Commercial Vehicle Workshop February 2021

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The trade magazine for servicing and repair professionals

COMMERCIAL

VEHICLE WORKSHOP FEBRUARY 2021

CLUTCH FITMENT TOP TIPS

Simple precautions to aid workshops with clutch repair

Also in this issue…

■ Achieving Euro VI compliance without breaking the bank ■ Prioritising safety in king pin manufacturing ■ Part one of Bosch's 'KTS Truck made ESI' series

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CONTENTS

Volume 18

Issue 2

REGULARS 5

Viewpoint

10 Business & Training

6

News

32 What’s New?

8

Tech Tips

33 A-Z of Batteries

EMISSIONS 12 Identifying and correcting an AdBlue fault

18

14 Reducing emissions through tackling carbon build-up in the fuel and exhaust systems 15 Sharon Clancy reports on the industry's progress decarbonising fleet transport 16 Lowering the carbon footprint of a fleet with fuel auditing 18 Why you don’t need to break the bank to achieve compliance with Euro VI standards

TOOLS & EQUIPMENT 20 Best practice advice for keeping workshops spick and span 22 How a mobile brake tester offers significant cost savings 23 A simple guide to problem-solving tools and equipment

22

24 Why you should avoid opting for short-term savings over long-term reliability 25 Case study: how one company covers all the bases on lifting solutions

CLUTCH, TRANSMISSION & STEERING 26 What to keep in mind during routine maintenance 28 The safety-critical role of king pins in the steering system 29 Case study: how a business saved on its truck transmission servicing costs 30 Precautions to help workshops carry out clutch repair

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VIEWPOINT

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CHECK THE SMALL PRINT

Editor CIAN BRITTLE Consulting Editor SHARON CLANCY Group Editor DANIEL ARON Digital Manager KELLY NEWSTEAD Senior Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Graphic Designer GEMMA WATSON Group Production Manager CAROL PADGETT Publisher BRYAN SHANNON Subscriptions Commercial Vehicle Workshop is a business magazine for companies and individuals involved in all aspects of commercial vehicle servicing.

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

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

Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts WD24 4YF Tel: (01923) 237799 Website: www.hamerville.co.uk Copyright © 2021

9,572 From 1 July 2019 to 30 June 2020

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O

nce again, I find myself sitting down to write this month’s Viewpoint in the middle of a national lockdown; something of a repetitive theme recently. All that’s missing at this point is “I Got You Babe” by Sonny & Cher playing in the background for an authentic Groundhog Day experience. In fact, there’s been nearly as many lockdowns (three) as I have spent full months in the office working on CVW (four).

Long, long ago in the April 2020 issue, I stated: “anything I write could be outdated by tomorrow, let alone when this magazine is published in a few weeks’ time.” And, in typical predictive fashion, the stay-at-home order was announced by the Prime Minister just after I signed off that issue. Once again (as if I needed to feel any more at home within Harold Ramis’ movie), I produced my Viewpoint for last month’s January issue before a third lockdown was considered a reality, such is the nature of a traditional, printed publication assembled ahead of the month to which it pertains.

In light of this, I’m going to avoid the well-trodden paths of COVID-19 and its restrictions, and instead look at two announcements from Transport for London (TfL) relating to the upcoming Direct Vision Standard (DVS) and the Ultra Low Emission Zone (ULEZ), both important areas of compliance this year.

Addressing DVS, TfL has revealed crucial information whilst reminding heavy goods vehicle (HGV) operators to apply for their free safety permits as soon as possible. As I’m sure you’re well aware at this point, enforcement of DVS will begin on 1st March 2021; on top of this, you may also have noted the ‘hidden deadline’ detailed in the last issue of CVW, due to the 28-day approval process.

Well, the small print has changed. Firstly, TfL has streamlined the application process, so any applications submitted should be processed within 10 days of receipt (although TfL has also admitted that this is not a guarantee). Furthermore, any singlevehicle applications will be processed by TfL’s delivery partner Capita, and this should be completed within one working day of receipt.

Secondly, and of much greater importance to any fleet operators struggling to achieve DVS compliance, TfL has announced an “allow list”. What this means is that operators who have applied before 1st March, or are in the process of having the Safe System equipment fitted but have not yet received their Safety Permit, will be exempt from incurring Penalty Charge Notices (PCNs) for up to 90 days from the enforcement date.

This is certainly good news for fleet operators, granting some much-needed breathing room considering both the pandemic and Brexit. Whilst this may temper worries surrounding DVS, compliance with Euro VI standards is another area that will require considerate thought from operators and workshops alike, especially with the ULEZ expansion arriving in October this year. Using TfL as an example again, the organisation announced that the proportion of transport nitrogen oxide (NOx) emissions coming from its buses has reduced from 15% to just 4%, meaning its entire network meets or exceeds the cleanest Euro VI emissions standards.

This issue of CVW highlights how you can follow TfL’s lead even if you’re worried about the potential cost of meeting emissions standards; turn to page 18 to find out how compliance with Euro VI standards doesn’t necessarily come with an expensive price tag. This push for better emissions standards will inevitably lead to more alternatively-fuelled HGVs and LCVs on our roads, which will have a knock-on effect for workshops too. Servicing needs will develop and the skill-set required will advance, as we explore on page 15.

Enjoy the issue and have a good 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

Cian B rittle Editor FEBRUARY 2021 CVW 5

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NEWS Renault Trucks commits to net-zero status by 2030 Renault Trucks UK & Ireland has announced plans to achieve net-zero greenhouse gas (GHG) status by 2030, driven by a nationwide transformation programme across the company’s operations and dealer network.

Carlos Rodrigues, Managing Director of Renault Trucks UK & Ireland, commented: “We recognise the global challenges of climate change and, as a business, we have a responsibility to act. The commitment of our Warwick headquarters and our dealer network to achieve net-zero by 2030 underlines the importance we place on playing our part in creating a more sustainable future.

“I am very grateful and honoured that all our private distributors agreed to start this journey with the manufacturer. Together, the extended Renault Trucks family will significantly reduce our carbon footprint in many areas of our direct control and value chain across the UK and Ireland.”

The Sustainability Initiative mainly focuses on the GHG Protocol’s Scope 1 and Scope 2 categories, which include all direct and owned indirect emissions from the activities of the organisation.

A breakdown of 2019 emissions data shows that across all Renault Trucks UK & Ireland operations, 44% emissions were from travel, 52% energy, and 4% other (waste, paper and water).

As well as encouraging energy saving behaviours, implementing a zero waste strategy, and other environmental innovations, over the coming decade, the Renault Trucks network has also outlined its ambition to switch to 100% fossil-free energy.

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VLS escalates engine oil case to Trading Standards The Verification of Lubricant Specifications (VLS) has escalated case 166 – a case relating to a Longlife 5w30 oil – to Trading Standards, following an investigation.

VLS received a complaint regarding Mannol Longlife 5w30 504/507 Engine Oil in September 2020. The complaint alleged that no current additive pack existed in the marketplace that could meet all the OEM claims made on the product, which included claims against VW 507 00, VW 505 01 amongst other manufacturer specifications.

During the investigation, VLS determined that the product did receive an official approval from VW on 8th June 2019 against its standard 504 00/507 00. In line with the VLS marketing claims procedure, VLS asked the Named Party to provide the Candidate Data Pack and a letter of support from their additive company supporting all of the claims made on the product, including VW 505 01 and the other manufacturer claims, which fell short of formal OEM approvals. Despite repeated requests, these documents were not provided to VLS and no evidence was submitted to confirm that the product met any of the stated claims made apart from VW 504/507, for which a formal approval has been granted.

Although the local UK distributor of the product confirmed that they had recalled all stock and relabelled it to the original claims made on the product, VLS escalated the case to Trading Standards due to the lack of available evidence that the product could meet any claim apart from VW 504/507.

Andrew Goddard, Chairman of VLS, said: “We continue to see complaints against 5w30 engine oil that makeup such a large part of the lubricants market for motor oils.

To keep SKU counts down, manufacturers are keen to make products that meet as many OEM specifications as possible.

However, they must ensure that they have evidence available that the product really can meet all of the claims being made so that technicians and motorists can have confidence that products are genuinely fit for purpose.”

UK new van market finishes year down -20% Sector growth slowed at the end of a turbulent year, as UK new LCV registrations ended 2020 down -20%, some 73,121 units fewer than the previous year.

292,657 vehicles were registered in 2020, as the impact of COVID-19 and uncertainty over the future relationship with the EU brought down demand towards the end of the year, with registrations in the final month dropping -1%, albeit with volumes consistent with previous Decembers.

Throughout the year, the LCV market responded to fluctuating demand, flexing to adjust as lockdown measures affected consumer behaviour and business operations.

The first sub-300,000-unit year since 2013 delivered a shortfall of more than 73,000, with a cost to the sector of some £2 billion in retail value. All van segments saw a decrease in the year, with small vans weighing less than or equal to two tonnes down -34.4%,

UK VAN REGISTRATIONS Rolling year totals December 2014 to date

medium vans weighing more than two to two-and-a-half tonnes down -15.6% and larger vans weighing more than two-and-ahalf to three-and-a-half tonnes down -16.5%.

Mike Hawes, SMMT Chief Executive, said: “Having shrunk by a fifth, the LCV market has a lot of hurdles to overcome as we enter 2021. Investment in fleet renewal will be key to driving recovery.”

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Scania introduces disengageable tandem axle Scania has introduced a new tandem bogie axle with an optional lift-and-disengage function for more sustainable and economic multi-wheeler operation.

Designated LDTA and available to order immediately in conjunction with the RB662/R660 axle family, the new option can save up to 3% on fuel with the tag-axle disengaged and lifted, depending on operation. As such, it offers a more sustainable and economic solution for 6x4 and 8x4 applications where a proportion of time is spent unladen or with light loads. When raised, the bogie reduces the vehicle’s turning radius, with lifting taking less than 25 seconds. With normal chassis height and tyres, tag-axle ground clearance approaches 70mm.

“This is a highly desirable function for customers in a variety of applications, such as construction and timber haulage," says Vincente Connolly, UK Sales Director for Scania (Great Britain). "Our engineers have

determined that substantial fuel savings are achievable, especially for vehicles which make multiple drops every day and run empty on the return leg. In addition to improved fuel economy, operators also benefit from less tyre wear and increased manoeuvrability.”

The liftable and dis-engageable tandem bogie (LDTA) requires air suspension and increases the trucks kerb weight by 60kg. Most of the fuel savings can be attributed to the reduced friction inside the second (disconnected) axle gearing, as only approximately 10% of the savings are derived from reduced rolling resistance.

Three bogie design weights – 19, 21, and 26 tonnes – are available and load limits

with the second axle lifted are 9.5, 10.5, and 13 tonnes respectively. The LDTA option can presently not be combined with hub reduction axles or tridem configurations.

In operation, the driver raises the axle by simply turning a knob. A pop-up warning appears in the instrument cluster if the truck identifies an overload situation, in which case the axle will not lift. The lifting can be called for at any speed and the drivedisengagement to the tag axle is performed via a dog-clutch connection.

When the tag axle is lowered, drive to the axle is automatically re-engaged – it is not possible to operate the vehicle with the tag lowered and drive disengaged.

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TECH TIPS

KTS TRUCK MADE ESI: PART 1 Bosch and CVW have worked together to create a 10-part series where the company will demonstrate the features and benefits of KTS & ESI Truck. In part one, Bosch walks us through the software behind the product.

T

o get things started, we need to look at installing and licencing the software, how to manage software and firmware updates, configuring the KTS, and the range of Bosch support available.

These are the fundamental basics of ensuring that ESI Truck is working properly and with the most up-to-date software to help you to correctly diagnose and maintain all the vehicles which come into your workshop.

Software installation & licencing Firstly, you should install the Bosch Diagnostic Download Manager (DDM).

Once you have done this, the customer number and password – which you will have received with your ESI subscription – will need to be entered (Fig. 1) to display the available contracts which are associated with the subscription (you will need an active internet connection to do this).

Once a contract is selected, DDM will download the software and proceed to the installation wizard. Following these easy steps will allow you to successfully launch ESI Truck, where you will need to licence the software (Fig. 2), which will then enable you to start performing vehicle diagnostics.

To licence the software, you will need to add your customer number and password to the ESI Truck program, which will then show you the available contracts on your customer number. Selecting one of these and clicking ‘Generate’ will allow you to licence the software and start diagnosis (Fig. 3).

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í˘˛ Diagnostic Download Manager (DDM) DDM can also be used to control the software updates. Providing there is a stable internet connection, DDM will automatically download the updates in the background and will then prompt you to either ‘Install later’ or ‘Install now’ (Fig. 4).

Depending on the size of the update, this can be a quick process or it might take slightly longer. The three major updates which ESI Truck receives a year tend to be quite large so it would probably be worth performing these updates at the end of the working day so that the tool can still be used when required.

The DDM symbol will always appear in the task bar of your laptop, tablet or PC and will be one of three colours depending on the status of the program: red if there is no internet connection, blue if the program is active, and green if it is performing a download.

Configuring the KTS The KTS Truck (Fig. 5), which will be the communication interface between the vehicle and the software, will need to be paired to the laptop, tablet, or PC that is running ESI Truck. The KTS will run either

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via USB (Fig. 6) or via a Bluetooth (Fig. 7) connection. Bluetooth will tend to be more convenient as then you can move around the vehicle as required with the laptop, rather than being stuck to where the KTS is connected, as this can sometimes be in a rather awkward place.

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Firmware updates ESI Truck will also prompt you when there is a firmware update for the KTS module. It is key that this is performed when requested to ensure that the connection between the KTS and ESI is maintained.

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Bosch support Bosch has a dedicated hotline team who will support you with software or connection issues, so if there are any issues with the topics described in this article, please contact its team who will happily assist you.

TO DOWNLOAD THE BOSCH DIAGNOSTIC DOWNLOAD MANAGER (DDM) MENTIONED IN THIS ARTICLE, WWW.RDR.LINK/VX001

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BUSINESS & TRAINING

MENTALLY PREPARED In light of the latest national lockdown, Leila Moss-Kelly, Communications Manager at Ben, talks through what you can do to stay on top of your mental health and the services available to you.

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e all have mental health – just like we have physical health.

Mental health is a state of wellbeing, one where we realise our own abilities and it affects us in numerous ways. It can affect how we cope with normal stresses in life, our ability to work productively, and can contribute to our interactions with family, workplace, friends, and the community.

We all have times when we feel down, stressed, or even frightened. Most of the time, these feelings pass but, sometimes, they develop into a more serious problem.

Everyone is different and, whilst most of the time we can recover from a setback, sometimes we might need some guidance to get us back on track and that’s okay.

Our mental health, like our physical health, varies all the time. One day we can feel down, and the next we can feel happier, more positive, and satisfied with life. It’s important to know that this is completely normal.

Mental health and physical health are linked and can affect each other. If we are stressed, our heart beats faster, we breathe harder, and it can even cause a headache.

“One day we can feel down, and the next we can feel happier, more positive, and satisfied with life. It’s important to know that this is completely normal.”

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Looking after our mental health and wellbeing can help our physical health.

Whether you want to reduce stress levels, sleep better, or need help with anxiety and depression, Ben can help.

Ben has a wide range of different mental health support options, giving you choice and control over how you receive mental health support. This could be using the tips and advice on its website or accessing its guided digital support programmes, telephone talking therapies, and counselling.

Due to the ongoing pandemic, we’ve all had to adjust to monumental changes in our lives – both at home and at work. It’s affecting us all in different ways. Ben, the automotive industry charity, helps those in our industry to navigate life and its challenges. Ben supports people who need help with a wide range of issues – everyone is different. If you’re worried about your physical health, mental health, or you’re concerned about your general wellbeing, Ben is here to help – especially during these difficult times.

Ben is adding new information all the time, so be sure to sign up to its email service to receive tips, advice, and tools straight to your inbox. You can also contact Ben’s free and confidential helpline, either online or by calling the number under 'Helpline' to the right. Ben’s helpline can also support you in accessing its new digital support programmes which are designed to assist you with stress, anxiety, depression, money worries, and resilience. These are all free of charge to people who work or have worked in the automotive industry.

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FURTHER SUPPORT Coronavirus hub Ben’s ‘Coronavirus hub’ provides relevant online support for people during these challenging times: www.ben.org/coronavirus

Work, health & wellbeing Support for those who are worried about job losses: www.ben.org.uk/work

Tips, advice & tools to your inbox Individuals can sign up to receive regular tips, advice, and tools from Ben via email: www.ben.org.uk/signup

Helpline If you need Ben’s support, call 08081 311 333, email supportservices@ben.org.uk, or chat online at www.ben.org.uk.

DON’T BE SCARED ABOUT REACHING OUT IF YOU OR SOMEONE YOU KNOW NEEDS HELP. TO SEE THE FULL RANGE OF SERVICES ON OFFER FROM BEN, WWW.RDR.LINK/VX002

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EMISSIONS

AD-BLUE FAULT DIAGNOSIS Brett Edkins, Technical Manager at Eclipse Diagnostics, explains how to identify and correct an AdBlue fault on a DAF CF MX13 Euro VI. About Eclipse Jaltest Eclipse’s innovative Testpad Extreme Pro running Jaltest software helps many businesses to improve vehicle and machinery performance. There are more than 3,000 Eclipse Jaltest packages in use, covering a wide range of commercial vehicles at customer locations both in the UK and internationally.

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dentifying faults on many modern commercial vehicles is increasingly difficult given the rising levels of technology employed by manufacturers across all aspects of the vehicles, including trailer units. This increasing technology embedded in vehicles means that companies are having to adopt increasingly sophisticated equipment to enable their technicians to maintain performance effectiveness in the workshops and when out on remote call-outs.

The problem The Eclipse Jaltest package has all the requirements to address the technological advances of today. This analysis of the AdBlue fault on a DAF CF MX13 Euro VI shows how the Eclipse Jaltest package is becoming the go-to diagnostic solution for the commercial vehicle industry.

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A DAF CF MX13 Euro VI has a diesel particulate fault (DPF) warning light on the dash and the vehicle is in derate (reduced power mode); because of this, it has been removed from service. There are many possibilities as to why the DPF lamp is illuminated, and we will need to investigate the anti-pollution system (EAS-3) using Jaltest diagnostics.

Initial assessment The technician first carries out a diagnosis of the anti-pollution system (EAS-3) to check for any current or stored fault codes which could cause the DPF warning light to come on. There is one active fault which has been detected by the anti-pollution system: code P3804 – regeneration is requested for the DPF. This fault code is caused when the soot level of the DPF has reached the maximum level for it to be able to carry out a selfregeneration, so it now requires a forced regeneration using the Jaltest diagnostics.

Jaltest analysis Using the Jaltest diagnostics software, the technician checks the soot content on the DPF measurement within the anti-pollution system (EAS-3), and they check other measurements to ensure all sensors are giving accurate readings.

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As you can see in the image (bottom of page 12), the soot content of the DPF is deemed too high and will, therefore, require a forced regeneration.

Carrying out regeneration of the DPF A feature that makes Jaltest stand out from the rest is the ability to carry out the regeneration function on many different varieties of vehicle manufacturers. When carrying out the DPF forced regeneration, the Jaltest software will guide the user through the procedure, including how the vehicle needs to be set up (initial conditions) so it will carry out the regeneration in the most effective way. It also shows the user the live data during the process so you can see how much the soot level has come down.

“This fault code is caused when the soot level of the DPF has reached the maximum level for it to be able to carry out a selfregeneration.” remove the vehicle from derate mode.

Using all the features available to the user within the Jaltest software, the technician was easily able to identify the fault, possible cause of the fault, and rectify it. Once solved, the user was able to validate the repair and clear down the fault with minimal downtime and expense.

Clearing down the fault Once the forced regeneration has completed, the user will then be able to clear the fault code from the ECU memory, clear the warning light from the dash, and

Customer first Eclipse has developed its business around the core philosophy of customer support from when the system is first purchased

and throughout its life. That support begins with the software, which is updated three times a year to reflect new models and additional information as it becomes available, and continues with the Eclipse support services.

A range of features and services are available, including a comprehensive training package, which also includes full training programmes held at the Eclipse Training Centre and cover from the Technical Support Service.

The Vehicle and IT Technical Support Service is a key part of the overall Eclipse package and, together with Jaltest and the Eclipse Testpad Extreme Pro, sets the company apart from others.

TO SEE HOW ECLIPSE’S FULL RANGE OF DIAGNOSTICS SOLUTIONS AND SERVICES COULD BENEFIT YOU, WWW.RDR.LINK/VX003

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EMISSIONS

CLEAN AS A WHISTLE Ignoring the fuel and exhaust system can have negative consequences on the environment, so Cataclean explains how to reduce emissions through maintenance and how it has helped companies to achieve this goal.

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s we know, the internal combustion engine has not changed much since injection systems replaced carburettors. What has changed dramatically is the exhaust system, from the introduction of catalytic converters over 40 years ago, through to the more recent arrival of sophisticated EGR systems and the problematic diesel particulate filters (DPFs).

Due to the nature of what these emission-reducing exhaust parts do, they get dirty and are prone to clog and fail.

Quite simply, regular Cataclean treatments at service and vehicle check intervals ensure these parts are clean and that they work better for longer. Numerous companies have seen the benefits of carrying out regular treatments.

Matt Cranny, Operations Director at ARI Fleet Management, comments: “Following the test period, the RAC concluded that the Cataclean treatment across the test vehicles improved the performance of the DPFs by 27%, reduced emissions across CO2/HC/NOx by 24%, and improved fuel consumption by 9.7%.”

Richard Dawson, Managing Director of Rogers Rescue, adds: “We use a Cataclean treatment on all 80 of our recovery vehicles every six weeks at the mandatory vehicle check to reduce unscheduled downtime and restore MPG.”

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Cataclean prevents carbon build-up, a natural by-product of combustion and something which can cause problems in vehicles – this results in unnecessary downtime and decreased performance.

Added to the fuel tank, Cataclean does not alter the fuel composition, and it is carried with the fuel through the fuel system, cleaning carbon build-up as it encounters it. Cataclean’s cleaning formulation can clean fuel injectors, cylinder heads, intake valves, and oxygen sensors.

Upon combustion in the combustion chamber, Cataclean creates an acidic vapour containing carboxylic acids; these continue through the system to clean carbon from the exhaust, including the catalytic converter and DPF. Marie Gosling, Service Manager for Sefton Council’s Fleet Management Service, explains: “As part of our vehicle maintenance

programme, we are now using Cataclean products across our entire fleet to reduce emissions across the borough of Sefton.

“As well as extending the operational life of the fleet, we also have the added benefits of saving on fuel and having more efficient vehicles, which will also hopefully reduce maintenance costs going forward.”

Ensuring the fuel and exhaust system is clean can produce numerous benefits, such as reduced emissions, restored performance, and improved fuel economy. A cleaner fuel and exhaust system can also prolong the life of vehicle components.

“The introduction of the bulk Cataclean five-litre variant has been very popular; it reduces the cost of a Cataclean treatment for a workshop. This has encouraged workshops to utilise Cataclean’s benefits as a maintenance product, as well as a distress product when a vehicle has failed its MOT on emissions,” highlights William Jones, Sales Director for Cataclean.

FOR MORE INFORMATION ON THE CASE STUDIES FEATURED IN THIS ARTICLE, EMAIL INFO@CATACLEAN.COM, OR TO DISCOVER MORE ABOUT CATACLEAN, WWW.RDR.LINK/VX004

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DECARBONISING

FREIGHT TRANSPORT Gas, electric, and hybrid-powered trucks may not be heading to your workshop this year, but they will eventually trigger changes in service intervals and technician skill levels at the very least. Sharon Clancy reports.

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educing emissions from freight transport is set to be one of the hot topics both in 2021 and for the rest of the decade. Following the publication of the White Paper ‘Powering our Way to Net Zero’ in December 2020, the Government plans to reveal its Transport Decarbonisation plan by spring.

After cars, HGVs are the biggest contributor to domestic transport emissions in the UK, so doing nothing is not an option.

However, there is recognition in the White Paper that the sector is challenging, with zero emissions solutions for HGVs much less developed by comparison with cars and vans.

The optimum solution for larger, longdistance road freight vehicles is unclear.

Potential longer-term solutions include hydrogen fuel cells (in favour with the truck OEMs) and the development of a fast power-delivery infrastructure to overcome range and fast-charging challenges of battery-powered HGVs (although that won’t, of course, address cost issues from the reduction in payload).

The success of the LEFT trials has encouraged the Government to invest a further £20 million in further freight trials to kick-start hydrogen fuel cell and other zero emission truck technologies. The truck

The John Lewis Partnership was one of the organisations to get involved with the LEFT trials

OEMs, under the umbrella of ACEA (the European Automobile Manufacturers Association), have published their own roadmap – ‘Road Freight Transport on the way to carbon neutrality’ – for achieving emissions-free road freight transport. ACEA points out that road charging, taxation, and infrastructure investment will be necessary to achieve the zero emissions goal.

In the medium term, biomethane is seen as having a significant contribution, not least because the LEFT trials have shown it to be both a practical solution and able to reduce carbon emissions by as much as 80% compared with diesel-powered Euro VI trucks. Refuelling infrastructure is a limiting factor to wider adoption (partly finance, partly planning permission constraints).

Eyes LEFT The Low Emission Freight and Logistics Trials (LEFT) was a threeyear £20 million government-funded programme that ran in 2017. It was designed to increase understanding and experience of the different alternative-power options available and help fleet managers decide how they could cut emissions.

The emissions and energy performance of the LEFT technologies were compared with the equivalent conventional dieselpowered Euro VI vehicles in day-to-day operations. This was crucial in demonstrating they could make a difference to emissions in practice and not just in laboratory-based scenarios.

Technologies in the trial were categorised as Revolution, Transition, and Evolution.

Revolution technologies include BEVs. Transition technologies include rangeextended electric vehicles (REEVs), dedicated gas vehicles and hydrogen/gas dual fuel vehicles. Evolution technologies include lightweight & aerodynamic trailers and trailer kinetic energy recovery systems (KERS).

TO SEE THE ‘ROAD FREIGHT TRANSPORT ON THE WAY TO CARBON NEUTRALITY’ REPORT MENTIONED IN THIS ARTICLE, WWW.RDR.LINK/VX005

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EMISSIONS

LOWER EMISSIONS, MADE EASY Behind the noise and turmoil of Brexit and COVID-19, hauliers are quietly going about the business of finding new ways to reduce the carbon footprint of their fleets.

Orbcomm discusses its Fuel Auditor feature and how it helps to reduce emissions.

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s fleets have discovered, there is not just one solution to the CO2 emissions challenge. Instead, it is about employing a range of different technologies, equipment, and process improvements which all add up to having the greatest impact.

Within the telematics field, emphasis to date has focused on changing driving behaviour, route planning, and proactive maintenance to cut emissions. Less practised has been the process of fuel auditing to compare the CO2 emissions of individual vehicles, drivers, or even depots, and neither have changes been put in place to change these results.

How it works To get to this CO2 calculation, fleet managers need to be confident in the provenance of their data in the first instance. Orbcomm’s Fuel Auditor feature easily achieves this, using actual fuel data to compare fuel purchased with fuel burned.

Fuel purchase data is imported automatically from electronic fuel cards, onsite pumps, or entered manually from fuel receipts, and the amount of fuel burned by each truck over the reporting period is derived from the truck’s CANbus data.

To capture fuel burn data, Fuel Auditor calculates the fuel in the tank at the start of the reporting period, added to the fuel purchased over the period, and subtracts

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apply an evidence-based calibration factor in the software to remove any inaccuracy between truck make and models.

Orbcomm has multiple years of truck data to aid in this process.

CO2 emission reporting

the amount of fuel in the tank at the end of the reporting period.

Residual fuel in truck tanks is calculated at the start and end of the reporting period based on the tank capacity data and the electronic fuel level sensor which are reported every five minutes by Orbcomm.

Applying calibration to ECM fuel burn data Commentators acknowledge that it can be very difficult to accurately determine the fuel burned by each truck. In these situations, Orbcomm’s Fuel Auditor can apply a software calibration to fuel CANbus data to reflect the real-world fuel economy for each vehicle in the fleet.

Over a short initial period of time, baseline data is gathered and fleets can

The Fuel Auditor now has all the data necessary to complete an algorithm, which Orbcomm uses to create an emissions report for every truck in the fleet over any period.

Once baselines are established, the fleet can then set CO2 reduction goals to decrease the environmental impact of the fleet.

Orbcomm's platform also provides additional tools to reduce CO2 emissions.

Driver performance scoring compares idling, acceleration, braking, coasting, and anticipation percentages between drivers.

So, feedback and coaching can be provided to change driving behaviour that impacts on emission outcomes.

The Maintenance Planner feature can schedule services and inspections based on the time elapsed (e.g. every six months) or distance, to ensure that proactive maintenance occurs and to avoid negative emission outcomes.

FOR MORE INFORMATION ON ORBCOMM’S FUEL AUDITOR FEATURE, WWW.RDR.LINK/VX006

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EMISSIONS

COST-EFFECTIVE COMPLIANCE You don’t need to break the bank to achieve compliance with Euro VI standards.

Eminox explains how retrofitting can be a low-cost alternative to buying a new compliant vehicle.

18 CVW FEBRUARY 2021

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s we move forwards, tougher emissions standards are set to come into force across the UK, with a range of Low Emission Zones (LEZ) and Clean Air Zones (CAZ) planned in many cities over the coming months. These will help improve air quality and the health of those living and working in these urban areas by reducing air pollution.

Heavy-duty vehicles will need to meet tighter Euro VI emissions standards for nitrous oxides (NOx) and particulate matter (PM). For example, this year, London’s Ultra Low Emission Zone (ULEZ) will require all buses, coaches, and trucks over 3.5 tonnes to be Euro VI compliant – otherwise, operators will have to pay a £100 daily charge to drive within the Greater London area.

Non-payment of fines will result in substantial financial penalties. Additionally, from 25th October 2021, the ULEZ is expanding from central London to create a single, larger zone up to the North Circular Road (A406) and South Circular Road (A205).

At the same time, operators must cope with the continuing impact of COVID on cashflow, limiting their ability to invest in new vehicles whilst still operating efficiently.

This means they need to ensure cost-effective compliance, particularly when it comes to relatively new, high-value vehicles with many years of operating life ahead of them.

The answer to this challenge for the majority of operators is to retrofit emissions control technology to existing vehicles. Fitting an approved exhaust aftertreatment system (EATS) to an older vehicle enables Euro VI compliance, lengthening its useful life and boosting the value of an operator’s fleet.

It removes the need for major investment in new vehicles and any downtime involved in waiting for delivery. In fact, on average, 10-15 vehicles can be retrofitted for the price of buying a new one.

Achieving compliance When it comes to London’s ULEZ, vehicles will have to be registered via the TfL website before they enter the zone, which will be enforced by ANPR (automatic number plate recognition) cameras.

To ensure compliance, the Euro VI retrofit EATS must be certified by the government's Clean Vehicle Retrofit Accreditation Scheme (CVRAS), run by the Energy Saving Trust.

This involves a comprehensive independent

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testing programme before manufacturers receive approval for their emissions reduction system. With over 42 years of experience, Eminox provides approved solutions for a range of bus, coach, truck, and refuse collection vehicles. Eminox has been first to market with CVRAS approved systems for all of these vehicle types.

To date, Eminox has sold and distributed more than 85,000 retrofit systems around the world and have worked on key projects, including the £86 million TfL project to upgrade 5,000 buses to Euro VI equivalent standards. All Eminox exhaust aftertreatment systems are designed and manufactured in the UK and are backed by full aftersales support.

Solutions and support Eminox understands the complexity of designing and manufacturing a retrofit system that meets stringent real-world demands and has invested heavily in UK design, manufacturing, and support facilities to deliver a seamless solution to its customers.

Eminox supplies EATS technology to leading automotive OEMs, including Iveco and Volvo, and uses this experience and knowledge to create cost-effective retrofit solutions. This emissions reduction technology is capable of reducing PM, NOx, NO2 , CO, and hydrocarbons by up to 99%, even at low-operating temperatures; essential for many vehicles operating in urban areas.

Retrofit solutions can be installed at the company’s state-of-the-art Lincolnshire manufacturing site, or at customer sites across the UK. Installation can either by carried out by Eminox fitters or by the

customer’s own teams, trained and supported by Eminox.

The company’s in-house team has many years’ experience in supporting large national fleets to maintain peak efficiency.

Eminox offers a range of aftersales support packages to ensure the customer receives the best results from their retrofit EATS. These include annual services, telemetry access, and extended warranties.

Through periodic servicing of a customer’s systems by Eminox’s master technicians, the products operate at peak efficiency, ensuring they continue to meet the latest emissions standards. Retrofitting with an Eminox system is a low-cost alternative to buying a new vehicle, with the greatest cost benefit for high value vehicles, such as buses, coaches, and trucks.

TO FIND OUT HOW EMINOX CAN HELP YOU COST-EFFECTIVELY MEET TIGHTER REGULATIONS, EMAIL ENQUIRIES@EMINOX.COM OR WWW.RDR.LINK/VX007

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TOOLS & EQUIPMENT

CLEAN & TIDY Daniel Took, Head of Professional Product Marketing at Karcher UK, discusses best-practice products and processes for keeping workshops clean.

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leaning is a fundamental requirement to keep a workshop in good working order, especially when it comes to floors. Health and safety is the priority here to prevent accidents, protect human health and the environment, and retain the value of the flooring.

Machine technology is essential The use of scrubber dryers is recommended as they are cost-effective when used on surfaces of just 200m² in size. Cleaning agent is added to water from the freshwater tank and fed ready-mixed to the scrubber head, where the brush system channels it towards the floor.

The brushes then scrub the floor to remove the dirt. The squeegees behind the brushes collect the loosened dirt and this is collected in the dirty water tank. As well as being significantly more efficient than manual cleaning, a scrubber dryer leaves the floor dry, so it can be walked on immediately.

Depending on the flooring, the machine should be fitted with a disc or a roller scrubbing head. Generally, disc systems suit smooth floors, whilst roller systems suit structured floors, such as those found in workshops. Roller brushes penetrate the surface of the floor more effectively, with higher contact pressure (seven times greater) and a higher rotational speed that thoroughly removes even stubborn stains. Plus, the high rotational speed means the brushes clean themselves by propelling dirt away.

Maintenance vs. deep cleaning The amount and type of dirt on the floor will decide the level of cleaning required. A heavily soiled floor requiring deep cleaning should use the two-step method. As a first

20 CVW FEBRUARY 2021

step, the user applies a cleaning solution with a higher concentration (5-20%) to the flooring.

Whilst the solution is reacting with the dirt, the surface is scrubbed several times. In a second step, the loosened dirt is collected by the machine's squeegee. For light soiling, maintenance cleaning using the one-step method is sufficient: the cleaning solution (0.5-3%) is applied to the floor, after which the surface is scrubbed and the loosened dirt is vacuumed as part of the same process.

Roller brushes or roller pads Roller brushes are recommended for tackling highly structured flooring with deep and wide crevices. For closed, smooth surfaces, roller pads are the best option to ensure maximum contact with the floor. The hardness of the brush or pad material depends on the amount and type of dirt and the hardness of the floor surface. For robust flooring, the brush or pad material is determined according to dirt intensity.

Stoneware vs. ceramic tiles Stoneware tile floors are popular in workshops, but their micro-pore structure attracts dirt, gradually becoming grey and discoloured. To remove the dirt from these fine pores, two things are required: a powerful mechanism and microfibre technology.

A roller scrubber head with a microfibre roller pad is ideal. The strong contact pressure and high rotational speed of the microfibre rollers removes the dirt and immediately expels it from the microfibre material. This means the roller maintains the same efficiency throughout, restoring the tile to its original appearance.

Ceramic tiles with their ‘orange peel’ (typically reddish-brown) appearance are

also commonly used in workshops and are best cleaned using roller brushes with polypropylene bristles and a powerful alkali-based gravel cleaner that quickly and safely dislodges grease, oil and brake dust and mineral soiling. Virtually no foam is created, so the cleaning agent can be absorbed with the dirt.

Cement screed flooring is also often found in workshops, usually coloured with a surface-coating such as epoxy resin coating or made slip-resistant with certain admixtures. A scrubber dryer with a roller scrubber head is particularly effective at cleaning these surfaces as well.

Alternative cleaning methods High-pressure technology can be used to clean workshop floors and is often already present on-site. A surface cleaner is an essential accessory to contain the water and prevent fixtures and equipment from being covered in moisture. A nozzle bar with angled self-propelling power nozzles rotates in the round casing (which serves as a splash guard) dislodging the dirt from the ground.

This can be instantly diverted into the existing drain system or vacuumed using a wet/dry vacuum cleaner (note: a class M or H safety vacuum cleaner should be used for vacuuming dust that is hazardous to health). Overall, cleaning is essential for hygiene, safety, business reputation, and to retain the value of the cleaned surface.

FOR MORE ON KARCHER'S RANGE OF CLEANING PRODUCTS AND SOLUTIONS FOR COMMERCIAL VEHICLES AND WORKSHOPS, WWW.RDR.LINK/VX008

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TOOLS & EQUIPMENT

DON’T BRAKE THE BANK A Devon-based family business explains how it benefitted from significant cost savings and workshop flexibility with the introduction of a TotalKare mobile brake tester.

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fter being impressed with a demonstration of the product on TotalKare’s stand at a trade show in 2019, Blakes Coaches introduced a single phase mobile brake tester from the company to facilitate more crucial vehicle testing and maintenance in-house, saving significantly on the time and expense involved in taking each vehicle to a test centre.

The simple yet strong and flexible design of the DVSA-approved mobile brake tester can test up to 16,000kg axle load and can be placed on asphalt, concrete, and even on uneven gravel, sand, or dirt. For heavier axle loads, an upgraded version that can test up to 20,000kg is also available. The brake tester comes with a PC, printer, monitor, cabinet, and tablet device as standard, the latter enabling brake tests to be conducted from the driver’s seat in a matter of minutes.

The mobile brake tester complements the existing T8DC cable-free mobile column lifts previously supplied by TotalKare, providing Blakes Coaches with the latest in lifting and testing technology for its workshop.

Although Blakes Coaches used its own finance method for this particular purchase,

22 CVW FEBRUARY 2021

TotalKare has a range of finance options that were discussed in order to suit the customer’s needs. TotalKare has a variety of finance solutions, with weekly payments that can be less than the cost of an hour’s labour, to suit your businesses’ financial needs. These options include: lease hire, lease purchase, short term hire, 0% finance deposit, and a low finance option.

Paul Stoneman, Engineer at Blakes Coaches, expands: “We have a longstanding relationship with TotalKare ever since our purchase of T8DC mobile column lifts, and we were impressed with the quality of the mobile brake tester and the

fact it was available with single phase power.”

George Georgiou, Area Sales Manager at TotalKare, adds: “Brake testing inhoouse will deliver considerable value in the medium to long term. Whilst TotalKare can offer a range of flexible finance options, we were also happy to work with a third-party finance provider arranged independently by the customer.

“This enabled Blakes Coaches to spread the cost of this capital equipment across a term to suit them, whilst immediately benefitting from increased fleet availability due to the time savings inhouse testing provides.”

Coach holiday provider Blakes Coaches provides a range of holiday tours across the UK and Europe. Its fleet of coaches is regularly maintained and tested to ensure an excellent holiday experience for its customers.

FOR MORE INFORMATION ON TOTALKARE’S MOBILE BRAKE TESTER, WWW.RDR.LINK/VX009

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TIME SAVERS To help you with your tool collection, here is Draper Tools’ guide to problem-solving tools and equipment for the commercial vehicle workshop.

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s a technician, it’s likely you’ll have a favourite tool that’s come to the rescue in tricky situations, or it comes in handy time and again. Whether it’s a trusted socket set or a powerful impact gun that’s loosened up some tough nuts – we’ve all got our top tools. Over time, you begin to build up a kit full of tools and equipment that make life easier on the job. But what are the correct tools for specific problems?

PROBLEM: Tough wheel nuts

PROBLEM: You need extra torque SOLUTION: A high quality socket set is always a worthwhile investment and will come in handy throughout your career – but, with so many to choose from, it can be hard to know where to start. Look for a set with a lifetime warranty that will withstand the commercial vehicle servicing environment.

The Draper Expert range of ¾” and 1” drive socketry is ideal for the servicing of HGVs and PSVs. Also, a great choice is the Draper Expert 17 Piece 3/4" Sq. Dr. Metric Socket Set, which comes with an extending ratchet enabling technicians to get extra torque on tight threads. The Draper Expert Hi-Torq sockets included in this set are known for their strong grip and won’t slip while you’re working.

“It's likely you'll have a favourite tool [...] but what are the correct tools for specific problems?”

SOLUTION: Large commercial vehicles can have some tough wheel nuts that, in some cases, won’t have been removed in many years. You need something reliable to shift them, so it is worth choosing your power tools carefully. The Draper XP20 20V Brushless 3/4" Impact Wrench offers 1060Nm of powerful torque – one independent reviewer even found that it shifted some seriously stiff tractor wheel nuts that hadn’t been off in 20 years.

It’s a great choice for the commercial vehicle workshop, with 4 electronic torque settings, a smart reverse feature (which stops impact and slows rotation when the bolt or nut is loosened), a super bright LED worklight, and variable speed control with electronic brake. As part of the XP20 range, it features a multi-tool battery system, where one battery powers every tool in the XP20 range.

PROBLEM: Efficient greasing SOLUTION: Applying lubricants and greases to various mechanical or moving parts is an essential and everyday job and, when you’re doing it day in, day out, you need this to be as efficient and effective as possible. The Draper Expert High Volume Hand Grease Pump is ideal for the commercial vehicle technician, with a high grease output, four times more efficient per stroke (4g) at 27MPa (4000psi).

Grease guns are also a great tool – be sure to choose one with a high pressure output to help make quick work of the job. The Draper Expert 18V Cordless Grease Gun is designed to work with a standard 400g grease cartridge and comes with a 1.3 Ah 18V NiMH battery pack and quick charge one-hour charger, saving time on the job. The 750mm reinforced delivery tube and high-pressure grease nipple provide an impressive 8,000 PSI output, which delivers a constant 70g per minute flow rate, making it an ideal choice for the busy commercial vehicle workshop.

PROBLEM: Safely lifting heavy vehicles with the minimum possible effort SOLUTION: When it comes to commercial vehicles and regular heavy lifting, you need some extra power. A pneumatic jack is a great investment that will make quick, easy work of lifting HGVs. Look for a good build quality and be sure to consider safety, so look out for features such as a safety overload valve. The Draper Expert range offers several pneumatic jacks ideal for commercial vehicles. Each jack in the series comes with extensions to increase the lift height and reduce the gap between the jacking point and the saddle.

TO SEE MORE OF THE DRAPER TOOLS RANGE FOR COMMERCIAL VEHICLES, WWW.RDR.LINK/VX010

FEBRUARY 2021 CVW 23

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TOOLS & EQUIPMENT

SAFET Y AT HAND Opting for low-cost tools may save you money in the short term, but this ignores both the financial and safety consequences of not investing in the correct equipment. Sealey advises on how you should make the correct choice.

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n the ever-changing automotive world, there always seems to be new skills to learn and new ways of doing things that we need to understand. Commercial vehicles have become more complex as they have evolved; therefore, CV technicians have had to mirror this evolution with training and a helping of ingenuity.

Toolboxes, their contents, and garage equipment have also had to move with the times. Tools and equipment collectively are a big investment for both technicians and workshop proprietors. Such an investment should be spent wisely to avoid consequences later.

Low cost ‘bargains’ may look great in a photograph, or even to the touch, but will they perform? Have they been tested thoroughly to ensure they are fit for purpose? These types of questions are even more important when it comes to tools and equipment that require legislation and certification before they can legally enter the marketplace.

Possible consequences?

The first and most obvious consequence is that money may have been wasted.

24 CVW FEBRUARY 2021

How to avoid problems

Whether it’s a low-cost item or a big piece of equipment, we all want our purchases to meet our expectations and needs.

Everything we buy should perform as we would expect it to; as consumers, we all need that confidence in our choice of purchase. In the case of tools and equipment needing certification and testing, there may be health and safety implications involved.

The most important thing is preventing injuries caused by tools and equipment that are not up to the task required. Injured people being absent from work is not only unpleasant for them personally, but may result in them having to take time off which is inconvenient for their employer.

Serious injuries may involve legal investigations and compensation – this will bring additional problems and expense to an already difficult situation. Damage to a customer’s vehicle is a side issue that nobody would want to encounter.

A small amount of research before purchasing is often a good place to start. For example, ask your search engine what specification of multimeter you need in order to work on a hybrid vehicle and it will return a Cat III device. These units must comply to the EN61010 test standard.

The Sealey TA320 is a good example of such a device. A few moments of research will give you the confidence to know you will be spending wisely and acquiring something that will assist in your work in a safe and correct manner.

You get what you pay for is an apt saying, and it’s useful to keep in mind when buying tools and equipment. There will always be a place for low-cost tools for the professional technician who is using these items continually.

Durability and quality are much more important factors when making a choice.

Low quality tools that distort or break not only cause inconvenience by making the job harder, they can also result in personal injury to the user. Sealey hand tools have the assurance of a lifetime guarantee and offer a cost-effective choice without breaking the bank, or the knuckles. Tools that can last many years, or even a lifetime, are certainly worth some research to ensure the correct choice is made. Time and money well-spent is a wise investment.

TO SEE SEALEY’S COMPLETE PRODUCT RANGE, OR TO SEARCH FOR SPARE PARTS, REGISTER YOUR WARRANTY, SEARCH FOR SETTING & LOCKING KITS, AND VIEW ITS NEW HELP & SUPPORT PAGES, WWW.RDR.LINK/VX011

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CASE STUDY: JACK OF ALL LIFTS Having access to the right vehicle lift for the job is crucial, whether it’s a two-post, four-post, or column lift, or even a skylift. Two Scottish companies explain how their differing needs were catered for by Stertil Koni.

Column inches Commercial Transmission Services (CTS), a driveline company based in Glasgow, works on a wide range of vehicles with differing axle configurations. So, in order to more efficiently cater for an increasingly diverse range of LCVs, PSVs, HGVs, and construction vehicles, CTS specified a Stertil Koni mobile wireless column lift, type ST1075FWA. The lift comprises a set of four wireless mobile columns, each providing a lifting capacity of 7.5 tonnes, thereby ensuring an overall safe lifting capacity of 30 tonnes when used as a set of four.

Each column incorporates Stertil Koni’s ebright Smart Control System which allows workshop technicians to operate the columns individually, in pairs, or in any other combination from any column in the set. Positioning of the wireless columns is also totally flexible, enabling them to be used in any configuration around a vehicle.

Featuring full-colour touch screen consoles, the ebright Smart Control System has been designed and developed to simplify operation by providing maximum visual information about every lifting operation – all at the fingertips of the workshop technicians. In fact, technicians can also use the touch screen whilst wearing gloves if enhanced hygiene measures are in place.

For added safety and performance, the ebright Smart Control System also shows how many columns in the set are being used, plus the battery status of each column. Safety

is further enhanced by an independent mechanical locking system, incorporated into each column, which allows technicians to securely lock the lift to prevent a vehicle from being inadvertently lowered.

This heavy-duty lift is powered by longlife, deep cycle batteries which provide optimum performance for at least a week, on average, before recharging is necessary.

Also, battery life is prolonged due to the fact that, unlike a screw-lift, power is only used to raise the vehicle; therefore, less time is spent recharging the lift (recharging is carried out via a 230v single phase supply).

Importantly, with no cables on the workshop floor, the risk of tripping is removed, providing valuable health and safety benefits. The absence of power and communication cables also means that set-up time is greatly reduced, thereby making the system fully operational much more quickly.

Significantly, the lift’s unique synchronisation system ensures a smooth lifting and lowering cycle, even in the event of extremely uneven load distribution. Supplied complete with adjustable width forks, the Stertil Koni ST1075FWA easily meets the challenge of lifting vehicles with differing tyre widths to ensure maximum versatility.

Also, the ST1075FWA provides a maximum lifting height of 1.85 metres which is reached in just 75 seconds, making it one of the fastest commercial vehicle lifts available. Another important feature of the lift is its suitability for use both inside the workshop and on the adjacent outside area. This flexibility is useful when workshop space is limited during periods of high demand.

Mixed fleets Following the successful use of a set of Stertil Koni mobile heavy-duty vehicle lifts, Maclean Coaches, a family-run business based in the Northwest of Scotland, required another versatile solution.

So, to boost its workshop capacity, the

company installed a seven-tonne capacity four-post lift, type ST4070-LV. This lift features a compact design which, combined with a low drive-on height of 160mm and short drive-on ramps, ensures its suitability for use in workshops where floor space may be limited.

This feature is further enhanced by the slim profile of the lift’s lifting columns, and this ensures maximum accessibility for vehicles of all lengths and widths to meet every user requirement.

Total versatility and flexibility is also maximised by the four-post lift’s 630mm wide platforms, which are easily adjustable to suit a wide range of vehicles, including minibuses, commercial vans, and light freight vehicles fitted with twin rear wheels.

The lift incorporates an adjustable speed lowering valve, which ensures safe and controllable lowering of vehicles down to floor level or onto axle stands and transmission jacks. With a maximum lifting height in excess of two metres, the lift provides a perfect working environment for the tallest workshop technicians.

During development, the Stertil Koni range of four-post lifts was tested under full load throughout 50,000 lifting cycles.

FOR MORE INFORMATION ON STERTIL KONI’S FULL RANGE OF LIFTING SOLUTIONS, WWW.RDR.LINK/VX012

FEBRUARY 2021 CVW 25

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CLUTCH, TRANSMISSION & STEERING

STEERING CLEAR OF COSTLY REPAIRS Diesel Technic’s Parts Specialists team talks to CVW about what to keep in mind during routine maintenance, whilst offering some helpful hints and tips on steering components.

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teering and suspension are safetycritical systems for commercial vehicles, not only supporting heavy loads, but also helping to maintain stability and control when accelerating and braking.

Together they keep tyres in alignment, reducing uneven wear and potential tyre failure, and they maximise the contact between the tyre and the road to provide steering stability and good handling.

Although steering systems are generally reliable, problems can start to creep in as the vehicle ages. They give driver directional control over the vehicle, so identifying issues early is essential. Following a regular preventative maintenance schedule is the best way for operators to maximise vehicle uptime, avoid costly repairs, and safeguard other road users.

Andy Beaumont, who heads up quality control and customer service at Diesel Technic UK & Ireland, comments: “When it comes to routine service and maintenance, it’s important to look at everything systematically, which is why our Parts Specialists team recommends working with a checklist to ensure nothing is left out.”

26 CVW FEBRUARY 2021

The company’s international Parts Specialists team is dedicated to supporting workshops and fleets with practical help and advice, offering videos, assembly instructions, and product training across the DT Spare Parts and Siegel Automotive parts and accessories brands.

Parts Specialist Lars Mesloh recommends starting your routine maintenance inspection by checking the axle geometry of the front and rear axle. He explains: “Begin with the front stabiliser bushes, pressing a tyre iron against the sway bar, and check whether the bearings have been dislodged.”

Moving on to the steering column, he checks the ball joints, taking particular care that the sleeves are not torn, which can allow water to access and dissolve the material inside causing it to become brittle and the joint dislodged.

“Using a pair of pliers, compress the tie rod and thrust rod ends down to ensure that there is no ‘play’ in the spring,” he adds. Here, you need to know what type you’re dealing with on the vehicle, warns Lars, as new generation ball heads are pre-sprung – there’s a spring behind the ball that pushes it up.

So, if you compress the spring just a little, many people then think that rod is defective and remove it. He continues: “However, that is not the case – you have to go beyond this spring point. As the spring is slightly preloaded, you need to observe the tolerances of the manufacturer’s specifications in terms of how much play is allowed and then proceed accordingly.”

Working systematically around the vehicle, Lars checks the tightness of the spring clamps and the shock absorbers, as well as the tyres, brake pads, rear stabiliser bushings, air bags on the rear axle, the spring brake actuator, and brake pads.

“Once the axle geometry has had a thorough check-up, it’s time to change the oil and the fuel filter, and complete the rest of the maintenance routine,” concludes Lars.

DIESEL TECHNIC HAS A RANGE OF TECHNICAL VIDEOS AVAILABLE COURTESY OF ITS PARTS SPECIALISTS TEAM. TO SEE THESE FOR YOURSELF, WWW.RDR.LINK/VX013

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CLUTCH, TRANSMISSION & STEERING

THE SAFETY IMPORTANCE OF KING PINS The steering behaviour of a vehicle can be adversely affected by numerous components of the chassis, including worn-out king pins and their bearings. febi discusses the importance of king pins and how the company prioritises safety.

FIGURE í˘˛ : A modern machine park ensures a very precise production

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ing pin wear tends to make itself known in the form of stiff steering, noise during the turning of the steering wheel, or uneven tyre wear.

Further signs typical of king pin faults are problems with directional stability and the need for frequent, corrective steering action.

King pins play a supporting role. All steerable wheels of a commercial vehicle generally rotate about a king pin. The king pin attaches the stub axle to the wheel suspension and is, therefore, the only connection between the road and the axle. It forms the link between the sprung and unsprung masses of the vehicle.

The permanent exposure of individual components – including bearings, sleeves, and the king pin – to dirt and spray, leads to corrosion and wear. This process is further accelerated by the consequences of poor maintenance (e.g. lubrication), bad road surfaces, or vehicle overloading.

Whilst there are external factors that impact the king pin's functionality and lifespan, febi goes above and beyond to create a durable, long-lasting king pin designed to withstand such conditions.

28 CVW FEBRUARY 2021

FIGURE í˘ą : Only high-quality steel with the right material properties is used for febi king pins

A portion of the articles from the febi range of 11,000 commercial vehicle replacement parts available are manufactured at the company's own production facilities in Ennepetal, and these include king pins. The use of modern CNC machining guarantees the components' quality, which are so vital to safety.

If replacement parts are not accurately manufactured, sharp edges may damage seals and allow water to penetrate into bearings. The correct inclination of the grease ducts for axle bushings is also essential to ensure the pivot points' proper lubrication.

Precise machining and the pin's surface hardness are the characteristic qualityfeatures of king pin sets from febi. febi's commercial vehicle engineers are well aware that ‘a hard surface and perfect accuracy of fit ensures easier installation and smooth guidance of the pin. At the same time, it prevents shearing at the points of friction.’ King pins, bushings, and bearings are safety-relevant wear parts. Dimensional deviations, insufficient hardness depths, and unsuitable material quality can lead to steering failure and compromise the brakes' effectiveness, among other things. This can have severe consequences, so febi provides a safe alternative. Thanks to the precise manufacturing, you can always rely on the quality of our king pins.

FIGURE í˘ł : Mechanical processing of a king pin

FIGURE í˘´ : Inductive hardening for long-lasting wear protection

FIGURE í˘ľ : Grinding, followed by long-lasting corrosion protection

FIGURE í˘ś : The finished king pins

TO SEE THE COMPLETE OVERVIEW OF FEBI KING PINS FOR YOURSELF, WWW.RDR.LINK/VX014

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Biffa, a sustainable waste management business, details how £200,000 per year is set to be saved on truck transmission servicing costs with the help of Allison Transmission.

CASE STUDY: SERVICE SAVINGS

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ransmission service intervals are typically based on fleet operators’ longstanding habits, historic predictive maintenance schedules, or standard recommendations from truck OEMs or bodybuilders.

When Allison Transmission examined the schedules for Biffa’s 1,150 Allisonequipped Dennis Eagle Elite and Mercedes-Benz Econic trucks in the UK, it found that service intervals could safely be extended without diminishing the performance, efficiency, or durability of the fully automatic transmission units.

Biffa previously followed a recommendation to renew the transmission fluid and filters on its Dennis Eagle trucks – which run municipal services such as refuse collection – every 12 months, 600 hours, or 9,300 miles (whichever came first). Now, those intervals are extended to 36 months, 3,000 hours, or 74,565 miles.

This is with the continued use of Allison TES 295 approved lubricants – or with Allison’s latest TES 668 transmission fluid, available in the UK in 2021 – that are fully synthetic based, engineered and tested to deliver superior performance.

In addition to making significant savings on annual oil and filter costs, the revised service intervals are saving Biffa 3,600 hours in labour and vehicle downtime annually.

Oil consumption and disposal has also been reduced by 33,500 litres each year, making a positive contribution to Biffa’s ‘Resourceful,

Allison launches TES 668 Allison has recently announced a new formulation of its high-performing transmission fluid, which improves the existing TES 295 fluid and will be introduced during 2021. TES 668 is a modern formulation with many advantages compared to mineralbased, non-synthetic fluids. This next-generation transmission fluid is specified for all Allison 1000 Series, 2000 Series, 3000 Series, and 4000 Series automatic transmissions.

Responsible’ 10-year sustainability strategy.

“Like many fleets, our service intervals are somewhat defined by how we’ve always done it, with the aim of ensuring our vehicles are well maintained and deliver efficient, long service,” said Steve Lea, Fleet Commercial Manager at Biffa Municipal.

“We were aware there may have been some over-servicing, but after hearing the recommendations of the UK team at Allison, we were very surprised by the £200,000 annual savings to be gained from adopting different practices. We have gone from servicing some double-shifted RCVs twice per year to just three times in their 10-year life.”

Nathan Wilson, Account and Market Development Manager at Allison Transmission, adds: “Biffa’s big savings show

what’s possible by reviewing transmission service schedules. Conversations between Allison and Biffa have also resulted in Biffa activating Allison’s prognostics capabilities on more of its trucks to further help with monitoring and maximising transmission fluid and filter life.

“We encourage fleet operators to have a direct dialogue with us about the frequency of replacing transmission fluid and filters – and indeed anything else related to the health, performance, and efficiency of their Allison transmissions. Our doors are open to provide advice and help fleet operators to make significant savings.”

To optimise transmission service schedules, truck operators are advised to use Allison TES 295 approved fluids. In addition to extending drain-intervals, TES 295 is claimed to offer thermal and viscosity advantages over conventional petroleum-based fluids and other synthetic fluids, for optimal transmission performance and protection.

Allison recommends fleets undertake fluid analysis as the primary method for determining fluid change intervals and has also developed a ‘Fluid + Filter Calculator’ to help fleets work out their fluid change information.

TO SEE ALLISON TRANSMISSION’S ‘FLUID + FILTER CALCULATOR’ FOR YOURSELF, WWW.RDR.LINK/VX015

FEBRUARY 2021 CVW 29

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CLUTCH, TRANSMISSION & STEERING

TOP TIPS FOR

CLUTCH FITMENT Engines are changing, so the clutch and transmission system is being adapted too.

Alistair Mason, Technical Manager for Schaeffler, gives his advice for carrying out clutch work.

S

ome workshops avoid clutch work, preferring instead to send it to a ‘specialist’; however, by following a few simple precautions, every workshop can avoid turning work down and start turning a profit.

Overview ■ Plan the job – order the parts and check for any service information or technical bulletins prior to starting – and, to save time, the REPXPERT fitting instructions can also be attached to the job card as the torque settings will be readily available ■ Look over the special tools required to ensure the job can be completed successfully ■ Schaeffler now offers a RepSet DMF, a Dual Mass Flywheel, and clutch kit in one box, this also contains all bolts & accessories required for the repair ■ By following the REPXPERT instructions, the gearbox and clutch removal is generally straightforward ■ Mark positions of drive flanges and prop shafts, so as not to incur balance issues ■ Always pay close attention for wear to pivot points, bearing guide tubes, release mechanisms, and bushes, and replace if required ■ Always rectify any engine or transmission leaks that could contaminate the new clutch assembly ■ When installing the gearbox on commercial vehicles, spend a little extra time aligning the gearbox on the transmission jack, as these gearboxes can be heavy and damage the clutch plate if not aligned correctly ■ Always replace the clutch fluid, as contaminated clutch fluid can easily deform a new seal in the concentric slave cylinder, causing it to fail prematurely.

30 CVW FEBRUARY 2021

Supplying replacement parts is becoming increasingly difficult, especially genuine parts from original equipment (OE) suppliers. Unfortunately, a vehicle registration look-up may not always be entirely accurate, so finding some additional basic vehicle details – preferably directly from the vehicle – will reduce the risk of being supplied an incorrect part.

Having certain important information to hand can really help; such as the correct VAG engine code, knowing where reverse is located on GM applications (to identify the correct CSC), or finding out if a VW has a start/stop system, which is essential in identifying the right DMF.

Follow the free fitting instructions Before the parts are delivered, check if there any specific and accurate fitting instructions available, especially if you are not familiar with the vehicle. Schaeffler’s REPXPERT online workshop portal is a perfect place to start, as clutch fitting instructions are completely free for members to access, and can be saved, printed, and attached to the job card.

Check the application listings for the kit you are fitting to see how many components are shown and check against the instructions to see if all the parts required have been

ordered. LuK RepSets are renowned for being ‘complete repair solutions’, which reduces the risk of missing essential parts.

Technicians can also access REPXPERT direct from their mobile device, with extra functionality such as a barcode scanner that will take you straight to all the technical documents for the parts you have ordered, simply by scanning the LuK label. The popular DMF CheckPoint app is now built in to REPXPERT, so all the critical tolerances and installation specifications and are quickly and easily available in just a few clicks.

Equipment There is not a great deal of specialised equipment required, but a few essentials will make the job easier; a two-post ramp and a working transmission jack – or two if working on larger vehicles (like an L200) – preferably with a tilting head for a troublefree refit. A universal alignment tool will also make gearbox installation easier and prevent damage to the new clutch.

Whilst it is essential to use a special tool to fit self-adjusting clutches, Schaeffler’s SAC tool has added value, as it can be used during any clutch installation to help ensure correct fitment, whilst also including special alignment tools to suit multiple applications.

A DMF can be checked for wear prior to

030_CVW_FEB21_Layout 1 20/01/2021 12:52 Page 31

removal by using an LuK DMF tool in conjunction with the DMF CheckPoint function in the REPXPERT app. If the DMF does need replacing, then the app also informs the technician if new bolts are required and what torque values to use.

The right parts Once the parts have arrived and the gearbox has been removed, it’s always worth conducting some basic comparisons: Splines – Sliding the drive plate back and forth to distribute a small amount of grease is a good check that the splines are correct, not forgetting to wipe off any excess grease afterwards.

Drive plate orientation – On many LuK clutches, ‘Getriebe Seite’ may be seen (which is German for ‘Gearbox Side’), whilst ‘Schwungrad’ is translated to ‘Flywheel’. If something different is identified – or no direction is given – technicians should carefully check the installation instructions to avoid problems

caused by fitting the drive plate incorrectly.

DMFs – It is always worth checking the reluctor/sensor ring on the back of a DMF. Even if it’s from a different manufacturer, it should still have the same number of teeth and they should be undamaged. OE suppliers, such as Schaeffler, will replace transit damaged goods, but only if it has been spotted before fitment.

Concentric Slave Cylinders (CSC) – A modern plastic CSC can obviously look different, especially if the original was metal, but it should have the same number of fixings and the pipe position should be similar. It may sound simple, but technicians should always read the instruction sheet inside the CSC box. It may contain critical information, such as how to find and discard a redundant pipe seal (on Vauxhall applications), and some Ford instructions explain that the Oring should be replaced by sealant.

Check the rest – Worn or seized cross shaft bushes need to be rectified; bent or damaged

forks need to be replaced; ball pivots checked; repair leaking gearbox seals and, finally, reset or replace all self-adjusting cables.

The finishing touches Technicians should never grease plastic release bearings. On most pull-type clutches, technicians should fit the release bearing to the gearbox, and locate it to the clutch cover after fitting the gearbox. They need to be extremely careful when inserting the gearbox; swinging up and down on the back of a gearbox, to fit it to a poorly aligned clutch, will most probably cause damage and judder.

IF IN DOUBT ABOUT ANYTHING MENTIONED IN THIS ARTICLE, TECHNICIANS CAN FIND INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, LABOUR TIME, AND MUCH MORE, VIA THE REPXPERT APP, OR WWW.RDR.LINK/VX016

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WHAT’S NEW?

TIP TRAILER SERVICES BRAKEPLUS TIP Trailer Services has launched BrakePlus, its dedicated Electronic Braking Performance Monitoring System (EBPMS) to provide fleet operators with an alternative to carrying out physical roller brake tests throughout the year. With BrakePlus, fleet teams can have their trailers’ braking systems automatically monitored and, thus, benefit from cost, time, and effort savings associated with regular physical roller brake tests. The system captures braking performance information from a trailer’s electronic braking system and presents it to fleet teams in the form of a ‘Braking Performance Value’, which translates as a simple ‘Pass’ or ‘Fail’ – and all via an intuitive, user-friendly platform.

Being able to produce a ‘Braking Performance Report’ periodically as part of a trailer’s service inspection record can serve as evidence of the braking performance of the trailer and help ensure fleet operators stay compliant. What’s more, BrakePlus provides email alerts when a braking system for a trailer begins to underperform.

WWW.RDR.LINK/VX017

SNICKERS WORKWEAR

2021 DIGITAL CATALOGUE

ALLISON TRANSMISSION

TRANSMISSION FLUID Allison has recently announced a new formulation of its high-performing transmission fluid, which improves the existing TES 295 fluid and will be introduced during 2021. TES 668 is a modern formulation with many advantages compared to mineral-based, non-synthetic fluids. This next generation transmission fluid is specified for all Allison 1000 Series, 2000 Series, 3000 Series, and 4000 Series automatic transmissions.

TES 668 builds on the demonstrated performance of TES 295 fluid in several key areas, such as oxidative stability, antiwear performance, and friction modifier durability. These factors improve the quality of the shifts and reduce the noise, vibration, and harshness experienced as the fluid ages. Better friction performance provides more consistent clutch application – even across temperature variations and load sizes.

The robust formulation of TES 668 meets the most demanding specifications related to fluid stability, lubrication, and cold operation. This allows Allison to back long drain intervals, even when operating under heavy loads. TES 668 is specified for Allison products to ensure ideal operation.

WWW.RDR.LINK/VX018

32 CVW FEBRUARY 2021

With a focus on comfort, performance, and sustainability in its new products, the 2021 digital catalogue has all you need to know about Snickers Workwear, including new products that now use REPREVE, a recycled performance fibre. There’s also new AllroundWork Topwear, with the cooling 37.5 moisture transportation fabric, as well as upgraded FLEXIWork Stretch Trousers with extra functionality and durability. By popular demand, there’s also a stretchy hi-vis Work Jacket with great comfort and flexibility for high-performance work and high visibility in low-light conditions.

EQUIPMAKE HIGH TORQUE ELECTRIC MOTOR Equipmake has launched a high torque electric motor designed specifically for use in heavy duty commercial vehicles, such as electric buses.

Called the HTM 3500, the new motor combines high torque with low motor speeds, fitting directly onto the propshaft of a large electric vehicle, negating the need for a separate gearbox.

It’s capable of producing a maximum torque of 3,500Nm at just 1,000rpm, and it has been designed for multiple heavy duty vehicle applications, from electric buses to HGVs and mining trucks. Engineered and manufactured in the UK, HTM 3500 weighs 195kg, has a diameter of 540mm, a width of 251mm, and a height of 607mm. This is as well as peak torque of 3,500Nm, peak power of 400kW, and a maximum motor speed of 3,500rpm. It is available as a single or coupled unit.

WWW.RDR.LINK/VX021

WWW.RDR.LINK/VX019

SEALEY NEW YEAR SALE PROMOTION The 2021 New Year Sale promotion from Sealey, which launched on 1st January, has 48 pages of savings. The publication features over 480 products with up to 85% off list price. It is valid until the end of this month (February 28th 2021). The promotion also features the latest competition from Sealey, and details can be found inside the publication on how to win a 101-piece Tool Kit with a Cordless Drill worth £214.95.

Sealey’s complete product range can be viewed on its new website, and you can also search for spare parts, register your warranty, search for setting & locking kits, view the new help & support pages and many other useful features, and enter its latest competition.

WWW.RDR.LINK/VX020

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THE

A-Z OF

BATTERIES This year, CVW has teamed up with Ken Clark of Rotronics, the UK’s battery management experts, to provide readers with an A-Z of batteries. 2020 taught us many things, and one of those is that the battery is the beating heart in any vehicle and critical to keeping a fleet moving. This regular column will feature throughout 2021, and it will be full of interesting facts, vital guidance for readers, and some light reading.

A

IS FOR AGM TAKE AWAY TIP

This stands for absorbed glass matt technology. It is a lead acid battery and commonly gets mistaken for a standard flooded battery because it looks the same, but its makeup and performance characteristics are completely different. AGM technology is hardy; it is ideal for use in a harsher environment, with lots of consumer loads, tail lifts, and start/stop journeys, for example. Test it as AGM technology, nothing else, because there are expensive consequences for getting that wrong. The AGM is spill proof, leak proof, and does not need to be topped up with electrolyte. There are no major issues from gassing, and this means that the battery is a safe option for in-cab situations.

B

IS FOR BALANCED BAT TERIES

Battery balancing is a critical factor in keeping commercial vehicles on the road and avoiding roadside non-starts. The only way to keep batteries in balance is regular testing and charging. An imbalanced battery set has a reduced lifespan of up to 50%, leading to premature and avoidable replacement costs – it is a bit like an irregular heartbeat.

C

TAKE AWAY TIP

Workshops that proactively charge batteries at every inspection see the best battery performance by far. They charge their vehicles at every opportunity and the batteries are tested at least every four to six weeks throughout the year. The improvements in these workshops are impressive and they manage to cut non-starts by up to 75%. This increases battery performance and the life cycle of the battery.

✓

Battery imbalance and poor maintenance can contribute up to 20% of a workshop’s annual battery-related costs. Within six months, a battery set can be out of balance. Without frequent maintenance, this can lead to roadside non-starts or premature battery failure.

TAKE AWAY TIP

IS FOR CHARGING

✓

Understand the application that you are using the battery for; the AGM has greater depth of discharge than a standard flooded battery. However, they need the same care and attention as any other battery to prolong their life.

✓

Proactive charging during the routine service inspection does not impact on service downtime, and it will ultimately save considerable time and money in the long run. To have a look, WWW.RDR.LINK/VX022.

The next instalment of The A-Z of Batteries will focus on ‘D’, ‘E’, and ‘F’. If you have any specific topics you would like Ken to address, please email your suggestions to ken.clark@rotronicsbms.com.

For more information, call Ken Clark on 0121 514 1161 or

WWW.RDR.LINK/VX023.

034_CVW_FEB21_Layout 1 21/01/2021 10:18 Page 34

ADVERTISEMENT INDEX Checkpoint Safety ............................................ (page 19)

Mirka (UK) Limited ............................................ (page 27)

Clarios ................................................ (inside back cover)

Premier Pits ...................................................... (page 15)

Eclipse Automotive Technology Limited .......... (page 31)

Robert Bosch Limited ...................................... (page 17)

Eminox Limited ................................................ (page 13)

Schaeffler ............................................................ (page 7)

Ferdinand Bilstein UK Limited .......................... (page 11)

Stertil UK Limited .............................. (inside front cover)

Henkel Limited .................................................... (page 4)

TotalKare Heavy Duty Workshops ................ (back cover)

Jack Sealey Limited .......................................... (page 21)

VLS (UK) Limited ................................................ (page 7)

Maha UK .......................................................... (page 27)

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34 CVW FEBRUARY 2021

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