Commercial Vehicle Workshop September 19

The trade magazine for servicing and repair professionals

COMMERCIAL WORKSHOP

SEPTEMBER 2019

ALL SYSTEMS GO Improving ef ficiency with the lates t workshop management solutions

Also in this issue…

■ How to solve the productivity puzzle ■ A return to Phoenix Truck & Trailer Maintenance ■ Insight into Coach & Bus UK 2019 ■ Competitions and Giveaways

CONTENTS

19

Volume 16

REGULARS

Issue 8

5 Viewpoint

14 Tech Tips

6 News

18 MECHANEX Monthly

9 Business & Legislation

64 What’s New?

12 Training

SPECIAL REPORTS 19 CVW returns to Phoenix Truck & Trailer Maintenance 20 Carlos Vicente of Eminox provides insight into a new Retrofit Service and Support Centre

CLUTCH, TRANSMISSION & STEERING 22 Step-by-step clutch replacement on a 2011 Ford Transit 2.2 TDCI 25 Why all transmission oils are not made equal 26 Investigating the faults caused by imprecise clutch fitment 29 How to spot the signs of steering component failure

WORKSHOP MANAGEMENT SYSTEMS 32 Keeping mobile service technicians in the digital loop 35 The benefits of bringing testing facilities all under one roof

32

36 Case study: Software to help boost workshop productivity

BATTERIES 39 How a battery management programme benefitted Norfolk County Council 40 Insight into battery solutions used for fire service vehicles 43 A range designed for modern-day demands 44 Top tips for reducing the risk of battery failure 47 Yuasa unveils its latest CV battery offering 48 CVW talks to Easystart about the trends affecting battery production

COACH & BUS UK PREVIEW 51-58 Your guide to what’s happening at this year’s Coach & Bus UK show

COMPETITIONS

40

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

61 Are you up to the test? Win a Brake Potentiometer Tester from Drakefield!

62 Stay charged with your chance to win a CTEK MXTS 40 battery charger!

63 Giveaways SEPTEMBER 2019 CVW 3

VIEWPOINT

www.cvwmagazine.co.uk

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@CVWmagazine

Another piece of the puzzle

Editor DANIEL ARON Assistant Editor BEN LAZARUS Consulting Editor SHARON CLANCY Group Editor ALEX JUGGINS Advertisement Manager ALEX DILLEIGH Group Advertisement Manager ROBERT GILHAM Group Manager OLIVER SHANNON Graphic Designer GEMMA WATSON Group Production Manager CAROL PADGETT Assistant Production Manager CLAIRE PICTON Publisher BRYAN SHANNON Subscriptions COMMERCIAL VEHICLE WORKSHOP is a business magazine for companies and individuals involved in all aspects of commercial vehicle servicing.

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

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

Printed by Wyndeham (Roche) Ltd Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts WD24 4YF Tel: (01923) 237799 Website: www.hamerville.co.uk Copyright © 2019

10,208 From 1 July 2017 to 30 June 2018

A

s you may or may not know, the UK is in the depths of a productivity crisis. Not that I want to panic anyone, but ever since the 2008 financial crisis, there has been a downturn in labour output, which has had a multitude of knock-on effects, including lower wages, deceleration in technological innovation, etc.

All this culminates in what is now termed the ‘productivity puzzle’.

To address the issue, some businesses have tried to improve the efficiency of internal processes by hiring new people…and fast. However, this may not be the best policy – piling more people into a workforce does not necessarily result in a more efficient one.

Thankfully, there are alternative options to consider. For example, on page 10, Nick Howes, Managing Director of Leadership Management International UK, explains that a better idea would be “to recognise the potential in the existing workforce and offer the training needed to progress”. Sound advice when you think about the cost of training compared to adding another salary to the books.

A little later on in the article, Nick also addresses the approach of investing in new technology to improve efficiency. Here, he advises caution, as both the initial cost and the following add-ons (training, aftersales support, etc.) can really hit the pocket hard.

Now, when you put these ideas into the context of the workshop, you land on some interesting conclusions, so let’s go through them. First, hiring new recruits is not easy in the CV sector as there is a real dearth of apprentices and new technicians. If they can be found, then, as Nick explains, it is often costly to have that additional salary, plus you need to ensure they are trained appropriately.

Second, and a conclusion that is far more promising, is the idea of investing in new tech. Over the past decade, the CV industry has undergone a revolution in workshop management systems. These are specifically designed to increase efficiency – as is pointed out in the relevant feature starting on page 32. Although it may be quite the initial investment, the subsequent reduction in paperwork and easy access to vehicle maintenance information is a massive aid in streamlining workload.

The last, but certainly not least, relates to investing in the workforce that already exists. We are currently experiencing a skills shortage. As well as the lack of new recruits, there is also a lack of skilled technicians in the UK. This makes it all the more important for workshops to invest in their employees. Not only does this benefit the individual, it also benefits the workshop, and, subsequently, the industry as a whole.

After all, the greater the number of skilled technicians out there, the better it is for everyone!

As is so often the case, there is no definitive solution. It wouldn’t be much of a ‘puzzle’ if there was. But, at least there are positives to reflect on, and although they may not bring the UK out of its productivity slump, some of them are bound to improve the efficiency within a workshop.

Associate member

Enjoy the issue and have a great month,

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

Daniel Aron

Editor

SEPTEMBER 2019 CVW 5

NEWS

Ben launches annual Impact Report 2018/19

Automotive industry charity, Ben, has just published its annual Impact Report 2018/19, which highlights the positive impact its support has had on automotive industry people during the year.

The report highlights that over 3,000 people contacted Ben’s helpline for support and over 13,000 accessed online support content. There was a 29% increase on the number of cases managed by Ben’s support services team.

The report also revealed that 91% of employees in the automotive industry have been affected by a health and wellbeing issue in the last year. Sleep and stress in the workplace are the most commonly reported issues that impacted the health and wellbeing of automotive employees in 2018, with poor sleep, stress in the workplace and anxiety having the most detrimental impact on the health and wellbeing of individuals overall.

Zara Ross, Ben’s Chief Executive, said, “With the ongoing support from our community, we continue to help automotive industry people through life’s toughest challenges. We are very grateful to each and every person and company for their loyal, continued support in what has been a challenging year for many.”

6 CVW SEPTEMBER 2019

© Kim Britten/AdobeStock

Worries mount over DVS scheme With just weeks until the first phase of the Direct Vision Standard (DVS) commences, FTA, the business organisation representing the logistics sector, is insisting that the scheme isn’t the most effective way to achieve zero vehicular harm in London.

Natalie Chapman, Head of Urban Policy at FTA, commented, “The logistics sector is fully committed to improving road safety and takes its responsibility to do so very seriously; that’s why FTA is calling for the Mayor of London to realise that other strategies would deliver a far greater outcome. Technological development, along with internationally-agreed design

standards and the retiming of deliveries to quieter periods would provide a more robust and long-term safety solution than DVS alone; visibility from the cab should be viewed as just one aspect of holistic approach to road safety.”

Transport for London has developed a five-star rating system to determine the amount of direct vision of the environment surrounding an HGV. Those vehicles which only meet the one-star rating will be automatically eligible for a permit, and therefore will be allowed access into London, while those which are zero-star rated will need to prove that they meet the requirements of the new ‘safe system’ to obtain a permit.

TyreSafe launches van tyre campaign TyreSafe, the UK’s tyre safety charity, launched its van tyre safety campaign at its annual briefing at St George’s Park, home of the National Football Centre.

There are now more than four million vans on Britain’s roads, 60% more than in 2000, and they clock up over a billion miles a week. According to the SMMT, they deliver £56 billion in wages to the UK economy.

Whether a mobile workshop, business, courier’s workhorse or delivery wagon, vans place high demands on their tyres.

TyreSafe is reminding drivers that they need to conduct regular checks and consider how much load is being carried and avoid overloading.

Overloading is the most common offence

identified at DVSA roadside checks and can result in fines of over £800. Overloading also accounts for 70% of prohibitions on LCVs – removing vans from the road.

Stuart Jackson, Chairman of TyreSafe, said, “TyreSafe’s annual briefing has provided the ideal opportunity to engage a wide range of stakeholders directly on the importance of van tyre safety. We’re grateful to the DVSA for sharing its data and case studies with us today and underlining how overloading is far too common on our roads. TyreSafe hopes that by sharing this message with van drivers we can help affect a change in attitude among them to consider their safety, and the safety of others, on the roads as their first priority.”

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Mobile servicing saves UK businesses more than £1 million a year Demand for mobile servicing has surged in the past year, resulting in an estimated £1.1 million saving for UK businesses.

Volkswagen Commercial Vehicles’ figures show almost three-quarters of van drivers (71%) find the offer of a mobile servicing unit attractive as it saves time and money.

21 Volkswagen Van Centres now offer mobile service clinics, and technicians carried out almost 10,000 jobs at over 4,000 different locations last year, saving fleets a combined 10 years of vehicle downtime.

Mobile service clinics are able to significantly reduce or eliminate downtime costs by removing the need for vehicles to spend a day booked in at a van centre for scheduled maintenance.

Technicians operating the mobile service clinics are able to carry out service work,

inspections, A/C servicing, MOT repairs, minor warranty work and software updates remotely, while the vehicles are not being used. David Hanna, Head of Service and Parts at Volkswagen Commercial Vehicles, said, “Our message is clear – we’ll work when you’re not – to minimise downtime and reduce associated costs, which is consistently one of the biggest issues for our customers.”

“Mobile service clinics are able to significantly reduce or eliminate downtime costs by removing the need for vehicles to spend a day booked in at a van centre for scheduled maintenance.”

@CVWmagazine

Wheel safety specialist Checkpoint joins IAAF

Independent Automotive Aftermarket Federation (IAAF) has welcomed Checkpoint as its latest member, enabling the wheel safety specialist to keep up to date with key developments and legislation in the industry.

Checkpoint was founded over 30 years ago by CEO Mike Marczynski, inventor of what would be the Checkpoint Original, and the world’s first loose nut indicator.

Thanks to three decades of continual evolution and expansion of its product range, it now distributes in over 70 countries, where it is recognised as an industry expert and global leader in wheel safety. The Lancashire-based company offers a wide variety of wheel safety products, including indicators and retainers, designed to simplify and improve vehicle maintenance whilst increasing safety awareness.

Alex Deremez, Managing Director of Checkpoint, said, “As a member we’re very much looking forward to supporting the aftermarket and ensuring only genuine safety products are continued to be introduced. We aim to lend technical advice and expertise to fleets and suppliers on wheel safety as well as keeping up to date with the latest developments and legislation in the industry.

BUSINESS & LEGISLATION

For workshops, mopping up spills is unlikely to be among the top priorities, but it is a key health and safety requirement nonetheless. The emergence of recyclable wipes is taking the pain out of cleaning.

CLEANING UP for commercials

C

ommercial vehicles are the lynchpin of today’s economic climate.

With some half a million operating in the UK alone, each of these vehicles may travel many hundreds of thousands of miles over its lifetime.

However, servicing these vehicles represents a number of unique challenges.

For instance, oil is the lifeblood of an engine, and regular changes every several thousand miles are vital to avoid the failure of crank bearings, camshafts and pistons within the engine block. However, alongside mineral or synthetic engine oils, commercial vehicles are also laden with liquids like ATF, EP90, hydraulic and brake fluids, and other fluids like engine coolant, battery acid and even screen wash. All these liquids come with environmental and health and safety hazards.

UK Health and Safety Executive (HSE) guidance notes that dermatitis is common in motor vehicle repair operations and disease rates are up to seven times the average for UK workers. Causes include contact with oils and fuels, and one of the key HSE recommendations is the prompt clean-up of spills to reduce the risks of exposure, as well as other safety hazards like slips and trips.

Traditionally, many motor vehicle repair operations use rags or blue-roll paper for cleaning and mopping up spills. This brings with it penalties in terms of efficiency, cleanliness, and environmental impact. One approach to spills that is gathering traction is the use of third-party suppliers. Such

companies deliver high quality wipes and mats which, once used, are collected, laundered and returned to vehicle workshops for reuse.

MEWA Textile Management, for example, produces wipes at its factory in Immenhausen, Germany. Certified DIN EN ISO 9001 (Quality Management) and DIN EN ISO 14001 (Environmental Manage-ment) products include cotton MEWATEX wipes.

These robust, durable cloths are highly absorbent and soak up large volumes of oil, solvents or grease in short order. Compared to disposable paper rolls, MEWATEX can save vehicle repair operations significant time on cleaning, the company says. MEWA, which started the leasing system for MEWATEX wipes more than 100 years ago, estimates this saving at up to 30%.

Using an end-to-end full-service leasing model also offers a cost-effective and more sustainable alternative to single-use products such as paper. After collection, the reusable industrial wipes and mats are washed and inspected. Using an eco-friendly washing process, MEWA recovers oils from the process which is subsequently used to power the washing process itself. Heat from the washing process is also recovered while effective and environmentally-friendly wastewater treatment is assured.

Users eliminate the need to manage the purchase, delivery logistics, storage and disposal of single-use wipes and cloths, which create unnecessary and often hazardous waste.

Growing in popularity due to their convenience and ability to address spills and stains as they occur, recyclable, rentable industrial cleaning wipes can be far more absorbent than traditional materials, easier and safer to use and, as the supplier takes responsibility for cleaning and replacement, environmentally friendly.

From large fleet operating businesses to small independents, transport logistics companies are looking for fast, reliable and affordable servicing to support their ongoing business. However, today’s servicing regime must also reflect changing environmental concerns and corporate social responsibility demands. Recycling wipes are a small but important part of that story.

For more information,

GO TO www.rdr.link/VH001

SEPTEMBER 2019 CVW 9

BUSINESS & LEGISLATION

Harnessing PRODUCTIVITY Nick Howes, Managing Director of Leadership Management International UK, offers his advice on how best to tackle the ‘productivity puzzle’ within your business.

I

n recent times, workplace productivity has been the focus of significant media attention, as UK businesses desperately search for ways to enhance output and exceed the performance levels seen from their global competitors.

Recent government data makes for worrying reading, showing that over the last decade, the UK’s labour productivity growth rate fell to a level lower than at any point during the 20th century – a situation that shows no signs of improving.

With Brexit uncertainty continuing to build, it’s up to UK businesses to find an effective solution for the longstanding issue, as many of their main European counterparts build on already strong productivity rates.

The UK’s ‘productivity puzzle’ As the main driver of long-term economic growth and higher living standards, productivity is typically measured by the amount of work produced per hour.

According to data from the Office for National Statistics (ONS), the UK has achieved productivity growth of just 2% in the last decade, a rate that was previously managed every year. Often referred to as the UK’s ‘productivity puzzle’, the statistics show that despite more people being 10 CVW SEPTEMBER 2019

employed, organisations still face an uphill battle when it comes to improving the issue.

In the past, organisations have expanded their teams or increased working hours to combat the issue. However, this could now be viewed as counter-productive, with more workers entering unproductive jobs.

Simple solution With the issue of workplace productivity intensifying, businesses are beginning to take drastic measures to improve the situation. Although investing in technology can be a positive and necessary move, many organisations are spending a lot of money in a bid to make internal processes more efficient. However, new research suggests that the answer could be much simpler and cheaper by comparison, as businesses fail to

“Improvements can be made by providing focussed training for individuals, giving them the skills needed to successfully complete high payoff activities.”

capitalise on their existing workforce, underestimating the importance of personal development. Rather than replacing workers with technology or expanding the existing workforce, improvements can be made by providing focussed training for individuals, giving them the skills needed to successfully complete high payoff activities.

Nurturing the talent within Not only will personal development enhance workplace productivity, but it will also reduce the need for businesses to recruit talent from elsewhere, saving significant time and money.

While some organisations attempt to solve the productivity puzzle by bringing in experienced individuals to oversee daily operations, others recognise the potential in their existing workforce and offer the training needed to progress.

For many years, there has been a false perception that productivity can be improved by simply working longer hours.

However, some of the most productive nations in the world have a shorter average working week than the UK. Instead, it is important to discover the strengths of your existing team, using your workforce effectively to accomplish tasks.

ŠSiwakorn/AdobeStock

Inspiring new leaders

Šseventyfour/AdobeStock

For those businesses looking to boost their workplace productivity, there are programmes designed to teach people how to become more productive, making the most of their time and talent to achieve the best results.

Refined and improved over time, these courses help individuals understand the true power of goal setting, teaching important communication, time management and delegation skills, all of which are vital to operating within a highly productive team.

Other programmes focus on the strategic side of personal development, recognising the need for clear-thinking leaders, who can create effective business strategies and oversee the future success of the organisation.

Helping workers become strategic leaders is crucial to long-term business growth, as they begin to optimise internal structures and enhance productivity using newly learnt skills.

Embracing a culture of development The UK’s productivity puzzle has left many businesses scratching their heads, as they continue to look for sustainable ways to solve the problem.

Although recruiting new talent or upgrading technology may alleviate some pressure in the short-term, these solutions tend to cost a lot of money moving forward.

Instead, the answer could be much simpler,

as businesses are beginning to recognise the potential of their existing team, offering them the training needed to become effective leaders.

For those businesses looking to capitalise on their existing workforce, consult an experienced team of coaches and research the development opportunities available.

For more information, GO TO www.rdr.link/VH002

TRAINING

A successful start Jost UK has won high praise for its training programme. Held over two days, it was the first of a new style of event that the company intends to run regularly.

J

ost UK is a provider of truck and trailer components, axle systems, brakes, tipping cylinders and hydraulic systems, fifth wheels, landing legs, and equipment for commercial and agricultural vehicles. As well as hardware, it provides training courses for anybody associated with its products and equipment.

Paul Clayton, UK and Regional Technical Sales and Support at Jost, explained the reason for this commitment: “When large vehicles travel on public highways, safety has to be the number one priority. All equipment must be in tip-top condition, properly installed and serviced, and operated with 100% regard for all aspects of safety. This is a big ask, so we do all we can to help users of our equipment work safely and efficiently.

The first of the new training sessions took place at Jost UK’s Bolton headquarters, and covered the company’s entire range, including Jost, Edbro, Rockinger and Tridec products. The delegates included representatives from its nationwide network of service agents.

Paul continued, “Organised seminars and training days are great because we can get instant feedback from the delegates. Our speakers are knowledgeable and experienced so are able to adapt their presentations to meet every delegate’s needs, or are happy to go over specific issues on a one-to-one basis.”

12 CVW SEPTEMBER 2019

This interaction between delegates and speakers was much appreciated, with an overall approval rating of 9.4/10 from the attendees. Several people noted how welcoming the Jost team were and said that this created a friendly atmosphere. Here are a few examples of the feedback from the event: ■ “The Jost training day was professionally organised with friendly staff, good tuition and great technical explanation.”

■ “Couldn’t have asked for more! Great technical guidance and great refreshments; we were very well looked after.”

■ “All was excellent. Nice training centre, the people were lovely, and the food and facilities were brilliant.”

The company’s plan going forward is to run bigger events with larger audiences and cover a wide range of topics. This will give

each attendee an overview of the whole field of vehicle care and maintenance, while allowing them to also focus on their particular areas of interest.

“The discussions are two-way and that is very useful for us,” said Paul. “We often pick up anecdotal comments that ring true.

For instance, informal discussions led us to suspect that fifth wheels tend to miss out on regular inspection and maintenance, so we have put in place a number of initiatives to encourage checking.”

As well as presentations, most seminars include practical sessions where the engineers, technicians and drivers get to practice the techniques and procedures they are learning about. A quiz at the end of the day allows Jost to assess how effective the presentation has been. This information is combined with questionnaires and other feedback, and is used when planning future events.

Paul concluded, “Safety is absolutely paramount for us, as a minor mishap on the public highway can easily escalate into something really serious. We strive to ensure that everybody involved – from drivers to company directors – meets every guideline, standard and regulation, and that vehicles fitted with our equipment are always roadworthy and fully maintained.”

For more information online, GO TO www.rdr.link/VH003

TECH TIPS

DAF CF dilemma‌continued Continuing on from the first part of Ben Martins’ investigation in the last issue of CVW, here Ben homes in on the cause of this difficult DAF CF’s repeated cut out.

W

í˘ą

ouldn’t it be great if we could identify what the packets of data actually meant or if we could tell which ECUs are online and not?

To begin with, we needed to perform a serial decode on the physical layer to start identifying individual IDs. To do this, click ‘Tools’ > ‘Serial Decode’. You will now have the opportunity to create a decoder by clicking ‘Create’ and selecting ‘CAN’ from the list. The setup box will appear, and you will be asked to select what data you will be decoding. In our case, we will be using A-B, which will be present in the dropdown box.

This will only display channels that are active on the grid, so if any have been hidden from view, you will not be able to select them. The next option is to select your threshold. This is the voltage you are telling the software to use as a ‘crossing point' for the decoder.

Data analysis For the purpose of the test, we applied a crossing point of 1V. Hysteresis can come right down to 20mV, as we should be seeing a straight line up and down on our Math channel. The Baud rate can sometimes be a mystery but there is a very simple way of determining what it is by using the time rulers in PicoScope. Using the marquee

í˘˛

í˘ł

14 CVW SEPTEMBER 2019

zoom, draw around a packet of data. Then you can use the time rulers to mark either side of the smallest bit. In the lower righthand corner, you will see a figure in kHz. This will equate to your Baud rate (Fig 1).

With the settings done, our CAN decode setup should look something like Fig 2.

We will now be presented with a table where the packets of data have been converted into HEX code for the current buffer. I purposely selected the buffer just before the first ‘silent’ buffer (with no CAN traffic) as the one to start from as that is where the fault was not present. I have 10 packets of data that all decode correctly with no errors (Fig 3).

í˘´

Given that J1939 protocol is much more standardised than J2534, we can actually pull this data apart and start identifying IDs. By creating a link file, we can convert the IDs into real words. From our serial data, we had a number of ECUs reporting a problem with the Engine ECM, so it would make sense to look for the Engine ECM ID in our decode table. The first thing we needed to do was to determine which ID is the Engine ECM. I won’t go into too much detail here, but I do want to show the possibilities that PicoScope can bring when it comes to serial decoding. We must remember, though, that PicoScope is not a dedicated CAN decoder/logger, but an oscilloscope with limited decoder/logger features. That being said, there is still an awful lot we can do.

í˘ľ

í˘ś

Cracking the code To begin with, we need to understand how the message ID of a J1939 message is made up. The message header is made up of 29 Bits, but to keep things simple, we will look at the message in HEX. Each message has a unique Parameter Group Number, PGN, which contains the Suspect Parameter Number, SPN. All we are interested at this stage is the PGN, as this points to a group table that refers to an ECU. To find the PGN in the header, we look to the two middle bytes in an ID, for example – 0C F0 04 00, which means we are only interested in F0 04. We now convert F004 into a decimal, and by using a programmer calculator, we get the number 61444. A quick search through the SAE standards for PGN 61444 confirms to us that this is for the Electronic Engine Controller 1. Therefore, we can be confident that 0C F0 04 00 represented the Engine ECU or EEC1.

To then apply this to our decode table, we need to fill in this information in our link file and save the file. To get this file, click on the tab in the decode table marked ‘Link’. You will then see an option to ‘Create File’. Once clicked, it will ask you to save a CSV file. Select an appropriate location and then locate and open the saved CSV file.

With the file open, there are a number of fields available that look like the decode table in PicoScope but with the additional ID Description header. Copy the ID from PicoScope exactly as it is in the decode table

and add the description in the ID description column. For us, this was Engine Controller 1. Make sure you save any changes (Fig 4).

To tell PicoScope to look at this link file and replace any IDs with the description we have listed in the link file, click ‘Link’ > ‘Open’, navigate to the link file location and select. Once selected, you should now see the IDs replaced with a language we can understand (Fig 5).

As luck would have it, it was the engine ECU we were looking for. Now we could sort through the data and look for this ID and any faults associated with it. We expanded the decoder to every buffer by selecting ‘All Buffers’ in the dropdown box where the current buffer was selected. We could now export all this data to Excel for further analysis, or we could use the filter option in the decode table. Select ‘Filter’ and then type the ID you would like to display, which for us was Engine Controller 1 (Fig 7).

We knew the fault occurred at buffer 96, so we started the search from there. We

noticed that Engine Controller 1 was no longer present after buffer 96, and it appeared to have gone offline despite this ID being very active throughout every buffer previous in the capture. Could this mean that the Engine ECU was at fault? It would make sense and we certainly had proof with our raw CAN Data. We could see that after buffer 96, something happened; the network was silenced, and from here on out the engine ECU was no longer online.

This gave us enough reason to send the ECU away for testing, and sure enough, it was confirmed as faulty. A new Engine ECU was fitted, coded and reprogrammed, and the vehicle was back on road.

This was an intriguing case and one that could have been costly for both the owner and us with the wrong diagnosis, but thanks to the PicoScope, we had enough evidence to justify the path we took with the repair.

To find out more,

GO TO www.rdr.link/VH004

SEPTEMBER 2019 CVW 15

TECH TIPS

Setting up shop Chicago Pneumatic fills in CVW on how to correctly setup an air line system to improve efficiency within your workshop.

A

workshop with a well set-up air line system for its compressed air tools is far more likely to perform to specification and reduce downtime on tool repairs than a workshop that has not invested the same time and effort into its air line system.

When it comes to compressed air pressure, higher isn’t always better. A good starting point is to check if you have the correct sized filter regulator lubricator (FRL) for the tools you are using. Check the tool’s airflow requirements from the manufacturer’s guides to ensure that the FRL chosen is greater than the tool’s requirements. If you use a high accuracy, non-impact nutrunner with pre-set torques of around 900Nm that require high accuracy, your maximum air consumption could be around 19L/s. However, on smaller applications such as those within the engine compartment, you are likely to be using a small compact impact wrench with a lower max air consumption of 9L/s.

Chicago Pneumatic’s three simple steps to air line setup

í˘ą Calculate if there is a pressure drop between the FRL and the tool inlet by reading the FRL gauge value and measuring the dynamic pressure at the tool’s inlet. If there is a difference, then it’s a pressure drop, which is most often found between the pipe and the end of the tool.

í˘˛ Identify where pressure is being lost by checking that your accessories have been selected and installed properly. There are various points to inspect, including at the tool inlet, the couplings/nipples and hose connections, as well as the FRL. In order to avoid pressure drops, ensure that accessories have the correct diameters and thread sizes/types, the hose used is not longer than required, and that hose clamps are correctly tightened.

í˘ł Once you are confident that all accessories have been selected and installed correctly, measure the dynamic pressure at the tool’s inlet again. You can then adjust the FRL regulator to ensure you get a reading of 90psi/6.3bar at the tool inlet.

The purpose of the FRL is as follows: ■The filter separates impurities – such as solid particles that often appear in older air line installations – that can contain rust particles and water ■The regulator ensures that the pre-set working pressure remains constant regardless of pressure variations in the intake air, or minor variations in the air flow rate ■Finally, the lubricator supplies air line oil in an oil mist to the air hose being used, which lubricates the tool in a controlled way, subsequently prolonging its operating life and ensuring its efficiency in use It’s recommended that one FRL unit is used per tool, so in the case of commercial vehicle workshops, a portable metallic free standing FRL would be a good choice, as it’s robust, and also provides flexibility in terms of where you’re working within the workshop. For a busy workshop with commercial vehicles moving in and out, the addition of an air fuse fitted directly after the FRL would be prudent. The fuse shuts off the air flow with immediate effect in the event of any damage to the hose. Without the fuse, a hose could present a serious hose whip hazard within the work area whilst it’s fully charged with compressed air.

For more information online, GO TO www.rdr.link/VH005

SEPTEMBER 2019 CVW 17

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?

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SPECIAL REPORT

Return to Phoenix

O

n arrival, the scale of the refurbishment was immediately apparent. Forecourt space that hadn’t existed in the original shop had appeared as if out of nowhere, the floor both inside and out had been immaculately resurfaced, whilst the open doors allowed us to see into a pristine workshop interior consisting of four bays – one with a brand new Everquip pit and Continental BM14200 Roller Brake Tester.

In terms of equipment management, Phoenix had everything in hand. However, there is of course the question of manning the workshop. Heading up this operation is Austin Tilley, an experienced CV technician and long-term employee of Phoenix.

Austin explained, “Before the new workshop and calibration centre was refurbished, we did more or less all our work here or on the road. Now, however, the workshop we’re standing in only looks after the business’ trailer division, with the

We last visited Phoenix Truck & Trailer Maintenance earlier on this year, after the company had just put the finishing touches to its new workshop and tachograph calibration centre. Since then, Phoenix has pushed on with its renovation and converted the original workshop into a trailer-specific servicing facility. tractor units being relocated to the new development you saw on your last visit.

“We have a team of five technicians working on the trailers on site. We carry out routine trailer service checks, both on and off site, and attend emergency call-outs; which can include rectifying a jammed second deck on a double-deck trailer, or an EBS system reporting a brake fault.

Whatever the nature of the breakdown, we can handle it. In fact, we’re now so busy that we are currently recruiting for two more site-based technicians!”

As Austin alluded to, part of Phoenix’s

appeal is that it has a fleet of mobile servicing vans that can be sent out whenever needed. Each van is fully equipped to carry out service and repair without the need to have access to a customer’s power supply or tractor unit.

“When you deal with customers like Royal Mail and DHL, you need to be able to offer a professional service,” continued Austin. “It makes all the difference having mobile servicing units that don’t need external power to operate. They have everything we could possibly need: brake diagnostic equipment, air compressor, onboard power supply, Susie cables, welding tools, etc. We’re pretty spoilt really!”

Throughout the visit, trailers were constantly coming and going; a clear indication that customers are pleased to see the developments that are taking place.

With a new training centre built and ready to roll out courses, there is more to come from Phoenix Truck & Trailer Maintenance.

For more information,

Before

After

GO TO www.rdr.link/VH006

SEPTEMBER 2019 CVW 19

SPECIAL REPORT

Centre for

EMISSION CONTROL Emissions reduction specialist, Eminox, recently opened a new Retrofit Service and Support Centre, with a dedicated Aftermarket Distribution Hub, in Stoke-onTrent. To find out how this came about and what it means for the industry, we spoke to the company’s Retrofit Sales Director, Carlos Vicente.

Q

What does the new Service and Support Centre offer?

Carlos Vicente (CV): The Service and Support Centre provides both Eminox Retrofit and Aftermarket customers with more product choice and service availability.

We hold a range of aftermarket products we can supply directly to customers, as well as through our network of over 160 distributors.

For our retrofit customers, the centre includes three fitting bays and three weld bays. The site has seen a complete upgrade to improve accessibility, vehicle security and personnel comfort. We have raised door access so coaches and buses can easily enter the fitting bays; additional security features that provide reassurance to operators who leave their vehicles on site; and a reception area so that the operators who choose to wait with their vehicles during the installation of their new exhaust aftertreatment systems can wait in comfort.

Q

Who will have access to the centre? Who will benefit?

CV: The Service and Support Centre will benefit bus and coach operators responding to and preparing for the introduction of clean air zones and low emission areas, as well as the expansion of the London ULEZ. We can upgrade heavy-duty vehicles to Euro VI equivalent emissions standards at a convenient location in the Midlands. Our 20 CVW SEPTEMBER 2019

retrofit customers can upgrade their vehicles at their own facilities or our HQ in Gainsborough, and they now have a third choice of location to suit their vehicles’ availability.

Q

Is the new centre part of a larger growth plan?

CV: Eminox has invested over £4m across the business, in equipment, product development and employee training in the last year. One major investment has been in the design, development and certification of OE-quality type approved Euro VI DPFs. Over two-thirds of Euro VI heavy-duty vehicles can now be fitted with one of our independently certified replacement Euro VI DPFs. From our support centre we can provide a next-day service on our DPFs, which are BER compliant, include all required fittings, and help to keep vehicles on the road.

We continue to grow and increase our retrofit product development programme to provide key applications with exhaust aftertreatment systems for heavy-duty vehicles operating in London’s expanding Ultra Low Emissions Zone ULEZ and the other clean air zones (CAZs) across our cities.

Q

Could you go into more detail on the support that the centre will offer technicians and fleets looking for a retrofit solution?

CV: More fleet operators and managers are placing orders to upgrade their older vehicles because this is a very cost-effective solution to meeting stringent emissions regulations. With London’s ULEZ expanding to include much of Greater London in October 2020 and many other UK cities planning to introduce CAZs, heavy-duty vehicles that do not meet Euro VI emissions standards could be charged up to £100 per day to enter. Eminox provides cost-effective Euro VI retrofit technology for older heavy-duty vehicles, which reduces harmful diesel emissions by up to 99%. You could upgrade up to 15 vehicles for the cost of a new one.

Q

now?

What are the reasons behind the opening of the centre? Why

CV: Many of our customers are planning to opt for cost-effective SCRT solutions to upgrade to Euro VI to comply with the demands of a new wave of emission-control zones, rather than buying new vehicles. As

well as working to expand our core range of solutions for buses, coaches and specialist HGVs, we have identified a need for more speciality fitting capacity due to our complex SCRT systems, which fully integrate with vehicles. This dedicated support centre is focused on providing the best-possible service as we work in partnership with our customers to keep vehicles reducing emissions long into the future.

Q

Where has this demand for Eminox’s services come from?

CV: We have now fitted more than 5,000 SCRT systems to upgrade older vehicles, and prevent harmful PM and NOx diesel emissions from polluting our cities. We have seen an increase in demand for Eminox retrofit systems, which is why our development programme and fitments are growing.

There has also been more demand for our replacement Euro VI DPFs. Our customers benefit from high-quality, replacement products that are guaranteed to fit and function the same as their OEMs’ DPFs, and at a lower price. As DPFs are serviceable filters, they should be checked, regenerated manually or cleaned off-vehicle at every service to ensure they operate correctly. Given the focus on compliance, operators of Euro VI-standard vehicles need to ensure that they look after their DPFs. Our new service and support centre allows us to provide rapid responses to our customers and distributors.

To find out more,

GO TO www.rdr.link/VH007

CLUTCH, TRANSMISSION & STEERING

Clutch replacement: 2011 Ford Transit 2.2 TDCI After the customer reported clutch slip, Schaeffler REPXPERT Alistair Mason replaced the clutch on a 2011 Ford Transit 2.2 TDCI frontwheel drive, which had covered more than 130,000 miles.

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ord released its first generation Transit to the UK market in 1965, and the model has received many facelifts along the way to today’s fourth generation. More than eight million Transits have been sold worldwide, making it the third bestselling van of all time, and it has also been the bestselling light commercial vehicle in Europe for the last 40 years.

With this in mind, with a repair time of just over three hours and 45 minutes and only basic workshop equipment – wheelfree vehicle lift, engine support, transmission jack, clutch alignment tool and torque wrench – required, this is a good repair for any independent workshop.

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Step-by-step procedure With the vehicle placed on the ramp, disconnect the negative battery terminal located under the driver’s seat, slacken the front wheels and hub nuts, open the bonnet and remove the interior air duct (Fig 1) for better access to the top of the gearbox.

Next, remove the upper section of the top gearbox mount and detach the hydraulic clutch pipe at the connection close to the support bracket (Fig 2).

Disconnect the gear change cables from the selector mechanism, remove the cables from the support bracket and stow them away from the gearbox, before finally undoing the upper bell-housing bolts.

Raise the ramp to gain access to the underside of the vehicle and drain the gearbox oil. Whilst draining, lower the ramp to waist height, remove the front wheels and hub nuts, then raise the ramp and refit the drain plug.

Remove the lower gearbox pendulum mounting, unscrew the bottom ball joint nuts (Fig 3) and separate the bottom arms from the hub assemblies.

The N/S driveshaft can then be removed from the hub assembly and levered out of the gearbox. Disconnect the centre bearing mounting for the O/S driveshaft. Once

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removed, release the driveshaft from the hub assembly and then remove the O/S driveshaft from the gearbox. It is worth noting that a punch or lever may be required to release the driveshafts from the gearbox.

Next, remove the engine speed sensor assembly – as the sensor could get damaged – and the reverse light switch multiplug, whilst being aware of the multiplug positions, as these can easily get swapped around. Following this, remove the front wiring loom bracket and lower the bell housing bolts, leaving two accessible bolts to hold the gearbox, and then support the engine using a transmission jack or an engine brace.

Afterwards, remove the gearbox mounting in the engine bay, and lower the engine and gearbox assembly.

Once the gearbox mounting is accessible, remove the bolts and mounting (Fig 4).

Support the gearbox using a second transmission jack, undo the final two bell housing bolts, ease the gearbox away from the engine, and, once free, lower the gearbox and remove it from the vehicle.

With the clutch now fully accessible (Fig 5), undo the six clutch retaining bolts, remove the cover and clutch plate assembly; in this instance, the dual mass flywheel (DMF) was replaced. Flywheel bolt torque values and test data are easily available on the new REPXPERT app (Fig 6).

With the new DMF mounted, degrease the clutch surface on the DMF and clean the back of the engine to remove the old clutch dust, as this can contaminate the new clutch and the DMF. Clean the bell housing of the gearbox, remove the old concentric slave cylinder (CSC) and mount the new one, ensuring the

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bolts torque correctly. Lightly smear some high-melting point grease on the gearbox input shaft splines and mount the new clutch plate, as this will confirm it is the correct fitment. Also, evenly distribute the grease on the input shaft, remove the clutch plate and wipe off any excess.

Now, mount the new clutch onto the flywheel.

Ensure the clutch plate is the correct way around, which can be indicated by ‘Gearbox side’ or ‘Getriebe Seite’.

Always use a clutch alignment tool. Being a selfadjusting clutch (SAC), identified by the three yellow springs, it is highly advised to use a SAC mounting tool (Fig 7), in order to remove any risk of deadjustment or twisting during the mounting process.

Always ensure that the clutch bolts are the correct length, tighten the bolts evenly and sequentially, and always torque to the manufacturer’s specification. Before refitting the gearbox, it is always best practice to

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flush the old clutch fluid out of the system and replace it, so as to not contaminate the new CSC and possibly deform the seal.

Ensure that the two gearbox alignment dowels are located correctly, and that the pipes and cables are clear of the bell housing area, then mount the gearbox onto the transmission jack, align it with the engine and ease it into position. Once located onto the alignment dowels, insert two bell housing bolts and tighten, and rebuild in reverse order of removal, remembering to replenish the gearbox oil.

In this instance, the clutch was gravity bled; by opening the bleed nipple, the fluid ran through until clear of air before the nipple was retightened. If you’re using some assistance from the clutch pedal to bleed the clutch, always allow the system to stabilise before re-pressing the pedal, as there is a risk of ‘over-stroking’ the system.

After the battery lead has been reconnected, remember to restore all electrical settings. Finally, carry out a full road test to ensure a quality repair.

To find out more, GO TO www.rdr.link/VH008

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SEPTEMBER 2019 CVW 23

CLUTCH, TRANSMISSION & STEERING

T

he notion that ‘oil is oil’ is wrong on all counts. Transmission oils, also known as gear oils, help to keep all the moving parts lubricated and are therefore a vital part of any gearbox.

It’s tempting to think that manufacturers are being overly fussy when specifying particular oil grades, or that they have a vested interest in choosing one product over another. However, they do it for a very important reason. Engines and components have specific requirements for lubricants, and ignoring the recommended products can often have dire consequences. So, as a technician, what do you need to know?

OEM specification In short, it’s crucial to know the OEM specification and viscosity details to determine which product to use on each vehicle model.

Where to find the spec There are various places where you may find which gear oil to use. Look in the manufacturer’s handbook, a workshop manual, or sometimes the basic information is on the gearbox unit itself. Otherwise, look online – including Total UK Lubricant’s Lub Advisor: www.total.co.uk/lub-advisor.

Geoff Briggs, Field Engineer from Total UK Lubricants, commented, “Whilst I come across plenty of workshops that are vigilant about using exactly the correct lubricant products, there are also plenty that don’t think it matters.

All oils are not made equal A technician’s day is never a straightforward one.

There are always a huge number of decisions to make; all based on the individual requirements of whichever model is being worked on. Manufacturers specify a full range of recommendations for replacement parts and consumables, and this also comes down to transmission oils. But oil is oil, right? Total Lubricants tells all.

manufacturer warranty if problems occur.

Using the right oil products can also increase a business’ bottom line by decreasing fuel consumption, too. In fact, it can bring a whole host of benefits, including: ■ Extended drain periods – directly

translating to lower maintenance costs ■ Extreme pressure resistance – protecting

■

■

■

■

■

“For example, whilst Scania recommends the same specification oil for transmission and axles, most other manufacturers do not, so using the same to save time or money can be a costly mistake.”

For commercial fleets and vehicles, it’s crucial to get it right. We all know the true cost of a vehicle being off the road due to repair or for maintenance. There’s also the very real danger of invalidating the

■ ■ ■ ■ ■

gears and synchromeshes against metal wear and corrosion High viscosity index – provides excellent stability and coverage, as well as improving fluidity at low temperatures, assisting cold starts Low temperature fluidity – enabling fleets to enjoy better fuel consumption and less drag, even during cold starts Anti-foam properties – ensures good air release in operation and provides good lubrication at high temperatures Improves engine function – improves engine performance, reduces fuel costs and lowers emissions Anti-corrosion properties – guards against component degradation and reduces maintenance costs Low loss of viscosity through shear – protects components from excessive wear Compatible with most types of synchronisers Conditions gaskets Enhances cooling function and reduces high operating temperatures Increases the lifespan of components

To find out more, GO TO www.rdr.link/VH009

SEPTEMBER 2019 CVW 25

CLUTCH, TRANSMISSION & STEERING

What not to WEAR CVW hears from Volker Brinkmann, Head of Communications at the Diesel Technic Group, on how imprecise clutch fitment can lead to the accelerated wear of this crucial component.

T

he dreaded rise of revs and lack of acceleration signals the fateful onset of a slipping clutch. These symptoms are often accompanied by difficulty when selecting gears or complete failure. A clutch is just like any other wear item; one day it will need replacing. The difference is that it can be tricky to predict failure. Some clutches can last tens of thousands of miles more than others, but why?

“A clutch’s service life is dependent on a number of factors, from fitment and component quality, to a vehicle’s overall condition, the way the vehicle has been used and even the way it’s been driven,” explained Volker Brinkmann, Head of Communications at the Diesel Technic Group. “Intense heat is generated during clutch operation, exacerbated by factors such as excess pressure, centrifugal forces and friction. This heat can accelerate clutch wear and reduce its ability to operate efficiently.

A vehicle’s exposure to excess heat will have a direct impact on how long we can expect it to survive while still enabling the changing of gears, transferring of torque, absorption of vibration and protecting the drive assembly. Of course, no two vehicles are the same. They’re subjected to different conditions, payloads and drivers.”

Volker explained that while component quality plays a huge part in determining clutch life, especially for replacement items, it is only one aspect. Correct and precise fitment is just as important. For example, optimal alignment of clutch, flywheel and engine crankshaft through use of a mounting mandrel is absolutely crucial.

Volker continued, “Hub profiles should always be lubricated to prevent the clutch from slipping. Of course, service teams should ensure that component replacement meets vehicle manufacturer standards and that wear values are reset in order to fully understand the extent of future clutch wear.” In terms of component quality, DT Spare Parts, the aftermarket arm of OE supplier Diesel Technic, manufactures its clutch plates with friction lining, which ensures a balance of performance and service life. Torsion springs are fitted within

1. Piston rod 2. Piston bearing surface 3. Sealing rings 4. Position sensor

26 CVW SEPTEMBER 2019

the company’s plates to reduce the speed and torque fluctuations of the engine, helping to reduce transmission noise and wear.

Correct fitment not only ensures reliable operation, but minimises vehicle downtime, and reduces the risk of premature wear and further unscheduled maintenance; a broken vehicle is costing, not earning, money.

1. Clutch cover 2. Release bearing 3. Plate spring 4. Housing

You’re only as strong as your weakest link There’s more to a clutch than the physical assembly linking gearbox and engine, and, according to Volker, the clutch servo is an often-overlooked component. The servo is made up of almost 80 intricate parts and enables a driver to operate the clutch with reduced effort. It enables a delicate, accurate use of the pedal through pneumaticallyassisted hydraulic actuation, instead of relying on the driver having a bodybuilder’s left leg.

“Component quality and fit is just as important when considering servo replacement,” he explained. “Taking DT Spare Parts’ range as an example, we ensure that every clutch servo has an aluminium housing and is tested for density and porosity, ensuring maximum durability, increased service life and avoiding traditional

servo weak points. Our components are manufactured using finely ground hardcore chrome-plated piston rods, and are put through a rigorous testing programme to ensure consistency of operation and part quality. This is complemented by the fitment of mounting holes with precision fit bushings, which ensure optimised alignment during assembly.”

Modern clutch servos don’t just make using the clutch easier, they can also help prolong the assembly’s life expectancy.

“Traditionally, servos are hydraulic slave

1. Pneumatic cylinder 2. Hydraulic cylinder 3. Cover 4. Boot 5. Piston rod 6. Servo piston 7. Compressed air connection 8. Hydraulic connection 9. Control valve 10. Wear indicator

cylinders, and a pneumatic cylinder reduces the actuating force on a clutch pedal, but modern systems can incorporate a travel sensor, too,” continued Volker. “This sensor relays the positioning control values connected at the pushrod to the control unit, preventing excessive clutch wear caused by riding the pedal and ensuring a prolonged component life.”

For more information online, GO TO www.rdr.link/VH010

On-screen direction As part of its support network, Diesel Technic offers how-to installation videos using its mechanics to guide users through fault-finding and component fitment. The videos are applicable to the complete range of 140 clutch kits – all with a 24-month guarantee – available to the commercial vehicle aftermarket and can be viewed at the DT Spare Parts website.

CLUTCH, TRANSMISSION & STEERING

Better

SAFE

than sorry Wayne McCluskey is the Technical Training Manager at ZF Aftermarket, which supplies the automotive aftermarket with Lemförder and TRW steering components. Here, he reviews some indications that attention to the steering system is needed and provides a checklist of items that deserve close examination.

F

or technicians servicing commercial vehicles on a daily basis, identifying and rectifying potential safety defects is a routine but vital part of the job to ensure that a vehicle will pass a DVSA annual inspection or fleet compliance check.

Exposed to the elements, the joints and linkages within the safety-critical steering assembly are prime candidates for wear and damage in service. Here is how technicians should approach steering system examination.

Vehicle behaviour suggesting remedial action is required Road wander requires the driver to continually compensate for changes in vehicle direction that occur independently of driver input. This can be caused by worn or loose components in the steering linkage, where track rods, drag links, pitman arms and steering gears move randomly within any clearance that has developed.

Wheel shimmy can also be caused by worn linkages. Ongoing oscillations in the steer axle can cause vibrations in the

steering wheel, and the steering may also take longer to return to centre.

Oversteering – or ‘darting’ – manifests itself as a delayed reaction to the steering wheel being turned. Even carrying out a simple manoeuvre like changing lanes can become a challenge for the driver, who turns the steering wheel to little or no response from the vehicle, so applies additional lock. The vehicle suddenly responds to this exaggerated movement by darting across the road. Darting is typically due to a partial seizure somewhere in the steering system.

Preparation and precautions Prior to inspection, clean all joints and mating parts of the steering linkage with dry rags (no solvents), being careful not to damage sealing boots. Any components found to be in unsatisfactory condition during the following procedures should be considered for replacement. After dismantling, always replace mounting hardware such as bolts, nuts, and cotter pins, etc. Do not weld, heat or forcibly align

components. Observe the vehicle manufacturer’s tightening torques for fastenings. Unless otherwise stated, carry out the following operations with the weight of the vehicle on the wheels.

Drag link and tie rod ■ Inspect the hollow tube of the tie rod or the drag link adjuster for deformation – for example, crushing by vice grips.

■ While an assistant turns the steering wheel from lock to lock, feel for movement between the threaded part of the tie rod and its tube or adjustment sleeve. Any play here suggests the thread is damaged, so replace one or both of the components.

■ Check the condition of the clamp and pinch bolt – the bolt must be straight, and both bolt head and nut must bear tightly on the clamp. Pitting due to corrosion on the bolt, nut or clamp should be no deeper than 0.5mm. If any SEPTEMBER 2019 CVW 29

CLUTCH, TRANSMISSION & STEERING

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of these criteria are not met, replace the affected component. â– When reassembling, adjust the tie rod length either by turning the connecting rod or the adjusting sleeve. Adjust the length of the drag link such that it can be inserted in the steering lever or steering column without tension.

Ball joint ■Inspect the housing, shaft and end cap of the ball point, paying special attention to crimped edges and end cap walls. Pitting or corrosion should be no deeper than 1.0mm. ■Inspect the sealing boot surface for holes or cracks. Apply sufficient hand pressure to distort the boot – a negligible seepage of grease at its opening is permissible but there should be none elsewhere. Any damage to the sealing boot indicates that replacement of the joint is required, as water entering the joint can lead to imminent failure. ■Check that clamping and retaining rings are present, undamaged, and correctly pressing the sealing boot against the housing and/or stud. ■Measure the axial play of the ball joint.

Two types of LemfĂśrder ball joint are typically found in the vehicle parc; an older version with a flat sealing cap and the current version with a domed sealing cap (Fig 1). A spring provides preload in the old type, whereas the latter type is

LemfĂśrder testing tool LMI 27351.01 is used to assess wear on the older style ball joint

preloaded by a profiled rubber O-ring.

To measure wear in the earlier design of ball joint, use LemfĂśrder testing tool LMI 27351.01, following the directions supplied with it (Fig 2). The current design of LemfĂśrder ball joints cannot be accurately tested with this tool; instead, use a dial gauge mounted on a stand with a magnetic base to measure the axial clearance of the ball joint (Fig 3).

Torque rod and triangular torque rod

30 CVW SEPTEMBER 2019

King pin axial play is checked between the steering knuckle and the front axle

King pin â– Check for play between the torque rod bracket or bush and mounting points. â– Inspect the metal parts of the bush for cracks or other damage/deformation. â– Check that the fixing bolts are not loose, broken or missing.

â– Inspect the torque rod bracket for fractures, or cracks that could develop into a fracture.

Early and current LemfĂśrder ball joint design

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â– If a defect is identified in any component of a ball joint (e.g. the cup seal or ball pin), replace the entire joint.

â– Check for missing, broken or incorrectly seated circlips.

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A dial gauge is used to assess wear on the current ball joint design

â– Note the number of compensating discs when removing a torque rod, and relocate them in the same position during reassembly. Replace any damaged compensating discs. Torque rods must be replaced in pairs.

â– Raise the front of the vehicle to unload the steering axle, and then check for excessive axial play between the steering knuckle and the body of the front axle (Fig 4). â– Check for stiffness in the steering return or failure to return perfectly to the straight-ahead position. â– If either condition is evident, replace the king pin and its bearing components.

Incorporating these inspection elements into the routine maintenance schedule not only provides reassurance for the vehicle operator, but is also a useful additional income stream for the workshop.

For more information online, GO TO www.rdr.link/VH011

WORKSHOP MANAGEMENT SYSTEMS

Is it time to go MOBILE? There is growing demand from fleets for on-site inspection services. Sharon Clancy, CVW ’s Consulting Editor, takes a look at what’s involved.

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leets that have outsourced fleet maintenance to third-party contractors often demand on-site routine inspections where possible. This reduces both downtime and the cost of taking vehicles to an independent workshop, hence the growth of mobile inspection services – from tail-lifts to tyres.

Some service companies specialise in offering nationwide mobile servicing, while full-service workshops may have a single or several technicians working primarily at customer sites.

Fleets may welcome the benefits of mobile servicing, but they also want those mobile technicians to be able to provide the same level of real-time compliance offered by a bricks-and-mortar workshop.

Electronic record-keeping as proof of compliance is really taking off, and workshops need to keep pace, which means keeping those mobile technicians in the digital loop. This can be done by using smartphones and tablets that are connected to workshop management systems to record work done and update vehicle history files.

The days of technicians recording work on paper sheets and updating records when 32 CVW SEPTEMBER 2019

back at base are increasingly seen as old-hat; a sign of an outdated workshop offering less-than-great customer service. Mobile technicians are the face of the company – equipping them with tablets or smartphones to conduct inspections creates a better, more professional impression than a pen and paper.

Up-to-date fleet customers have invested in technology that allows them to schedule deliveries efficiently and track vehicle location throughout the day to monitor whether promised delivery times are being adhered to. They expect the same efficiency from their service providers. If a

Truckfile’s technician app replaces paper with electronic worksheets, allowing for real-time compliance updates.

technician is due at 4pm but has been delayed, they want to be kept informed; real-time communication and electronic records are key.

Vehicle tracking and telematics Sending out your mobile technicians for the day without any feedback means you are in the dark if the technician is late for a planned visit. Knowing what is happening allows you to be proactive and inform the next customer of the delay – not leaving it to the technician to apologise when they do eventually arrive.

Tracking the location of your mobile service vans can deliver benefits and is easy to implement. Internet-based platforms keep upfront costs down, and the tracking device itself simply plugs into the OBD connector on the van.

Tracking system software displays vehicle locations on a digital map, so you know at a glance exactly where your technicians are. For example, you can set up automatic alerts with geo-fences – electronic perimeter alerts that flag up when a vehicle enters and leaves an area. Managers don’t have to interrupt technicians to ask where

Paul Clark Services is deploying Big Change’s JobWatch to manage its team of 120 engineers, providing diagnostics, servicing and repairs to its bus and coach fleets nationwide.

Job scheduling

First-time fix

The more mobile technicians a workshop or mobile service specialist company employs, the greater the complexity workload planning becomes. “It’s difficult for mobile maintenance providers to forecast jobs in advance, as many vehicle maintenance jobs arise from traffic incidents or unforeseen issues,” pointed out Derek Bryan of mobile workforce management specialist, Verizon Connect.

Derek continued, “As a result, workshops often battle to ensure hours are allocated effectively and efficiently – if jobs aren’t completed properly, some technicians can become over-burdened and clock up overtime, while others may remain underutilised. A mobile workforce management platform can highlight which technicians are available and represent the most efficient option for customers with vehicles needing assistance or inspections.”

Integrating parts inventories with vehicle maintenance schedules help ensure technicians have the right parts on board to complete the job first-time, which is so important for mobile servicing efficiency.

Routing and planning they are. In the event of a customer emergency, you’ll know exactly where the nearest technician is. Some systems allow drivers to log on and off, so private and business mileage is separated automatically, as is driving time. This makes compliance with HMRC rules on private and work mileage much easier to manage.

While 12-month contracts are typical, Trakm8 Prime has introduced a 30-day rolling subscription for £7.99 per month. “Our new pricing structure and rolling contract ensures that customers are not tied into long-term, restrictive deals, but retain their freedom and flexibility,” said Nickie HuntMason, Director of Direct Sales at Trakm8.

Congestion cost the UK economy £8bn last year, and it’s an increasing problem for businesses that need to be out on the road, including mobile vehicle technicians. Bryan concluded, “Telematics platforms can provide mobile maintenance providers with near realtime analytics that allow them to plan the best routes beforehand and establish which technicians out in the field are best placed to take a job. The technology then tracks the location of the technician’s vehicle once it’s on the road and can re-route automatically if road conditions change. With near real-time visibility over service vehicles, maintenance providers can quickly respond to customer queries if unexpected eventualities do arise, helping to keep customers satisfied.

Mobile workforce management Mobile workforce management is the next step up from simply tracking your technicians. Workforce management specialist Big Change elaborated, “Mobile workforce management is the automation of the end-to-end workflow and operations, replacing manual planning and paper job forms with dynamic electronic scheduling.

“By integrating with existing office systems such as workshop management, vehicle history files and accounting, it’s possible to create a 360⁰ picture.

“Once you have the data about how mobile service is performing, it’s possible to analyse what changes can be made to improve efficiency and customer service, whether that’s one technician taking longer than another to do the same task – perhaps indicating a skills gap – or if the time allowed at a site is enough to complete the work.”

Big Change calculates that companies can potentially save up to eight hours of admin time per worker, per month, save 10 hours in travel time, and an extra four service jobs per technician.

So, investment in some mobile technology can lead to increases in efficiency, improved customer service and cost-savings. Isn’t that worth considering?

To find out more,

GO TO www.rdr.link/VH012

SEPTEMBER 2019 CVW 33

WORKSHOP MANAGEMENT SYSTEMS

All under one roof I

South Wales fleet operator Owens Group has reorganised its workshop operations to bring ATF and tachograph calibration services onto a single site, making job flow management considerably easier. Here’s how the group went about it.

n 1972, Owens Group began operations in Llanelli, South Wales. The fleet consisted of two small trucks used to carry furniture, kitchens and piano parts.

Warehousing facilities were added in 1995, as the company sought to diversify its operations. By 2002, it was working as a distributor for a leading UK supermarket and it also became a member of the Pallet Force network. The group now operates a fleet of 780 vehicles from 10 strategic locations across the UK.

The business issue Not only has the fleet grown to meet the needs of the business, but so have the workshop facilities. In 2006, Owens opened an on-site tachograph centre at its Lllanell headquarters, and in 2013, the company invested in its own Authorised Test Facility, at Llangennech, just off Junction 48 on the M4.

The introduction of new generation tachographs last year meant investment would be needed to upgrade calibration capabilities, and Owens took the decision to move the tachograph centre to the same site as the ATF centre, consolidating testing services at one location.

Digital solution A Continental BM14200 brake tester was installed as part of a 10m pit. The RBT can also be adapted for tachograph calibration.

To do this, all that is needed is a new sensor and a new middle roller on the brake tester to accommodate the tachograph option.

The tachograph calibration itself is carried out with a dedicated tablet that is easy to use and guides the technician seamlessly through the calibration process.

The tablet is paired wirelessly via a Bluetooth connection with the tachograph roller on the brake tester unit. Calibration times are reduced – the technician can check the crucial ‘W’ and ‘L’ factors on the vehicle in less than two minutes.

This approach has created a safe work space with no trailing cables across the

“The move has enabled Owens to offer a one-stop service.

Vehicles are off the road for a shorter time because all the work required can be done in a single workshop visit.”

workshop floor. It’s now a healthier working environment for technicians, too, with reduced emissions and noise – calibration can be done with the wheel speed at 3kph, so there is no need to run the vehicle engine.

Once the calibration of the tachograph has taken place, the information/results are then written on the workshop card, and the technician can create a calibration record sheet and plaque direct from the tablet.

The move has enabled Owens to offer a one-stop service. Vehicles are off the road for a shorter time because all the work required can be done in a single workshop visit – there is no need to pay a separate visit to a designated tachograph service centre for calibration, thereby avoiding additional downtime.

For more information,

GO TO www.rdr.link/VH013

SEPTEMBER 2019 CVW 35

WORKSHOP MANAGEMENT SYSTEMS

How to avoid admin Since joining r2c Online’s connected compliance and maintenance software platform, Middleton Car & Commercial claims to have increased technician productivity by over 15 hours a week, amongst other profitable benefits. CVW investigates.

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he Manchester-based independent repairer adopted the r2c software back in 2018 and has since reaped the rewards, including improved customer service levels and administration efficiency, which has released valuable technician resources and increased business profitability.

Ben Goodchild, Middleton’s Director, explained what led the business to join r2c Online: “We needed better transparency of the work that was passing through the workshop. I wanted to keep track of what inspections we had done, and we wanted to provide better compliance management for our customers. Our old system left far too much room for human error and we felt that too much of the technicians’ time was spent on administrative tasks.”

Since deploying the online platform, the workshop has accelerated productivity. Ben continued, “With r2c, everyone can see not only this week’s workload, but months and years in advance. The system is also much smarter, with quality checks throughout, so human error is massively reduced. This means we can plan work better and prepare parts in advance for a more productive workshop, and, internally, everyone is on the same page at all times.”

Middleton Car & Commercial specialises in work for a range of asset types including car, van, HGV, PSV plus trailers and

specialist waste vehicles. Ben explained how the r2c system helps cater for all of the company’s work: “Our most-loved feature on the platform is the asset file; it provides one, easy to locate place for all of our vehicle and customer details.

“We can search by registration plate, customer name or vehicle type, and can see its VOR status and maintenance history.

This speeds up work for technicians as they can instantly see any outstanding defects or additional information from previous

inspections. As the data is now inputted directly onto the platform, with a digital sheet to suit each vehicle and work type, our paperwork and admin time is reduced and our technicians are saving at least 15 hours a week. This provides a very healthy addition to our bottom line.”

The benefits are shared between the shop floor and in the office too, as Ben continued, “It’s also great for us, as we can check details from the online asset file instead of having to check through filing cabinets. If we need to check for an old inspection sheet, this is done in less than a minute now, whereas it would have previously taken much longer to manually sift through all of our old records.”

As well as creating business efficiencies through r2c, Middleton Car & Commercial has also improved customer service levels, with all of its customers receiving platform access for digital service sheet retrieval at any time. Ben concluded, “Customers instantly receive their documents when the job is complete and signed off, and communication is now so much easier.”

For more information online, GO TO www.rdr.link/VH014

36 CVW SEPTEMBER 2019

BATTERIES

Stick with the programme Rotronics has been working in partnership with the Norfolk County Council workshop management team since October 2018. CVW takes a look into how this relationship has benefitted the council.

The issue Norfolk County Council asked Rotronics to introduce a battery management process into its workshop in order to improve vehicle reliability and, specifically, the testing and charging practices.

In the council’s yellow fleet, the 54 gritters were being brought out of hibernation and the workshop team wanted to ensure that they would start first time, every time, throughout the winter months.

If a vehicle was out on the road and experienced a failure, a technician would be despatched, and they could be tied up for at least two hours trying to restart or recover the vehicle in potentially hazardous conditions through the winter months. This is a situation that the council was desperate to avoid.

Norfolk County Council asked Rotronics to introduce a battery management programme to the yellow fleet as an immediate priority, before focussing on the red fleet. The red fleet is the fire engine fleet, with over 80 vehicles attending fires and many other emergency situations across Norfolk. The workshop is responsible for maintaining over 200 vehicles in its yellow, red and white fleets, with the white fleet made up of general council vans and company cars.

Norfolk Council recorded 40 non-starts in its entire fleet over a five-month period.

The average non-start recovery cost is around £200, equating to a non-start cost of £8,000, and a total cost of around £14,000 for battery-related non-start issues.

The Rotronics solution With the Rotronics Battery Management Programme, the team aimed to considerably reduce those costs by increasing the serviceable life of the fleet batteries, identifying defects before they happened, and implementing proactive testing and charging practices within everyday workshop maintenance.

Rotronics introduced the Midtronics EXP1000FHD and ROBIS into the workshop environment to aid proactive testing and charging practices. Following this, the ROBIS upload of test results, carried out by the workshop team, showed the trends and improvements in battery performance and highlighted any batteries that needed to be replaced or charged. This significantly increased the reliability of the fleet maintenance programme, with all vehicles now being tested and charged as part of regular maintenance, and poor batteries removed from service.

The benefit to Norfolk County Council The impact of the implementation of this programme is that, between October 2018 and March 2019, there were only two further vehicle non-starts, which is a 95% reduction in non-starts and an 80% reduction in battery replacements. This equates to a saving of £4,800 in replacement batteries and a £7,600 saving in non-starts.

The Rotronics Battery Management Programme cost Norfolk County £2,500 in equipment alongside a monthly subscription to ROBIS of £20 per workshop, per month.

Most importantly, this programme has made the entire fleet more reliable and ensures that all vehicles get to where they need to be on time, which enables gritters in the winter and fire engines throughout the year to be able to serve their community in the way they should.

To find out more, GO TO www.rdr.link/VH015

SEPTEMBER 2019 CVW 39

BATTERIES

Quick-fire solution Emergency service vehicles make heavy demands on their batteries. CVW finds out how upgrading to Odyssey batteries with Thin Plate Pure Lead (TPPL) technology from EnerSys benefitted the fire engines operating out of a North West England Fire Service workshop.

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he fire service investigated whether EnerSys could provide a better solution with TPPL battery technology when existing batteries began to fail regularly.

Each fire engine used four 850 Cold Cranking Amps (CCA), 142 ampere hour (Ah) capacity batteries, wired in series-parallel, with two for starting, and two to power the auxiliary load.

However, problems arose because all four batteries – which had to be of the same type, as they shared a single charging circuit – were starter rather than cyclic products.

Yet, auxiliary batteries often became deeply discharged, and, in extreme cases, entirely drained of energy, during callouts. The starter batteries then had to take over the auxiliary load, so they needed recharging from the vehicle’s engine to ensure a reliable restart.

40 CVW SEPTEMBER 2019

The automatic deep-discharge prevention cut-off was often overridden by the callout’s senior officer. The problem was exacerbated when the batteries were not recharged by a shoreline charger back at the depot.

Premature failures Accordingly, many conventional automotive batteries were failing after just three months, often with a voltage of 8V, well below 100% discharged. All four batteries were always exchanged simultaneously.

EnerSys TPPL solution The solution delivered by EnerSys comprised four dual-purpose deep-cycle Odyssey 31-PC2150S TPPL batteries, wired in series-parallel like their predecessors.

These were installed into a technical rescue unit (TRU), which experienced the most arduous operating conditions and, accordingly, suffered regular battery failures.

The batteries were rated at 1,150CCA, 100Ah capacity. Although considerably lower than the 142Ah of the original units, the new batteries’ deep-discharge capabilities provided more than enough capacity.

A new level of reliability Following installation, the batteries ran for three years without a problem, though sometimes subjected to a 50% or 75%, or occasionally even over 100%, depth of discharge. This high reliability was surprising considering the vehicle’s lengthy callouts. Such treatment can irreparably damage conventional batteries, but the Odyssey batteries recovered easily with their next charge.

Battery monitoring service While this clearly demonstrated the batteries’ benefits, the fire service wanted deeper insight into their behaviour and application. Accordingly, they used the battery monitoring service EnerSys offers its customers. This comprises a batterymounted data logger to record the discharge or recharge voltage, current and ambient temperature every two minutes.

Monthly feedback revealed no issues.

However, after six months, the depot charger profile was amended slightly. This accommodated the batteries’ higher charge acceptance, and improved performance further.

Batteries that can outlast an application The batteries were only removed from service because the TRU hosting them was retired. This means their full life potential is unknown. Although trouble-free operation for three years was the key benefit, the TPPL technology offered additional features such as fast charging. This meant that the batteries could often be recharged by the vehicle engine during transit.

Odyssey batteries’ concentrated energy storage and greater capacity not only provided longer lasting support for the crew’s auxiliary equipment; they also assured multiple engine starts under all conditions. Extra capacity is complemented by deepcycle technology, which allows over 30% greater depth of discharge than any other comparable battery, so recharging intervals are far longer. This significantly reduces the need for engine idling, saving fuel and reducing carbon emissions.

Further benefits The batteries can also be stored on open circuit without recharging for up to two years, compared with six months for an alternative. Their service life, which is claimed to far exceed any comparable battery, can extend to 400 charge-discharge cycles at up to 80% depth of discharge.

Vehicle and component life are also lengthened, with reduced maintenance requirements and mechanical stress. This is because the batteries supply optimum, stable voltages as required by modern electro-mechanical systems for far longer than any comparable types. The batteries are also resilient to environmental challenges.

Conclusion This case study has highlighted how Odyssey batteries, through their advanced TPPL technology, provide a depth of power and endurance not available from their conventional VRLA equivalents. The batteries will support multiple auxiliary devices throughout a callout, and still start the vehicle engine reliably.

Switching to this range appears to yield significant cost savings, as they are reported to endure for years before needing replacement; this eliminates the failures after as little as three months’ service, as experienced by the case study’s VRLA users.

For more information, GO TO www.rdr.link/VH016

BATTERIES

Grabbing the bull by the horns Banner Batteries claims that uptake of the new-to-range additions to its Buffalo Bull commercial vehicle and plant battery product portfolio has already ‘exceeded expectations’. Here’s why.

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esigned and developed to meet the demands CV and plant batteries have to contend with, Banner’s latest two products are the Buffalo Bull High-Current battery and the Buffalo Bull EFB (Enhanced Flooded Battery).

Available in two standard sizes (B and C boxes) with 190 and 240Ah respectively, the Buffalo Bull EFB is said to deliver a number of beneficial features, including enhanced cyclical resistance. This is derived from an active mass recipe and non-woven covers, as well as robust design and top vibration resistance delivered through special set bonding. In addition, calcium technology ensures minimal water consumption under normal operating conditions, thereby making the battery maintenance-free.

Commenting on the development of EFB technology within the CV and plant sector, Banner Batteries’ UK Country Manager, Lee Quinney, said, “Batteries used in long-distance trucks are subject to special requirements and frequently reach the limits of their design. Today, for example, an electrical system battery in the commercial vehicle sector must fulfil a whole range of requirements.

They are often the trucker’s mobile home for up to five days a week, which means batteries must provide the entire energy supply for anything from air conditioning, stationary heating, refrigerators and televisions. Not surprisingly, therefore, top quality batteries are essential for truck applications, and the products in the Buffalo Bull series represent the toughest starter and electrical system batteries around.”

Aware of the scourge of vehicle downtime, and whilst it’s always going to be impossible to protect fully from the

probability of mechanical failure in parts, particularly when on the road and moving, there should never be a problem when it comes to powering up a vehicle in the first place. With this in mind, Banner has specifically developed the Buffalo Bull High-Current battery. Available in two standard sizes (A and B boxes) with 1,150 and 1,400A respectively, the Buffalo Bull HighCurrent specifically targets those vehicles that require reliable increased cold start power currents. For example, municipal vehicles, such as RCVs, road sweepers, vacuum tankers, construction machinery and snow groomers. In almost all cases, vehicles such as these have onboard hydraulic units that create high lag loads that render the battery

“Top quality batteries are essential for truck applications, and the products in the Buffalo Bull series represent the toughest starter and electrical system batteries around.”

to deliver an improved starting capability.

Understandably a high-performance starter battery, key features of the Buffalo High-Current include high vibration resistance, and central degassing with integrated backfire protection. For heightened product safety, short circuit protection ESD (electrostatic discharge) plugs are incorporated in the overall design.

Electrostatic discharges can cause brief, high electrical currents that can lead to the ignition of flammable materials, however the existence of ESD plugs provides total safety protection.

Lee concluded, “Given that Banner’s Buffalo Bull batteries are the preferred choice of manufacturers such as BOMAG Compactors, Caterpillar, Kässbohrer, Kubota, Leibherr, Mercedes trucks and Rammax, it’s no surprise that the EFB and High-Current batteries are being widely received here in the UK.” For more information,

GO TO www.rdr.link/VH017

SEPTEMBER 2019 CVW 43

BATTERIES

Despite looking simple, batteries are complex and need care, which is why operators must be aware of the potential issues.

Hella explains how to reduce the risk of battery failure.

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ngoing statistics have identified battery-related issues as the most common cause of vehicle breakdown, suggesting that many of the country’s CV fleets are in far from good condition. These problems are due in no small part to the fact that they are almost completely ignored until they present the driver with a problem, or in the worst case, leave them stranded.

This is a cost and inconvenience that many operators simply cannot afford, and one that almost all could avoid if they understood the importance of maintaining their vehicle’s batteries and applied some basic ‘best practice’ principles.

Unfortunately, an all too common assumption is that once the vehicle has been started, its alternator will sufficiently charge the battery/batteries during the working day. However, this is completely dependent on the type of work the vehicle is doing, as well as the condition of the alternator. So, although a long distance vehicle may well

44 CVW SEPTEMBER 2019

cover enough free-flowing mileage between starts to allow the batteries to recover, vehicles undertaking short distance, multidrop work are an entirely different matter. In fact, a startling 80% of battery failures come as a result of poor charge maintenance, in stark contrast to batteries that undergo regular mains charging, which can increase their serviceable life by two years or more.

Furthermore, a 12V battery registering less than 12.5V will be working well below its optimum performance, and therefore, puts the vehicle at risk of electrical failure.

As simple as it sounds, regularly charging will minimise the risk of failure and, as previously stated, increase operating life in the process. However, taking the trouble to equalise the batteries on those vehicles fitted with more than one will improve the situation further.

The lifespan of the individual units in a multi-battery application will vary, so they will rarely be replaced at the same time.

Therefore, to avoid the remaining battery having a negative effect on the new one, operators must try to avoid simply fitting a

replacement without first fully charging both.

This is because although the most logical view is that the vehicle’s electrical system will charge the unchanged battery, most vehicle systems are not sophisticated enough to monitor the state of charge of the individual batteries, so will simply treat them as a single unit, which could prematurely bring down the performance of the new one.

In addition, when it comes to battery replacement, although some might opt for a ‘whatever will do’ approach, a more responsible approach is to source an OEquality product, which will prove reliable over the longer term. Although operators never want to have to replace their batteries, generally they would be happier to pay a little more for something that will last three years or more, rather than pay less and have to replace them a year later.

For more information,

GO TO www.rdr.link/VH018

©Dezay/AdobeStock

Back to basics

BATTERIES

Going HEAVY DUT Y

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ased on the battery manufacturer’s YBX automotive ranges, Yuasa’s Super Heavy Duty range, which features three levels of conventional flooded types and Enhanced Flooded Battery (EFB) options, replaces its Cargo ranges. The range has been developed to meet the increasing specifications of leading commercial vehicle manufacturers.

Featuring the very latest technology and a host of advanced safety features, all batteries in the range are said to be OE-quality. Yuasa regards the batteries as its most reliable commercial vehicle batteries to date.

James Hylton, Managing Director of GS Yuasa Battery Sales UK, said, “We are delighted to have launched our brand new range of YBX Super Heavy Duty batteries for commercial vehicles. The new range provides significant improvements over our previous Cargo types, with higher performance and durability, plus wider vehicle coverage.

GS Yuasa Battery Europe has launched its Yuasa YBX Super Heavy Duty battery range for commercial vehicles. Here, CVW unveils all.

“We understand that commercial vehicle operators require long-life batteries that always perform in order to minimise downtime. Our new YBX range delivers superior starting power and is manufactured using some of the toughest components available.

“In addition to launching this new range, we will also be improving our online battery lookup tool, GO TO www.rdr.link/VH019. This will ensure operators and technicians have

stays where hotel loads are applied; are sealed maintenance free (SMF) with a sealed lid; have XVR; and offer an M1 microcycle endurance rating.

access to advanced functionality and accurate coverage for all commercial vehicle battery searches.”

The batteries are reportedly amongst the first in the UK and Ireland to carry the recently introduced EN50342-1/6 European Standard performance markings. Every battery in the range has undergone extensive performance testing and having passed stringent requirements, has earned a classification number for Water Loss (W1– W5), Charge Retention (C–C2), Vibration Level (V1–V4), Endurance (E1–E4) or Micro – Cycle performance (M1–M3).

Batteries in the YBX7000 EFB and YBX5000 ranges feature XVR Extreme Vibration Resistance. This means that they have a vibration resistance of over eight times V4. V4 is the highest level rating that European standard EN50342 requires.

Batteries in these ranges, plus all YBX3000 DIN types, are suitable for rear chassis location fitting.

are SMF. They are also suitable for end-of-chassis location.

YBX7000 EFB series YBX7000 EFB are a suitable choice for high power demands, end of chassis location, as well as for vehicles with start-stop. Built with EFB technology, they feature an electrolyte mixing device that constantly mixes the battery electrolyte to prevent plate damage caused by stratification, therefore significantly extending battery service life. These batteries are ideal for frequent overnight

YBX1000 Series YBX3000 Series YBX5000 Series YBX5000 batteries are designed for high performance vehicles with high power demands and for regular overnight stays with hotel loads. They have an M1 microcycle endurance rating, XVR and

YBX3000 types are well suited to vehicles with standard power demands and occasional overnight stops. These SMF types have an E2 endurance rating and a superior vibration resistance rating of V3, with DIN types being V4 and suitable for end of chassis location.

YBX1000 types are maintenance free with easy access lid plugs.

Designed for vehicles with basic power demands, they have high vibration resistance of V2 and an E2 endurance rating.

To find out more,

GO TO www.rdr.link/VH020

SEPTEMBER 2019 CVW 47

BATTERIES

CVW speaks to Jack Spriggs, Sales Manager at Easystart, to find out more on the latest trends affecting Monbat and its range of commercial vehicle batteries.

Q

What is the origin of the Monbat brand?

Q

Why should workshops look to Monbat for a battery solution?

Trends

in the trade

Jack Spriggs (JS): Established in 1959, Bulgaria-based Monbat is a battery manufacturer, and is now one of the largest battery producers in Eastern Europe. With production and recycling plants in five different countries, the company uses modern technology in its Montana factory to produce its range of commercial vehicle batteries.

JS: Monbat batteries are made of particularly pure lead, and the plates are large and compact.

During production, the company uses a punch-plate machine and charging technique that individually cools each battery cell, which has the subsequent effect of reducing charging time. There are also vigorous computer and human checks at every stage of the production line for every battery that leaves the factory.

As EFB batteries offer cyclic capability, they can cope with the demands of overnight use, i.e. when a driver sleeps in the cabin. If the vehicle has a tail-lift or any other extra electrical equipment, such as digital displays, you will need the cyclic performance of an EFB. They are also suited to tackling the cyclic strain of frequent stopping, a common battery issue with buses.

What has the development of EFB batteries meant for the industry?

Q

What are common user errors that can’t be claimed under warranty?

JS: For those who may not know, enhanced

JS: Undercharge; the battery must be

flooded batteries (EFB) are constructed with casted grid technology, which offers cycling performance, and provides a reliable energy supply during extended ‘engine-off’ periods. A polyester scrim is applied to the positive plate and a glass fleece separator is included to reduce plate erosion, which increases the life cycle of the battery as the active material is held in place, keeping the plates active for longer.

charged after use. For example, on a motor vehicle, the alternator charges the battery once the vehicle has started and is running.

A faulty alternator or exterior electrical drain, such as an alarm, will cause the battery to go flat and sulphate.

Fitting the wrong battery will result in poor performance and will prematurely kill the battery through no fault of the manufacturer.

48 CVW SEPTEMBER 2019

Q

Finally, if batteries are under severe strain from, for example, increased vibration, frequent stopping and starting, or powering extra electrics, the battery will be constantly cycled and will therefore wear out faster. Once worn down, or ‘sulphated’, it cannot be recovered.

Q

What is sulphation?

JS: When a battery is used, or cycled, it’s been discharged. If left in this state without charging immediately, non-conductive sulphate particles progressively cover the negative plates, isolating them from the electrolyte. This crystallisation means a lot of the energy intended to recharge the battery is needed to dissolve the sulphate, which makes charging less efficient. Eventually, extensive sulphation of the plates will kill the battery, as conduction through the plates becomes almost impossible. To avoid sulphation, ensure that the battery is fully charged after every use, no matter how small.

For more information online, GO TO www.rdr.link/VH021

THE C V W GUIDE TO

COACH & BUS UK PREVIEW

Introduction

Let’s get the show on the road With the Coach & Bus UK trade show just around the corner, CVW gives the lowdown on what to expect at this year’s exhibition.

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his year’s Coach & Bus UK is taking place on 2nd to 3rd October at the NEC, Birmingham. The event will once again demonstrate a large range of products, services, technologies and equipment available for those in the UK bus and coach industries.

Workshop managers and engineers will discover an array of products and services from over 180 exhibitors, including the latest innovations that fleet operators need to adapt to developments in automation, electrification, telematics and low emission zone requirements.

The latest vehicles One of the many advances on display will be the UK’s first full-size autonomous bus.

The 11.5m Alexander Dennis Limited (ADL) manufactured Enviro200 single-deck vehicle, fitted with Fusion Processing’s CAVstar control and sensing system, is being trialled by Stagecoach. Visitors can experience this new technology in an exclusive series of demonstrations taking place throughout the show.

Visitors can expect to see over 70 of the latest vehicles, including low- and zeroemission, hybrid, gas and electric models from major dealers and manufacturers, such as Alexander Dennis Limited, Arriva Bus and Coach, BASE, Belkommunmash,

52 CVW SEPTEMBER2019

Dawsongroup bus and coach, EVM, Harris Auto, Ilesbus, Irizar UK, Mellor Coachcraft, Moseley (PCV), Noone Turas, Pelican/ Yutong, UNVI, VDL and Volvo Bus UK.

Workshop equipment The show is ideal for workshop managers to see the latest kit in action and meet suppliers covering the entire range of workshop-related products and services, including lifts, pit guards, tyres, fuel management systems, rolling road tests, vehicle washes, lubricants, workwear, telematic systems, earned recognition software, parts supply, engine rebuilds and ‘flying engineers’ – all designed to improve productivity and efficiency in the depot and out on the road.

Dates: The show will run from Wednesday 2nd October to Thursday 3rd October

Opening hours:

Wednesday 2nd – 9:30-17:00 Thursday 3rd – 9:30-16:00

Venue: Halls 17, 18 and 19, NEC Birmingham, Pendigo Way, Marston Green, Birmingham, West Midlands, B40 1NT

How to register: Coach & Bus UK is a free-to-attend trade show. All you have to do is GO TO www.rdr.link/VH036

How to get there by road: Travelling from the M42: Leave at junction 6 and follow the signs to the NEC.

Specialist feature area The expanded Miniplus area will bring together exhibitors showcasing purposebuilt vehicles fitted with modern accessible equipment, including low-floor entry, seating and tracking systems, step-free solutions, safety aids and restraints, alongside conversion services for bespoke requirements. Exhibitors include Cogent Passenger Seating, GM Coachwork, London Hire, NMI Safety Systems, Nu-Track, Phoenix Seating, Q Straint, Stanford Coachworks, TBC Conversions and Treka Bus.

Travelling from the M6: Exit at junction 4 or 4a and head for the NEC via junction 6 of the M42. NEC car parking is £12-a-day if you pre-book.

Otherwise it’s £16 on the day.

How to get there by rail: Birmingham International Railway Station is located in the NEC complex.

Connections can be made from all major UK cities. The journey time from London is one and a half hours.

COACH & BUS UK PREVIEW

Exhibitor Profiles

With close to 200 exhibitors at this year’s Coach & Bus UK show, operators have a great opportunity to meet with manufacturers, view products and experience the latest technologies available in the market. With this in mind, CVW takes a look at a selection of exhibitors who will be at the show this year, so you don’t miss out.

ECLIPSE STAND B1 Eclipse regards Coach & Bus UK as its annual opportunity to catch up with the developments affecting the industry, especially those that help to keep and maintain vehicles at their maximum operational effectiveness. The ability to properly maintain and repair vehicles that contain increasing levels of electronics demands the use of a sophisticated and well-supported diagnostic product which can be regularly upgraded to reflect the changing models and specifications of a wide range of manufacturers.

Eclipse Automotive Technology is a supplier of multi-brand diagnostics, with more than 2,500 units installed. The company’s aim at the show will be to demonstrate why it believes that it is the

first choice for so many operators. The Eclipse Jaltest package provides a diagnostic solution for coach and bus workshops, with all leading manufacturers covered in just one package.

Eclipse and the Jaltest software have become popular within the market due to the coverage (over 50 manufacturers) of buses, both city and long distance, with the software supporting a wide range of manufacturers such as Mercedes, Volvo, Optare, Irisbus, Neoplan, Optare, Setra, Van Hool, and many more. It also supports a wide

ACTIA STAND N41 Actia will be displaying its latest solutions, including telematics, CCTV, multimedia, instrumentation and multiplexing products, with a particular focus on its core diagnostic tools, Multi-MUX and Multi-DIAG, which provide solutions to meet the many needs and requirements of multi-make workshops.

Additionally, Actia will be presenting Parts Direct, its new service that provides genuine replacement parts delivered from the manufacturer, direct to workshops, repairers and operators. By launching this door-to-door service, Actia believes that it has minimised the downtime of vehicles during scheduled maintenance or repairs. www.rdr.link/VH023

54 CVW SEPTEMBER 2019

ALLIANCE TRANSPORT TECHNOLOGIES STAND H33 As a remanufacturing specialist, Alliance Transport Technologies (ATT) will be on hand to discuss operators’ emissions control equipment needs, including the Adblue pump service exchange scheme, used by most of the UK’s bus groups.

New to the stand this year will be an example of the ‘E400HX’, ATT’s hybrid service exchange battery pack. This features new cells, improved battery management and live cell balancing, developed after ATT identified an industry-wide need for a solution to cell degradation.

range of key vehicle systems such as gearboxes (Allison, ZF and VOITH, etc.), engines (Cummins and others), and other vehicle systems (suspension, brakes, etc.) and much more. www.rdr.link/VH022

After developing the ability to identify low performing cells and predict future failures, ATT will also be providing demonstrations of this on the stand.

ATT’s R107 compliant fire suppression equipment will also be on display, with some retrofitted examples on show with manufacturer partners at the exhibition.

In addition, representatives from the MINT charity, which ATT has recently partnered with to offer mental health support to male workers within the industry, will be on the stand. The charity will be discussing how it is working with ATT to change perceptions of mental health conditions across the bus and coach sector. www.rdr.link/VH024

CERAMEX STAND B31 Ceramex is looking forward to putting its knowledge of Diesel Particulate Filters on display at this year’s show.

It has been a busy time for the company, with it having undertaken a £3 million

to serve as proof of how clean the DPF is. www.rdr.link/VH025

FORS STAND A55

expansion of its Slough facility, as well as having opened a new logistics centre nearby.

In the last three years, Ceramex’s capacity has nearly quadrupled, and it is now cleaning more than 1,000 DPFs per week. In the last 18 months, the company’s workforce has more than doubled.

The Coach & Bus industry is an important part of Ceramex’s business, and the company’s representatives are excited to meet up with its customers from this sector at the show. With emissions technology moving at great pace and with a real focus on lowering emission levels across the board, Ceramex claims to be offering OEMlevel DPF cleaning, with an array of images

from mopeds, motorcycles, cars, vans and light commercial vehicles, to heavy goods vehicles, and buses and coaches, all supported by a comprehensive package of funded and discounted training.

The company claims to offer a safer, smarter and greener future, and will be discussing how to join the growing band of organisations that manage Work Related Road Risk (WRRR) and air quality, which can be done by including FORS in procurement policies and supply chain contracts. www.rdr.link/VH026

MAHA STAND N19 Also exhibiting at this year’s show is FORS, the Fleet Operator Recognition Scheme. The company has strengthened its remit in the passenger carrying vehicle (PCV) sector.

Now with around 5,000 members, the company has further developed its offering for bus and coach operators.

FORS members include commercial vehicle operators of any size and make-up, with provision for all commercial vehicles,

COACH & BUS UK PREVIEW

Exhibitor Profiles

MAHA UK will be displaying its roller brake testing solutions. This option has become an asset to many coach and bus operators, with full DVSA specification included within the floor system, which makes it both versatile and user friendly.

The solution also includes a built-in weighing system, and, via a rugged tablet, is able to be operated by one person.

The units are supplied with the same operating systems that incorporate the DVSA vehicle database, making it easy to replicate a full MOT brake test. Although the unit is lighter than an in-ground unit, it is ideal for those choosing not to excavate the floor, or in rented property. Also on display will be the MAHA wireless 7.5t column lifts, which contains a ball/screw system that requires little maintenance. www.rdr.link/VH027

PREMIER PITS STAND N15 TOTALKARE STAND F12

Premier Pits, which has been manufacturing and installing pits for over 35 years, with 4,000 pits installed to date, will also be exhibiting at this year’s show. The company’s range includes inspection, maintenance, rail, ATF and washdown pits, which are all supported by various pit accessories and H&S equipment. Under-chassis wash pits and ramps are also available.

Premier Pits, claimed to be the concept creator of installing prefabricated steel pits into vehicle maintenance workshops, is continuing to make design improvements, add new features and options, as well as improving installation methods.

The company is also the UK distributor of BrakeMate, which eliminates the lifting of heavy brake calipers, hubs and discs, along with dramatically cutting downtime during brake disc maintenance.

To find out more about the range of products and services offered by Premier Pits, visit the stand at the show. www.rdr.link/VH028

56 CVW SEPTEMBER 2019

TotalKare will be making one of its largest ever appearances at Coach & Bus UK, displaying its latest heavy-duty vehicle lifting solutions. The firm’s T8DC cable-free mobile column lifts will form the centrepiece of its stand, by lifting a 17-seater Ford Transit T460 minibus.The lifts will be joined by TotalKare’s new mobile brake tester, which will be demonstrated live, along with, for the first time, a new headlight tester that is in significant demand from the coach and bus sector.

Launched earlier this year, the brake tester is technically advanced, with TotalKare stating that it is amongst the strongest and most reliable brake testing systems currently available. Able to test up to 20,000kg per axle, it’s well suited to a wide range of vehicles, from minibuses to heavy-duty buses and coaches.

It also features a comprehensive load simulation system and app technology so that data and subsequent analysis can be completed on a smart phone or tablet.

In addition to the T8DC cable-free mobile column lifts and the mobile brake tester, TotalKare will be giving many people in the sector a first-hand insight into its new G8AC wash bay column lift. Available in four, six and eight column configurations, the G8AC is said to be specially designed to ensure many years of trouble-free use. www.rdr.link/VH029

VL TEST SYSTEMS STAND G50

VL Test Systems will be demonstrating its roller brake testers at Coach & Bus UK. All new brake testers come with a five-year warranty on motors and gearboxes – with a lifetime warranty on gritted rollers – and DVSA database updates. Headlight beam testers, wheel play detectors and pit jacks are also available. www.rdr.link/VH030

TRUTAC STAND K4

COACH & BUS UK PREVIEW

At this year’s show, TruTac will be launching three new features. The company will be demonstrating its new remote file integration, touchscreen digital signature system, and its new Earned Recognition support package.

Remote file integration This feature allows operators to easily set up their own seamless, remote digital file download links. TruTac currently partners with over 25 third-party suppliers, including Trakm8, Microlise, Volvo Dynafleet, Renault OptiFleet, TomTom, Mercedes Fleetboard, Qualcomm Scania and many others.

Touchscreen digital signature system The system enables sign-on-screen and PIN validation for driver debriefs and infringement reporting; secure, easy to audit and paperless. Includes on-screen signing for managers and drivers during debriefing, saving time, effort and money.

Earned Recognition support package As an authorised Earned Recognition IT systems provider, TruTac introduces a new package to support operators through the ER validation process, providing continuous monitoring and reporting of KPIs to the DVSA. www.rdr.link/VH031

BRIGADE ELECTRONICS STAND B11

Exhibitor Profiles

ZF SERVICES STAND J53

The team from ZF will be on the company’s stand to discuss the company’s technical knowledge, whilst also promoting the benefits of its remanufacturing and repair facilities, which are based at its Nottingham Service Centre of Excellence.

In response to a rise in market demand, the company’s repair centre has been developed to ensure customers further benefit from a complete range of support solutions, from overhaul and remanufacture, to parts and technical support for transmissions, axles and gearboxes, backed by a specialist team.

ZF’s technical experts will be at the show to demonstrate how fleet customers can benefit from a robust bus and coach service partner support network that is fully equipped to meet the repair and maintenance challenges of the future.

The team will also be on hand to answer any technical questions and discuss its latest product portfolio. www.rdr.link/VH033

CONTINENTAL STAND N3

Brigade Electronics produces safety devices with solutions to suit all commercial vehicles and mobile plants. Brigade regards its solutions as being capable of reducing the risk of collisions, and protecting vulnerable road users by minimising vehicle blind-spots and assisting drivers to manoeuvre safely.

The company’s product portfolio includes 360° camera systems, camera monitor systems, Quiet Vehicle Sounder (AVAS), White Sound reversing alarms, obstacle detection sensors, radar and digital recorders. www.rdr.link/VH032

58 CVW SEPTEMBER 2019

Continental will be showcasing a full range of products at this year’s show, from tachograph training for drivers to smart tachographs, workshop tools and test

equipment, tachograph and driver card analysis and archiving software, data management tools, and vehicle tracking software, providing real-time data location.

There will be a further addition to the portfolio of the UDS-AT (Advanced Technology), which has been completely developed using the latest 3D sensor technology. Higher resolution and accuracy of data forms the basis for precise and comprehensive collision reconstruction.

Due to its trigger logic algorithms, collisions and extraordinary driving manoeuvres (incidents) can be reliably and automatically detected.

The UDS-AT saves all sensor data and status signals of the vehicle. The threedimensional sensor technology measures acceleration in all directions, and compass and gyroscope are used for change in direction. Journey data and driving KPl‘s can also be recorded. www.rdr.link/VH034

EMINOX STAND L60

Preparing for the expansion of London’s ULEZ and other clean air zones is becoming a priority for bus and coach operators. Vehicles must meet Euro VI at manufacture or be retrofitted with Clean Vehicle Retrofit Accreditation Scheme (CVRAS)-approved technology to enter these new zones, otherwise they will be subject to daily charges.

At the show, Eminox will reveal details of its ‘Retrofit Routes to Euro VI’. The company has decided to share its future development programme to help operators make informed decisions on which vehicles to invest in for Euro VI compliance. This cost-effective alternative to new vehicles will be based on SCRT retrofit technology and a growing range of approvals for the UK’s most popular buses and coaches. www.rdr.link/VH035

TEA BREAK STEERTRAK HIDDEN MESSAGE Find the hidden word in the bold squares by entering the answers to the clues in the puzzle. If you send in the hidden word, you could be in with a chance of winning an Amazon Echo Dot!

teaser

8

The clues: 1. The components that slow or stop the movement of a vehicle 2. A substance that is burned to produce heat or power 3. The part on which a wheel or a pair of wheels turns 4. The act of obeying an order, rule, or request 5. A device that is placed inside a machine (such as a clock, toy, or car) to supply it with electricity 6. A small, simple house made of wood 7. Gases that are sent out into the air, especially through exhaust pipes 8. The mechanical parts of a vehicle used to control its direction 9. The practice of identifying illnesses or problems 10. The supporting structure of a car, truck, etc

9

The hidden word is

1

Win

2 3 4 5 6 7

10

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

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

CAN YOU GUESS THE CELEBRITY? These images represent the name of a celebrity, can you guess who it is?

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 Guess the celebrity answer: Lance Armstrong

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

w ww.cvwmagazine.co.uk CV Wmagazine

@CV Wmagazine

COMPETITION

Are you up to the test?

Readers are being given the opportunity to win a brand new Brake Potentiometer Tester, courtesy of Drakefield.

Here, the company goes into more detail about why and how to use the product.

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

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

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

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

Without the correct tool, it’s almost impossible to set a two- or three-wire potentiometer, as it has a voltage value that is essentially in an endless loop, which is being monitored by the EBS system, which then equates the voltage to a wear percentage on the dashboard. A good example is a three-wire silver potentiometer:

■ 1.0V = 100% new pads ■ 2.75V = 75% worn pads ■ 3.5V = 0% or fully worn pads When fitting a new potentiometer, set it to 0%. The Drakefield potentiometer, which requires no training to operate, is easy to use by simply following the onscreen display to find the percentage, voltage and a bar graph.

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

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

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

Q

HOW TO ENTER

To be in with a chance of winning this great prize, GO TO www.rdr.link/VH037 and answer the following question (Hint – the answer can be found in this article):

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

A. 1.0V B. 2.75V C. 3.50V Deadline for entries is 10/10/19. Terms & Conditions apply. See website for details.

SEPTEMBER 2019 CVW 61

COMPETITION

FULLY CHARGED With one in four commercial vehicles arriving in the workshop with a battery problem, it’s more important than ever to ensure that the battery is supported if you are undertaking repairs, testing electrical circuits, carrying out diagnostic procedures, flash programming ECUs or programming vehicle keys. Using a battery support unit will protect the battery against failure, saving technician time, ensuring against programming failures and preventing possible costly damage to the ECU. The CTEK MXTS 40 is a powerful, compact and robust 40A battery charger and support unit for use with both 12V and 24V batteries.

This simple-to-use, electronically-safe unit provides rapid charging for all chemistries. It’s a powerful eight-stage charger that will provide optimum charging in the shortest possible time.

With selectable modes for all battery types including calcium, gel, and AGM, it is said to ensure that a safe, fast charge is delivered to exactly meet the needs of the individual battery chemistry. The 'Recond' mode can also be selected to

62 CVW SEPTEMBER 2019

CVW has teamed up with CTEK to provide lucky readers with the chance to win the MXTS 40 battery charger. restore deeply discharged batteries which would normally be discarded.

Equally suited to battery support, the MXTS 40 provides a range of highly accurate, selectable and constant voltage settings to avoid ECU damage due to voltage fluctuation during programming. It can supply up to 40A of clean and constant current (20A in 24V mode), protecting against disruption to the diagnostic process. The charger has a voltage range of 13.6 to 14.8V in 12V mode and twice this in 24V mode.

It can also be used as a secure power source if the battery needs to be disconnected from the vehicle.

The user interface provides essential information clearly and simply, with the eight-stage charge progress indicator LEDs being

complemented by an additional OLED display that gives read-outs of important charge parameters, including current, voltage and amps charged.

Fully automatic, spark proof and reversepolarity protected, the MXTS 40 can be connected to the battery without removing it from the vehicle.

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/VH038

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

Q

How many amps does the charger supply when used at its maximum capacity?

A. 32A B. 35A

C. 40A Deadline for entries is 10/10/19. 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/VH039

20 POLO SHIRTS, MUGS AND NOTEPADS

5 MUGS Haldex

Behr Hella Service Behr Hella Service is giving lucky CVW readers the chance to win Behr Hella Service polo shirts, mugs and notepads.

The company provides more than 7,700 part numbers, covering 20-plus product groups, and claims to be the partner of choice for both the passenger car (PC) and commercial vehicle (CV) sectors alike. Being in this position has naturally enabled the company to grow its portfolio, with new-to-range product additions being regularly introduced.

To ensure that your tea or coffee needs are always fulfilled, Haldex is giving away five of its customised mugs. With the notion that ‘Coffee burns into ideas’, the company is hoping that drinking from these colourful mugs will inspire creativity.

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

WHAT’S NEW?

FIRST LINE STEERING AND SUSPENSION COMPONENTS First Line has added more than 150 steering and suspension components to its portfolio. The first instalment comprises anti-roll bar bushes, centre rods, tie rods, tie rod ends and torque rods, which along with the existing products in the range, cater for many popular applications. These Borg & Beck products are produced to OE specification by the company’s manufacturing partners, which operate under ISO9001 and TS16949 certification.

As well as being branded and batchcoded for full traceability and subjected to First Line’s testing and approval processes, all the steering and suspension parts are fully E-coated. This procedure delivers several key advantages, including corrosion resistance in all weather conditions, a high resistance to stone chips and other road debris, and protection from chemical degeneration such as oil/brake fluid.

GO TO www.rdr.link/VH040

DAYCO AUXILIARY BELT KITS HOFFMAN TYRE CHANGER AND WHEEL BALANCER Workshops specialising in commercial vehicles will benefit from increased productivity and wheel service opportunities with the latest releases from Hofmann. The garage equipment brand has just launched its geodyna 4800 2L wheel balancer and monty 4250 tyre changer, which are both suited to trucks and other units within the CV market.

The geodyna 4800 2L offers fast and accurate data entry by measuring the wheel offset and diameter in one process, lessening the chances of input errors.

A gauge arm with patented wheel weight clamp to input wheel data means that users will be able to work safe in the knowledge that they are positioning weights in exactly the correct spot on the wheel.

The monty 4250 tyre changer is designed for use with truck, tractor, bus and earthmover wheels weighing up to 1,500kg.

Tyre mounting and demounting is made easier thanks to a tilting bead breaker disc system, which increases the pressure applied by the bead breaker and ensures that it is always in the best position relative to the rim.

To further assist both installers and parts suppliers, Dayco has introduced a range of auxiliary belt kits, with the prefix KPV, that combine the necessary original equipment quality belts and the accompanying tensioners/idlers, to allow a complete FEAD (front end auxiliary drive) system overhaul, from a single purchase.

GO TO www.rdr.link/VH043

PARKER HANNIFIN FILTER SELECTION SOFTWARE

Being a precision screwdriver set, this set from Kamasa tools is ideal for a number of different uses, including computers, phones, electronics, etc. As well as including 90 precision bits, it also comes with a number of very useful accessories.

As well as the precision screwdriver, the set includes a magnetiser, a 130mm long flexible extension, a 60mm extension bar, two nylon pry bars, a set of tweezers, a stainless steel phone card extraction pin, a key-ring mounted on a suction cup and a pry disc.

Parker Hannifin has launched the Par Fit Toolkit, a filter element selection resource.

The software program allows specifiers to identify a competitor filter element and select the Parker alternative part number.

Users simply download the toolkit to a desktop or mobile device and enter some basic registration details to begin using Par Fit. It is a solution that is designed to help expedite the process of filter element selection for trucks, buses, mining, forestry, marine and construction applications, as well as agricultural machinery. The toolkit includes a wide variety of products from Parker’s Hydraulic Filter Division plus Parker’s Engine & Mobile Filtration Division, providing access to a complete range of filtration solutions.

To help first-time users of Par Fit, the software includes a set of tutorial videos to get customers up and running quickly. In addition to desktop support, it is also available on Android and iOS mobile devices.

GO TO www.rdr.link/VH041

GO TO www.rdr.link/VH044

KAMASA TOOLS SCREWDRIVER SET

64 CVW SEPTEMBER 2019

GO TO www.rdr.link/VH042

LASER TOOLS AIR DUSTER BLOW GUN

MWHEELS ALUMINIUM WHEELS MWheels has launched its next generation Xlite and Xbrite forged aluminium wheels for heavy-duty application vehicles including tipping, walking floor, logging and plant trailers. The 11.75 x 22.5 wheel has been redesigned to reduce stress on the disc and flange profiles, with field testing showing a reduction of between 55-66% against previous versions.

Two 10-stud variations are available, with both the 26mm and 32mm stud hole variants weighing just 27.5kg and compatible with 385.65R22.5 tyres. Both wheels have a load capacity of 5,000kg and have been tested by TUV Sud to KBA standard.

With HGV drivers spending most of their working life in the cab of their trucks, Laser Tools has introduced an air duster blow gun kit, specifically designed to offer a practical and convenient solution to HGV cab cleaning.

The kit is supplied with an air line Tconnector that is spliced into the cab’s 6mm air line at a convenient point (maximum pressure 140psi). The Tconnector is equipped with a quickconnect coupling with a bronze ball shutoff valve and is then left in place, providing a quick and convenient air supply for the air duster whenever cab cleaning is required. The air duster kit is supplied with a 5m coiled hose with a swivel connector, and this stows neatly, but can stretch around even the biggest cab.

GO TO www.rdr.link/VH046

GO TO www.rdr.link/VH045

GITI TIRE URBAN-BUS TYRE Giti Tire has launched the three-peak mountain snowflake (3PMSF) certified, all-position urban-bus tyre – the Giti GAU867. Replacing the Giti GAU861 and Giti GT867 patterns, initial key sizes include 275/70R22.5, 295/80R22.5 and 11R22.5, all of which possess market standard load and speed indices.

Key developments include rubber reinforced sidewalls that protect the tyre from curbing damage and abrasions, and deep sidewall wear indicators to show the correct time to rotate or demount the tyre. A wide and robust tread pattern and advanced siping further reduces noise and improves passenger comfort against previous patterns GO TO www.rdr.link/VH048

SOLID GEAR SAFETY SHOES AND BOOTS Nowadays, good safety footwear is part and parcel of a comfortable day’s work onsite – just like good working clothes and quality hand tools. Combining comfort and protection with a robust and durable design, Solid Gear’s Onyx is available as a shoe or a boot, and is ideal for different types of on-site work.

This footwear has a modern-looking style that integrates a seamless upper and Cordura reinforcements with a poured polyurethane midsole, a breathable footbed, and strong rubber outsole for maximum grip on slippery and uneven surfaces. What’s more, the BOA Closure System distributes the pressure of the fastened shoe evenly across your feet to ensure a glove-like fit for maximum comfortable protection.

GO TO www.rdr.link/VH047

ADVERTISEMENT INDEX

Actia Ltd ................................................................ (page 57)

Johnson Controls Batteries Ltd ............................ (page 45)

Banner Batteries .................................................... (page 50)

Kalimex Ltd ............................................................ (page 46)

BPW Limited .......................................................... (page 24)

Karcher UK .............................................................. (page 4)

Checkpoint Safety ................................................ (page 50)

MBE (Fabrications) Ltd ............................................ (page 7)

Chicago Pneumatic .............................................. (page 27)

Morris Lubricants .................................................. (page 34)

CTEK Sweden ...................................................... (page 41)

PPG Industries ...................................................... (page 16)

Diesel Technic UK & Ireland Ltd ............................ (page 46)

Robert Bosch Ltd .................................................. (page 31)

ECCO Safety Group .............................................. (page 53)

Rotronics Battery Management Solutions ............ (page 13)

Eclipse Automotive Technology Ltd ...................... (page 34)

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

EnerSys .................................................................. (page 28)

SP Diagnostics ...................................................... (page 50)

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

Spillard Safety Systems Ltd .................................. (page 11)

GS Yuasa Battery Sales UK Ltd ............................ (page 38)

Stertil UK Ltd ........................................................ (page 49)

Hope Technical Developments Ltd ........................ (page 42)

TotalKare Heavy Duty Workshops ........................ (page 57)

IMS Limited ............................................................ (page 21)

Traction Charger Co Limited .................................. (page 65)

Induction International .......................................... (page 63)

Vision Techniques .................................................. (page 53)

Jack Sealey Limited .............................................. (page 37)

VLS (UK) Ltd ..........................................................(page 55)

In the next issue of CV W… ■

Body Repair & Maintenance ■

■

Brakes

Winter Service & Lighting ■

Compliance

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

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

66 CVW SEPTEMBER 2019