attending the faulty trailer and repairing it. This can lead to delays in repairing the trailer.

System suppliers to the OE trailer builders provide service support via approved independent agents, rather than through their own dedicated service support network. Currently, we believe the number of trailer braking experts is limited, thus the service coverage around the UK can be quite patchy.

This is partly because modern trailers have ever-increasing functionality and complexity, including EBS and auxiliary functions such as tyre-pressure monitoring systems and reversing cameras, requiring greater expertise from technicians.

Long-term, the level of expertise required for trailer braking systems will grow even more with more advanced driver-assist systems and greater integration between tractor-trailers. This requires greater collaboration between the OE brake system supplier and trailer fleet support providers.

Additional systems will result in more diagnostic information becoming available, which in turn will require service technicians to update their skills and become experts in a wider portfolio of components.

Q A

How will the Trailer Expert Network address these issues?

Fleets are entitled to expect support from professional service agents for the safe correction of any trailer faults.

Knorr-Bremse will provide a comprehensive network of fully trained technical and support services across the UK for both fleets and OE trailer manufacturers.

The company is revamping the current service network to offer a harmonised quality standard across all its European workshops. Brake system service agents will ensure that replacement parts are available and that technicians have the upto-date diagnostic software, tools, and

Applying to become a Trailer Expert partner knowledge to provide the highest quality and efficient service. There will be a full list of approved Expert Network Partners on the Knorr-Bremse website.

Q A

How will fleets benefit?

The network will result in a faster response to, and resolution of, any braking system-related warranty claims – sometimes fleets are unsure whether a component failure is covered by warranty or not, and resolving this issue can delay the repair whilst it awaits assessment.

Under the Expert Network, delays for warranty claims will be reduced to the minimum: fleets will be able to contact an Expert partner to assess the claim, rather than wait for a central response. Partner workshops will be given a recommended parts list to ensure repairs are not delayed whilst awaiting parts.

Q A

How will standards be assured?

Full training and ongoing support will be provided by Knorr-Bremse, with continual reviews and two-way feedback to ensure a high standard of workmanship and that customer care is maintained.

Knorr-Bremse is now recruiting workshops with trailer expertise for the new network.

It plans to roll out the network during 2020. Knorr-Bremse is discussing details with a cross section of service providers to understand what level of support they need from Knorr-Bremse to reach the level of expertise required. CVW workshops who would like to be considered should email: technical@knorr-bremse.com.

The cost?

Membership to the Trailer Expert Network is free, but there is a cost associated with the required service tools.

Updates on new products, software updates, and tools will be provided regularly to partners, who will also be able to access a dedicated, free-ofcharge technical support hotline.

Technicians will be provided with the latest Knorr-Bremse training packages, which can be conducted on-site.

For more information online, www.rdr.link/VL008

JANUARY 2020 CVW 21

BRAKES

Peak PERFORMANCE Juratek takes CVW through the history and importance of the ECER90 regulations, and how it uses them to produce top quality components for the commercial vehicle sector.

OEM DESIGN

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t’s been 20 years since the ECER90 safety regulation was introduced for replacement disc brake pads and drum brake linings. The aim was to establish a common minimum standard of braking performance, product integrity, and manufactured quality for replacement brake linings across the whole of Europe. Prior to the introduction of ECER90, the market was unregulated and products of dubious quality could be sold with impunity, posing safety risks to all road users.

The benefits of the regulation were quickly recognised outside of Europe and, as a result, many other countries worldwide have also

JURATEK DESIGN 10 flanged bolts for stress distribution with tapered entry for ease of fit.

adopted this as their safety standard for replacement braking parts. Consequently, the regulation is not just an EU regulation, but a UN one, known as UNECER90.

Once UNECER90 had been implemented for brake linings, attention was turned to the other element of the braking couple: the brake disc and drum. These are also safety critical components, which, prior to the legislation, had no regulatory standards to control their performance, integrity, or manufactured quality.

To respond to this, a working group was formed to develop an extension to UNECER90 to include brake discs and drums. The outcome of five years of vigorous discussion and testing finally resulted in the 02 series of amendments to UNECER90, which is now in force. It applies to replacement brake discs for trucks, buses, and trailers whose brake systems were type approved after 1st November 2014.

Taking advantage Integrated fixing ring, replacing the need for spring washers and spacers.

Mounting surface

Mounting surface

The JURATEK design is mounted on a different section of the hub and is a larger surface area. A greater surface area has much less wear potential. This new fixing method allows full clamping load to be applied directly to the new mounting face, so minimising the risk of torsional movement between disc and hub. Using this new mounting surface also means a new disc can be fitted to a previously worn hub.

22 CVW JANUARY 2020

Whilst brake discs for vehicles type approved before this date do not need a legal approval, there is clearly merit in showing that the whole range of brake discs that you provide meets the legislative requirements and safety standards. This is why over 95% of Juratek’s range of CV brake discs are now UNECER90:02 approved.

The approval for replacement brake discs and drums follows the same concept as replacement brake linings. Performance checks ensure that the part meets the requirements of Regulation 13, the braking regulation that all new vehicles must meet before they can be sold on the market.

Then come the structural integrity tests.

These tests, including the thermal fatigue test in particular, lie at the heart of UNECER90:02 for replacement brake discs and drums. They are designed to ensure that replacement parts match the capability of OE parts in dissipating high levels of braking energy, without excessive cracking or structural failure. As with brake linings, replacement brake discs and drums will carry the “E” approval mark, which will be of the following general form: E11 02 C 0359 7248. “E11” in this case indicates approval by the UK.

In addition to the exacting standards imposed by the UNECER90 regulations, Juratek also looks for ways to improve on existing OEM design. The latest version of the DAF111D, for example, is a case in point. The original design consists of a complicated fitting kit to attach the braking ring to the hub. So as not to infringe on the original patented design, Juratek has reengineered the disc, which differs from others in the aftermarket.

Whilst other versions contain discs that fit on the same mounting surface as the original, Juratek’s design fits on a different plane of the hub, and claims that this prevents the hub from wearing over time.

When fitted to a new or un-worn hub brake disc, the fit is perfect, but this is not usually the case for installation on a worn hub. This is where Juratek’s design shows

its advantage – fitting to a worn hub is no problem, as the surface it is being fitted to is free of wear. This also saves the cost of having to replace a worn component, which can typically be around £500 per hub.

For more information online, www.rdr.link/VL009

BRAKES

BR AKE-NECK SPEED

As one of the key aspects that ensure the safety of those both on and off the road, it’s difficult to underestimate the importance of braking components. Although an everyday staple of all vehicles, febi highlights that they also play an important role in the wilder side of the commercial vehicle industry: truck racing.

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rake discs and pads are subject to mechanical and thermal loads of up to 800°C in even the most mundane of circumstances. These thermal loads, along with environmental factors such as water, grit, and dirt from roads, significantly impact wear. To combat this, febi aims to offer products that match OE quality, with safety as a core focus. Internal quality control tests ensure that the components can meet the increasing demands of the road whilst contributing to road safety.

All febi brake pads are finished using the ‘scorching’ process after manufacture. This involves ‘baking’ the brake pads at high temperatures, approximately 700°C. Any remaining non-cured binding material left over from production is extracted this way.

As a result, reduced bedding in and conditioning of the brakes is no longer necessary.

24 CVW JANUARY 2020

The ultimate endurance test Manufactured for extreme as well as everyday use, febi ensures that brake disc performance is also tested under the harsher conditions of truck racing. Its discs have been regularly used in the sport for years – febi sponsors Team Schwabentruck, one of the team champions of the FAI Truck Racing Championship. The company’s range also includes s-cams, rollers, and brake shoe skeletons, and offers a long-lasting solution

“All febi brake pads are finished using the ‘scorching’ process [which] involves ‘baking’ the brake pads at [...] 700°C.”

by providing parts that are consistent and provide longevity. All febi truck brake discs and pads are manufactured to OE specification, and are ECER90 approved.

A number of professionals, including the experienced racing driver, Steffi Halm, and the former European Champion, Gerd Körber, rely on brake discs from febi, and, seen from their accolades, use them to great success.

As such, febi offers braking solutions for a large range of commercial vehicle professionals, aiming to provide quality products at competitive pricing to suit all applications. The range offers a long-lasting first-time fit solution, covering all major European manufacturers and models of truck, trailers, buses, and agricultural vehicles.

For more information on febi’s range of brake discs and pads, www.rdr.link/VL010

PRODUCT TEST

BRAKING IT DOWN

Rob Cooper of Commercial Motors, Watford, takes a look at the portable BrakeCheck solution from Bowmonk.

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egular brake tests are required by the DVSA for all commercial vehicles of 7.5 tonnes and over. As a minimum requirement, the agency is asking for a quarterly voluntary brake test to be carried out in addition to the annual MOT test.

In most cases, the DVSA would prefer this test to be carried out as part of the sixweekly inspection. This would have the benefit of highlighting a decrease in braking performance considerably sooner than those performed once every three months, and in doing so, would afford more effective preventative maintenance opportunities.

Evidently, there are still a great number of commercial workshops who are under the misconception that all of the aforementioned brake tests have to be performed on a roller

brake tester.

However, the Traffic Commission has allowed the use of a DVSAapproved brake tester, like Bowmonk’s BrakeCheck, for all non-MOT brake tests.

In relation to these types of tests, Rob says, “It’s extremely easy to use, operation is simple, and it’s lightweight. Plus, it only takes around 10 minutes per test.” To operate, you simply place the BrakeCheck on a level surface, such as the passenger side foot well. Then, once you’ve decided which Service Brake check you’re carrying out, the test can be done in a suitable environment.

“It’s extremely easy to use, operation is simple, and it’s lightweight. Plus, it only takes around 10 minutes per test.”

Rob explains, “The clear display means it’s easy to see the reading, even in a dark footwell. It also has a rechargeable battery, but the battery itself is long-lasting anyway. Plus, the additional wireless printer makes collecting readings even easier. All you have to do is click the ‘Print’ button; it’s much easier than having to record the data yourself.”

However, he points out that the brake tester “doesn’t provide accurate readings for anything over two axles, so it is likely best suited to Light Commercial Vehicles (LCVs)”. Importantly though, he maintains this “useful” device is “as good as it gets for the job it’s designed for”.

For more information on the BrakeCheck brake tester for Bowmonk, www.rdr.link/VL011

JANUARY 2020 CVW 25

BATTERIES

TIME SAVER

The final part of this two-part series sees Dr. Thomas Verghese, Technical Manager at EnerSys, discuss how workshop staff can benefit from the ODYSSEY Performance Series battery, saving maintenance time and minimising total cost of ownership (TCO) in the process.

Direct benefits Immediate and continual savings arise simply because of the battery’s longer service life, meaning more elapsed time before a battery change becomes essential. Additionally, it will spend most of its time in operational use rather than back in the workshop.

The battery’s deep discharge capabilities can help to solve problems that can affect vehicles brought in for maintenance. The vehicle engine may be removed, or its battery isolated to prevent starting, but it may still be powering the vehicle lights or other auxiliary load. Even when it’s believed that the battery is load-free and isolated, there will almost certainly be some elements imposing a power drain, such as a tracker or alarm. The only certain way to avoid this is to completely disconnect the battery cables.

The battery can also reduce cold starting problems caused by vehicles being left outdoors under winter conditions, before being moved into the workshop for maintenance. For conventional batteries, a season’s first frost can expose a developing weakness and cause a catastrophic failure –

26 CVW JANUARY 2020

and this can happen in a maintainer’s yard as well as anywhere else.

These problems can be reduced to a large extent by the extreme temperature tolerance, high cold cranking amps (CCA) value, and deep discharge capabilities of the ODYSSEY battery. Recharging promptly, when required, is recommended as good practice, and charging is very simple. The battery can use exactly the same chargers as any conventional AGM battery that it replaces. If required, dedicated high-current chargers can be used for fast charging.

As it is virtually maintenance-free, the ODYSSEY battery needs minimal time in the workshop. No water top-ups are required, and a high integrity, leak-resistant terminal seal design reduces corrosion and the possibility of an acid spill.

Further advantages Additionally, the battery provides the optimal stable voltages required by today’s electro-mechanical systems for longer than comparable battery types. This reduces stress on certain components, with more stable voltages and lower currents.

Stock control and rotation is much easier, as the battery has a two-year shelf life. It can be stored on open circuit, with no load and without recharging, for up to 24 months or 12.6V, whichever occurs first. This significantly outperforms conventional batteries which would normally achieve only six months’ storage life. When required, the battery can be used as a form, fit, and function replacement for any conventional absorbent glass mat (AGM) type, as it offers both electrical and mechanical compatibility.

Evidence from field testing Even before the arrival of this standardfootprint product, earlier trials with existing UK-based commercial vehicle customers have proved successful. In October 2016, five double-decker buses in Scotland each had two ODYSSEY batteries fitted, replacing two 225Ah blocs. Even with a capacity deficit of 100Ah, the batteries with TPPL technology outperformed the 225Ah blocs in every aspect. On some very cold mornings, only buses fitted with those batteries would start without assistance.

“Problems can be reduced by the extreme temperature tolerance, high cold cranking amps (CCA) value, and deep discharge capabilities of the ODYSSEY battery.”

In another trial, which started in October 2015, small footprint 100Ah ODYSSEY batteries were used to replace 180Ah products; there were no issues detected. The batteries regularly reached a full state of charge after 18 months in service, with excellent discharge operation supporting both auxiliary and engine start functions.

Conclusion This two-part series has firstly explained why the ODYSSEY battery with TPPL technology offers CV operators an answer to the problems created by ever-increasing

battery loads. Then, it detailed how it saves maintenance time and reduces TCO within CV workshop operations. It achieves a longer operating life, of which a higher proportion is spent in active service. It is also virtually maintenance-free, with minimal gassing and no need for water top-ups. This saves maintenance time and eliminates risk of acid spills. Meanwhile, the battery’s tolerance to deep discharge and abuse gives resilience to excessive or unintentional discharging during vehicle servicing.

Logistics is easy, as the battery is identical to conventional batteries for installation, charging, and disposal, yet can be fast-charged if required. Additionally, it has up to two years’ shelf life, and can be shipped without restriction. The ODYSSEY Performance Series battery allows CV fleet operations and maintenance managers to benefit from a technology that has been developed and proven through many years of use in demanding, heavy-duty applications.

For more information online, www.rdr.link/VL012

JANUARY 2020 CVW 27

BATTERIES

NEW YEAR, NEW WORKSHOP?

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hat bit of kit that is currently holding a door open, the kit that was once well-loved and useful – do you wish that it would still work as you cannot afford to buy a new one? It might have even been helping to save money, but worn cables and dirty clamps may have left it less than operational.

CVW has teamed up with Rotronics, the UK partner for CTEK and Midtronics battery management technology, to help inject the dormant equipment lying around

28 CVW JANUARY 2020

Ken Clark, Managing Director of Rotronics, talks to CVW about how workshops can enter the New Year putting their best foot forward.

your workshop with some life. “What never ceases to surprise us when we visit workshops is quite how much unused, but still essential, equipment there is lying around gathering dust. Often, the technicians don’t know where or how to get it repaired,” explains Ken Clark.

He continues, “The questions we always ask are: is it broken? Does it add value? Do you know how to use it? If your tester or charger is showing any sign of fault or malfunction, don’t throw it away! We can help to provide a full repair with warranty, if the product is still in the warranty period.”

So, the Rotronics team is setting CVW readers a challenge: make sure your workshop starts 2020 in the best possible condition to look after your fleet.

Have a good look at your workshop equipment; are you able to look after and manage AGM, EFB, and Lithium batteries?

Is your testing and charging equipment serviceable? This is the time to ensure that they provide the correct readings. Check for any cable wear and tear; are the clamps in good working order and are they clean?

When was it all last calibrated?

Many manufacturers insist that testers should be calibrated each year to conform to audit procedures. Rotronics offers a full calibration service for all testers and strongly advises that you have your testers calibrated and verified every year. This establishes the accuracy and performance of

your tester and makes sure that you are maximising warranty claims and audit conformance.

One key area to consider is software. It is vital to ensure that you have the latest software on your testers to be able to support modern day batteries, stop/start applications, and EFBs. If you give the Rotronics team a call, you can find out if there is an update for your tester, and ensure you are up-to-date with the latest battery technologies for vehicles entering your workshop.

“Good practice would be to stock up on batteries, be aware that these batteries will discharge over time, and ensure that you check them on a monthly basis.”

Winter will always have the biggest impact on battery performance, and this is the time to make sure that you have the full arsenal of chargers required. “One charger per bay is good practice – we always see the best battery performance improvements in workshops that have one charger in each bay,” says Ken. “We need to be mindful about the winter period; batteries are having the toughest time of the year due to the demands on electrical loads. If you have now increased your battery stock for the winter season, it is vital to have a stock charging process in place to make sure that they remain in optimal condition. Good practice would be to stock up on batteries, be aware that these batteries will discharge over time, and ensure that you check them of the batteries on a monthly basis.”

To help bring your workshop equipment back to life, www.rdr.link/VL013

BATTERIES

LEADING THE

CHARGE

As the power consumption of commercial vehicles increases year-on-year, companies have to ensure they are meeting these expanding electrical requirements. John Rawlins, Marketing Manager at VARTA Batteries, explains how the company has adapted to the changing demands.

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ARTA has updated its ProMotive battery range so that, rather than a ‘good, better, best’ approach, it is technology driven depending on the application, number of electrical consumers, and type of journeys the vehicle is making.

Previously, the VARTA ProMotive range was split into 3 main lines; the ProMotive Black, Promotive Blue and ProMotive Silver, all traditional flooded lead acid batteries.

In 2014, the VARTA Enhanced Flooded Battery (EFB) was added to the Silver ProMotive line to cater for the latest heavy goods vehicles, particularly those doing long haul journeys across the continent and those being used for overnight accommodation during those long trips. On top of this, the VARTA Absorbent Glass Mat (AGM) was added to the ProMotive range in 2019. Jointly designed with several leading commercial vehicle manufacturers, it was introduced to energise the increasingly power hungry commercial vehicles of today and the future.

The cabin of many new commercial vehicles is loaded with electrical devices, infotainment screens, and comfort features that aim to make overnights bearable. In addition, commercial vehicle drivers’ habits are changing, and plugging in a phone, tablet, or laptop is not uncommon. Therefore, the AGM technology battery was needed to ensure the latest commercial vehicles remain mobile and provide the high levels of comfort expected from their drivers.

30 CVW JANUARY 2020

ProMotive AGM

ProMotive EFB

VARTA ProMotive AGM, made for heavy commercial vehicles, features a patented PowerFrame grid for reliable starting power, fast recharge, and corrosion resistance. It is the only battery for powering demanding applications like the parking cooler/heater without the battery wearing out and causing downtime – something all fleet managers want to avoid.

The battery is not only ready to cope with the challenges of today’s technology, but also once today’s innovations have become standard features.

The VARTA ProMotive EFB is designed for heavy commercial vehicles. It is made for high energy demands whilst coping with occasional overnight stays in vehicles with standard hoteling and comfort functions.

■ Six times the cycle life compared to conventional batteries ■ For advanced hoteling (overnight) functions ■ For vehicles with an internal air conditioning unit (parking cooler) / heater ■ Designed for end-of-frame installation (EURO 5/6) due to highest vibration resistance

■ Three times the cycle life compared to conventional batteries ■ For hoteling functions (but without parking cooler) ■ Designed for end-of-frame installation (EURO 5/6) due to highest vibration resistance

“The AGM technology battery was needed to ensure the latest commercial vehicles remain mobile and provide the high levels of comfort expected.”

ProMotive Super Heavy Duty

ProMotive Heavy Duty

The VARTA ProMotive Super Heavy Duty is made for commercial vehicles with reliable starting power demands. It is the ideal solution for commercial vehicles doing shorter journeys and those not being used for overnight accommodation. The battery is supplied as Original Equipment to many vehicle manufacturers, guaranteeing your fleet quality and reliability.

The VARTA ProMotive Heavy Duty is the perfect choice of starter battery for agricultural and construction vehicles. It delivers reliable power that can handle a high amount of dust and fertiliser particles whilst minimising downtime.

For those struggling to understand which type of technology would best suit their fleet of vehicles, VARTA’s application matrix (top right) is designed to help:

■ Traditional flooded battery technology ■ For commercial vehicles ■ Ideal vibration resistance for urban distribution applications

■ Traditional flooded battery technology ■ Ideal vibration resistance for agricultural and construction vehicles

VARTA Truck Portal The TCO calculator will help to understand the saving potential of choosing the right battery technology. It shows the advantages of picking that technology by outlining the cost benefits of owning a VARTA ProMotive battery. The TCO calculator asks for mileage information, if your fleet experiences regular breakdowns due to battery failure, and any other likely costs for the vehicle breaking down. Based on this, it shows results of installing the correct VARTA battery versus downtime caused by the vehicle not running, so a fleet manager can easily see the benefit of installing the right battery first time.

To find out more about the VARTA Truck www.rdr.link/VL014 Portal,

BATTERIES

DEEP FREEZE

As the strain on commercial vehicle batteries continues to grow, Bosch provides a reminder as to why it is important not to neglect the winter battery check.

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n average, modern trucks cover around 90,000 miles every year, and drivers will often sleep inside the cab on up to five days each week. On top of this, batteries need to provide enough power to start the engine the next day. Even in the case of stationary operation, batteries power a wealth of safety and convenience features, and also have to cope with frequent charge and discharge cycles.

Because batteries have to cope with increasing strains, they are one of the key reasons for breakdowns, according to

several statistics. Bosch commercial vehicle batteries are powerful, vibration resistant, and maintenance-free and aim to to cut fleet operating costs. However, it is crucial to remember this reduction in cost proves useless if you forget the most important battery check: the winter check.

In colder conditions, vehicle batteries are additionally burdened – low temperatures reduce the capacity of the battery, yet winter leads to additional power consumption due to the increased use of things like rear window and seat heating, lighting systems

Did you know?

Vibration resistance is of increasing importance for commercial vehicle batteries. More and more often, the battery is installed close to the rear axle, thus clearing the space required for AdBlue and SCR catalytic converters. In order to cope with the strong vibrations at the rear axle, however, a high vibration resistance is a vital requirement.

and fans. These systems are often running simultaneously too, and usually at their maximum output. At the winter check, the mechanic will quickly find out if a weakened battery has to be replaced.

When choosing a replacement battery, it is important to consider its performance and service life. With the T3, T4, T5 and TE, the Bosch battery program for workshops contains a wide range of options. In addition, using the universal battery charger – the BAT 690 – means that workshops can reliably charge and test all types of lead acid batteries.

For more information online, www.rdr.link/VL015

32 CVW JANUARY 2020

BATTERIES

A POSITIVE CHOICE BBL Batteries explains why choosing the correct battery is the most important decision when undertaking a Light Commercial Vehicle (LCV) conversion.

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hen an LCV is converted for both welfare and recreational use, the list of power draining equipment required can be extensive: microwave, water boiler, cabin/water heating system, lighting, beacons/light bars, and work lights.

This ignores any devices that could be used for recreational purposes, including toasters, televisions, hairdryers, and kettles.

So, deciding how to power your van conversion is extremely important.

There are many options available out there, with many different battery configurations and technologies to choose from, so talking to a company like BBL Batteries can help to ease any confusion.

The latest offering to enter the van conversion sector is Lithium Iron technology. The LiFOS Lithium Battery from BBL uses this latest technology – Lithium Iron Phosphate (LiFePO4) – which delivers reliable and safe power in virtually

all conditions. It is perfect for voltage sensitive and high cycling applications, including welfare and leisure energy installations, and its key features include:

Depth of Discharge (DOD) All batteries have a DOD. It’s typical to expect a battery using lead acid and gel compounds to give a 50% DOD. This means that, for example, a battery rated at 100Ah will provide usable power of 50Ah. LiFOS has a 90% DOD, providing 61.2Ah of usable power. This means that, to replicate the available power provided by LiFOS, a lead acid or gel battery with over 120Ah of power would be required.

Battery Management and Communication System The software integrated into each LiFOS battery allows it to operate heavy loads of up to 1,000W, whilst ensuring the battery is protected from deep discharging. It can also be charged by most mains lead acid battery chargers (<40Ah), vehicle alternators, and

solar panels. The BMS is also suitable for use with DC to DC chargers.

There is also the added benefit of a freeto-download App – available on iOS and Android – which provides users with information on the charge and discharge performance of the battery. It provides accurate information above and beyond a typical analogue battery meter. Plus, once it’s connected to a smart device, it can send the user a reminder to put their LiFOS on charge once it has been discharged to 30%, thus prolonging its life.

Lightweight and Easy to Fit The LiFOS is fitted with removable terminal posts, compatible with quick release connectors, so that it can fit in the smallest space possible. The posts can be removed and ring terminals can be connected directly onto the terminal plates. It weighs a mere 7.8kg; when compared to a standard 120Ah lead acid battery, which would weigh approximately 34kg, the LiFOS provides a 77% weight saving. It is also 40% smaller than the standard battery, freeing up space to increase the power bank, if required.

For further information on BBL Batteries’ latest products, www.rdr.link/VL016

34 CVW JANUARY 2020

COMMERCIAL WORKSHOP For all the latest industry news, business advice and technical guides from the trade magazine for CV servicing and repair professionals

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@CV Wmagazine

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WINTER SERVICE & LIGHTING

HEAT of the MOMENT Over the cold spells of recent weeks, it appears that the market is experiencing issues with frosty conditions due to filter blockage.

Adam Pearce, Fuel Product Manager of Parker Racor, explains how heat might be the best way to tackle these issues head on.

I

t’s important for users to realise that this issue is caused by the new fuel regulations; the tougher renewable energy targets set by the European Renewable Energy Directive and the UK’s Renewable Transport Fuel Obligation are forcing suppliers to gradually increase the amount of biodiesel in their total fuel supply. In January 2019, we saw the target percentage rise from 7.25% to 8.5%, and further for January 2020 to 9.75%.

The quality of European diesel fuel is specified by the EN590 standard, which currently stipulates a FAME limit of 7%. Up until recently, we’ve seen the FAME content in diesel float at around 5%, but now we’re experiencing levels closer to the maximum.

Therefore, whilst the fuel being supplied into the market is still on spec, characteristics of FAME are likely to be contributing to the noticeable change in diesel.

Unfortunately, an increased level of bio content can result in an increased level of fuel contamination after it has been stored for a while. This is why tank owners are likely finding their filters blocking more quickly and having to be replaced more regularly.

As well as an overall increase in bio content, it could also be the type of FAME blended into the fuel that is responsible for some of these problems. As biodiesel made from animal fat has a higher level of saturates, it begins to crystallise at higher temperatures than bio made from vegetables oils, which makes fuel appear cloudy and it can clog filters prematurely. This higher cloud point makes the use of such biodiesel less suitable in the winter, and with the cold weather season officially upon us, this could explain the issues that the industry has been experiencing over recent weeks.

JANUARY 2020 CVW 37

WINTER SERVICE & LIGHTING

Countermeasures Due to the harsher winters of recent years, truck- and diesel-powered equipment operators have increasingly suffered from poor cold-start performance, and sometimes even complete machine breakdowns.

Although using appropriate fuel types is essential, further protection can be provided through options such as fuel heaters, fuel additives, and heated fuel-water separators.

Heating diesel to above its cloud point is the best way of avoiding wax formation and subsequent engine power loss in winter. A trio of common energy sources are available for fuel heating: electricity, engine coolant, and the recirculation of heated fuel from the return to tank line. Heaters can be supplied as standalone in-line modules, fuel lines that can be fitted, or as units fitted into the filter water separator package.

Electric heaters are commonly available in two types: PTC (positive temperature coefficient) and resistance. Due to onvehicle power limitations of around 300-400W, electric heating cannot heat high fuel flows sufficiently to melt all of the paraffins back into the fuel. However, if a 38 CVW JANUARY 2020

“Up until recently, we’ve seen the FAME content in diesel float at around 5%, but now we’re experiencing levels closer to the maximum (7%).” heater can maintain just enough fuel flowing to keep the engine running, then this can be sufficient.

In PTC heaters, disc-shaped PTC heating elements are attached to a heatsink plate that transfers the generated heat to the flowing diesel fuel. Resistance heaters produce constant heat whether the fuel is flowing or not, which means it is very good as a tank heater, or as a heater deployed to warm a volume of fuel.

So what of hot-fuel recirculation, which is widely promoted as the most efficient way to add heat to a fuel system? Well, this method is increasingly being installed by

manufacturers as a lower cost and more effective means of achieving better coldstart performance.

Another source of heat energy is engine coolant which, through the use of a heat exchanger integrated into the fuel filter, can transfer excess cooling system heat to the fuel. A further option involves the use of cold-flow improvement additives, which can help delay filter plugging.

Ultimately, using heat to prevent wax formation in diesel fuel is much preferred to troubleshooting a fuel system already decommissioned by the cold.

To help alleviate waxing, a cartridge filter can be removed from its housing and gently warmed until the crystals have gone.

However, if it becomes apparent that the majority of the crystals are ice, or if the wax resists melting, the advice is to simply change the filter. In the case of spin-on filters, gradual warming may help clear the blockage, although once again, replacement could well provide a more satisfactory outcome.

For more information online, www.rdr.link/VL017

rdr.link Introducing rdr.link

A new digital service for our readers With a wide array of online resources supporting the latest solutions – from videos to technical guides, PDFs to Podcasts – it can be a challenge to locate what you need.

To ensure you don’t miss out on these valuable resources, we are introducing rdr.link – a new, rapid service to transport you immediately to the online resources mentioned in our stories.

So, in articles you may now see things like: “To view an exclusive time-lapse video of the process use rdr.link/AA101” Simply enter rdr.link/ with the unique 5 digit code into a browser and it will take you directly to the mentioned resource – in this case the video.

Designed to help busy professionals rapidly locate more information – look out for & use

rdr.link

JANUARY 2020 CVW 39

WINTER SERVICE & LIGHTING

WHATEVER THE WEATHER

As the temperature drops during the winter period, it becomes crucial to be well prepared for inclement weather. Karl Naylor, Country Manager for Apollo Vredestein UK, explains how all-season tyres can help to ease potential headaches.

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yres have a significant impact on the cost, safety, and efficiency of commercial vehicles – downtime caused by tyre-related issues can be very damaging. Tyres can be the third biggest cost to some fleets, after fuel and labour, and not having the right policies in place can have a huge negative impact on the business, as well as on drivers’ safety and legal obligations.

Of course, reduction in fuel costs, alongside improved safety and longevity, are benefits for which fleet managers and commercial vehicle owners strive. So, finding a tyre with the right combination of those factors to fit a business’ requirements is imperative. One path to consider is the use of all-season tyres. The severity of weather conditions can vary depending on where you work, but the use of summer tyres throughout the year could negatively affect the safety and mobility of a vehicle in the colder months.

Apollo Vredestein, which celebrated its 110th birthday this year, has been working on all-season tyre development for over 25 years, as well as trying to increase awareness of the importance of tyre choice to improve safety.

Industry sources show that demand for allseason tyres has grown year-on-year.

A commercial vehicle with high sensitivity to remaining mobile whatever the weather (or operating in areas of the UK which experience more severe winters) would benefit from running specific summer and winter tyres. However, there is an additional cost when paying a service provider to store and swap tyres twice a

“Whilst separate tyres for summer and winter will give the best performance [...] all-season tyres would provide significant cost and safety benefits during the winter.” year. Whilst separate tyres for summer and winter will the give the best performance and safety during the relevant seasons, allseason tyres would provide significant cost savings and safety benefits during the winter. Therefore, all-season tyres would be a good compromise for a commercial vehicle with no special requirements.

Apollo Vredestein can meet these criteria with its all-season LCV tyre, the Comtrac 2.

For light truck and van fleets and private owners looking to save money on changing

tyres between seasons, the Comtrac 2 is specifically designed for safety and comfort in all weather conditions whilst carrying heavy loads. It features a silica compound and an improved performance compared to its predecessor. The company offers a twoyear accidental damage warranty on all Comtrac 2 all-season tyres.

To find out more on Apollo Vredestein’s offering of all-season tyres, www.rdr.link/VL018

JANUARY 2020 CVW 41

WINTER SERVICING & LIGHTING

THE COLD SHOULDER Colder temperatures put additional stress on certain parts of vehicles. Wipers are likely to come under greater use, as are lights – but what about engine oil?

Andrew Goddard, Chairman of VLS, explains.

C

old winter weather can have a physical impact on engine oil.

Lower temperatures can make engine oil thicker, leading to starting problems if it’s unable to circulate through the engine easily and lubricate engine components as effectively as it should. If left unchecked, this could lead to damage to components in the engine, and may even cause starting failure – the last thing any haulier wants on a cold winter morning.

Back in the 1950s and 1960s, engine oils were monograde. Workshops would have advised fleet operators and drivers to use a different oil in the winter months to cope with the colder temperatures. However, advances in lubricant technology mean that, today, all oils are multigrade. The specific chemistry of multigrade oils mean that they are suitable for both winter and summer temperatures, and can provide the required levels of lubrication without being affected by changes in the weather.

The right oil, the right quality Whatever the weather, workshops need to use the most suitable, high quality engine oil that is accurately labelled and can deliver what it claims. VLS, the independent industry body for lubricant specifications, investigated a case a few years ago regarding the low temperature properties of an engine gear oil. In independent laboratory testing, the product was found to turn solid at -40˚C. Whilst the temperature in some parts of the country rarely stays below freezing for a sustained length of time, extreme temperatures are not uncommon in Scotland. To be within specification,

lubricants must be able to perform even in these extreme conditions to avoid damage to vehicles. VLS worked with the supplier and Trading Standards to ensure that the product was removed from sale and reformulated to meet the specification.

Andrew Goddard comments, “Modern engines contain increasingly sophisticated technology which requires specific lubricants.

Yet the average age of LCVs, HGVs, and buses in the UK is nearly eight years old.

“These older vehicles will require different lubricants to the latest models – we always recommend that mechanics refer to vehicle handbooks and data sheets to ensure the product they are using is fit for purpose. If there is any doubt, we suggest workshops refer directly to the OEM.” VLS was formed in 2014 to address concerns about some lubricant products which were being sold on the marketplace with claims that were unrealistic. Closer inspection found that, occasionally, substandard formulations were being passed off as the latest specifications, or even failing to perform effectively at low temperatures. Since then, VLS has independently verified over 50 lubricant specifications.

For more information on VLS, www.rdr.link/VL019

42 CVW JANUARY 2020

SHEDDING SOME LIGHT

Upgrading a commercial vehicle with a quality headlamp bulb is among the safest, easiest and most cost-efficient options available. Philips has applied its technology specifically to suit heavy vehicle applications with its latest generation of MasterDuty headlight bulbs, developed by Lumileds.

T

he MasterDuty comes with an enhanced beam performance, offering up to +130% brighter light without compromising durability or lifetime, the latter being 550 hours.

Philips claims that safety is always a priority, and as such, the MasterDuty now allows drivers to see better and further.

Complete illumination is especially important in the critical distance between 75 to 100 metres in front of the vehicle – increased visibility will allow drivers to recognise obstacles and potential dangers earlier than most other halogen headlight lamps will allow. The use of a high-performance gas composition means that the light colour emitted is also comfortable for the eye, which helps to prevent driver fatigue.

The technology behind the bulb requires the use of performant burners with double coil technology, and drivers can get more light on the road thanks to the precise positioning of the filament. The advanced burner design, controlled manufacturing

process, and use of quartz glass in the bulbs’ production allows for increased pressure inside the lamp, which generates a more powerful light.

Maximum vibration resistance and a longer lifetime are key features of the MasterDuty that will help eliminate downtime. Increased mount and base stiffness give protection against mechanical shock, and the double filament is designed to withstand severe vibration whilst remaining stable.

“Complete illumination is especially important [...] between 75 and 100 metres – increased visibility will allow drivers to recognise obstacles and potential dangers earlier.”

Philips bulbs are subjected to rigorous testing procedures to ensure that the products are up to the task, and are ECE certified. To test vibration resistance, lamps are mounted on a vibration platform that recreates extreme driving conditions and runs continuously for 20 hours, through all possible vibration frequencies.

MasterDuty bulbs are available in the following formats: H1, H3, H4, H7, and H11. They also complement the existing Philips MasterLife and Philips MasterDuty BlueVision ranges.

To find out more about the Philips MasterDuty range of bulbs, www.rdr.link/VL020

JANUARY 2020 CVW 43

PROFESSIONAL MOTOR MECHANIC

MECHANEX

THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS

DATES ANNOUNCED FOR 2020!

The UK’s only regional tradeshow dedicated to garage businesses is gearing up for another year. We look forward to seeing you!

EVERYTHING YOU NEED TO STAY AHEAD OF THE GAME The automotive aftermarket is evolving at an alarming rate, so it’s more important than ever that you stay on top of the latest technology, training, products and information available to your business. Attending this year’s MECHANEX – the only regional

show dedicated to the specific needs of garages in the UK – is the perfect way to ensure that you are up to speed. The dates for this year are:

10TH – 11TH NOVEMBER 2020 GET SOCIAL To keep up to date with all things MECHANEX in 2020, be sure to visit

WWW.MECHANEX.INFO, like us on Facebook and follow us on Twitter!

MECHANEXShow

@MECHANEXShow

COMPETITION

A clean BR AKE

To accommodate your brake disc and brake pad needs, Drakefield is offering CVW readers the opportunity to win a potentiometer.

Most truck EBS systems nowadays monitor the pad wear percentage, and when the pads get to a pre-set wear value, the warning light or the display on the vehicle’s dashboard will signal that the pads need changing.

When fitting a new potentiometer, set it to 0%. The Drakefield potentiometer, which requires no training to operate, is easy to use by simply following the on-screen display to find the percentage, voltage and a bar graph.

This is great if everything is working as it should, but what if there’s a fault in the pad wear system somewhere?

The tester is specially designed for this job; it’s quick, accurate and tests the three most common types of potentiometers.

Simply select the type of potentiometer that is being set from the OLED display and turn the centre of the potentiometer until the bar graph is at 0% and the correct voltage is shown.

A few systems will actually show an EBS light when there’s a fault, if the pads get low, or if there is an imbalance in the pad wear across the axle. This is all well and good, but what if the caliper’s potentiometer is faulty?

In this case, it is common practice to change the complete caliper, because in the past, potentiometers were not available as a separate part. However, this has now changed, as they can be bought and self-installed. The problem with this is how to set the potentiometer to the correct starting place.

“The Drakefield potentiometer, which requires no training to operate, is easy to use by simply following the onscreen display.”

46 CVW JANUARY 2020

Without the correct tool, it’s almost impossible to set a two- or three-wire potentiometer, as it has a voltage value that is essentially in an endless loop which is being monitored by the EBS system, which then equates the voltage to a wear percentage on the dashboard. A good example is a three-wire silver potentiometer: ■ 1.0V = 100% new pads ■ 2.75V = 75% worn pads ■ 3.5V = 0% or fully worn pads

The tester comes with two connecting cables, the Scania clip type and the screw on type, and built-in batteries which are rechargeable via USB power.

HOW TO ENTER

To be in with a chance of winning this great prize, www.rdr.link/VL021 and answer the following question (Hint – the answer can be found in this article):

Q

What is the voltage that is applicable to fully worn pads?

A. 1.00 volts B. 2.75 volts

C. 3.50 volts Deadline for entries is 10/02/20. Terms & Conditions apply. See website for details.

TEA BREAK

teaser

CRACK THE CODE! The Steertrak truck has been clamped! To unlock the clamp, figure out the three digit code from the clues below. If you send in the code, you can be in with a chance of winning an Amazon Echo Dot!

CLUE 1:

6

8

CLUE 3:

2

One of these numbers is correct and is in the right position.

CLUE 2:

6

1

4

One of these numbers is correct, but is wrongly placed.

2

0

6

Two of these numbers are correct, but are wrongly placed.

CLUE 4:

7

3

8

CLUE 5:

7

CAN YOU GUESS THE ARTIST? These images represent a famous artist, can you guess which one?

Win

FIND THE STEERTRAK TRUCK We’ve hidden the Steertrak truck somewhere within this issue of CVW. Find it and email info@steertrak.co.uk, with the page number it’s located on, to be in with a chance of winning some Steertrak goodies.

Contact Steertrak today on 01684 276900, or visit www.steertrak.co.uk

0

One of these numbers is correct, but is wrongly placed.

ANSWER:

Nothing here is correct.

Text ‘ALIGN CVW’…followed by the answer and your email address to 66777 (standard text costs apply).

Alternatively, email your answer to info@steertrak.co.uk. All answers to be submitted by 10/02/2019. T&Cs apply.

8

Win

CAN YOU GUESS THE ARTIST ANSWER: DOLLY PARTON

WHAT’S NEW?

LASER TOOLS BRAKE PIPE CUTTER Modern brake pipe cutters can be quite compact, but there are instances where there is still not enough clearance to turn the cutter around the whole circumference of the brake pipe.

This mini brake pipe cutter from Laser Tools (part number 7624) can alleviate this problem with its self-adjusting ratchet mechanism. Slide the cutter over the pipe, and a few turns of the handle will quickly and cleanly cut straight through. Suitable for use on 3/16" or 4.75mm brake pipes, steel, cupro nickel, or copper. www.rdr.link/VL022

CONTINENTAL VDO DRIVE BELTS Around 40 multi V-belt types have been added for the auxiliary drives of Volvo, Scania, Renault and Iveco vehicles.

The belts feature profile codes 4PK, 6PK, 8PK, 10 PK and 12PK, ranging from the narrow variant with four ribs to the widest with twelve.

They are made of fibre-reinforced synthetic rubber with a polyester tension member. Continental manufactures its drive belts for the aftermarket to the same quality standards as its original equipment products, which are specially designed to meet the requirements of modern commercial vehicle units.

That means workshops operating in the aftermarket can enjoy the same proven quality as original equipment. Continental grants registered workshops a five-year guarantee on them. www.rdr.link/VL023

CHICAGO

PNEUMATIC

PNEUMATIC GRINDERS AND SANDERS With the addition of nine products, Chicago Pneumatic has created a comprehensive range of grinders and sanders: the CP3550 series. A 6” angle grinder has been added to the existing five models with 4-to-5” wheels. Four die grinders – two standard and two extended – join the previous angle die grinder.

The other two additions are low-speed sanders, whose gearboxes generate high torque with reduced speed, for polishing or delicate applications. Other typical applications include deburring, contouring, chamfering, fettling, weld seam removal, surface preparation, cleaning, polishing, and finishing.

Other features include: ■ Rotating inlet swivel ■ Safety lever ■ Small diameter handles ■ Insulated over-sleeve ■ Silencing technology ■ Keyless angle grinder guard adjustment www.rdr.link/VL024

SEALEY WORKBENCH CLAMP Sealey’s Benchclaw allows tools to be quickly and easily mounted to conventional workbenches with a maximum platform thickness of 20mm.

Benchclaw has auto-retract foldaway claws, which enables use on the ground or flat work surfaces without needing to disconnect Benchclaw from your chosen tool. It is suitable for a variety of tools, including mitre saws and bench grinders with mounting hole centres between 100mm to 375mm. The product also comes supplied with 4 x 6mm Hex key bolts. www.rdr.link/VL025

MORRIS LUBRICANTS LOW VISCOSITY LUBRICANT Versimax HD16 5W-30 has been added to Morris Lubricants’ portfolio in response to the demand for fuel efficiency and reduced CO2, which requires lower viscosity lubricants, particularly in the on-highway heavy duty diesel markets. Coupled with reduced friction to achieve this, Versimax HD16 5W-30 also ensures the protection of critical after-treatment devices keeping the engine within the limits of emissions legislation.

It has following performance levels: API CK-4 / SN, ACEA E6 / E9 / E7 CAT ECF-3, Cummins CES 20086 Detroit Diesel DFS Oil Specification 93K222 Mercedes Benz 228.51 / 228.31 Deutz DQC IV-18 LA, MTU Type 3.1 MAN M3775, Volvo VDS-4.5, Mack EO-S-4.5, Renault VI RLD-3

■ ■ ■ ■ ■ ■

www.rdr.link/VL026

48 CVW JANUARY 2020

PVS MANAGEMENT INFORMATION PLATFORM

TOTALKARE HEADLAMP TESTERS Headlamp aim is the most common failure item during annual tests for both HGVs and PSVs. TotalKare’s headlamp tester can check your vehicles before taking them to the test lanes.

TotalKare can provide both manual and electronic headlamp testers to accommodate all workshop solutions. All electronic headlamp testers are fitted with capabilities to be connected to the MOT testing service when legislation changes in the future.

Features include: ■ Colour touch screen ■ Alignment laser ■ Connectivity: cable & WiFi ■ Type of headlamps: fog, low & high beam ■ Positioning assistance ■ Measurements and values: cut-off lateral, light intensity, and glare ■ Level compensation for uneven floor ■ Battery operated ■ In-built printer www.rdr.link/VL027

PVS’ management information platform allows fleet managers to identify key action areas. The platform displays data via bespoke dashboards to obtain a visual overview of vehicle and driver performance, with any discrepancies to the ‘norm’ clearly identified.

The platform also has the scope to ‘slice and dice’ collected data visually and according to ‘rule sets’ defined by individual customers.

Financials can be analysed according to a range of parameters including spend, for example, by division, geographical area, and employee group, as well as identifying trends over a defined period of time such as by month, quarter or year.

This will enable operators to spot avoidable costs and thus where cash savings can be made. This could include drivers not maximising fuel card benefits by buying petrol or diesel in the cheapest locations, or opting for premium fuels, for example. www.rdr.link/VL028

EDBRO HYDRAULIC VALVE Replacing its range of CT valves, Edbro has introduced the UT valve. Completely interchangeable with the older part, it ensures that vehicle operators can continue to maintain their existing hydraulic kits without any issue. Like its predecessor, the UT valve increases safety during lowering and offers lightweight performance.

The product introduces an optimised internal oil flow which reduces flow restrictions. As a result, the maximum lowering speed of the valve has been increased, reducing the time taken per tipping cycle. This will be of particular use to those in quarrying and other operations where multiple tippings are made each day – the time savings on each cycle add up so that trucks can complete more runs per shift.

Edbro, which has been a member of the JOST World since 2012, strives to increase payloads, reduce tipping times, and provide ‘fit and forget’ solutions that require little to no servicing over their entire working life. www.rdr.link/VL029

ADVERTISEMENT INDEX

Bowmonk Ltd ........................................................ (page 39)

Knorr Bremse ........................................................ (page 45)

Chicago Pneumatic .............................................. (page 23)

Liftmaster Ltd ........................................................ (page 49)

Clarios/Varta ............................................................ (page 9)

Maha UK .............................................................. (page 29))

CTEK Sweden ...................................................... (page 39)

Morris Lubricants .................................................. (page 40)

CVW Online .......................................................... (page 35)

PPG Industries ...................................... (inside back cover)

Enersys .................................................................. (page 33)

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

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

RDR.Link ................................................................ (page 39)

Gemco Equipment ............................................ (back cover)

Robert Bosch Ltd .................................................. (page 13)

GS Yuasa Battery Sales UK Ltd ............................ (page 36)

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

Hope Technical Developments Ltd ........................ (page 40)

Stertil UK Ltd ........................................................ (page 10)

Jack Sealey Ltd .................................................... (page 19)

Totalkare Heavy Duty Workshops .......................... (page 17)

Knorr Bremse ........................................................ (page 31)

In the next issue of CV W… ■

Diagnostics

■ ■

Emissions

The trade magazine for servicing and repair professionals

COMMERCIAL WORKSHOP

DECEMBER 2019

COMING CLEAN How to prevent costly mistakes during vehicle cleaning

Tools & Equipment

Plus: Competitions, giveaways, product launches, special reports and much more!

Also in this issue…

■ The importance of apprenticeships ■ How to keep trailers secure ■ Case study: Diagnosing a VW Transporter ■ Giveaways

CVW brings you the latest industry news, product information and technical guidance.

50 CVW JANUARY 2020