Commercial Vehicle Workshop July-August 19

The trade magazine for servicing and repair professionals

COMMERCIAL WORKSHOP

JULY/AUGUST 2019

TRAILER SERVICING

Fault-finding and troubleshooting: Investigating the best ways to solve your trailer troubles

How to survive the skills shortage ■ Case study: The DAF CF dilemma ■ Applying truck disciplines to LCVs ■ Competitions and Giveaways ■

CONTENTS

Volume 16

Issue 7

REGULARS 3 Viewpoint

17 Health & Safety

4 News

20 Training

10 Business & Legislation

23 Tech Tips

12 MECHANEX Monthly

61 What’s New?

SPECIAL REPORT

20

24 A new online platform to help you choose the perfect battery

DIAGNOSTICS 26 The DAF CF dilemma: Part 1 29 How to deal with the growing number of ECUs 30 Keeping it simple when choosing diagnostic equipment

34

32 Diagnostic troubleshooter: Mercedes Benz Sprinter

LIGHT COMMERCIAL VEHICLES 34 Applying truck disciplines to LCV maintenance 36 A retrofitting solution to lower van emissions output 39 The dangers of electric LCVs 40 Vehicle health monitoring made easy

FUELS, LUBRICANTS & ADDITIVES 42 CVW visits the FUCHS Lubricants manufacturing facility 44 Cracking down on lubricant marketing claims 47 How a carpet distributor is benefitting from a fuel management system 48 Insight into a lubricant manufacturer’s new distribution agreement

48

TRAILER SERVICING 51 Decoding trailer ABS/EBS faults 52 Approaching trailer faults on a case-by-case basis 54 When does a trailer need a new ECU?

COMPETITIONS 56 Win a trip to watch the BTRC at Brands Hatch, courtesy of EMS-FP&S! 57 It’s your time to shine with a bundle of goodies from Farécla!

59 Giveaways

JULY/AUGUST 2019 CVW 1

VIEWPOINT

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Listen carefully

Editor DANIEL ARON Editorial Assistant BEN LAZARUS Consulting Editor SHARON CLANCY Group Editor ALEX JUGGINS Advertisement Manager ALEX DILLEIGH Group Advertisement Manager ROBERT GILHAM Group Manager OLIVER SHANNON Graphic Designer GEMMA WATSON Group Production Manager CAROL PADGETT Assistant Production Manager CLAIRE PICTON 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 © 2019

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T

he idea that you should listen to the customer is not a new one. It has long been accepted that listening to what someone has to say builds trust and confidence, and from a business perspective, if you establish trust and confidence, you’re halfway there.

For technicians, listening is not just an exercise in building relationships, but an essential step in fault diagnosis. When a customer comes in with a problem vehicle, their initial explanation can hold that crucial clue to discovering the cause of a fault. Ben Martins, Automotive Applications Specialist at Pico, says as much when he came across a DAF CF that was repeatedly cutting out (page 26).

He expresses the need for technicians to ask open-ended questions when probing the customer for more information.

After all, you can’t listen if there is nothing to listen to.

One innovative method Ben uses to keep conversation flowing is to ask about the weather. Now, if you, like me, have ever wondered why the British have this obsession with discussing the weather, this example provides a wonderfully simple answer: to keep people talking! It’s true. Something as lighthearted as grumbling about the rain in summertime can lead to that nugget of information that can set you off on the path towards diagnostic discovery. This being said, there was also a more practical motivation for such an enquiry, and as you will find out when you read the article, temperature had a major part to play in Ben’s investigation.

Although CVW is not quite in the business of carrying out complex diagnostics processes, we still recognise the need for a continuous dialogue with our customers, or rather, readers. So, in an effort to find out exactly what you think about our magazine, we are inviting you to take part in the 2019 Reader Survey! This gives you, our loyal readership, the opportunity to tell us what we are doing wrong, what we are doing right, and everything in between. We want to continue providing you with the best technical and industry information we can, so please turn to page 9 to find out how you can get involved. And, don’t worry, we won’t be asking you about the weather.

Even before the results of the survey come in, here at CVW, we are always trying to improve the reader experience. So, without further ado, I would also like to announce that we have launched a brand-new digital version of the magazine! From now on, each issue will be available for your perusal under the ‘Magazine’ tab on the CVW website: www.cvwmagazine.co.uk. If you are one of those people who may be prone to misplacing your precious hard copy, fear not! This online archive will be there for you should you need it. Simple to use and laid out exactly like the paper version, I urge you to take a moment, flick through the pages, and let me know what you think of the new format.

And all of this has come from reader demand, so you can’t say we don’t listen!

Enjoy the issue and have a great month,

From 1 July 2017 to 30 June 2018

Associate member

Daniel Aron

Editor

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

JULY/AUGUST 2019 CVW 3

NEWS

Strong sales successes at the CV Show 2019

Gender diversity within workshops on the rise Nearly two thirds of automotive professionals have seen an increase in the number of female personnel in workshops, according to research from CitNOW. CitNOW’s study revealed that 61% of automotive professionals have seen an increase in the number of female workshop personnel over the last five years.

With exciting new technologies hitting UK roads and workshops alike, there is a breadth of new opportunities for skilled technicians, making working in the industry an attractive proposition for a

Truck NOx emissions down 50% in five years The Road Haulage Association (RHA) has published a revised assessment of the rate of nitrogen oxide (NOx) emissions from lorries in Great Britain – which suggests that, as of the end of last year, they had fallen by more than 50% since 2013.

The association’s assessment states that even if no further action were to be taken, NOx from trucks will have fallen by over 80% against 2013 levels by 2025.

By the end of 2018, the HGV vehicle parc in Great Britain was 45% Euro VI compliant; by the end of 2020, it is estimated that this will rise to 58%, and then to 69% by the end of 2022. By 2025, an estimated 81.2% of trucks will be Euro VI compliant. Over 40% of the GB fleet will still be at Euro V standards or below by 2020, and will therefore be subject 4 CVW JULY/AUGUST 2019

more diverse group.

Alistair Horsburgh, CitNOW’s CEO, commented, “With workshop technicians becoming more diverse, bringing with them a more modern skillset, the future of the industry looks bright.”

Autotech Recruit’s Managing Director, Gavin White, said, “As the workshop evolves, it is vital that vehicle technicians receive the relevant training to work with new technologies, like video, as having the experience will soon become a fundamental part of the recruitment process.”

to CAZ ‘pay to pollute’ charges where geographically applicable from 2021.

“This set of estimates is vital given that the sector has no option to avoid CAZ charges other than the replacement of all non-Euro VI lorries,” said the RHA in its assessment.

“There is no retrofit option available for lorries – nor any effective government support to provide lorry retrofit. The only options for operators are to replace vehicles prematurely, refuse to enter cities imposing CAZ fines, or to pay the fines levied by local authorities.”

© lesterman/AdobeStock

Feedback from exhibitors concluded that the CV Show was again a huge draw, with around 19,000 visitors – comprising key industry decisionmakers and media – attending the sold-out event to see commercial vehicle manufacturers and industry suppliers.

With many major international product launches taking place at the show, the industry’s confidence in the CV Show as the UK’s main event for doing business was underlined.

Thomas Hemmerich, Managing Director of MAN Truck & Bus UK, said, “The UK CV Show is an important event in our calendar and, as a leading commercial vehicle manufacturer, it’s a show that we have always felt is important to attend.”

Rob Skelton, CV Show Director, said, “We’re absolutely delighted with the industry’s response to this year’s CV Show.”

Murray Ellis is taking over the role of Show Director after Rob Skelton’s retirement, and he said, “The CV Show is a great show and I’m looking forward to working with the team to deliver further successful events in the future.”

© aeorgondo/AdobeStock

Exhibitors at the Commercial Vehicle Show 2019 revealed that the annual event provided excellent sales leads and business opportunities.

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New exhibitors get on board for Coach & Bus UK 2019 Coach & Bus UK is back at the NEC Birmingham on 2nd and 3rd October with the latest innovations and solutions for the nation’s bus, coach and mini-vehicle operators.

Due to high demand, the biennial event has just a handful of stands left to fill. Its comprehensive exhibitor list covers everything required to run, enhance and grow a passenger transport business. This includes the latest vehicles, workshop equipment, parts and accessories, engineering services and alternative power

solutions, smart tech, accessibility, ticketing, and training and development. This is all designed to improve best practices, productivity, sustainability, and efficiency, plus, of course, the customer and staff experience in the depot and out on the road.

Event Director, Helen Conway, said, “From all the major dealers, manufacturers and suppliers to the new names now on board, this year’s event will showcase the very best of the industry, including the latest innovations that operators need to know about and utilise for their business.”

Scania inaugurates new UK Customer Support Centre Scania’s new UK Customer Support Centre has been inaugurated by Torbjörn Sohlström, the Ambassador of Sweden to the UK.

Speaking at the event, Scania’s Managing Director, Martin Hay, said, “Scania came to Milton Keynes in 1981 and today, is one of the largest employers in the area. In addition to growing sales of our trucks, buses, coaches and engines over the years, we have also developed a host of associated services; truck rental, used sales, finance, connected services, driver

CVWmagazine

training and development, and so on. All of this requires extensive dealer and customer support, which is why we are referring to our new premises as our UK Support Centre rather than our headquarters.”

The premises, which occupy a site of almost eight acres in size, have been constructed with the future and sustainability in mind.

As such, state-of-the-art technology is employed throughout, and the buildings have been designed to have as low an impact on their surroundings as possible. The new main building provides 6,200m2 of space over three storeys.

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Trico Group expands pan-Euro wiper manufacturing

Trico has acquired the global wiper products division of Federal-Mogul Motorparts, adding two more Martin Hendricks strong brands to its portfolio: ANCO and Champion.

Kevin O’Dowd, Senior Vice President and Chief Marketing Officer at Trico, said, “As the company continues to rapidly expand and strengthen its global capabilities, we look forward to supporting our customers with both the Trico and Champion wiper brands in the European aftermarket.”

Trico’s European Managing Director, Adam Richards, added, “At this time, to ensure responsive customer service, Federal-Mogul distribution centres will continue to supply the complete line of Champion wiper products. And to further fortify our customer service, Martin Hendricks, a seasoned automotive OE and aftermarket professional, has been appointed as Executive Director, International Operations. Martin’s focus is the strengthening and growth of our international group operations.”

“It’s an exciting time to be joining Trico, as it has built a legacy for product performance and customer service with the ability to deliver class-leading quality,” said Martin Hendricks, Executive Director, International Operations for Trico.

JULY/AUGUST 2019 CVW 5

NEWS

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@CVWmagazine

Dangerous drivers and vehicles targeted in ANPR camera crackdown Drivers who break the law will be targeted using the nationwide ANPR camera network, helping to improve road safety, the DVSA has announced.

The DVSA is trialling access to the National ANPR Service (NAS) until April 2020. It will combine Automatic Number Plate Recognition (ANPR) data with specialist analysis and intelligence to enforce: ■ ■ ■ ■

MOTs on cars and light goods vehicles Drivers’ hours offences Tachograph manipulation Learner driver and instruction offences

DVSA Director of Enforcement Marian Kitson said, “The DVSA’s priority is to

Hankook Tyre UK announces new TBR Sales Manager

protect everyone from unsafe drivers and vehicles. We have some of the safest roads in the world but we are determined to do more to tackle those drivers who flout the law and endanger people’s lives.

“By trialling the use of the existing ANPR camera network, we are looking at how we can tackle illegal and dangerous drivers who put people’s lives at risk every day.”

With the evidence that ANPR data provides, offences will be more effectively detected, disrupted and deterred through fixed penalties, regulatory action from Traffic Commissioners, and even prosecutions. The DVSA hopes that by punishing those who chose to be noncompliant, it helps ensure that they don’t prosper over compliant operators.

Paul Emery (left) and David Thorp (right)

Hankook Tyre UK has announced the appointment of Paul Emery as its UK Sales Manager following the retirement of David Thorp.

Brett Emerson, UK Managing Director at the company, commented, “Hankook Tyre UK is delighted to appoint Paul Emery to the role. I am confident that under his leadership, the truck and bus tyre side of the business will continue to prosper long into the future.

“Hankook welcomed Paul in April 2019 to take on the role of UK Sales Manager to lead the team in the truck and bus tyre segment. Having spent more than 30 years in the tyre industry, Paul undoubtedly

6 CVW JULY/AUGUST 2019

comes with the experience required to follow in David’s footsteps and lead the team to build on their current growth in the UK market.”

Paul said of his new appointment, “I am excited to join Hankook and I believe the success of Hankook truck and bus tyre sales in the UK has come about not only as a result of the strength of the brand and product, but also because of the team and environment that Dave has created.”

Air Brake Direct embarks on expansion plan

Air Brake Direct is currently expanding in a move that will see not only a significant increase in warehouse capacity, but the recruitment of additional staff and the introduction of a new free van delivery service which serves Bristol and the South-West.

Established in 2010, the company distributes truck, trailer, bus and coach air brake components throughout the UK and to more than 20 countries throughout the world.

Increasing customer demand and a significant investment in stock has necessitated today’s relocation to new premises, which will provide at least 10 times more storage space than the company’s existing premises, whilst also incorporating a trade customer counter area.

Air Brake Direct has recently strengthened its offering of air brake components, having been appointed as the official distributor for Majorsellbranded air brake products.

Plans are also underway to offer customers access to an even broader range of products, including wheel end braking parts such as brake discs, pads and calipers, clutch kits, steering and suspension parts, and filtration.

READER SURVEY

C V W NEEDS YOU! We value the feedback and opinions of our readers here at CVW, and we want to

continue bringing you the most relevant and informative content possible, both in the magazine and on our website.

In order to do that, we need to hear from you, the readers!

If you’d like to have your say, why not fill out our reader survey?

To complete the survey and have your say,

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The trade magazine for servicing and repair professionals

COMMERCIAL WORKSHOP TOOL S TO MAKE THE TRADE TICK

Are you making the most of the latest innovations in workshop equipment?

■ How to establish an online presence

■ Insight into new

JUNE2019

The trade magazine for servicing and repair professionals

COMMERCIAL WORKSHOP

smart tachographs

■ Special report: Darrell Brown’s story

■ Competitions and Giveaways

JULY/AUGUST 2019 CVW 9

BUSINESS & LEGISLATION

Finding the right people CVW speaks to Andy Lees, Managing Director of PG Automotive, to get his insight into the relative dearth of technicians in the commercial vehicle industry.

Q

What are the reasons for the recruitment issues within the industry?

Andy Lees (AL): The explosion in the last 20 years of degree level students leaving university will certainly be a contributing factor to why there is a current dearth of new talent within the CV sector. These students are typically studying more business-focused courses, with less emphasis being placed on trades. What’s more, with constant developments in technology, social media and companies based around service provision, the automotive trade has seen a general decline in new starters at the workshop level.

The perception of the automotive trade also remains outdated; it is perceived as a place of cold, damp and dirty working environments, making it an unappealing prospect to any person other than the diehard vehicle enthusiasts. The option of

working in a comfortable, warm and fashionable environment with on-site coffee shops, and brainstorming and recreational areas is just too much of an inviting proposition for the younger generation.

Q

What can businesses do to make themselves attractive to new recruits?

AL: Companies of all shapes and sizes need

to engage with their target audience from a much younger age. In doing so, they can help to capture the imagination of these people. They also need to show a clear vision for their career path and the potential for constant development. Apprenticeships with funded training development plans should be offered as part of the employment package, with the investment in the individual being repaid through the longevity of their service.

Finally, businesses that don’t feel

Andy Lees, Managing Director of PG Automotive

“Companies of all shapes and sizes need to engage with their target audience from a much younger age.” appealing to new recruits should look at their working conditions and working environment. This is a step that is rarely taken, but in doing so, enables employers to identify the areas of improvement that will help to create a more attractive place to work.

Q

What recruitment processes should a workshop have in place?

AL: Recruiting for a workshop is very black and white; qualifications, experience and length of service per job. However, one of the main elements that is so often overlooked is the cultural fit. This is something that is very much forgotten or not evaluated thoroughly enough. CV workshops looking to recruit new candidates should consider replicating some workshop activities into a discussion format to identify the candidate’s decisionmaking skillset. By incorporating this into the interview stage, the client could then evaluate the candidate’s personality to

10 CVW JULY/AUGUST 2019

further understand their acknowledgment of the safety, mechanical or financial impact, and assess the variations between the individuals. The employer can assess the candidate’s answers from their mannerisms, mood and temperament, which gives the hiring manager a much deeper understanding of who they are going to introduce into the existing workforce

Q

In a service, maintenance and repair business, who should be making the hiring decision and why?

AL: This is a difficult question to answer, as

you would say the most senior or qualified individual working in the same department should make the decision. However, this is not always the case, especially in an SME, where the owner is usually the only decision maker of this nature. In workshop environments where there can be multiple individuals working in close proximity, it is important to gauge the character of any potential recruits. A simple pre-

“In workshop environments where there can be multiple individuals working in close proximity, it is important to guage the character of any potential recruits.” appointment ‘meet and greet’ can help enormously, as a balanced workforce that get on well is a more productive one. This process might be unconventional, but if adopted, there would be more positive selections made that would lead to a better outcome for both parties.

Q

What is your advice for attracting new people into the industry? Is it something that small businesses can adopt or is it a wider governmental problem?

AL: As stated earlier, apprenticeships are the

key to attracting new people to the industry, especially those from the younger generation.

I believe that businesses should receive government relief on the funding programs they offer. In doing so, I am confident that this will make it easier for local and national businesses to advertise their needs, and demonstrate a path of investment in the future of their workforces. As a result, any student that is potentially interested in joining the commercial vehicle or automotive sector can do so by joining apprenticeship routes, which offer benefits such as immediate earnings and no student debt.

I also think universities should work closer with local businesses to promote the apprenticeship schemes. Universities are well placed to provide the necessary training and access to the environment that the younger generation want to be involved in, so we should be tapping into this resource.

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PROFESSIONAL MOTOR MECHANIC

MECHANEX

THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS

MECHANEX HEADS TO SANDOWN PARK The UK’s only regional tradeshow dedicated to garages and workshops is back, with a fresh approach and a host of exciting new content.

SANDOWN PARK, SURREY I TUESDAY 12TH & WEDNESDAY 13TH NOVEMBER, 10AM – 4PM

TOOLS OF THE TRADE

With free seminars, market leading brands, exclusive show offers and live demonstrations of the latest tools and equipment, there’s something for everyone at MECHANEX. There are a number of suppliers operating within the commercial vehicle industry that will be present at the show, with just a few examples listed below: KALIMEX Kalimex is the sole UK distributor for K-Seal, Quiksteel and JLM Lubricants. At MECHANEX Sandown, you will have the chance to meet the DPF Doctor on the Kalimex stand, and find out how its innovative DPF and diesel treatments can help boost your business.

DIAGNOSTIC CONNECTIONS At this year’s MECHANEX Sandown, Diagnostic Connections will be exhibiting its range of diagnostics solutions from companies such as Autocom, Topdon, OSCA and PicoScope.

Diagnostic Connections is an authorised distributor of diagnostics solutions to garages across the UK, so head down to the company’s stand at MECHANEX to see what’s on offer.

MAKE A DAY OF IT

The opening hours for the show will be 10am-4pm. It’s an unmissable opportunity to attend FREE seminars, sample the latest products in the market, and take advantage of exclusive special offers. So, why not bring the full workforce along and make a day of it?

GET SOCIAL

To keep up to date with all things MECHANEX in 2019, be sure to visit

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

MECHANEXShow

Also running alongside MECHANEX this year:

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BUSINESS & LEGISLATION

Understanding insurance Q

What are the most common insurance misconceptions held by commercial vehicle repair professionals?

Alistair Evans (AE): The simplest answer is that many companies in the commercial vehicle sector assume they are covered for ‘everything’ already. However, we often find that even the smallest and often the most crucial aspects of their cover for dayto-day business activities are out of date, or that they are missing significant covers for their larger operations.

Considering that a significant number of companies have diversified their offering in order to survive and compete in the industry, a review of existing insurance arrangements should be made a priority to ensure that they reflect the current operating environment and address the ever-evolving risks within it.

Q

What are the dangers of these misconceptions?

AE: Companies may be at risk of unpaid claims if their insurance arrangements are not regularly reviewed and updated to cover new developments, both internal and external to the business. For example, all motor traders, regardless of their size,

Insurance is a word that is often met with a sigh by business owners, especially those in the CV industry.

However, this does not need to be the case. CVW sits down with Alistair Evans, Account Director at Jelf, to find out why. should have engineering equipment breakdown cover, and engineering inspection covers should extend to include sudden and unforeseen damage cover for explosion risks from compressors. Finally, and crucially, Cyber and Crime policies and Management Liability are often overlooked despite them being vital protection for many companies’ greatest vulnerabilities.

Q

With such a vast amount of information about insurance out there, it can prove overwhelming and confusing. How can Jelf help those looking for advice?

AE: We understand that there’s a lot of jargon and confusing information out there, and that’s why we like to work on a more consultative basis. It pays to get that face-toface time to truly understand a company’s needs in order to provide the most suitable solutions. We always put the customer at the centre of what we do and see things from their perspective. Our range of services help to protect customers and mitigate risk, so they can do what they do best; run their business.

Q

Besides insurance advice, how else does Jelf support those businesses in need?

AE: Jelf’s expertise is not limited to purely insurance matters. We provide professional guidance on Employment Law, Health & Safety and offer comprehensive Risk Management services. We can also facilitate a whole range of Employee Benefits solutions and Auto Enrolment advice. Experience has shown that all these combined can add real value to commercial vehicle businesses and keep them resilient in the face of competition and emerging threats.

To find out more, contact Jelf on 0345 040 0001, email Alistair at alistair.evans@Jelf.com or GO TO www.rdr.link/VG002

JULY/AUGUST 2019 CVW 13

BUSINESS & LEGISLATION

What have we learned from Earned Recognition?

Since the DVSA’s Earned Recognition scheme was launched at the CV Show in 2018, operators have been tasked with a new way of self-governing and addressing fleet compliance issues. A year on, CVW talks to Tracey Wetton, Senior Transport Manager at BT Fleet Solutions, to find out what BT has learnt along its Earned Recognition journey.

14 CVW JULY/AUGUST 2019

B

T Fleet Solutions was actually a founding member of the scheme, so we are in a great position to explain how we have benefitted so far. At the start, one of the scheme’s main draws was that the DVSA had promised a reduction in roadside stops for approved operators, and we have found that this is something that has been delivered on. In fact, our vehicles have not been subject to a single roadside stop since joining the Earned Recognition scheme. Although we were never subject to many stops, the total transparency between the business and the DVSA means the agency no longer sees it as necessary.

The scheme has also given us more space for self-reflection, resulting in further internal auditing. From this, we have been able to identify issues that we previously wouldn’t have picked up on, enabling us to then implement processes to address them.

Earned Recognition has also allowed us to stick with what we know best, including the use of our own in-house management system, Willow, to track maintenance

Workshop management

requirements. The enhancement of Willow is still very much ongoing, but we have invested heavily in integrating the system with our Tech Tool. As our front-end handheld device, the Tech Tool has enabled us to go paperless. We now receive all of our reports Over The Air (OTA), including details of Periodic Maintenance Inspections and of course the KPIs we are duty-bound to report to the DVSA. This has had huge benefits for reducing admin time and ensuring we aren’t chasing missing documents. With digital documents, there is also less room for error and it’s far easier to capture any safety-related defects at the point where drivers enter the workshop.

Joining a scheme like this is no small decision, so it was vital that staff fully understood the business’s ambition to maintain our status as an approved operator.

As a result, all 65 of our owned workshops now have a dedicated Garage Manager that holds a Driver Certificate of Professional Competence (CPC) – a key DVSA

What about the staff?

requirement for auditors. In addition, all transport managers and senior management are Operator Licence Awareness Training (OLAT) trained in order to understand the importance of safety issues and why we take compliance so seriously.

For new staff joining the business, we have a comprehensive training programme.

It’s a steep learning curve, but we hold their hand every step of the way and have ensured we have the correct building blocks in place. This includes the roll out of our best practice guide for technicians, regular briefs for root cause analysis and a weekly knowledge call.

This added level of training hasn’t improved standards of maintenance and compliance per say, as we have always operated to the highest standard we can.

This being said, the scheme has wholeheartedly given BT Fleet Solutions the chance to focus fully on maintenance and compliance. It’s nice to be recognised as an exemplary operator and that’s precisely what Earned Recognition gives you.

Maintaining our own fleet to Earned Recognition standards has also had the knockon effect of providing new ways of helping our customers by managing the maintenance process on their behalf. We can manage all the required monthly KPIs; ensuring a fleet’s 95% pass rate, obtaining a full set of correct safety inspection records, actioning driver safetyrelated defects, and doing so within an ISO9001-accredited management system.

I would say that if I had to bestow one piece of advice for any fleet thinking of joining, it would be: don’t over complicate it!

Earned Recognition focuses on the key basics that all responsible fleet operators should be doing anyway. If you take a step back, you’re more than likely fulfilling all of the requirements anyway. So, why not get the recognition for the job you’re already doing?

Earned Recognition is a fantastic opportunity to show everyone how good you are and gives you time to focus on customers, develop your compliance processes and obtain more transparent results.

A knock-on effect

For more information, GO TO www.rdr.link/VG003

HEALTH & SAFETY

Risks on the road With mixed data sets downplaying the risks of driving for work, Licence Bureau is calling on light commercial vehicle (LCV) operators, including workshops with roadside assistance capabilities, to ensure they are fully aware of the challenges faced.

T

he move has come as Licence Bureau experiences a marked rise in engagement with light commercial operators keen to understand more around their compliance journey, associated road risks and the challenge of grey fleet management.

With some 4.3 million vans on the road in the UK, each covering in the region of 13,000 miles per annum – nearly 60% more than the average car (circa 8,000 miles) – the Licence Bureau is highlighting the real risks associated with driving for work amongst van drivers and operators.

Figures show that there are more than 1,700 reported road fatalities each year.

According to the Department for Transport (DfT), in 2017, 499 of those deaths involved a driver/rider driving for work. However, Health and Safety Executive (HSE) statistics – data which many companies rely on for their duty of care policies – highlighted that only 144 workers were killed in 2017/18.

“During 2017/2018, more than three times as many people were killed in incidents involving a driver/rider driving for work than those killed in traditional ‘workplace’ industry groups,” explained Malcolm Maycock, MD of Licence Bureau.

“The data sets simply do not and support their duty of care align, which is a very real issue obligations. as it seemingly masks the The discrepancy in the data dangers associated with is a result of the fact that HSE driving for work – something data includes figures relating LCV operators do daily.” to the Reporting of Injuries, With the ever-increasing Diseases and Dangerous popularity of ‘home delivery’ Occurrences Regulations 2013 and drivers required to fulfil (RIDDOR), which do not this demand, Licence Bureau require the reporting of general believes the risks are only workplace deaths on the road. becoming more complex as The numbers do not include Malcolm Maycock, MD of challenges around grey fleet road traffic incidents, which Licence Bureau and operational are managed by the Police and responsibilities also arise. reported by the DfT. Malcolm said, “As a starting point, and Malcolm said, “As the data proves, in a bid to unravel some of the current driving for work is a major business risk confusion across the industry, we very that needs to be managed correctly. We much believe road traffic incidents should believe the skewed reporting mechanisms be incorporated within data sets across the are not helping anyone, especially van board because any vehicle driven for work drivers and operators going about their is a ‘workplace’ – and this is especially true day-to-day business. Reported and in the case of light commercial vehicles.” unreported road incidents in the UK are Along with highlighting the risks to van estimated to cost a total of around £35bn drivers and operators, Licence Bureau is per year, and businesses of any scale should pushing for the HSE and DfT to look at how be fully aware of that type of risk profile.” the data sets can be aligned to provide For more information, individuals and businesses throughout the UK with a clearer picture on risk profiles GO TO www.rdr.link/VG004 JULY/AUGUST 2019 CVW 17

HEALTH & SAFETY

Working with water Operating heavy duty machinery in wet conditions comes with serious safety risks. Stertil Koni knows as much so offers solutions that minimise potential equipment damage or injury. Here, CVW looks at instances where Stertil Koni wash bay lifts have ensured a safer working environment.

DENBIGHSHIRE COUNTY COUNCIL Denbighshire County Council recently purchased a second set of ST1075FSA columns to support a new wash bay facility at its Kinmel Park depot in Bodelwyddan.

The wash bay columns lift a range of vehicles including road sweepers and gritters, plus two- and three-axle refuse collection lorries weighing up to 26 tonnes.

“We find that the versatility of the lifts ensures excellent accessibility whilst steam-cleaning vehicles without needing to climb up and down ramps, which can be a real health and safety risk for our wash bay operatives,” said Workshop Manager, Mark Crompton.

The columns incorporate Stertil’s maintenance-free, synthetic runner wheel system, which is self-lubricating, and the system is covered by a lifetime guarantee. An integral advanced hydraulic lifting system incorporates a microprocessor-controlled synchronisation feature to ensure safe, smooth and precise movement at all times.

Safety is further enhanced by an independent mechanical locking system, incorporated into each column, which allows operatives to securely lock the lift to prevent a vehicle from being inadvertently lowered. The lifts were also supplied complete with a set of heavy duty wash bay covers to ensure safe and reliable performance in a challenging environment.

WH MALCOLM Stertil Koni recently installed a customised 35-tonne capacity Skylift to support wash bay operations for WH Malcolm. The lift was installed onto a sloping slipway within the quayside of a former shipyard located on the River Clyde in Glasgow. In order to safely accommodate the gradient of the slipway, Stertil Koni engineers devised a solution, which involved recessing the drive-on end of the lift to a depth of 350mm.

In addition, the front end of the lift is built 18 CVW JULY/AUGUST 2019

up onto 350mm concrete pads with the result that the lift is completely level and, when fully extended, the front of the lift is over 2.5m high.

The SKY350 was specified complete with a platform length of 14.5m to safely accommodate the wide range of vehicles in the WH Malcolm fleet. The platforms are fully hot-dip galvanised, and all lift supports benefit from an extremely resistant coating to provide reliable protection against the moisture and debris generated from day-to-day wash bay operations.

WM HAMILTON & SONS LTD

As part of a reconstruction project to replace workshop and vehicle washing facilities destroyed by fire, Wm Hamilton & Sons Ltd specified a Stertil Koni Skylift 350 to simplify operations within a purpose-built wash bay.

Wm Hamilton & Sons Ltd is one of Scotland’s leading providers of logistics solutions to the UK’s construction and waste industry, plus many local authorities and highway agencies. With the nature of the fleet and in order to help keep the fleet in optimum condition, the Stertil Koni Skylift is used on a daily basis within a programme of scheduled safety inspections and maintenance operations.

The Skylift 350 was installed in a shallow pit, flush with the wash bay floor, to simplify the positioning of vehicles on the lift’s 14.5m long parallel platforms. These hot-dip galvanised platforms also feature an anti-corrosion coating and full LED lighting.

Located in an outside wash bay area, the heavy duty, electro-hydraulic Skylift is operated via an adjacent stainless steel control console.

“We always recommend an electro-hydraulic operating system in a wash bay environment, and for mobile lifts, we recommend the use of protective covers.”

Simon Laffoley, National Accounts Manager at Stertil Koni, provides some best practice advice on operating wash bay column lifts: “It is unwise to put any electro-mechanical, screw-thread operated lift into a wash bay as, no matter how much a user tries to protect the lift, the degreasant in the chemicals and the fine grit washed off the vehicle with high-pressure lances will eventually cause premature wear to the nut and shaft.

“It is primarily for this reason that we always recommend an electro-hydraulic operating system in a wash bay

Best practice advice

environment, and for mobile lifts, we recommend the use of protective covers over the columns and control box – it is not enough to simply galvanise the columns themselves.

“We also recommend quarterly service visits from the manufacturer’s engineers and the implementation of a daily/weekly/monthly ‘house-keeping’ schedule by the operator to prolong the working life of any vehicle lift in the challenging environment of a wash bay.”

For more information,

GO TO www.rdr.link/VG005

TRAINING

Training tailored to you

T

he new ContiAcademy in Lutterworth further supports Conti360° Network commercial dealerships across the UK, hosting advanced targeted training in a central UK location to meet the exact knowledge needs of each commercial vehicle technician attending.

“The ContiAcademy seeks to recognise and strengthen the significant contributions that our dealership network brings to Continental,” said Steve Howat, General Manager – Technical Services at Continental. “The new training centre will help to improve the performance and efficiency of all partners across the network.

It also reflects our ongoing commitment to raise the profile of the tyre technician profession as we encourage tyre technicians and new drivers to join the industry.”

The ContiAcademy’s ethos is to adapt its assessment offering to meet the particular skills and knowledge level of each delegate. Tutors visit technicians in their place of work to complete workplace assessments, with exemptions offered on any mandatory modules to technicians that can prove proficiency.

Steve noted, “There is nothing worse than delegates spending significant time out of their business covering topics that they already know well just to gain the qualification.

“The ContiAcademy approach is to observe trainees in their working

A tailored fit

20 CVW JULY/AUGUST 2019

After the recent opening of Continental Tyres’ ContiAcademy, CVW spoke to Steve Howat, General Manager – Technical Services at Continental, about how the new courses on offer will affect commercial vehicle technicians and the industry as a whole. environment, and base the training required on the skills noted. We recognise a person’s current abilities to ensure each course adds real value to learners.”

The ContiAcademy provides the practical and theoretical commercial vehicle training to improve the knowledge base of technicians and help ensure that they are professionally servicing the vehicles that arrive at their workshop. Courses include REACT training, technical commercial tyre training, practical training and health & safety.

Steve continued, “On other training courses within the industry, trainees work with simulated rigs, which do not provide realistic training scenarios. At the ContiAcademy, we use a real vehicle,

ensuring all trainees receive effective training that simulates real-world conditions and is directly applicable to vehicles that they will likely come across.”

The schedule is also adaptable to reflect operators’ time constraints. Courses on offer are intensive half-day and one-day courses, while small groups of six to eight trainees ensure focused training. A flexible assessment approach means that course assessment can be conducted either on site at Lutterworth, or after the training during a technician’s working day.

Steve concluded, “Continental understands that excessive time away from day-to-day operations equates to a loss in revenue for service providers and dealers, so we want to really ensure every minute spent with us is spent on learning – not assessment.”

Guided by professional trainers and technicians at Continental Tyres, commercial vehicle technicians can rest assured that they are receiving the very best training available, with all ContiAcademy training courses aligned to industry qualification bodies, including the IMI (Institute of the Motor Industry) and NTDA (National Tyre Distributors Association) accreditation.

Time sensitive

To find out more,

GO TO www.rdr.link/VG006

TECH TIPS

How to install SVL Rep Locks on a Ford Transit Hickleys guides CVW through the installation process of a SVL Rep Lock in a Ford Transit and Transit Custom.

W

ith an increasing volume of van thefts and break-ins, the need for added or improved vehicle security has never been greater. For many, the humble Ford van is an essential workhorse for a successful business.

However, criminals know this as well, making it a frequent target for crime.

Whilst the Ford Transit is a fantastic van used worldwide, it does have its flaws. One of these major security flaws is just how easy it is for an adept criminal to break into it and remove its contents often in a matter of seconds. The driver’s door lock is a known weakness in the security of Ford Transit and Transit Custom vans; a simple technique can gain entry to the vehicle and unlock the rear doors of the vehicle. No special knowledge, skills or tools are required and this can be achieved in seconds.

The installation of a high security SVL Rep Lock can be completed in less than an hour, increasing the protection of your vehicle and its contents, and offering you peace of mind. A true replacement for the OE lock installed from the factory, the SVL Rep Lock offers superior physical security, as well as being a deterrent for any opportunistic criminal.

The replacement security lock is manufactured from the highest grade materials, with a multi-pin lock design and corrosion resistance, plus a free key code saving service.

The SVL locks have been designed to replace the existing Ford original equipment lock, using the same location without cutting or drilling. Note that there are two versions:

Remove the door card

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Disconnect the original lock

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Install the new lock in its place (add a larger bezel if required)

Remove the original lock one for Transits and one for Customs.

If there happens to be damage around the lock already from a previous break-in attempt, there is a solution available in the form of a larger exterior bezel to hide and protect any visible damage.

The SVL lock comes complete with a detailed step-by-step installation guide, and no modification is required; SVL Locks are a true OE replacement.

To find out more, contact Hickleys on 01823 328500 or via sales@hickleys.com, or GO TO www.rdr.link/VG007

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Now reattach the new SVL lock, reinstall the door card and the installation is complete JULY/AUGUST 2019 CVW 23

SPECIAL REPORT

The Truck Portal: Taking control of TCO VARTA has launched the Truck Portal; a new service, training and information platform designed specifically for fleet managers of heavy commercial vehicles. It offers a range of tools to help with the decision-making process on which battery technology to choose for optimising a company’s total cost of ownership (TCO). CVW finds out more.

F

or many companies trading internationally, long-distance freight transport by road is an important part of their business. However, the demands placed on these businesses by consumers have increased. What is ordered today is expected to arrive tomorrow.

Under these conditions, the cab in the truck is often used as a hotel for the driver, at times up to seven days a week, even if it’s not always the same driver. TV screens,

24 CVW JULY/AUGUST 2019

coffee machines and parking coolers or heaters make overnight stays and longer times spent in the cabin more pleasant.

However, all of these electrical consumers put a strain on the battery. In addition, there is a trend towards outsourcing to ‘rolling warehouses’, leaving little room for optimum vehicle maintenance.

Furthermore, new regulations on higher emission standards are urging companies to achieve an eco-friendlier footprint. This

puts a significant amount of pressure on fleet managers.

Fitting a conventional battery to these well-equipped trucks will lead to a shorter battery life, a bigger risk of potential expensive breakdowns and an unwanted TCO increase, as they are not suitable for modern applications. To meet this challenge in the commercial vehicle segment, VARTA offers its ProMotive range of batteries, spearheaded by the new AGM. Each range allows companies to minimise the TCO by avoiding vehicle downtime and maximising profitability. Nonetheless, only choosing the right battery technology for the various different applications can ensure maximum reliability of a fleet’s timing commitments.

To help make the right choice, VARTA has developed the Truck Portal. Using the portal is completely free of charge. It is also easily accessible from any internet-enabled device, such as PC, tablet or smart phone. When you arrive at the portal homepage, you will see it is broken down into four main features (left), making it easy to navigate for fleet managers visiting the platform.

Clarios – The company behind the brand

Based on the input, the Battery Finder will explain and recommend the best available technology option (AGM, EFB or conventional flooded) for maximum performance and TCO savings. It compares the driving habits with a vehicle’s electrical requirements to evaluate which VARTA ProMotive battery would be best suited for each vehicle.

As the example above shows, you first select the type of vehicle, then input the brand, model and engine size, and then the Battery Finder returns the correct technology type, in this case an EFB, and part number details for that application.

Battery Finder

The TCO calculator will help to understand the TCO saving potential of choosing the right battery technology. It shows the advantages of picking that technology by showing the cost benefits of owning a VARTA ProMotive battery.

Using the same example as for the Battery Finder, the TCO calculator asks for mileage information if your fleet experiences regular breakdowns due to battery failure, and any other likely costs should the vehicle break down. Based on this, it shows results of installing the correct VARTA battery versus downtime caused by vehicles not running, so a fleet manager can clearly see the benefit of installing the right battery first time.

TCO calculator

Clarios, formerly Johnson Controls Power Solutions, is a world leader in advanced energy storage solutions. It partners with its customers to meet increasing market demand for smarter applications, on a global scale. It has 16,000 employees to develop, manufacture and distribute a portfolio of evolving battery technologies for virtually every type of vehicle. To learn more about Clarios, GO TO www.rdr.link/VG008

VARTA recommends routine preventative maintenance and regular battery testing during servicing to get the most out of the battery’s lifespan. The portal’s maintenance section provides support in how to maintain the batteries in order to get the maximum performance from the application and prolong the service life for maximum TCO saving potential.

Maintenance

The knowledge sub-section will help you to better understand the role of the battery in the vehicle, as well as give valuable insights into various topics and market trends in the field of battery technology.

This includes ‘How To’ guidelines, tips and tricks, and downloadable battery data sheets (example above).

Knowledge

Visit the VARTA Truck Portal,

GO TO www.rdr.link/VG009

JULY/AUGUST 2019 CVW 25

DIAGNOSTICS

DAF CF dilemma In the first of a two-part series, Ben Martins, Automotive Applications Specialist at Pico, describes how he approaches a DAF CF that is repeatedly cutting out.

I

t seems that a lot of the faults I come across these days are communicationbased, and this vehicle is no different.

Having a solid understanding of how an automotive network is created is becoming increasingly important, but fundamentally it is just about voltage. Don’t panic straight away, just because there are 30 fault codes all shouting communication issues. There are some simple and basic things we can do to determine what is going on, and with PicoScope, we can delve even deeper.

Talking to the customer is one of the most important tasks in any diagnostic job. They have all the information about the vehicle and may hold that key piece that was missed on the job card. The complaint this time was: the vehicle suddenly cuts out and then fails to restart.

Using a little intuition may help in this situation, so open-ended questions can lead to further information from the customer.

Keep them talking. Ask them about the weather, how long they were driving, if this fault has happened before, if any other work has been carried out recently, any warning lights on the dash before the fault happened, the speed they were doing, what gear, and so on.

As it turned out, the important bit of

Talk to the customer

information I got from these questions was that the vehicle was fine from cold, but after driving for some time, it suddenly cut out.

They then waited for the recovery services who naturally attempted to restart the vehicle, and behold; it started! However, setting off with the recovery services following, it wasn’t long before the engine cut out again. It would be wrong to assume anything at this stage, but I thought we could be looking at a temperature-related fault.

Fig.1

26 CVW JULY/AUGUST 2019

Inspecting the vehicle the next day meant that it had plenty of time to cool down and we were able to look at the vehicle in the same conditions as the driver did right before the fault occurred. Also, you should never overlook serial diagnostics if you have the opportunity to take a look. They can often point you in the right area but may not always have the answers. In this case, we had 12 active diagnostic trouble codes, with 11 reporting CAN communication faults. To add further detail, four of these were directly pointing to the engine ECU. While not completely obvious, it provides at least some direction. With this in mind, I felt it was necessary to observe the CAN lines to the engine ECU. Verifying how the network is set up is a must at this point, as there are several networks on all vehicle types. This could mean that an ECU of interest might not be on the network you are connected to, so always double-check a wiring diagram. In this case, the ECU of interest was the engine ECU and it happened to be involved in a number of networks, including the one with the OBD port in it. This network was a typical setup, utilising two 120â„Ś terminating resistors joining CAN H and CAN L together. These will normally be situated in an ECU at the end of the network, and so a simple resistance check on the CAN network can be carried out to verify its integrity.

Here, I could utilise the breakout box to easily gain access to the terminals, but I could also confirm the network was no longer active and had shut down. It is good practice to only carry out a resistance check to a network when it is no longer active, which normally means you would disconnect the battery to prevent the network from waking up. Disconnecting the battery on this vehicle was not practical due to some additional equipment fitted, so observing the breakout box LEDs for inactivity was the next best thing. I could also use the PicoScope to watch and wait for

Vehicle inspection

Fig.2

the network to shut down to be completely confident, but as I said, best practice is to disconnect the battery.

With the network no longer active, a quick resistance check saw the magic 60Ω you would expect to see from two 120Ω resistors in parallel (Fig.1).

Next on the list was to try and catch the fault in action. For this, I used PicoScope’s ability to capture against time and, hopefully, catch the point when the fault occurs. I didn’t strictly follow the CAN diagnosis tests in this situation, as I wasn’t dealing with a typical fault, although the first stages of verifying the integrity of the signal remain. There is a new guided test on how to test the CAN Bus physical layer, here at www.rdr.link/VG010.

Moving on, I wanted to extend the time to allow for more data on the screen. I’ve used 2ms/div, which gives me more time in total, but also allows me to maintain enough detail to decode on.

If you’ve followed any of Pico’s previous case studies, you will often hear us talk about using math channels to aid with CAN diagnosis. We utilised the inbuilt math of A+B and A-B to get a better understanding of the network, and to decode the signals in the same way the controllers did. It also helped to show us the resilience of CAN and how even with interference, the messages still got through without being affected. You can find the Math Channels by clicking Tools > Math Channels. A dialogue box will open where you can select the inbuilt Math channels.

As you can see (Fig.2), I’ve zoomed in on three messages. CAN H is on Channel A, CAN L is on Channel B and underneath, we have one result of adding CAN H to CAN L, and also one where CAN L has been subtracted from CAN H. You will notice that there is some interference on the CAN lines.

It is picked up quite clearly in packet one on the A+B channel, but when you subtract them the way the CAN controller does, any interference that was there no longer exists, proving the CAN’s fault tolerance.

Something else I've noticed, having looked at a few HGV and off-highway vehicles, is that the networks allow for a lot

Fig.3

Capturing the fault

“Using a little intuition may help in this situation, so open-ended questions can lead to further information from the customer. Keep them talking.” more interference. Normally with cars, when you add CAN H to CAN L, you end up with a very straight line at 5V (2.5V+ 2.5V= 5V and 3.5V +1.5V= 5V.) With trucks, there always seems to be an allowable deviation of the 5V. It’s never a huge amount, but can be up to 0.4V. However, when we look at the physical layer, A-B, everything is very even and allows us to use the inbuilt serial decode tool.

A question I often get asked is what the spikes at the end of each byte are, and is this something to be concerned about? The spikes, or ringing, can be down to a number of factors, but they are most often down to a

limitation of the test leads. In order to eliminate these, it is advisable to use the 60MHz scope probe, which will give a much cleaner signal. There are differences between the two leads. However, providing we know the limitations and are happy that what we are seeing is acceptable, we can continue with the testing.

After running the truck back up to temperature, I started to experience the fault, with a slight hesitation, before the engine suddenly stopped – just as the customer had described. Leaving the scope to continue capturing after the event meant we had both pre- and post-data to look at (Fig.3).

What I saw was complete network silence for two buffers, which totalled at 40ms, before a single packet could be seen along with further silence. What I noticed, is that there was significantly less CAN traffic on the network. So, what now?

Keep an eye out for the September issue of CVW to see how Ben solves this DAF dilemma.

JULY/AUGUST 2019 CVW 27

DIAGNOSTICS

Which ECU is it?

With the number of ECUs in buses and coaches higher than ever before, how do you know which ECU is causing the problem when a fault occurs? Actia UK may have the solution.

D

ue to the growing number of ECUs now fitted to commercial vehicles, along with the often complicated and expensive dedicated diagnostic solutions, there is now a requirement for Multi-SCAN – a first-step scan tool that monitors the J1939 CAN bus network to identify the ECU that is at fault, read sensor values and read/clear fault codes.

Whether there is an unknown warning light on the dash, or the technician is unsure which ECU is creating a fault, Multi-SCAN can help. By interrogating the J1939 CAN bus, the scan tool can point you in the right direction to rectify a fault without the workshop having to purchase dedicated and often expensive OEM tools. Many faults can be identified by reading a sensor value that is being reported incorrectly, or by simply identifying ECUs that are not communicating any messages on the CAN Network.

The first step: Multi-SCAN

Multi-SCAN is actually a recent addition to Actia’s Multi-MUX family. The tool is an additional bolt-on that retains the same look, feel and simplicity of use for new and existing users of Multi-MUX that enables ‘First Aid’ diagnostics of the vehicle driveline ECUs (e.g. engine, transmission, ABS, retarder).

Concentrating on the vehicle powertrain, Multi-SCAN will report all faults detected

Part of the family

on the ECUs, enabling the potential problem area to be identified quickly. In some cases, this will be sufficient to identify the problem, correct it and clear the fault codes (e.g. low oil level). As Multi-SCAN is a bolt-on to Multi-MUX, existing Multi-MUX users can simply upgrade their subscription without purchasing new hardware or installing new

“Workshops save valuable time and money in comparison to purchasing multiple separate solutions.”

software. This means that the workshops save valuable time and money in comparison to purchasing multiple separate solutions from different diagnostic tool providers.

Multi-SCAN is also synchronised with ACTIA Cloud data respiratory, ensuring that the diagnostic data set is always up to date with changes to the J1939 standard. Via a single communications interface and a suitable laptop or tablet PC, Multi-SCAN links with the vehicle’s major systems and removes the need for several ECU interfaces.

One final aspect to the Multi-SCAN that technicians find particularly useful is the tool’s ability to capture J1939 data and store it in a file that can be emailed to OEMs/system experts for further information. This function is normally only available with high-cost engineering tools and would require the visit of a service engineer.

Data capture

For more information, GO TO www.rdr.link/VG012

JULY/AUGUST 2019 CVW 29

DIAGNOSTICS

Keep it simple Commercial vehicle workshops can choose between different options when looking for suitable diagnostics equipment. Here, CVW looks into Bosch Automotive’s KTS Truck offering.

A

s technical systems in commercial vehicles become more complex, technicians require more advice and higher quality solutions to any faults that may occur. KTS Truck is a diagnostic module specifically for commercial vehicles, light commercial vehicles, trailers, buses and offhighway vehicles such as tractors, harvesters and construction vehicles. It can also be connected to the Bosch DCU range and all common laptops/PCs via the USB port.

Bosch offers the KTS Truck control unit tester with the associated ESI[tronic] software package. This software contains data on the majority of commercial vehicles currently available on the European market.

In addition to control unit diagnosis, the software features technical information such as circuit diagrams, service and repair instructions, and system information, as well as spare parts catalogues. Housed in a sturdy casing, it includes an integrated Bluetooth connection with a large range of up to 100m.

ESI[tronic] 2.0 Truck diagnostic software

Whether it is ABS, TCS, EBS, EAC or the electronic clutch – today’s workshops have to deal with both safety systems and modifications designed for driver comfort.

The workshop software ESI[tronic] Truck 30 CVW JULY/AUGUST 2019

saves the user crucial time during a service. It allows all error codes to be deleted at once by a single click, instead of having to delete them all one by one. In addition, the system now also displays the state of the fault, differentiating between active and passive error notifications. If supported by the vehicle, it also shows data environment conditions.

With the complexity of diagnostics processes required for new vehicles, the more precise the graphic presentation of the analysed system, the better. This is particularly important for troubleshooting on Denox, AdBlue and common rail systems. The ESI[tronic] software includes a new glossary of all terms and abbreviations used by the system, accessible through the main menu, so that instructions are easier to follow and understand.

KTS Truck and the DCU 220 industrial laptop

The KTS Truck diagnostic tester can be combined with a diagnostic control unit (DCU 220). Two lithium-ion batteries enable mobile deployment of the DCU 220 in the workshop or during test drives. With its 11.6" touch-screen monitor, the device is simple and easy to use, and it allows switching between tablet and notebook

modes for easier operation.

Multi-function industrial laptops such as the DCU 220 are ideal for the tough workshop environment, and regular users will be familiar with the advantages of having touch-screen operation integrated into a low-weight and quick response tool.

The housing of the Bosch Digital Control Unit is a magnesium alloy (DCU 220), whilst rubberised handles ensure safe working. In a workshop setting, it is usually used as a tablet computer but can easily be turned into a notebook with a keyboard. At the same time, the device – equipped with ESI[tronic] 2.0 infotype Truck – serves as a control centre for the Bosch diagnostic systems.

To find out more, GO TO www.rdr.link/VG013

DIAGNOSTICS

Avoid jumping to conclusions Eclipse Automotive explains how its Jaltest package helped diagnose the cause of a Mercedes Benz Sprinter’s low boost pressure.

The scenario

A Mercedes Benz Sprinter had developed a low boost pressure and was brought into the workshop for investigation. The technician assigned to the job attempted to make the initial diagnosis with Jaltest software to see whether any codes had been logged that could provide a suitable starting point.

Once linked to the CDID3 engine management control unit, a diagnosis of the ECU’s faults was made, providing a current error of P2263, which read that the boost pressure was deviating from the specific value. When considering this fault, the most likely scenario was that there was an intake leak, intercooler, turbocharger, etc.

However, this may not have been the case, as many other factors could have created the problem.

Using the Jaltest software, the technician carried out extensive tests to check that they could continue without needing to replace components at random as a means of finding the fault. These tests comprised: testing the boost pressure actuator and wastegate valve, turbocharger dynamic checks for performance and sealing test of the intake

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í˘˛ 32 CVW JULY/AUGUST 2019

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í˘´ system, as well as live measurements and graph production (as shown in Fig.1 and 2).

The technician performed the checks and despite finding nothing wrong with the turbocharger and intake system, the vehicle still lacked performance on a road test. The technician was starting to run out of ideas, and so, called Eclipse Technical Support for assistance and guidance into what else may be causing the fault.

When the Eclipse Technical Support Team received the call, the fault code was run against its database, which holds all historic information, common faults and outcomes of repairs; an invaluable tool that is used on a daily basis to assist customers.

Fault code P2263 populated a number of logged instances and gave several possible areas that have caused this fault on other occasions; one being EGR and another, the DPF. The Eclipse support technician suggested that the checks needed to be made on the

“This scenario proves that a fault code is not always as straightfoward as it would first seem.�

EGR and DPF systems to ensure correct operation. These can be done via the remote assistance feature of the system should the customer be unsure about what needs to be carried out with the Jaltest software.

In this case, the technician asked for the Eclipse support technician to take over.

They first checked the EGR system, making sure the EGR valve was opening and closing to the nominal values set by the control unit and also that the position sensor read correctly. The screenshots above (Fig.3 and 4) is what they saw, and from this, it is possible to confirm that its operation was correct.

í˘ľ Next, Eclipse support moved onto the DPF, as any blockage or restriction in the exhaust system or filter would cause a back pressure affecting the turbocharger operation and create the fault code P2263. They asked the customer to start the vehicle and monitor the DPF differential pressure, as well as the soot load at different RPMs to get a clear picture of what was happening (Fig.5).

When this is initiated, the soot load can be shown either in a percentage, or grams per litre; a level of 16g will indicate that the DPF is 100% blocked. The support technician saw that the vehicle showed a level of 19g of soot, and so had exceeded its value, meaning that it was completely blocked, requiring forced regeneration, cleaning or replacement.

With the DPF running a high soot level, Eclipse support was confident that this was the problem. However, to confirm, the support technician went on to view the differential pressure sensor that monitors the pressure across the DPF. If the sensor showed a high value, this would confirm the blockage in the exhaust system and provide the evidence that this was the fault.

The values at high RPM were over 80mbar, which is extremely high.

After a forced regeneration in an attempt to reduce the soot load and lower the exhaust back pressure, the new readings through the DPF showed that the regeneration had been successful, and a road test ensured it had been brought back up to full power and that the fault code had not recurred.

Conclusion

This scenario proves that a fault code is not always as straightforward as it would first seem and that other factors can contribute to a problem, causing delays to the accurate diagnosis and repair of the vehicle.

Often the technician, whether in the workshop or outside on a remote call, will make an initial assessment but be unable to determine the exact cause of the vehicle problem and may require further help or assistance with the fault diagnosis.

Eclipse is unique in being able to respond to this requirement with its Eclipse Technical Support Team. The team is available to give assistance either over the phone, or by using the remote assistance function. These highly trained Vehicle Support Technicians and IT specialists can provide assistance in a variety of ways, ranging from providing additional information, such as a wiring diagram, to carrying out a full remote diagnostic exercise on the casualty vehicle and assisting with any IT issues.

To find out more, GO TO www.rdr.link/VG014

LIGHT COMMERCIAL VEHICLES

Applying truck disciplines to the LCV world James Walker, Commercial Director at Fraikin, discusses how truck maintenance processes are seeping into the management of LCV fleets.

B

etween 1950 and the end of 2017, the number of LCVs on our roads rose from 457,000 to around 3.9 million, an increase of more than 800%.

Though a change in the driving licence threshold to 3.5 tonnes in 1997 prompted a move toward heavier vans over traditional 7.5-tonne trucks, the main driving force in recent times has been the huge boom in dot com home delivery contracts.

Incredibly, the UK represents the third largest ecommerce market in the world, after China and the USA. This highly competitive online marketplace means the demand for last-mile deliveries is going up, with many businesses having to operate a near 24/7 timetable. This intense operating schedule makes managing unexpected 34 CVW JULY/AUGUST 2019

James Walker

downtime key to fleets delivering on time, every time.

As keeping vehicles on the road has become such a critical factor, many operators are moving from a car-derived leasing model to businesses delivering truck-based levels of care, such as Fraikin.

As one of the largest independent contract

hire, fleet management and rental specialists in Europe, we’re experienced in minimising commercial vehicle downtime.

Fundamentally, the difference between the car-leasing model and our approach to fleet management lies in our pre-emptive approach to vehicle maintenance.

As an example, we conduct preventative maintenance inspections (PMIs) on every

LCV we manage, checking key items including brake pads, lights, oil levels and tyres, with any replacement parts fitted there and then. This commitment to prevention, vehicle uptime and safety comes directly from our HGV disciplines.

These inspections can be arranged out of hours to maximise vehicle uptime and minimise any impact to their business. Plus, by using our mobile servicing fleet, we can inspect a customer’s assets without them needing to leave their operating base. It’s an approach proven in the truck sector, where customers are used to being able to drop vehicles off in the evening, ready for collection in the morning.

But in our experience, this commitment to LCV servicing levels is an exception in the industry, rather than the rule. We frequently talk to prospects whose vans are being entrusted to a car dealership for maintenance – with the major downsides being daytime opening hours and a wait of anywhere from a few days to a fortnight when a vehicle needs to be booked in.

For new vehicles, despite each van not requiring an MOT inspection for three years, we will carry out a ‘bumper-tobumper’ annual service regardless, making any necessary repairs. We don’t believe in waiting for a warning light to show on the dashboard – we aim to catch the majority of issues before they result in downtime for our customers.

Of course, should any urgent or unscheduled repair work be required, our longstanding connections to dealers and OEMs ensure parts can be sourced quickly and easily. Several major manufacturers class Fraikin as one of their largest panEuropean customers, so we enjoy the very highest standards of service in return –

which naturally benefits our customers.

We can also rapidly deploy mobile technicians from any of our depots, meaning urgent repair work can be completed in a matter of hours rather than days. With plans to soon double the number of mobile technicians, we will be able to support more customers than ever before.

To help build on our pre-emptive approach, customers also have a dedicated Key Account Manager who provides

detailed business analysis about the fleet.

This enables us to spot trends, providing feedback to customers if a particular vehicle has required more maintenance or repair work than would be considered normal.

This information can be used to ensure changes are made to future vehicle specifications, highlighting how potentially equipping assets with additional safety equipment, such as reversing cameras, could help prevent future repair work if the rear body of the vehicle was continually being damaged.

Our adoption of truck disciplines for LCV fleet management has seen us significantly reduce downtime for our customers. It’s a philosophy we’re proud of, and one we are continuing to introduce for growing numbers of operators.

To find out more, GO TO www.rdr.link/VG015

LIGHT COMMERCIAL VEHICLES

Emission ready Keeping city streets free from airborne toxins has become a major concern for the UK in recent years. Van fleets in particular have been targeted, leaving many looking for ways to reduce their emissions output. HJS Emission Technology argues the case for retrofitting SCR systems.

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he UK Government has introduced Clean Air Zones within major cities across the UK to target air quality issues and improve public health. Clean Air Zones aim to reduce all types of air pollution, including nitrogen dioxide and particulate matter. The Government’s ‘National Air Quality Plan’ requires a number of other UK cities to follow by 2020.

The UK’s most immediate air quality challenge is to bring roadside concentrations of nitrogen oxides (NOx) within legal limits in the shortest possible time. The aforementioned ‘National Air Quality Plan’ requires the majority of vehicles travelling within the zones to meet exhaust emission standards for NOx and particulate matter (PM) or pay a daily charge. If a vehicle does not meet the required standards and the daily charge is not paid, a Penalty Notice Charge will be issued to the operator/owner.

These tighter new emission standards require all diesel powered vans and minibuses to comply with Euro VI emission standards in order to operate freely within these zones. One option that some operators may find appealing is the retrofitting of an alternative exhaust system. HJS Emission Technology provides such a solution.

HJS is developing a retrofit SCR exhaust system that offers fleet managers and vehicle operators an extremely cost-effective upgrade

36 CVW JULY/AUGUST 2019

solution, which will enable them to comply with Euro VI emission standards at the fraction of the cost of replacement vehicles.

The retrofit HJS SCR system offers ULEZ/LEZ and CAZ compliance for a large range of Euro V light commercial chassis applications, including the Ford Transit, Mercedes Sprinter, Fiat Ducato, Volkswagen Crafter, Vauxhall Movano and Renault Master, plus others.

Mark Cooper of HJS UK said, “HJS has already retrofitted hundreds of UK buses with SCR technology, upgrading emissions to Euro VI standards. The cost of replacing the whole fleet is a huge expense and HJS can upgrade vehicles at the fraction of the cost of buying replacement vehicles. The van market is a new exciting business area for us here in the UK and we are ahead of our competitors in this market!

“Euro V light commercial vehicles are already equipped with a DPF system for the reduction of particulate matter and this element of the exhaust system is retained.

The SCR system supplied by HJS consists of an additional underfloor catalyst, an AdBlue tank, engine sensors and an independent control unit. The SCR system operates by injecting an ammonia-based

solution (AdBlue) directly into the exhaust gas stream which mixes with the dirty exhaust gases converting nitrogen dioxide emissions into harmless water and nitrogen.

“The system is manufactured to the highest German quality standards and will be certified imminently for these applications in order to meet all of the requirements set out by the Energy Savings Trust’s Clean Vehicle Retrofit Accreditation Scheme (CVRAS) and ULEZ in London.

“Our specialist team has over 30 years’ experience in the manufacturing and development of exhaust after-treatment systems. SCR technology has been installed into thousands of vehicles worldwide, helping to reduce harmful emissions in towns and cities.”

To find out more,

GO TO www.rdr.link/VG016

LIGHT COMMERCIAL VEHICLES

Time to make some noise Electric and hybrid LCVs are a solid step towards a greener future. However, without the rumble of a petrol or diesel engine, these silent vehicles can pose a danger to pedestrians.

In response, new legislation will be introduced later on this year.

A

t low speeds, electric and hybrid vehicles can be dangerous on the roads because they are so quiet at low speeds. Without the purr of a petrol or diesel engine to warn them, pedestrians are less likely to notice the approach of an EV than of a conventional vehicle. This is about to change.

From 1st September 2019, all new models of hybrid and pure electric vehicles must by law be fitted with an Acoustic Vehicle Alerting System (AVAS) that emits a continuous sound when the vehicle is travelling at speeds of up to 20km/h. This will be extended to all new electric and hybrid vehicles registered after 1st September 2021.

The United Nations Economic Commission for Europe’s World Forum for Harmonisation of Vehicle Regulations (WP.29), which is responsible for rules governing Vehicle Type Approvals, set the standard for AVAS in its Regulation for Quiet Road Transport Vehicles.

The new regulation is being brought in to protect vulnerable road users, particularly blind and partially-sighted people who depend, more than most of us, on hearing traffic to judge when it is safe to cross the road. However, what it doesn’t account for is the 200,000 plus electric vehicles which are currently on Britain’s roads, each posing a hazardous risk to

Legislation details New legislation, which comes into force in July 2019, will require the mandatory fitment of Acoustic Vehicle Alerting Systems (AVAS), for all new quiet (electric, hybrid and hydrogen fuel cell) vehicle models registered after 1st September 2019 and all new vehicle registrations after 1st September 2021.

VRUs (vulnerable road users).

Safety pioneer, Chris Hanson-Abbott OBE, Chairman of Brigade Electronics, which has spent the past nine years developing a Quiet Vehicle Sounder that mimics the vital warning characteristics of an internal combustion engine, said, “It’s not a moment too soon – in fact it is not soon enough!

“Visually impaired people will still be at risk because there are already electric and hybrid vehicles on the road that are virtually silent at low speeds. These are putting lives in danger. We are all taught to listen as well as look out for traffic and the background noise in busy streets will mask any slight sound an EV may make when moving off.

“Owners of ‘silent’ vehicles really ought to be aware of the danger and fit a Quiet Vehicle Sounder if they want to avoid

unnecessary accidents. Nobody wants to knock down a pedestrian.”

A study in America found that electric and hybrid vehicles double the risk of accidents with pedestrians when executing slow manoeuvres such as starting in traffic, slowing down, reversing, entering, or leaving a driveway or parking space.

Similarly, the risk of accidents is raised by 80% when turning corners and by 50% at speeds of less than 35mph. In the UK, another study commissioned by Guide Dogs for the Blind found that pedestrians are 40% more likely to be hit by an electric vehicle than a diesel or petrol one.

Whilst there are a few OEM’s fitting AVAS in cars, Brigade’s Quiet Vehicle Sounder can be retro-fitted to any vehicle and is suitable for buses, minibuses, coaches, HGVs and, significantly, light commercial vans which are growing in numbers on Britain’s roads.

Developed after listening to the needs of vulnerable road users, the QVS emits a sound that is highly directional, making it easy to locate the vehicle, and which also changes with the speed of the vehicle so pedestrians can judge how much time they have to get out of the way.

To find out more,

GO TO www.rdr.link/VG017

JULY/AUGUST 2019 CVW 39

LIGHT COMMERCIAL VEHICLES

Healthy living Every day an LCV spends off the road is lost revenue to a business. Vehicle health alert systems can help to reduce this downtime – and minimise delivery penalties. Take Trakm8 Connectedcare for example…

O

ne of the golden rules of fleet management is that planned, preventative maintenance saves money. Research recently published by van hire specialist Northgate helps to put a number on exactly how much unplanned downtime can cost. Its study found that every LCV spends on average four days a year in the workshop or garage, at an average cost of £800 per van, per day. This would mean that a business with 100 LCVs would lose £320,000 each year.

Furthermore, customers increasingly place penalty clauses in contracts and service level agreements, meaning that fleets are fined for failing to deliver the goods within specified time windows. This was reflected in the Northgate survey, where 47% of respondents said that they incur fines or penalties when their vans are out of action for a week.

Recent advances in telematics are enabling fleets to improve their proactive approach to preventative maintenance. Trakm8, one of the UK’s largest manufacturers of telematics devices, showcased its new Connectedcare product at the CV Show.

Uniquely, the system provides alerts in realtime to fleet operators on dashboard warning lights.

Sean Morris, Automotive Business Unit Director at Trakm8, said, “Using telematics to communicate issues such as dashboard warning lights removes the reliance on the driver to inform the transport operator or

fleet manager.

“Connectedcare effectively acts as an early warning system, enabling managers to plan vehicle downtime in a way that minimises disruption to customers and cost to the business.”

Connectedcare works through deep connectivity with an LCV’s CAN bus system, enabling it to read diagnostic trouble codes (DTCs) and report them to a fleet manager via a real-time alert. These alerts can be push notifications to a smartphone app or telematics web portal. The system also records each subsequent time the vehicle has started with the fault still present.

Trakm8 is said to be one of the first telematics manufacturers to offer its customers battery status reports. This works by running a series of checks, providing feedback on the health of the battery. In this way, a transport manager can see when a vehicle’s battery is suffering a fault or requires replacing.

“A faulty or flat battery is one of the most common causes of a breakdown or non-start,” said Sean. “Battery status alerts make them easily preventable.”

Health alerts

Connectedcare goes beyond DTC and battery status alerts, with other useful

New additions

40 CVW JULY/AUGUST 2019

features including the ability to read the tyre pressure monitoring system. This means that Connectedcare can monitor tyre pressure and send alerts to the fleet manager.

“Correct tyre pressure reduces wear and tear, improves road safety, and also improves fuel economy, so it’s a win-win for transport operators,” added Sean.

Air quality issues are leading to the establishment of Clean Air Zones in many towns and cities, with most introducing road charging for vehicles below Euro VI operating in the zones. This is pushing the wider adoption of Euro VI vans, which are often reliant on AdBlue as part of the selective catalytic reduction (SCR) system. Trakm8 Connectedcare monitors AdBlue levels, alerting transport operators if the AdBlue level falls below a predetermined point.

“Drivers who allow the supply of AdBlue to run out will find that their vehicles go into limp mode or shut down altogether,” said Sean. “Our AdBlue alerts help prevent that failsafe from occurring.”

Unlike most telematics systems, which

Other handy features of Connectedcare include VIN number identification and fuel levels, which also covers fuel theft alerts if a tank is rapidly drained.

Trakm8 offers Connectedcare as a standalone product, or incorporated into a wider telematics package.

“Telematics is a very competitive marketplace,” said Sean. “Most LCV fleets understand the benefits of vehicle tracking and driver behaviour analytics. At Trakm8, we are always striving to go one step further by providing our customers with added value through technology such as Connectedcare.

“Having all that information available through one integrated system makes life easier for fleet managers while helping them to improve safety, enhance customer service and reduce costs.”

Integrated solution

provide GPS-based odometer estimates, Connectedcare provides a true ODO reading, which is far more accurate. It can therefore send service reminders to the fleet manager based both on service intervals and on mileage.

“The accuracy of GPS-based mileage is reliant on a constant GPS signal, which we all know is highly unlikely,” said Sean.

“With true ODO readings, we can give the workshop manager a heads-up when a service is due, helping them to plan for vehicle downtime.”

To find out more, GO TO www.rdr.link/VG018

FUELS, LUBRICANTS & ADDITIVES

Putting your best foot forward

F

UCHS Lubricants takes great pride in claiming that it is the ‘number one independent lubricant manufacturer in the world’. Although this refers to the larger FUCHS Group, a multi-billion pound business spread across the globe, this mentality is perfectly represented in the UK facility that resides in the town of Hanley, just north of Stoke-on-Trent.

Lubricant production, in various guises, has been at the site for some time. However, over the past two years, FUCHS has made some noticeable developments, starting with new offices modelled on the company’s Mannheim headquarters. This construction marked the start of an investment plan that would see £10 million injected into the FUCHS Group’s UK facility, thus building on what was already a thriving area of the business.

On arrival, it became immediately apparent that the company is looking to modernise.

The glass walls of the new office buildings certainly fit the claim made by our tour guide for the day, Andy Brown, Automotive Technical Manager: “As it stands, this is the most modern lubricant production facility in the UK. I can say this because we are one of the few companies that actually manufacture lubricants here on UK soil. There are big names within the industry that distribute from and in the UK, but only a handful

The modern way

With the future of the country still very much in question, it is reassuring to hear that there is likely to be life in UK manufacturing beyond the Brexit deadline. FUCHS Lubricants has taken a different route to many of its contemporaries by deciding to invest heavily in its Stoke-on-Trent manufacturing facility. The company invited CVW to the plant to see what it has planned.

import the raw materials to blend on site.”

Andy continued, “As you might expect, manufacturing requires a great deal of space and, up until now, we had enough to get by. This has changed. Given the success of the European market, the guys in Germany decided to invest in what we have here. We have the capacity to manufacture 120 million litres per year on a single shift, and currently we are operating at about three quarters of that. This generates a huge amount of stock, and we need the necessary systems in place to allow us to deal with these figures. Now, we will see exactly how this is done.” Introduction complete, we donned the appropriate safety gear and headed out.

First stop was the packaging plant. Lined

It’s all about packaging

42 CVW JULY/AUGUST 2019

with barrels, the warehouse currently has enough space to hold 5,000 pallet locations, with this set to increase once the new raw materials storage is finished. However, it was another investment entirely that really stood out as we walked through the building. Drifting along the aisles were fully automated forklifts, transporting the many litres of lubricant produced within the plant each day. Added to this, and a little further down the production line were automated robotic arms, designed purely to aid with packing the product ready for distribution.

Andy explained, “Our forklifts and production lines always receive a lot of attention from visitors, but they are by no means a PR stunt. Automation is a crucial part of manufacturing. The option of having this technology has meant we have been able to respond to an increase in customer demands, especially when it comes to the Lube Cube.”

Having efficient and suitable packaging is one thing, but having a high quality lubricant that can stand up to the rigours of commercial vehicle life is another thing entirely. You got the impression that quality control (QC) was a crucial link in the production chain for FUCHS. The company had recently invested in new equipment for its QC laboratory, including a number of complicated machines, called automatic viscometers.

Andy provided insight into exactly what such an investment can do for the rest of the enterprise: “I understand from our QC technicians that these machines save a huge amount of time on every job that comes through. They form an integral part in the process of ensuring our products do exactly what they say on the packaging. Every single batch that is blended here is tested to ensure it conforms to the required specifications demanded by the vehicle manufacturers. We even keep a sample so that we have full traceability should a problem be reported further down the line.

Staying in control

Six-sided solution FUCHS’ Lube Cube is a new recyclable packaging solution that is not only better for the environment than traditional plastic packaging, but is also more cost effective. Essentially, the outer shell is a cardboard box, which inside, holds a plastic, vacuum-sealed bag filled with the lubricant of choice. A tap is incorporated into the bag to ensure that when it is used, the lubricant within the bag remains under vacuum, prolonging shelf life. Thanks to the Lube Cube’s shape, users reduce the amount of storage space required for lubricant stock, whilst the materials used mean waste disposal costs are reduced by a reported 98% and 100% if the internal bag is washed with a mild detergent.

“QC rules the roost really. If they find even the most miniscule of flaws within a lubricant batch, they stop the production process until they find out what’s wrong.

Because this area of FUCHS is so important, we have decided to double the size of the lab, in order to speed up our production capabilities even more.”

Leaving the QC laboratory behind, we entered the control room. From this area, overlooking the packaging facility, the whole production process is carefully monitored. The team here tracks exactly

A combined approach

how much of each raw material goes into each batch, what the required ratio needs to be and lastly, how much of the final product is produced. The size of the batch is dictated by predictive sales figures that have been derived from previous years, and brings the lubricant production process full circle.

Andy elaborated on this point as he led us through the last stop of the tour, the company’s extensive Research & Development laboratories: “FUCHS understands that every stage of the production process is crucial to the ‘bigger picture’. One of the greatest threats to independent lubricant manufacturers in the UK at the moment is the increasing variety of specifications coming through from the VMs. These days, it is very difficult for smaller outfits to keep up with these demands, with the one-size-fits-all solution no longer working.

“In steadfast response, FUCHS has taken the bold approach of investing in and backing itself during difficult times. Brexit is of course the word on everyone’s lips, but even that shouldn’t have too much of an effect on our business – tariffs on raw materials will likely be far less prohibitive than those on finished products that require importing. Despite these challenges, FUCHS is in a great position to continue its upward trajectory with the rest of the incoming investment plan, providing further justification to the claim that we are the ‘number one independent lubricant manufacturer in the world’.”

To find out more,

GO TO www.rdr.link/VG019

JULY/AUGUST 2019 CVW 43

FUELS, LUBRICANTS & ADDITIVES

Cracking down on lubricant claims The Verification of Lubricant Specifications (VLS) has introduced more stringent procedures for approving marketing claims on lubricant packaging to ensure end users are protected.

I

ndependent trade body, the Verification of Lubricant Specifications (VLS), has recently introduced tighter new rules for assessing the marketing claims made by lubricant manufacturers on their packaging and technical data sheets. This move comes in response to a number of recent cases, many of which have involved misleading or incorrect claims made on lubricant products.

Since VLS was formed in 2013, its panel of technical experts charged with reviewing each complaint has investigated over 60 cases relating to commercial and passenger vehicle oils, automotive gear oils, and transmission and hydraulic fluids. The majority of complaints received to date have related to marketing claims, including non-compliance with European ACEA specifications, other industry standards and conflicting or unevidenced OEM approvals.

In 2015, VLS introduced a set of guidelines for lubricant marketing claims.

At the time, the use of marketing claims within the industry was complex and there was little consistency in the use of these marketing terms. The guidance was designed to bring clarity and promote consistency in marketing claim use, thereby supporting the end user to better understand these terms and what they mean.

In this marketing claim guidance, if a performance claim was made which fell short of a formal OEM approval, VLS would ask for a letter of assurance from the technology provider or additive company whose components made up the finished lubricant. However, a few recent cases have highlighted that these letters do not always provide the level of assurance required to demonstrate that the formulation has been adequately tested and is being fully supported.

44 CVW JULY/AUGUST 2019

VLS has now revised these procedures so that in cases where marketing claims are being queried, the manufacturers or marketers involved must submit the Candidate Data Package containing information about the testing of the additive pack to demonstrate the performance of the formulation being used. Although this does not specifically address the issue of OEM approvals, as very few oils are marketed without ACEA (or API) claims, requesting this document is considered to be the best way of assessing the performance of the product.

Andrew Goddard, Chairman of VLS, said, “At VLS, our mission is to protect and educate end users, and to support fair and open competition in the lubricants market. As space in motor factors and workshops comes under pressure, there is a temptation for lubricant marketers to adopt a ‘one size fits all’ approach, making multiple claims on individual lubricant products. But modern, sophisticated engines require a very specific balance of chemistry to keep them working at their best. Using the wrong oil can cause accelerated wear in gears and bearings, leading to increased maintenance costs and if left unchecked, eventual engine failure. Workshops and mechanics must be able to rely on technical data sheets to confirm that a product has been fully tested and really can deliver what it claims.”

For more information, GO TO www.rdr.link/VG020

FUELS, LUBRICANTS & ADDITIVES

Fuel management takes the floor Alliance Flooring Distribution is one of the many haulage companies that is benefitting from Merridale’s FuelWorks management system. CVW finds out how.

Alliance Flooring Distribution is the UK delivery organisation for carpets and underlay products manufactured by subsidiaries of Victoria plc, an international enterprise specialising in premium flooring products. The carpet rolls woven by the group factory in South Wales are marketed into the UK through three regional distribution centres. Alliance also works with a thirdparty carrier to process orders for Ireland.

Operations from Kidderminster and Hemel Hempstead are managed by Alliance Flooring Distribution. The third regional distribution centre is run by View Logistics in Hartlepool, another group company covering sales outlets in the North of England and Scotland.

Each of these sites is a fully equipped transport hub with both warehouse and bespoke handling facilities for the storage of carpet rolls. Orders from retail outlets throughout the country are processed by cutting the stock carpet rolls to size and wrapping them for despatch. This is a 24hour operation as customer orders are consolidated for bulk deliveries overnight.

Background

Kevin Waters

With these operational hours in mind, Alliance Flooring needed a suitable fuel management solution; FuelWorks, Merridale’s hosted Fuel Management service. The fuelling points for the centres at Kidderminster and Hemel Hempstead are monitored by this system. It provides a web-based dashboard giving current stock levels at each site, allowing centralised procurement.

“Alliance Flooring operates a fleet of around 60 HGVs, including 12 articulated units for long distance trunking,” explained National Distribution Manager, Kevin Waters.

“All our fleet vehicles are fitted with long range tanks, so that external fuelling is really just a contingency measure. In addition to stock management, the Merridale system captures all the data we require for cost accounting and vehicle mpg performance.

This is essential because the Alliance Fleet is accredited to the Fleet Operator Recognition Scheme (FORS), which means we have to show that we have procedures in place to measure CO2 emissions.

“As with most fleet operators, fuel is a major cost factor. Our annual fuel bill is

Fuel management solution

currently running at around £1.3million.

Therefore, it is important that we have effective fuel management procedures in place to ensure we measure usage down to the last drop.”

Kevin continued, “With the expansion of our business, we have recently completed two major development milestones. First is the relocation of the Kidderminster depot to a bigger site, which necessitated the relocation of the fuelling point. Second is that we have replicated these facilities, together with a new storage tank and fuelling point, at Hemel Hempstead.

“So, now we have Merridale FuelWorks, I can review our re-order stock levels at both sites. We use this visibility to take advantage of spot prices on the day.

Generally, we are taking delivery of fuel supplies at Kidderminster every week and we benefit by being able to compare best offers between our two regular suppliers.”

Adapting to expansion

For more information, GO TO www.rdr.link/VG021

JULY/AUGUST 2019 CVW 47

FUELS, LUBRICANTS & ADDITIVES

Back in PARTNERSHIP

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orris Lubricants and Digraph have re-established their partnership, which will see the UK oil and lubricant specialist and commercial vehicle factor deepen their ties across product supply and sponsorship opportunities. The partnership will see Morris Lubricants products re-introduced to Digraph customers, giving them access to the company’s extensive range of oils, lubricants and additives.

LKQ purchased Digraph in 2017, and the commercial vehicle factor has recently gone through a period of rebuilding and strengthening. Part of this process saw the return in March of former CEO James Rawson, who decided the best approach to ensure long-term business stability was to return to the strong supplier base it had before the takeover.

“Morris was always our chosen lubricants supplier, going back many years,” explained James. “It has always been seen as the premium brand for the commercial trade, and I believe it mirrors our company’s values.”

James was tasked with rebuilding the business and returning it to profitability, and believes the future will be even stronger for Digraph. “Next year we will look to grow the business again; maybe some new acquisitions and branch openings,” he said.

Rebuilding time

48 CVW JULY/AUGUST 2019

CVW gets the latest insider information on the supply agreement between Digraph and Morris Lubricants.

One advantage the reformed partnership offers Digraph is the access to Morris Lubricant's brand ambassadors, particularly TV star and truck mechanic Guy Martin, who is equally enthusiastic about his work with the oil and lubricant business.

“It’s a great company; I like its attention to detail and the quality of the products,” said Guy. “I wouldn’t be involved with them if it was a ten-pence job. Everything the company does is proper. Together, we’re pushing things to the limit in some of our projects, and I wouldn’t use anything secondrate in those, that’s why I use Morris oils.”

The re-emergence of the partnership has also allowed Morris Lubricants to bring truck racer Dave Jenkins on board as a brand ambassador. Dave races for Team Digraph in the British Truck Racing Association (BTRA) championship, and now sports the blue and yellow colour of the lubricants brand on his machine.

Ambassador access

“I’m sponsored by Digraph, and with the new agreement, Morris is once again backing me in the BTRA,” said Dave.

“Digraph, Morris and I work together well.

I am a firm believer in being able to endorse a company’s products, and proud to do so for Morris Lubricants because I can see the quality. My 9-to-5 job is servicing and repairing cars and commercial vehicles; we only use Morris products in our business.”

The involvement in truck racing gives both Digraph and Morris Lubricants visibility in a series which is growing its fan base year after year. From hospitality events featuring footfall of just 5,000 a few years ago, now see up to 20,000 people attend, with the two companies welcoming many of its customers, and allowing each other access to new leads and opportunities.

“Essentially, we’re a company that sells parts for trucks, so the racing gives us great recognition for that,” clarified James. “As well as financial support, we supply many of the parts, especially braking systems.

Racing is a great environment to test things to destruction. If you can get the braking to work on something doing 100mph, it will work on the roads very well indeed.”

On the track

Morris Lubricants products are said to be a premium product in the truck and commercial vehicle market. The company takes great care in ensuring high standards are met, including releasing new oils and lubricants to meet demands of modern engines.

An example of this is the recent decision that two of the company’s heavy duty diesel engine oils are to be superseded.

Both Versimax HD6 and Versimax HD7 have been replaced by Versimax HD12 and Versimax HD14, respectively.

“To address the increasing level of biofuel used in heavy duty diesel engines, new engine oil specifications have been released to help cope with its effects should it get down into the sump,” explained Automotive Product Manager Adrian Hill.

“This will help reduce inventories and eliminate the possibility of misapplication where newer engine designs require this latest level of protection.”

Versatility with Versimax

To further celebrate its 150th anniversary, Morris Lubricants has taken to the road with the launch of a new ‘limited edition’ truck (pictured). The Scania P280 is decked out in gold and blue anniversary livery, and will be making deliveries to customers across the UK. The vehicle is also scheduled to appear at Digraph’s Nuneaton site, allowing the two companies to celebrate the milestone.

When it comes to the re-established partnership, James is clear he could see Digraph and Morris Lubricants working together for just as long. “I’d like to think that the two businesses can continue trading for many, many years,” he concluded. “Our previous relationship lasted around ten years, so I don’t see why our new one cannot last forever.”

Anniversary celebrations

For more information, GO TO www.rdr.link/VG022

TRAILER SERVICING

Let’s talk CODE ABS/EBS fault decoding is the latest innovation to be added to Scrutineer, the stand-alone trailer diagnostic unit from Hope Technical Developments.

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he Scrutineer has been an invaluable tool in many fleet workshops for over 30 years, helping fleet operators diagnose trailer faults and speed up their servicing.

One reason for its continuing popularity is that its integral air and electrical power and remote control enables trailer checks and diagnostics to be carried out by a single technician, both in the workshop and on mobile servicing operations. This optimises workshop efficiency, and speeds up maintenance and repairs.

To ensure the Scrutineer continues to keep pace with modern technical developments, the company has now integrated Code Talk, a fault code reading and decoding technology to help trailer diagnostic testing processes. Code Talk eliminates the need for separate manufacturer’s code reading equipment, and successfully shows the actual fault code and fault description. This means there is no additional workshop time needed to set up separate laptop-based diagnostic software.

The software is continuously updated to ensure 100% manufacturer compatibility, eliminating the need to maintain multiple pieces of OEM equipment. The system is compatible with most OE trailer ABS/EBS braking systems, including Haldex, KnorrBremse and Wabco.

A single technician can still operate the Scrutineer, and the device can be removed

Code Talk

and used as a handheld device.

What’s more, the workshops that are already using Scrutineer machines will be able to have Code Talk retrofitted.

The Scrutineer provides power to the trailer via the workshop’s mains electricity supply, eliminating both unnecessary exhaust fumes and noise that would be produced if the tractor was used as the power source.

The Scrutineer is then hooked up to the front of the trailer, enabling the technician to walk to the back of the trailer and use the remote control to carry out function checks – there is no need to involve a second member of staff to operate the brakes, or check lights and so on.

Using a simple set of bright LEDs and dials, the Scrutineer allows technicians to pinpoint any issues quickly and efficiently, ensuring the trailer goes back into service as quickly as possible.

The Scrutineer can diagnose a myriad of faults including air leaks, poor brake adjustment, faults in lighting circuits, ABS and EBS faults, and problems with supply circuits. Technicians can check valve operation at the correct settings and pressure, the EBS CAN line integrity, and the operation of brake mechanisms via a

Scrutineer in action

“Using a simple set of bright LEDs and dials, the Scrutineer allows technicians to pinpoint any issues quickly and efficiently, ensuring the trailer goes back into service as quickly as possible.”

remote control.

Code Talk provides additional diagnostic scope for ABS/EBS faults. It communicates directly with the trailer CAN bus lines to access the ABS-EBS ECU memory. It reads any faults that are in the ECU and can clear them once the fault is rectified. The system can also show live data such as air pressures, wheel speeds and voltages – all of which help speed up diagnostics.

On the electrical front, the Scrutineer allows technicians to test lighting circuits by socket pin number, allowing incorrect wiring to be spotted and corrected; to test the operation of the ABS system via 24N, 24S and the ISO-7638 connection; to perform a quick visual check of how many bulbs are in operation on a circuit with the integrated bulb meter; and identify earth faults immediately.

To find out more, GO TO www.rdr.link/VG023

JULY/AUGUST 2019 CVW 51

TRAILER SERVICING

A case-by-case approach

V

ery often, the clues to the cause of a problem lie in the condition of the friction material (brake linings or pads) or on the friction surfaces of the drums or discs. Sometimes the symptoms for both drum and disc brake faults can be similar, but it is important to bear in mind that disc brakes run hotter than drum brakes, so there will be some variation between the two systems. What follows is a collection of the most common problems that we encounter.

CASE 1

Situation: A trailer is presented for its annual MOT test and fails on brake performance. The driver has not complained about poor brakes.

Response: The first thing we would do is look at the condition of the friction material and friction surfaces. In most cases, the friction surfaces will appear shiny with the friction material exhibiting very little wear for the mileage that the vehicle has covered (there may also be a sheen on the material surface). This is a classic case of brake under-utilisation, sometimes referred to as glazing. With endurance braking (retarders and engine braking) included as standard on most modern towing vehicles, this is now a very common problem. With EBS systems, the towing vehicle has control of the braking balance between the tractor and trailer.

People often ask why this case occurs at

Why now?

BPW’s Customer Services team is frequently called upon to aid in the diagnosis of trailer braking system problems. In the first of a two-part series, the company provides CVW with insight into its standout cases.

The prime suspects Causes of trailer brake problems can be largely split into three areas: ■ The foundation brake (disc or drum) ■ The trailer brake control system

(ABS or EBS) ■ The towing vehicle

MOT time when there has been no prior complaint of poor braking. The answer lies in understanding the braking pressures involved. When driving normally, the brake pressures delivered to the brake chambers are below 2 bar for 95% of brake applications. Even when carrying out an emergency stop, the pressures are no more than 4 bar, and during a brake roller test, the pressures are taken right up to 6.5 bar. It is at these higher pressures that the underutilisation effect takes place.

Occasionally, we still come across cases where the vent plug bungs have not been removed when the brake chambers have been fitted to the foundation brake. This is especially troublesome with disc brake axles, but can cause problems with drum brake axles, too. Depending on which plugs have been left in place, either the lowpressure housing can retain pressure, causing a binding brake or a residual vacuum in the housing, which has to be

overcome by air pressure before the brake can be applied. It is this latter case which will manifest as under-utilisation.

CASE 2

Situation: The Customer Services Team receives a telephone call from a customer complaining of brake issues – normally poor brake performance.

In these cases, the driver has usually reported the problem. The trailer is two to three years old.

Response: The clue here is that the brakes have performed well until now, and the owner is asked what has changed, whether there is a new driver or a new towing vehicle, or whether the trailer is being used for different types of work. The normal response is that nothing has changed, but that they relined the brakes a little while ago. Further investigation discovered that different or non-original linings had been fitted and this had upset the brake balance. During friction material design, the coefficient of friction is balanced to the metallurgy of the friction surfaces and any deviation in these two components can cause problems. Don’t forget!

During the manufacture of the trailer, a set of brake calculations are carried out using the known parameters of the OE specifications of the friction materials. If these parameters changed, then the brake performance will also change.

CASE 3

Situation: A customer has suffered with under-utilisation, and has overcome the effect of this by fitting a different type of brake lining – one with a higher coefficient of friction. All has been well for the first few weeks or months, but then problems arise.

Response: The heat generated by the higher coefficient of friction has caused the friction 52 CVW JULY/AUGUST 2019

materials’ surface temperatures to rise, which has led to surface cracking. Some surface cracking is normal and it is continually removed by the natural action of wear in the friction components. However, if cracks are generated too rapidly, they can form long cracks which propagate through the brake disc or drum. In these cases, the friction material will start to disintegrate because the resin that bonds the material together has been drawn out and burned off.

The remedy is to replace the friction material and the drums or discs if they are too badly damaged, and then to investigate why the under-utilisation occurred in the first place.

CASE 4

Situation: The customer has called to say that the brake linings or pads are burning out due to excessive heat.

Response: Normally, these cases demand a visit from a BPW engineer. The engineer checks the condition of friction surfaces and material on all wheel stations. If the problem is only on one side of the trailer, it may suggest a problem with one of the modulator valves in the braking system. If the problem is only on one wheel station, then this may

point to a problem with the brake chamber or the foundation brake itself. If the problem is uniform, then the engineer will look at the data in the EBS system.

The brake pressure control settings in the ECU are then checked, and if BPW has carried out the brake calculations, the parameters are checked against those on the calculation sheet. The onboard data is then downloaded and checked for evidence of overloading, speeding, ABS cycling, roll stability activations and prime mover ESC (Electronic Stability Control).

ABS cycling, where the ABS system continually sends test pulses down to the brakes because of high cornering speeds, can be a problem. In cases where none of the above checks reveal a reason for the high component wear, we may then have to resort to more high tech testing to determine the tractor/trailer braking balance.

BPW has developed its own testing equipment to measure this. ECE regulations require that the EBS prime movers must allow static threshold testing, but we have found this unreliable. The towing vehicle and trailer are installed with pressure gauges, temperature gauges and accelerometers, and data is fed back to a laptop computer in real-time as the vehicle is driven on a typical route. Later, the data is analysed and imbalances in braking are identified. When the cause of the problem is found, we can then work with the tractor manufacturer and resolve the issue.

Testing, testing

To find out more,

GO TO www.rdr.link/VG024

JULY/AUGUST 2019 CVW 53

TRAILER SERVICING

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

D

o any of the following sound familiar?

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

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

54 CVW JULY/AUGUST 2019

If you’re using a service agent, ask them for the fault report as you can only make an accurate diagnosis from one. The fault report is straightforward, listing stored and active faults. Active faults are those causing a problem right now; you need to take the necessary action to fix these faults and extinguish the warning light.

Faults listed as inactive are those which have been a problem in the past. They are not causing an issue and have no effect on the warning light, but they may offer clues to what has been happening. Mileages and other information listed will assist in planning a course of action.

Before changing the ECU, check the following suspects first to save you money and your sanity:

“You can spend hours or even days working on a ‘faulty’ trailer to find it is actually the truck at fault.”

Firstly, what electrical supply are you using to power the trailer? If the answer is the truck – forget it! You can spend hours or even days working on a ‘faulty’ trailer to find it is actually the truck at fault. You need a good, proven power supply; a battery power box for example, or even two batteries connected together. A fair number of problems go away at this point.

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

No communication

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

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

“If there is a good power supply and the PC worked 10 minutes ago, then there are only two possible culprits: the cables and the ECU” Useful info ■ Re-loading the information file that

■

The PC

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

■

The system

■

■

you have extracted from the ECU will not have any effect on its operation.

If it is wrong when you get there, it will still be wrong when you leave.

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

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

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

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

confirms that the ECU is working.

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

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

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

How many times have you had trailers parked up for weeks while one valve is changed, and then another valve started leaking and the hours were clocking up faster than the final bill? How much does a vehicle off the road really cost? It’s worth considering that when the trailer is fitted with EBS and TIM, you can limit the damage considerably.

For more information,

GO TO www.rdr.link/VG043

COMPETITION EMS-FP&S Truck and Trailer Parts is offering you the chance to win a weekend at the British Truck Racing Championship taking place at Brands Hatch in November 2019.

Off to the R ACES If you’re the lucky winner, you can watch the T Sport Racing Team at close quarters, as well as chat one-to-one with the team members, including the team’s driver, Terry Gibbon, to hear all about life at the races. There is also a great opportunity to take part in a ‘technology tour’ around the race truck, seeing exactly what goes into racing these speed machines.

Throughout the weekend, you will enjoy the excitement of five-tonne trucks – capable of accelerating to 100 mph – fighting in an unforgiving battle to the finish line. The teams will be taking part in a minimum of six races over the weekend so there will be plenty of action to enjoy.

Driving force: PE and EMS-FP&S As you watch, you will witness the extremes in which PE, the truck replacement part supplier, tests its products. The brand continues to be the technical partner and sponsor of T Sport Racing as it competes in both the FIA European Truck Racing Championship and the British Truck Racing Championship. PE delivers the high quality technical support needed to back a racing team, such as T Sport, by providing race proven products, from brake discs to

It’s all up for grabs!

■ One family admission on Saturday &

■ ■ ■

■ ■

Sunday, 2nd & 3rd November (2 adults, 2 children under 12) Trackside experience Meet-and-greet with the T Sport Racing Team, including a photo Access to the hospitality suite (including lunchtime buffet, drinks and snacks throughout the day) Programme and goodie bag Hotel accommodation close to Brands Hatch on Saturday night in a family room (includes breakfast)

wheel nuts. There are over 30 PE parts used on the T Sport Racing truck, which are available from EMS-FP&S Truck and Trailer Parts (www.fpands.co.uk) throughout the UK. As a member of the BPW Aftermarket Group, EMS-FP&S Truck and Trailer Parts supplies genuine aftermarket parts.

T Sport Racing – A rising star The T Sport Racing Team started the 2017 and 2018 race seasons with the intention of using them for testing and improving

race performance. However, the young and passionate team impressed all as they steadily rose up the ranks on the track.

Meticulous preparation and professional team management definitely paid off as the team consistently improved their results, highlighted by some fantastic podium finishes in their first season. This did not go unnoticed by the established truck racing scene.

With an eye on the prize, Tim Frost, Team Manager for the 2019 race season, announced his intentions for the team: “We are driving forward and pushing ourselves to the limit to become more competitive and recognised within the Championship.”

HOW TO ENTER

To be in with a chance of winning this great prize, all you have to do is GO TO www.rdr.link/VG044

and answer the following question (Hint – the answer can be found in this article):

Q

What is the name of T Sport Racing’s driver?

A. Terry Gibbon B. Terry Dylan

C. Terry Millen Deadline for entries is 10/09/2019. Terms & Conditions apply. See website for details.

56 CVW JULY/AUGUST 2019

COMPETITION

Your time to

SHINE

The winner will receive a G Plus Electric Rotary Polishing Machine (GPT001), in addition to the G360 Compound Starter Kit (KT3001) and G360 Finish Kit (KT3006).

The new G360 Super Fast System removes the need for expensive P3000 discs by allowing operators to polish straight from P1500 wet or dry, with no loss of time.

Remarkably, it’s actually faster, while at the same time giving a permanent high gloss finish.

Farécla says that this bold claim is supported by the hugely positive feedback that the company has received from multiple bodyshops across the country, with some even calling it a ‘game changer’, having experienced significant time, cost and material savings since converting to G360.

The G360 Compound Starter Kit contains the G360 Super Fast Compound, G Mop Super High Cut Pad and G Mop Flexible Yellow Compounding Foam. For darker colours, there is an optional Finish Kit containing the G360 Super Fast Finish, G Mop Flexible Black Finishing Foam and a G Plus Microfibre Finishing Cloth. As featured in June’s issue of CVW, the key to achieving

Farécla, the manufacturer and supplier of surface finishing solutions, is offering CVW readers the opportunity to win a bundle of Farécla goodies worth over £250. the best results with G360 is to apply minimal pressure, not too much product and the correct machine speed.

The G Plus Electric Rotary Polishing Machine has been made according to Farécla’s specifications, making it the perfect companion to the G360 system.

The powerful, high torque machine has a speed range of 700-2,500rpm and runs cool at any speed, making it ideal for the job at hand. In addition, the machine is lightweight (2.2kg), allowing the operator to let the machine do the work and reduce stains. The tool has also been designed with low vibrations in mind, which, when paired with G360’s reduced sanding requirements, reduces exposure to potentially harmful hand arm vibration (HAV).

Better yet, each G Plus Polishing Machine comes bundled with a Flexible Backplate (GMB146), which offers improved pad life and handling of the applicators from the G360 system kits, and is ideal for getting into the swages, curves, contours and awkward areas of modern vehicles, in addition to minimising the risk of any unwanted holograms.

HOW TO ENTER

To be in with a chance of winning this great prize, all you have to do is visit GO TO www.rdr.link/VG025 and answer the following question (Hint – the answer can be found in this article):

Q

How heavy is the G Plus Electric Rotary Polishing Machine?

A. 2.2kg B. 2.3kg

C. 2.4kg Deadline for entries is 10/09/19. Terms & Conditions apply. See website for details.

JULY/AUGUST 2019 CVW 57

GIVEAWAYS

ARE YOU FEELING LUC K Y? FOR YOUR CHANCE TO WIN THESE GIVEAWAYS, GO TO WWW.RDR.LINK/VG026

10 BASEBALL CAPS

20 COFFEE MUGS

Air Brake Direct

Hankook Tyre

Air Brake Direct is giving away 10 baseball caps to help fend off the effects of the approaching summer’s blazing sun (or pouring rain!).

Based in Bristol, the company specialises in supplying air brake components to commercial vehicle operators and repairers throughout the south of England, and has recently been appointed as the distributor for Majorsell air brake products.

Air Brake Direct’s relocation into larger premises has enabled it to expand its product offering to include brake discs, pads and calipers, with even more great value products in the pipeline.

Hankook Tyre manufactures quality radial tyres. To ensure the company stays at the forefront of tyre technology, Hankook continuously invests in research and development, maintaining five R&D centres and eight production facilities around the world.

2 FLEECE JACKETS

Haldex

Haldex develops and provides solutions that improve safety, vehicle dynamics and environmental sustainability in the global commercial vehicle industry.

In order to be comfortable when at work, the company is offering readers of CVW the chance to win one of two softshell jackets. Providing protection from the cold and fitted with a breathable membrane, 340g/m² and three-layered material, this comfortable, windproof and water-repellent (5.000mm) fleece is resistant to rain and snow. In addition, it is slim-fitting and the elasticity of the fabric enables easy movement.

The company creates bespoke tyre solutions for original equipment according to the requirements of Daimler Buses & Mercedes-Benz Trucks, MAN, Scania and Schmitz Cargobull, and produces over 104 million tyres for passenger cars, commercial vehicles and motorsports each year.

Hankook is giving away 20 branded mugs to CVW readers.

10 KEYRINGS

ProVia

ProVia is offering the chance to win one of 10 ProVia key rings. The company suggests readers explore its online ProVia Product Catalogue that offers fast identification of spare parts for commercial vehicles. It has the following features: ■ ■ ■ ■

User-friendly search functions Technical drawings and pictures Distributor finder Real-time updates

JULY/AUGUST 2019 CVW 59

WHAT’S NEW?

■ GS YUASA BATTERY RANGE GS Yuasa Battery has announced the launch of the Yuasa YBX Super Heavy Duty battery range for commercial vehicles. The fourtiered range consists of the following:

YBX7000 EFB is the premium choice for high power demands, end of chassis location and are also suitable for vehicles with start-stop. Built with EFB technology, the battery features an electrolyte mixing device to extend life and is ideal for frequent overnight stays where hotel loads are applied. Batteries in the range are sealed maintenance free (SMF) with a sealed lid, have XVR and offer an M1 micro-cycle endurance rating.

YBX3000 is for vehicles with standard power demands and occasional overnight stops.

This SMF type has an E2 endurance rating.

It also has a superior vibration resistance rating of V3 with DIN types being V4 and is suitable for end of chassis location.

YBX5000 is designed for high performance vehicles with high power demands and for regular overnight stays with hotel loads. It has an M1 micro-cycle endurance rating, XVR and is SMF. It is also suitable for end of chassis location.

YBX1000 is maintenance free with easy access lid plugs. Designed for vehicles with basic power demands, it has a high vibration resistance of V2 and an E2 endurance rating.

To find out more about the range, GO TO

www.rdr.link/VG027

BRIDGESTONE TYRE RANGE Bridgestone has launched its Duravis R002 tyres for fleet vehicles. The Duravis R002 is designed to help fleets lower their operational costs by reducing cost-perkilometre through wear performance and optimised fuel efficiency. Designed for the versatility segment, the tyres are available to all types of on-road fleet operation, with wet grip potential.

The Duravis R002 offers a boosted wear life that is up to 45% improved on its predecessor, and a cost-per-kilometre that is reduced by 15%.

OPTIMAL WATER PUMPS AND WATER PUMP & TIMING BELT KITS Dolz water pumps, and water pump & timing belt kits are now available from Optimal. Dolz has been in the automotive industry for more than 80 years, manufacturing water pumps and distributing worldwide to more than 70 countries. The complete range consists of over 1,200 references for commercial and passenger car applications.

GO TO www.rdr.link/VG028

GO TO www.rdr.link/VG029

ECCO LED LAMPS ECCO has released its next generation of directional LED lamps in its SecuriLED series.

The company claims that the redesigned SecuriLED II encompasses enhanced performance, features and styling. Suited to larger vehicles and situations where a ‘BIG’ warning signal is desired, such as trucks, road sweepers and agricultural trailers, the SecuriLED II is fully sealed against moisture and dust ingress, meeting both IP67 & IP69K ratings. The low-profile LED lamp has a more modern and ergonomic design, featuring a non-corrosive bezel, and is resistant to humidity and vibration.

GO TO www.rdr.link/VG030

JULY/AUGUST 2019 CVW 61

WHAT’S NEW?

DT SPARE PARTS ONLINE CATALOGUES

CONTINENTAL DRIVE BELTS Continental is expanding its range of drive belts for the commercial vehicle aftermarket. More than 40 multi V-belts for the auxiliary drive have been added, featuring profile codes 4PK, 6PK, 8PK, 10PK and 12PK. These are used, for example, in Mercedes-Benz, MAN and DAF buses and trucks. Continental’s offering is aimed at independent commercial vehicle workshops, haulage companies with their own workshops and component wholesalers.

The multi V-belts are made of fibrereinforced synthetic rubber with a polyester tension member.

DT Spare Parts has extended its range with the introduction of 1,220 products. In line with the expansion, the company has launched six online catalogues.

The catalogues provide an easy lookup of consolidated ranges, which offer quality replacement components with fewer reference numbers than original-fit alternatives. The expanded ranges cover: the Volvo F/FL/N truck range; Volvo Bus B 10/12 range with TD/THD engine; Scania Bus 3Series; and Mercedes-Benz L-Series, SK/MK-/NG-Series and O 500-Series. All new and existing DT Spare Parts components come with a 24-month guarantee.

GO TO www.rdr.link/VG032

PE AUTOMOTIVE IMPACT WRENCH PE Automotive’s impact wrench enables access to the two fixing nuts on the majority of current commercial vehicle and trailer models, not just to remove them, but also to ensure subsequent re-installation, with the correct torque. For this, the bolts can simply be tightened after work is complete using the appropriate torque wrench. The wheel can remain mounted throughout the entire brake cylinder repair process. After the initial practical experience has been gained, repairs are considerably faster to implement.

GO TO www.rdr.link/VG033

GO TO www.rdr.link/VG031

HULTAFORS PPE EQUIPMENT

LASER TOOLS IMPACT DRIVER For a seized fastener, the traditional remedy has been the impact driver, which comes with its own set of risks. Laser Tools claims that there is no longer any need to worry with its new impact driver.

The addition of a flexi-head handle lets you keep your hand out of harm’s way, while adding extra leverage to the action of the impact driver.

This 4-piece 3/8"-drive tool is designed for removing seized, corroded and overtightened fasteners. Its handle gives you more control, allowing you to line up the tool precisely — a sharp, careful tap with the hammer and the screw is released.

The kit also comes with an air-hammer adaptor and flexi-head handle, which will allow you to remove stubborn bolts and fasteners.

GO TO www.rdr.link/VG034

62 CVW JULY/AUGUST 2019

The Hultafors Group has added Hellberg Safety PPE products to its portfolio for professional tradesmen and women.

The Hellberg Safety specialist equipment includes advanced hearing protection products, face protection, and communication solutions for personal protection on site. With face guards, helmets and passive hearing protection with up to three levels of protection from low to extreme noise, Hellberg also supplies secure electronic hearing protectors to suit different work environments.

GO TO www.rdr.link/VG035

WARWICK CONTROL CAN SCOPE KIT Warwick Control’s CAN Scope Kit enables the analysis of a CAN bus on the three main layers of the CAN model – physical layer, data link layer and the application layer (CANopen, J1939, NMEA2000 and Proprietary). It has all the features of the Commercial Vehicle Kit with the inclusion of PicoScope for physical layer analysis.

This kit consists of: ■ X-Analyser 3 Professional Software for CAN/J1939/NMEA2000/CANopen ■ Kvaser Leaf Light single CAN to USB interface for X-Analyser ■ PicoScope 2206B USB oscilloscope and scope probes. Comes with PicoScope 6 Oscilloscope software ■ BNC to D9 cable for connecting the PicoScope to the CAN bus ■ Warwick Control carry bag ■ USB stick with relevant software loaded GO TO www.rdr.link/VG036

DAF PARTS HUB KIT

SNICKERS CATALOGUE

The best way to guarantee your fleet stays on the road and earning is to choose parts specifically designed for your trucks. DAF Parts claims that using its complete hub replacement kit provides certainty that all the parts you need are supplied in one package – and that each will fit. The hub kit assembly for the DAF XF and CF ranges includes hub, brake disc, ABS ring, wheel bolts and associated fittings – all now available under a single part number to simplify the ordering process.

Snickers claims that its 200-page catalogue has all you need to know about its range of working clothes for professional tradesmen and women. The company believes that there’s something for every trade in its range, with trousers, jackets, tool vests, shirts, underwear accessories, and much more – plus an extensive range of EN-certified PPE working clothes.

GO TO www.rdr.link/VG037

FEBI RANGE EXPANSION febi has recently expanded its range of truck components. The expansion includes brake discs that fit the Renault Midlum (2006-) and the Volvo FL (2006-), as well as spring eye bushes that fit the Iveco Eurotech (1992-2003, Stralis (2002-2012), (2012-), and the Trakker (2004-2012), (2012-). The additions also include fuel filters for MAN TGA (1999-2014), TGS (2005-) and TGX (2006-); ABS sensors for MAN TGA (1999-2014), TGS (2005-) and TGX (2006-); and clutch kits for Volvo FH (2005-), FM (2005-)and FMX (2010-).

GO TO www.rdr.link/VG038

AUTOGEM TPMS Traditionally focused on the passenger car sector, Autogem has announced that its TPMS expertise will now be applied to HGVs, buses and trailers. Its TPMS replacement product is said to save time for fleet owners (with in-house fitters) and tyre dealer networks. The benefits of Autogem’s Universal TPMS are: ■ Convenience: If a sensor is broken, then the company claims a replacement can be made in as little as 18 seconds, without the need to go through a dealer.

■ Flexibility: Blank sensors are programmed to be fitted to the majority of manufacturers’ wheels from Mercedes Actros right through to DAF, CF and XF. ■ Non-invasive, real-time tyre pressure checks: Autogem’s handheld device checks commercial tyre pressures at the same time.

■ Battery life info: User-friendly process also includes instant information on TPMS battery life, allowing maintenance to be scheduled accordingly.

■ Fewer breaks: Replaced TPMS sensors are mounted to the centre of the wheel rim, rather than the valve or outside the wheel, resulting in fewer breakages.

■ Coding and pairing: New sensors are created in seconds through Autogem hardware, which copies unique original code into a new sensor, with no diagnostic equipment required.

GO TO www.rdr.link/VG039

GO TO www.rdr.link/VG040

GATES TRANSMISSION RANGE FleetRunner is Gates’ recently launched aftermarket parts range for trucks and buses. The company now offers increased application coverage, enhanced online part search and stronger packaging as it rolls out this heavy duty brand.

This will allow the company to offer heavy duty replacement parts to fit trucks and buses manufactured in the U.S., Australia and Europe, as well as a wide range of applications from China. TecDoc data places FleetRunner coverage at more than 90%, with specific coverages for Micro-V kits and Micro-V belts at 97%, V-belts at 94% and tensioners/idlers at 90%. Curved hoses and thermostats will also be part of the range.

GO TO www.rdr.link/VG041

ADVERTISEMENT INDEX

Actia Ltd ................................................................(page 58)

Maha UK ................................................................(page 33)

Chicago Pneumatic ................................................(page 15)

MBE (Fabrications) Ltd ..........................................(page 55)

Continental Tyres Group Ltd ..................................(page 37)

Merridale Ltd ..........................................................(page 60)

Corteco ..................................................................(page 28)

Morris Lubricants ....................................................(page 19)

Dayco Europe ..........................................................(page 7)

Optimal Distribution UK Ltd ..................................(page 63)

Eclipse Automotive Technology Ltd ........................(page 4)

PM Tech Equipment & Consumables ....................(page 60)

Eminox ......................................................................(page 2)

Premier Diagnostics Limited ..................................(page 49)

European Braking Systems ....................................(page 38)

Robert Bosch Ltd ..................................................(page 21)

Gemco Equipment ........................................................(obc)

Schaeffler (UK) Ltd ..........................................................(ifc)

Haldex Europe SAS ................................................(page 11)

SP Diagnostics ......................................................(page 60)

Hickleys Ltd ............................................................(page 45)

Stertil UK Ltd ............................................................(page 8)

IMS Limited ............................................................(page 46)

Total UK Limited ....................................................(page 35)

Jack Sealey Limited ................................................(page 31)

Volvo Group UK Ltd ................................................(page 46)

Juratek Limited ......................................................(page 16)

Wabco Automotive UK Limited ..............................(page 45)

Liftmaster Limited ..................................................(page 58)

Winnard ..................................................................(page 22)

In the next issue of CV W… ■ ■ ■

Batteries

Clutch, Transmission & Steering Workshop Management Systems ■

The trade magazine for servicing and repair professionals

COMMERCIAL WORKSHOP

JULY/AUGUST 2019

TRAILER SERVICING

Fault-finding and troubleshooting: Investigating the best ways to solve your trailer troubles

Coach & Bus Preview How to survive the skills shortage ■

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

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

64 CVW JULY/AUGUST 2019

Case study: The DAF CF dilemma ■ Applying truck disciplines to LCVs ■ Competitions and Giveaways ■

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

w ww.cvwmagazine.co.uk CV Wmagazine

@CV Wmagazine