Commercial Vehicle Workshop February 2020

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The trade magazine for servicing and repair professionals

COMMERCIAL

VEHICLE WORKSHOP FEBRUARY 2020

WE HAVE LIFT-OFF

How wireless column lifts suppor t a West London workshop

Also in this issue…

Product test: Hope Scrutineer ■ The DPF dilemma ■ Competitions ■

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CONTENTS

Volume 17

Issue 2

REGULARS

22

5

Viewpoint

18 Business & Training

6

News

52 MECHANEX Monthly

15 CV Show Preview

56 What’s New?

16 Tech Tips

SPECIAL REPORTS 20 TotalKare celebrates its 40th birthday 22 How technology trends are set to impact the future of logistics

EMISSIONS 24 Solving the current ‘DPF problem’ 26 Why Euro VI is a step in the right direction 28 DVSA looks at how maintenance regimes can keep pace with the shifting attitudes towards vehicle emissions 31 The environmental performance of the industry, and what can be done to improve it

DIAGNOSTICS 32 Diagnosing a Mercedes Benz Sprinter 906 suffering from a lack of power 37 Product test: Hope Technical Scrutineer

37

40 Identifying and correcting an emission fault on a Wrightbus Streetlite Euro VI 42 How one company simplifies compliance for fleet trailers 45 The diagnostic offering to help speed up your day-to-day tasks

TOOLS & EQUIPMENT 46 How to reduce parts returns with TecDoc Catalogue 48 Case study: The wheel alignment equipment that can improve efficiency, save money, and reduce emissions 51 The benefit of wireless mobile column lifts to a London workshop 53 What to be wary of when de-icing commercial vehicles

COMPETITIONS

46

54 TTP Hard Drills and Prevost offer prizes to lucky readers

FEBRUARY 2020 CVW 3

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VIEWPOINT

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A SMOKING GUN

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

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

A

ttempting to improve people’s health, dividing public opinion, and hugely controversial for the trade it affected: the smoking ban of 2007 was a seachange moment in this country. It would also be very easy to describe the introduction of Clean Air Zones (CAZs) in a similar way, with the most notable parallel being the focus on improving air quality.

Pre-ban pubs in England greeted visitors with a thick, smoky haze clinging to the ceiling. It’s not a stretch to say that the air quality of the pubs of yesteryear was somewhat poor. Our city centres are not too dissimilar; London often has a blanket of smog clinging to the tops of skyscrapers. The signs are there, and efforts to tackle the problem are being accelerated.

Last year, it was revealed that two million people in London were living with illegal levels of air pollution. The obvious solution to tackle the problem is to eradicate the source; pubs are no longer allowed to accept smoking indoors, and it’s only a matter of time before all city centres ban high polluting vehicles. After all, the Department for Environment Food & Rural Affairs (DEFRA) states: “The major threat to clean air is now posed by traffic emissions.”

Most city centres are in the process of following London’s lead. Our capital first introduced the Congestion Charge back in 2003, and will have an expanded Ultra Low Emission Zone from 25th October 2021, with the boundary extended to the North and South Circular roads. A particularly high-profile CAZ in Birmingham is in the process of being finalised, which will come into effect this summer. The proposed charge for noncompliant HGVs driving in the city centre sits at £50. Although any charges will not be applied for a year for commercial vehicles registered within or travelling into the zone, this policy is restricted to a maximum of two vehicles per company. There is certainly no quick and easy solution for commercial vehicle fleets.

In response to the news, the FTA urged Birmingham City Council “to reconsider its plans to impose restrictions upon freight vehicles entering the city during the daytime”. They highlighted the fact that most goods are “dependent on when they are ready or when customers are available to receive them”. Yet, as a Governmentbacked initiative, this is unlikely to influence a change of heart – after all, the Birmingham City Council faces a £60m fine if it fails to introduce the zone in time. And very soon, these zones will be commonplace across the country: Bath is planning on introducing a £100 HGV charge in November 2020; Cardiff will charge non-residents a £2 rate for driving in its city centre; and Bristol will ban all diesel vehicles from 2021.

At this point, the movement towards CAZs appears to have unstoppable momentum, and soon driving in city centres could be seen in a similar light to smoking in pubs. For health reasons alone, these zones cannot be questioned – in the years following the ban on smoking in pubs, a Department of Health study showed a near 30% drop in cases of bar workers reporting respiratory illness. But it seems little thought has been given to how freight and logistics can adapt to CAZs whilst avoiding excessive short-term cost. Significantly, the ‘CAZ bullet’ has already been fired in most cases, so the trade must figure out a cost-effective solution before it really hits home.

In an attempt to ease potential headaches, this month’s CVW highlights the serious issues surrounding DPF tampering and how to reduce particulate matter in the air (page 24), as well as advice from Eminox on how to work towards these stringent air quality goals (page 26).

Enjoy the issue and have a good month,

Cian B rittle Editor

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NEWS ©EddieCloud/AdobeStock

Commercial fleet solution FleetVisor revamped Astrata, provider of enterprise management software and telematics, has redesigned its web-based commercial fleet solution, FleetVisor.

FleetVisor is a web-based platform which gives a clear overview of all trucks and trailers within a fleet in real time. It enables fleet managers to take full control over fuel consumption, driver hours administration and backoffice performance improvement.

Improvements made on the user experience include: ■ System training is no longer required – the user interface and navigation is intuitive ■ Information is now updated in realtime ■ Quick and easy driver communications, with 2-way messaging ■ Operations run in a secure environment – data privacy is taken care of ■ Compatibility with all browsers and on desktops, laptops and tablets Remco de Vijlder, Product Manager at Astrata Europe, said, “Based on user experience, we have redesigned FleetVisor to ensure users receive relevant information when they expect it, where they expect it, and the format they expect it in.”

“It enables fleet managers to take full control over fuel consumption and driver hours administration.”

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Zero-emission trucks require radical policy changes, says ACEA Industry chiefs have stressed that the transition to become an electric sector cannot happen without radical policy changes by the European Union and the governments of all member states.

Earlier this year, the EU adopted CO2 standards for heavy-duty vehicles, the emissions reduction targets for which being 15% for 2025 and -30% for 2030. These stringent targets require all manufacturers to focus on and invest further in powertrains.

Brand new data released by ACEA shows that 98.3% of all heavy and medium trucks (above 3.5 tonnes) on Europe’s roads today run on diesel. Electrically-chargeable vehicles, in contrast, account for just 0.01%, and only 0.4% of all trucks in the EU run on natural gas.

“Europe urgently needs to introduce a strong package of consistent and predictable policy measures,” urged Gerrit Marx, Chairman of ACEA’s Commercial Vehicle Board and President of CNH Industrial Commercial Vehicles and Speciality.

This includes, for instance, the rapid rollout of dedicated charging and refuelling infrastructure for trucks, and the implementation of meaningful incentives to make these vehicles a commercially viable and competitive choice for transport operators, in order to foster fleet renewal.

“In order to create a business environment where carbon-neutral solutions are the preferred option, all stakeholders will have to work together to transform the entire value chain of transport,” concluded Marx.

Ben increases mental health services Ben is introducing a digital platform to better serve the automotive industry and to deliver better mental health support.

By extending its services, Ben offers more choice for individuals seeking support with mental health and wellbeing issues including stress, anxiety, and depression.

This decision is in direct response to insights gained about the needs of automotive industry members. Last year, 52% of all contacts to the Ben helpline were due to concerns with mental health.

The digital platform will allow easy access and convenience for those who choose to receive support this way. It will support people with issues such as stress, anxiety, and depression, as well as commonly associated issues like money worries or sleeping difficulties.

As Ben continues to transform its health and wellbeing services, the digital platform will be extended to support people with their wellbeing, lifestyle, and building personal resilience, with specific programmes including mindfulness.

If individuals need to speak to someone, they can contact Ben’s free and confidential helpline service and speak to a trained advisor on 08081 311 333. They can also email supportservices@ben.org.uk, or visit Ben’s website: www.ben.org.uk.

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Liqui Moly sees increased turnover despite logistical issues Despite difficulties, German oil and additive specialist Liqui Moly remains on course for growth. 2019 was closed with a record turnover of 569 million euros – an increase of 4% from the previous year.

The company ran into trouble when new software to control purchasing, production, and sales was introduced. The changeover did not run as smoothly as expected, resulting in delivery difficulties and cramping figures for the first few months of 2019.

The arduous start to the year left a clear mark on the revenue; a lack of turnover and the additional cost to fix the software problems pushed it below the 2018 level,

but the return on sales ended in the double digits. By the end of the year, instead of a loss, the books even showed turnover growth of 4% – a new sales record.

The number of employees rose also, from 849 to 933 in 2019 – increasing personnel in difficult times is not a contradiction for Managing Director Ernst Prost, who explained, “Crises are not resolved by laying people off, but by hiring people who will then solve the problem.”

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The banning of HGVs with a zero-star rating – based on how much the driver can see from the vehicle’s cab – is only the start of the ambitious Direct Vision Standard (DVS) for London.

Under DVS, vehicle manufacturers will issue a star rating, a series of approved technical protocols relating to the driver’s

The Independent Garage Association (IGA) is calling for greater control of the apprenticeship levy to help reduce the shortage of skilled technicians, following statistics that suggest half of levy-funded apprenticeships are ‘fake’.

The analysis by Education and Skills (EDSK) suggests that the majority of the levy is being put towards existing adult workers, instead of promoting the training of young people in skilled roles. Frank Harvey, IGA Head of Member Services, stated, “The shortage of skilled technicians is the number one issue facing the automotive sector. The apprentice levy should play a key part in fixing this skills gap; however, the system is clearly flawed and open to abuse.

Brigade Electronics launches DVS star rating checker to aid fleet operators Brigade Electronics has launched a Direct Vision Standard star rating checker service to help aid fleet operators following the introduction of the regulations in London.

IGA calls for greater control of apprenticeship levy

visibility. It is the responsibility of the fleet operator to apply for the necessary permit by confirming their vehicles’ star ratings with the vehicle manufacturers.

If a vehicle is rated one or above, it will automatically be eligible for a permit.

Vehicles failing to meet the required standard will have to be retrofitted with safety equipment, such as cameras and mirrors.

Fleet operators need to contact vehicle manufacturers to confirm these ratings; however, it is hoped that Brigade’s free one-stop service will help operators to save time and streamline the process.

“The shortage of skilled technicians is the number one issue facing the automotive sector.”

“It appears that larger employers paying the levy are able to ‘get their money’s worth’ by using the levy to fund what would normally be college or university courses, whilst the grassroot craft skilled posts become virtually devoid of funding due to low entrant numbers.

“Smaller employers that typically engage craft skills apprentices are finding it more and more difficult to not only recruit apprentices, but also to find funded courses,” he explained.

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NEWS

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SMMT reports surge in new van registrations UK light commercial vehicle (LCV) registrations returned to growth in December following three months of decline, according to the latest figures released by the Society of Motor Manufacturers and Traders (SMMT).

The market grew by 7.8% in December as the impact of regulatory changes eased and attractive offers on new models helped to stimulate orders, with only pickups experiencing a fall in demand.

December rounded off a solid annual performance for LCVs, with full year registrations up by 2.4%. This was the third highest total on record, with growth coming despite political and economic uncertainty for much of the year, and reflecting a buyer willingness to switch to the latest low emission models in order to comply with clean air zone requirements.

All van segments saw growth during 2019, with small vans weighing less than 2.0 tonnes up by 4.4%, medium vans weighing 2.0-2.5 tonnes up by 0.5% and larger vans weighing 2.5-3.5 tonnes increasing by 1.2%.

Demand for new pickups and 4x4s, however, fell by 1.0% and 9.7% respectively, but the combined loss represented just 733 units.

Mike Hawes, SMMT Chief Executive, said, “We need this upward trend to continue if we are to address environmental concerns. The quicker these new vehicles become commonplace, the quicker their positive impact on air quality and climate change will be.

“Business positivity is essential to give companies the confidence to invest in their fleets.”

WLTP regulations for vans could disincentivise fuel-saving measures, warns Arval New WLTP rules for vans could potentially disincentivise fleets from adopting fuelsaving designs, according to Arval UK. The WLTP data being used for converted and bodied chassis only takes the frontal dimensions of the vehicle into account, and do not include any streamlining measures fitted by body builders, such as aerodynamic collars and bulkheads.

The issue is likely to affect Luton and box bodies that are widely used by businesses ranging from individual traders through to major fleets, points out Eddie Parker, LCVs Product Manager at Arval UK. He said, “Streamlining has come a long way in recent years. Features designed to reduce the drag of the van can improve fuel consumption by between 3-5%.

“However, this fact is not recognised in the WLTP data produced for body builders,

which only take into account the frontal area of the vehicle.”

He said that whilst streamlined designs would still bring benefits in terms of the actual MPG figures achieved by fleets, the overall picture would potentially become muddled. “If the measures undertaken by body builders to improve fuel consumption are not recognised in the WLTP figures, then there is no widely recognised third party evidence of the positive effects of streamlining, which could have an effect on levels of adoption.

“The introduction of WLTP for LCVs has been much smoother than for cars thanks to lessons learnt by manufacturers at that time, especially when it comes to overall supply of vehicles. These are major positives.

“The lack of recognition for streamlining is potentially an issue and we believe there is a strong argument for revisiting the area.”

Collett expand with 76,000ft2 Bradford facility Specialist transport company Collett & Sons has expanded its operations, purchasing 76,000ft2 of warehousing and office space at their new two-acre Bradford site.

Situated less than two miles from Junction 26 of the M62 and offering excellent access to the motorway network, the new site is perfectly

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placed to serve the West Yorkshire region for distribution services across the UK. With storage facilities already offered across their Halifax, Goole and Grangemouth depots, the acquisition of this Bradford site provides an additional 7,000m2 of secure indoor warehousing for the company.

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NEWS SPECIAL

HAVING A BALL Ben, the charity for the health and wellbeing of those working in the automotive sector, held its annual Ben Ball at the end of last year. CVW went along to revel in the festivities.

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n Wednesday 11th December, hundreds of people from the automotive community gathered at the new home of Ben Ball, the iconic Camden Roundhouse. Although it serves as a meeting point for all corners of the automotive industry, one of the most important aspects to the evening was to raise money for the charity. This year, the event helped to raise a staggering £87,000 for Ben on that very night.

Over 650 guests were hosted by Ben’s Chief Executive, Zara Ross, and Fundraising Director, Matt Wigginton. The evening included spectacular entertainment with Ben’s Greatest Show, a gospel choir, music from the band, Fully Funktional, and more besides. The audience enjoyed guest appearances from Mat Watson from CarWow and also Jonny Gould, renowned auctioneer and Channel Five presenter.

Ben Ball is the organisation’s Christmas Ball for the automotive industry, which

raises funds and highlights the vital work that Ben does. After 70 years, the look and feel of Ben Ball was refreshed this year to present its stunning new venue and the unforgettable Christmas experience for 2019.

The evening saw the automotive community celebrating the year with colleagues, networking in style and raising funds for Ben to continue providing lifechanging support to automotive colleagues.

“This year, the event helped to raise a staggering £87,000 [...] and Ben’s 2019 Industry Leader Challenge raised an incredible total of £273,370.”

During the evening, it was announced that Ben’s 2019 Industry Leader Challenge (ILC), the Epic Thames Waterbike Ride, raised an incredible total of £273,360. This challenge involved Jon Wakefield, Managing Director of Volvo Cars Sweden; Tim Tozer, CEO of Allianz Partners UK and Ireland; and Darren Guiver, former Managing Director of Group 1 Automotive.

The trio cycled over 170 miles in four days down the River Thames on self-propelled water bikes through 45 locks. With an average of 12 hours in the saddle each day, it was quite the accomplishment!

The ILC baton was officially handed over to senior industry leaders who will form a group of up to 10 teams from wellknown automotive businesses who have pledged to take part in Ben’s ILC 2020: The Climb. An intrepid industry leader and a colleague from each company will climb Mount Kilimanjaro in October next year, to raise a record amount of money for Ben.

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NEWS SPECIAL Fundraising will run from January to December 2020 with an ambitious group target to raise £500,000.

Three leaders from Ben will also be taking part in The Climb: Zara Ross, Ben’s Chief Executive, Matt Wigginton, Fundraising Director and Rachel Clift, Health & Wellbeing Director.

Matt Wigginton said, “Ben Ball 2019 was an absolute, stand-out event! We would like to thank everyone who came along to the Roundhouse to be part of something truly special and inspiring. With your support, we’ve raised a huge sum of money to help us continue providing life-changing support across the automotive industry. Thank you to everyone for your generous donations;

we couldn’t do what we do without you.

“We were also delighted to announce next year’s ILC, The Climb, during the evening. Everyone has their own mountain to climb at some point in their life – no matter who you are, what you do or where you come from. We are slightly daunted, but we can’t wait to achieve something incredible in 2020 by reaching the summit of Mount Kilimanjaro, together with some of the industry’s most intrepid senior leaders.

There are still a couple of spots left for this incredible challenge so get in touch with me (matt.wigginton@ben.org.uk) if you would like to find out more.

“Ben Ball is all about looking after our own in challenging times. Together, we

CV Distributor Winner, Robert Carter

continue to do something amazing to support our industry. We look forward to seeing you at the Ball next year and, with just 650 tickets, it’s important to book now to make sure you don’t miss out. Save the date – 9th December 2020 – and contact the events team to secure your place: eventsteam@ben.org.uk/01344 298137.”

A live auction, which included prizes generously donated by a number of companies inside and outside of the automotive industry, also helped to achieve this year’s fundraising total.

To find out more about Ben and its upcoming events, www.rdr.link/vm001

CV Supplier Winner, First Line

A ROARING SUCCESS

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he sell-out event, held for the third year running at the DoubleTree by Hilton in Milton Keynes and sponsored by Alliance Automotive UK (AAUK), saw around 600 guests in attendance, uniting the aftermarket as it gathered under one roof for an evening of entertainment.

IAAF President Terry Knox kicked off proceedings, highlighting the varied and important work that IAAF does, and thanking the membership for their continued support. IAAF Chief Executive Wendy Williamson followed this up by issuing a rallying call to the aftermarket, stating that, despite all the changes and challenges in 2019, IAAF will continue to fight for a prosperous and effective independent automotive aftermarket.

Throughout the course of the evening, guests were entertained by the string quartet

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The IAAF Annual Awards & Dinner 2019 has been heralded a successful night, with many calling it the Federation’s “best event for years”.

Asteria, as well as comedian Alfie Moore, whose tales of his time as a policeman kept people laughing well into the night.

In response to the event’s reception, Wendy Williamson said, “I have been overwhelmed by the enormously positive feedback at this year’s event. The independent automotive aftermarket is very much alive and kicking, and we will take this positivity forward into 2020. Thank you to everyone who attended the event and for their ongoing support of IAAF.”

The IAAF Annual Awards were also announced on the night. Selected winners and runners-up were as follows:

CV Distributor of the Year (sponsored by Eminox) Winner: Robert Carter (MF) Runner-Up: Allparts CV & Industrial

CV Supplier of the Year (sponsored by Boswell Aftermarket) Winner: First Line Runner-Up: PG Automotive

Service Supplier of the Year (sponsored by Fil Filter) Winner: Whocanfixmycar.com Runner-Up: PG Automotive For more information online, www.rdr.link/vm002

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CVW PRESENTS

WORKSHOP THEATRE LIVE! The Commercial Vehicle Show 2020, held at NEC Birmingham from 28th-30th April, will see CVW partner with the organisers to present the CV Workshop Live Theatre.

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ituated in the Workshop Zone in Hall 4, the theatre will see our lineup of experts present talks on a variety of topics. Whether you want to find out more about Earned Recognition, the latest developments in fleet and workshop compliance, or practical tips on brakes and electrical diagnostics, Workshop Theatre Live is the place to head.

There’s no need to register to attend the workshop – you can simply pick which presentations you are most interested in.

Keep your eyes peeled in CVW and on our website as we’ll be publishing the full programme of presentations and speakers’ details closer to the CV Show.

Whilst we’re not in a position to give the finer details of the Workshop Theatre just yet, we can reveal the topics that will be covered over the course of the show!

Here’s what you should look out for:

Let’s get digital Whether you have already shifted from pen-and-paper, or are looking to do so in the future, this presentation will look at digital systems in vehicle and compliance management, from smartphone-based pretrip walk-round checks for drivers, to routine vehicle inspections in the workshop.

We’ll look at how digital systems are being influenced by future technologies too, including voice-controlled task processes to guide technicians in the workshop, and the role of AI in diagnosing and helping fix faults.

Brakes diagnostics clinic Our brakes diagnostic clinic will dispel some widespread myths, including the belief that because air disc brakes have long service intervals, they don’t need regular inspections. Our clinics will show realworld examples of the damage caused by water ingress, misaligned guide sleeves, and pads and discs/rotors.

Mind your batteries What’s your policy on battery testing and management? Does your fleet have one? Do you need one? Our electrics and battery clinic will discuss the cost benefits of taking a proactive approach to testing and charging, and how simple preventive measures can stop electrical problems from developing.

Parts and all that Buying patterns in the parts aftermarket are changing. How are OE suppliers reacting?

What are the key questions buyers should ask their suppliers? Can truck parts really be generated by a 3D printer?

Earned Recognition The DVSA’s flagship operator recognition programme is attracting more fleets. This session on Earned Recognition will highlight how it works, the benefits and rewards and, on a practical note, just what systems and processes workshops will need to have in place to qualify.

Tackling the skills shortage Do your technicians feel valued and appreciated for the skills and experience they have? The irtec technician accreditation scheme is growing fast, with now almost 11,000 licence holders. This will highlight the benefits of greater regulation for technicians to the industry.

Women in Engineering With the industry struggling to recruit people, we look at the barriers facing the employment of more women. One woman gives her experiences, what the obstacles are and how they can be overcome.

To secure your FREE ticket to the 2020 Commercial Vehicle Show, www.rdr.link/vm003

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TECH TIPS

A HELPING HAND A regular and thorough inspection is essential to maintain the operation of your braking system and should be included in your regular maintenance program. Here, Juratek provides some guidance to help you identify some common problems to watch out for.

NATURAL WEAR

HEAT CHECKING

The minimum disc thickness is shown on the outside diameter of the disc, and the minimum dimension applies to the crosssection measurement between the two braking surfaces. This measurement should be made at several points around the entire circumference of the disc. If the thickness is below the minimum dimension shown, then the disc must be replaced. The disc should also be checked to ensure the wear is roughly equal on both braking surfaces; If one surface is more worn than the other, this indicates that brake system is not functioning properly, and should be inspected.

Heat checking is the appearance of numerous short, thin radial interruptions of the braking surface. It is a normal side-effect of the disc brake function, and occurs as a result of the heating and cooling of the braking surface during operation.

No immediate action is required here, but these can turn into cracks over time, depending on factors such as brake system balance and how hard the brakes are used.

SCORED DISCS A scored disc is indicated by defined grooves appearing on the disc surface. If the depth of the scoring exceeds 0.5mm, and if the braking surface can be resurfaced while remaining within the recommended thickness, then it should be resurfaced to restore smoothness. If this is not possible then the disc should be replaced.

NATURAL WEAR CRACKED AND SPOTTED DISCS BLUE DISCS A disc that shows signs of ‘blueing’ has been subjected to extremely high temperatures. This can be caused by continued hard stops or by brake system imbalance. It isn’t necessary to replace the discs as long as it remains within the allowable tolerance.

To correct this problem, the brake system should be checked for proper balance. The disc’s thickness should be checked to ensure it is correct. The caliper should also have its adjustment and clearance checked. If left unresolved, it can result in a martensite condition developing, causing the disc to crack.

Braking surface cracks are seen as radial cracks appearing in the braking surface and rounding the edge of the disc at the inside or outside diameter of the braking surface. Along with high spots on the opposite side of the disc, these cracks and spots are caused by excessive heat, which is usually caused by faulty callipers or torque imbalance.

Extreme high temperature causes the disc to distort. Cracked discs must always be replaced. If the disc is not replaced the cracks will gradually get worse, and can eventually spread into the barrel section. After the discs are replaced the braking system should be checked for proper balance.

Lining transfer is indicated by a thin layer of lining material which has become welded to the braking surface.

Initially the lining deposits will be spotty, however as the problem progresses the deposits will become larger to cover more of the braking surface, which will accelerate the lining wear.

This problem is caused by extremely high temperatures caused by dragging brakes, continued excessive braking, brake system imbalance or system malfunction. The disc can be resurfaced to restore a smooth surface, provided doing so does not reduce the braking surface below the recommended thickness.

For more information on Juratek’s range of commercial brakes and solutions, www.rdr.link/vm004

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TECH TIPS

TESTING, TESTING… Battery testers First things first, it’s important that you know exactly what you want the battery tester to do: are you buying it to help with warranty claims, or to act as a sales tool? Be clear about the vehicles you will be testing, and whether or not you want to measure life-cycle performance and parasitic drains.

Not all testers can test all batteries accurately, and it’s recommended that you choose a tester that is future proof, given the rise of EFB batteries being used in favour of traditional AGM or flooded products. The Rotronics team recommends a tester that can be upgraded to make sure that you can keep up with any new industry developments.

Battery chargers Before buying a battery charger, make sure that you know exactly what type of batteries

you will be charging. Flooded, AGM, GEL, EFB, and Lithium ion technologies all have different charging characteristics to consider.

Are you going to use the unit for onvehicle or off-vehicle charging? Do you need a battery support capability? It’s essential to know what size the power supply function needs to be, and how the charger will deal with thermal runaway.

Will you have the very best safety protection offered? This is a critical area to consider in order to ensure that your workforce is protected.

Buying a battery tester or charger can be a hefty investment, and can be especially daunting with so many aspects to consider.

CVW has teamed up with Rotronics to provide you with some sage advice to ensure that you invest in equipment that is tailored to the personal needs of your workshop.

Important for testers and chargers What level of warranty will you have? Will you be able to get it back to your supplier easily should something go wrong? These questions are important to allow for a speedy repair turnaround.

Rotronics recommends investing in equipment that can be easily repaired, with replaceable leads. Other components may also need to be replaced, and the repair process for all testers is not equal.

You should also consider how much training you might be able to receive on the equipment. Ongoing support is also useful as you may have a test report that looks confusing – having help to hand, therefore, can be vital.

Ultimately, your aim is to gain accurate data from the technology, so it is essential to consider the pedigree of the product and investigate any endorsement from the industry, peers and customers. The kit you are buying must be robust enough to withstand the day-to-day use and abuse of a thriving workshop, and cheaper units often don’t stand the test of time.

To find out more about Rotronics’ full range of battery solutions and advice, www.rdr.link/vm005

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BUSINESS & TRAINING

GUILT Y

AS CHARGED One of the biggest issues facing electrification is the confusion surrounding the technology. Here, Tevva Motors debunks nine common misconceptions. í˘ą

This is because it involves driving in inner city environments that are most heavily impacted by Clean Air Zones. In urban areas, the stop-start nature of driving typically uses up to 25% of energy as opposed to the 5% spent on motorways, so using vehicle momentum to put energy back into the battery is very important.

Lithium batteries are bad It depends what kind of lithium battery you are referring to. There as many as five different types of lithium battery, each utilising a slightly different chemical makeup. However, the Lithium Iron Phosphate battery is low cost, has excellent longevity and thermal stability, and, importantly, uses no cobalt.

í˘ˇ EVs are too expensive for mass deployment

í˘˛ EVs are only suited to short-range applications Wrong! In fact, the larger the scale in terms of mileage, the better electric vehicles become – after all, the more miles you do, the more harmful greenhouse gas emissions (including CO2 and NOx) are eliminated. What’s more, Tevva calculations show that EV technology saves an average of 30p per mile.

í˘ł An extended range EV is a hybrid At its core, Tevva’s technology package offering is a pure electric vehicle; Tevva’s REX range extender is an optional extra that simply increases the functionality of its vehicles. With or without REX, the road wheels of a Tevva truck will always be driven by electric traction motor - removing the range extender means it will operate in exactly the same way, just with less flexibility.

í˘´ What is geo-fencing?

Tevva’s Predictive Range Extension Management System (PREMS) works autonomously to engage the REX range extender only when absolutely required.

Even if the truck is in an environment in

18 CVW FEBRUARY 2020

which 100% EV mode is not necessary, it will wait until the vehicle reaches 25% battery capacity before engaging REX, and will then control capacity so that the vehicle reaches base with 10% left. This means that no energy is wasted.

í˘ľ All electric motors are basically the same Tevva’s latest generation of motors use ‘High Density Switched Reluctance’ technology, negating the need for permanent magnets.

This means that rare earth metals are not used, allowing for more end-of-life recycling options, improved cooling and lower costs.

í˘ś Regenerative braking isn’t that important This element of Tevva’s technology has a particularly significant effect on the medium duty urban distribution industry.

Actually, the operating costs for a 7.5 tonne box-bodied truck with a tail-lift and an average duty cycle of 250,000kms over seven years - taking typical repair and maintenance regimes and a seven year lease into account - comes to a monthly leasing cost of ÂŁ2,070 for a diesel vehicle. It is ÂŁ90 less per month for a range extended EV.

í˘¸ EV technology is evolving fast, so it’s better to wait Range, operational capability and battery longevity are already more than fit for purpose. Increasing scale now will only drive down costs further and sooner.

í˘š EV technology isn’t 100% as safe as existing diesel tech Tevva has worked hard with external authorities to ensure that its battery technologies meet the most stringent of safety regulations, including ISO 26262 for functional safety, and ECE Reg 100 Rev 2 Parts 1 & 2, for battery safety.

For more information online, www.rdr.link/vm006

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SPECIAL REPORT

TOTALKARE TURNS 40 As a big birthday rolls around for TotalKare, CVW goes behind the scenes at the company to see why now is the perfect time to embark on a five-year expansion plan.

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his year is set to be a big one for TotalKare. The supplier of heavyduty vehicle lifting solutions will be celebrating a big birthday. 40 years on from Somers Handling – as it was first known – supplying its first lift in the UK, the company is using this milestone in its history to begin a five-year expansion plan that will see more than £750,000 invested into the business.

“It is the right time to lay the foundations for our next four decades,” explains Managing Director David Hall, who joined TotalKare 18 months ago. In that short space of time, David has overseen a 25% increase in sales, as well as the introduction of new testing solutions into the product portfolio for the first time ever.

“The business will always be based on the founding principles of customer care and being experts in our field, and we wanted to build on this philosophy by putting a marker in the sand for the next stage of our development.

20 CVW FEBRUARY 2020

of negotiations on a great location that is close to our current home in Halesowen.

“It’s a necessary move to give us the ability to optimise the workflow on the shop floor and increase our capacity to hold stock of mobile column lifts, brake testers, headlamp testers, and other future products.”

Looking to the future David Hall

“We have already started the process of implementing a new ERP system that will give us lots of internal and external efficiency improvements – this will pave the way for our relocation to a new purposebuilt site in the Midlands. There is also investment being channelled into enhanced service management software to further improve our service capabilities.”

The lifting and testing specialist, who has been involved in the sector for more than 25 years, continues: “In total, this is a significant spend for us and we are in the final stages

Many of the company’s clients have benefitted from TotalKare lifting solutions for 40 years, including some of the biggest names in the bus and coach, commercial vehicle, and heavy haulage sectors.

David, who is joined by Mike Lord, James Radford, and Peter Geobey in the new leadership team, expands: “There’s a reason our customers have been with us for many years, and that stems from the quality of the product and the aftercare experience.

“We really do care, and this is a mentality that you would normally find in a family-run business. This makes a real difference, and we have built on this culture by investing in

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new technology and strengthening our service offer with additional engineers operating all over the country, ably supported by product specialists. The plan is to continue our recruitment drive to grow this team by an additional 20% over the next 12 months.

“It’s a full lifecycle: from purchasing the TotalKare product and regular servicing, to preventative maintenance, planned refurbishment, and swift repairs to ensure we minimise workshop downtime.”

More than just lifts Sales and Marketing Director James Radford knows more than most about the ‘TotalKare’ appeal, having first joined the company back in 1992 as a trainee in sales.

He was a result of TotalKare’s new approach to ‘grow its own’ staff and has been privy to more than 27 years of life in the lifting industry, progressing through a range of different roles and witnessing numerous milestone events for the business.

When pushed on the key moments of his time at the company, he points to the launch of the first cable free lift in 2009 which added a new flexibility to workshops, the introduction of the hydraulic column lift in 2016, and, last year, the move to offer its first ever non-lifting products.

“The introduction of brake and headlamp testers has been a real gamechanger for us – there’s no doubt about that,” comments James. “Our customers had been asking us for some time about the possibility of supplying them with these products so, after researching the marketplace, we came up mobile and inground brake testers and a range of headlamp testers.

“That was the first stage. We then had to replicate our approach with lifting solutions to ensure we became a respected expert in the testing field. The easiest way of achieving this quickly was recruiting two experts in Graham Simmons and Luke Simmons, who strangely enough are not related.”

Sales have outstripped the management’s initial projections and contributed significantly in driving the 25% increase in orders taken during 2019. Mobile brake testers, a relatively new introduction to the marketplace, have led the way thanks to their flexibility – the galvanised finish means they can be used just as effectively outside as inside, giving customers maximum workshop utilisation.

“There’s a reason our customers have been with us for many years, and that stems from the quality of the product.”

“The garage owner can’t afford the time and cost delays involved in getting customer vehicles in for the brake test and, if there is significant downtime, they will quickly find that the client will go elsewhere – especially if you are undertaking this task with increased regularity,” adds James.

“Headlamp aim is the most common failure item at annual tests for both HGVs and PSVs so, again, we have listened to our clients by providing both manual and electronic headlamp testers to accommodate all workshop scenarios. We can even configure them to be connected to the MOT testing service when legislation changes in the future.”

People power It would be easy to think TotalKare’s greatest asset over the last 40 years has been the products it supplies, but that would be missing the USP that has been at the heart of the firm since it launched back in the Black Country in 1979: its people. Many of its 50-strong workforce have been with the business for multiple years and have enjoyed personal development plans,

investment in their skills, and plenty of opportunities for progression. Jessica Porter is a perfect example. She started life as an Aftersales Scheduler, then moved to Sales Administrator, before enjoying a promotion to her current position as Internal Sales Manager.

She comments: “I love the people here.

Although it isn’t a family business, it is like working as part of one big family. I’ve made some of my closest friends through work and really enjoy the way the management team ask you for ideas and challenge you to stamp your own mark on the business.”

Going forward With numerous birthday celebrations planned for 2020, it’s only right to give David Hall the final word on what the year has in store for TotalKare: “Like I said before, it’s about laying foundations for the next five years, but that doesn’t mean we haven’t set ourselves ambitious targets. 25% growth is expected again over the next 12 months.

“Personally, I’m really keen to push our online training platform more and increase adoption of technology that can make our workshops safer and help to minimise the number of accidents. R&D continues at pace, and we are already planning the introduction of another new range of products and increasing the capabilities of our existing ones. We’ve got to stay ahead of the competition – great products with excellent service, that’s the TotalKare way.”

For more information online, www.rdr.link/vm007

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SPECIAL REPORT

THE ROAD AHEAD Derek Bryan, VP EMEA for Verizon Connect, looks at the top trends in technology that could drive the mobile workforce and how they will help transform fleets, supply chains, logistics, and businesses themselves.

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ew technologies are accelerating the pace of change for businesses across Europe, with many unsure how developments in AI and Machine Learning, data analytics, and other innovations will impact their operations in 2020. Against this landscape, Verizon Connect considers the technologies and innovations that are likely to be the most transformative in the coming year.

Transforming the customer experience AI and Machine Learning will open up new possibilities that seemed unimaginable only a short few years ago. With more computing power at the edge, businesses will be able to capture more data from across every aspect of their operations. At the same time, AI and Machine Learning will help create new ways to use these insights to transform customer experience.

For increasingly mobile workers, this will result in more ‘frictionless’ engagement with managers. For example, in the event that a technician is unable to complete a required job for one reason or another, systems should be able to automatically

22 CVW FEBRUARY 2020

Derek Bryan

With these new insights, fleet managers can more efficiently and effectively manage both their fleets and extended networks of mobile assets. Data on road conditions, weather updates, and mechanical faults can be used to predict risks before they impact customers or other workers.

From connected fleet to workforce

identify the delay and assign another colleague to the next job – all without intervention from the worker or causing inconvenience to customers.

Next-generation predictive technology Embracing AI at scale will also help accelerate the rollout of next-generation predictive and preventative technology to businesses of all sizes. This will give businesses near real-time updates into the past and future performance of every asset at their disposal. Thanks to recent advances in technology, assets such as trailers are now capable of reporting more information to managers than ever before.

An explosion in the growth of data, accompanied by a rapid expansion in telematics, will help unleash the potential of the connected workforce. Fleet-dependent service providers will move from a sole reliance on vehicle monitoring data to gaining more information on those carrying out work on those vehicles.

We’ll see new solutions that combine vehicle location data and technician status insights, which will help operations managers make faster and more informed decisions. In addition, fleet managers will do all of the above using a single application, without having to switch between separate telematics and field service systems. As a result, fleet-reliant businesses will stay consistently and firmly connected, helping to mitigate the risk of disruption.

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Shouting about safety We will also see mobile workers harness the power of voice recognition technology to help improve their safety. Despite the growing popularity of consumer digital assistants in recent years, there has been a slower rate of adoption of this technology from enterprises. Improved voice recognition technology will, however, become an increasingly powerful tool for the mobile worker, allowing for hands-free input of data, activation of tasks, and streamlined communication with managers.

Most importantly, the increasing use of voice recognition means managers can be safe in the knowledge that speed of communications does not come at the cost of safety. Mobile workers can keep in constant contact with their team without having to take their eyes off the task at hand. This is especially useful in the fleet space, as it helps create a better, safer fieldworking experience.

The 5G effect As vehicles continue to add hardware and computing power to handle their data and make it actionable in the day-to-day, they need a transit mechanism to take that data

out of the vehicle and communicate it with other vehicles and the overall internal infrastructure. The likely increase in data volumes is expected to be met by the faster, higher capacity of 5G network infrastructure.

One of the key potential outcomes of the move to 5G is the use of the vehicle as the centrepiece of a mobile work environment, helping it to serve as a single point of contact for all types of connected work.

Integrating additional technologies like inventory control using RFID, Wi-Fi, online capture of data, and quick information exchange would further solidify the vehicle as the workspace of the future.

innovation will continue to determine the competitive landscape for businesses. From enhancing customer experience to opening up operational efficiencies, fleet managers should be constantly looking for new capabilities enabled by technologies. At the same time, the foundations of future implementations also need to be set to make sure existing business models are capable of handling the change.

A single, centralised platform at the heart of the fleet-based business will help fleet managers to reduce any friction from transformation, and transition smoothly into the new digital business landscape.

Final thoughts One certainty about the future of fleet management is that technological

For more information online, www.rdr.link/vm008

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EMISSIONS

THE DPF DILEMMA T he Diesel Particulate Filter (DPF) was mandated by EURO standards from Euro 5, or 2009, onwards for a very good reason: to filter out the particulate matter (PM) generated by diesel engines. PM has been classed as carcinogenic by the World Health Organisation (WHO) since 2015, and it is linked to many serious health conditions if allowed to exceed strict limits, substantiated by many epidemiological studies.

In response, Vehicle Manufacturers (VMs) have advanced the design of diesel engines to reduce PM emissions to avoid over-loading the DPF. In doing so, the particles become smaller. This is not a problem as they are ‘caught’ by the DPF, ‘regenerated’, and turned into harmless CO2 and water when ‘burned off’. This is why a vehicle with a working DPF will emit less PM in an idle state compared to background PM in the air.

As we now know, the trade off with ‘regeneration’ of PM is the ‘generation’ of NOx. Whilst NOx is needed to increase the temperature of combustion to burn off the PM, unless treated afterwards, it will result in high NOx emissions, where one of the gases, namely NO2, is also particularly harmful to public health and monitored carefully against set limits by WHO.

24 CVW FEBRUARY 2020

Premier Diagnostics highlights the current problems surrounding the DPF, and the workable steps available to reduce Particulate Matter in the air resulting from in-service diesel vehicle emissions.

So, whilst VMs have done a good job in reducing PM emissions, the laboratorybased type approval testing has not noticed the high NOx emissions until recently (2017), when Real Driving Emissions (RDE) testing was introduced.

With RDE as a final test, VMs have resorted to extra emission reducing technologies, such as Selective Catalyst Reduction (SCR) and Urea, to neutralise the NOx into harmless Nitrogen.

This ultimately means that many socalled pre-RDE Euro 6 compliant (and EURO 5) vehicles exceed NOx emissions during real driving, and this explains why NO2 levels have been increasing. As far as electric vehicles are concerned, there is still much work to do with regards to infrastructure and green power generation.

Heavier EV vehicles typically generate more tyre and brake particles compared to Internal Combustion (IC) vehicles.

What’s the problem?

When the DPF is fitted and working, the particles are captured by the walls of the filter, hence the term ‘wall flow DPF’. For a number of reasons, such as undetected combustion related faults, poor or inadequate maintenance, exceeded product life of the filter, unsuitable drive cycle, or even not having enough fuel in the tank, the DPF may become blocked and fail to regenerate.

To remove the blockage and the resulting ‘limp home’ mode, and to avoid the cost of resolving the cause of the problem and its replacement, DPFs are often removed or drilled out to create a full flow or partial flow system (instead of the wall-flow).

Although in some countries driving a vehicle where the DPF has been manipulated or removed is penalised with a fine of £1,000 (such as the UK) the current MOT/PTI emission test, in accordance with the latest

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road worthiness Directive 2014/45/EU, does not typically identify or fail vehicles with leaking or compromised DPFs. When the DPF is not working, high levels of toxic PM are emitted, resulting in poor air quality and harm to public health.

When it functions correctly, PM levels are very low, protecting public health.

What can be done?

The current MOT emission testing program can be improved, in order to remove the socalled ‘gross polluters’. Where the DPF is no longer functional, the current emission test should focus on measuring DPF efficiency, instead of against an opacity limit that in fact already confirms a ‘leaking DPF’.

Vehicles with a working DPF should have a reading of less than 0.1k, and typically zero when tested against opacity.

This is because the particles that would normally generate the ‘smoke’ are filtered.

These results are in fact confirmed by the vehicle type approval test, which still

requires an opacity rating, known as the plate value. However, VMs are currently allowed to add 0.5k to the measured result, which means that the typical plate value is just over 0.5k.

When testing modern diesel vehicles, the Road Worthiness Directive stipulates a default value of 0.7k for Euro 6 and 1.5k for Euro 5, even though both standards require a wall flow DPF for type approval compliance. When testing modern diesel vehicles, the Road Worthiness Directive stipulates a default value of 0.7k for Euro 6 and 1.5k for Euro 5, even though both standards require a wall flow DPF for type approval compliance.

A simple vehicle database with plate values could be introduced to avoid the use of the higher default levels.

In Germany, as of this year, a limit of 0.25k has been introduced for Euro 6 – this should increase the detection rate of malfunctioning DPFs.

Is this enough?

The current Diesel Smoke Test is open to manipulation. For example, many VMs have limited the governor speed so that a vehicle engine speed cannot be accelerated at idle to the maximum rated RPM. This so-called free acceleration smoke test should also be performed within a specified duty cycle – any divergence affects the results of the test.

Furthermore, as the particles emitted have become smaller, the current Diesel Smoke Meter (DSM) testing technology that measures light absorption becomes less sensitive. Even at plate value, the DSM is unlikely to record and measure a compromised DPF on a Euro 6, despite the vehicle emitting millions of harmful particles. These ultra-fine particles with so called toxic PAH coatings are in fact even more dangerous compared to the larger particles, due to their ability to penetrate deep into the lungs and migrate further.

“20% of the high-emitting vehicles account for over 80% of the PM emissions.”

What else can be done to identify faulty DPFs? We can introduce a new test based on light scattering photometric technology, as tested

by TRL in latest report. It’s affordable, fit for purpose, traceable to industrial standards, and tests at idle to measure particle mass when a DPF leaks. When the DPF leaks, creating a partial or full flow DPF, the device reads a high PM reading and fails the vehicle. When the filter remains intact as a wall flow structure, the DPF Tester reads low PM and gives a pass.

Testers based on light scattering are much more sensitive compared to opacity technology, as currently used.

On Euro 6, light scattering on its own will identify compromised DPFs as long as the particle number and size distribution is able to generate sufficient mass measurement. The advantages are clear; low cost, effective in removing high emitters without having to rely on opacity technology, and the free smoke acceleration tests performed by DSMs, which are also open to being misused.

Conclusion By introducing any of the above, vehicles measured as being high emitters or gross polluters would be identified in a fair and measured way to allow for repair or removal from our public roads. As reported in the GOCA report in Belgium, 20% of the high-emitting vehicles account for over 80% of the PM emissions. Furthermore, ULEZs can be restricted to vehicles with correctlytested working wall flow DPFs only.

Premier Diagnostics is planning to measure the level of PM emitted by gross polluters (Euro 5 & 6 vehicles with compromised DPFs) during RDE testing conducted independently by Emission Analytics, to highlight the effects on air quality and public health.

For more information on Premier www.rdr.link/vm009 Diagnostics,

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EMISSIONS

UP TO STANDARDS Reducing emissions and improving air quality is a key objective of both local and central governments. Eminox illustrates the steps you should be taking to work towards this goal.

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ompliance is not only good for the environment, but is crucial for operators on a business level, particularly if they are to operate in the extended London Ultra Low Emission Zone (ULEZ), which will cover all roads within the North and South Circulars from October 2020. This mandates that vehicles must meet Euro VI standards for emissions of particulate matter (PM) and nitrogen oxide (NOx).

26 CVW FEBRUARY 2020

The importance of the diesel particulate filter At the heart of Euro VI compliance is the diesel particulate filter (DPF). These trap carcinogenic particles by forcing exhaust gases through microscopic pores within a wall-flow filter. Larger soot particles cannot pass through, and remain within the DPF, rather than entering the atmosphere.

This means that DPFs need to be regularly cleaned. Normally, the vehicle’s electronic control unit (ECU) works with pressure sensors to determine when the DPF is filling, and then regenerates the filter by burning off the soot to effectively empty it. However, it needs to be checked, regenerated manually, or cleaned off-vehicle at every service to ensure that it operates correctly and that there is no danger of failure.

All Euro VI after-treatment systems containing a DPF have an access cover.

Once this cover is removed, the DPF can be pulled out for servicing.

If the DPF blocks, internal damage may occur – this will often cause the vehicle to go

into ‘limp-mode’, or becomes immobilised to prevent further damage. Both of these consequences are costly and extend the time your vehicles spend off the road.

Until recently, the only way to replace a DPF was with an expensive OEM part. This has now changed with the launch of a wide range of type-approved replacement DPFs from Eminox, suitable for manufacturers including Volvo, DAF, Renault, Scania, and MAN, covering over a third of the Euro VI vehicles on the UK’s roads.

Designed and manufactured in the UK, these DPFs are certified to comply with ISO and TS standards. This means they meet the strict tolerances of the OEM products they replace. They are also BER compliant, so fitting them won’t invalidate manufacturer warranties.

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The cost of non-compliance The London ULEZ is in constant operation, and any non-compliant commercial vehicle will have to pay a £100 daily charge. This means that operators looking to enter either the current or extended zone have a choice.

They must either: ■ Pay the charge, adding to your costs ■ Manage their fleet so that only Euro VI-

compliant vehicles enter the zone ■ Swallow the cost of buying new,

compliant vehicles ■ Retrofit vehicles to ensure compliance

with solutions from an accredited supplier For fleet managers, when it comes to the final option – retrofitting – it is vital to pick the right partner. Look at the company’s credentials – does it have the experience to help you cost-effectively achieve compliance? Does it meet accreditation standards? Does it provide a high-quality

“Until recently, the only way to replace a DPF was with an expensive OEM part. This has now changed with the launch of a wide range of type-approved replacement DPFs.”

product that will actually enhance the value of your vehicle when you come to sell it?

Eminox were the first company to receive Clean Vehicle Retrofit Accreditation Scheme (CVRAS) approval for its SCRT solutions for buses, coaches, and specialist trucks. It delivers peace of mind, and Eminox provides a Retrofit Service to fit its solutions to guarantee complete reassurance.

Outside of London, it is important to stress that the ULEZ is just one of a growing number of Clean Air Zones (CAZ) planned or already in operation in cities across the UK, as local governments look to reduce pollution and its harmful effects. For example, Birmingham City Council recently announced plans to penalise high-polluting HGVs and buses driving into its city centre.

So, now is the time to implement a strategy to ensure current and future Euro VI compliance.

To see more on Eminox’s range of retrofit www.rdr.link/vm010 solutions,

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EMISSIONS

CLEANING UP YOUR AC T Vehicle emissions are coming under increased scrutiny as UK cities struggle to improve air quality. Are your maintenance regimes keeping pace?

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here has been much publicity in recent months about the impact vehicle emissions have on air quality, particularly in urban areas. Some UK cities are proposing to ban non-compliant vehicles from their roads or levy punitive access charges – in practice, this applies to any truck or bus that exceeds Euro VI emission limits.

As a result, enforcement authorities can be expected to be especially alert to any signs of emissions non-compliance both at annual test and during roadside checks.

It makes sense, therefore, to check that your maintenance regime includes all the necessary checks on emissions and emissions control systems (ECS).

Annual Test checks Additional checks on emissions were introduced for HGVs and PSVs in 2018. Since then, failures due to emissions have risen and are now one of the top 10 defects, accounting for around 1% of test failures annually.

So, what’s changed? Examiners now use manufacturers’ plated limits for smoke testing and Euro VI vehicles have a stricter permitted limit. Three additional checks are now carried out: ■ The level of tail-pipe smoke coming from a vehicle equipped with a Diesel Particular Filter ■ Is legally mandated emissions control equipment missing, modified, or

28 CVW FEBRUARY 2020

showing signs of tampering?

■ Is the in-cab dashboard engine Malfunction Indicator Light (MIL) on?

Top tips The latest DVSA ‘Guide to Maintaining Roadworthiness’ includes a new section on exhaust emissions and the importance of correctly maintaining the vehicle’s emissions control system.

It recommends that vehicles showing signs of visible exhaust smoke be checked with a diesel smoke meter to ensure that the level of smoke emission is within the legal requirements. (Information on the levels of permitted exhaust smoke is contained in annual test inspection manuals.) It’s worth remembering, too, that any vehicle presented for test with visible smoke coming from the exhaust will instantly fail.

Vehicles fitted with emission control systems (ECS) need to be maintained in line with manufacturers' recommendations.

Drivers and operators should monitor the dashboard ECS warning lamps and ensure levels of AdBlue are maintained at correct levels.

Any ECS faults should be rectified as soon as possible and repaired in line with manufacturer’s standards.

To read the DVSA ‘Guide to Maintaining Roadworthiness’, www.rdr.link/vm011

THE LAW Under the Road Vehicles (Construction and Use) Regulations (Regulations 61(7) and 61A(3)) and the Road Traffic Act 1988 (Section 42), it is an offence to use on a road a vehicle which has been modified in such a way that it no longer complies with the air pollutant emissions standards it was designed to meet. The potential penalties are £2,500 for a van, lorry or bus.

Under the Road Traffic Act 1988 (Section 75), it is an offence to alter a vehicle in such a way that the use of the vehicle on a road would be unlawful. A person altering the vehicle (if they knew or believed that the vehicle would be used on the road) could be found guilty of an offence under the Act. Potential penalties are unlimited fines.

Any person using (or causing or permitting to be used) a vehicle on the public road which does not comply with the emissions standards it was designed to meet, is committing an offence. It is the driver who is responsible for ensuring compliance.

Removing a catalytic converter or diesel particulate filter, for example, will almost certainly result in a vehicle’s emissions exceeding type approval limits and make the vehicle illegal to drive on the road. Engine re-mapping may also result in non-compliant emissions.

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EMISSIONS

FTA EMISSIONS REPORT CVW breaks down the 2019 Logistics Emissions Review from FTA, which includes the latest results of the Logistics Emissions Reduction Scheme (LERS), to see the environmental performance of the industry and what more can be done to improve.

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uring the past year, LERS members achieved an impressive 4% reduction in their greenhouse gas emissions and decreased their average kg of carbon dioxide equivalent (CO2e) per vehicle km to 0.72, from 0.75 in 2017 and 2016.

Having announced its decision to support the government’s proposed 15% reduction target in HGV greenhouse gas emissions by 2025, this downward trend among LERS member organisations is a positive and encouraging step towards ultimately achieving net-zero emissions. However, achieving the ambitious 15% reduction target will remain a challenge in the short term.

The report also illustrates members’ continued efforts to ensure they are operating the cleanest vehicles available; 58% of LERS members’ HGVs are Euro VI standard, up from the 48% recorded in 2017. This is

crucial for workshops to be aware of, as this percentage will only continue to increase.

It is the same story for vans, with 57% of members’ vans meeting the Euro VI standard, an increase from the 44% figure from 2017.

In addition, there has been a significant drop in the use of Euro III vans: use is down from 22% in 2017 to just below 3%.

“LERS continues to go from strength to strength, and members never fail to impress us with their dedication to

“Industry still needs support in order to transition to alternativelyfuelled vehicles and to meet the challenging targets.”

improving efficiencies,” comments Rebecca Kite, FTA’s Environment Policy Manager.

“However, whilst this year’s results continue to demonstrate positive and encouraging progress, it is important to recognize that further challenges lie ahead to reach the government target of a 15% reduction by 2025.

“Industry still needs support in order to transition to alternatively-fuelled vehicles and to meet the challenging targets. LERS received ministerial endorsement from the Department for Transport in 2019, and the scheme continues to carry weight with government. We would encourage any operator looking to drive down emissions to join the scheme.”

For more information online, www.rdr.link/vm012

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DIAGNOSTICS

SPRINT FINISH Pico Technology recently received a case study from Daniel Black, a US Mercedes Benz technician, which explained the process of diagnosing a Mercedes Benz Sprinter 906 suffering from a lack of power.

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he vehicle came in with the customer complaining that there was a lack of power; the CEL was illuminated and in the customer’s own words, “it feels like it has no boost�. Using the Xentry diagnostic tool, we found two fault codes stored.

P14B100 and P190100 were stored in the CDI (common-rail diesel injection). We were not able to obtain any specific information on the criteria for setting these fault codes.

We reviewed the freeze frame data and it was not particularly helpful at identifying the conditions that the fault was set under (Fig 1). The guided tests were run for both stored codes, with the guided test recommending replacement of the mass air flow sensor or inspection of the harness, as seen below.

í˘ą

Possible causes and remedy ■Check electrical lines and connectors between control unit ‘N3/35 (CDI control unit)’ and component ‘B2/14 (Hot film mass air flow sensor)’ for short circuit, open circuit, loose seating. Loose contact and damage using the

Dynamic test of exhaust gas recirculation Test result ■The check was not OK ■Continue test with button ‘Continue’

32 CVW FEBRUARY 2020

í˘˛

appropriate wiring diagram. ■Replace component ‘B2/14 (Hot film mass air flow sensor)’.

We decided to check the intake system for air leaks. During this test, two leaks located after the mass air flow sensor were revealed. These were rectified with no change in operation. Next, we decided that a dynamic EGR test might reveal some helpful information. During this test, we found that the vehicle would occasionally stall and fail the test in the specified ranges (Fig 2).

At this point, a known good EGR valve was installed for testing and the test was run again with no change in results. With no improvement, we searched for any technical topics related to these fault codes, finding a few cases relating to pins at the CDI for the EGR recirculation positioner (Y27/17) and the EGR recirculation cooling solenoid

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(Y27/13). The CDI was disconnected and pin tension was checked; all pins were found to be secure and the CDI was reconnected. After this, the vehicle ran better and passed the dynamic EGR test in the upper ranges and the engine no longer stalled (Fig 3).

A test drive revealed that most of the power had returned, but the vehicle was still not at full power and the fault codes eventually returned. At this point, the electronic compression test was run and the results were very telling (Fig 4).

With all but one cylinder failing, we proceeded to perform a manual compression test. Bank 1 (cylinders 1-3) were around 18 bar (261psi); bank 2 (cylinders 4-5) were below 12 bar (174psi) – the wear limit for this engine is 17 bar (246psi). A leak down test was performed on bank 2, with 8% leakage on cylinder 4, and 4% on cylinders 5 and 6. The extra leakage on cylinder 4 was found to be coming past the injector seal, but it was not enough to cause this loss of compression on bank 2. With good leak down readings, we were initially at a loss for what would cause a loss of compression.

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Dynamic test of exhaust gas recirculation Test result ■The check was not OK ■Continue test with button ‘Continue’

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Test result â– Throughput time of piston in power stroke â– The compression test was not OK â– A leak test must be performed on all cylinders as per the repair instructions

Hypothesis After thinking it over, I decided a restriction on the intake side of bank 2 might explain the loss of compression whilst still providing good leak down numbers. I decided to take in-cylinder compression readings with the PicoScope to get a better idea of what was going on.

Materials â– Pico Scope 4425 â– WPS500x Pressure Transducer Kit â– Glow plug adaptor

Procedure 1. Attached WPS500x to cylinder 1 glow plug range 1 2. Battery maintainer attached to vehicle 3. Fuel system disabled 4. Pico set to 200ms/div, sample rate 1ms, scale 500psi 5. Cranked engine until speed was stable

Results Right away we can see a clear difference in

Cylinder 4

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peak compression and a distinctive pocket near the intake stroke on cylinder 4 (Fig 5); cylinders 5 and 6 were nearly identical.

Using the measuring tools and comparing it to the known good cylinder (Fig 6), I revealed some very interesting information.

Looking closely at the good cylinder, we can see a peak cylinder pressure of 269.8psi (18.6 bar). We can also see the intake valve is opening approximately 362.9 degrees after compression TDC (Fig 7).

Cylinder 1

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FEBRUARY 2020 CVW 33

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DIAGNOSTICS

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í˘ˇ Comparing this to the cylinders in question, we see a peak compression of 183.2psi (12.6 bar) and the intake valve opening 422.8 degrees after TDC (Fig 8).

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í˘¸ Looking closely at the vacuum pocket, we can see that there is a significant vacuum on the bank 2 cylinders, approximately 11.2psi (Fig 9).

Analysing what the PicoScope showed us, in particular the point at which the intake valve opens, I determined the intake valves on bank 2 were opening 59.9 degrees of crankshaft rotation (29.95 degrees at the camshaft) later than the intake valves on bank 1. This created the large vacuum and reduced the time to fill the cylinders; resulting in reduced compression (Fig 10).

At this point, no major disassembly had been performed, and we decided it was time to confirm the cam timing. Upon checking base timing, we confirmed that bank 1 was in time and the intake cam on bank 2 was out of time (not the exhaust cam). As you can see (Fig 11), the intake cam lobe for cylinder 4 (viewed from the rear) should be at a near parallel with the cylinder head surface. A rough estimate shows it is approximately 33.9 degrees off – we estimated 29.95 degrees with the PicoScope.

34 CVW FEBRUARY 2020

Now for the root cause of this failure – the intake camshaft on bank 2 drives the high pressure pump via a gear. The intake camshaft on this engine is gear-driven by the exhaust camshaft and, as a result, it spins anticlockwise. The drive gear on the exhaust camshaft is friction welded in place.

We suspected that the high pressure pump had become locked up at one point in time, causing the friction weld to slip on the exhaust camshaft, thus resulting in a loss of intake camshaft timing.

Once we removed the high pressure pump, we could feel a distinct difference in the effort to turn the pump, compared to a known good pump. Comparing the exhaust camshaft to the new camshaft, we could clearly see a change in relation to the cam lobe and the timing marks on the gear. I should note that no gasoline could be detected in the tank and a sample of the diesel was sent out for analysis to determine the cause of the high pressure pump failure.

“This test not only revealed the low compression, but clearly showed us that the root cause was in the mechanical timing.�

ě?ˆ Conclusion The loss of airflow into the engine due to the cam timing was causing a loss of power, causing the EGR dynamic test to fail and setting the air mass codes. This test not only revealed the low compression, but clearly showed us that the root cause was in the mechanical timing. With one test we were able to pinpoint the cause and save countless hours blindly tearing this engine down. It would have been completely plausible for a technician to miss that the cam timing was off upon disassembly as well, resulting in even more time lost.

For more information from Pico www.rdr.link/vm013 technology,

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PRODUCT TEST

ABS/EBS fault-reading and decoding is the latest innovation to be added to Scrutineer, the stand-alone trailer diagnostic unit from Hope Technical Developments. Phil Sherman at Feltham-based Phoenix Trailer Services has been putting it through its paces.

CODE-BREAKER T railers might have fewer systems to service compared with tractor units, but pinpointing faults can be time consuming. For example, is a fault down to the tractor-trailer air and electrical connectors at the front or something mechanical at the rear?

Hope’s Scrutineer trailerdiagnostic unit can identify air leaks, poor brake adjustment, faults in lighting circuits, ABS and EBS faults, and problems with supply circuits on trailers.

It is popular with many fleet servicing trailers and, in the latest update, the company has integrated Code-Talk, a software addition that makes reading and decoding of EBS/ABS fault codes more efficient, saving both time and cost.

Code-Talk reads out any faults recorded in the trailer ABS/EBS ECU. The technician can clear them from the ECU memory – once they have been rectified, of course.

Another benefit is that by integrating Code-Talk into Scrutineer, Hope has made it possible to have routine fault-code reading and diagnostics in a single unit – there is no longer a need for a separate

laptop to read and interpret brake manufacturers’ fault codes to understand what fault the code is referring to.

“I’ve had previous experience with the Scrutineer, so I appreciate what a time-saver it can be when it comes to diagnosing trailer faults. Code-Talk provides additional diagnostic scope for ABS/EBS faultfinding,” says Phil.

“The braking systems on the trailers we service include Haldex, Knorr-Bremse, and Wabco. Currently, we need software from each of them to read the fault codes on their systems. We also have to make sure each is regularly updated.

Code-Talk incorporates all the various manufacturers’ software and having it on the Scrutineer means all the diagnostic kit is in a single unit.”

Hope says it is continuously updated to ensure it remains compatible with all the leading brake brands, so that is both reassuring and could also save cost.

“The benefit of Code-Talk is that it enables the technician to get all the brake system fault codes via the ECU on the trailer, including a description of the fault.

Scrutineer then helps pinpoint what has

“Hope’s Scrutineer trailerdiagnostic unit can identify air leaks, poor brake adjustment, faults in lighting circuits, ABS and EBS faults, and problems with supply circuits on trailers.”

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PRODUCT TEST

caused the fault – a low-output from the offside or nearside sensor, an internal valve, or an external cable, for example. It works really well and saves a lot of diagnostic time.”

Scrutineer on test The Scrutineer is powered via the workshop mains electricity supply, so there are no exhaust fumes or noise from a tractor unit.

The trolley it is mounted on has space for the compressed air cylinder and also for a battery, if mains electricity is not available.

The colour-coded control panel has a set of LED lights and dials which guide the technician through all the safety checks.

Phil continues: “Space is tight on our dedicated trailer servicing site, so manoeuvring trailers in and out of the bays is a challenge. Not having to have a tractor unit to supply power to trailers for checks is a real bonus, because it minimises emissions and makes it a much more pleasant place to work.

“It is simple to use – you just hook it up to the supply lines at the front of the trailer.

The technician can then walk to the back of the trailer and use the remote control to carry out function checks – there’s no need to involve a second member of staff to operate the brakes, or check lights and so on. Routine safety checks are still carried out thoroughly, but the whole process is more efficient.

“Technicians can check valve operation at the correct settings, as well as pressure, the EBS CAN line integrity, the operation of brake mechanisms, and operate the brakes via a remote control, for example. The control panel also shows live data like air pressures, wheel speeds and voltages – all of which helps speed up diagnostics,” points out Phil.

Lights and electrics The bulb meter lets technicians do a quick visual check of how many bulbs are in operation on a circuit and identify earth faults immediately. Lighting circuits can be checked by socket pin number with the operation of the ABS system via 24N, 24S and the ISO-7638 connection.

Remote action With the remote, the technician can perform the usual checks to be done whilst the technician is under the trailer, including

38 CVW FEBRUARY 2020

releasing the brakes, checking brake operation, and making any necessary adjustments. They can check brake sliders and pad wear, and on drum brakes check and adjust, if necessary, the slack adjusters.

The wheels can be spun for a quick check on tyre wear.

“The ability to check under-chassis components using the remote control has been a real efficiency booster. Vital safety checks are not going to be overlooked because the technician is to-ing and fro-ing from under the chassis – he can concentrate on what he’s doing,” says Phil.

There’s a separate voltage check for each side of the trailer – which saves time when fault-finding because there’s no need to run a full diagnostic to pinpoint the fault.

To find out more on the Scrutineer trailer diagnostic unit from Hope Technical Developments, www.rdr.link/vm014

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DIAGNOSTICS

OUT OF THE BLUE Commercial vehicles are more technologically advanced than ever before, but with that comes challenges for workshops. Brett Edkins, Technical Manager at Eclipse Diagnostics, explains how to identify and correct an emission fault on a Wrightbus Streetlite Euro VI.

I

dentifying faults on many modern commercial vehicles is becoming increasingly difficult as the technology employed by manufacturers becomes more and more advanced. This step-by-step analysis of the emission fault on the Wrightbus Streetlite Euro VI model shows how the Eclipse Jaltest package is becoming the go-to diagnostic solution for the coach and bus industry.

The problem In this example, a defective Wrightbus StreetLite has been taken out of service due to the emission (MIL) warning light being on the dash and the vehicle is in “derate” (reduced power mode). With many possible causes for the MIL lamp being illuminated, an engineer must investigate the antipollution ECU (ACM) using Jaltest diagnostics.

Initial assessment Firstly, make an initial diagnosis of the ACM to check whether any logged faults, present or historic, can assist in the possible cause of the emission problem – these are listed in the diagnosis memory.

“Check whether any logged faults, present or historic, can assist in the possible cause of the emission problem – these are listed in the diagnosis memory.”

For this example, one active fault is detected by the ACM: ‘161100’. This means the plausibility check of the Adblue system produces excessively high values. Many things can cause this fault code to become active; from an Adblue blockage to a failed component.

Jaltest analysis Using the Jaltest software, select measurements within the ACM and check all the live data to ensure all sensors give plausible values. As shown in the image below, Jaltest can display live readings from the ACM. Here, all sensors and components are giving a plausible value, so no issues are currently obvious.

Check the ACM functionality

40 CVW FEBRUARY 2020

One key system check that helps diagnose this specific error is the metered quantity measurement Adblue/DEF. This test will check all the stages that the Adblue system goes through during normal operation, from the initialising of the system to the dosing of the Adblue out of the metering valve.

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The Jaltest software guides the user through how the vehicle needs to be set up so it can perform the test, all the way to exactly how much Adblue should be injected during the test. For example, the metering valve shows only 100ml of Adblue was injected into the calibrated container, when the reading should be between 160240ml. This highlights a possible blockage within the Adblue circuit.

This problem can arise for vehicles that have had no service carried out on the Adblue system, so it is important this is not ignored.

Replacing the filters will fix this problem, and Jaltest provides a step-by-step guide to help engineers navigate the procedure.

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“The Jaltest software guides the user through how the vehicle needs to be set up so it can perform the test, all the way to exactly how much Adblue should be injected during the test.�

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Clearing down the fault In this example, once the filter has been replaced, another quantity measurement of Adblue/DEF is required to ensure the problem has been correctly resolved. This time, the dosage of Adblue will be set out

by Jaltest, however, the previouslygenerated fault code will remain active until the SCR-related memory reset – found in the engine ECU (MCM) under the maintenance tab – is carried out.

The Jaltest software provides a plethora of features to easily identify faults and possible causes, which are then able to inform the user on how to rectify the problem. Once an issue is resolved, a technician can validate the repair and clear down the fault with minimal downtime and expense.

To see how the Jaltest software can aid your workshop in diagnosing complicated electrical faults, www.rdr.link/vm015

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©Siwakorn/AdobeStock

DIAGNOSTICS

TRAILER MADE Doctor Air Brake highlights how it simplifies compliance for fleet trailers with its updated diagnostic tool: the ISO-T.

E

nsuring EBS trailers remain compliant is of utmost importance, and Doctor Air Brake’s updated ISO-T aims to offer a simple solution to any potential problems. The ISO-T is permanently fitted to the trailer and informs you if your ABS/EBS and CAN line communications are fully functional at a glance. Its easy-toread display helps to eliminate the risk of misreading any diagnosis.

The ISO-T initiates automatically when the connected trailer is powered by the truck ignition. It will display a green light if all is OK, and a red light if there’s a fault

with the braking system, including CAN communication lines. It achieves this by measuring the voltages on all the power lines, and waits for the trailer ECU ‘hand shake’ with the tractor unit to confirm the CAN lines are fully operational. It also tests both earth pins and, if there is an issue, the red light will illuminate.

The ISO-T is able to show specifically where the fault has originated in the system.

Firstly, it displays a red light for four seconds to indicate a fault is present, and then signals a code to inform where the problem lies. For example, if the red light

flashes two times, this indicates an issue with the ignition power supply to the trailer. Alternatively, if the red light flashes six times, there is a fault on CAN Lo. The light intensity can also be adjusted so that the light emitting from between the truck and the trailer, whether it’s red or green, is easily visible.

Other advantages of the ISO-T include: ■ A simple ‘Go/No Go’ feature as your truck starts ■ Reduces the risk of points under OCRS with DVSA ■ Reduces the risk of accident or roll over with the trailer (EBS roll stability does not function if there is a fault in the system) ■ Reduces the cost and time associated with vehicle maintenance ■ Affordable kit means its available for all levels of truck and trailer maintenance ■ Multi-voltage with auto-detect for 12V or 24V. ■ Kit comes with a screwed terminal socket and pre-drilled bracket ■ It checks all lines, including CAN To find out more, www.rdr.link/vm016

42 CVW FEBRUARY 2020

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DIAGNOSTICS

THE FULL PACKAGE The needs and requirements of today’s workshops are always increasing, so it’s vital that you are working with equipment that speeds up day-to-day tasks. Actia (UK) talks CVW through its core diagnostics offering – the Multi-MUX and Multi-DIAG.

A

ctia’s core diagnostic tools – the multi-MUX and multi-DIAG – offer two-way communication with your vehicle from an embedded system level, so that technicians receive a fast diagnosis of performance and faults. This provides workshops with a simple path to preventative solutions, and enables them to efficiently diagnose and maintain vehicles.

Multi-MUX gives diagnostic access to a range of multiplex electrical systems to help reduce downtime and get the customer’s vehicle back on the road as quickly as possible. Multi-MUX has a modern and user-friendly look and utilises a modular bolt-on system. There are also online updates available, which make it simple to stay on top of the latest updates.

Multi-MUX provides rapid diagnostics of the vehicle’s major systems via a single communications interface and a suitable laptop or tablet. This eliminates the need for several ECU interfaces, reducing costs and bringing all your diagnostic tools into one low cost, easy-to-use package.

Complementing this tool, Actia’s MultiDIAG Bus & Truck is a multi-make solution which allows for a more time-efficient fault diagnosis of the main vehicle system, for all major trucks, buses, coaches and trailers.

It can efficiently review the status and

performance of the injection, ABS, EBS, EDS, gearbox, brakes, suspension, retarder, dashboard, airbag system, and Adblue faults. Key service and repair functions include read/erase faults, actuator testing, parameter reading, ECU configuration, calibration and coding for injectors, and electronic valves. It is further supported by integrated technical documentation and wiring diagrams, so the user is guided through diagnostic operations step-by-step.

The Multi-DIAG Bus & Truck kit comes complete with a Bluetooth vehicle communication interface, with built-in CAN multiplexer, OBD diagnostic cable, pinout kit, USB cable, and a hard-wearing carry case. Thanks to its Bluetooth function, technicians can use the tool whilst moving around the vehicle.

Furthermore, Actia provides three DVD updates per year to ensure optimum diagnostic functionality and performance.

The company also offers regular MultiDIAG news and technical helpdesk support.

Actia offers online and telephone support, with remote and on-site variations available if required.

To find out more about Actia’s range of diagnostic solutions, www.rdr.link/vm017

FEBRUARY 2020 CVW 45

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TOOLS & EQUIPMENT

OFF BY PART Sourcing CV replacement parts can be a tricky task, especially when guaranteeing the quality and authenticity of what you are purchasing. Dave Burgess of DB Auto Consultancy explains one particular tool on which his company has come to rely: the TecDoc Catalogue.

D

ave Burgess is a relative newcomer to the commercial vehicle sector, but he has a wealth of experience in the automotive industry, having been in the trade for more than 30 years. His company, DB Auto Consultancy, is an active member of the United Aftermarket Network (UAN).

The TecDoc Catalogue from TecAlliance includes more than 110,000 vehicles models, data for 6.6 million products from over 700 brands, 254 million links, and 48 product groups. Its goal? To provide high quality replacement parts information and data for the independent aftermarket.

“The biggest single benefit that the TecDoc Catalogue has brought my business is to reduce our part returns to virtually zero,” explains Burgess. “This has naturally made a huge difference to our overall efficiencies, as well as directly to the bottom line.

“As all wholesalers will be very aware, part returns and the problems they create, as well as the costs they subject a business to, are some of the fundamental issues

“The specific nature of the search criteria, combined with the accuracy of the data in the TecDoc Catalogue, allows us to precisely identify the correct replacement item.”

46 CVW FEBRUARY 2020

when it comes to profitability, particularly in an industry as fiercely competitive as ours and with such small profit margins.

“The specific nature of the search criteria, combined with the accuracy of the data in the TecDoc Catalogue, allows us to precisely identify the correct replacement item. This means, for example, that we don’t have to supply more than one part reference to cover the possible options. Having established the gains that the system has made possible, I simply couldn’t run my business now without the TecDoc Catalogue.”

This ongoing experience, and the requirement to ensure the business maintained its reputation for supplying the correct parts on demand, meant that the use of the TecDoc Catalogue was without question when Dave opened the doors of his CV-focused venture 18 months ago.

“I didn’t hesitate to use TecDoc data for the CV business. We initially used the

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existing platform that we had successfully adopted for the automotive business,” Burgess continues. “However, although the system listed the relevant service, repair, and accident-related replacement parts the business relies on, it was not quite so easy to navigate for CV searches, due to the fact that the historic links to the reference information associated with CVs were not quite as refined as they are for the automotive data.”

Recognising this point, and intent on making the parts data held within the system equally accessible to CV specialists as it is for the automotive community, the TecAlliance team embarked on creating a specialised CV version of the catalogue. During the final testing phase, Dave was invited to pilot the new ‘TecDoc VIN Catalogue – Truck’ to provide feedback and actively contribute to its ongoing development.

“The TecDoc VIN Catalogue for Trucks is now as easy to use and reliable as the automotive version. This method still identifies the precise vehicle and the associated original equipment part numbers for its various components.”

“Although the new system uses the vehicle’s chassis number to identify the vehicle, as well as to a certain extent the registration number, the TecDoc VIN Catalogue for Trucks is now as easy to use and reliable as the automotive version. This method still identifies the precise vehicle and the associated original equipment part numbers for its various components,” expands Burgess.

“From this information, TecDoc’s official data suppliers match their products, and this allows us, as a catalogue user, to choose the ideal replacement part for our customers, from a broad range of suppliers.

“From their perspective, the benefits are two-fold: first, just as part returns are what we as a wholesaler want to minimise, vehicle downtime is the biggest threat to our customers’ profitability, because a stranded vehicle simply becomes a cost.

So, being able to quickly identify the correct part from a choice of suppliers allows us to source the replacement in the shortest timeframe and reduce the period the vehicle is out of service.

“The second benefit, although not directly visible to the customer, is the ability to interrogate the stock level at each supplier through TecAlliance’s order-to-invoice processing platform, Order Manager. This ensures that we can find a replacement that is available from stock and deliver it to the customer as quickly and efficiently as is possible, which again minimises both inconvenience and cost, and allows us to provide a first class service to our customers.”

For more information on the TecDoc Catalogue from www.rdr.link/vm018 TecAlliance,

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TOOLS & EQUIPMENT

C ASE STUDY: FIRE AND RESCUE

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n total, Gloucestershire Fire and Rescue Service runs a mixed fleet of 33 frontline HGV appliances, nine special appliances, including aerial platforms and 73 blue light non HGVs. The fire service decided on the Josam Cam-Aligner so its fleet could be regularly checked for correct wheel alignment and steering geometry.

“Our front-line firefighting appliances, all of which are heavy goods vehicles, and our blue-light response light vehicles, are often driven at high speeds when responding to a 999 emergency,” explains Nigel Leppard, Fleet Manager.

“As such, we must pay special attention to tyres, brakes, and steering, and this is where the Josam equipment plays its part.”

The compact Cam-Aligner system enables the fire service to quickly and accurately check wheel angles such as toe, camber, steering box middle, and axle offset. All of this is measured using Josam’s patented camera technology, using the chassis centre line as a point of reference.

Adam Fowles, Acting Workshop Manager, expands: “After AES took us through the basic on-site training, we found

48 CVW FEBRUARY 2020

the Cam-Aligner quite simple to operate. It only takes about 20 minutes to carry out a routine inspection for each vehicle during its annual MOT, at which time any corrections can be made.

“If we need any ongoing advice, the AES support team are immediately on hand, and, most times, will sort things remotely, which is reassuring given that our vehicles must be on standby permanently.”

He goes on to say that any misalignments are easily adjusted, and the work detail is all recorded for later reference or auditing purposes.

Furthermore, the Cam-Aligner allows the fleet to “handle better at high and low speeds, with the added benefit of saving on tyres, fuel, and vehicle down-time”.

Gloucestershire Fire and Rescue forecasts significant fuel savings which, given that each litre of diesel consumed produces 2.68kg of CO2, equates to a reduction in carbon emissions of approximately 72 tonnes per year. This will go a long way to help Gloucestershire County Council in its commitment to reduce carbon emissions in the county.

Gloucestershire Fire and Rescue Service explains how AES’ Josam wheel-alignment equipment improves the efficiency of its workshop, saving money and reducing emissions in the process.

Nigel Leppard adds: “Not only do we maintain a high level of safety and compliance but, in the first five years, we expect to achieve vehicle and labour cost savings amounting to approximately four and a half times our capital outlay – with an initial return on investment in just 15 months.

“Carrying out this type of essential alignment work lessens the threat of going over budget by keeping down costs,” he concludes. “Furthermore, it reduces the threat of emergency vehicles being out of service, ensuring that we meet our legal obligation to VOSA by maintaining a legally compliant and safe fleet.”

For more information on the Josam CamAligner from AES, www.rdr.link/vm019

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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

When life changes we're life changing.

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

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

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

Here for the automotive industry

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TOOLS & EQUIPMENT

RAISING STANDARDS

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bellio London’s Southall depot has an operating fleet of 107 buses, comprising both single and double-deck vehicles. The workshop within the depot operates three shifts a day, seven days a week, to provide support to the bus fleet. Each week, a minimum of 35 buses undergo a range of workshop operations, including scheduled inspections, servicing, mechanical and body repairs, plus general maintenance.

Each of the Stertil Koni mobile column lifts, type ST1075FWA-4, provides a lifting capacity of 7.5 tonnes per column so, when used as a set of four, the combined capacity is 30 tonnes. This ensures safe, smooth and controlled lifting.

The ST1075FWA-4 provides a maximum lifting height of 1.85 metres, which is reached in 75 seconds, making it one of the fastest commercial vehicle lifts available.

Also, each column is fitted with the eBright smart control system, which enables workshop staff to operate the columns individually, in pairs, or in any other configuration from a single location.

Incorporating wireless mesh network connectivity and full-colour touch screen consoles, the eBright smart control system

Abellio London explains how Stertil Koni’s wireless mobile column lifts support its workshop activities in Armstrong Way, Southall. has been designed and developed to simplify operation by providing maximum visual information about every lifting operation, all at the fingertips of the technician.

For added safety and performance, the eBright smart control system also shows how many columns in the set are being used, the battery status of each column and when the independent mechanical locking system is engaged.

Long-life deep cycle batteries will power the lifts for at least a week, on average, before recharging is necessary. The batteries can be charged overnight via a 230V single phase supply. With no cables on the workshop floor, the risk of tripping is removed, providing valuable health and safety benefits, and, with no power supply necessary, the system can be used safely inside or outdoors.

The absence of power and communication cables also means that setup time is drastically reduced, thereby making the system fully operational much more quickly. Significantly, the lift’s unique synchronisation system ensures a smooth lifting and lowering cycle, even in the event of uneven load distribution.

In addition to the five sets of ST1075FWA-4 wireless mobile column lifts – a total of 20 individual lifting columns – Stertil Koni also supplied a range of complementary garage equipment. This included 12 tall axle stands, eight medium axle stands, and three sets of access steps.

“As a group, we have relied upon Stertil Koni wireless mobile column lifts for a number of years across our depots,” explains Ken Fennell, Head of Facilities at Abellio London.

“We appreciate the flexibility that the lifts provide for our engineering function, and we recognise that they eliminate many issues where the use of traditional lifts would present a risk.”

For more on Stertil Koni’s range of wireless mobile column lifts, www.rdr.link/vm020

FEBRUARY 2020 CVW 51

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PROFESSIONAL MOTOR MECHANIC

MECHANEX

THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS

GEARING UP FOR SANDOWN PARK! 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

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TOOLS & EQUIPMENT

SNOWED

UNDER With the cold season setting in, ice and snow will once again be a constant feature on the roads across the country. Here, Zarges explains what to take note of when de-icing commercial vehicles, and how to choose the right platform for the job.

I

f they are not removed before the start of a journey, icy slabs and chunks of snow that have accumulated on a vehicle may turn into projectiles that endanger the traffic behind. Truck and bus drivers are legally required to ensure that their vehicles are free of ice and snow.

Zarges has summarised a list of things that hauliers, road fleet operators, motorway services, truck petrol stations, and motorway maintenance authorities must pay special attention to.

Staying high and dry To minimise the risk of accident and injury, de-icing a vehicle should be performed at an appropriate working height. Work platforms specifically designed for such purposes not only help make performing these tasks more comfortable, but also significantly improve work safety. The Zarges de-icing platform, for example, is fitted with a staircase with a 45-degree incline, and supports a working height of 4.8 to 5 metres.

Its surrounding guardrails ensure a high level of safety whilst working at height, and the platform is made of a material that is frost-resistant down to -30°C, meaning that the platform is ideal for use outdoors. The modular design means that the six-metrelong base module can be extended by another two or six metres, depending on the extension module selected.

Don’t lose your footing Besides sturdy construction, quality and ease of use are another two essential factors to consider when selecting the right work platform. The company claims that its platform’s high degree of pre-assembly makes it stand out within the market, and this makes it much easier to set up on-site.

Furthermore, its steps and platform are covered with open-grid steel flooring, which allows for liquid drainage and helps to prevent slipping and accidents – the platform has a high anti-slip performance (R12), to ensure the user can maintain secure footing.

The perfect fit Using the right tools also has a significant influence on the amount of effort required for a task, and ergonomically-shaped ice and snow scrapers can deliver excellent results with less effort. Zarges' patented telescoping PVC scraper is approximately 2.9 metres long when extended, and is able to adapt to a vehicle's surface contour for the optimal removal of snow and ice.

"Our focus is on ensuring the safety of all road users, even during a sudden onset of winter.

“Through our de-icing platform, we want to help prevent any possible hazards and focus on efficiency, time and cost savings, and occupational safety," explains Zarges’ Head of Marketing and Product Management, Joost Knapen.

To see an informative video on Zarges’ deicing platform, www.rdr.link/vm021

FEBRUARY 2020 CVW 53

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COMPETITIONS

KNOW THE DRILL TTP Hard is here to make stainless steel drilling a walk in the park for two lucky CVW readers, who will receive a large TTP Hard drills set, a tub of CUT-IT metal cutting paste, and a pair of safety glasses.

A split point cobalt drill bit is the best choice when using a hand drill, as the split point prevents the drill bit from ‘walking’ or sliding. Once you have the correct kit and technique, drilling stainless steel becomes easy.

Beware of too much heat One of the biggest problems that can occur when drilling stainless is for it to ‘work harden’. This happens when excessive friction causes too much heat to build up.

The metal becomes harder than it was in the first place, making the material even more difficult to work with. It’s therefore crucial that you prevent this happening.

You can avoid work hardening by:

1. Drilling at a slow to moderate speed to avoid excessive friction 2. Using plenty of drilling lubricant 3. Applying only moderate pressure 4. Having rest periods – allow the drill bit to cool down between drilling sessions 5. Starting with a smaller diameter hole first and then work up gradually to desired size

HOW TO ENTER To be in with a chance of winning this great prize, www.rdr.link/vm022 and answer the following question (Hint: the answer can be found in this article):

Q

What problem does a split point drill bit prevent?

A. Running B. Skipping C. Walking Deadline for entries is 10/03/20. Terms & Conditions apply. See website for details.

MA XIMUM IMPAC T Prevost is giving one lucky CVW reader the chance to win a 1” impact wrench gun worth £700!

Prevost, a manufacturer of compressed air products, has a product portfolio ranging from aluminium pipework systems to one touch quick release safety couplings.

also facilitates easy access to the dial that changes the direction of rotation, allowing for easy, quick, and efficient use.

HOW TO ENTER The 1” impact gun on offer features an aluminium body; whilst being light and easy to use, it is strong enough to cope with tough environments. Perfect for intensive bolt removal, its aluminium body is also excellent for preventing damage and wear from age. An adjustable 360° twin handle makes it even more adaptable in restricted areas whilst ensuring maximum possible grip. The tool

“Light and easy to use, it is strong enough to cope with tough environments [...] and its alumunium body is also excellent for preventing damage and wear from age.”

54 CVW FEBRUARY 2020

To be in a with a chance of winning this great prize, www.rdr.link/vm023 and answer the following question (Hint: the answer can be found in this article):

Q

What range of movement does the adjustable handle provide?

A. 90˚ B. 180˚ C. 360˚

Deadline for entries is 10/03/20. Terms & Conditions apply. See website for details.

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RDR.LINK

WWW.RDR.LINK: HOW TO USE CVW’S ENQUIRY SERVICE Never ones to rest on our laurels, we've updated our reader enquiry service to help you to get to the product, business or technical information you require, quickly and efficiently.

What is rdr.link?

How to use rdr.link

With a wide array of online resources supporting the latest solutions – from informational videos to technical guides – it can be a challenge to locate what you need, quickly and efficiently.

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

Replacing our traditional paper ‘Readerlink’ enquiry card, all readers have to do is type the call-to-action codes located on each page into their web browser and they’ll be taken directly to useful online content – whether that be supporting videos, further product information, white papers, technical downloads and more.

It’s a simple, direct route to the relevant information online, as an alternative to searching around and trying to find out more via a search engine.

On certain pages you may read: “To download a technical data sheet for this product, visit: www.rdr.link/vm001” (or similar).

Simply enter www.rdr.link/ with the unique five digit code into a browser and it will take you directly to the mentioned resource – in this case the product data sheet.

Alternatively, you can log directly on to www.rdr.link and type in any of the codes from the magazine into the main search box.

You’ll then be directed to the supporting content or resource that you’re looking for.

There’s a tremendous array of online supporting aids out there for technicians, so our aim is to help to point you in the direction of the best ones without making you do the thinking yourselves. To that end we hope the new system will prove popular.

But don’t just take our word for it; give it a try for yourself this month!

LOST YOUR BACK ISSUE OF CVW? FEAR NOT! Introduced to ensure that there's no need to panic if you've misplaced a recent issue, you can now access a digital copy of your favourite magazine directly from our website. All you need to do is click on the 'Magazine' tab on our website, and you can view the past month's issue in digital format, complete with clickable links to take you to further information about products and articles you're interested in. Don't forget to also sign up for our FREE weekly e-newsletter while you're there, delivering the latest stories from www.cvwmagazine.com directly to your inbox every week.

FEBRUARY 2020 CVW 55

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WHAT’S NEW?

PE WHEEL HUBS The expectations placed upon wheel hubs for trailers and trucks are high. A long life should be just as normal as the highest level of reliability and safety under various conditions. To meet this standard, PE has expanded its product range of commercial vehicle wheel hubs to include applications such as BPW axles and Mercedes trucks.

The customer also has the option to purchase individual wheel hubs, wheel hubs with PE bearing, and wheel hubs with OES bearing.

KLARIUS EMISSION CONTROL COMPONENTS Additions to Klarius’ range of emission control components include DPFs for the latest version of the Ford Transit. Exhausts have also been developed for popular Hyundai hatchbacks, BMW saloons, compact MPVs from Citroen, a Honda SUV and a Toyota hybrid.

Building on its portfolio, Klarius has added an exhaust system to the range to fit the Toyota Prius Plus 1.8 hybrid. Other notable exhaust applications include the 2006-2011 Skoda Octavia, the 2006-2011 Honda CR-V 2.2, and the Citroen C3 Picasso 1.6. The components also come with a two-year warranty and ‘fit first time’ guarantee on all parts. www.rdr.link/vm025

www.rdr.link/vm024

SNICKERS WINTER WORKWEAR

COMLINE CALIPERS Comline has expanded its friction portfolio by adding a range of calipers to its line-up.

Complementing the brand’s existing braking offer, the range serves all popular European, Japanese, and Korean vehicles, and comes with a two-year warranty.

The range covers front and rear variants for a number of applications.

Standard cast iron references – all of which are zinc coated to prevent corrosion – are offered alongside lightweight aluminium options. In addition, the range features applications designed to cater for electronic park brake technology.

Manufactured to OE specification, the calipers are made in accordance with TS1649 standards. www.rdr.link/vm026

56 CVW FEBRUARY 2020

Stylish design and 37.5 fabric technology make these jackets and trousers from Snickers Workwear perfect for winter, both on-site and during outdoor leisure activities.

The FlexiWork and ALLroundWork garments feature contemporary designs that focus on fit, comfort, and freedom of movement. You’ll stay warm and dry in this layered clothing that’s robust, waterproof and windproof – the design and fabric combinations will keep your body comfortable as the conditions change in unpredictable weather. www.rdr.link/vm027

JOST ECO-FRIENDLY GREASE The introduction of a biodegradable lubricant for fifth wheel couplings from Jost allows fleets to make an eco-friendly buying decision that improves the reliability of their vehicles.

Manually lubricated fifth wheel systems require an average of 10kg of lubricating grease every year. With an estimated 600,000 commercial vehicles on the road in Europe, this equates to 6,000 tonnes of grease being applied every year. Jost recommends that fleets turn to automated lubrication systems coupled with biodegradable grease to keep up.

The lubricant degrades quickly and easily, is formulated for use with LubeTronic, and is offered at the same price as the standard lubricant product. This makes it easy for all end-users to switch and improve their ecological footprint. www.rdr.link/vm028

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NISSENS EGR VALVES

DAYCO THERMOSTATS Dayco, engine products and drive systems supplier for the aftermarket, has added thermostats to its growing portfolio. The range is designed and manufactured to meet original equipment (OE) specifications.

To aid their identification and compatibility with the correct application references, Dayco thermostats carry the prefix DT, followed by a four figure part number. They also feature a final letter – F, H, or V – which refer to the thermostat’s type: flange, housing, or valve.

The role of the thermostat is to control the flow of coolant around the cooling system and allow the engine to reach its optimum working temperature as quickly as possible. Dayco claims that its thermostats achieve this, along with the added benefits of reducing fuel consumption, emissions and wear and tear. www.rdr.link/vm029

Danish parts manufacturer Nissens has launched its latest product group extension, as part of the company’s ‘Efficiency & Emissions’ category.

Today, EGR valves are mounted in almost every new car, and together with the turbo, the product category is undergoing rapid growth.

The EGR valve launch covers more than 30 part numbers, and the range will be expanded further to cover 70 models in 2020. The overall product quality, including finish, material, and testing, is developed to match the high quality standard that the company claims that it strives for. The EGR valves are part of Nissens’ ‘First Fit’ concept, which means that they always fit the engine layout and the relevant connections smoothly. www.rdr.link/vm030

LASER TOOLS FUEL LINE SOCKET SET This socket set from Laser Tools is designed to offer improved access to hard-to-reach fuel line connections.

Injector connectors, for example, can often be buried under a maze of pipework and fittings, and it can be a major task to get a grip on the hex.

The tool is 3/8"- drive, and features two spring-loaded joints to help you get past any obstructions. The sockets are of an open design, which lets you slip them over the fuel line and down onto the hex connector. There are eight socket sizes provided; 10mm, 11mm, 12mm, 13mm, 14mm, 15mm, 16mm, and 17mm, all black phosphate coated for corrosion and abrasion resistance. They also fit into a shallow blow-mould case that fits neatly into the tool chest tray. www.rdr.link/vm031

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ADVERTISEMENT INDEX

Actia Limited .......................................................... (page 39)

Jack Sealey Limited .............................................. (page 29)

Air Products .......................................................... (page 43)

Liftmaster Limited .................................................. (page 57)

Ben ........................................................................ (page 50)

Liftmaster Limited ............................................ (loose insert)

Checkpoint Safety ................................................ (page 44)

Maha UK ................................................................ (page 43)

Clarios .................................................................... (page 10)

Mirka (UK) ................................................ Limited (page 47)

Commericial Vehicle Show ...................................... (page 4)

Morris Lubricants .................................................. (page 49)

CVW Online ............................................ (inside back cover)

Norbar Torque Tools Limited ................................ (page 44)

Dayco Europe .......................................................... (page 9)

Premier Pits Limited .............................................. (page 23)

Dr Air Brake .......................................................... (page 35)

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

Draper Tools Limited .............................................. (page 49)

Schaeffler (UK) Ltd ................................................ (page 19)

Eclipse Automotive Technology Limited ................ (page 36)

Stertil UK Limited .................................................. (page 30)

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

Total UK Limited .................................................... (page 41)

GS Yuasa Battery Sales UK Limited ...................... (page 14)

Totalkare Heavy Duty Workshops .......................... (page 27)

Hickleys Limited .................................................... (page 39)

VLS (UK) Limited .................................................. (page 19)

Honda UK .............................................. (inside front cover)

In the next issue of CV W… ■

Fuels, Lubricants & Additives The trade magazine for servicing and repair professionals

■

Clutch, Transmission & Steering

COMMERCIAL WORKSHOP

DECEMBER 2019

COMING CLEAN

■

How to prevent costly mistakes during vehicle cleaning

Workshop Management Systems Air Conditioning Also in this issue…

■ The importance of apprenticeships

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

■ How to keep trailers secure ■ Case study: Diagnosing a VW Transporter ■ Giveaways

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

58 CVW FEBRUARY 2020

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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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