The trade magazine for servicing and repair professionals
COMMERCIAL WORKSHOP
OCTOBER 2019
BR AKING NEW GROUND
How to approach modern-day braking systems
Also in this issue…
■ Safety precautions for working at height ■ Understanding emissions compliance ■ Testing components on a race track ■ Competitions and Giveaways
CONTENTS
Volume 16
REGULARS
Issue 9
5 Viewpoint
55 MECHANEX Monthly
6 News
63 What’s New?
11 Business & Legislation 12 Tech Tips
22
BRAKES 19 Identifying issues with trailer braking systems 22 A behind-the-scenes look at the creation of the humble
28
brake caliper 24 Trailer brake diagnostics: Part 2 – adhering to analysis and diagnostic procedure 26 Cracking down on counterfeit components 28 Meyle’s methods for testing on the track
COMPLIANCE 31 The complexities of emissions compliance 34 DVSA updates CVW on Earned Recognition 36 Equipment designed to keep fleets compliant
WINTER SERVICE & LIGHTING 39 Truck-Lite’s lifetime light offer 40 Controlling the power of modern HGV batteries 42 The advantages of Thin Plate Pure Lead batteries, and how to make the most of them 44 Selecting the right engine oil and coolant ahead of winter 47 A rundown of the latest products from Eberspächer
BODY REPAIR & MAINTENANCE 49 A look at a portfolio of refinish brands 50 Why two body repair businesses decided to team up 53 Best practice tips for panel repair
COMPETITIONS 56 Win a DPF cleaning system, courtesy of Tunap!
50
58 Giveaways 61 Get your hands on an Amazon Echo Dot in this month’s Tea Break Teaser!
OCTOBER 2019 CVW 3
VIEWPOINT Editor JAMES BURMAN Assistant Editor BEN LAZARUS Consulting Editor SHARON CLANCY 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
10,208 From 1 July 2017 to 30 June 2018
Associate member
The publishers and editor do not necessarily agree with the views expressed by contributors, nor do they accept responsibility for any errors of translation in the subject matter in this publication
www.cvwmagazine.co.uk
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@CVWmagazine
Some things are certain
N
ever has the word ‘uncertainty’ been thrown around in the media with such force as it has since June 2016. ‘Uncertainty surrounding Brexit’ seems to be a catch-all phrase used to describe many issues that affect the UK, and more specifically, the commercial vehicle industry. And quite rightly so. The industry acts as the lifeblood of British trade and infrastructure; things that Brexit has left in flux. So, I would like to take this opportunity to discuss the things that are certain, whatever gruesome outcome is potentially decided on Halloween. While this information might not impact the day-to-day job of a CV technician, it is something that everybody in the workshop should be aware of. Firstly, the Channel Tunnel (a route taken by 5,000 trucks every day). In order to keep commercial vehicles as a viable option for facilitating European trade, arrangements are being made. Namely, the creation of two ‘Pit Stops’, one in Folkestone and one in Coquelles, with both acting to unify all of the checks already conducted by staff before travelling via the tunnel, including the scanning of customs documents. These two locations will be able to check 20 trucks at a time in just a few short minutes. In addition, nine inspection bays and 100 parking spaces are available for French authorities to check goods coming from the UK, without disrupting traffic. Following a recent visit by the two French and British ministers on 30th August, Michael Gove and Gerald Darmanin made a statement that “the tunnel is ready for whatever November holds”. Another area that our industry can be certain about during the build-up and aftermath of Brexit is the need for increased vehicle security. Security devices – even basic padlocks, seals and tilt cords – are key to preventing what is diplomatically referred to as “a clandestine entrant”, a person who hides in or on a vehicle to avoid going through UK border control. Lastly, the time in which it takes vehicle parts to get to the workshop will certainly be impacted by Brexit. Not all of the components used in the aftermarket are manufactured in the UK, so you can be sure that without a deal, there is a strong chance that sourcing European parts will become a little more challenging, even if just temporarily. Either way, many suppliers will be upping their stock in an attempt to minimise damage to their own profits. In an effort to increase our industry’s understanding of what may or may not happen, the Department for Transport is launching a public information campaign. The RHA reacts to this news on page 6 of this issue. The full handbook, which advises hauliers on transporting goods between the UK and EU in the event of a no-deal Brexit, can be found here: www.rdr.link/VI001 While the consequences of Brexit aren’t clear cut, there does appear to be a light at the end of the tunnel, at least. Enjoy the issue and have a great month,
James Burman
Editor
OCTOBER 2019 CVW 5
NEWS © lazyllama/AdobeStock
RHA welcomes Brexit awareness campaign
© Khamkhor/AdobeStock
EU trailer update
Commercial trailers over 750kg and all trailers over 3,500kg must be registered before towing them through most mainland European countries to comply with road traffic regulations. This means that trailers making international and EU journeys must display their own registration plate (separate from the vehicle towing them), and have a trailer registration certificate that can be shown to a foreign authority on request. Registration is quick and easy. Register your trailer online now.
6 CVW OCTOBER 2019
The Road Haulage Association is pleased by the recent news from the Department for Transport; it is launching a multimillion pound public information campaign to ensure that businesses and hauliers are Brexit-ready.
It is inevitable that there would be changes to processes following the UK’s departure from the EU, and since it was first announced three years ago, many industries have been calling for Brexit clarity, yet little has been forthcoming. The Government recently emailed over 70,000 UK operators, industry bodies and other interested parties with essential, detailed information. This campaign will make sure hauliers obtain everything they need from traders to
get through border customs smoothly, reducing the risk of holdups at ports and ferry terminals. Commenting, RHA Chief Executive, Richard Burnett, said, “With such little time to go until we leave the EU, it is essential that information is delivered in a clear and concise way. Traders, haulage operators in particular, simply don’t have time to digest and implement the small print. They need to know right now how to get through the next few months. “It is essential that the entire supply chain here and abroad understands what will be required. This information will certainly reduce the impact, but it won’t be until 1st November that we get a clearer idea of what the impact will actually look like.”
“This campaign will make sure hauliers obtain everything they need from traders to get through border customs smoothly, reducing the risk of holdups at ports and ferry terminals.”
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CVWmagazine
Wearable AR tech drives future for technicians
@CVWmagazine
Scania apprentice takes on World Skills Competition
22 year-old Rob Darroch joined some of the UK’s top apprentices in the heavy vehicle industry this year, as he took part in this year’s prestigious World Skills UK competition. The heavy-vehicle apprentice technician from the Wirral has been working for Scania specialist, Haydock Commercials, at Ellesmere Port for the past three years.
Renault Trucks is rolling out its innovative remote mentoring solution, ‘Optiview’, in its workshops across the country. Equipping technicians with RealWear HMT1 headsets will enable them to significantly speed up repairs and maintenance for its customers. The headset, used in conjunction with LibreStream Onsight Connect software, allows technicians to connect hands-free with Renault Trucks’ technical support for live assistance, and enables them to capture images and videos, playback training videos, and refer to manuals.
Derek Leech, Service Market & Retail Development Director, says, “Optiview is an exciting step for Renault Trucks, marking a new era where wearable AR and voice command technology becomes the norm in our workshops and out in the field. The headset is the ideal wearable choice for technicians, giving them the support of the technical team right when they need it to speed up diagnosis and repair on complex issues. This technology will improve the efficiency of our dealer network and our customer service, resolving issues more swiftly.”
Rob has been selected for the qualifying rounds, and he said, “It was a big deal to be nominated to compete in World Skills UK. It’s a massive competition and I really wanted to do well.” Rob joined other World Skills nominees from across the UK to take part in time-managed practical skills assessments to determine whether he should make it through to the final six in his category, and attend the World Skills UK finals at the NEC in Birmingham in November 2019. The winners of these finals then have the opportunity to be selected for the UK squad to compete internationally.
NEWS
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@CVWmagazine
Bridgestone reveals new name for recently acquired telematics business Following the acquisition of TomTom Telematics by Bridgestone Europe (Bridgestone) on 1st April 2019, Bridgestone has announced that TomTom Telematics’ company name will become Webfleet Solutions as of 1st October 2019.
The acquisition of TomTom Telematics was motivated by Bridgestone’s ambition to strengthen its digital capabilities, as part of its ongoing transformation from a premium tyre producer into a mobility solutions leader. The new Bridgestone company is Europe’s number one provider of fleet solutions, a double-digit growth industry.
The acquisition has reinforced Bridgestone’s footprint in data-based solutions that make fleet operations more effective and efficient. Now, the newlynamed Webfleet Solutions – inspired by its main solution platform, WEBFLEET, which has been providing leading telematics for fleets for the past 20 years, reflects Bridgestone’s ambition to provide a wider range of digital mobility and fleet solutions to its customers and consolidate a global leadership position. The EMEA business now serves over 1.2 million vehicles with mobility subscriptions and fleet solutions.
Haldex starts serial production of truck disc brakes for Unimog Haldex has successfully finished the joint development of the ModulT disc brake with Daimler, the truck manufacturer, and is now starting serial production for the Mercedes-Benz Unimog. Haldex has, as part of the project, customised ModulT for one of the customers demanding special trucks application.
ModulT has been designed as a complete programme for both tractors and pulled units, and is being extended step-by-step. At the top of the current range is the heavyduty version of the 22.5” application, with a maximum brake torque of 30 kNm. All ModulT brakes utilise Haldex's special single-tappet mechanism, which offers two key benefits. The first is extensive support 8 CVW OCTOBER 2019
and uniform pressure on the brake pads. The second is a weight-optimised design that is not a single gram heavier than necessary. “Customising ModulT for the MercedesBenz Unimog together was rewarding, as it provided Haldex with an interesting task from a technical perspective whilst also constituting the first out of what I hope to be more joint projects in the future,” says Helene Svahn, President and CEO for Haldex. “Since we have successfully finished the first phase of the project, we are now looking forward to serial production. ModulT already holds a strong position in the trailer segment, which is why this project is an important milestone in allowing us to further grow in the truck industry.”
Hella to distribute Hengst filters
An agreement has been struck between Hella and Hengst, to enable Hella to add Hengst’s CV filters to its comprehensive product portfolio. Two years ago, an alliance was formed between the two companies to create Hella Hengst, a unique brand for the passenger car and light commercial vehicle sectors. However, this new arrangement means that Hella can now distribute a complete filter programme across the entire aftermarket. Hella will be distributing Hengst CV filters as of this month.
“This new arrangement means that Hella can now distribute a complete filter programme across the entire aftermarket.”
©SebastianAdobeStock
BUSINESS & LEGISLATION
Working at
HEIGHT
In the workplace, one of the biggest causes of fatalities and major injuries is working at height. Common cases include falls from ladders and through fragile surfaces. HSE discusses the safety precautions that must be taken when planning jobs that require workers to work from dangerous heights.
‘W
orking at height’ means work in any place where, if there were no precautions in place, a person could fall a distance liable to cause personal injury (for example, a fall through a fragile roof). Employers can take simple, practical measures to reduce the risk of any of their workers falling while working at height. For example, work must be properly planned, supervised and carried out by competent people with the skills, knowledge and experience to do the job. On top of this, the right type of equipment for working at height must be used. Take a sensible approach when considering precautions. Low-risk, relatively straightforward tasks will require less effort when it comes to planning and there may be some low-risk situations where common sense tells you that no particular precautions are necessary.
safe, or by using the right type of equipment ■ In situations where the risk seems impossible to eliminate, minimise the distance and consequences of a fall by using the right type of equipment
Control measures
“Use equipment that doesn’t require the person working at height to act for it to be effective.For example, use permanent or temporary guardrails, scissor lifts or tower scaffolds.”
First, assess the risks. Factors to weigh-up include the height of the task, the duration and frequency, and the condition of the surface being worked on. Before working at height, work through these simple steps: ■ Avoid working at height wherever it's
reasonable to do so ■ Where work at height cannot be easily
avoided, prevent falls by working in an area that has already been proven to be
For each step, always consider measures that protect everyone at risk (collective protection) before measures that only protect the individual (personal protection). In regards to collective protection, use equipment that doesn’t require the person working at height to act for it to be effective. For example, use permanent or temporary guardrails, scissor lifts or tower scaffolds. Personal protection is equipment that requires the individual to act for it to be effective. An example is an individual putting on a safety harness correctly and connecting it, with an energy-absorbing lanyard, to a suitable anchor point.
What to do and what not to do when working at height
Do ■ As much work as possible from the ground ■ Ensure workers can get safely to and from where they work at height ■ Ensure equipment is suitable, stable and strong enough for the job, and is maintained and checked regularly ■ Take precautions when working on or near fragile surfaces ■ Provide protection from falling objects ■ Consider emergency evacuation and rescue procedures
Don’t ■ Overload ladders – consider the equipment or materials workers are carrying before working at height. Check the pictogram or label on the ladder for information ■ Overreach on ladders or stepladders ■ Rest a ladder against weak upper surfaces (e.g. glazing or plastic gutters) ■ Use ladders or stepladders for strenuous or heavy tasks, only use them for light work for a short duration (a maximum of 30 minutes at a time) ■ Let anyone who is not competent (who doesn’t have the skills, knowledge and experience to do the job) work at height
To find out more, GO TO www.rdr.link/VI002
OCTOBER 2019 CVW 11
TECH TIPS
Steering clear of trouble In the first of a two part series, Pico technician Ben Martins gives the new 8-channel PicoScope 4823 a road test when looking at a DAF rear steering fault.
H
ydraulics really isn’t something that you just have a go at. I think we all take for granted the risks we take in our chosen career and forget how dangerous this job can be. Hydraulic systems are especially risky. They work at high pressures, generating high temperatures, and without the appropriate training, you will put yourself, unnecessarily, in harm’s way. If you are working with hydraulics already, then hopefully this will make you think differently about how you can diagnose and record faults. I was asked by a customer if I was interested in taking a look at a problem dust cart. The owners, in the attempt to get a silver bullet fix, requested a part
replacement based on a limited diagnosis. The part was reluctantly replaced by our customer, but, as you’ve probably already guessed, it didn’t fix the problem. We were determined to do it properly, to find the fault, prove it and then verify the fix with PicoScope.
As always, we had to begin by confirming the customer’s complaint. On many long wheel-based trucks, the rear axle should steer during slow manoeuvring to decrease the turning circle and improve manoeuvrability. In this case, the rear steer would begin to work, but after a short time of operation, it would put a warning light on the dash, and the rear steering axle would self-centre and no longer operate as intended. If the vehicle was switched off, left and then restarted, operation of the rear steer would resume, only for the fault to be set again. It was easy to confirm the fault, and with the light on the dash, I recovered the DTCs, which displayed the following: ■ 600-17: Centring Pressure Sensor value
too low and there is a leakage ■ 600-1: Centring Pressure Sensor value
too low; dangerous ■ 630-31: Centring Pressure Loss, pressure
drop too high within three seconds
1. Reservoir, 2. Hydraulic pump, 3. Front valve block, 4. Front steering box, 5. Rear valve block, 6. Rear steering cylinder
12 CVW OCTOBER 2019
We made sure that the codes were permanent by clearing them and then operating the steering again. Not only did this help to confirm that the codes were still active, but it also helped to repeat the test to make sure that the vehicle set the fault. This is vital when it comes to verifying the fix.
We now had a clear direction with where to go next, which was to look at the rear axle centring pressure. Understanding how the system operates and functions is important to be able to create a good action plan and, ultimately, to fix the fault. The system fell under the heading of E-MAS, which stands for Electronically controlled Multi Axis Steering system. TRW Automotive designed steering systems for more than one company, so I’d expect that it can probably be found on more than one manufacturer’s vehicle. Luckily, the customer I was supporting had access to the DAF technical site. Although all of DAF’s diagrams are chassis specific, they also depend on the date and time the schematic was downloaded. This is because they update their technical data daily. It is good practice to make sure you have the correct variant of vehicle, as having the wrong information could send you off in a completely different direction. This isn’t a lesson in hydraulic drawings, but there are a couple of things that we need to be aware of. The first is the relief valve labelled in the diagram as SP201 in the front valve block. This is a vital safety element of any hydraulic system to prevent SP201 catastrophic damage due to the high oil pressures that are created. According to the information we have found, the maximum working pressure is 175 + 5 bar, and the relief valve ensures that if the pressure gets above this, it will open and allow the oil to flow safely back to the reservoir without destroying the
“Hydraulic systems are especially risky. They work at high pressures, generating high temperatures, and without the appropriate training, you will put yourself, unnecessarily, in harm’s way.” components of the circuit. This relief valve is also operated by a solenoid, which, when activated, prevents it from opening so the maximum working pressure can be created. Remember, with any hydraulic system, pressure isn’t created by the pump; pressure is resistance to flow much like how oil pressure is created by the crankshaft in a combustion engine. The next safety valve on this system is located in the rear valve block and is tagged as SP051. In SP051 its ‘not active’ state, it allows the oil to flow directly from the pump and return to the tank with no restriction, and therefore no pressure is generated. It also connects both sides of the cylinder to drain back to the tank to allow
easy movement of the cylinder. When this valve and the relief valve are activated, the oil has no easy path back to the tank, which causes the pressure to rise until it meets the mechanical limit of the relief valve. This ‘pushing’ force is what will move the cylinder to turn the wheels. While we’re talking about safety, this system has a self-centring fail safe built into the cylinder, which, in the event of a malfunction, will force the cylinder back to the centre and straighten the wheels. Knowing how this works is important, as the fault is caused by the centring pressure being too low. The ‘floating end plate’ part of the centring system will mechanically lock against the stops in the housing, and the smaller section will provide a stopping
TECH TIPS
point for the main rod. This gives the steering cylinder its central position. When the centring system is activated due to a fault, or if the vehicle travels above a set speed, SP071 deactivates first, preventing oil from travelling back to the accumulator. However, due to the one-way valve, the accumulator can still supply pressure to the centring circuit. The SP051 solenoid deactivates next, giving the C1 and C2 ports on the cylinder an easy path back to the tank. Because the pressure is now much lower, the centring system pressure can take over and force everything back to centre. As the surface area of the chamber, Y1 is twice the size of Y2, and with more force applied in this direction, the floating piston will always travel back this way. Once the end plate is in position, Y2 will continue to force the main rod onto the other end of the floating piston, making the wheels centre. Once in position, the one-way valve prevents any movement of oil and therefore hydraulically locks the cylinder. The accumulator relief/loading valve, SP041, is there to manage the pressure in the centring circuit, and to try and maintain a consistent nominal pressure of 28 bar. If the pressure deviates too much from this, the valve can be opened to either drop or increase the pressure. Fluctuations here are normal due to oil temperature and valve operation, but the pressure should be stable and constantly applied to the centring circuit even when the vehicle is stopped.
The last thing before getting into the measurements is to understand the accumulator, a storage device that acts in a similar way to a capacitor. It has the ability to store and release energy depending on the component requiring it. These spherical devices are extremely dangerous and shouldn’t be touched if you don’t have appropriate training or tools. They contain a chamber that stores nitrogen under high pressure and supports the hydraulic pump, so if the demand is high, it can add to the system. Equally, it can absorb large spikes of pressure. If you’ve never dealt with these and have one in the workshop, please don’t just take your spanners to it. Having dealt with safety issues and understanding how the system should function, we could now set out our
diagnostic process. We had verified the fault and confirmed with the customer that this was the problem. After we retrieved faults relating to the centring steering pressure, we now had an understanding of how the system should operate under normal conditions. Having eight channels meant we had a lot more freedom to choose signals to capture, but we needed some form of input to know that the steering was being operated. The front and rear axle angle sensors would be useful, and we also wanted to see the pressure at the front valve block and in the centring system. I also wanted to see what the solenoids were doing, and so I had something to reference later on, I also captured engine speed to prove the engine was actually running. With the new 8-channel scope, I had the option to capture multiple signals simultaneously, and my initial setup was as follows: ■ Ch A – Optical pick up for RPM signal,
■ ■ ■ ■ ■ ■ ■
can be converted to a math channel to visualise RPM Ch B – Front Valve Block Test Port WPS600 Ch C – Rear Valve Block Test Port WPS600 Ch D – Current to SP051 Release Valve Solenoid Ch E – Current to SP201 DRV pressure from front valve block Ch F – Front Steering Angle Sensor Ch G – Rear Steering Angle Sensor Ch H – Current to SP071 Accumulator Solenoid
To find out more,
GO TO www.rdr.link/VI003
14 CVW OCTOBER 2019
TECH TIPS
Lambda 101 Lambda sensor diagnosis in three steps: Read out fault memory and check actual values Check signal patterns (as per ESI[tronic] 2.0) Check cables and connectors for good contact
A
Bosch guides CVW through the handling of Lambda sensors, from diagnosis to safety.
ll engine functions, from mixture formation to exhaust-gas treatment, need access to the latest highly accurate data from the exhaust gas system. Mixture formation, which is controlled by the engine control unit, has an influence on the pollutant content of the raw exhaust gas. The LSU 4.9 wideband Lambda sensor precisely determines the residual oxygen content in the exhaust gas and thus helps to ensure that compliance with current and future emission and OBD regulations is maintained. The LSU 4.9 is used in commercial vehicles with a 24V electrical system. Its robust sensor element design ensures it is particularly durable. It furthermore has a
high thermal stability. The sensor is built for continuous operation at ≤ 930°C and can handle peak temperatures in the exhaust gas system of ≤ 1030°C. Despite its high durability, though, a Lambda sensor is still a wearing part. Contaminated fuels and oil residues formed during combustion can leave traces over time and shorten the sensor’s service life. Regular inspection and replacement, therefore, make economic sense. After all, only Lambda sensors that do their job properly can be relied upon to help keep the engine functioning as it should. To find out more,
GO TO www.rdr.link/VI004
Handling the lambda sensor correctly
Connectors Always cover both the sensor and the connector before washing the engine or applying protective undercoating.
Connection cable Pay attention to kinking and chafing points caused by tension, pressure, or vibration.
Sensor body Always handle Lambda sensors carefully. Protect them against mechanical strains.
Sensor tip Install with pregreased thread.
Simple but highly effective precautions Do not apply contact spray or grease, as ambient air is required for the operation of lambda sensors.
Avoid hot resting points and contact surfaces on the exhaust system.
Protect the sensor against impact and do not clean using high-pressure cleaners.
Do not use leaded fuels. Do not apply thread grease to the protective tube. Keep the engine mechanically flawless, as residues – e.g. combustion residues – may cause deposits on the lambda sensor.
OCTOBER 2019 CVW 17
ŠBranislav/AdobeStock
BRAKES
Identifying the PROBLEM
T
he IMS Service Engineering Team regularly gets asked by customers to help with the identification of trailer braking system-related problems experienced when the vehicle is in service on the road. The case below is commonly reported across a range of different braking systems. The checks outlined are appropriate for a number of problems, such as overheating brakes, poor braking performance and excessive lining/pad wear. This simple guide is designed to help technicians troubleshoot some of the problems they are most likely to come across.
IMS, the exclusive distributor of SAF-Holland products in the UK, runs us through a step-by-step guide on how technicians can identify issues that stem from different braking systems. Modern tractor/trailer combinations have advanced braking electronics. Real-life dynamic testing helps to provide a clearer picture of the harmonisation between tractor and trailer. Brake temperature testing is an easy way of determining just how effectively the tractor and trailer are working together. It is recommended that
tractor/trailer synchronisation/brake adjustment tests are undertaken on a regular basis to ensure that the combination operates safely and efficiently. For the results to be meaningful, the vehicle should be tested under normal, dayto-day operating conditions. Run the tractor/trailer combination on the road for no less than 30 minutes before commencing tests. Temperature measurement should be taken as soon as possible after the vehicle arrives at the workshop. The parking brake should not be applied, but most importantly, full safety procedures must be observed to secure the vehicle by chocking the wheels. Record the temperatures.
OCTOBER 2019 CVW 19
BRAKES
Make sure that the configuration of the foundation brakes complies fully with the brake calculation, referring to manufacturers’ specifications as necessary.
Next, connect up to the EBS unit.
The manufacturer’s recommendations can also be obtained by reviewing the axle specifications. Locate and note the relevant information on the axle serial plate.
Conduct a rolling brake test and record the findings.
Access the EBS data parameters, and check to make sure that these are in line with the brake calculation and foundation brake specifications.
Once all of the necessary data has been gathered, share it with both the EBS supplier and axle manufacturer to help identify the cause of the problem and to determine the best course of action to resolve it. To find out more, GO TO www.rdr.link/VI005
20 CVW OCTOBER 2019
BRAKES
INSIDE THE
FAC TORY CVW learns how Knorr-Bremse’s Aldersbach plant transforms a brake caliper blank and a few dozen other components into the complete product. STEP í˘ą
SLACK ADJUSTER ASSEMBLY
The operator first loads the caliper blanks on to one of the electronic machining units before handing over control to the machine, which automatically turns, drills, mills and grinds each blank until it starts to look like a complete brake caliper.
The mechanical slack adjusters ensure maximum braking power and short brake reaction times. In 49 process steps, the slack adjusters are assembled and small quantities of grease are applied to their bearings. They are then pre-loaded and sealed before being fitted to the disc brake. During assembly of the slack adjusters, laser testing is carried out, as well as pressure distribution and camera checks, followed by a final inspection.
STEP í˘˛
3D MEASUREMENT OF THE BRAKE CALIPER 3D measurement is carried out either directly on the machining unit or in a hightech metrology room. This enables the results of the machining process and the surface of the brake caliper to be examined. The resulting log data also enables the operator to check that the machining unit is functioning properly. Correctly machined brake calipers are then immersed in an electroplating bath to increase corrosion resistance. 22 CVW OCTOBER 2019
STEP í˘ł
CALIPER PROCESSING
STEP í˘´
BRAKE ASSEMBLY Depending on the type, a disc brake can consist of between 45 and 50 components. Assembly starts with the internal mechanical components. At the first of many workstations, the brake lever and mounting bracket are automatically added. The process is a mixture of manual and
automated work, with human operatives working at four of the workstations, and the rest of the assembly and inspection carried out by robots.
STEP í˘ľ
FUNCTIONAL TESTING The assembled disc brakes are only released once all their functions have been successfully tested. The last stage of this process is the camera test, involving a final visual check to ensure that all parts of the disc brake have been correctly assembled. After a final examination of all the data relating to the assembly process, the brake, complete with its type plate and bar code label, is released for delivery to the customer. To find out more, GO TO www.rdr.link/VI031
Šnordroden/AdobeStock
BRAKES
Putting theory into
PRAC TICE
I
n order to understand what follows, it is necessary to understand the basics of the calculations that are carried out in order to set the braking parameters for each trailer. The engineering department at BPW offers a Brake Calculation Service to the trailer builder in order for them to submit it with their type approval documents. Pressures in the braking systems on the tractor and the trailer are referenced to the pressure in the yellow service connection (coupling head) between the two, as this is the only point which is common to both systems. We call this point ‘pm’. During calculations, variables such as wheelbase, the centre of gravity height, weights and tyre size are taken into account. The calculation produces a graph of retardation versus coupling head pressure. If you look at the typical graph for a laden semi-trailer in Fig.1, you will see that the performance curve (the red line) lies between two blue lines which form an
í˘ą 24 CVW OCTOBER 2019
In the July/August edition of CVW, BPW looked at specific cases of trailer brake diagnostics. In the second instalment of the two part series, the company sheds light on the analysis techniques and diagnostic procedures that should be employed when investigating a trailer brake abnormality. upper and lower bound. We refer to these blue lines as the braking corridor. For semitrailers, the performance at 6.5 bar ‘pm’ has to be a minimum of 45%. There is a similar graph for the tractor units, and a typical one is shown in Fig.2. In this case, the performance curve is shown as a green line in a black bounded corridor. For tractor units, the performance at 6.5 bar ‘pm’ has to be a minimum of 50%. If the balance of braking between the tractor and trailer is equal, then the two braking curves would be coincident. Any disparity between the two curves means
í˘˛
that either the tractor or the trailer will be predominant when braking. If we superimpose the typical tractor and trailer curves, we get the situation shown in Fig.3. A closer inspection of Fig.3 will show that the tractor and trailer curves are only coincident at a pressure setting of 1.5 bar ‘pm’. In fact, this situation is quite normal: 95% of all brake applications occur at a ‘pm’ pressure of less than 2 bar. So, you will see that if we can achieve coincidence or compatibility in this region of the graph, then we will have taken a huge step in achieving a tractor/trailer combination, which has balanced braking.
í˘ł
©kot500/AdobeStock
EBS systems In most EBS systems, there are two sets of data. There are the parameter settings that control how the trailer will behave under braking, and there are the on-board diagnostics that record a history of braking events. If we are called to investigate a braking problem where simpler diagnostic methods have failed to locate a cause, then there may be clues within the EBS system. In order to look into the parameter settings and the on-board diagnostics, the PC interface and software supplied by the manufacturer of the EBS system are required. The first thing to check is that the parameter settings agree with the calculation for that particular semi-trailer. An experienced engineer will know if the parameters are ‘normal’ for the type of vehicle and operation that is under investigation. Any abnormality here will be compared with the evidence shown on the friction surfaces, and it may only be necessary to make adjustments to the brake calculation and parameter settings in order to restore normal brake operation. Further information may be available in the onboard diagnostics log. Here, we would be looking for any of the following: ■ Evidence of abnormally high (or low) ■ ■ ■ ■
braking pressures A high number of ABS cycles A high number of roll stability cycles Overloading (or insufficient loading) Driving over speed
Again, any abnormality will be compared with the friction surfaces and parameter settings, and steps can be taken to rectify the situation with adjustments to the parameter settings. Sometimes it’s necessary to consult with the manufacturers of the tractor units if
the braking demand from the tractor is too high (or too low). In a typical braking manoeuvre, the tractor unit has control, and it can vary the balance of braking between the two halves of the combination by adjusting the ‘pm’ pressure to increase or reduce the amount of braking on the trailer. Damaged friction material may take a long time to recover and in some cases may not recover at all, so after adjustments have been made, the friction material may have to be replaced in order to see the effects of those adjustments.
Dynamic testing methods In stubborn cases, we have to resort to dynamic testing. In the days of ABS braking systems, it was sufficient to check tractor and trailer balance with pressure gauges connected to key points within both braking systems. These tests were conducted with the vehicle stationary. With EBS systems, the tractor unit modifies the brake settings dynamically during journeys, so static testing is no longer valid. In these cases, we use dynamic, real-time testing equipment that can measure air pressure, friction surface temperature, speed and acceleration on both the tractor unit and the trailer. The
data is continuously sampled and collected by a laptop computer in the cab of the tractor unit. This process normally takes three days; the first day is spent connecting the instruments onto the vehicle, the second day is spent running the vehicle over its normal operating routes, and the instruments are removed on the third day. It will take several days to analyse the data that will be gathered during these tests. During the testing process, parameter settings on the trailer will sometimes be changed and the effects observed whilst running. If we are working in conjunction with a tractor manufacturer, they too may make parameter adjustments and then observe the effect of their modifications. This process of adjustment and re-test can sometimes cure the problem and no further action will be necessary. In most cases, however, the data will be analysed and following discussions, changes will be recommended. After a period of normal vehicle uses, the friction material will be inspected in order to see if the problem has been resolved. To find out more,
GO TO www.rdr.link/VI006
©alswart/AdobeStock
BRAKES
Fighting the
FAKES
The mention of ‘counterfeit’ or ‘fake’ parts in the UK commercial vehicle aftermarket is often met with widespread dismissal. Indeed, the majority of workshops in the UK believe that they have never come across such parts, but make no mistake; they are out there.
W
ith the latest report from the OECD (Organisation for Economic Co-operation and Development) estimating a global trade of fake vehicle-related parts worth a colossal $10 billion, it’s no surprise that the sector remains vigilant. An increasing number of seizures of fake vehicle parts and accessories have occurred in the UK, exacerbating the global issue of counterfeit trade of vehicle parts. Braking, a safety critical product group, is one such area where counterfeit parts exist. The message from Textar to the market is clear: Only buy original Textar products, as they can only guarantee the safety customers expect in all situations. Last year’s IPO anti-counterfeiting campaign to raise awareness was embraced by IAAF and supported by its members, including TMD Friction. It urged every business in the automotive aftermarket supply chain to remain vigilant in light of this surge in reported cases, highlighting the problem and the dangers of (knowingly and unknowingly) using counterfeit vehicle parts.
Efforts taken by suppliers So, while the number of counterfeit parts in the UK is relatively low, it is important to note that this is largely thanks to the lengths that suppliers – including TMD Friction – go to in order to stop counterfeit parts from entering the supply chain at the 26 CVW OCTOBER 2019
earliest opportunity. For example, TMD Friction works with customs authorities to identify any counterfeit parts. The company’s products always follow the same shipping channels and supply chains – any deviations are immediately investigated. In terms of quality and product identification, Textar has a service hotline set-up to help end users, and Textar products feature a supplier code and manufacturer logo embedded on the part. Further advancements in this area are expected soon.
Rise of the Internet Counterfeit products available online is a growing problem. For parts bought online, it is difficult to know if a part is genuine or
not. The commercial vehicle aftermarket is traditional in its distribution model, but this ensures transparency and traceability of parts from reputable suppliers like TMD Friction. Textar products have a certificate of OE matching quality that they can provide customers with, and product packaging is forgery-proof with a hologram seal. Counterfeit parts being fitted to a commercial vehicle could have potentially damaging consequences while in operation. Technicians, workshops and motor factors must therefore only work with reputable suppliers, that can demonstrate their quality and support. To find out more,
GO TO www.rdr.link/VI007
BRAKES
From RACE TRACK to ROAD
Hamburg-based manufacturer, Meyle, has been a technical cooperation partner in the FIA European Truck Racing Championship for many years. This season, the company is supporting MAN driver, Sascha Lenz, and his SL Trucksport 30 team.
T
he commitment goes far beyond average sponsoring: the sharing of knowledge and experience between the Meyle engineers and the motorsport team is the main focus. Through the performance analysis of the truck parts under extreme conditions in racing operation, Meyle gains important insights for further product development. In return, Meyle engineers are available as technical partners on race weekends and in the workshop for Sascha Lenz and his team – a win-win situation for both sides. The strain on parts is greater than usual when a vehicle enters the race track. This applies in particular to brake components. These are subjected to extraordinary stress during truck racing and are therefore ideal as a ‘rolling test laboratory’. During a race, the trucks in front of the bends brake very strongly, sometimes from around 160 to 40-
28 CVW OCTOBER 2019
50 km/h. During this strong braking process, the brakes can reach extreme temperatures in a short time, making water cooling of the brake discs an essential process. To achieve this, however, the components must be able to withstand enormous temperature fluctuations without the surfaces being glazed and the braking distance being severely restricted as a result.
“Through the performance analysis of the truck parts under extreme conditions in racing operation, Meyle gains important insights for further product development.”
In addition, the parts must perform reliably in both wet and dry conditions. Apart from the brake pads, brake discs are also installed and tested on the race track. At Meyle, all data collected by the engineers during races is directly incorporated into the development and optimisation of the truck range. “Of course, we could also test our developments under laboratory conditions, but testing under real conditions is always something completely different, explains Marc Erdmann, engineer at Meyle and, among other things, an expert in T3 sponsoring. “On the race track, we can even reach the absolute limit. On just one race weekend, we expect a component load that roughly corresponds to the load of an entire year of a road vehicle. "In addition to the vast amount of technical data that we can record and evaluate here, and despite all the telemetry,
the feedback from Sascha Lenz and his team is above all an important building block for us and our development work. The right combination of our theoretical knowledge and the subjective impressions from the cockpit is the key to success for us". In recent years, the Meyle product portfolio has already benefited from the credo ‘from race track to road’. The first technically improved parts have already been incorporated and are available in the Meyle portfolio. In 2014, the Meyle-Original brake discs, for example, were optimised in terms of their material composition. The further developed brake discs are currently being installed in the MAN race truck from SL Trucksport 30 and will continue to be put through their paces on the race track. Since 2018, the new Meyle-PD brake pads have been available in the independent aftermarket as Meyle’s first ever parts that have been completely redeveloped through cooperation with a racing team. The brake pads feature an optimised, low-wear friction material mix;
■ ■ ■ ■ ■ ■
with the aid of a special pad friction mixture that has been tested in multi-stage processes, braking performance can be improved and braking distance reduced. The Meyle-PD brake pads can even bring trucks weighing tonnes to a standstill in the shortest possible time, in a stable and safe manner. These new brake pads have been manufactured in accordance with the ECER90 standard and are adapted to the enormous loads in truck racing and the daily demands of daily road traffic. They are supplied with all installation materials. In addition to the brake components, the following parts are currently installed in the race truck, and are therefore regularly subjected to a ‘stress test’:
Meyle-Original belt tensioners Meyle-Original expansion tanks Meyle-Original V-ribbed belts Meyle-Original engine mounts Meyle-Original ABS wheel sensors Meyle-Original radiator hoses
Commercial vehicles are exposed to extreme stresses – not only on the race track, but also in road traffic. They transport heavy loads and usually have to cover long distances; every breakdown costs time and money. Accordingly, components should be serviced regularly and wearing parts replaced in order to avoid prolonged and costly breakdowns. This is where Meyle customers benefit from using the parts from the race track; the components have been tested by the strongest, and have further developed and adapted to the daily requirements of trucks.
To find out more, GO TO www.rdr.link/VI008
COMPLIANCE
Comply with me Eminox gives an insight into the complexities behind emissions compliance, and discusses how its DPF range can provide workshops with a cost-effective solution to a DPF-related problem.
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efore it is introduced to the market, every new vehicle sold in the UK and Europe has to pass the European Community (EC) Whole Vehicle Type Approval legislation. This certifies that the vehicle, its components, and the manufacturing facility it was built in meet or exceed all required safety and environmental limits. This includes compliance with emissions regulations, such as the Euro VI legislation mandated by clean air zones (CAZs) and the London Ultra Low Emission Zone (ULEZ). Type-approval regulations also apply to replacement parts that are seen as critical to the health and safety of pedestrians and vehicle occupants. They must undergo the same independent testing and certification
process to ensure they function within acceptable margins. Fitting non-approved components, whether light bulbs or exhaust parts, is illegal in both the UK and Europe. Fitting parts with type-approval certification also has the advantage that it doesn’t affect any outstanding manufacturer’s warranties under the EC Block Exemption Regulation (BER). This means that fleet managers and workshops can choose what parts to fit, while staying legal, rather than being tied to the OEM dealer network. Every type-approved part should have an “E” mark stamped, printed or etched directly onto it, and the supplier must be able to provide a certificate issued by a Homologation Authority that shows compliance.
“The Driver and Vehicle Standards Agency (DVSA) is increasing the number of random roadside checks it makes to ensure that Euro VI vehicles haven’t had their DPFs removed.”
Ensuring Euro VI emissions compliance and protecting your vehicles Diesel particulate filters (DPFs) are central to Euro VI compliance, trapping carcinogenic particles so they don’t enter the atmosphere and reduce air quality. The DPF is a removable, serviceable part that should be checked during servicing to ensure it continues to operate correctly and that no potential failure is looming. All Euro VI after-treatment systems containing DPFs have access covers. Once this cover is removed, the DPF can be pulled out. It is important that the filter is checked to avoid the warning light illuminating and the vehicle potentially being immobilised. The Driver and Vehicle Standards Agency (DVSA) is increasing the number of random roadside checks it makes to ensure that Euro VI vehicles haven’t had their DPFs removed and their emissions are still within the limits. Operating without a DPF is illegal, as is fitting a nontype-approved part. OCTOBER 2019 CVW 31
COMPLIANCE
Cost-effective compliance to get you back on the road faster Until recently, the only option for workshops looking to replace DPFs was to fit those from manufacturers’ dealer networks, which added to their costs. Eminox claims that its aftermarket range provides a more cost-effective alternative. To demonstrate its credentials, Eminox’s SCRT technology has been fitted to over 5,000 vehicles operating across the globe. The company regards itself as the only non-vehicle manufacturer to supply typeapproved, independently certified DPFs. Provided for some of the most popular heavy-duty Euro VI vehicles, Eminox claims that its range covers over two-thirds
of Euro VI heavy-duty commercial vehicles operating across Europe. These include trucks, buses and coaches with engines from Renault/Volvo, DAF, Mercedes, MAN and Scania. All Eminox DPFs are manufactured in its UK factory. They are independently certified and comply with ISO and TS quality standards. The company’s factory, processes, tooling and quality all meet the tight tolerances of the OEM products that its DPFs replace, and achieve the IATF 16949:2016 standard. Eminox DPFs are produced via an exchange programme, which makes a replacement DPF available at a cost similar to that of cleaning the DPF. Unlike with
cleaning the existing DPF, Eminox’s option offers DPFs that are supplied with all the clamps and gaskets required for fast fitment and a two-year/200,000km warranty. Eminox’s aftermarket DPF range is available exclusively in the UK through CV Logix’s UAN Truck and G-TRUCK commercial vehicle networks. This makes it easy for UK operators to receive ‘like for like’ Eminox DPFs, a benefit that gets their vehicles back on the road in under 24 hours. Products are supplied from Eminox’s Stoke-on-Trent aftermarket distribution centre, which has received extensive investment to enable it to provide easier next-day service from stock, as well as same-day collection for UK distributors. Commenting on the relationship, Krysty Sheard, CV Marketing, CV Logix, said, “With clean air zones multiplying, emissions compliance is now crucial for vehicle operators, and Eminox provides a costeffective, certified alternative to expensive OEM DPFs. We’re extremely impressed with its heritage and experience, and how it is applying this to solve a key business problem across the Euro VI vehicle market.” All of this means workshops can get vehicles back on the road faster, ensure CAZ and ULEZ compliance, and protect companies’ reputations by fitting proven aftermarket DPFs. To find out more,
GO TO www.rdr.link/VI009
32 CVW OCTOBER 2019
COMPLIANCE
As the DVSA’s new Account Manager for Earned Recognition (ER), it’s Phil Breen’s role to liaise with operators, providing them with advice, guidance and support through the process of joining the ER scheme. CVW spoke to Phil about the latest updates regarding ER.
34 CVW OCTOBER 2019
Q
More than just a FLEETING change
What is the level of interest from operators? What’s the typical timescale from application to approval? Phil Breen (PB): We’ve got lots of interest currently; we’re getting calls most weeks from operators who want a bit more information or help with their application. We now have 230 Operator Licences on the scheme, covering 7% of the national fleet – that’s over 18,377 lorries and over 14,000 PSVs. The exciting bit is that we’ve got some really big household names going through the process at the moment, so this is set to rise. We’ve also got operators applying with all sizes of fleet, which is important to us, as the scheme is designed for all operators, from the national chains right through to
the one-man-bands. It usually takes between a week and a month and a half to join the scheme, depending on aspects such as audit times, fleet size and information/data systems in place.
Q
Does your ER team have some tips on how to smooth out the application process? What have they found to be the most challenging aspects for operators, particularly in relation to upgrading IT systems to meet ER requirements?
PB: We’ve found that having an ER audit carried out just before the application form is submitted has sped up the processing time for Operators. Additionally, communication between an Operator and their I.T supplier is important for a smooth application, as
well as reading all the instructions and the requirements from the ER website. We’re currently reviewing the application process to make the experience easier for companies to apply. This includes making the forms more user-friendly and the key points of information clearer in order to avoid any confusion regarding our requirements. Early engagement with myself or my team also helps to ensure that all requirements are understood at the outset. We are very happy to come along to talk you through this as soon as you first start thinking about it, to set you off on the right path.
Q
What has operator feedback been like after they have signed up to the ER scheme? PB: We’ve got lots of examples of operators on the scheme that have found benefits outside of the ones we list. We’ve been hearing that their businesses have benefitted in lots of ways as a result of the extra information that they have at their
fingertips. Dave Edwards at BT Fleet Solutions has been a big cheerleader for us; he’s said that he would 100% recommend the scheme. Lesley O’Brien at Freightlink Europe has found that the company has benefitted a lot from doing the audit and being super-compliant. In terms of other news, we’re working on new modules currently, which will become more important in gaining specific contracts. We can’t give too much away, but it’s certainly exciting times here. We’ll let the industry know as soon we can. There will be more announcements soon, but the fact that we’re now managing a big chunk of the national fleet means we can use more of our resources on the seriously and serially non-compliant. That’s the whole point of ER, if we don’t have to check on operators that have proven and continue to prove that they’re compliant, we can concentrate on the dangerous operators and take them out of the market, making our roads safer and levelling the playing field for good operators.
“That’s the whole point of ER, if we don’t have to check on operators that have proven and continue to prove that they’re compliant, we can concentrate on the dangerous operators and take them out of the market.”
To find out more, GO TO www.rdr.link/VI010
COMPLIANCE
Keeping the fleet
COMPLIANT
Points don’t mean prizes with OCRS; Doctor Air Brake can help fleets to stay on top of compliance.
36 CVW OCTOBER 2019
K
eeping your vehicles compliant is vitally important. If one of your vehicles causes a fatal accident because it’s faulty, your business would be liable. Doctor Air Brake can help with the various products they have to offer, helping make maintenance checks a quick and easy process. The ISO Check visually alerts you if there is a problem with the tractor-trailer dedicated connection. ISO Check glows green if Trailer EBS is all good, but will turn red if there’s a problem. Plus, the Premium model flashes a code to say what’s failed, making it easy to fix when a fault occurs. Doctor Air Brake’s Van Trailer Check is the equivalent to a tractor unit in a box, offering one man, quick, mobile or workshop trailer service and diagnostics. Powered from batteries or mains PSU, you simply plug all air and electrical lines into the trailer. Then, test lighting, ABS-EBS and Air Brake circuits in one go. You can safely operate the brakes remotely when close to or under the axles checking for bad slack adjusters and S-cam wear etc. The chamber air pressures can also be tested using the remote control.
For a small investment, you can get the products you need to help keep your fleet compliant and make the appropriate checks on your vehicles. The risk of being caught operating non-compliant vehicles is reduced when you are equipped with the right tools. To find out more,
GO TO www.rdr.link/VI011
WINTER SERVICE & LIGHTING
LIGHTS
for a lifetime Truck-Lite Europe Ltd is a specialist in the design and manufacturing of vision systems aimed at the commercial vehicle industry. Here, the company explains why it is positioned to offer products fit for a lifetime of use.
T
ruck-Lite has become a forerunner in LED and incandescent lighting technology, mirror manufacturing and trailer assemblies under the brand names Truck-Lite, Rubbolite, Signal-Stat and RIGID. The company manufactures and supplies products in a modern production facility in the UK. The plant, based in Harlow, is home to the laboratory and test facility, where the company has been validating its products for over 40 years, working directly with certification bodies such as VCA, BSI and TUV SUD. The front-line production operations are supported by in-house tooling design, research, development and testing. Modern multicomponent plastic injection moulding represents the core production process across the sites, operating over one hundred injection mould machines.
manufacturers for over 95 years. Experience gained from working with OEM’s and end-users has allowed the company to transition from pre-wired components, to complete trailer kits, and now to ‘plugand-play’ systems. The looms are wired in such a way that even if one lamp fails, all remaining side markers continue to work. The company says that its Five-Year and Lifetime Warranty packages are testament to the confidence it has in the quality and durability of its own harnesses. A representative from Truck-Lite said, “We can meet the needs of all our customers in any trailer market, and our Lifetime Warranty kits provide a wide range of unique features and benefits. Some of the key features of the UK manufactured Lifetime Warranty kits are:
Harnesses and looms are also manufactured in the UK, areas which TruckLite has developed a high level of expertise in. The dedicated trailer support team has over 50 years of experience and provides bespoke harnessing solutions, tailored to fit individual customer specifications. TruckLite has been supplying European vehicle
■ ■ ■ ■ ■ ■ ■ ■
Lifetime warranty Dedicated trailer support team Full LED lighting kit Easy connection through Truck-Lite ‘Rapide’ Junction Plate and loomed system Easy Maintenance – dielectric connections Free-of-charge maintenance training and certification Dust and water tested to IP69K Meets TUV ADR
Truck-Lite testing capabilities: signal test bench and temperature and humidity chamber
The Five-Year Warranty trailer kit is unique; it offers a full five years of warranty on both parts and labour, giving the OE trailer builder complete peace of mind. The trailer kits can be configured using a wide portfolio of Truck-Lite products, including both bulb and LED lamps, as well as plug and play systems. Both Five-Year and Lifetime Warranty kits include the recent Model 900 LED rear lamp with homogeneous outline markers, progressive indication and additional takeoffs to eliminate the need for a junction box. The 900 also includes a built-in take-off to incorporate flashing side markers which will comply with the REG 48 Issue 6 requirement. The October 2020 deadline is fast approaching, and Truck-Lite is urging readers to get in contact for more information on the legislation and suitable products. To find out more,
GO TO www.rdr.link/VI012
OCTOBER 2019 CVW 39
WINTER SERVICE & LIGHTING
Heavy goods vehicles are changing with the times, and Clarios intends to keep up. Here, the company discusses how HGV batteries have to be increasingly powerful in order to keep the vehicle and all of its electrical components running.
POWER hungr y
H
eavy goods vehicles are increasingly power hungry. In the last 10 years, the number of electrical consumers and energy demands placed on commercial vehicles are on the up. The cabin of many new trucks is used as an office away from home or a hotel on wheels – sometimes up to seven nights per week! In addition, the number of devices being plugged in whilst the vehicle is
parked up is far more than ever before; often a smart phone, tablet or laptop is plugged in overnight. A recent study found that younger drivers’ habits over long haul trips are changing; they are more likely to spend time in the cabin streaming TV shows and films as opposed to doing recreational activities. This places an increasingly high energy drain on batteries. Parking Coolers (air conditioning units that function when
the vehicle is parked for long periods of time) are also more commonplace on new trucks, making the energy requirements higher than ever. In the past, there was not much more than the ignition, the lighting and a heater. These days, batteries have to supply a large number of electrical components even when the truck isn’t moving. As a result of developments in vehicle technology, demands have greatly increased in all commercial vehicles – from trucks and buses, to construction vehicles. Along with batteries being end of frame mounted and high vibration challenges, modern day HCV batteries need to change to accommodate HCV’s electrical demands, stringent environmental guidelines and emission restrictions.
The VARTA range is also changing To answer these innovative changes in the commercial vehicle segment, VARTA is making changes to its ProMotive HCV range. Rather than a good, better, best approach, the range is now application driven, with certain technology types recommended for specific types of vehicle. The recently launched VARTA ProMotive AGM truck battery is the flagship battery in terms of coping with electrical demands. If a truck is being used as a hotel function for five nights a week or more, or it has a parking cooler, then the AGM technology is the right battery to fit. 40 CVW OCTOBER 2019
If a truck is used occasionally for overnight stays and has lots of electrical requirements, but does not have a parking cooler, the ProMotive EFB would be the correct technology to fit. Traditional flooded batteries come in the Heavy Duty and Super Heavy Duty ranges. The Heavy Duty range is recommended as a starter battery for agricultural and construction applications, and the Super Heavy Duty range is recommended for delivery vehicles and trucks that are not used for overnights, such as removal vehicles. The below application matrix highlights the range and what types of vehicles they fit.
Getting the most out of your battery To get the best performance out of a vehicle’s battery, routine preventative maintenance is recommended. To avoid premature failure, visual and voltage checks can determine if any recharging is required. Best practice maintenance: ■ Check battery voltage at least every four weeks ■ Recharge immediately if <12.5V ■ Keep record of battery maintenance history to ensure maintenance intervals are not missed ■ Check battery voltage after extraordinary events that might have caused a long standing time ■ Always charge or replace batteries as a pair, ideally from the same production batch – this helps balance the charge ■ Clean battery terminals – if damaged, replace the pair of batteries ■ Always fit the correct technology – Use the VARTA Truck Portal to correctly identify the right battery To find out more, GO TO www.rdr.link/VI013
VARTA Truck Portal For more details on battery maintenance, GO TO www.rdr.link/VI014
for VARTA’s online tool, which is easily accessible from any internet enabled device, such as a PC, tablet or smart phone. The portal also includes a Battery Finder and Total Cost of Ownership (TCO) calculator: Battery Finder 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. You simply select the type of vehicle, then input brand, model and engine side, and
then the Battery Finder returns the correct technology type and part number details for that application. Total Cost of Ownership calculator 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. The TCO calculator asks for mileage information, if your fleet experiences regular breakdowns due to battery failure, and any other likely costs for the vehicle breaking down. Based on this, it shows the results of installing the correct VARTA battery verses downtime caused by the vehicle not running, so a fleet manager can easily see the benefit of installing the right battery, first time.
WINTER SERVICE & LIGHTING
F
Cutting costs
or years, if not decades, commercial vehicle (CV) battery failures have been a growing headache for fleet operators and maintenance engineers. However, this can now be tackled through TPPL batteries, which not only reduce CV problems on the road, but also cut time, effort and total cost of ownership (TCO) in workshop operations.
In the first of this two-part series, Dr. Thomas Verghese, Technical Manager at EnerSys, explains why fleet and workshop managers should consider Thin Plate Pure Lead (TPPL) batteries and the benefits they provide. He also offers advice on how to best apply their advantages throughout their operational life.
A growing problem for conventional batteries
energy-draining tail lift operations can be particularly vulnerable to battery problems. This battery strain is increased because of restrictions to engine idling, which is strongly discouraged in the UK, and is often monitored to limit fuel costs, carbon footprint and diesel emissions. As a result, vehicles must rely entirely on their batteries when stationary for long periods, while charging opportunities are reduced. These factors are leading to more vehicle breakdowns – especially, for example, on a cold Monday morning after a weekend of inactivity. This is particularly serious if the immobile vehicle is blocking a narrow, packed yard, so no other vehicle can leave until it’s restarted. Even worse is when a refrigerated vehicle won’t restart. If it exceeds its allowable transit time, delivery windows might be missed, and its load may have to be destroyed.
The transportation industry covers many areas, including emergency vehicles, retail delivery, refrigerated units, medium and heavy-duty vans, and numerous other types, as well as buses and coaches. However, most users have a common problem; vehicle batteries are increasingly unable to handle the demands placed on them. While engine starting currents have not changed significantly, other CV loads have risen considerably. For example, drivers want more ‘hotel loads’ like TVs, computers, heaters, microwaves and charging points. There are also parasitic loads such as alarms, trackers and tachographs. Auxiliary loads like tail lifts, or advertising displays in buses, create further demands. Multidrop delivery vehicles that make short journeys with frequent, 42 CVW OCTOBER 2019
A technology-driven solution EnerSys believes that its ODYSSEY Performance Series battery can eliminate these problems. TPPL technology, although innovative and unique, is based on universally-accepted valve-regulated leadacid (VRLA) chemistry, and has evolved to develop motive power and back-up battery solutions for many diverse markets. TPPL was first used in aerospace, military and then motor-racing environments before transferring to CV applications. Available in DIN B and DIN C form factors (also called 629B and 625B in the UK), the ODYSSEY battery works as a drop-in replacement for lead-calcium flooded or newer lead-calcium absorbent glass mat (AGM) battery types. TPPL technology reduces starting problems by storing more energy than conventional batteries of the same size. This extra charge storage is further enhanced by
the battery’s ability to be discharged to a 30% lower state of charge than conventional types. Therefore, the ODYSSEY battery can meet the demands of today’s increased loading, for longer periods, and then cope with multiple engine starts. As a result, it can start vehicles in situations where conventional batteries have failed. As a result of industry-standard testing, EnerSys claims that TPPL has the ability to support a typical load for over 14 hours and then start an engine, which, when compared with a competing product’s 6.5 hours of endurance, produced a performance improvement of over 100%. An additional benefit is the battery’s nolimit charging current, which allows fast charge acceptance and for multidrop vehicles to recharge their batteries between tail lift operations. The ODYSSEY’s high vibration tolerance, rated to EN 50342-1 V3 standard, provides protection against shock and vibration conditions that often cause early battery failures, and the battery tolerates extreme temperatures from -40°C to +50°C.
Maintenance engineers will notice that, once fitted, the battery typically runs to 400 cycles with an 80% depth of discharge. Unplanned callouts to stranded vehicles with failed batteries will be far fewer, with no demand spikes when winter arrives. Similarly, the number of failed batteries returned to the workshop for repair or scrapping will be significantly reduced. Workshop time spent on batteries will be cut,
with EnerSys claiming that the ODYSSEY battery is virtually maintenance-free. On top of these maintenance benefits, the vehicles’ operating company should see reduced fuel consumption and NOx emissions, together with an improved carbon footprint. To find out more,
GO TO www.rdr.link/VI015
WINTER SERVICE & LIGHTING
With the cold weather starting to set in, Total Lubricants provides its guidance for commercial vehicle fleets and workshops about the importance of appropriate engine oil and coolant selection.
Spoilt for
CHOICE “C
ommercial vehicles always have to work hard carrying heavy loads, but even more so in winter, and lubricants and coolants play a key role in maintaining their reliability, which is a top priority for fleet managers,” said Bob Wood, Technical Engineer at Total Lubricants. Bob explained, “Cold weather reduces the effectiveness of oil and makes it thicker, meaning it doesn’t circulate through the engine as easily as thinner oil, which can lead to damage to the engine components, and even failure to start.” Using the right type of oil is therefore essential to engine health and performance. If it is too thick, it may prevent the engine from starting and if it is too thin, it won’t provide adequate protection. The ‘W’ on the code on the label stands for ‘winter’ and indicates the oil’s cold weather ability. The lower the number next to the ‘W’, the more effectively it will perform in cold weather. Total Lubricants claims that the Total Rubia Fuel Economy (FE) range offers excellent engine protection, reduced component wear, enhanced fuel economy and improved performance. 44 CVW OCTOBER 2019
Expanding on this, Bob said, “Total Rubia TIR 9900 FE 5W-30 offers highly extended oil drain intervals due to outstanding anti-oxidant and corrosion properties, resulting in improved added value through cost savings in maintenance, plus first-rate engine protection and piston cleanliness. Its fully synthetic composition provides excellent thermal stability and easier cold start performance.”
As well as oil, it is also important to check the coolant level and concentration regularly during the winter months to ensure protection at sub-zero temperatures. “Coolants are essential all year round, but the winter brings significant challenges that can affect the performance of the cooling system, making it more difficult to start vehicles on those freezing mornings,” Bob added.
“As well as oil, it is also important to check the coolant level and concentration regularly during the winter months to ensure protection at sub-zero temperatures.” The cooling system in a commercial vehicle helps prevent damage caused by freezing, cavitation, corrosion, overheating and the formation of deposits. Explaining the risks, Bob said, “Should the cooling system not function correctly, the engine will begin to fail, as could the radiator, water pump, head gasket or engine block. In the worst-case scenario, the engine could overheat and seize.” Total Glacelf and Coolelf coolants contain the additives required to protect a full range of different types of vehicles, while providing exceptional performance in freezing temperatures. The range is formulated based on Organic Acid Technology (OAT), and includes ready-to-use and concentrate types, providing protection against freezing,
even as low as -37°C. The Glacelf SI-OAT is the concentrate which is added to de-mineralised water at different concentrations to give the desired low temperature operation: Freezing point -20°C at 33% and -37°C at 50%. It’s been described by Total as a ‘very long life’ antifreeze, made of monoethylene glycol, whilst the Coolelf SIOAT -37°C is already mixed ready for use. The company has laid out a set of advantages of the OAT, which include increased heat transfer efficiency, extended coolant life, reduced cooling system scaling and deposits, superior high temperature aluminium protection, and up to 50% extended water pump life.
On top of this, the OAT is said to include excellent cavitation protection, high temperature oxidation stability, environmentally friendly inhibitors and decreased maintenance costs. Bob concluded, “Keeping vehicles on the road and preventing downtime is essential for commercial fleet operators, so when the temperature begins to fall, using the right lubricant and coolant can certainly help in keeping hard-working, heavy-duty vehicles operating in optimum condition.” Total Lubricants also offers an oil analysis service, ANAC (Analysis Compared), which fleets can use to help identify and prevent engine health issues before they become serious problems. To find out more, GO TO www.rdr.link/VI016
WINTER SERVICE & LIGHTING
The heat is on Specialist in vehicle climate control, Eberspächer UK gives CVW a rundown on its latest generation of products, including the Airtronic diesel-fuelled heater and Easystart Pro.
T
he company recently launched its next generation of Airtronic dieselfuelled air heaters, the D2L and D4L, in the 2kw and 4kw ranges fitted with brushless motors, CAN (Controller Area network) interfaces and quieter fuel pumps, targeting minibus, workshop vehicle and truck cab markets. With lower power consumption and reduced weight, the new versions have almost doubled the servicelife intervals of previous models. CAN bus technology becomes the new ‘nerve-centre’ of the system, ensuring greater flexibility, and making the internal workings more reliable and less exposed to faults. Step-less regulated heat output always ensures ideal comfort. High altitude mode capability (up to 3,000m) is included at no additional cost. Airtronic heaters can be installed internally or externally, and provide heat very quickly to personnel
carriers and all ranges of commercial vehicles that may need to be stationary for extended periods of time. For cooling only, or heating and cooling, Eberspächer Evaporators have powerful internal fans that can work in conjunction with either Airtronic or Hydronic heaters, to provide a steady supply of dehumidified air. The EV10000 offers condensate-free operation and a robust casing, enabling it to operate in arduous operating conditions. Its smaller compatriot, the EV7000, also recently launched, fits snugly above the driver and may appeal to the increasing number of smaller vehicles.
Easystart Pro The new Easystart Pro control switch has been designed to enhance a modern dashboard or bulkhead inside and includes a timer function, allowing drivers to select a desired start time, desired temperature and heating duration. The liquid-crystal matrix display and multi-coloured LED status display ring surrounding the operating button continuously indicates whether heating or ventilation mode is currently active. Up to two heaters can be controlled separately from one Easystart Pro unit. Eberspächer has an extensive dealer network across the UK that can offer expert advice on the latest heating, cooling and climate control systems for refurbishment of all types of mini and midi-buses and other commercial vehicles. To find out more,
GO TO www.rdr.link/VI017
OCTOBER 2019 CVW 47
BODY REPAIR & MAINTENANCE
There’s no way of sugarcoating success Axalta is a supplier of liquid and powder coatings, with over 150 years of experience in the coatings industry. The company provides solutions to a wide range of business areas, from light OEM vehicles, commercial vehicles and refinish applications, to electric motors, buildings and pipelines. CVW investigates to find out what makes Axalta tick.
A
xalta’s refinish business has an impressive portfolio of brands for every bodyshop requirement, market segment and market maturity. The company’s three global refinish brands – Cromax, Spies Hecker and Standox – anticipate their customers’ needs and help them to excel at the paint repair process. Axalta Refinish’s fast, efficient, highquality coating technologies and integrated digital business solutions make the entire paint repair journey faster, easier and more profitable for its customers. Based on Axalta’s in-house chemistry that uses both temperature and ambient humidity to accelerate the drying process, Axalta’s patented, in-house Fast Cure Low Energy technology delivers a truly accelerated repair time. It offers bodyshops a good balance between high speed and low baking energy consumption, while delivering a finish that Axalta describes as faster than ever. The company is confident that Axalta Refinish’s value-added support and services are of a high standard. Bodyshops can now handle colour management without a PC in a 100% digital colour retrieval process, thanks to Axalta’s Digital Colour Management. The company regards itself as being dedicated to innovation, which, coupled with its constantly-evolving tools and technology, means it offers its refinish customers a wide colour choice for
colour matches. Its latest mini spectrophotometers are not only small, light and 100% digital, they automatically measure flake effects, making colourmatching easy and accurate, even on the latest effect finishes. Axalta has high training standards throughout its 59 training centres in Europe, the Middle East and Africa. In the UK, the Axalta Refinish Academy in Welwyn Garden City, Hertfordshire, is a training centre where refinishers can train with the very latest products and equipment in a fresh and modern work environment. It
comprises theoretical and practical teaching areas, with dedicated training rooms, mixing areas and spray booths, which are equipped with high-end materials and energy-saving features. Training is also offered by Cromax, Spies Hecker and Standox via a series of online videos on their YouTube channels, where an experienced refinish technician shows refinishers how to get the most out of the brands’ products through correct application techniques. The company claims that the Imron Fleet Line (Cromax), Permafleet (Spies Hecker) and Standofleet (Standox) product ranges cover the full repair process for commercial vehicle refinishing – from drivers’ cabs and buses, to special-purpose vehicles. The latest technological advances from Axalta ensure that CV refinishers can expect easy application, impressive drying times and excellent results, regardless of the shape or size of the job. To find out more, GO TO www.rdr.link/VI018
OCTOBER 2019 CVW 49
BODY REPAIR & MAINTENANCE
Panel partners TTC has been supplying the commercial vehicle parts market for nearly 45 years and has built strong relationships with a number of OE and proprietary brand supplier partners. Here, the company explains the benefits of one partnership in particular.
W
hen the company entered the body panels market nearly 10 years ago, there was only one company that could meet the same quality and support that TTC required. Covind has specialised in the design, manufacture and distribution of replacement body panels and components for the last 35 years, covering both the truck and van market. One of the first things that impressed TTC was the high level of quality, as well as all the necessary safety characteristics to adhere to the stringent and tough driving environments of today. Covind employs advanced production processes which enable an alternative offering when damaged panels need replacing, ensuring the truck remains in top condition and in near original condition. Within the process, there are a variety of key checks in place to ensure the panel meets the necessary requirements; these include: ■ ■ ■ ■
Dimensions and Size Weight Material type Appearance and Colour
As Covind works in compliance with EU Regulation NEW B.E.R. No. 461/2010 (formerly BER No. 1400/2002), and by using Imron FleetLine by Dupont and Lesonal, the final results of paint tests on the Covind body panels show: ■ Good adhesion of the paint system to the ■ ■ ■ ■
substrate Good stone impact resistance Good mechanical resistance Good heat resistance Good stream resistance
All of the above is claimed to contribute to a fast and easy-to-paint process, enhanced productivity and a reduction in time for the CV body workshops in completing the job, ensuring the truck is back on the road in a timely manner for the fleet.
What are the alternatives? The punishment a truck takes during its life on the roads will soon show up any weaknesses. A thin, poor quality body panel will vibrate and flex to such a degree that the mounting points will fracture. Thanks to over 35 years of experience being supported 50 CVW OCTOBER 2019
by highly qualified technicians, Covind has an internal know-how and a wealth of knowledge, derived from experience and ‘on field’ testing. We all understand how costly vehicle down time can be. TTC firmly believes that demand for a premium quality body panel will continue to grow as demand for a quality fit part continues to be more important than just the cheapest price. The relationship built up between TTC and Covind is testimony to the ethos of both companies and today, the TTC Body Panels programme provides customers with a range covering over 1,500 references across DAF, IVECO, MAN, Mercedes, Renault, Scania and Volvo truck variants. TTC’s New Edition 20 Catalogue was launched earlier this year and includes many new features, with a number of new sections, including – for the first time – a dedicated Truck Body Panels section spanning over 60 pages. This was in response to the growing demand for a simple way to identify the correct panel for a vehicle. To find out more,
GO TO www.rdr.link/VI019
BODY REPAIR & MAINTENANCE
R
eplacing damaged panels can be a time-consuming job, and with businesses looking at reducing keyto-key times and not including the added expense of purchasing new panels into the cost of the overall job, repairing as opposed to replacing is becoming a mantra that they are living by.
Best practice
Taking it step-by-step With damaged panels comes the difficult task of repairing them. To help, Mirka lays out the best practice for panel repair so that commercial vehicle technicians can make a vehicle look brand new.
Action: Remove paint from the repair area and feather out the edges. Use: P80 or P120 disc.
Action: Apply dry guide coat. Use: Either Mirka black or white powder guide coat, depending on filler colour.
STEP THREE:
STEP FIVE:
Action: Surface preparation is key. De-grease the surface prior to sanding. Use: A water borne and a solvent degreaser.
Action: Pre-clean the repair area and apply relevant filler.
Action: Block sand filler area. Use: Abranet P80 or P120 or P180 strip, dependent on repair size.
STEP TWO:
STEP FOUR:
STEP SIX:
First stage STEP ONE:
OCTOBER 2019 CVW 53
BODY REPAIR & MAINTENANCE
Action: If required, apply additional filler to imperfections in repair.
Action: Sand awkward areas. Use: Mirka Gold Flex Soft P500-P800.
STEP SEVEN:
STEP SIX:
Use: P500 disc STEP THREE:
Action: Re-apply Mirka dry guide coat and block sand. Use: Abranet P120 or P180 strip.
Action: Re-apply Mirka dry guide coat and machine sand primer. Use: P400 or P500 disc with interface pad.
STEP EIGHT:
STEP SEVEN:
Action: Apply dry guide coat to primed area. Use: Use either Mirka black or white powder guide coat, depending on the colour of the primer. STEP FOUR:
Action: Clean and inspect repair, and move to the second stage.
Action: Blend the panels either by hand or with a machine. Use: Mirlon Grey UF with water for hand sanding. For machine sanding, use P800P1000 Gold, Abralon or Polarstar.
Second stage STEP ONE:
STEP EIGHT:
Action: Block the sand primed area to the shape and curvature of the panel. Use: Abranet P240 or P320 strip. STEP FIVE:
Action: Sand the repair area. Feather out the paint edges from panel repair even further. Use: P320 disc and Gold Flex Soft P320 STEP TWO: Action: Prepare around the repaired area for primer. De-grease and inspect the repair area. 54 CVW OCTOBER 2019
Action: De-grease, inspect the repair and move to paint.
To find out more,
GO TO www.rdr.link/VI020
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
MECHANEX SEMINAR TIMETABLE DAY 1 – 12TH NOVEMBER
DAY 2 – 13TH NOVEMBER
10:30 – STEVE CARTER:
10:30 – STEVE CARTER:
EV & PHEV
EV & PHEV
11:30 – DARREN DARLING:
11:30 – DARREN DARLING:
THE DPF DOCTOR’S SURGERY
THE DPF DOCTOR’S SURGERY
12:15 –
12:15 – IAAF:
TALK OF THE TRADES
THE AFTERMARKET IN 2019 AND BEYOND
13:00 – DVSA:
13:00 – DVSA:
MOT UPDATE
MOT UPDATE
14:00 – JOSH JONES:
14:00 – JOSH JONES:
PRACTICAL DIAGNOSTIC TECHNIQUES
PRACTICAL DIAGNOSTIC TECHNIQUES
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:
@MECHANEXShow
COMPETITION
A s clean as a
The company regards the system as the only in-situ cleaning method on the market that will remove both soot and ash deposits from inside the DPF. Along with receiving the free cleaning system, you will also benefit from free training. A Tunap Product Specialist will arrange to assist you with your first blocked DPF and will walk you through the full cleaning process. The company stresses that it will
WHISTLE
To accommodate your DPF cleaning needs, Tunap is offering CVW readers the opportunity to win a DPF cleaning system. continue to support the winner beyond this first training session, with some vehicles varying slightly; Tunap’s technicians will remain ready to answer any questions that you may have. Tunap’s DPF cleaning system is approved by Vauxhall, Peugeot Citroen, Fiat Chrysler, Suzuki and several commercial brands as the only recommended fix. As all DPF systems are similar in function, the Tunap cleaning system works with all brands of vehicle. With engines continuously changing, Tunap’s formula is doing the same in order to ensure the very best cleaning results. The cleaner is easy to use, and all the work can be done in situ, thus reducing the time the vehicle spends off the road.
56 CVW OCTOBER 2019
The cleaning process can be finished in just over an hour, and will remove soot and ash deposits inside the DPF. After the clean, the DPF is restored back to an ‘as good as new’ condition for all soot, ash and pressure parameters.
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/VI021
and answer the following question (Hint – the answer can be found in this article):
Q
Using the Tunap product, how long is the DPF cleaning process, roughly? A. Half an hour
B. Just over an hour C. A few hours
Deadline for entries is 10/11/19. Terms & Conditions apply. See website for details.
GIVEAWAYS
ARE YOU FEELING LUCK Y? FOR YOUR CHANCE TO WIN THESE GIVEAWAYS, GO TO WWW.RDR.LINK/VI022
10 MINI BLUETOOTH SPEAKERS Haldex
Listen to music wherever, whenever, for up to five hours thanks to one of these colourful Haldex mini Bluetooth speakers, and enjoy new songs or old classics! The speakers are made of steel and are equipped with USB and mini-USB ports. Haldex develops and provides reliable and innovative solutions that improve safety, vehicle dynamics and environmental sustainability in the global commercial vehicle industry.
4 T-SHIRTS AND WOOLLY HATS
5 TORQUE WRENCHES Cattano
Leyland Exports Group
Winter’s coming, so why not bag yourself a woolly hat or t-shirt from the Leyland Exports Group? Based in Leyland, Preston, the Leyland Exports Group comprises three separate divisions, supplying commercial vehicle spare parts to clients in the UK and internationally: 1) Amipart, which specialises in supplying an extensive range of replacement commercial vehicle spares on a wholesale basis 2) Omnipart, which prides itself on offering the highest quality engine parts at competitive prices 3) GardnerParts, a supplier of gearbox and transmission parts. This division is also the sole supplier of Genuine Gardner Engine parts
58 CVW OCTOBER 2019
Cattano is giving away five of its ½” TiltWrench torque wrenches. The TiltWrench allows technicians to access hard-toreach fasteners without changing tools. As well as serving as a conventional ratchet handle, the drive on the wrench swings through 30˚, increasing the room to get round obstacles. Not only that, the patented gear mechanism means you can apply greater torque than with an adaptor. On top of this, since it has no swivelling parts, the TiltWrench handle is directly connected with the fastener, which gives the tool a more precise feel in operation.
TEA BREAK 30 MINUTES
20 MINUTES
TIME 10 MINUTES
TRAIN
BUS
BICYCLE
METHOD SECRETARY
HAIRDRESSER
COOK
JOB
teaser GETTING TO WORK
Three sisters set off to work at the same time each day. Each has a different job and uses a different method of transport. Can you figure out the name of the sister that travels by train, as well as their job and how long it takes them to get to work?
JANE JENNY JULIE
1. Julie takes longer than ten minutes to get to work. 2. Jane travels to work by train. The hairdresser doesn’t travel by bicycle. 3. The cook takes less time to travel to work than Jenny. 4. The secretary travels to work by bus.
10 MINUTES 20 MINUTES 30 MINUTES
If you send in the correct answer, you could be in with a chance of winning an Amazon Echo Dot!
BICYCLE
To enter, text ‘ALIGN CVW’…followed by the answer and your email address to
BUS
Win
TRAIN
A NOVEL IDEA These images represent a famous novel, can you guess which one?
Win
FIND THE STEERTRAK TRUCK We’ve hidden the Steertrak truck somewhere within this issue of CVW. Find it and email info@steertrak.co.uk with the page number it’s located on, to be in with a chance of winning some Steertrak goodies.
Contact Steertrak today on 01684 276900, or visit www.steertrak.co.uk
66777 (standard text costs apply). Alternatively, email your answer to info@steertrak.co.uk. All answers to be submitted by 10/11/2019. T&Cs apply.
A novel idea answer: Clockwork Orange
WHAT’S NEW?
SEALEY WINTER CATALOGUE
SNICKERS WATERPROOF JACKETS If you need protection from the rain for long periods on site, check out Snickers’ GORE-TEX jackets and trousers. Durable, with a membrane that has over 1.4 billion pores per cm2, they’re 100% waterproof to keep you dry, windproof to keep you warm, and breathable to keep you comfortable all day long. There’s a host of designs, styles and extensive size options, as well as a range of Winter Vests and Bodywarmers, and even a Body Mapping Micro Fleece. GO TO www.rdr.link/VI023
PE AUTOMOTIVE BROCHURE PE Automotive has considerably expanded its product range for commercial vehicle clutches. The company’s new brochure for clutch and crank drive features around 400 spare parts, including 135 new products. New product groups for transmission in the vehicle include: ■ ■ ■ ■ ■
Clutch Clutch Repair Repair Clutch
master cylinder slave cylinder kit for clutch release bearing kit for clutch release fork booster
GO TO www.rdr.link/VI024
LASER TOOLS BUSH REMOVAL AND INSTALLATION TOOL The road springs of many heavy goods vehicles are fitted with slotted bearing bushes, which are constructed with a split steel outer casing, bonded to the rubber inner section. Two steel end caps and the inner steel bearing tube make up the assembly. During safety inspections, the condition of these bushes is carefully checked and if any wear is detected, the bushes must be replaced. Removal and subsequent replacement of this type of bush is impossible without the correct equipment. Laser Tools’ new kit uses a compact 12-tonne hydraulic ram that allows the operator to swiftly complete this very awkward job, which is usually carried out in a limited-access environment. The kit includes all fittings to extract and replace the bushes on Volvo FM12; Renault 430, 450 and 460; and MAN-TGA 410, 414 and 460 models.
The 2019 winter promotion from Sealey features deals on a wide range of seasonal items, including the new range of Electric Fan Heaters with ducting for industrial applications. New additions to the company’s lighting range include the Wireless Recharging Inspection Lamps and the LED1801K Docking Station Kit, which converts two removable inspection lamps into a floodlight. The LED185W is a warm and comfortable beanie hat with an integrated SMD lamp. It features three light settings – full light (100%), medium light (75%) and low light (50%). Also available is the LED700P, which has a tough aluminium housing with a sturdy handle that can rotate through 360°. GO TO www.rdr.link/VI026
GO TO www.rdr.link/VI025
WABCOWÜRTH DIAGNOSTIC DEVICE SOFTWARE Wabcowürth has integrated two new primary functions and numerous other functions into its new update – 1.28.0. The W.EASY is one of the first multi-brand diagnostic devices that features the air suspension for DAF ECAS 5, which allows for independent control and calibration of the air suspension for full air suspension and part air suspension vehicles. This means that an OE tool is no longer necessary, making the time consuming change of devices redundant. Therefore, longer standstill periods can be reduced. Another highlight of the W.EASY 1.28.0 update is the new 12 Pin Deutz cable. With this adapter cable, a complete diagnosis can be carried out on vehicles with a Deutz engine. The cable also applies to a large majority of special vehicles and Airport Ground Support vehicles with built-in Deutz engines. GO TO www.rdr.link/VI027
OCTOBER XXXXX 2019 CVW 63
WHAT’S NEW?
OSRAM LIGHTS LEDriving Working Lights The LEDriving CUBE MX85-SP and -WD versions are the working lights of the Multifunctional Series that combine two LED lighting performances: working light and stylish ‘X’ shape light. The SP version offers a far field illumination beam of up to 110m with a 13.5° beam angle, and the WD version is specialised for near field illumination, with a light beam of up to 55m and a particularly wide beam angle of 43.5°. LEDriving LIGHTBAR MX140-WD is also part of the Multifunctional Series. The wide beam patterns produce a far field illumination up to 60m, and the product is designed in a robust and compact design with a lifetime of up to 5,000 hours. The LED light provides a high-optic efficiency, homogeneous light distribution and reduced glare. LEDriving Driving Lights The LEDriving LIGHTBAR MX140-SP is an ECE compliant working light of the Multifunctional Series. It produces a powerful far field illumination of up to 200m. LEDriving LIGHTBAR FX250-SP and -CB versions are part of the Functional Series and are characterised by a fully ECE compliant auxiliary high beam. The SP beam pattern generates an improved far field illumination of up to 360m and a 5° beam angle, whilst the CP version provides far field and near field illumination of up to 320m and a 5° beam angle. And finally, LEDriving LIGHTBAR SX180-SP, -SX300-SP and -SX500-SP are all part of the Slim Series. These products are intended for use as auxiliary high beam lamps, are constructed with a slim design, and are characterised with increased far field illumination. The three SP beams differ in their light beams, which range from 190 to 270 and up to 370m. GO TO www.rdr.link/VI028
TOTALKARE TWO POST LIFT
VERIZON CONNECT VEHICLE SECURITY TOOL Verizon Connect introduces Immobilisation for Verizon Connect Reveal, a tool developed specifically for customers that want to help prevent unauthorised use of vehicles and aid in the recovery of stolen vehicles. The tool enables fleet managers to remotely disable a vehicle’s ignition once the vehicle’s engine has been shut off, effectively stopping vehicle misuse in near real time.
TotalKare's Two Post Lift is ideal for lifting long wheel base vehicles like the MercedesBenz Sprinter, Volkswagen Crafter or Iveco Daily. It's a quick, effective means of lifting smaller commercial vehicles.
Notable features include the ability to: ■ Remotely disable a vehicle’s ignition directly from the Reveal web portal or mobile app ■ Check when the request to immobilise a vehicle has been sent, if it’s pending and when it’s complete ■ View history of when and where a vehicle was immobilised or mobilised
Features: ■ Safe working load of 5,500kg ■ Electro Hydraulic design ■ Control unit on each column ■ Non-load bearing cables ensure even lifting and lowering ■ Telescopic arms allow for easy adjustment to fit a range of vehicles ■ Simple drive-in action allows fast setup for swift vehicle inspection ■ Lease Purchase Plans available
GO TO www.rdr.link/VI029
GO TO www.rdr.link/VI030
64 CVW OCTOBER 2019
ADVERTISEMENT INDEX
Bowmonk Ltd ........................................................ (page 65)
Maha UK ................................................................ (page 23)
Castrol UK Ltd ...................................................... (page 16)
Mann & Hummel UK Ltd .......................................... (page 9)
Chicago Pneumatic .............................................. (page 51)
Merridale Ltd ........................................................ (page 65)
Continental Automotive Trading Ltd ...................... (page 57)
Mirka (UK) Ltd ........................................................ (page 57)
Corteco .................................................................. (page 33)
Morris Lubricants .................................................. (page 52)
Diesel Technic UK & Ireland Ltd ............................ (page 51)
PMTech (Anglia) Limited ........................................ (page 65)
Dr Airbrake ............................................................ (page 48)
PPG Industries ............................................ (Bound outsert)
Eminox Ltd ............................................................ (page 37)
Premier Pits .......................................................... (page 25)
Enersys .................................................................. (page 10)
Robert Bosch Ltd .................................................. (page 27)
Espar ........................................................................ (page 7)
Schaeffler (UK) Ltd .......................................................... (ifc)
European Braking Systems .................................. (page 30)
SP Diagnostics ...................................................... (page 65)
Gemco Equipment ................................................ (page 15)
Spillard Safety Systems Ltd .................................. (page 35)
Haldex Europe SAS .............................................. (page 43)
Stertil UK Ltd ........................................................ (page 18)
Induction International .......................................... (page 62)
Thermobile ............................................................ (page 62)
Jack Sealey Limited .............................................. (page 38)
Tool Connection .................................................... (page 45)
Johnson Controls Batteries Ltd ............................ (page 46)
Total UK Limited .................................................... (page 41)
Juratek Limited .............................................................. (ibc)
Traction Charger Co Limited .................................. (page 13)
Karcher UK .............................................................. (page 4)
Truck-Lite Europe .................................................. (page 59)
Knorr Bremse Truck Serv ...................................... (page 29)
Wabco Automotive UK Limited ............................ (page 59)
Liftmaster Limited .................................................. (page 52)
Winnard .................................................................. (page 21)
In the next issue of CV W… ■ Diagnostics
■ Tools
& Workshop Equipment
■ Axles
& Suspension
■ Tyres
& Wheels
Plus: Competitions, giveaways, product launches, special reports and much more! CVW brings you the latest industry news, product information and technical guidance.
66 CVW OCTOBER 2019
COMMERCIAL WORKSHOP For all the latest industry news, business advice and technical guides from the trade magazine for CV servicing and repair professionals
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