Commercial Vehicle Workshop January 2021

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The trade magazine for servicing and repair professionals

COMMERCIAL

VEHICLE WORKSHOP JANUARY 2021

HEALTH AND ROAD SAFET Y

The crucial yet of ten overlooked contribution of an effective cabin filter

Also in this issue…

■ Top tips for the best possible winter prep and servicing ■ The role of the double diaphragm cylinder in the braking system ■ Why you may not need to switch battery suppliers

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CONTENTS

Volume 18

Issue 1

REGULARS 5

Viewpoint

12 Business & Training

6

News

40 What’s New?

10 Tech Tips

BRAKES

16

15 How the history informs the present for one brake test manufacturer 16 Exploring the benefits of in-house brake testing equipment 18 The role of the double diaphragm cylinder 21 Why pads and discs must cater for all possible variables 22 Inspecting and testing pad wear sensors on air disc brakes

BATTERIES 24 Q&A: One company discusses the launch of its new battery tester 26 Finding out why you may not need to switch battery suppliers 28 Highlighting the delayed effects of the warmer months on CV batteries

26

30 Why retaining optimum battery power levels has never been more crucial 32 How CVs are putting batteries under more strain than ever before

WINTER SERVICE & LIGHTING 34 The importance of powerful lights in darker months 36 Exploring the implications of a year like no other on CV maintenance 37 Why you shouldn’t overlook replacing the cabin filter 38 Top tips for best possible winter prep and servicing

38

39 How to accommodate older drivers when upgrading truck or bus lights

JANUARY 2021 CVW 3

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VIEWPOINT

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BE PREPARED

Editor CIAN BRITTLE Consulting Editor

A

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

fter a year like no other, it’s easy to view events since March in a negative light, especially with no clear end in sight to restrictions introduced as a result of the pandemic. But it’s important to move into this new year with a sense of positivity. With a raft of regulatory changes set to debut in the industry over the coming months, a positive outlook will help you to look to the future and be as prepared as possible.

Most importantly, this month will be the first in which the United Kingdom has not followed European laws since December 1972. Nothing is clear yet about what the transition to independence will mean for the UK; although, there are reports of permitfree haulage between the UK and the EU as a temporary solution until 30th June 2021.

So, the CV industry must wait to see if there will be any serious repercussions, especially in terms of sourcing parts and future delays when travelling to and from Europe. Honda has already had to suspend production at its UK car plant due to transport-related delays to the delivery of parts, so it’s not inconceivable that similar parts shortages could affect the CV industry. CVW ’s very own Consulting Editor Sharon Clancy takes a look at what all of this could mean for workshops on page 12.

After the initial hurdle of Britain agreeing an exit strategy from the transition period is cleared – although the ramifications of it will be felt long into the year – we will quickly happen upon TfL’s Direct Vision Standard and the DVSA’s ban on tyres over 10 years of age. Whilst the ban on tyres is set to be enforced from February, a month before the Direct Vision Standard is introduced in London, this can be misleading in terms of which needs to be prioritised first. As Emily Hardy of Brigade Electronics warns on page 6, there is a hidden deadline within the Direct Vision Standard that puts HGV operators at risk. Although it’s not set to be enforced until March, you need to make sure you are prepared for change by the end of this month – 31st January – as fleet operators must allow 28 days for TfL to either approve or reject applications.

In February, the ban on tyres over 10 years of age will come into force, so it’s important to be aware of the specifics in terms of what’s changing in the Construction and Use Regulations. Tyres over 10 years of age will no longer be allowed on the frontsteered axles of HGVs, buses, coaches, or any single wheels fitted to a 9- to 16-seater minibus. Most fleets shouldn’t be affected by this, but this is still something to be aware of moving through this year.

Aside from all the regulatory changes, the usual winter challenges will arise and this issue of Commercial Vehicle Workshop will ensure you are as prepared as you can be.

The cold weather can be particularly troublesome for batteries, so Ken Clark of Rotronics discusses why changing your battery supplier may not be a necessary solution on page 26. Meanwhile, Richard Armstrong of Lumileds raises the interesting point that more needs to be done to accommodate for older drivers when trucks or buses upgrade their lights on page 39. It is set to be an unusual year, but forward planning will enable any hurdles to be navigated effectively.

Enjoy the issue and have a good month,

9,572 From 1 July 2019 to 30 June 2020

Cian B rittle Editor

Associate member

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

JANUARY 2021 CVW 5

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NEWS New traffic management plans post-Brexit From the end of the EU Transition Period, there will be new traffic flow measures to manage congestion on Kent’s road network.

These measures will apply to HGVs over 7.5 tonnes if there’s severe disruption to services across the English Channel.

It is a legal requirement for HGVs to follow the signed routed when directed to do so on journeys to Port of Dover and Eurotunnel.

Drivers may be required to wait in a designated holding area, and signs, diversions, and speed restrictions will be in place to help them get there.

Drivers can prepare themselves with the following methods: ■ Plan the journey to ensure breaks and

rest periods are incorporated before entering Kent to reduce the risk of exceeding drivers’ hours limits if delayed by being held in queues.

■ Ensure access to plenty of food and water DVSA has a ‘check an HGV is ready to cross the border’ service for anyone unsure on what is required. You will need to use the service to: ■ Get a Kent Access Permit – even if

the vehicle is empty and you intend to cross the border ■ Check you have the right EU import and commodities documents for the goods you are carrying There is the potential to be fined £300 if the service is not used or if fraudulent declarations are provided.

Hauliers making domestic journeys or travelling within Kent will not require a Kent Access Permit.

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DVS ‘hidden deadline’ puts HGV operators at risk There is an unwritten deadline of 31st January 2021 for applying to the TfL’s Direct Vision Standard (DVS) permit as fleet operators must allow TfL 28 days to approve or reject applications, warns Emily Hardy of Kent-based Brigade Electronics.

As of October, goods vehicles over 12 tonnes now require a permit to drive into Greater London under DVS – which is based on a ‘star rating’ indicating how much a driver can see from the cab and was developed to protect vulnerable road users. The enforcement of the legislation will only be introduced from March 2021 because of the upheaval logistics firms and other HGV operators have faced because of the coronavirus epidemic.

Emily Hardy said: “This deadline does not allow for time if your application is rejected, so applications must be sent out in good time to avoid liability headaches down the line. An additional factor is that some manufacturers are taking two weeks to respond to star rating enquiries, so fleet managers need to factor in an additional deadline date of January 2021.

“The consequences of failing to plan ahead are tangible. If you have not received confirmation of your permit by 1st March 2021, your vehicles will not be recognised by the Automatic Number Plate

recognition cameras – and you will receive a penalty charge notice.”

Brigade, which has been at the forefront of the vehicle safety market since 1976 when it introduced the reversing alarm into the UK, is urging operators to act sooner rather than later. Brigade has other concerns with TfL’s DVS, such as is its misguided focus on ‘direct vision’ – where the driver sees through unimpeded line of sight – at the expense of ‘indirect vision’ – where drivers have an awareness of their surroundings through state-of-the-art camera monitor systems and ultrasonic obstacle detection.

To view Brigade’s easy-to-follow instructions on applying for a DVS permit, WWW.RDR.LINK/VW001

IVECO introduces pay-per-use ser vice Italian commercial vehicle manufacturer IVECO has introduced a pay-per-use repair and maintenance package for its DAILY range tailored to the customer’s business and operation.

The new package is a premium subscription service based on the vehicle data collected through the Connectivity Box, such as missions completed and mileage covered. This means that the maintenance costs will precisely match the customer’s operation of the vehicle, with consequent benefits to their business.

Monica Bertolino, Head of TCO Services & Marketing After Market Solutions at IVECO, said: “The new maintenance and repair pay-per-use formula is a perfect example of IVECO’s customer-centric

approach applied to planned service packages. With this service, we are developing the potential of the DAILY’s connectivity to take customisation to a degree we haven’t seen previously.”

The pay-per-use service is available on both Elements 2XL and 3XL packages, further extending the IVECO ON portfolio of digital services in the repair and maintenance cluster, which also includes the other Elements modular service packages.

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Will the all-too-familiar video call experience be a lasting survivor of the pandemic? Schaeffler’s recent investment certainly points to the answer being yes.

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Renault Trucks broadens all-electric range To help customers speed up their transition to clean transport, Renault Trucks is expanding its all-electric Z.E. range.

Schaeffler embraces new way of recruitment Schaeffler UK is now benefitting from a new and proven hiring recruitment strategy to help the company source the best industry talent in the most efficient way possible.

Delivered by automotive aftermarket recruitment specialist Glen Callum Associates (GCA), the innovative service is not only designed to source candidates, but also to deliver engaging bite-sized video interviews and accurate candidate testing.

This results in hiring decisions being formed from factual based information through an informative process and not solely on interview performance. The recruitment specialist is working around the clock to support companies with their recruitment strategy, as part of a wider plan to help businesses emerge from the pandemic in the best shape possible.

GCA Director Glen Shepherd said: “People are what will help the UK

aftermarket move forward in a postCOVID-19 world, and we look forward to working closely with the Schaeffler team to help them invest in the right people for the future growth of the company.

“Even if companies aren’t recruiting at present, companies need to ensure they implement a proven and successful strategy to futureproof their business and provide proactive solutions when needed.”

Mark Dolloway, Sales Director at Schaeffler, said: "GCA excels because of its specialism in many sectors. This expertise and reach into other industries means we are able to utilise one recruitment company to make appointments in all areas of our business, and GCA fully understands our requirements, taking the hassle out of the entire process.”

He concluded: “Overall, we are delighted with the dedication GCA has and they play a crucial role in the development of our business."

Offering a wider choice of batteries for medium duty electric vehicles, the Renault Trucks D and D Wide Z.E can now be specified with 66 kWh battery packs giving an operating range of up to 400km. Furthermore, the Renault Trucks Master Z.E. light commercial vehicle has just been released in a 3.5 tonne model.

Building on the 200 kWh and 300 kWh installations available at launch, a range of new battery configurations is now available on the Renault Trucks Range D and D Wide ZE models. Based on a new 66 kWh battery pack, the vehicles can now be specified in one of five configurations, from 200 kWh to 400 kWh, offering operators the opportunity to transport more goods further than before.

A Range D ZE with six 66 kWh batteries – 400 kWh total – will now offer operators a range of up to 400km on a single charge. The new battery options give operators great flexibility in selecting the most efficient combination of batteries for a wide range of applications.

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NEWS

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UK new LC V market up 8.8% in November The UK experienced its third consecutive monthly increase in new light commercial vehicle (LCV) registrations, with an 8.8% rise in November, according to figures published by the Society of Motor Manufacturers and Traders (SMMT).

PPG acquires Ennis-Flint for $1.15bn PPG has announced it is to acquire Ennis-Flint, a global manufacturer of coatings with a broad portfolio of pavement-marking products, including paint, thermoplastics, and other advanced traffic technologies.

The transaction, valued at approximately $1.15 billion, is expected to close within the next few months, subject to customary closing conditions.

“The acquisition of Ennis-Flint will further expand our product offering and opportunities in rapidly developing and high-growth mobility technology solutions,” said Michael McGarry, PPG Chairman and CEO. “The company is well known for its high-quality products, technical expertise, and innovative systems. The addition of Ennis-Flint’s products further enhances our existing mobility technologies in support of increased automotive occupant safety through driver-assisted and autonomous driving systems. We look forward to the Ennis-Flint team joining PPG and working together to further expand the company’s product distribution on a global scale.”

Growth into 2021 “We are excited to join the global PPG family,” added Matt Soule, President and CEO of Ennis-Flint. “Our products and technologies are excellent complements to PPG’s current product offering, and the ability to leverage PPG’s world-class innovation and broad geographical footprint will provide more growth opportunities for our products and employees in the future.”

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Despite prolonged uncertainty and varying lockdown restrictions across the country, the sector responded to growing demand as businesses scaled up online delivery operations.

Registrations of small vans weighing less than or equal to 2.0 tonnes and medium vans weighing more than 2.0-2.5 tonnes rose by 13.7% and 13.6% respectively.

Demand for larger vans weighing more than 2.5-3.5 tonnes saw the largest growth, up 25.2%.

Meanwhile, demand for battery electric and plug-in hybrid LCVs continued to grow, up 79.7% compared with November last year. Though still a small portion of the

overall van market, where key considerations remain payload and range, alternatively fuelled vans have doubled their share of the market to 1.9% of all LCV registrations in the year to date.

Although an increase in e-commerce is helping van demand grow, performance in the year to date is still behind last year’s relatively weak numbers, down -21.5% or almost 73,000 units short on LCV registrations in the first 11 months of 2019.

Mike Hawes, SMMT Chief Executive, said: “Growth in new van registrations, even through November’s lockdown, is welcome during these turbulent times but it’s important not to assume a long trend just yet. As regions emerge from lockdown for the final month of 2020, it’s vital that this growth translates into longer term investment in fleet renewal for the sector to help drive the economy towards recovery.”

Commercial Vehicle Show rescheduled to summer 2021 The UK’s largest and most important road transport event will take place between 8th-10th June 2021 at the NEC in Birmingham.

In light of the ongoing disruption and uncertainty caused by the coronavirus pandemic regarding the holding of events in the UK, the opportunity to move to a summer date for 2021 provides more certainty to both exhibitors and visitors, offering more time to plan and prepare with confidence their attendance at the Commercial Vehicle Show.

The team is developing a comprehensive programme for the UK’s leading road transport event, working closely with partners the Institute of Road Transport Engineers (IRTE), the Road Haulage Association (RHA) and the Society of Motor Manufacturers and Traders (SMMT).

Murray Ellis, Show Director, said: “The last year has shown the resilience and determination of everyone involved in the road transport sector. We are confident the 2021 Commercial Vehicle Show will provide the ideal platform for companies to launch and promote their products and services alongside all of the networking opportunities that the Show is renowned for amongst exhibitors and visitors alike.”

For all the latest news on the 2021 Commercial Vehicle Show, WWW.RDR.LINK/VW002

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TECH TIPS

Depending on which generation of ECU is fitted to a trailer, the diagnostic check steps will vary and so will the pin code to access the software. Knorr-Bremse’s Carl Dibble highlights the differences.

TR AILER BR AKES: FIRST KNOW YOUR ECU

K

norr-Bremse introduced its second generation of Trailer EBS, TEBS G2, in 2008, and subsequently released TEBS G2.1 & TEBS G2.2. Whilst this latest generation has the same basic EBS functions as the original first generation of trailer EBS TEBS4, there are differences between TEBS4 & TEBS G2, and also between each of the TEBS G2 versions that technicians need to be aware of.

Pin code for the ECUTalk Software TEBS4

TEBS G2.x

A pin number must be installed to use the software to communicate with a trailer.

The pin number does not expire.

The software can be used without a pin number to communicate with a trailer for fault diagnosis only. To enable other functions a pin number must be installed.

The pin number must be renewed every three years free of charge. If the software is out of date you can still read the faults.

Different modes of brake pressure at standstill TEBS4

TEBS G2.x

Mode 1 – Switch on the ignition with yellow line pressure applied (hand brake and foot brake): the brake pressure will be 1:1 regardless of load on the trailer.

Mode 1 – Switch on the ignition with yellow line pressure applied between 0.5 & 4.5 bar (foot brake): the brake pressure will be 1:1 regardless of load on the trailer.

Mode 2 – Switch on the ignition without yellow line pressure applied (No hand brake or foot brake): the brake pressure will be modulated to reflect the load on the trailer.

Mode 2 – Switch on the ignition without yellow line pressure applied (No hand brake or foot brake): the brake pressure will be modulated to reflect the load on the trailer.

Difference between the TEBS G2 versions ■ TEBS G2.0 utilises the park shunt valve

with integrated emergency feature.

■ TEBS G2.1 & TEBS G2.2 have a built-in

emergency feature and utilise a standard park shunt valve. The emergency feature is visible by the silver valve on the front of the ECU, shown in Fig 1. Note: this

Mode 3 – Switch on the ignition with yellow line pressure applied over 4.5 bar (hand brake & foot brake): the brake pressure will be modulated to reflect the load on the trailer until the yellow line pressures reaches 4.5 bar, then the brake pressure will be changed to 1:1 regardless of load on the trailer.

Fig 1

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TEBS G2.2

valve is not serviceable and should not be removed.

■ TEBS G2.0 & G2.1 have the older style round sensor extension cable connection.

TEBS G2.2 has the newer square style sensor extension cable connection. (see Fig 1)

is under manufacturer’s warranty, then they should be contacted in the first instance. For older trailers, an approved service centre can help. Alternatively, the Knorr-Bremse ECUTalk Software for Trailer is available to purchase from an authorised distributor.

More help

The G2 ECU’s are not compatible with each other and only the correct aftermarket replacement ECU should be fitted.

Easier ECU ID To assist with identifying the aftermarket ECU’s, Knorr-Bremse introduced silver top ECUs. They are intended for the independent aftermarket only – see Fig 2a & 2b. It is important to ensure you only fit a silver top ECU for spares, otherwise you will not be able to program the ECU.

Fig 2b

Type approval UK trailers are now subject to type approval. This means that significant changes to the design of the trailer are not permitted without the necessary paperwork and authorisation. This includes alterations to the brake performance and any stability control functions enabled, through reprogramming of the ECU.

The Knorr-Bremse website has detailed product explanations along with service and repair information, which KnorrBremse has made available. Also a quick call or email to the Knorr-Bremse technical team can often save time and money if you’re not sure exactly how a product should be performing. Software and documentation can also be downloaded from the site.

Identifying trailer EBS faults

Fig 2a

Often trailer EBS problems are caused by the towing vehicle. If there is insufficient power supply from the truck, for example, then the trailer warning light will illuminate. So, it’s always worth trying a different truck with the trailer before defecting it. If your trailer

“It is important to ensure you only fit a silver top ECU for spares, otherwise you will not be able to program the ECU.”

FOR MORE INFORMATION FROM KNORR-BREMSE ON TRAILER EBS FAULT DIAGNOSIS, WWW.RDR.LINK/VW003

JANUARY 2021 CVW 11

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BUSINESS & TRAINING

Changing servicing standards and the uncertainty about parts availability are just two of the challenges facing CVW workshops in 2021. Sharon Clancy, CVW ’s Consulting Editor, takes a peek at what lies ahead.

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he CV sector is used to buffetings from the economy; in 2020, we have seen the additional impact of the COVID-19 pandemic and uncertainty about the post-Brexit world. It’s also a highly regulated sector, subject to any changes imposed by legislation updates.

Furthermore, whatever agreement is reached for Brexit, it’s clear that from 1st January 2021, there will be changes to the rules governing the movement of goods between the UK and the EU. At the last moment, the European Commission has introduced emergency measures to allow hauliers permit-free travel between the EU and UK until 30th June 2021. The efficient pan-European supply can – for everything from automotive parts to fresh food imports – will be disrupted, and to what extent remains to be seen. Below, we take a look at what’s coming up in 2021 and the possible impacts.

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OPTIMISM AND CAUTION IN EQUAL MEASURE

WORKSHOP TRENDS Aftermarket parts The double-whammy of Brexit and COVID could cause some disruption to parts supply, especially for operators who rely on distributors in the independent parts aftermarket. We’ll be taking a closer look at this topic in our June issue. The economic slump and the mothballing of many vehicles have combined to both reduce demand and made it harder to predict what parts will be needed.

Holding stock costs money (hence the popularity of just-in-time deliveries), so no one wants parts sitting on the shelves. If stock levels have to increase as a buffer against long delivery times, costs are likely to rise, as might VOR times. That’s before the added uncertainty a no deal Brexit might have in terms of import duties.

How will Brexit affect parts supply, especially for operators who rely on distributors in the independent parts aftermarket?

Longer opening times Many workshops have already had to adjust their working practices and opening hours to meet COVID best practice guidelines. It makes sense to continue to sweat those assets, but whether it is viable from a business viewpoint depends on several factors, not least customer demand.

Diagnostic skills in demand Replacing a component on a modern truck can mean recalibration of the component or reprogramming of an ECU, so demand for technicians with good understanding of electronic systems and the diagnostic and servicing skills necessary will continue to

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grow. To keep up, workshops will have to identify where those skills gaps are, providing additional training (often available online), and invest in the tools that ensure the job is done correctly.

Are you prepared for the upcoming change to the Construction and Use Regulations? Don’t get caught out with tyres over 10 years in age

Compliance Electronic compliance will continue to grow.

It’s a win-win, both for the regulatory authorities and for operators. It encompasses everything from driver walk-round checks to digital trials of safety inspections.

From a servicing point of view, electronic systems and sensors on vehicles make it easier to capture and retrieve data on vehicle performance, including from wearing parts such as brake pads and tyres. That extends the life of parts by reducing the risk of premature replacement. Fleets get far more detail about exactly what effect their operators have, guiding future specifications.

LEGISLATION UPDATE Testing, testing Last month, the DVSA issued an update on MOT test extensions. Extensions are being issued until 21st March, with most operators getting one 3-month extension to their test date. However, for Earned Recognition operators and some OCRS fleets where there is evidence of a higher level of compliance, it is issuing 12-month exemptions for vehicles that first appeared on the license by 21st August 2020.

Older tyres ban There’s an important change to the Construction and Use Regulations in February; tyres aged over 10 years old can no longer be used on the front-steered axles of HGVs, buses, coaches, or any single

wheels fitted to a 9- to 16-seater minibus.

Whilst this change is unlikely to affect most fleets, there are some low-mileage older vehicles that may now require new tyres.

Failure to comply will mean a dangerous fail at annual test and a prohibition.

Zero carbon Direct Vision Standard London led the way with the world’s first Low Emission Zone, and in 2021, it will be the first city to mandate direct vision safety standards on urban trucks with its Direct Vision Standard. This comes into effect on 1st March 2021, but operators should apply in January to be sure of gaining the necessary permits, as warned by Brigade Electronics.

From 25th October 2021, the existing central London ULEZ will expand to a zone bounded by (but not including) the North Circular and South Circular roads.

Higher weights, longer lengths Consultations over longer and heavier vehicles is underway. The trial of longer semi-trailers (LSTs) from 2012 has been so successful that the Government has ended it early and is now consulting on whether they should be a permanent addition to the UK fleet. ©DedMityay/AdobeStock

Emissions will continue to be a talking point this year, with electric trucks and vans increasing in production. After London introduces its Clean Air Zone, how long will it be until we see similar rolled out across all UK cities?

At the same time, the Government is consulting over a trial of 48-tonne vehicles over 10 routes, which it says will allow the carriage of heavier containers to and from freight trains.

The timeline might be longer, but there will be continual pressure to reduce truck emissions even further. Operators are already looking at the future composition of their fleets: when will electric become feasible for urban and home deliveries; will gas become the norm for trunking operations; will there be a shift to downsize in order to reflect the growth in home delivery?

Electric trucks and vans are now in production. The main additional workshop competence required over conventional vehicles is the skill to safely isolate and reinstate a large electric vehicle’s high voltage electric drivetrain system.

Technicians with skills in maintaining electric vehicles are likely to be in demand, says SOE. Workshops with suitably qualified electricians are also likely to be in demand for what everyone predicts will be a burgeoning electric van parc.

Clean Air Zones are also a key part of the Government strategy, but the implementation timetable has been affected

by COVID – London’s will now take effect in March 2021. Manchester (the largest outside London) has been delayed until 2022, whilst Leeds has abandoned its CAZ scheme temporarily after it found air pollution on key routes was below legal limits and that 90% of buses and 80% of HGVs in the city were Euro VI compliant.

DVSA IS ADVISING ALL OPERATORS TO CHECK THEIR MOT TEST DATE. FOR LINKS ON HOW TO DO THIS, WWW.RDR.LINK/VW027

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BUSINESS & TRAINING

AGILITY IS KEY After a challenging year for all, Graham O’Neill, CEO of ACIS, explains why agility is the key for 2021 and beyond, and how the company has adapted to the many hurdles of 2020.

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don’t need to tell anyone what a difficult and challenging year it has been. With the vaccine now cleared for use, there appears to be light at the end of the tunnel. But what an extraordinary time it is to be running a business right now.

In a way, it’s rather like a game of two halves. At the time of the first lockdown back in March, road traffic dropped to 23% of normal levels. As our business model is aligned to accident repair – and the number of incidents on the road declined significantly – business in line with bodyshop vehicle repair product pull-through decreased to 25% of our members’ normal sales levels. Then traffic returned, and despite the recent lockdown, sales have

14 CVW JANUARY 2021

increased to around 75-85% of their normal levels, but sales have plateaued.

Unfortunately, distributors have been forced to furlough staff, close some branches, and, in some cases, shut their doors altogether. Even though sales have built back up again, some UK distributors are choosing not to reopen some of the sites they closed, as they have taken the decision to service them from other locations.

However, despite the difficulties, crises such as the COVID-19 pandemic offer up opportunities to reflect on the business, consider your strengths and weaknesses, and identify areas for growth and expansion that perhaps you may not have done if a monumental challenge hadn’t been put in your way.

ACIS has used the time to re-evaluate and review how the organisation can differentiate in the marketplace and become leaner, fitter, and stronger to be even more relevant than before. Our ‘Agility 2025’ business strategy is evolving to reposition the business, recruit new distribution partners, and expand ACIS member locations to become the company of choice for independent distributors and repairers nationwide.

With the unknowns surrounding Brexit, there is obvious cause for concern across the industry; after all, a high percentage of refinish products come from abroad. Very few products, such as paint and bodysop consumables, are manufactured in the UK, as the majority are imported from Europe

About ACIS Formed in 1999, ACIS is a national distribution network for products and services to the crash repair market.

Operating nationwide, its customers include motor vehicle manufacturers, franchised and independent bodyshops and bodyshop groups, insurers, and vehicle repair networks.

In addition to the comprehensive portfolio of high-quality products from leading manufacturers, ACIS has developed a unique range of addedvalue products and services, all of which are designed to enhance the profitability of its customers.

and further afield. The outcome will depend on whether we get a deal with the EU – as, at the time of writing, nothing has been confirmed yet – and, if not, what happens to World Trade Rules.

The answer will be known when this issue is published, but whatever the outcome, ACIS’ business strategy is to be nimble and flexible, and help shape the future of the industry. We are continuing to invest in the business and have several exciting new initiatives planned for 2021, centred on technology and on delivering increased profitability and business success for all our stakeholders.

Time will tell if agility becomes the watch word for the accident repair sector.

FOR MORE INFORMATION ON ACIS, WWW.RDR.LINK/VW004

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In a truck like the one shown here, Bowmonk's BrakeCheck is placed on a flat surface, such as the passenger footwell, to measure the braking efficacy – it only takes around 10 minutes per test.

BRAKES

Bowmonk talks through the past and present of brake testing and how its storied history enables it to assist the customers of today.

BRAKING HISTORY

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he concept of brake testing using a portable decelerometer has been in existence since the 1920s. Specifically, in 1928, what we now recognise as the iconic ‘Tapley meter’ was used by the Detroit Police Department to determine the number of feet required to stop a moving vehicle. If the braking distance was within the required limit, the Police Officer issued the driver with a pass certificate, which would be dated and displayed in the vehicle’s windscreen, much like the old car tax disc.

Until the introduction of the Roller Brake Tester, the Tapley meter was the only means of testing a vehicle’s brakes. Indeed, the mechanical Tapley meter is still widely used today for this method of testing, whereupon the test result would be handwritten and presented to the customer, with a copy for the test station.

However, in today’s world, more information is required in addition to stopping distance, so Bowmonk is now able to determine test speed, braking efficiency, and braking imbalance. Duty of care means accountability now plays a large part; proving a meaningful test has been performed. To confirm this, a comprehensive date and time-stamped brake test report can be generated using the infra-red printer.

More recently, Bowmonk has been working very closely with the DVSA, to produce a ‘connected’ brake tester, meaning the BrakeCheck unit can be remotely connected, affording wireless communication with the test station’s MOT

computer, removing the potential element of human error when transferring test data.

Bowmonk’s BrakeCheck is now used in over 20,000 MOT test stations nationwide as a means of testing those vehicles where a roller brake tester is not appropriate. Outside of these vehicle types, BrakeCheck is also used by countless commercial vehicle workshops across the UK and Ireland for testing the brakes on HGVs, coaches, and buses.

National Express is one company that has benefitted from Bowmonk’s BrakeCheck.

Nick Sorrill, Head of Quality Assurance, purchased several BrakeCheck kits to help the company ensure its “high safety standards and duty of care policy were adhered to”.

He continues: “There is no exception or compromise where our bus and coach brake testing programme is concerned.”

The same requirement was requested by van hire company Enterprise Flex-E Rent,

where it would perform brake tests as part of its pre-hire safety inspections. In 2014, the Traffic Commission introduced a voluntary brake test into existing scheduled safety inspections – a brake test that was required every three months.

Initially, this was met with some concern, as it was first thought that another three visits to an ATF (Authorised Test Facility) was necessary, at a potential cost of £15 per axle. However, the DVSA decided to allow ‘in-house’ brake tests to be carried out during a scheduled safety inspection.

Bowmonk now offers a comprehensive training session for the BrakeCheck kit, demonstrating the correct use of the kit, ensuring all attendees are competent.

Ultimately, all attendees are awarded a ‘Certificate of Competence’ on completion of the session. This is accepted and recommended by the DVSA. Coach operator Go Ahead, Enterprise Flex-E-Rent, and construction companies Aggregate Industries and East Anglian Water, were a few of the many of whom subscribed to this facility. To complement the functionality of the BrakeCheck kit, there is also an option available to download the results to a PC. This is ideal if the data has to be internally transported.

FOR MORE INFORMATION ON THE TRAINING OPPORTUNITIES OFFERED BY BOWMONK, WWW.RDR.LINK/VW005

JANUARY 2021 CVW 15

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BRAKES

BRINGING BRAKE TESTING TO YOU Brake testing is of vital importance to ensure that fleets are operating as safely as possible. TotalKare has developed its brake testing equipment to service this exact requirement.

Two beneficiaries, D E Talbot and Highland Council, detail their experiences with the equipment.

D E TALBOT Family-run business D E Talbot offers transport, recycling, and landfill services across Worcestershire, aiming to reduce the rate of aggregates and soils ending up in landfill sites unnecessarily.

With a fleet of heavy duty vehicles to regularly maintain, the outsourcing of brake testing became unprofitable for the business.

D E Talbot had previously been maintaining its vehicles using TotalKare’s SVL mobile column lifts for many years, so turned to the company again for support with sourcing its new brake tester. D E Talbot was seeking a permanent installation, but space and logistical limitations made an in-ground model unviable. Instead, a bespoke solution that involved ground-recessing a mobile brake tester was delivered.

George Georgiou, Area Sales Manager at TotalKare, explains: “This customer had a specific and unique requirement for their brake tester. Combining elements of our inground and mobile brake testers, we were able to identify a bespoke solution. We created a recessed area within which to install a custom-fit mobile unit. This solution provides D E Talbot with the fixed and permanent set up of an in-ground model, combined with the compact and nondisruptive design of the mobile brake tester.”

16 CVW JANUARY 2021

Supplied with a tablet that enables brake tests to be conducted from the comfort of the driver’s seat, TotalKare’s mobile and in-ground brake testers can test up to 20,000kg per axle and can be customised with tachograph calibration, load simulation, and play detection.

With 7,000kg safe working load per column, D E Talbot’s set of mobile column lifts provide reliable heavy duty lifting for the busy workshop. The SVL lifts are one of the older model’s in TotalKare’s range and can be purchased pre-owned and fully refurbished by skilled TotalKare engineers.

In comparison, the company’s latest mobile column lifts provide 7,500kg lifting capacity per column, with cabled, cable-free, and galvanised wash bay versions available.

D E Talbot’s equipment is supported through a TotalKare ‘Afterkare’ service plan, which includes regular service and calibration visits.

Bob Talbot, Director at D E Talbot, comments: “We recognised a need to bring our brake testing in-house, but had certain requirements which rendered any ‘out of the box’ solution unsuitable. TotalKare has helped us to establish the ideal piece of equipment, allowing us to continue our important efforts across the county in a timely and efficient way.”

HIGHLAND COUNCIL Highland Council operates a large fleet of vehicles which are vital in supporting local infrastructure, from waste and recycling vehicles to road sweepers, gritter trucks, snow ploughs, and public transport.

In response to increased testing requirements, the Council identified a requirement to bring its brake testing inhouse and lease purchased two mobile brake testers from TotalKare at two separate sites in the summer of 2019.

Impressed with the immediate time and cost savings associated with not having to visit an external test centre, Highland Council returned to TotalKare earlier this year to lease purchase an additional mobile brake tester and two in-ground brake testers, each to be installed at three further sites. All five of Highland Council’s brake testers feature bidirectional rollers and the mobile brake testers were also supplied with extended on ramps – perfect for longer vehicles.

“Ensuring our entire vehicle fleet remains roadworthy, thus ensuring their safety and that of the public, is of the upmost importance,” explains Mike Cooper, Transport & Logistics Manager at Highland

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Council. “Having the ability to test in-house not only saves us the time it would take to drive each vehicle to a test centre, but over time the capital investment will save the Council a significant amount of taxpayer money which can be diverted to other areas.”

Each brake tester will be supported through a TotalKare ‘Afterkare’ service plan, which includes two service and calibration visits per year per brake tester.

Jack Longstaff, Area Sales Manager for TotalKare, states: “Highland Council recognises the value of brake testing its vehicles in-house and it has reduced the impact of the capital investment by taking advantage of flexible finance options provided by TotalKare. We are pleased to offer ongoing support and look forward to extending our relationship with the Council further in the future.”

FOR MORE INFORMATION AND TO SEE TOTALKARE’S BRAKE TEST SAVINGS CALCULATOR FOR YOURSELF, WWW.RDR.LINK/VW006

TotalKare launches brake test savings calculator TotalKare’s brake test calculator can help you to quickly understand whether the investment of an in-house brake tester may provide a saving in the long term.

Cost savings Depending on the size of your fleet, the cost of routine brake testing each vehicle soon adds up. Investing in an in-house brake tester eradicates those costs, and you might be surprised at how quickly you can break even too.

Brake testing in-house removes the cost of the test itself. And remember, if a vehicle fails its test at an external testing centre, it costs you again to re-test it. By not having to drive to and from a test centre for a brake test, you’ll not only save time, but you’ll also save fuel – and we all know how much that costs! Simply enter your fleet size and number of tests per

year into the calculator, and see how soon you could be saving for your business.

Time savings Don’t forget to consider the monetary value of your time savings. Let’s say you currently outsource the brake testing of your fleet. Every time a vehicle is taken to be tested, the vehicle and the driver are both unavailable to you. The time taken to drive the vehicle to a test centre is time the vehicle and driver could be on the road adding value to your business.

Conducting brake tests in-house means neither the vehicle or its driver are spending time driving to and from the test centre, so they can be back out on the road earning you money sooner. In the case of some of TotalKare’s customers, this is as much as 90 minutes in each direction – a long time for the vehicle and driver to be out of commission!

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BRAKES

THE ENERGY CONTROLLER febi explains the function and the technical aspects of the double diaphragm cylinder in the braking system and how it differs from those with a single diaphragm.

D

ue to their large mass, heavy commercial vehicles require a particularly powerful braking system. Nearly all vehicles with a gross vehicle weight of more than 7.5 tonnes are equipped with a compressed air brake system.

The compressed air is generated by an air compressor, which is usually powered directly by the engine. The compressed air is stored in air tanks with a working pressure of approximately eight bar to ensure sufficient quantities are available. From the air tanks, the compressed air is controlled by valves to the loads; for example, the air suspension, the transmission control, and, of course, the air brake cylinders.

Brake cylinders are required to convert the energy contained in the compressed air into mechanical force. This takes place with the aid of a diaphragm, which is located in the housing of the brake cylinder. When the driver presses the brake pedal, compressed air flows into the brake cylinders. The diaphragm moves a piston and a pressure rod, which transmit the force to the wheel brake.

There is a distinction made between brake cylinders with one and with two diaphragms. Brake cylinders with one diaphragm are generally used on nondriven axles. Brake cylinders with two diaphragms, also called double diaphragm cylinders, combination brake cylinders, or tristop cylinders, are installed on driven axles.

Function Double diaphragm cylinders consist of a combination of a diaphragm brake cylinder and a spring mechanism part. In addition to their function as normal driving brakes, they also serve as parking brakes and as

18 CVW JANUARY 2021

auxiliary brakes. The diaphragm brake cylinder acts as a driving brake, and the spring-loaded part acts as a parking brake.

In contrast to the driving brake, which is pressurised for braking, the double diaphragm cylinder also brakes when no compressed air is applied. A spring in the spring mechanism part actuates the brake until compressed air reaches the spring mechanism of the brake cylinder.

Only then is the spring compressed by the diaphragm and the brake released.

If the vehicle has no compressed air available – for example, due to a defect in the engine or the compressed air system – it is first braked by the spring in the spring mechanism. However, this spring can be retracted or tensioned with a reset tool which is inserted at the rear of the brake cylinder. Only then is the braking effect of the spring mechanism released.

Attention The great danger is posed by the enormous force of the spring mechanism. If the clamp of the spring mechanism part is

loosened, and the spring is not tensioned with the reset tool, there is a danger to life.

Do not forget to remove the reset tool after use! Reasons for failure include corrosion of the sheet metal parts, a leak, a spring fracture, or a torn diaphragm.

Brake parts are safety relevant The vents must always be free and must point downwards. If this is not the case, water and dirt can collect inside the brake cylinder and lead to corrosion.

Not only should the brake cylinder be checked regularly for secure fastening, function, and wear, but also the mounting and surrounding components. If there is any doubt about the correct function of brake cylinders, they should be replaced. For safety reasons, the replacement of brake cylinders and work on the brake system should only be carried out by trained specialists.

FOR MORE INFORMATION ON OE-MATCHING QUALITY REPLACEMENT PARTS FROM FEBI, YOU CAN SEE ITS ENTIRE BRAKING RANGE AT, WWW.RDR.LINK/VW007

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BRAKES

Juratek explains the different loads which brakes can be exposed to and how its offering attempts to cover all the bases required.

BR AKING HABITS A n old saying is that you only get out what you put in; in the computer world, they even have an acronym for it – GIGO. The same is true in the braking field; the performance and durability of the friction material (the output) is only as good as the input. Namely, the raw materials – the way they are blended together, the manufacturing process, and the quality control process that overlays the whole.

Commercial vehicles experience a wide spectrum of use in service, and this has a direct bearing on the duty to which their brake system is subjected and the operating temperatures that are reached. At the one end of the scale, vehicles can be running up and down the motorway hardly ever applying their brakes, others could be on delivery use involving constant stopping and starting, whilst others could be employed as tippers. Yet others can be on routes with long hill descents involving continuous application of the brakes.

Brake temperature mapping of these

very different operating conditions indicates peak temperatures can typically range from the relatively modest 20˚C under light conditions of use all the way up to 85˚C during long hill descents.

across its full service temperature spectrum.

This friction material has been developed to optimise the synergistic relationship between friction components and a vehicle’s performance and service life.

Points to remember

Safety first

The development of fully servicecompatible brake pads and discs must recognise and cater for all of these possible conditions to ensure that the resulting products that are offered for sale are safe and durable. It is not enough to simply carry out the mandatory UNR90 tests which only cover the basic braking effectiveness and fade, and not the performance, durability, and compatibility between brake pad and brake disc under the wide range of different service operating conditions.

With its new Synergy premium brake pads, Juratek is employing the best raw materials, state-of-the-art production processes, and quality control to ensure it has excellent performance and durability

Brake friction components are critical to safety. With heavy demands on performance, these components need to be robust and to work efficiently and effectively in all environments. Synergy braking has been proven on truck, trailer, bus, and coach applications to provide premium braking performance and durability under all service operating conditions. It is tested and approved by the VCA, the UK’s designated type approval authority with more than 30 years’ experience in testing and providing certification for vehicle systems and components.

Synergy braking features meshed backplates to provide enhanced mechanical retention of the pad to the backplate, and high friction bedding coatings on the surface of the pad. These coatings help remove debris and contamination from the braking surface of the disc left behind by the former set of pads and provide more rapid bedding of the new set of pads to the disc when pads are replaced.

FOR MORE INFORMATION ON THE SYNERGY BRAKE PADS FROM JURATEK, WWW.RDR.LINK/VW008

JANUARY 2021 CVW 21

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BRAKES

WEAR SENSOR INSPECTION MEI sets out the proper procedure for a comprehensive inspection and testing of pad wear sensors on air disc brakes.

A

ir disc brakes for trucks and buses often have pad wear sensing devices installed in the caliper.

There are generally two different types, one with a simple on/off switch that warns when the pads need changing, and the other with a continuous wear sensor providing feedback to the vehicle ECU throughout the pad life. Continuous sensors give an indication of when to change pads, but also allow the ECU to make small adjustments on brake set-up to equalise wear and give diagnostic input.

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The MEI range has two types of continuous wear sensor: â– Gold Pin Sensor (Stepped), which

indicates suitability for a MAN truck â– Silver Pin Sensor (Linear), used on all

others with continuous sensing

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The MEI On/Off switch has silver pins with a white dot in the middle. Function of wear

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sensors can be checked using a Testing Unit. The tester applies 5V to the sensor and then measures the output according to which of the three types is selected.

Checking the output is helpful for predictive maintenance and avoiding downtime through advanced warning of pad condition or other issues.

Method for using the tester: â– Adjust the brake such that the gap

between the tappet heads and the outboard pad abutment is 105mm. Note: the use of a pad strap (or any straight edge) to help measure distance to the outboard pad abutment ■Next, plug the tester cable into the wear sensor and note the reading – Fig 4 shows a Stepped Continuous Sensor

22 CVW JANUARY 2021

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â– When the tester reads 5V, this means that

(Gold Pin) at 0.7V, which is correct for a 105mm gap as shown â– As pads wear, voltage increases and at around 2.8V, the tester will show an orange light to indicate that the pads have worn around 15.5mm per pad (74mm gap), with approximately 5.5mm of friction remaining on each pad (Fig 5)

there has been 37mm of total wear, which is 18.5mm per pad. The thickness of the new friction material is 21mm. 21 18.5 = 2.5mm per pad remaining; it’s time to fit new pads (Fig 8)

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â– When the gap is around 71mm (4mm

friction remaining on each pad), the tester will show a red light (around 3.3V) to indicate that the pads are close to the end of their lives. The sensor reads up to 3.56V,

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“It’s worth noting that wear sensors on all ADB’s can only measure the distance that the pistons have extended, they cannot account for disc wear.� equating to a 70mm gap and 3.5mm friction material on each pad (Fig 6) ■The Silver Pin Linear Sensor should read 1V at the 105mm gap (Fig 7) ■Max voltage on a Silver Pin Linear sensor is around 3.5V, which is a 68mm gap and 2.5mm friction on each pad ■The On/Off Wear Switch operates in a different way as the voltage does not change until maximum pad wear is reached. The starting voltage is 0.15V and remains at this level until a gap of 68mm, when it jumps up to 5V

It’s worth noting that wear sensors on all ADB’s can only measure the distance that the pistons have extended, they cannot account for disc wear. Therefore, if new pads are fitted to a caliper running on a 40mm thick disc (original thickness is 45mm), then the wear sensor or wear switch will give a signal to change pads 5mm earlier (2.5mm per pad). This means the brake pads would have 5mm of friction material remaining rather than 2.5mm when running on a new disc. It is important to assess disc wear when checking the pads, as the minimum disc thickness must never be exceeded (37mm minimum thickness for vehicles fitted with MEI calipers). If the disc thickness is ≤39mm at the time of pad change, then a new disc should be fitted.

If the wear sensor or chain cover becomes damaged, MEI calipers are able to be fitted with a new chain cover and preassembled sensor.

FOR MORE MAINTENANCE AND SERVICE INFORMATION, WWW.RDR.LINK/VW009

JANUARY 2021 CVW 23

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BATTERIES

TEST & RESTORE GS Yuasa’s James Douglas, Marketing and Product Manager, and Peter Whittaker, Technical Services Manager, discuss the launch of its new battery and electrical system tester, the GYT250.

Q

You’ve recently launched the new GYT250 battery tester, can you tell us more about it?

Peter Whittaker (PW): It’s a multiple function tester that covers starter batteries in various technologies. It specialises in commercial vehicle battery applications that currently no other tester on the market can match. The tester also benefits from the inclusion of starter, alternator, and earth tests for an all-round testing package for CV workshops and distributors. A feature that is new to the market, and not seen on any other tester, is a larger than average LCD colour display screen, with a clear, picturebased menu structure.

James Douglas (JD): The key point to note is the GYT250 is a battery analyser and tester that has been developed by a battery company. We’ve worked with our technicians and scientists in our labs to make sure that this is the most accurate tester that’s available for warranty in vehicle health check and stock check.

We know that garages want something easy and simple to use. So, as well as making it dead accurate, we’ve also worked to make the GYT250 the most user friendly and fastest tester available. The user interface is intuitive, it incorporates colour,

and it’s easy to use. As its developed by us and has the most up-to-date algorithms (produced by GS Yuasa), it is going to be the most accurate tester workshops can get.

Q

Why have you developed this tester and how will it benefit CV mechanics?

JD: We know how important it is for our customers to be able to check every battery, for them to be able to understand failure modes, and for them to test for returns properly. One of the main reasons for developing the GYT250 is that businesses need to be able to test battery warranties effectively in order to make sure they are not only honouring genuine warranty returns, they need to understand the failure.

This helps the customer as well because, if they are doing something detrimental to their battery, they would like to know how to prevent this for the future.

A battery that has failed due to reduced usage is not covered under warranty, so the GYT250 will be able to help users identify that too. The GYT250 also allows distributors and workshops to test their stock batteries, so they can handle their stock correctly. This is to make sure that, when they are selling batteries, they are being stored and sold in the best possible condition.

The battery is just part of an electrical system of a vehicle, so this tester can accurately test the battery, and also check the starter system, alternator, and earth. So, it will not only give a really accurate diagnosis of the battery, but also an entire overview of the specific commercial vehicle’s electrical charging system.

Q

How does it differ from general battery testers currently available on the market?

PW: The majority of tester manufacturers on the market are copying each other, to some degree. The benefit of a battery manufacturer producing this type of tester is that we verify the CCA results in alignment with real world cold cranking test data at 18˚C. This is something that other manufacturers generally don’t have access to because of the costs involved. Overall, the tester is not just designed for testing GS Yuasa batteries, it has algorithms for general health checks of any manufacturer’s battery coming into a workshop.

JD: The GYT250 has algorithms for AGM and EFB CV batteries as well. We have refined the CV battery test algorithm to better suit the large plate surface area of commercial vehicle batteries.

FOR MORE INFORMATION ON THE GYT250 FROM GS YUASA, WWW.RDR.LINK/VW010

24 CVW JANUARY 2021

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BATTERIES

SPOT-ON SELEC TION CVW has teamed up with Rotronics to help advise readers who are struggling to get their battery performance right and may be thinking of switching suppliers or battery type – it is not the simple answer that we thought it might be.

G

etting the right battery for the right vehicle is critical. Looking after it in the right way to prolong its life and reduce unnecessary battery spend has never been more important. Rotronics has three steps to battery success: use the correct batteries for your application; put a maintenance programme in place to maintain your batteries; and check the quality of your batteries.

Ken Clark, Managing Director of Rotronics, comments: “We are frequently contacted by workshop teams considering whether to change their battery type and supplier or not. They want to know our views about different battery types and technologies. Generally, this is because of increased battery failures or roadside defects. We always ask them about how the batteries have been looked after from the start, especially with new vehicles.”

CVW has investigated what this means.

It is important to understand the battery’s story from manufacture; from compound storage and body shop modifications through to delivery. The battery may not have received much focus from day one.

Ken Clark continues: “Vehicles are often jump started when ready to ship because the battery has been poorly treated from the get-go. Coachbuilders may not maintain the batteries and it could already be damaged on delivery.

“Without care and maintenance from the beginning, they won’t have the best start in life. Stored batteries off the shelf from your supplier may or may not have been properly looked after, and the installed battery already in your vehicle may or may not have either.”

Things to remember First things first, on receipt of any new vehicle or battery into your workshop, you should always test the battery and confirm that the voltage meets the requirements. Batteries being received into stock should have a minimum voltage of 12.6V, with delivered vehicles having a minimum of 12.5V.

26 CVW JANUARY 2021

The batteries measured CCA (Cold Cranking Amps) should be within 10% or less of its rated value. If either of these elements are adverse, you can challenge the provider on their battery management, as this may affect your vehicle long-term.

It is good practice to reject any supplied batteries that fall below an Open Circuit Voltage of 12.6V. Once in stock, consider conducting periodic tests to make sure battery voltages of stored batteries remain healthy, charging them to guarantee they are ready for service.

These simple guidelines will ensure your batteries last longer and you will reduce the risk of premature failure. You will cut the risk of roadside non-starts and avoid roadside call-out charges, which can be between £350£500 or more, depending on the time and location of the vehicle breakdown.

Programme, which we develop for them.

They charge at every opportunity and they test the batteries at each planned maintenance inspection, usually every four to six weeks.

These workshops have cut non-starts by up to 75% and have saved a lot of money.”

Rotronics develops a battery management programme for each customer which should include the following, in order to keep batteries at their best, maximise fault diagnosis, and increase productivity and customer service: ■ Proactive battery inspection during

Cut non-starts by 75%

routine inspections and at the point of service ■ Identify imbalanced batteries and charge appropriately ■ Identify and replace defective batteries ■ ROBIS remotely collects data from each workshop to track and monitor a fleet’s battery performance

Ken Clark explains: “Our customers experience most improvement by keeping chargers and trolleys in every pit and by having a consistent Battery Management

The Rotronics web-based dashboard is an industry-first and ideal for remote monitoring. It collects electrical and battery

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information from each national/regional workshop to update software and gain full visibility of the fleet battery performance. ROBIS analysis is used by major national commercial and fleet operators.

Correct application It is important to know that you are using the correct batteries for the application. Being clear about the drive cycle of the vehicle is key. Will it be used for short or long journeys, with frequent drop offs and tail lift operations?

Are you using a quality battery – does it meet or exceed its rated specification? A common misconception is that the rated value of a battery is the maximum that it can achieve – it is actually the minimum. This needs to be monitored frequently and a battery management programme will check this over time, via the CCA. The main battery types are standard flooded, maintenancefree, AGM, and EFB – all of which have different benefits and features. Each type has varying warranty options. Get a warranty that is relevant to you, thinking about how you will validate the warranty and get it to meet your needs. Suppliers are keen to have your business but keep a focus on your own needs and vehicle demands.

Ken Clark concludes: “Although there is much movement towards maintenance-free batteries, and in some case AGM (Absorbed Glass Mat Technology), this may not always be the best option for your fleet, depending on your usage and maintenance processes. You may benefit from traditional refillable lead acid batteries to minimise the risk of losing electrolytes through charging cycles.

“Only when you have a supporting maintenance programme with good battery quality, and your fleet batteries are still not performing, should you consider changing the battery type or supplier. The only way to judge is by monitoring the fleet battery performance over time, with facts and long-term data, using the Rotronics industry-leading platform. Otherwise, it’s guesswork. We can help you identify the correct battery and management system for you, based on facts.”

FOR MORE INFORMATION, YOU CAN EMAIL INFO@ROTRONICSBMS.COM OR CALL 0121 526 8185, OR ALTERNATIVELY, TO FIND OUT MORE ABOUT THE ROBIS SERVICE FROM ROTRONICS, WWW.RDR.LINK/VW011

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BATTERIES

DON’T RUN

FL AT

VARTA discusses the effects of the warmer months of the year on CV batteries and what this means for its customers when winter comes around.

T

he warmer summer months are long gone. For trucks transporting goods, this is traditionally a time that places great demand on their batteries. In response to this, Clarios, a global market leader for advanced energy storage solutions, developed the VARTA ProMotive AGM for operation under extreme conditions.

Its special technology makes this commercial vehicle battery more reliable and more durable than conventional batteries so that they continue to deliver their full performance in the winter after the rigours of some record-high temperatures in August this year.

28 CVW JANUARY 2021

This is crucial for someone like Enrico Russo. His logistics company, Russo SRL, has been transporting food products the length and breadth of Italy for many years.

“If the cooler system breaks down, I have to throw everything away,” he explains.

What Russo and his drivers need is a reliable power supply that keeps the refrigeration system and all the other electrical consumers working night and day.

He continues: “We work to tight schedules. If the engine doesn’t start or the cooler system fails, that has far-reaching consequences.”

Concerns for a flat battery have major impacts for drivers too, and this is a fact Fabio Bilibio, owner of trucking company Autotransporti Bilibio, is very well aware of. He comments: “To recruit new drivers, we have to offer them the best possible new trucks, because the truck is their second home.”

Bilibio has, therefore, had his fleet equipped with numerous comfort and entertainment features that make life more pleasant: a TV, refrigerator, Wi-Fi, and, of course, in-cab air conditioning and heating.

He concludes: “With conventional batteries installed, it was not at all uncommon to find that trucks would not restart after a statutory rest period.”

Devices such as microwaves are becoming more and more commonplace

“We work to tight schedules. If the engine doesn’t start or the cooler system fails, that has farreaching consequences.”

The solution For Bilibio, that’s all in the past since his company began using the VARTA ProMotive AGM (which stands for Absorbent Glass Mat). The glass mat absorbs the electrolyte and increases its cycle stability. That prevents the drop-off in capacity caused by electrolyte stratification.

Furthermore, the energy management system plus battery sensor installed in the truck registered the fact that the battery – unlike conventional ones – does not see a decline in performance capability but rather an initial increase and then maintains this higher level for some time.

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First choice parking cooler The challenge: Standard batteries did not start the truck after an extended break. This led to costly downtimes.

The solution: Since installing AGM, problems like this are a thing of the past.

Without AGM: ■ Charge every three weeks ■ Life expectancy of around six months ■ Can run up to four hours

The cabin of many new CVs will look a lot like this one – loaded with electrical devices, infotainment systems, and comfort features.

Nevertheless, the increasing complexity of modern trucks represents a major challenge for trucking companies. To ensure that fleets are best equipped to cope with these, VARTA has not just developed a reliable, future-ready product in the form of the AGM battery, but also offers the corresponding service with its VARTA Fleet Program. This program’s main feature is that it offers fleet managers direct contact to

s e d e

the manufacturer.

By registering free of charge on its website, members will receive custom advice relating to their fleet, strategic purchase recommendations, a newsletter covering the latest technologies and trends, support on battery management related questions, analysis and optimisation options for battery performance, and a great deal more.

With AGM: ■ No recharge needed ■ Life expectancy of two years or longer ■ Can run up to 12 hours

TO SEE THE VARTA FLEET PROGRAM SERVICE FOR YOURSELF, WWW.RDR.LINK/VW012

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BATTERIES

HIT FOR SIX Retaining optimum battery power levels on commercial vehicles has never been more important. Andreas Bawart, CEO of Banner Batteries Commercial, explains why it is crucial to follow the company’s six-step ‘check and recharge’ ritual.

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ot only are CVs facing higher frequencies of short distribution trips, irregular driving profiles, stop-and-go traffic, and daily cold starts, they are also required to accommodate electrical consumables, such as seats and in-cab heating, which all gradually reduce battery energy levels.

Truck batteries are discharged more frequently than cars, so they should be recharged externally at least twice annually.

Should this not be the case, the open-circuit voltage in a 24V vehicle electrical system, which involves two 12V batteries connected in series, may fall from 25.44V to 24.60V or even lower, all with related negative consequences. Therefore, in order to ensure that maximum voltage outputs are maintained, which helps to avoid starting problems and reducing the incidence of unplanned failures, Banner has devised a sixpoint plan of action:

í˘ą Before charging, the electrolyte level should always be checked. If necessary, the battery should be topped up with desalinated or distilled water to the acid level mark, or 15mm above the upper edge of the plates.

During charging, the battery screws may not remain open, and it is best when they are screwed back in. This is not applicable to AGM batteries, however.

í˘˛ Obviously, inactive batteries are subject to discharge. Here, lead sulphate collects on the lead plates and hinders the current flow, resulting in a decline in both battery capacity and cold start performance. Therefore, devices such as the Banner Accucharger 10A/24V and the Accucharger PRO 25A should be used to keep the battery active and help prevent sulphation from occurring.

30 CVW JANUARY 2021

í˘ł It is important to constantly monitor the battery’s charge level. The display provides up-to-date information regarding current power consumption and alarms the driver if, for example, the charge status is too low. This is particularly important in long-haul trucks, because they are not simply a means of transport, but instead often the workplace and home of the driver five days of the week.

í˘´ Given that a drop in temperature from 20 to 18°C, for example, roughly halves battery capacity in Ah, battery charge status should be subject to constant surveillance, and additional electrical consumers should be used in moderation, especially when the vehicle is not in use.

í˘ľ Furthermore, electrical consumers should be shut Banner’s down when no Buffalo Bull EFB longer required. As battery, a long-haul truck power pack a result, when the engine is switched off, battery current will only be employed for a refrigerator, tablet, computer, or sound system.

í˘ś A suitable vehicle mode should always be employed once the engine is turned off and the parking mode actuated. This applies if the cab functions are not in use, but, should they be needed, a switch to the accommodation mode is necessary for as long as the cab functions are required.

Afterwards, the parking mode can be reactivated. Additional cab functions are available via the accessory mode, but care should be taken that this is also only utilised for a limited period, in order that battery power is not fully exhausted.

PLAY IT SAFE!

The Banner BBTDBA Battery Tester that should be used for periodic 12V battery checks (voltage and cold starting).

When recharging, Banner recommends deploying chargers in line with battery capacity and charge status. Bannerâ&#x20AC;&#x2122;s Accucharger 24V 10A Recovery is ideal for batteries with up to 240Ah that require frequent equalisation charging with open-circuit voltage of the individual batteries of >12.5V. The Banner Accucharger PRO 25A is recommended for batteries with up to 240Ah for recharging with open-circuit voltage of the individual batteries of <12.5V. As far as the serial connections in a 24V vehicle electrical system are concerned, in which two 12V batteries are connected in line, Banner states that both batteries should be of identical type, approximately the same age, and have an equal charge status.

In addition, the connecting cables must be dimensionally as short as possible. In the situation of a battery change, both batteries must always be substituted simultaneously, or at the very least the battery that is still functional should be removed, fully changed and then reinstalled The Banner Accucharger and Accucharger PRO with the new ensure constant full battery. charging

FOR MORE INFORMATION ON THE AVAILABLE RANGE FROM BANNER BATTERIES, WWW.RDR.LINK/VW013

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BATTERIES

INCREASED DEMANDS Commercial vehicles are putting batteries under more strain than ever before, which means fleet operators need a robust and hard-wearing battery. Battery distributor Easystart says its Monbat range can cope with the demand.

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asystart is the UK distributor for Monbat, which claims to be the largest battery producer in Eastern Europe. Its AGM range has been developed to cope with the higher loads now demanded of CV batteries.

Changing market With the modern commercial vehicle becoming a home for the driver while on the road, as well as a transport vehicle, the focus of many fleet engineers has switched to new technologies capable of supporting such deep-cycling characteristics consistent with the running of additional electrical equipment.

Following extensive research and development, Monbat has developed its latest AGM battery for the most demanding modern vehicles and their electrical systems. These sealed, maintenance-free,

leak-proof batteries have absorbent glass mat (AGM) separators that help to retain the electrolyte in a stable state by absorbing it; meaning that it is ready and waiting to be discharged and recharged.

Compared to a traditional wet lead acid battery, Monbat’s AGM has more plates that are larger, thicker and made of purer lead, with a lower risk of corrosion due to the compact nature of the battery and the fact that the acid is held in suspension. This provides a reliable energy supply during extended engine-off periods. With these deep-cycling characteristics, the company’s AGM batteries are suited to buses, emergency vehicles and large plant equipment, and the additional electrical equipment found on these vehicles.

The AGM range has achieved the highest vibration resistance rating, V3 (EN 50342).

Each battery is fitted with inserts to provide

stabilisation for the plate bridges; the plates themselves are fixed at the top and bottom with a hot melt resin, adding further strength and stability. These features help combat plate breakdown when enduring tough road conditions, meaning the Monbat AGM is also suited to an end of frame installation.

Why Monbat batteries?

Monbat ensures that the highest level of quality control is maintained throughout its manufacturing process. The in-house ‘Startbat’ laboratory is engaged in the testing and quality control of all batteries produced by the company. This laboratory also works in close co-operation with the Central Laboratory of Electrochemical Power Sources (CLEPS) of the Bulgarian Academy of Science, to achieve the highest quality and most efficient product. Every single CV battery produced is subject to vigorous testing along all stages of the production line, with any unsatisfactory results leading to the removal of the battery in question.

The thoroughness of the research and testing allows Monbat to be confident in offering a two-year unconditional warranty on all AGM batteries when fitted to the correct vehicle.

FOR MORE INFORMATION ON THE MONBAT RANGE, WWW.RDR.LINK/VW014

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WINTER SERVICE & LIGHTING

Osram details how it has expanded its portfolio of LED working and driving lights to meet rising demand.

LET THERE BE LIGHT

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ith around 605,393 trucks currently on UK roads, the CV market is playing a major role in transporting in-demand items during these unprecedented times, moving 98% of all food and agricultural products, with 89% of good transported by land and moved directly by road in Great Britain.

As the days become shorter and the nights become longer, it is therefore essential that commercial vehicles are fitted with powerful, high quality lights to maximise visibility. To meet this demand, Osram has expanded its product portfolio of LEDriving working and driving lights with 18 new types, now providing customers with approximately 30 products for designing the front and rear lighting of their vehicles, not including product combinations.

New in the portfolio are products for rear lighting, round headlamps, and a road legal light, which can be installed individually.

These have a brightness of 8,000 lumens and a range of up to 635 metres. The LEDriving working and driving lights offer high output that illuminates larger areas around the vehicle with bright light. More light means improved vision and visibility, and therefore, increased safety on and off-road.

They enable drivers to see better and be seen better. During the day, the ‘position light’ function will highlight the truck’s presence, and at night, the additional high beam function improves far-field visibility whilst warning others of the truck’s approach.

34 CVW JANUARY 2021

Innovation and quality

Retrofit lights As usual, all the new LEDriving driving lights are road legal, according to ECE regulations, providing they are fitted as per the instructions and the guidelines are followed accordingly in the country in which they are used. The light output from the new one-metre-wide single ‘Lightbar FX1000’ stands out particularly due to its high brightness of 8,000 lumens at a range of up to 635 metres all from just one fixture.

New in the portfolio of driving and working lights are the Round VX80-WD, Round MX180-CB, Round MX260-CB, and Round VX70-SP. Their shape allows for new design possibilities on any vehicle.

Particularly when reversing, good lighting is crucial at night or in bad weather.

With the Reversing VX120R-WD and Reversing VX120S-WD lights, there is the option to retrofit additional reversing lights.

The products in the range vary in shape, size, light profile, light output, and near and far field illumination, but they have one thing in common: they have all been tested under extreme conditions in the Osram test laboratory and, as a result, can withstand water, dust, hot and cold temperatures, and vibration and shock.

Thanks to their aluminium housing and polycarbonate lens, they are particularly light, but at the same time robust and resistant to whatever the road ahead has in store. Designed with safety in mind, the specialist technology will light up the darkest of environments, and the uniform light distribution provides a clear view across the entire width of the road, helping CV drivers to focus on longer drives and when making those important deliveries.

Robust and compact, they combine extremely high optic efficiency with even light distribution. A glare-reducing reflector design redirects LED light to improve visibility for increased road safety, even during compromised daylight.

FOR MORE INFORMATION ON OSRAM’S AVAILABLE RANGE OF LED LIGHTING, WWW.RDR.LINK/VW015

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WINTER SERVICE & LIGHTING

THE TOOLS FOR THE JOB Predicting the usage demands on a commercial vehicle before the pandemic had challenges, but few people could have foreseen how those challenges would change during the course of 2020. Sealey discusses the implications.

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ockdown made things difficult for many people to get the items they required. Delivery companies were reporting massive increases in demands from supermarket chains to re-stock. Sales for all businesses have had varying changes in demand to cope with, and that directly affects the supply and delivery chain.

Whilst some markets have seen sales reduce dramatically, others are having record sales. One thing that is a constant is that all of these goods need to be transported to their point of sale or home customer. Shopping habits have also changed significantly. Click and collect shopping is one area that has increased, with home deliveries having seen record increases in demand (for obvious reasons).

The run up to Christmas and the new year sales also mean commercial vehicle usage will be at its maximum possible level for many vehicle operators. Sadly, due to COVID-19, sickness levels may increase which will place additional demands on many businesses.

Importance of maintenance All of these demands, seasonal or otherwise, mean vehicle downtime has to be kept to a minimum – this is where a wellmaintained vehicle will pay dividends. All workshops are likely to have come across a poorly maintained vehicle at some point.

When such a vehicle does eventually force its owner into a repair, this can often unearth a multitude of other issues which can take the vehicle out of use for some time.

Whilst regular driver checks and defect reporting are a regular part of haulier’s life, a well-stocked parts department is one of

the key considerations to keeping vehicles moving when defects need to be rectified quickly. Consumable items are one of the many part department tools that can save lots of time and money when vehicles are being repaired. The correct rivet, split pin, or repair washer being instantly available can save a huge amount of time and frustration for the technician when carrying out a repair. Faster repair times also mean the vehicle is returned to the road quickly, this leads to a more efficient workshop too.

All bases covered For winter reliability, the engine antifreeze has to be at the correct strength, whilst the battery fluid also has to be at the correct level and strength. The Sealey VS0052 Refractometer is capable of testing not only antifreeze but also battery fluid, screen wash strengths, and AdBlue. It is a very useful addition to any professional commercial vehicle technician’s tool box.

Tyre inspection and maintenance is vital for safety and reliability. An underinflated tyre is much more prone to overheating and failure, and it is a major inconvenience if a problem does occur. This safety critical component needs good quality equipment to ensure it is correctly inflated.

The Sealey SA37/95 Professional Tyre Inflator is manufactured to comply with EN 12645. The pressure scale is dual calibrated in psi and bar, and can inflate to 140psi. It is supplied with a serial numbered calibration certificate and a two-year guarantee for peace of mind. Rarely in our recent history has vehicle servicing and repairs been so critical in maintaining our supply chains.

TO VIEW SEALEY’S COMPLETE PRODUCT RANGE FOR YOURSELF, WWW.RDR.LINK/VW016

36 CVW JANUARY 2021

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CLEAR THE AIR

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uring the warm spring and summer months, the air is heavily contaminated with pollen. In addition to sooty particles, dust, and tyre abrasion, the pollen contributes towards clogging the vehicle's cabin filter. When preparing their vehicles for the cold and dark season, many fleet managers think of winter tyres, antifreeze, or de-icing spray.

“A new cabin filter is equally important.

It has to perform at the highest level during the autumn and winter to ensure good visibility and a healthy atmosphere in the passenger compartment,” comments Emrullah Atilgan, Product Manager, Cabin Filter at Mann-Filter. Workshops and distributors should inform their customers of this fact, advises the expert.

To maintain optimum performance, the cabin filter should be replaced every 15,000 kilometres or once a year at the latest. In reality, however, drivers in the UK only change their cabin filters on average about every six years, according to the findings of the Mann-Filter experts.

Efficient investment Measurements have revealed that, without a cabin filter, the vehicle occupants are exposed to a significantly higher concentration of pollutants than roadside pedestrians. Like a vacuum cleaner, the ventilation system draws in the exterior air, which is contaminated with particles and harmful gases.

Up to 540,000 litres per hour of air enter the vehicle interior through the filter, the air conditioning, heating system and blowers.

Mann-Filter cabin filters ensure clean air in the vehicle interior. They clean the aspirated exterior air and remove nearly 100% of harmful particles. Over time, however, the core of the filter – the filter medium –

As the days get shorter and visibility gets worse in autumn and winter, a well-functioning cabin filter makes an important contribution to road safety. Mann-Filter explores what you can do to ensure you have the full offering. decreases due to a clogged filter, misted-up windows and a dangerous glare/greasy film can result. Particularly when faced with oncoming traffic in darkness, the driver's view is significantly impaired.

“A clogged filter and a poor air flow can have an impact on the road safety of the vehicle and the risk of accident is considerably increased,” warns Arnulf Thiemel, a specialist for automotive engineering at the German automobile association, ADAC.

Fast and simple upgrade

gradually clogs up, which can result in a reduction in blower capacity by around 5070%. In order to ensure fully effective air cleaning and a good air flow, the cabin filter should be replaced at timely and regular intervals. A new filter is, therefore, a good investment in the health of all drivers.

Clear view on dark days Cabin filters also protect the air conditioning system from contamination and increase its operating life as no deposits form in the fine structures of the evaporator when the filter is replaced as specified. At the same time, full cooling and heating output of the air conditioning system is maintained.

In the winter, this ensures, for example, that the vehicle interior warms up more rapidly – full blower capacity is also essential here. If, on the other hand, the air flow

Mann-Filter supplies cabin filters in OE quality for safety, comfort, and a healthy climate during driving. Installation instructions for simple and fast replacement at the workshops are provided with each filter. It is also easy to upgrade to an activated carbon filter for virtually all filters.

Particle filters retain solid particles such as dust, pollen, and soot, whilst combi-filters – thanks to an additional activated carbon layer – almost completely eliminate harmful gases such as ozone and benzene, as well as unpleasant odours. When changing the filter, the mechanic can generally without any additional effort replace the particle filter by the more effective combi-filter.

FOR MORE ON MANN-FILTER’S AVAILABLE RANGE OF CABIN FILTERS, WWW.RDR.LINK/VW017

JANUARY 2021 CVW 37

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WINTER SERVICE & LIGHTING

WINTER SERVICING CHECK LIST Draper Tools offers its advice for the best possible winter prep and servicing in CV workshops.

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he winter is a key time for commercial vehicle maintenance, with temperatures dropping and worsening driving conditions, it’s vital to prepare for the challenges the season brings. A few straightforward checks, together with having the right tools, can significantly reduce the risks that winter brings with it. It’s equally important to consider the conditions in the workshop during winter and plan ahead with the necessary equipment.

Boosting batteries Winter puts additional load on vehicle batteries with cold starts, so keeping some suitable booster cables handy is a must.

Look for booster cables that are up to the job, such as Draper Tools 6.5M Heavy Duty Booster Cables, made from 50mm² pure copper cables and insulated with high quality TPE, which makes them flexible at the extremely low temperatures we see at this time of year, every year.

For the times when a vehicle refuses to start, you need a big boost from a battery starter or charger. Commercial vehicle workshops need a heavyduty model capable of an 800 Amp boost. Draper Tools recommends its 12V/24V 800 Amp Battery/Starter Charger, which is fitted with a large, easy-to-read ammeter, fast charge facility, terminal overload protection, battery timer, and a polarity protection device as well as protective crocodile clips and trolley wheels for easy movement.

Improving winter vision Clear visibility for drivers during the winter months is hard enough as it is, with the poor weather conditions and the darkness, so it’s especially important to keep lights and windscreens clean and clear at this time of year. When you have a vehicle in for a winter service, it’s a good idea to clean the windscreen inside and out, in order to offer best possible visibility for drivers. Don’t forget to add the correct anti-freeze additive into the vehicle’s screen wash, and check

38 CVW JANUARY 2021

the condition of the windscreen wipers too.

A top tool for windscreen cleaning in the commercial vehicle workshop is a squeegee or sponge with a telescopic handle to reach those high places with less effort.

Identify electrical faults fast Winter can play havoc with vehicle electrics, which can create additional workload at this busy time of year. It’s advisable to have a quality auto-ranging multimeter as part of your servicing kit, so that the next time you’re stood in front of a vehicle wondering whether it’s the bulb, the fuse or the earth, you’re able find the answer with speed and accuracy.

Well-lit working conditions Seeing clearly under the bonnet or underneath a vehicle is not always easy at the best of times but, with it getting dark so early in winter, having plenty of additional sources of light in the workshop is essential.

Draper Tools offers a 3W Rechargeable COB LED Head Torch that runs for two hours after charging on a micro-USB cable, making it a great option for winter working.

Keep warm and carry on It might sound simple, but having the right gloves for the job can really make a difference to winter working conditions. Invest in some

heavy duty thermal ones to keep your hands warm during pre-drive vehicle inspections and during deliveries. It’s also a good idea to choose gloves with a latex coating to aid grip when everything is soaking wet.

Top tips ■ All the basic checks are essential at this time of year – be sure to check the lights, oil levels, and coolant levels before any vehicle leaves the workshop.

■ It’s widely acknowledged that tyre condition can really affect vehicle performance, so tyre care is especially important in winter. Tyre pressure should be checked more regularly in winter as cold weather can see tyre pressure reduce. Don’t forget to check the wheelnuts.

■ Use an anti-freeze tester to check the anti-freeze is correct, and check the entire cooling system for leaks and other issues.

TO SEE DRAPER TOOLS’ RANGE OF TOOLS AND EQUIPMENT FOR COMMERCIAL VEHICLE WORKSHOPS, WWW.RDR.LINK/VW018

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HELPING OLDER DRIVERS SEE THE LIGHT

H

eadlights were once famously described as “the eyes of the vehicle”, however, our eyes are something that we don’t often take into account when we think about vehicle lighting.

Yet light and the way our eyes react to it are absolutely critical elements when it comes to driving. It is simple but obvious to say that the better you see the road ahead, the safer you, your cargo, your passengers, or other road users are.

“We tend to think that CV lighting is all about reducing downtime to a minimum – and that is of vital importance,” explains Richard Armstrong of Lumileds, who develops, manufactures, and delivers Philips Automotive Products to market.

“But overall it goes much further than that.

Although we experience our eyes changing during our lifetime – usually becoming longer or shorter sighted – we tend to think that, in most other ways, our eyes remain pretty constant. That is far from reality.”

You can’t upgrade your eyes as you age, but you can upgrade the lights on your truck or bus to help older drivers compensate. It’s a factor worth taking into account when changing bulbs, says Richard Armstrong of Lumileds.

Decreasing transparency of the eye lens with time (years)

Coping with glare Also, our eyes find it more difficult to deal with glare as we age. This means that poor quality bulbs or, indeed, badly adjusted headlights affect us more the older we get.

Hence the importance of having headlight bulbs that don’t let light spread where it’s not needed – something that is an essential requirement for OE bulb brands, such as Philips – and, of course, any bulb fitted needs to be properly adjusted.

The current range of Philips 24V automotive lighting products is designed to offer greatly enhanced performance over the industry standard bulbs, together with improved life and durability, enabling operators to choose the right product according to their particular needs or preferences.

The latest Philips MasterLife headlights offer up to 100% more light than the industry standard halogen bulb, combined with an even longer working life than before. It also has an increased life of up to 1200 hours.

With performance even more to the fore, the new generation of Philips MasterDuty bulbs not only enjoys further enhanced vibration resistance for trucks whose work requires ultimate protection against mechanical shock, but also excellent lighting performance, with up to 130% more performance than standard.

“With the way vision changes over a lifetime, when it comes time to replace your vehicle’s lights, maintaining optimum visibility behind the wheel must surely be a key consideration for people who drive for a living. Therefore, it has to be seriously worth thinking about upgrading lights from a performance perspective – as well as in terms of lifetime and durability,” continues Richard Armstrong.

He concludes: “The good news is that there is no need to compromise, as we develop Philips automotive lighting products for CVs, to offer a great all-round blend of performance, style and durability.”

FOR FURTHER DETAILS ON PHILIPS’ 24V LIGHTING, WWW.RDR.LINK/VW019

JANUARY 2021 CVW 39

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WHAT’S NEW?

CARWOOD DPF CLEANING SERVICE Carwood has launched a highly efficient and cost-effective diesel particulate filter (DPF) cleaning service for all makes and models of light commercial and heavy duty vehicles. By removing all particulate matter (PM), ash, soot, and oil, the innovative solution returns blocked filters to within just 2% of their original efficiency.

This significantly extends current filter life and avoids the need for a complete and costly replacement. With the backing of a 12month clean guarantee, and access to a technical hotline, aftermarket companies can offer a trouble-free, high-quality DPF service at a competitive price.

WWW.RDR.LINK/VW021

MIRKA POLARSHINE 12 BLACK Mirka has launched a waterborne, silicone-free polishing compound called Polarshine 12 Black. It has been developed with versatility at the forefront of the design process, so users in the marine, composite, and ART sectors can use it across multiple surfaces and still achieve a high gloss finish.

The compound can quickly and permanently remove sanding scratches by using P2000 and finer grits to leave a high gloss, hologram-free finish.

WWW.RDR.LINK/VW022

LASER TOOLS CORDLESS TOOL RANGE The range from Laser Tools features brushless motor technology designed and built for daily use, whilst efficient electronics manage an array of power requirements across the range using one common battery. The battery delivers cleaner, more consistent power, lasts longer, and delivers more run-time in the harshest jobsite conditions. There are five professional power tools in the range: the angle grinder, the impact drill, the impact screwdriver, the impact wrench, and the professional bodyshop polisher.

WWW.RDR.LINK/VW025

LAUNCH X431 EURO PRO 5 PLUS Technicians can diagnose issues and faults on a wide number of vehicles efficiently and easily thanks to the newly introduced X431 Euro Pro 5 Plus from Launch UK. The tool inherits the hallmark Launch benefits of wide vehicle coverage, powerful test functions, accurate test data, and numerous special functions. It also comes in a robust carry case with all necessary leads and a wide selection of legacy OBD 1 adapters.

WWW.RDR.LINK/VW024

SNICKERS FLEXIWORK NEON JACKETS & FLEECES NORBAR TRUCHECK 2 Norbar Torque Tools has launched a new version of its TruCheck torque wrench checker that aims to cut the cost of purchasing a torque wrench checking system and remove reservations over the complexity of using such equipment.

The new TruCheck 2 is a cost-effective checker ideal for torque wrench users working on commercial vehicles who require a quick and easy means of checking their wrenches. The new checker incorporates a range of redesigns and improved features whilst retaining all of its predecessor’s easy-to-use properties. All models have a robust aluminium housing.

WWW.RDR.LINK/VW023

40 CVW JANUARY 2021

The Neon Jackets and Fleeces from Snickers Workwear are designed for the flexible working environment – delivering visibly superior comfort and freedom of movement. They’re great for working outdoors in the colder months.

Delivering superior flexibility and comfort, these lightweight 4-way stretch garments come in a body-mapping design and are made from an Elastane/Polyester fabric with a waterand wind-repellent finish for comfort and durability when you need it most.

WWW.RDR.LINK/VW026

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ADVERTISEMENT INDEX Ben .................................................................... (page 31)

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

Bowmonk Limited ............................................ (page 31)

Morris Lubricants .............................................. (page 29)

Clarios .............................................................. (page 35)

Premier Pits ........................................................ (page 7)

CTEK Sweden AB ............................................ (page 31)

Robert Bosch Ltd .............................................. (page 9)

Ecobat Battery Technologies ............ (inside back cover)

Rotronics ............................................................ (page 4)

Henkel Limited .................................................. (page 19)

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

Jack Sealey Limited .......................................... (page 25)

The WP Group .................................................. (page 20)

Juratek Limited ................................................ (page 33)

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

Knorr-Bremse .................................................... (page 17)

Yuasa Battery .................................................... (page 41)

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