■ New DVSA brake testing regs explained BEAM ME UP!
REGULARS
CVW ON THE MOVE
23 Mirka hosted the press recently and CVW was there to hear about the latest developments in vehicle refinishing.
BRAKES
26 The DVSA's 2025 updates to HGV brake testing requirements introduce new challenges. Stuart Window, general manager at Bowmonk, thinks it’s an opportunity.
28 Dr Air Brake gives an update on its HGV auto braking system.
BATTERIES
30 Lee Quinney, Banner Batteries, examines why batteries fail, what to look for and what to do about it.
Ecobat is adamant that upgrading to newer technology is the way forward.
Make bulbs work for your business, says Osram.
HELLA says it’s making LEDs more effective in its marker and position lamp range.
TRAILER SERVICING
Today’s trailers require more than spanners, says Bowmonk’s Chris Bailey.
42 Totalkare believes trailer beams are essential tools in workshops.
VIEWPOINT
Editors
JOHNNY DOBBYN
JOHN LEVICK
workshop@cvwmagazine.co.uk
Editorial Assistant
FREYA COLEMAN
Group Editor
KIERAN NEE
Digital Manager
KELLY NEWSTEAD
Digital Assistant
LYDIA PROCTER
Advertising Sales Manager
MATTHEW BOASE
Group Manager
ROBERT GILHAM
Graphic Designer
GEMMA WATSON
Group Production Manager
CAROL PADGETT
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Happy New Year and welcome to 2025. It’s that time of year when resolutions are made and generally broken by the end of the month. A year off the beer becomes dry January, that gym subscription can luckily be cancelled without any financial penalty and that positive mindset you were going to adopt drifts into negative territory as the dark winter nights continue.
However, there is one resolution we are imploring you to make and to stick to –stay clear of counterfeit goods. Call them ‘hooky’, ‘dodgy’, ‘snide’, call them what you like, but let’s not buy them, use them or install them. Yes, the price might seem very attractive, and they might seem genuine enough but deep down, you know their provenance is a bit shady.
The old adage ‘if it seems to be good to be true’ still holds today, just as it always has. The CV aftermarket is not immune to counterfeit goods and, just like other sectors, those responsible are getting better at producing very good facsimiles of OE products. Wherever you turn there’s an ‘alternative’ to choose from, from simple items such as conspicuity tape (see page 18) through to more complex devices such as tyre pressure monitoring systems (see page 15). Even oil and lubricants are fair game as the VLS points out, having opened more investigations into bogus claims in the last two years than in the whole of the preceding six.
As Steve Hodges of Tyresure writes later in the magazine ‘these fake products undermine safety on the roads, put lives at risk, and damage the reputations of workshops and service centres that unknowingly use them. Counterfeit commercial vehicle parts are not subject to the same rigorous testing as legitimate products and are often manufactured using vastly inferior materials.’
The fallout from using counterfeit goods seriously outweighs any perceived cost benefits. Fitting vehicle parts of dubious origin can also invalidate warranties and cause liabilities to garages and workshops, with those parts unlikely to be covered under warranty if the part subsequently fails, with additional costs for replacement parts and labour.
And, let’s face it, on the more mundane day-to-day level, do you want to be repeatedly explaining to customers why this broke, why that’s stuck or why they need to come back for a replacement part so soon after having that ‘well priced’ part fitted? It’s a false economy in more ways than one. Workshop reputations are earned over time and can be lost overnight thanks to a wrong decision. Why bet your livelihood over a part that’s pennies cheaper but could cost you pounds and a great deal more in the long run.
We can forgive most New Year’s resolutions petering out by the end of the month, but let’s make sure we stick to saying ‘no’ to counterfeits.
Enjoy the read!
NEWS
The new light commercial vehicle (LCV) market recorded its fourth consecutive month of growth as registrations rose by 10.5% in November, according to the latest figures published by the SMMT.
With 30,300 new vans, pick-ups and 4x4s registered, it was the second biggest November in history for the market.
Growth was recorded across all van weight classes, with small van volumes up 128.6% to 999 units, medium vans rising by 9.8% to 4,999 units, while large vans saw volumes increase by 13.5% with 20,504 reaching the road. Registrations of 4x4s also saw a boost, up by 33.4% to 786 units, but pick-up registrations fell by -20.4% to 3,012 units. While uptake has been in decline across the year, the last Budget has put a damper on that segment.
EV surge
Electric van uptake grew for the second consecutive month after four months of decline, rising by more than a third (36.7%) to 2,322 units, in part supported by the Plug-in Van Grant, which will now continue for the next financial year. Market share also rose, from 6.1% to 7.7%. However, government has mandated that 10% of each brand’s new van registrations must be zero emission this year and year-to-date market share has reversed compared with 2023, down from 5.9% to 5.8%.
Commenting on the data, Mike Hawes, SMMT chief executive, said:
“The UK light commercial vehicle market continues to build back after a challenging start to the year, delivering the best performance since 2021 and the unleashing of pent-up demand. Britain’s appetite for zero emission vans continues to lag behind government ambition, however, and market share this year is heading in the wrong direction.”
Three becomes one
Following the acquisition by Frasle Mobility in early 2023, the Juratek and Abtex brands, along with CV friction brand Fras-le, are now coming together as Frasle Mobility UK.
The move apparently brings the business in line with the parent company, though the team, operations and commitment to high-quality aftermarket solutions will remain unchanged, ensuring a seamless transition for both new and existing customers, says the business.
Starting this month customers will see administrative updates, including documents and communications reflecting the Frasle Mobility UK branding. Mark Clegg, Managing Director of Frasle Mobility UK, said: “From a customer's
perspective, it's business as usual in terms of the products, support or service they expect from us. The move to Frasle Mobility UK simply brings more clarity and alignment across our brands, allowing us to strengthen our support and provide even greater value.
Changes afoot
“Customers can rest assured they'll continue to receive the same marketleading service levels, backed by a broader international network and resources. In addition, we have exciting changes on the horizon that will enhance our offerings and further benefit our customers.”
Krone Trailer UK has boosted its service network to over 400 workshops and repair vans which are deployed across the UK and Ireland to provide a faster and more efficient trailer support service.
Service points on the network can be reached through a multi-lingual 24/7 breakdown hotline and, says Krone, with these strategically located workshops and an extensive fleet of repair vans, customers are assured of rapid response and wideranging service options.
“Whether it’s for preventive maintenance, emergency repairs, or routine
inspections, Krone’s service network ensures that customers are always within reach of a reliable solution, regardless of location,” says Krone Trailer UK aftersales manager, James Hardie.
“Time on the road is directly linked to every customer’s bottom line. Our investment in a national service network of workshops and mobile repair vehicles reflects our dedication to maximizing vehicle uptime. With a fast response to breakdowns and maintenance requirements, we can keep our customers’ trailers in peak condition and on the moveno matter where they are.”
Vans motor Network news
Slow going for HGV registrations
Latest figures from the SMMT reveal that new heavy goods vehicle (HGV) registrations fell by -6.0% in the third quarter.
The decline was in comparison with Q3 last year, when uptake surged above pre-pandemic levels to fulfil pent-up demand. Demand in Q3 2024 remained robust, at 26.7% above the same quarter in 2019.
Between July and September last year, 10,839 new HGVs joined fleets across the country, with growth recorded in rigids, rising 6.0% to reach 6,668 units to achieve a 61.5% market share. Conversely, artic volumes continued to decline, down -20.4% to 4,171 units.
Concerns
Of the top five body types, box vans were the only one to see volumes increase, up by 23.9%. Tractor units, curtainsiders, tippers and refuse vehicles all recorded declines, down21.0%, -5.0%, -11.8% and -6.0% respectively. As a result, the overall market year-to-date is down slightly, by -2.5%, but this is compared with last year’s flourishing market that grew 16.4% in the first nine months
“After last year’s surge in truck demand, one quarter of decline is not a cause for serious concern. Falling zero emission truck uptake, however, is another matter, showing the market is struggling to keep up with ambition. Reforming the Plug-in Truck Grant and more rapidly rolling out infrastructure would help encourage more operators to switch to zero emission vehicles sooner, instead of delaying their transition and decarbonisation,” said SMMT chief executive, Mike Hawes.
Guest opportunities
Guest Motor Group, one of the UK’s largest IVECO and FIAT Professional commercial vehicle dealer groups, has launched an academy to train and support its managers and aspiring leaders.
It is based at the company's headquarters in West Bromwich and is available to staff from 14 locations across the central belt of England. Dean Rippon, Guest's head of training and process improvement, is heading up the academy, supported by Weston College which has a specialist motor vehicle department and delivers education from GCSE to degree level.
Robert Spittle, managing director, said:
“The Guest Motor Group academy is the latest step in our continual development programme for the business, and makes the career development opportunities that have always been available to our colleagues even more accessible.
“We have an excellent product range, which is supported by an extensive service operation delivered by more than 150 HGV technicians. There has been an apprenticeship programme for many years, but for managers, where career development training was available only on demand, there was a need to formalise the opportunities that we provide. Our new academy does that.”
Transport sector soars
The number of new buses, coaches and minibuses joining UK roads grew by a third (36.1%) between July and September, according to new figures released by the SMMT.
Registrations reached 2,367 during quarter three, completing six consecutive quarters of market growth. It reflects a gradual rise in passenger levels following historic lows during the pandemic, with ridership supported by the Bus Fare Cap Grant, says the trade body.
The third quarter growth was driven by all segments but the strongest demand was for new minibuses and single deckers, up 38.4% and 36.4% to 1,486 and 461 units respectively. Deliveries of new double deckers also rose, by 28.4% to 420 units.
Registrations in England, Wales and
Northern Ireland were all up, by 37.3%, 103.7% and 162.5% respectively, while rollout in Scotland fell -21.8% compared with a bumper 2023 when demand more than doubled. England continued to take the lion’s share of the overall UK market, representing almost nine in 10 (87.9%) new registrations. Mike Hawes, SMMT chief executive, commented: “A year and a half of growth in the number of new buses, coaches and minibuses joining UK roads is good news for a sector still recovering from the pandemic. The latest zero emission bus technologies provide many benefits, from innovative safety and passenger features to better local air quality and carbon savings, so the next step is long-term support –particularly for smaller and rural operators – to deliver such benefits to communities across all parts of the country.”
NEWS
Guide to a longer
life
A new, six-point guidance for fleets extending the replacement cycles on their van fleets has been launched by fleet software specialist FleetCheck, in response, the company says, to customers who were operating vehicles for longer and seeking advice.
“There’s a couple of trends at play here. One is that many fleets have learnt, post-Covid, that modern vans can be operated economically and safely for longer periods than previously thought. Three to five year replacement cycles are being stretched by a couple of years or more,” explained fleet consultant Barrie Willson.
“The other is more recent. Some fleets are finding the drive towards electric vans impractical for reasons of range, payload and charging infrastructure, so are actively planning to hang onto their diesel vans for longer.” Highlights of the guidance include:
■ Adhere to manufacturer servicing recommendations
■ Ensure vehicles undergo a full technician inspection at least once a year, especially if they have a 24month service interval
■ Action any vehicle recall notices promptly
■ Create a policy for pre-use checks and defect management, ensuring drivers have been trained effectively and that compliance is monitored
■ Regularly review your driving for work policy to ensure drivers understand their responsibilities
■ Analyse maintenance spend by vehicle and driver, and act on those trends
New spec oil hits the road
Lubricant manufacturer, Witham Group, is launching a new commercial vehicle engine oil which carries the latest Volvo VDS-5 and Daimler DTFR 15C130 specifications.
The Super HD FE 5w-30 is said to offer many benefits including extended oil drain intervals, enhanced fuel economy, advanced engine cleanliness, superior antiwear technology and reduced emissions with its low SAPS formulation.
Qualube Super HDFE 5W-30 is described as a premium-quality, fully synthetic heavyduty diesel engine oil formulated to meet the latest Volvo VDS-5 and Daimler DTFR 15C130
EVs top service times
Electric vans are showing shorter servicing times compared to internal combustion engine (ICE) and hybrid models, according to findings from epyx.
However, ICE and hybrid vans have better vehicle off-road (VOR) times, according to the new data.
The information looks at performance across the first four years of vehicle life. In year one, average servicing times for electric vans are 0.74 hours, followed by ICE at 1.05 and hybrid at 1.15. In year two, it's electric 0.89 hours, ICE 1.15 and hybrid 1.39. Year three is electric 1.12 hours, ICE at 1.17 and hybrid 1.41. It's only in year four that ICE shows the best performance at 1.19 hours,
(replaces MB 228.61) specifications. Formulated as a low temp low shear product, it is designed to provide outstanding protection and efficiency in modern diesel engines even under the most demanding operating conditions. Witham Group MD Nigel Bottom commented: “We are delighted to now offer this long-awaited upgrade to our commercial vehicle engine oil and to be able to offer the Volvo specification that so many of our Volvo dealers and customers have been waiting for.”
followed by electric at 1.41 and hybrid at 1.42. When it comes to VOR – the time spent between when a vehicle enters and leaves a workshop – year one shows ICE at 1.82 ours, electric at 1.96 and hybrid at 2.14. In year two, the figures are ICE 2.00 hours, hybrid 2.06 and electric 2.07. From year three, hybrid shows the best times, with 2.10 hours, ICE 2.21 and electric 2.56. For year four, its's hybrid 2.38 hours, ICE 2.63 and electric 2.91.
Tim Meadows, CCO at epyx, said: "It's important to put some caveats around this data. While 1link Service Network is used by fleet operators totalling more than five million vehicles to manage their SMR needs, the numbers of electric and hybrids vans on the platform are relatively low.”
Censuring slippery customers
Oil and lubricants watchdog VLS has reported a recent spike in lubricant investigations. In just one year, it says it has seen a rise in case investigations of 34%.
Over the past two years alone, it has opened 39 investigations, more than in the preceding six-year period.
According to Alan Outhwaite, chairman of the VLS Technical Review Panel, key trends include the proliferation of lubricant products in general, and also the integrity of products from new companies entering the additives market. These additives may be cheaper, but they may also not be fully tested or approved as published industry and OEM specifications require. This
market development is one VLS is monitoring closely, as additives are a critical aspect of lubricant formulations.
‘’When VLS was first formed in 2013, there was clearly a lack of understanding in some areas of the marketplace. Eleven years later, we are confident that the message around compliance is being heard. However, the significant rise in cases over the past 12-18 months and the complexity of those cases demonstrates that there is still work to do to ensure an open and fair marketplace that end users can have confidence in,” says Outhwaite.
TRAFFICNEWS Haulier goes flat out
Established in 1977 and based in East Yorkshire, the family-run transport firm specialises in general haulage and heavy-duty plant and machinery transport in the UK and Europe. Its fleet comprises 24 trucks and 54 trailers and it also operates a storage yard. As transport manager Wayne Johnson explains, that was how the company first got a look at the new Profi Liner HD.
Easy decision
“We already had some Krone trailers on the fleet that we’d purchased second-hand,” he explains, “So we were also familiar with the product.
“We needed a couple more trailers adding to the fleet anyway, because we were looking to replace some older ones. Krone have always been easy to deal with, so we just rang them up and asked about the new ones.”
The Profi Liner HD flatbed is the latest addition to Krone’s flatbed range. Designed for use in demanding transport applications, particularly for export markets, the trailers
“... they’re good trailers, well-built and with a good paint finish...”
feature a reinforced chassis with 15,000kg load coupling and 24,000kg bogie to suit UK 44t applications.
Fully loaded
Other key features include a heavy-duty BPW 420x200mm drum brake axle assembly as standard, complete with reinforced parking brake (spring brake chambers) on all three axles and an additional air tank.
For optimum load security, the heavy-duty 225mm deep side raves have side rave holes for strapping at 1m intervals, with 13 pairs of rope hooks under each side.
Also included for Johnson’s are the optional PSK twist locks
for container loading and 9 pairs sockets in the outer frame, to suit 80mm x 80mm TATA -specification posts. The trailers come with hardwood, omega floors and rear access steps as standard.
“They’re good trailers, wellbuilt and with a good paint finish, and all the drivers seem to love them because they’re easy to use. They weren’t overpriced and Krone is really easy to deal with. After we purchased it, we had it on the road the next day,” concludes Johnson.
For more info on KRONE, WWW.RDR.LINK/VBQ001
Johnson Haulage has added four new Krone Profi Liner HD flatbed trailers to its fleet.
Driving behaviour
WEBFLEET
Topspeed Couriers is accelerating its ambitious transition to electric vehicles thanks to Webfleet, Bridgestone's fleet management solution.
With a commitment to achieving net zero by 2040, the same-day courier service, has already electrified 59% of its 210strong vehicle fleet – comprising Mercedes Vito, Citan and Sprinter vans – and is now targeting a fully electric fleet by 2027.
“People told us we couldn’t electrify a courier fleet but, against all odds, we’re doing it,” said managing director Gillian Lockley. “Webfleet is proving pivotal in meeting our sustainability objectives, providing real-time data insights and dedicated EV solutions that are helping streamline our operations, promote greener driving practices and manage the unique challenges of running electric vehicles.”
In addition to the environmental benefits, Topspeed’s electric transition has positively impacted driver wellbeing. Lockley explained that electric vans naturally
enforce crucial rest periods by requiring drivers to take breaks for charging.
“The electric switch has been transformative,” Lockley stated. “Our drivers are now getting the rest they need, which has had a positive impact on their health, wellbeing and job satisfaction.”
“By analysing driving behaviour and identifying risky actions, Webfleet Video is playing a crucial role in safeguarding both our drivers and our business, improving road safety and dramatically cutting insurance claims,” Lockley added.
“With advanced AI technology that offers deeper behavioural insights, we’ve significantly reduced incidents of distracted driving.
Furthermore, the solution has allowed us to refute non-fault claims more effectively.
“Claims cost have been cut by more than two-thirds as a result, leading to a reduction in our insurance premiums by £21,000 in the past year.”
For more information, WWW.RDR.LINK/VBQ002
Elite fleet
DENNIS
Birmingham City Council has signed a contract with vehicle manufacturer Dennis Eagle for the purchase of 151 new refuse, recycling and food waste vehicles.
The new fleet will begin arriving in March 2025, marking a significant step forward in modernising Birmingham's waste management operations. The investment will replace a combination of outdated council-owned vehicles, many of which are beyond their operational lifespan, and hired vehicles currently in use. This will reduce the council's reliance on hired vehicles and enhance the reliability and consistency of waste collection services for residents across
the city. Following a highly competitive tender process, Dennis Eagle emerged as the clear winner, offering the best value and innovative solutions to support the city's waste collection services.
The contract comprises 110 of Dennis Eagle's versatile and safety conscious Elite+ truck, alongside 41 compact and efficient 7.5T Orus trucks for organic waste collection. It specifies a number of 'narrow' chassis variants of the Elite+, the reduced width minimising contact with the kerb or parked cars helping to reduce associated tyre and insurance costs.
For more information, WWW.RDR.LINK/VBQ003
GREATBRITISH FAKE OFF
The growing trade in counterfeit vehicle parts is a major problem for the automotive industry, and the risks go well beyond lost revenue for legitimate manufacturers. These fake products undermine safety on the roads, put lives at risk, and damage the reputations of workshops and service centres that unknowingly use them.
Counterfeit commercial vehicle parts are not subject to the same rigorous testing as legitimate products and are often manufactured using vastly inferior materials.
Dodgy dealings
Safety-critical items such as tyres, wheels, brakes, and HGV reflective tape are among the most purchased counterfeit items in the UK, with a recent Intellectual Property Office (IPO) survey conducted as part of its ‘Fake Always Breaks’ campaign finding one in six motorists purchased a fake part in the past 12 months.
The rise in counterfeit TPMS products endangers road safety, undermines trust in workshops, and harms legitimate manufacturers. Steve Hodges, marketing manager at Tyresure, explains why fake parts aren’t worth the risk.
Although some counterfeit purchases are made inadvertently, 58% of motorists did so knowing the part was counterfeit. The most commonly purchased counterfeit car parts in the UK include car batteries (25%), tyres and wheels (23%), windscreen wipers (19%), airbags (14%), and brake pads or discs (12%). The IPO survey also found that getting parts for a cheaper price was a significant factor when intentionally buying a fake part, with 31% of motorists citing cost savings as a reason, with a further 34% buying fake parts because they felt there was no discernible difference in appearance.
“...getting parts for a cheaper price was a significant factor...”
Garages, workshops, and HGV service centres should avoid using customer supplied parts and only fit parts from trusted manufacturers and reputable vehicle parts distributors. This practice not only enhances the safety of commercial vehicles, but also reassures fleet managers and HGV drivers that all replacement components meet the required legal qualitystandards.
Fitting counterfeit commercial vehicle parts can also invalidate warranties and cause liabilities to garages and workshops, with counterfeit parts unlikely to be covered under warranty if the part subsequently fails, with additional costs for replacement parts and labour.
“...the omission of software or database updates is a sign that the purchased tool is not authentic...”
It can be hard to tell counterfeit commercial vehicle TPMS products from genuine ones as counterfeiters try to make exact copies of OE TPMS parts. But they cut costs by using inferior components so the counterfeit cannot perform as well and will fail much more quickly than OE or aftermarket TPMS products manufactured by a reputable manufacturer.
The clues are there
The clues to snide TPMS sensors and diagnostic tools include missing or misspelled manufacturer names or logos, incorrect countries of origin, and missing FCC numbers and other factory markings. You should also check the quality of production, cheap looking or non-standard components such as screws and valves, missing parts on the circuit board, and poor potting or low-quality plastic housings on the sensor body.
The main issues from using counterfeit TPMS diagnostic tools are caused by the unauthorised or pirated software supplied
by counterfeiters to operate the tool, with these using out of date sensor protocol databases with no subscription or updates available. The omission of software or database updates is a sign that the purchased tool is not authentic, as the official, licenced software will typically only be available to download via the tool manufacturers website or distributor network. A nonupdated diagnostic tool will suffer major restrictions to the available sensor coding processes, with the input of non-updated protocols resulting in the persistent failure to program sensors correctly.
At Tyresure, we pride ourselves on the quality of our TPMS sensors, diagnostic tools, and related products. Our equipment is manufactured to the highest standards and is certified by TÜV SÜD for IATF 16949:2016 and ISO 9001:2015. We offer comprehensive software support, ensuring that our diagnostic tools are always up to date with the latest sensor protocols. These updates are essential for maintaining compatibility with evolving vehicle technology and are only available through our official channels.
Don't risk it
Investing in genuine products not only protects workshops from the risks associated with fakes but also ensures smooth operations and satisfied customers. By using certified tools and sensors, workshops can confidently meet the expectations of fleet managers and vehicle owners, knowing they are providing safe and reliable solutions.
The trade in counterfeit TPMS products isn’t just a challenge for manufacturers like us –it’s a threat to the entire industry. Counterfeit parts might seem like a costsaving shortcut, but the risks they pose far outweigh any perceived benefits. As professionals, we owe it to ourselves, our customers, and the wider public to uphold the highest standards of safety and reliability.
TAPE MEASURES
The rise of counterfeit ECE104 conspicuity tapes is putting road users and businesses at risk, with legal, financial, and reputational consequences for operators who unwittingly use fake products. CVW reports.
Counterfeit safety products are quietly threatening the UK’s roads and businesses, with fake ECE104 reflective conspicuity tapes posing a significant risk to both vehicle visibility and compliance. These counterfeit tapes, often indistinguishable at first glance, fail to meet safety standards and can lead to legal and financial problems for HGV operators who rely on them.
ECE104 is a regulation from the United Nations Economic Commission for Europe (UNECE) requiring heavy goods vehicles (HGVs) and trailers above certain weight thresholds to display reflective tape that enhances visibility in low-light conditions. Authentic tapes certified under ECE104 significantly reduce accident risks, helping other road users to spot large vehicles from various angles, especially at night or in poor weather. But counterfeit ECE104 tapes, produced by unscrupulous manufacturers, are flooding the market. These products lack critical safety features such as proper reflectivity and durability, leaving fleets non-compliant and vulnerable to accidents.
Bad visibility
Fake ECE104 tapes may appear legitimate but fail to deliver on essential safety requirements. Poor reflectivity means vehicles are harder to see in low-light or adverse weather, increasing accident risks. Additionally, these tapes often degrade quickly, peeling or losing their reflective properties long before they should. In the event of an accident, using counterfeit tapes could expose businesses to serious liability. If visibility is determined to have contributed to an incident, companies may face lawsuits, fines, or even insurance claim denials. Beyond the immediate financial cost, the reputational damage could impact future business opportunities and partnerships.
For businesses committed to safety, identifying and avoiding counterfeit tapes is critical. Genuine ECE104-compliant tapes carry an indelible “E-mark” certification embedded in the material. By contrast, fake tapes often use a black overprint E-mark that can easily wear off. High-quality tapes are also designed with smooth, sealed edges, unlike the rough, unsealed edges of counterfeits. Testing reflectivity under
varying angles and conditions can also highlight discrepancies, as fake tapes often fail to deliver consistent results.
Opting for cheaper, non-compliant tapes might seem like a cost-saving measure, but the long-term risks outweigh the short-term benefits. Non-compliance can result in fines during inspections, denied insurance claims if counterfeit tapes are proven to have contributed to an accident, and legal action if poor visibility leads to incidents. Operators may also face scrutiny of their supply chain if counterfeit products are
FAKE:
The ‘E’ marking features a black overprint, which will wear off easily.
REAL:
Only ECE104 approved tape has an embedded, indelible ‘E’ mark that cannot be removed.
detected, which could lead to further investigations and reputational harm.
Genuine concerns
To safeguard their operations, HGV operators must ensure they only purchase genuine ECE104 tapes from trusted suppliers. Conducting regular inspections of existing tapes for wear and tear –particularly after exposure to harsh conditions –is also crucial to maintaining compliance and road safety. By investing in authentic products,
operators protect their drivers, other road users, and their businesses from the risks associated with counterfeit goods.
The rise of counterfeit ECE104 reflective tapes is a growing concern for road safety and business compliance. While these fake products may initially seem cost-effective, the dangers they pose to visibility, compliance, and liability are far too great.
Investing in certified, highquality ECE104-compliant tapes is the only way to ensure your fleet remains roadworthy and your business stays protected. As the stakes grow higher, choosing genuine products is not just a matter of compliance but a commitment to safety and professionalism in the industry.
PREMIUM PRODUCT
Calderhead Refrigerated Transport is keeping a keen eye on operations and reducing insurance claims thanks to the latest camera technology. CVW zooms in.
Temperature-controlled storage and distribution specialist Calderhead has been benefitting significantly, both operationally and financially, since having its fleet of vehicles retrofitted with the latest camera solutions.
Established over 30 years ago with just one truck, the business has gone from strength to strength and now has a fleet of 10 trucks, two vans and three cold store facilities as well as working with some of the UK’s most prominent food brands.
After initially seeking out dashcam solutions for its vehicles that also came with live-view functionality, Calderhead began a relationship with Midlands-based camera and telematics specialists Centrad.
However, in an attempt to mitigate rising insurance premiums and ensure its vehicles complied with Transport for London’s (TfL) Direct Vision Standard (DVS) in 2019, the temperature-controlled logistics experts looked to broaden the range of camera solutions across its fleet.
With the company running up to five trucks into Greater London per day, becoming compliant with the changes was imperative to maintaining operations in the capital.
Cameras on board
Fast forward to the present day and Centrad has retrofitted a four camera 360˚ camera system on each vehicle within Calderhead’s fleet, covering the front, side and rear, as well as the latest technology to ensure full compliance with the new Direct Vision Standard PSS scheme including forward and nearside blind spot detection onto the haulier’s trucks over 12 tonnes –which are now compliant until 2030.
“...Centrad has retrofitted a four camera 360˚ system on each vehicle within Calderhead's fleet...”
Philip Johnson, commercial manager at Calderhead, said the camera systems have played a vital role in mitigating already heightened insurance premiums for the business by providing clear and irrefutable evidence in case disputes arise, while also helping to streamline its fleet management processes. He commented: “In the last four years, our incident numbers have been relatively low, however the importance of having a comfort blanket in place is still imperative, especially with insurance costs remaining high.
“As a business, if you can tangibly demonstrate that you’re not at fault as opposed to being at fault, the difference in cost is phenomenal. This is largely why we didn’t want to settle for just a forwardfacing dashcam solution, as we felt that having 360 coverage on our vehicles was crucial in ensuring all angles were captured and clear evidence was readily available in the event an incident occurred.
“So, from an insurance perspective, camera systems are crucial to mitigating premiums, as their footage enables us to act quickly in the event a claim needs to be made. A good rule of thumb is that the quicker you act the cheaper a claim
“...Centrad Live has been a lifesaver as it’s completely streamlined our operations...”
becomes. From our own experience, if an operator is able to notify its insurer within a couple of hours of an incident occurring, then the claims value can actually decrease by up to 50%, namely by enabling them to save a significant amount on unnecessary cost directly related to claims.”
Go live
Aligned with Calderhead’s requirement for a seamless, real-time monitoring solution that avoids the hassle of manual SD card removal for data retrieval, the decision to adopt Centrad’s live video telematics platform, Centrad Live, eliminated this inconvenience entirely by ensuring instant access to live footage whenever needed.
Previously, Calderhead had to access different platforms depending on the truck manufacturer, however with Centrad's comprehensive platform they can now view
and manage all their trucks in one unified place – providing a more efficient and integrated process for overseeing their entire operation.
Johnson continued: “Centrad Live has been a lifesaver as it’s completely streamlined our operations by integrating all vehicle data into one unified system, regardless of the truck manufacturer, which previously took up an unnecessary amount of time.
“So rather than having to log-in to each individual platform, we’re able to see all our vehicles on one centralised app.
“Centrad in many ways have been crucial to our day-to-day operation. Not only have they helped us as an operator to mitigate premiums, a concern that is shared by all within the industry, but through their cuttingedge technology and consultation they’ve helped us to continue operating within Greater London, which accounts for around 35% of our entire business, and further streamline operations across the board.”
CVW popped along to Mirka’s recent press event to find out what is happening on the tools, abrasives, and polishing front and talked to Steve Smith, national sales manager Collision Repair. He shared some insights about the company’s growing product portfolio and its steadfast commitment to sustainability.
GOING WITH THE GRAIN
‘‘When it comes to sustainability, Mirka’s philosophy is anchored to three key pillars, which are societal impact, environmental cleanliness and resource efficiency. These are significant focus areas, so let me break them down for you,” began Steve.
“For environmental cleanliness, we are aiming for a 55% reduction in greenhouse gas emissions by 2035 and we are also aiming to achieve net-zero emissions by 2050. We believe we are on the way to meeting these targets and we are always looking into options to help us get there. With resource efficiency, we are talking about the lifecycle of the product and what happens to it when it is ‘finished’. As a business, we want to ensure we get the most out of our products and this is highlighted by the fact that we are looking to have 70% of Mirka’s products recyclable by 2035. This aim is supported by a €25m circular grain manufacturing plant in Finland, which is scheduled to be operational by December 2025. The site has been designed to sort, clean and prepare incoming recycled materials as well as screen and classify grains for reuse. This will aid in maximising the lifecycle of products and reducing waste both internally and from external sources.”
For societal impact, the company is aiming for zero workplace accidents and the provision of dust-free work environments because, as is common knowledge, the dust produced can affect the health of employees and be detrimental to jobs being performed in the workshop. Steve goes on: ”As a business Mirka maintains a constant dialogue with customers through our team of experienced technical experts and information gleaned from the conversations is circulated to the R&D team based in Jeppo, Finland to help it design innovative and versatile tools tailored to industry needs. In 2024, several groundbreaking products were launched, offering substantial benefits to commercial vehicle workshops.”
The first was the DEROS RS 600 rotary sander. This tool has a user centric design that combines power and precision to make easy work of multiple applications including paint removal from metal panels and coarse grinding sanding. In addition, its lightweight, compact design provides a
smooth operation and enhances user comfort and productivity, despite it being a powerful heavy-duty sander. In addition, it has Bluetooth connectivity, so when it connects to the myMirka app users have access to real-time data about the tool and how it is being used.
Cordless convenience
The second tool was made up of two tools from the same product range. The Mirka FBS-B 13 and FBS-B 10 have been designed to make cleaning up welding seams and spot welds easier and more efficient. The Mirka FBS-B 13, designed for wider belts, and the Mirka FBS-B 10, designed for narrower belts, both provide the user with rapid and efficient material removal and can handle multiple demanding applications with ease. Because the sanders are both cordless, accessing difficult spots to work in is easy as there are no cables or hoses hampering their access, so jobs are completed quickly.
“Alongside the evolution of tools, we are seeing certain trends come to the fore and one of them is running costs. As a manufacturer, we are aware that this trend is at the forefront for businesses and we have identified savings that can be achieved by considering the use of a mobile extractor versus an integrated unit,” continues Steve.
“Mobile dust extraction systems are now a cost-effective option and do a good job in reducing dust in the workshop. They also reduce energy usage because they only draw electricity when they are in use, which can lead to significant savings when compared with the cost of running a central vacuum system. Additionally, Mirka’s dustfree sanding solutions significantly reduce dust production by over 90%, minimising contamination risks and lowering valeting costs. In addition, when the Mirka Abranet range of abrasives is paired with Mirka sanding tools and extraction units, they enhance workplace safety, boost productivity, and improve profitability.”
Responsible actions
Mirka says its dedication to innovation and sustainability ensures it remains a trusted partner in the collision repair industry. In addition, through the delivery of the next generation of tools and embracing environmental stewardship, it claims it is not only enhancing customer value but also building a more resilient and responsible future for the industry.
THE HEAT ISON
The DVSA’s 2025 updates to HGV brake testing requirements introduce new challenges, but Stuart Window, general manager at Bowmonk, believes it is a chance for workshops to adopt the tools and processes that can simplify compliance.
More expense, more aggravation, and more visits to the test station –that seems to be the general reaction among fleet owners and operators regarding the upcoming mandatory brake tests. There’s a persistent misconception that these additional tests must be carried out at an Authorised Test Facility (ATF) yet this need not be the case. The Driver and Vehicle Standards Agency (DVSA) allows operators to perform their own brake tests using a DVSA-approved portable meter.
The recent 2025 updates to the Guide to Maintaining Roadworthiness bring crucial new steps to HGV brake testing that will impact operators and workshops across the UK. As general manager of Bowmonk, I've observed first-hand how these changes are causing concern in the industry. But, with the right approach and equipment, compliance can be straightforward and even beneficial to operations.
The DVSA’s updated guidelines highlight the continued use of decelerometers for testing overall brake efficiency, especially in cases where a roller brake tester (RBT) may not be suitable. But the guide now emphasises that decelerometer tests must include pre- and post-test brake disc temperature checks. These temperature readings confirm that each brake on an axle is functioning correctly –something a decelerometer alone cannot verify.
To meet this requirement, workshops must use an infrared temperature gun to record brake temperatures at the beginning and end of the test. The DVSA specifies that final temperature readings should show a significant increase compared to initial readings, with consistent temperatures across all brakes on an axle. If these criteria aren't met, additional testing methods may be necessary to confirm brake functionality.
Added flexibility
I believe this additional step is a positive move towards enhancing road safety. While decelerometer testing has always been a reliable method for assessing overall brake efficiency, incorporating temperature checks provides a more comprehensive evaluation of each individual brake's performance. It ensures that every component is contributing to the vehicle's braking capabilities as expected.
There's a significant advantage in being able to conduct these tests without the need to visit an ATF. Utilizing a portable, DVSAapproved device allows operators to perform brake tests at any time and location. This flexibility minimizes downtime for fleets, eliminating the need to leave vehicles at a test station and incur a
full day of revenue loss. In my experience, the investment in portable testing equipment quickly pays for itself after just a few tests. It empowers operators to take control of their compliance processes, ensuring that vehicles are roadworthy without the logistical challenges of scheduling and traveling to an ATF.
Record keeping
Another critical aspect of the updated guidelines is the emphasis on thorough recordkeeping. Workshops and operators must maintain detailed documentation of brake tests, including efficiency readings and temperature measurements. These records are essential not only for compliance but also for audits and inspections. Digital solutions can greatly simplify this process, enabling quick access and review of records while enhancing their accuracy. I know that many workshops and operators are concerned about the additional steps these new requirements introduce. However, with the right tools, these steps can be seamlessly integrated into existing processes. Our BrakeCheck kit, for example, combines a DVSAapproved decelerometer with an infrared temperature gun, allowing workshops to carry out comprehensive, compliant brake tests with minimal disruption.
digital record-keeping. This software enables workshops to store, review, and manage brake test data, including temperature readings and efficiency results, ensuring that documentation is both thorough and easily accessible. These features make compliance not just achievable but efficient and stress-free for operators and workshops alike.
opportunity for the industry to enhance its commitment to safety. By adopting these comprehensive testing methods, operators not only comply with regulations but also contribute to safer roads for everyone. The updates are about more than ticking regulatory boxes –they’re about making our roads safer and ensuring every brake is functioning as intended.
Commitment to safety
The updates to the DVSA's guidelines may initially seem daunting, but they represent a significant step forward in vehicle safety standards. By understanding the new requirements and adopting suitable testing methods, operators can ensure compliance without unnecessary disruption to their operations. Performing brake tests with a portable, approved device, along with the necessary temperature checks, provides a practical solution. It reduces downtime, eliminates the need for frequent visits to an ATF, and enhances the overall safety of the fleet.
The kit also includes a wireless printer for instant, DVSA-compliant test reports, and an optional PC software package for
The DVSA’s new section 5.3a, Braking Performance Assessment, effective from April 2025, requires all safety inspections to include brake performance assessments. These assessments should be performed using an RBT, an electronic brake performance monitoring system (EBPMS), or a decelerometer with temperature readings.
I see this as an
“... I encourage all operators and workshops to familiarize themselves with the new guidelines...”
As we move towards the April 2025 deadline, I encourage all operators and workshops to familiarize themselves with the new guidelines and consider how best to integrate these practices into their maintenance routines. Embracing these changes proactively will not only ensure compliance but also demonstrate a commitment to safety and excellence in the industry.
BACKUP ONSAFETY
Back In June 2024 CVW brought you news of Dr Air Brakes’s Reverse Smart, an HGV auto braking safety system that promised to put a stop to reversing accidents. Here we get an update of the system’s progress.
Reverse Smart is an advanced automatic controlled reverse braking system which is especiallysuited to high-risk environments. From road sweepers, refuse collectors and fire trucks to HGV tippers, tar sprayers and even a mobile library unit, hundreds of vehicles are now equipped with Reverse Smart.
The risks of operating large vehicles without a sophisticated reversing system are substantial. These risks include the potential loss of life, increased insurance premiums, potential jail time for drivers, vehicle damage, litigation costs, and hefty fines. A tragic incident in Hampshire is just one example of why it is critical to adopt proper safety measures. A road sweeping company faced severe penalties after a worker was crushed to death due to inadequate maintenance procedures. The
company was fined £8,000, and the director was fined £183,000 and disqualified as a company director for five years. This incident serves as a stark reminder of the dire consequences of neglecting safety.
Reverse Smart can address these concerns by offering an active solution that can be installed on any truck equipped with air brakes, either with rear detection only or both forward and rear detection, all functioning at low speeds.
“...the sensor constantly builds a picture of everything within its programmable range...”
So how does it work?
Reverse Smart uses a radar which is unaffected by any weather condition, be it rain, snow or ice and has also proven to be unaffected when covered in tar on a tar sprayer. The radar sensor is fitted to the back of the vehicle for reverse only auto brake but can be upgraded to feature on both rear and the front of the vehicle. The sensor constantly builds a picture of everything within its programmable range, like when air traffic control sees an aircraft in the skies. Any object detected by the radar is checked for distance and closing speed and based on this, the system informs the driver. There is an in-cab dash warning offering visual and audible alerts and if the object/person gets too close within the programmed danger zone, then the brakes are automatically applied for three seconds, without the driver intervention. This allows vital seconds for the driver to check cameras/mirrors to see if it is safe to carry on reversing or exit the cab to inspect the area.
One of the standout features is the gentle pulsing of the autobrake. This method ensures a controlled stop, avoiding the harsh jolts that could otherwise cause damage to the vehicle's drivetrain or discomfort for the driver. Moreover, Reverse Smart "talks" to the vehicle using CAN Bus network communication, a method that integrates seamlessly with the vehicle’s existing systems and preserves the warranty while maintaining smooth operational conditions.
Reverse Smart is not only effective but also trusted. It is VCA-approved, and the production processes are VCA-audited, underscoring the system’s reliability and adherence to rigorous safety standards.
Expanding applications
Reverse Smart is being adapted to various types of vehicles and operational needs.
HGV full electric powered vehicles: Reverse Smart can be installed on electric
“...Reverse Smart ‘talks’ to the vehicle using CAN Bus network communication...”
heavy goods vehicles, offering the same level of safety without compromising the vehicle’s unique powertrain.
Fire engines: in high-pressure environments, such as emergency response situations, the system helps protect emergency workers who are at
increased risk of accidents due to the urgency of their tasks.
Mobile library vehicles: these vehicles often park inside shopping malls where pedestrian traffic is high. Reverse Smart ensures safe manoeuvring in these challenging environments.
Invest in safety
Investing in Reverse Smart is not just about meeting compliance requirements—it's about safeguarding lives, protecting your fleet, and ensuring the smooth, efficient operation of your vehicles.
PERFORMANCE MATTERS
Lee Quinney, country manager, Banner Batteries, provides a comprehensive look at why batteries fail and how to avoid it.
Vehicle downtime remains the scourge of all transport operators. And whilst it’s always going to be impossible to protect fully from the probability of mechanical failure in parts, particularly when on the road and moving, this shouldn’t be the case when it comes to powering up a CV in the first place. Yes, you‘ve probably guessed it; it’s all about looking after the humble battery and understanding why they can fail. By doing so, CV technicians, whose job it is to quite literally keep the wheels of industry turning, can sleep easy in the knowledge that as long as the heart keeps beating, service should remain at full health.
All about quality
It all starts with product quality. As it’s the heart that keeps every human on the move, if it comes to needing a new would you settle for second best? The answer is probably best summed up using Gillette’s former tagline, as the focus would be on obtaining ‘the best a man can get’. The same, therefore, should always be the case with the CV’s heart... its battery.
Sticking with the human heart analogy for the time being, most people recognise that this vital organ is one of the body’s biggest muscles; a heavyweight contender to boot. The same also applies to the battery and its most important constituent part –lead. The mean weight of a premium OE brand battery when compared to that of a private label product of the same size and specification is a good quality indicator. In today’s cutthroat world, some manufacturers limit the amount of materials used in battery to construction to reduce cost. And as the costliest material used, such batteries often have smaller, thinner and fewer plates, all of which reduce reliability, specification, performance and lifecycle.
“...a battery loses a small amount of its ability to supply current each time it is cycled...”
Some batteries feature smaller, fewer and thinner plates all of which have a detrimental effect on performance. Don’t settle for second best, as quality remains king.
In batteries manufactured in this way, delivering the specified power is often achieved by increasing the acid concentration in the electrolyte used. This too has a direct and detrimental bearing on both performance and lifespan. As longevity comes in the form of striking a careful balance between plate numbers used and acid strength, using a greater concentration creates a sticking plaster effect, as increased internal corrosion will result and negatively so.
In summary, the three definitive phases of a battery’s life cycle - formatting, peak and decline - are all compromised when plate numbers and lead content are reduced, and acid strength increased.
Failure rates
As is the case with the human heart, battery wear and tear are natural phenomenon whilst in service. A battery loses a small amount of its ability to supply current (CCA) each time it is cycled. The deterioration of a battery caused by wear and tear can be best explained as follows: a battery in good condition but in a discharged state will be able to supply specified levels of CCA when fully charged. A battery that is in poor condition has a corresponding reduced ability to supply CCA but will still indicate a fully charged state.
You’ve guessed it. The good old weather has its part to play on performance, as all transport operators
BATTERY LIFE CYCLE
know only too well. Starting performance in cold weather conditions is normally associated with battery plate ageing and deterioration, reduced chemical reaction speeds, and greater starter motor power requirements. Charging system efficiency is also reduced.
On the temperature front, then whilst at ambient, a fully charged battery has approximately 100% of its power available for cranking, this drops to 66% at 0 ºC and 40% at -20 ºC. Equally damaging to a battery’s health is hot ambient and under bonnet temperatures, as these lead to accelerated battery ageing, plate corrosion, and
increased self discharge rates and electrolyte use. A 10˚C rise in battery operating temperature doubles the self discharge rate from approx 0.1 to 0.2V per month. Plate sulphation is a natural element of battery discharge. This process coats the battery’s plates in lead sulphate (PbSO4 ) when it reaches 12.4V and below. It is normally attributable to poor stock control and recharge procedures, and undercharge conditions that usually emanate from loose drive belts and/or the existence of high resistance in cables and terminals.
If a battery is quickly recharged the lead sulphate is displaced from the plates and
All three stages of a battery’s life cycle are compromised if plate numbers and lead content are reduced, and acid strength increased.
the battery will perform normally, however for those allowed to stand in a discharged state (<12.4V) for a period of time, the deposits on the plates can crystallise and harden, which reduces battery performance.
Acid stratification is a condition that prevails when acid in the electrolyte solution concentrates at the bottom of the battery cells. In general, it occurs if a battery is kept at a state of charge (SOC) below 80% and never receives a full charge. It is more common in the cold months as, not only does it become more difficult to charge a battery due to its large thermal mass, its greater internal resistance increases the time required for it to become fully charged. This is also exacerbated by short driving periods and distances, particularly those involving high levels of electrical consumers.
Whilst a battery that is cycled normally loses a small amount of active material from its plates, those subject to deep discharging (in excess of 35%) and rapid recharging – taxis, delivery vans and constant shift pattern vehicles –can quickly result in rapid loss of performance and premature failure.
Don’t overcharge
Overcharging prevails when a vehicle charging system is not operating correctly. This causes the battery to not only overheat and for the electrolyte to evaporate, but buckling and accelerated break up of the active plate material and grids can also occur. An overcharged condition can normally be identified by low electrolyte levels, black coating on battery filler plugs and a strong smell of hydrogen sulphide.
Undercharging, which occurs if a battery fails to return to a full charged state, is equally as damaging as the process results in slow plate sulphation. It is associated with vehicles that are only being used for short journeys or start/stop urban drive cycles, where alternator voltage is low (13.6 – 13.8V) or the drive belt loose, and when cables are worn and exhibit a high resistance.
Within the last category of the battery failure culprits, we have short circuits and dead cells that are seen typically within a 12-month service period. They can be categorised as follows:
■ A single battery cell will indicate a dramatically lower specific gravity (SG) than the others (1.26 and above).
■ Such cells may also be seen to boil when a high-rate discharge test is carried out.
(Not recommended)
■ A short circuit or dead cell can be identified on a fully charged battery by an open circuit voltage less than 10.5V.
Internal breaks on the other hand can be identified if a battery has good specific gravity readings in each cell, but no open circuit voltage reading.
In order to be able to protect against failure, understanding why things can and do go wrong is imperative, and when it comes to the CV battery there’s no exception. It’s all about adopting a healthy attitude and one that can be quickly drawn upon when faced with having to deal with what will always be one of life’s inevitabilities.
Power Consumers in today’s CVs
ABSORBING ARGUMENTS
Ecobat believes a better battery replacement strategy won’t leave your customer stranded. Here it offers a few reasons why.
Despite the fact that few operators can remain unaware that electrical issues, and specifically battery related problems, are still the number one cause of commercial vehicle breakdown, there continues to be a surprising level of apathy in relation to battery replacement.
With the almost unending increase in electrical demands that the modern truck has to power, which include driver comfort equipment such as microwaves, refrigerators, televisions and charging points, as well as night safety functions, several manufacturers are now fitting absorbent glass mat (AGM) batteries as the
original equipment (OE) fitment for many of their vehicles.
AGM technology is known to reduce the loss of capacity due to acid stratification, which is the main cause of battery failure and allows up to 80% of the battery’s specified capacity to be employed without significantly compromising its cyclic life (the number of times it can be charged/discharged/charged). This is particularly helpful when having to power the comfort and safety equipment mentioned previously, while also having sufficient remaining power to reliably start the engine.
In addition, in order to deliver the fuel efficiency that these modern vehicles are
designed to yield, they incorporate complex systems such as automatic coasting transmissions that select neutral when the vehicle doesn’t require drive, and even satellite navigation systems comprehensive enough to optimise driving efficiencies and gear selection while in cruise control, which also require the vehicle’s batteries to be in peak condition to operate correctly.
Upgrades all round
Although CV workshops and fleet operators will wisely replace these OE AGM batteries with like for like batteries when they reach the end of their service life, Ecobat is urging decision makers to fit this upgraded technology, which also includes EFB (enhanced flooded battery) and Gel, on their existing fleets, when their traditional SLI (starter/lights/ignition) batteries need replacement.
This proactive approach reduces the danger of relying on outdated technology that is now unable to cope with the power demands made upon it, which not only hugely increases the probability of roadside breakdown and the responsibility to send expensive service engineers out to retrieve stranded vehicles, but also risks the reputation of the business, as it could be unable to fulfil its delivery obligations, potentially exposing it to subsequent surcharges or unachieved KPI targets.
As well as the optimised levels of reliability they provide, the total cost of ownership (TCO) of these modern technology batteries is significantly lower than that of a traditional SLI battery, because they supply at least twice the cyclic life, while also delivering more useable power, which means opting for SLI technology is simply a false economy on any measure.
Helpfully, there are resources such as the VARTA Partner portal, for example, one can turn to to make the process of identifying the most suitable battery for the needs of vehicle and how it is used, a simple and straightforward one.
Options
Suitable batteries on the market that more than sufficiently fulfil the demands required by modern fleets include the ODYSSEY AGM, VARTA ProMotive AGM and Exide Endurance+PRO GEL.
For the most energy demanding continental requirements, the ODYSSEY AGM reduces the risk of a call out to what might only be a flat battery by 60% and safeguards the ability for starting, compared to a conventional SLI battery. These batteries also overcome the electrolyte and vibration issues of SLI batteries by incorporating AGM separators, meaning the acid is fully absorbed, so it cannot sink, and as the plates all sit on a rubber base and are top welded together with hot rubber melt, they have vibration
“...opting for SLI technology is simply a false economy by any measure...”
resistance built in. Allied with an inherent fast-charging capability even from 80% of discharge, with this option, battery related breakdowns become a very rare occurrence and as they deliver twice the power and three times the life of SLI batteries, they are typically lasting for four years plus, which significantly reduces the TCO.
For similarly high demand situations, the efficient technology incorporated into the VARTA ProMotive AGM provides the solution for trucks with a heavy reliance on numerous power consuming functions, including parking cooler/heaters, without wearing out and causing downtime. It has been developed in collaboration with the leading vehicle manufacturers to support innovations that will be standard equipment in the future.
Gel batteries differ from other battery types because instead of being in liquid form, the electrolyte is fixed in a gel, which leads to unmatchable cyclic life.
Furthermore, as Exide Technologies is the inventor of gel technology, its Endurance+PRO GEL battery is not only highly robust but offers the best in class deep cycle properties that allow an unmatched safe depth of discharge of 90%.
DETAILS OF EACH OF THESE OPTIONS OR FURTHER GENERAL INFORMATION CAN BE FOUND: WWW.RDR.LINK/VBQ011
OSRAM
argues that poor practice is costing workshops additional revenues. Here it highlights what can be done to change things.
Bulbs are often considered an afterthought, low value items that get scant respect. However, this is so not the case. Here are a number of ideas to consider if you really want to maximise revenue from bulbs.
No.1 Alignment
Aligning headlights after bulbs have been replaced ensures that the beam pattern is set in the correct place and the beam pattern is hitting the right points on the road. If a replacement bulb is not fitted correctly it will not work correctly with the headlamp reflectors as intended and so light can be scattered to oncoming traffic. By not fitting bulbs correctly and aligning the headlamp afterwards, technicians run the risk of them affecting other road users and limiting the driver's visibility, but while every technician knows they should be aligning bulbs after their fitment, it's still not common practice.
LIGHT BULB MOMENT
It also presents a revenue opportunity for the workshop because, just as wheel tracking and alignment is billable, so is bulb alignment. By charging a small amount for this service, the customer can be reassured their bulbs are giving them the best possible visibility and the workshop can earn extra income for a job that takes a small amount of time.
“... we have found that many do not charge for a replacement bulb...”
No.2 Fitment charges
There is also a prevalent issue of workshops not charging their customers when they fit new bulbs. Similar to the alignment issue, workshops should be charging for all jobs they are doing and the products being used. As a workshop usually has a large stock of bulbs, we have found that many do not charge for a replacement bulb, let alone for the fitment. Again, these are two aspects that should change, as this creates another revenue
stream for the workshop, and while it's a low price, it'll add up throughout the year and become profitable. At this point it also pays to think about upgrading to performance bulbs that offer even more profit margins than standard bulbs.
No.3 Replacing in pairs
While a technician is changing one bulb, they may as well change both! Purely from a business point of view, replacing in pairs means double the revenue for the workshop. However, from a practical point of view, replacing bulbs in pairs is good practice and means that both bulbs are putting out the same light output and it also stands to reason that if one bulb blows, the other is likely to follow soon after. Therefore, to save the driver time and hassle, we encourage technicians to ensure both bulbs are changed at the same time, just like they would do with tyres and brakes.
“...replacing bulbs in pairs is good practice...”
No.4 Poor quality
Finally, poor quality bulbs usually result in less visibility on the road for the driver and a bulb failure sooner rather than later. Some can even cause glare to oncoming road users, this could be as a result of the bulbs producing over the maximum lumen output or the geometry of the filament is incorrect, meaning the light is not reflected on the road as intended. A premium quality
product however will have been manufactured with precision engineering, and will give the best light output, last longer and subsequently result in a happier customer. If technicians are fitting lower quality products, they also lose out on a fantastic upselling opportunity that could greatly improve profit margins.
Ultimately, headlights are safety critical components, and should therefore be treated the same as other safety components, such as brakes, wiper blades and tyres, which is why workshops should charge for their time and expertise. Therefore, we are urging technicians to look into their bulb practices and see if they can be improved, for the sake of workshop profitability and customer service.
IN FOR THE DURATION
CVW hears from HELLA about the latest lighting technology in its upgraded LED marker and position lamp range.
High visibility all around the vehicle is crucial to help operators make their vehicles as safe as possible from end to end, and with this in mind designer and manufacturer of commercial vehicle lighting solutions HELLA has upgraded its range of easy-mount DuraLED marker and position lamps.
“As technology continues to evolve,” explains Dave Clark, product manager, “light sources right across the vehicle can be continually enhanced. Brighter and better marker and position lamps can only improve safety for everyone working
around the vehicle, which is why we have continued to evolve the range, pushing the envelope when it comes to LED output, as well as bringing in new materials.”
Suitable for commercial vehicles, buses and tractors, HELLA’s upgraded easy-mount DuraLED marker and position lamps feature a dual-coloured lens, a black surround, and a high impact resistant acrylic optical section. “We have worked to make the light more vivid and the unit itself far more durable than ever before,” continues Clark.
The range includes 12 part numbers including four front position/end outline
lamps, four side marker lamps and finally four rear position/end outline lamps, with spare parts also available. “The new slimmer design offers a thickness of just 9mm,” comments Clark.
Low energy consumption
The new lights are also said to offer very low energy consumption, and a practical alternative to bulb lamps. “With the combination of efficient LEDs and precision optics,” says Clark, “HELLA lights achieve the statutory light distribution with over 90% less power consumption compared to bulb lamps.”
Units in the range also come complete with reverse polarity protection, are claimed to offer considerable vibration resistance and are fully sealed to withstand high-pressure cleaning. “Tested to IP 6K7 and IP 6K9K ingress protection (IP) international standard ratings,” says Clark, “these lights are protected from dust and water ingress under constant immersion.”
For operators, the company hopes, its upgraded LEDs mean one less thing to think about. “The units within the range are designed for a fit and forget service life, proving an optimum signal pattern with low power consumption,” adds Clark.
“There is no need for a change of light source either, and no need for maintenance. Due to the optimal thermal management, which is designed in, they offer operators an extremely long operating life. The components are arranged in a way that optimises the temperature conditions, preventing overheating of the LEDs at high ambient temperatures. This extends the life of the light, which should last as long as the vehicle.
“We want to set the bar higher for everyone when it comes to the use of LED technology in this setting," concludes Clark.
Connecting air and light connections
Today’s trailer is a complex vehicle in its own right and therefore needs some hi-tech kit to keep it serviced properly, says Bowmonk’s Chris Bailey.
CHECKS AND BALANCES
The format of the HGV commercial trailer has changed over the years from nothing more than a chassis connected to a set of axles through a steelsprung suspension system, with the service schedule involving little more than a simple visual check of the tyres, lights and brake lining wear and chassis components.
Those were the days when a trailer`s parking brake was activated by a fully charged air system, fed from an air tank on the trailer, which worked well until the air pressure decreased through leaking air tanks, in so doing gradually releasing the parking brake. This method was soon reversed, with the brakes being applied by an internal spring mechanism, pushing the brake linings against the brake drum/disc.
Safety first
Now, only a constantly charged air feed working against the spring pressure will allow the parking brakes to be released. A significant safety improvement. This is one of many safety features fitted to today’s trailers; for a modern trailer now incorporates a host of advanced safety features to ensure a safer driving experience.
These include EBS (electronic braking system) providing a faster response to the trailer brakes when activated by the foot brake pedal, ABS (anti-lock braking system) an application to avoid a full wheel lock-up under hard braking, full air suspension affording increased stability with the airbag pressure being governed by levelling sensors which are connected to the trailer’s ECU (electronic control unit).
“... no longer can we perform a service inspection of the trailer armed with a set of spanners...”
Other important components are the load sensing valves which govern the amount of pressure to the trailer brakes, depending on the payload weight on the trailer. Too much air to the trailer brakes and the wheels will lock up. More importantly, too little and there is a risk the trailer will ‘jack-knife’ because the tractor unit is braking harder than the trailer. So,
with all of this hardware now installed, controlling all of these components, the modern trailer has in effect become a vehicle in its own right and as such commands a considerably higher level of servicing, performed by trained and qualified trailer technicians. No longer can we perform a service inspection of the trailer armed with a set of spanners and an intuitively diagnostic brain.
Check out the diagnosis
In support of this, we now use technology, in the form of comprehensive diagnostic tools like the TrailerCheck , for checking all of the trailer`s electrical circuits from the side lights to CAN activity; TrailerCheck ‘Plus’, same as TrailerCheck but with the added function of checking the status of suspension and braking airline; and SensorCheck, a small hand-held ABS sensor for checking the condition and operation of the ABS sensor and exciter ring without having to remove the road wheel.
RAISE YOUR GAME
Trailer beams are essential tools in workshops, says Totalkare. Here the company examines their functionality and advantages , emphasising the role in improving workshop efficiency and safety.
Trailer beams are robust steel structures designed specifically to lift trailers without requiring the attached tractor unit to be raised. They are used in combination with mobile column lifts, which provide the necessary lifting power. There are a number of benefits, namely:
Improved accessibility for undercarriage work
Trailer beams elevate trailers to a height that allows technicians to access the underside without the need for crawling or lying on the floor. This setup simplifies tasks such as inspecting braking systems,
Reduced equipment dependency
One significant advantage of trailer beams is that they allow trailers to be lifted independently of the tractor unit. This eliminates the need to use multiple mobile column lifts in a set, as only the trailer needs to be raised. For most operations, a configuration of four mobile column lifts, combined with a trailer beam, is sufficient.
Enhanced safety during maintenance
Trailer beams are engineered to distribute weight evenly and securely when used with mobile column lifts. This minimises the risks associated with uneven lifting or improper equipment configurations. By providing a stable platform for trailers, these beams contribute to a safer working environment.
Mobility and flexibility
Trailer beams are designed to be portable, with castor wheels enabling easy movement across the workshop floor. This mobility allows them to be repositioned as needed, offering flexibility in accommodating different trailer sizes and configurations.
Compatibility with diverse trailer types
Different trailers, such as Euro trailers, may require specific lifting heights or configurations. Trailer beams are available in various dimensions to meet these requirements.
Trailer beams are typically suited to maintenance and repair tasks, including: Preventative maintenance: routine inspections to ensure trailers meet safety and operational standards. Structural repairs: addressing issues with the chassis, suspension, or undercarriage.
■ Component servicing: repairing or replacing brake systems, axles, and other critical parts.
■ Retrofitting: installing new systems or components that require access to the underside of the trailer.
Trailer beams are commonly used with mobile column lifts, which provide the lifting force necessary to raise heavy-duty vehicles. For instance, a standard mobile column lift may have a capacity of 7,500kg per column and be configured in sets of 4, 6, or 8 columns, depending on the vehicle type and weight distribution. By integrating trailer beams into this setup, workshops gain the ability to lift trailers independently, optimising the use of their lifting equipment. This integration is particularly beneficial for operations that require frequent lifting of trailers without the tractor units.
When incorporating trailer beams into a workshop’s equipment inventory, several factors should be considered:
■ Weight distribution: ensure that the trailer’s weight is evenly distributed and does not exceed the lifting capacity of the beams and mobile column lifts.
■ Space requirements: trailer beams require sufficient clearance for positioning and operation within the workshop.
■ Compatibility: check that the trailer beam’s dimensions and specifications align with the trailers being serviced.
Trailer beams are a practical and efficient solution for commercial vehicle workshops, enabling trailers to be lifted independently
of their tractor units. Their ability to provide safe, stable, and unobstructed access to the underside of trailers enhances the efficiency and safety of maintenance operations. As a mobile and versatile alternative to inspection pits, trailer beams are an essential tool for modern workshops seeking to optimize their operations and accommodate a wide variety of vehicles.
JACKS OF ALL TRADES POWER-TEC
Power-TEC’s Hy-Jacks (part number 92438) are now available with a neat and practical mobile storage stand, which offers compact and safe storage of four Hy-Jacks. Power-TEC part number 92699 is the mobile stand supplied complete with four Hy-Jacks; the stand is available separately as part number 92673. The Hy-Jacks simply slot into place and the assembly can then be conveniently rolled to the storage area. When needed, it can be quickly moved to the vehicle for the HyJacks to be fitted. Hy-Jacks offer an ideal solution for sliding vehicles into tight spaces, moving disabled vehicles, or relocating vehicles blocking access, even when keys are unavailable. Each unit features four durable nylon castors and a safety hook with chain for the foot pedal and are CE certified and GS/TUV approved, ensuring compliance with stringent safety standards.
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WWW.RDR.LINK/VBQ016
KEEP YOUR TOOLS UP TO DATE HAMATON
The final quarterly update for 2024 for Hamaton and ATEQ TPMS diagnostic tools has been released, featuring sensor coverage updates for Hamaton Hybrid 3.5, NFC, and Lite sensors in Europe. The Q4 update also includes software updates to improve the UI display on the ATEQ VT Truck 2.0 and adjusts the BLE scan flow on the ATEQ VT67. Keeping your TPMS tool software up to date helps to ensure faster, more successful TPMS services with fewer errors. To update your tool, simply startup your tool, open WebVT on your PC, and connect the tool.
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BITS WITH BITE LASER TOOLS
This specialist bit set (part number 8943) is a 77-piece collection designed for use across multiple applications. It includes hex and TORX profiles (including standard, tamperproof, and TORX plus), as well as spline and square bits. A key feature of the set is the inclusion of 11 anti-slip ball-end hex bits, designed to provide a stronger grip and reduce the likelihood of damaging fasteners as well as making access easier in tight areas. Bits include: standard sizes from 1.5mm to 10mm, including imperial measurements (5/64 in to ¼ in); tamperproof hex from 2mm to 6mm and 5/64 in to 3/8 in; anti-slip ball end hex sizes from 2.5mm to 6mm and 1/8 in to ¼ in. TORX bits: T6 to T50, including tamperproof options T8H to T25H; TORX plus from 8IP to 45IP. Spline and square bits: spline sizes M5, M6, M8; square bits S0 to S3.
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MAKING LIGHT WORK LUCECO
Luceco has added eight new products to its popular range of inspection work lights. These include: the twin panel magnetic clamp light with power bank with adjustable light for precise or 360˚ coverage and hands-free operation; the rechargeable magnetic clamp spotlight with three lighting modes for multi-use functions, including a red warning light for safety and visibility; the flexible hose inspection torch that features a 360° flexible hose, four light modes up to 1000 lumens, and a long-lasting 2500mAh battery for up to eight hours of use; the high power durable spotlight (10W, 850lm, IP20) offers versatile long-distance and wide-area lighting. Its durable housing, fold-out stand, and tripod compatibility allow hands-free use; a fan light features a 360˚ rotating head for optimal illumination and offers both low and high brightness modes. It also includes customisable fan modes and a built-in 4000mAh USB power bank to charge devices.
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EXTENDED REACH LASER TOOLS
The 8904 extra-long socket set is a ¼ in single hex (6pt) socket collection, designed to provide extended reach for difficult-to-access fasteners. Manufactured from durable satin-finish chrome vanadium steel, this set is ideal for tackling bolts in tight spaces, such as bumper mounts, rear lamps, door hinges, and parking-brake cable adjustments. The 140mm length plus the thin-wall design of these sockets offers unequalled reach and access to these hidden fasteners. The socket sizes included are: 8, 9, 10, 11, 12, 13, 14, 15, and 16mm. Supplied in an EVA foam tray (36 x 172 x 239mm), designed to securely hold the sockets and fit neatly into your toolbox drawer. The 8904 is a useful set that will get you out of trouble.
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WWW.RDR.LINK/VBQ020 GOTO
PACK IT IN GUNSON TOOLS
New to the Gunson range is this portable bearing grease packer (part number 77177), designed for fast and effective lubrication of open-style axle, hub, and roller bearings. With an easy-to-use, wind-down design, the bearing grease packer aims to ensure full and even distribution of grease in each bearing; the packer forces grease into all areas of the bearing, especially the inner rollers and small spaces that are difficult to reach by hand. Unlike traditional bearing packers that require considerable manual hand-pressure, this tool uses a wind-down mechanism — a few simple rotations of the handle evenly and efficiently inject the bearing with grease, with very little effort. The packer’s tapered guide automatically centers bearings up to 88mm in diameter, making it compatible with a wide range of automotive bearings and ensuring optimal grease coverage for each application.
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WWW.RDR.LINK/VBQ021 GOTO
SANDED DOWN POWER-TEC
The air finger pad sander from Power-TEC (92713) is a compact, air-powered device designed for precision work in confined areas. Developed specifically for alloy wheel refurbishment, the tool’s focused vibration pattern aims to make it perfect for sanding between narrow wheel spokes. Its versatility also extends to tool blade sharpening and other intricate sanding tasks. With its lightweight design (just 0.75 kg) and compact size, the 92713 enables technicians to achieve high-quality results in hard-to-reach spaces. Compatible with standard 50 x 22mm and 65 x 17mm hook-and-loop sanding strips, the sander is powered from the workshop compressed air supply and uses a standard ¼ in BSP connection. Noise level: 81dB, vibration: 1.2 m/s² and free speed is 13,000rpm. WANT TO KNOW MORE? WWW.RDR.LINK/VBQ022
A WRENCH FOR ALL OCCASIONS
LASER TOOLS
The Laser 8975 is a 250mm adjustable wrench that features a grip-wrench-style locking mechanism. With an adjustable jaw capacity ranging from 0 to 30mm, this tool locks firmly in place once the grip lever is closed, gripping the fastener tightly. It is particularly effective for working on stubborn or rounded fasteners, and claims to ensure a reliable, non-slip grip. This is a robust, quality tool, constructed from drop-forged, heat-treated carbon steel with a corrosion-resistant finish.
Two new products from NightSearcher include the LightWave 1000R and iSpector 400. The first is a rechargeable head torch that delivers 1000 lumens, offering both spot and floodlight light beams. It’s designed with an on/off hands-free wave sensor for when your hands are dirty or you're wearing gloves. It comes with four lighting modes, dimmable beams, a robust aluminium construction, a 250m range, and an 8hour runtime. The iSpector 400 is a compact, rechargeable inspection light that delivers 400 lumens of bright, even illumination with a range of up to 25m. Featuring a magnetic base, rotating light head, and built-in hook, it allows hands-free use for greater flexibility. Its rugged design ensures reliable performance in demanding environments, while the 18-hour runtime provides long-lasting use.
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MAGNIFICENT SEVEN POWER-TEC
Power-TEC has introduced two specialised 7-piece hammer and dolly sets tailored for the professional panel beater: the 92437 steel body hammer and dolly set and the 92430 aluminium body hammer and dolly set.
The former comprises seven tools made from 1055 medium carbon steel, allowing for precise repairs and reshaping of steel surfaces. To prevent cross-contamination, this kit can also be used on aluminium if kept strictly separate from steel panel work. The set includes three high-quality body hammers (cross pein and finishing, shrinking, pick and finishing) with hickory handles for a balanced, ergonomic grip, and four polished dollies for various shaping requirements.
The 92430 set is specifically for panel beating on aluminium surfaces; this set prevents steel-aluminium crosscontamination that can compromise repair quality and finish. This collection of three aluminium profile-hammers (bumping, cross pein and finishing, pick and finishing) and four dollies is tailored specifically for the unique demands of reshaping aluminium panels.
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SOCKET TO ‘EM LASER TOOLS
A new addition to the Laser Tools range of EV and Hybrid insulated tools and safety equipment is this VDE insulated socket set (part number 8891), a 15piece, fully insulated ¾ in drive socket set. Featuring a 200mm long, 45-tooth ratchet with a dual-colour soft-grip handle, 12 metric single hex sockets, and two extension bars, this set is ideal for auto electricians and mechanics working on hybrid and electric vehicles. But most importantly, the set is VDE certified and manufactured to IEC60900 standards, thus ensuring safe operation on live circuits up to 1000V AC and 1500V DC. Supplied in a sturdy, heavyduty plastic case with a routed foam tray to securely hold tools in place.
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WWW.RDR.LINK/VBQ026
GREASE IS THE WORD HIKOKI POWER TOOLS
HiKOKI Power Tools’ new AL18DA cordless grease gun is designed to bring both power and precision to lubrication tasks. It features two adjustable pressure stages allowing effortless switching between high pressure and high-volume modes depending on the task at hand. Whether working with heavy-duty machinery or intricate equipment, the AL18DA delivers the right amount of power and control to get the job done efficiently, says the company.
One of the key aspects of the AL18DA’s design is its pressure capability, offering a high-pressure mode delivering up to 690 bar for demanding lubrication jobs and a high-volume mode with a maximum discharge rate of 297 ml/min for quick applications requiring larger amounts of grease. Whether the job requires a precise amount of grease or coverage of a large surface area, the AL18DA ensures a clean and smooth application every time. The AL18DA offers three filling options: grease cartridge, container, or direct filling. The tool is also compatible with lube shuttle and system Reiner cartridges when used with adapters, further enhancing its versatility and making it suitable for a wide range of sectors.
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WWW.RDR.LINK/VBQ027 GOTO
PUMP IT UP LASER TOOLS
New from Laser Tools is this battery-operated liquid transfer pump (part number 8954), designed for safe and efficient transfer of non-corrosive liquids such as light oils, petrol, diesel, paraffin, and water. Featuring an auto-stop function with an alarm to prevent overfilling, it aims to offer user-friendly operation for a wide range of applications. Self-priming, simply slide the control switch across and you’ll be pumping in seconds. The unit includes a 385mm suction tube and a 585mm discharge hose with a plastic clip to secure the nozzle in the receiver container, ensuring precise and spill-free liquid transfer, with a flow rate of up to 7 l/m.
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WWW.RDR.LINK/VBQ28 GOTO
ww w. c v wma ga z in e . co . u k
DECEMBER’S TOPFIVE 4
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business tips; it’s an invaluable source of information right at your fingertips. This month, CVW’s Freya Coleman, rounds up the most read articles on the website from the past month.
1 STAND UP FOR YOUR ENGINE
Kicking off this month’s list of widelyread online articles, CVW hears from Brixworth Engineering about its largest Benco side-mounting turnover engine stand to date.
WWW.RDR.LINK/ VBQ029
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EXPANSION HELP
Up next, you can learn from Rogers Vehicle Servicing who turned to workshop equipment specialists MAHA UK when wanting to expand its capabilities to accommodate internal fleet maintenance and service external trade.
WWW.RDR.LINK/ VBQ030
3 PROBLEM SOLVED
This next popular online article comes from The ATF Operators Association who is relaunching its initiative aimed at addressing long standing challenges within the Authorised Testing Facility industry.
WWW.RDR.LINK/ VBQ031
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4 TACKLING THE SKILLS SHORTAGE
The skills crisis is a long-standing issue in our sector, but could harnessing technology be the solution to this? Darren Dowling client services director for Autotech Connect makes this case in this article.
WWW.RDR.LINK/ VBQ032
5 CUTTING DOWN ON COSTS
Rounding off this month’s list is coverage of CVW’s trip to Hannover to attend the launch of continental’s new Conti Eco Gen 5 tyre line up, and what we learnt!
WWW.RDR.LINK/ VBQ033
Here is a useful summary of all the adverts that appear in this issue of Commercial Vehicle Workshop. Each is listed with its page number and a direct URL that will get you straight to the
