Commercial Vehicle Workshop July/August 2021

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The trade magazine for servicing and repair professionals

COMMERCIAL

VEHICLE WORKSHOP JULY/AUGUST 2021

BLEND SETTERS The new form of 'blending' set to revolutionise lubricant manufacturing

Also in this issue…

Looking ahead to the return of the CV Show ■ This year's most popular technical articles on the CVW website ■ Why the thermostat is a crucial part of the cooling system ■ The recent changes to European lubricant specifications ■

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CONTENTS

Volume 18

Issue 7

REGULARS 5

Viewpoint

9

Business & Training

6

News

48 A-Z of Batteries

8

Tech Tips

49 What’s New?

CV SHOW PREVIEW

9

11-15 Your guide to the UK’s largest road transport and commercial vehicle exhibition

FUELS, LUBRICANTS & ADDITIVES 16 Exploring the recent changes to European lubricant specifications 18 The ‘elixir of youth’ for CV engines 21 How low viscosity engine oils can improve fuel economy 22 A blending revolution in lubricant manufacturing

LIGHT COMMERCIAL VEHICLES 24 Case study: using data to help a company with its fleet requirements

30

26 A lifting solution for vans at their maximum gross vehicle weight 29 Overviewing one company’s turbocharger offering 30 The lighter alternatives in Stertil Koni’s range 32 Why the thermostat is a crucial part of controlling the cooling system

TECHNICAL SUPPLEMENT S1 Correcting a fuelling fault on a DAF CF MX-13 S3 The diagnostic check steps to take depending on the trailer ECU S5 How to keep engine wear under control through regular oil changes S8 Chassis repair tips for a Volkswagen T5

S9

S9 Clutch and DMF replacement on a Nissan Navara S11 What to do with a rear crankshaft seal leak

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VIEWPOINT

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PICKING UP THE PIECES

Editor CIAN BRITTLE Group Editor KIERAN NEE

T

or email circulation@hamerville.co.uk.

here is a new ‘freedom day’. By the time this magazine is sat in front of you, we should be mere weeks from restrictions being lifted. If the current rhetoric is to be believed, there is no turning back from July 19th. Although, it wouldn’t be a first for our Government to go back on a promise made – I didn’t mention the original freedom day in last month’s Viewpoint for this reason, such was the unlikelihood of it ever going ahead as planned.

This so-called ‘freedom day’ is crucial, though; there are many issues that have been exacerbated by the pandemic, and it is key that they are addressed. The sooner that we can return to a sense of normality, the sooner these matters can be given the appropriate attention, none more so than the skills shortage. This issue is obviously nothing new in our industry, the FTA (now Logistics UK) claimed that 52.7% of vacancies for vehicle mechanics, technicians, and fitters will not be filled in the near future – this was back in 2019. Even in 2016, there were up to 5,000 vacancies in the automotive industry at large, according to the Society of Motor Manufacturers and Traders (SMMT).

Not only are workshops feeling the strain, but fleets too. The RHA recently announced that the HGV driver shortage has hit “catastrophic proportions”, something the organisation is attempting to tackle with a 12-point plan sent to the Government. The shortage will not be solved overnight, nor will anything I say have an impact on how it’s handled, but an industry that has shown itself to be resilient and determined in the face of adversity will always find a way.

One of the first steps in picking up the pieces will be seen at the end of August, as the Commercial Vehicle Show returns to the NEC in Birmingham. I hope to see you there in what should be a breath of fresh air for our industry.

Printed by

Enjoy the issue and have a great summer!

Digital Manager KELLY NEWSTEAD Senior Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Graphic Designer GEMMA WATSON Group Production Manager CAROL PADGETT 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

Walstead Peterborough

Cian B rittle

Published by HAMERVILLE MEDIA GROUP

Editor

Regal House, Regal Way, Watford, Herts WD24 4YF

IN MEMORY OF BRYAN SHANNON

Tel: (01923) 237799 Website: www.hamerville.co.uk Copyright © 2021

9,572 From 1 July 2019 to 30 June 2020

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

It is with much sadness that we have to announce the recent passing of our publisher Bryan Shannon. In a career spanning more than 50 years, it’s no exaggeration to say that Bryan helped to change the established order of trade magazine publishing in the UK. His visionary ideas on distribution, utilising the trade counters of leading merchants and wholesalers, commitment to editorial excellence, and market-leading circulations quickly established the Professional series of titles as essential reading for thousands of hands-on tradespeople. Today, the extensive portfolio includes highly regarded titles in numerous sectors, including automotive, construction, and hair & beauty, as well as a number of popular trade shows such as MECHANEX, TOOLFAIR, and ELEX. As well as considerable magazine success, Bryan’s other great legacy is the wonderful opportunities afforded to legions of budding journalists and advertising sales representatives to cut their teeth at Hamerville Media Group, many of whom have subsequently gone on to run their own successful businesses within the sector.

The company’s iconic cockerel figurehead, which he chose to reflect the importance of being up first with the news, will continue to have much to crow about in the years to come.

JULY/AUGUST 2021 CVW 5

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NEWS HGV driver shor tage hits crisis level The UK HGV driver shortage has hit catastrophic proportions, which has led to the RHA announcing its 12point plan to tackle the situation.

RHA Chief Executive Richard Burnett said: “The upturn in the economy since COVID-19 is increasing demand across supply chains and the reopening of non-essential retail outlets and parts of the hospitality sector is making the situation even worse.

“The pandemic also resulted in the loss of about 12 months of driver training and testing. The long-term ineffectiveness of apprenticeships for lorry drivers and the general hostility from authorities and Government is also unhelpful for recruiting and retaining drivers.”

The RHA’s 12-point plan covers the following: ■ Include HGV drivers on Government’s Skilled Worker Shortage Occupation List ■ Coronavirus recovery – a seasonal visa scheme for qualified HGV drivers ■ Continued priority driving tests for HGV drivers ■ Establish a ‘Return to HGV Driving’ scheme ■ Better promotion of the job and the sector as a whole ■ Apprenticeship funding gap for C+E drivers in England and Wales ■ Apprenticeships for Class C drivers ■ An SME-focused HGV driver training scheme ■ An independent HGV independent training loan scheme ■ Other training schemes – DWP pilots/Road to Logistics ■ Increase productivity of the road network ■ Improve site productivity and the treatment of drivers at collection and delivery points

©Tomasz Zajda/AdobeStock

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DVSA accepting new ATF applications As part of the Heavy Vehicle Testing Review, The Department for Transport has recommended that DVSA should consider allowing more Authorised Testing Facilities (ATFs) to open.

Until now, DVSA has temporarily paused applications for new ATFs. This has sometimes been called a moratorium. DVSA stopped accepting new applications to set up ATFs in 2017 to help the organisation support existing ATFs and meet their needs.

DVSA and industry bodies have reviewed this policy and developed a plan with several steps to allow applications for new ATFs. As a first step towards ending the moratorium, DVSA will now accept new applications if a proposed ATF: ■ Is a move of premises for an existing ATF, but it is within the same geographic area ■ Already has ‘approval in principle’ from DVSA ■ Is in an area with a substantial shortage of ATFs, currently Orkney and mainland Highlands of Scotland ■ Is in Southern England and is offering testing of fully laden fuel tankers (this is often known as a full pet. reg. site) or ADR testing ■ Will significantly improve the service to heavy vehicle operators, by reduced journey times or other efficiency benefits.

Applications made under this criteria will be prioritised based on the certainty and scale of improvement in service the proposed ATF can offer

Timings As an operator, you may also be interested in joining the ATF network by opening a testing site. You can make an application under any of the above five criteria now.

DVSA has made some minor changes to the application form to include these criteria.

Next steps Applications will need to be assessed to ensure that requirements are met. Once approved and contracts are in place, staff will be scheduled as soon as possible. However, testing staff are scheduled some months ahead, so start dates may not be immediate.

DVSA knows there will be businesses which do not qualify under these criteria, and there will be further announcements on how these criteria will be widened in the future.

DVSA is working with industry bodies to develop this plan and it welcomes feedback on the future priorities through your trade organisation.

For further guidance on how to apply to open an ATF, WWW.RDR.LINK/VAC001.

Automechanika Birmingham announces new dates Automechanika Birmingham has announced that it will be postponing its established UK event to 6th-8th June 2023, maintaining its alternation with Automechanika Frankfurt, which recently moved its full form to September 2022.

Organisers of Automechanika Birmingham, Messe Frankfurt UK, made the decision following close discussion with exhibitors and other key stakeholders in the UK aftermarket.

Through this consultation process, there has been a strong interest from suppliers and manufacturers for a face-to-face national event to take place sooner than 2023. The organisers have, therefore, revealed that they are working with

suppliers to formulate a specialist national garage and bodyshop event in 2022, with more details to follow soon.

Meanwhile, Messe Frankfurt continues to offer new digital initiatives, such as auto:resource, which provides suppliers with a digital content marketing platform as a way to connect with their customers.

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CV production up 2.2% on pre-pandemic levels CV production in the UK increased to 6,243 units in May, according to the latest figures released by the Society of Motor Manufacturers and Traders (SMMT).

DAF starts the future with new generation of trucks The new XF, XG and XG+ from DAF offer the highest quality, 10% improved fuel efficiency, a full suite of passive and active safety features, and the next level of luxury in truck design. The New Generation DAF begins production in October.

The European Commission has introduced new masses and dimensions regulations with the objective to push the boundaries in terms of both emissions (CO2) reduction, road safety, and driver comfort. DAF is the first of the European truck manufacturers to introduce a new generation of trucks featuring a highly attractive and very aerodynamic design, using the additional freedom offered by the new regulations.

Class-leading efficiency, safety and driver comfort come together in the gamechanging New Generation DAF. Since the reveal of its first generation in 1997, the DAF XF has always been an image leader – the customer delight and the driver’s dream. No less than 650,000 XF trucks have been sold in total. It is delivering its owners excellent quality and profitability in over 50 countries world-wide. Various generations of the XF have been awarded ‘International Truck of the Year’.

New Generation XF Now, DAF introduces the New Generation

XF. It features a full new cab design with a 160 mm elongation at the front for industryleading aerodynamics, highest energy efficiency and lowest CO2 emissions. The New Generation XF has a 75 mm lower cab datum compared to the highly acclaimed and still available XF Super Space Cab and Space Cab. In combination with a large windscreen and ultra-low belt line, this results in unmatched direct vision, contributing to industry-leading safety, especially regarding Vulnerable Road Users.

Standing height in the new XF is excellent and is between 1,900 and 2,075 mm, depending on the position within the cab.

New Generation XG and XG+ In addition to the XF, DAF is introducing the XG and XG+, creating a new top class market segment, which takes maximum benefit from the new masses and dimensions regulations. In addition to the 160 mm elongated front, both flagship models feature no less than 330 mm extra length at the rear of the cab for unmatched space to work, live and sleep. The cab datum of the XG and XG+ is 125 mm higher than the New Generation XF. The semi-flat floor provides the optimal combination of an easy entry with only 3 steps and a great seating position for excellent direct vision.

For the second consecutive month CV output saw a significant increase on the same period in 2020, when just 820 units left production lines as plants either operated at a reduced capacity or were shut entirely. May’s output also represents a 2.2% increase on the fiveyear average, although this must be viewed in the context of important model changes in 2019.

Year-to-date, commercial vehicle production has increased by 28.5% on 2020 to 28,510 units, driven chiefly by a rise in domestic demand, up 48.4%.

While the domestic share of production continues to increase, the share of exports has fallen from 56.3% in 2020 to 49.5% this year, as new trading agreements and lockdown measures abroad continue to have an impact on CV exports.

Mike Hawes, SMMT Chief Executive, said: “May’s figures were always set to be exponentially higher than last year, as factories were forced to operate under limited capacity, or closed entirely.

There was, however, some good news as production during the month surpassed pre-pandemic levels of output. For a full recovery, however, we need increased confidence not just in the domestic market but in overseas markets as well.”

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TECH TIPS

ADVANTAGES OF ADHESIVE THREADLOCKING

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very day we use products which contain numerous threaded fasteners. Screwed joints are amongst the most common form of a detachable yet secure fixing between two parts. Although they come in various shapes and sizes, all threaded fasteners have the same purpose: to ensure a durable assembly.

However, the self-loosening of threaded fasteners is a leading cause of catastrophic failure in vehicle engine, transmission, and suspension components. Adhesive threadlocking is proven to be an excellent method of keeping fasteners firmly in place and there is a wide range available to choose from. There are various threadlocking methods: mechanical devices (e.g. tab washers), friction devices (e.g. nylon ring), locking devices (e.g. saw-tooth flanged bolts and wedge-type locking washers), and material integration–threadlocking adhesives.

A transverse shock test shows the performance of some different threadlocking methods.

Considering the dangers surrounding the self-loosening of threaded fasteners, Henkel explains one method of ensuring fasteners remain firmly in place.

HOW TO APPLY THREADLOCKING ADHESIVE PREPARATION To achieve optimum results, all parts need to be clean and free of oil/grease.

A product such as Loctite SF 7063 is ideal for degreasing and cleaning surfaces prior to applying the adhesive.

APPLICATION (LIQUID) Apply liquid threadlocker to the engagement area. There are different application methods: 1. Through-hole – Assemble bolt first and then apply threadlocker. Fit nut and tighten to correct torque.

Standard bolt with Loctite® threadlocking system

Nut with polymide ring

Bolt with DIN 127 A spring washer

Bolt with saw-toothed flange

Bolt with DIN 6797 A Tooth lock washer

Unsecured standard bolt

Reasons for failure of the different methods are: ■ Relaxation – caused by a change in bolt tension leading to a reduced clamping force ■ Self-loosening – caused by dynamic loading, vibration, or changes in temperature ■ Differential thermal expansion – dissimilar metals have different thermal expansion coefficients which may result in a loss of bolt tension and a reduction in clamp force ■ Corrosion – water ingress can create corrosion in the threads

8 CVW JULY/AUGUST 2021

2. Blind hole – Apply appropriate amount of threadlocker into lower third of the blind hole.

3. Post assembly – Assemble the nut and bolt then dispense product at the edge of nut and bolt.

FOR MORE INFORMATION,

APPLICATION (STICK) Twist the threadlocker stick to the amount required, then apply sufficient product around the thread of the bolt.

ASSEMBLY Assemble and tighten. If several bolts are being assembled, torque them down to the correct value within the fixture time of the product or use a slow curing product.

DISASSEMBLY A choice of adhesive strengths are available to allow dismantling if required. If a high strength product is chosen which cannot be dismantled with standard hand tools, the application of localised heat at approximately 250°C will allow easy disassembly (whilst hot).

WWW.RDR.LINK/VAC002

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BUSINESS & TRAINING

EXCHANGE RATE With a focus on the circular economy, Bosch explains how workshops can benefit from the regenerative cycle of its eXchange products.

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he Bosch eXchange programmeme for starters and alternators is and remains an optimal solution for value-based vehicle repairs. Although some market players have been reducing their involvement with remanufacturing, Bosch focuses even more on Bosch eXchange to offer commercial vehicle workshops the associated benefits.

These benefits include the extensive exchange programme of starters and alternators from various manufacturers that is continually being updated and further developed to meet the needs of workshops and their customers. It includes a high proportion of remanufactured products and can be supplemented with new products if necessary to ensure a high degree of market coverage and supply availability.

The eXchange products are treated according to the same standards as original parts and have to pass stringent functional and quality tests. This ensures high quality and reliability at lower prices while still providing the same warranty as in the new parts programme.

Featuring a price advantage of up to 30% in comparison with comparable products from new parts programmes, workshops can thus offer their customers attractive repair solutions based on the current vehicle value.

The exchange programme is also a real alternative in terms of protecting the environment and climate. By

remanufacturing starters and alternators, Bosch saved around 2,700 tonnes of different metals in 2019. This translates into a CO2 equivalent (CO2 e) of approximately 7,400 tonnes. This amount approximately would have been emitted by producing new metal parts from scratch. It would take an entire forest of around 590,000 beech trees to absorb the CO2 e.

“By remanufacturing starters and alternators, Bosch saved around 2,700 tonnes of different metals in 2019. This translates into a CO2 equivalent (CO2e) of approximately 7,400 tonnes.”

Bosch is convinced of the quality of its products, because continuous improvements to products and processes are an important part of its philosophy. The company passes on this confidence to customers in the form of a warranty extension for starters and alternators from two to three years – for more security in the case of repairs Effective from 1st June 2021, the new warranty period covers Newman, Bosch eXchange (BX), and starter and alternator

spares parts programmemes. Additionally, the new warranty period is retrospectively applied to products installed in a vehicle during the last three years.

Bosch has more than 100 years’ experience with starters and alternators.

The first Bosch alternator was produced in 1913, a year later the first starter was launched onto the market. Bosch’s comprehensive product portfolio for starters and alternators also contains units for use with innovative technologies, such as start/stop and highly efficient alternators with an efficiency of up to 80%.

This makes them suitable for a variety of commercial vehicles and off-highway applications. The range is constantly being updated and expanded to meet market requirements. The production of starters and alternators for the aftermarket is subject to the same stringent quality guidelines as the production of original equipment.

The whole production process is controlled meticulously – from start to finish. Even the final functional and quality tests also meet the same standards applied to original equipment. As a result, each and every part features 100% Bosch quality.

FOR MORE INFORMATION ON THE BOSCH EXCHANGE PROGRAMME FOR STARTERS AND ALTERNATORS, WWW.RDR.LINK/VAC003

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THE CV W GUIDE TO

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CV SHOW PREVIEW

THE SHOW MUST GO ON After last year’s show was derailed by the pandemic, we speak to Murray Ellis, Show Director at the Commercial Vehicle Show, to find out more about this year’s show.

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he Commercial Vehicle Show is claimed to be the largest, most comprehensive, and best-attended commercial vehicle event in the UK. Held at the NEC Birmingham, the event will be celebrating several first-time exhibitors in 2021, highlighting the confidence placed in this year’s show, as well as the latest innovations spanning the whole road transport, distribution, and logistics sectors.

Previously intended to debut last year, there will be a series of live theatre discussions where sector leaders, innovators, and commentators will talk about key industry issues throughout the three days of the show.

CVW will be running a series of seminars over the course of the show, and the timetable will be confirmed in the coming weeks, so make sure to check out our website for more information. For now, Murray Ellis provides more detail on the upcoming event:

Q

Why should you attend this year's Commercial Vehicle Show?

Murray Ellis (ME): With thousands of visitors already pre-registered, hundreds of exhibitors and many new companies confirmed to date, confidence is high as the Commercial Vehicle Show remains the ‘goto’ event for everyone working in road transport operations, logistics and distribution-based businesses.

The Commercial Vehicle Show is the most important event in the calendar for everyone working in road transport operations, logistics, and distribution-based businesses, so it is no surprise that visitor registrations are well in advance of previous years.

WHAT YOU NEED TO KNOW OPENING HOURS

VENUE

Tuesday & Wednesday: 08:30 to 17:00 Thursday: 08:30 to 16:30

Halls 3a, 4, and 5, NEC Birmingham, Pendigo Way, Marston Green, Birmingham, West Midlands, B40 1NT

HOW TO GET THERE

By road

By rail Birmingham International Railway Station is located within the NEC complex.

Connections can be made from all major UK cities.

Q

What companies are going to be exhibiting?

ME: This year, the Show is pleased to announce that major leading brands such as Ford, Toyota, MAXUS, Isuzu, SsangYong, Webasto, VFS, Truckman and Hankook Tyre UK are all continuing their long-term commitments to the Show, while others like Bucher Municipal, LEVC, Petronas Lubricants, Harris Commercial Autospares, Clairvaux, Awilco and many more will be exhibiting for the first time.

Q

What opportunities will this year’s show provide?

ME: The demand to be back doing live business in a face-to-face environment has been building and this year’s Show – taking place at the NEC, Birmingham, from 31st August to 2nd September – will be the first in the last two years to offer fantastic networking opportunities and the chance to

ENTRY TO THE SHOW IS FREE, SIMPLY 12 CVW JULY/AUGUST 2021

From the M42: Exit at Junction 6 and follow the signs to the NEC. From the M6: Exit at Junction 4 or 4a and head for the NEC via Junction 6 of the M42.

Paying for parking at the NEC on the day for a full day costs £16.

share the very latest products and services in the sector.

Q

What benefit will visitors get out of the Workshop Theatre?

ME: As well as hundreds of exhibitors from across the road transport industry presenting their latest products and services, the 2021 Commercial Vehicle Show will also host a live programme across two theatres featuring expert speakers from different sectors, presenting educational and informative sessions on a variety of topics.

With all the changes that have been impacting the sector in the last year, these discussions will provide essential advice and information for every operator. For visitors involved in the maintenance of vehicles, the ‘Workshop Theatre in association with Commercial Vehicle Workshop’ will cover topics ranging from best practice, batteries and brakes, to professional registration.

WWW.RDR.LINK/VAC004 TO REGISTER

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CV SHOW PREVIEW

쑼 CHEVIN FLEET SOLUTIONS STAND 5D79

쑿 CHECKPOINT STAND 5D55 Proving itself to be the original and best in wheel safety solutions, the Checkpoint product range has played a vital role this past year in ensuring the wheels of many essential vehicles could operate without issue. Providing intelligent safety solutions to all manner of wheels and industrial equipment across a variety of sectors, Checkpoint’s products provide businesses with: ■ Increased safety awareness ■ Reduced maintenance costs ■ Decreased vehicle and equipment downtime ■ Simple and efficient tools to install ■ Highly visible heat detection and defects

Chevin Fleet Solutions, the leading global provider of smart fleet management software solutions, has launched new, simplified versions of its signature product, FleetWave.

Now available to purchase ‘off the shelf’, FleetWave Core is home to all the key management capabilities needed for best-practice fleet management – from vehicles and drivers to powerful reporting and sophisticated integrations.

FleetWave Advanced is equipped with all the features of Core, plus additional and powerful functionality to manage a broader and more diverse operation. As a cloud hosted solution, customers will enjoy a continuously evolving product that scales with them.

But that’s not all – the technology expert has also refreshed its pricing structure, making its software solutions available on a subscription basis. Billed annually, prices start from just £5 per vehicle per month, with competitive rates for all additional equipment and associated assets.

Alongside this is an ever-growing catalogue of supporting materials which is readily available for drivers and fleet operators alike providing a wealth of knowledge on wheel safety.

씱 COMMERCIAL VEHICLE WORKSHOP STAND 5B84 CVW will once again be taking a stand at the show, providing an excellent opportunity for the magazine to connect with its readers about the issues that are currently affecting business and the industry in general. This gives us the chance to find out how to evolve in a way that suits our target audience.

There will also be an opportunity to sign up to CVW’s online newsletter so that you receive all the latest news and industry information direct to your inbox each week. Don’t forget, the Workshop Theatre will be running throughout the course of the show, with a seminar programme created especially by the team at CVW.

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쑿 HANKOOK STAND 5B30 Hankook Tyre UK will be presenting its expanding portfolio of commercial vehicle tyres at the CV Show. The stand will also display a comprehensive range of existing Hankook truck and bus tyres, including the steer (SmartWork AM11), drive (SmartWork DM11) and trailer (SmartWork TM11) tyres from the recently expanded SmartWork series, for regional on/off road.

The new all-season Vantra ST AS2 (RA30) multi-performance van tyre for reliable driving in all weather conditions will also be exhibited, along with tyres from the new Laufenn line-up.

Already viewed as the leader in the UK truck tyre replacement market, the development of the new Laufenn truck tyres is a result of the research in the everevolving commercial tyre market to further increase market share dominance in the UK. The new Laufenn commercial portfolio is based on a recognised brand with high quality products, and innovative technologies. The second-line brand offers good value for money, and guaranteed retreadability throughout the range, not only to reduce costs, but to lessen the impact the products have on the environment.

Paul Emery, Sales Director for Hankook Tyre UK, comments: “As Hankook is viewed as the leader in the UK truck tyre replacement market – and the Commercial Vehicle Show is the largest road transport and commercial vehicle event in the UK – it is the ideal opportunity to present our brand new products, alongside our existing innovative tyre solutions.

“Hankook continues to build on its reputation for producing outstanding tyres delivering superb mileage and

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씰 HOPE TECHNICAL STAND 5F51

reliability and the new Laufenn product further demonstrates our understanding of the market and how customer needs are changing.”

He continues: “Our share of the market has grown considerably in recent years and fleets looking to maximise value for money in every area of their business have returned time and time again to Hankook, which prides itself on providing reliable products and service for customers and linking this with excellent cost per mile figures.”

Hope will exhibit its full range of LCV rear protection equipment HOPE Safe-T-Bar, Safe-T-Step, Towing and Non-Towing Models, as well as the latest innovation for Sensor Connect OEM reversing sensor System. Special focus will be given to Scrutineer, and a new, dedicated van-mounted Scrutineer trailer diagnostic unit.

Trailers are not always close to a workshop, and with the increasing requirement for mobile servicing, this new, dedicated van-mounted unit provides a convenient solution to analyse trailer faults efficiently with the shortest possible time downtime.

This new unit has been specially designed for mobile vehicle servicing with size and payload in mind. The clever re-design is manufactured in Aluminium and provides significant space and weight saving. It maintains all the features and benefits of the original Scrutineer including ‘fixed air’ up to 10 bar to check for air leaks and ‘variable air pressure’, ensures the components and valves operate within their desired pressure and are compliant with the manufacturer’s specification.

The full diagnostic trailer check is still an efficient ‘one man’ job. Aided by the distinctive colour coded livery which purposefully corresponds with the circuit cable colour on the Trailer, easily identifies wiring faults on either a full lighting circuit check or individual circuit checks. Likewise, the colour coded designated airline colours correspond with those on the Trailer. A highly visual set of bright LEDs and dials to help pinpoint trailer faults quickly.

Hope will also offer a secondary, entry-level model, providing ‘fixed air’ pressure, for less sophisticated checks..

씱 TRUTAC STAND 4C01

쑿 TOTALKARE STAND 5C70 Among the equipment on display at TotalKare’s stand will be its market-leading T8DC cable-free mobile column lifts, headlamp tester, smoke meter, and ancillary workshop equipment including transmission jack, support stands and trailer beam (for use with mobile column lifts).

In addition, TotalKare will also be displaying a section of vehicle inspection pit – a recent addition to their product range – combined with in-ground brake tester. Plus, the company will also be running live demonstrations of its popular mobile brake tester.

“The CV Show is always a real highlight in the calendar for Totalkare, providing an opportunity to meet up with new and existing customers while demonstrating our latest product innovations,” comments Marketing Manager Steve Braund. “We’ve been busy expanding our portfolio over the past 18 months and are looking forward to showcasing these items in September.”

TruTac, the tachograph analysis experts will be demonstrating its TruFleet system at this year’s CV Show. The fleet management control software now comes with EPMI – electronic document control which is claimed to make HGV and PSV vehicle management and compliance control even easier. Earned Recognition/DVSAapproved, TruFleet enables transport managers to plan, organise, and control all aspects of day-to-day fleet and O Licence management, including: ■ Vehicle history, online storage, maintenance planning, and O Licence checks ■ Safety inspections, brakes and tyres, defect reporting, and LOLER checks and repairs ■ Audit checks, tax and insurance, realtime updates, and tachograph calibration TruFleet is fully compatible with TruTac’s modular suite of TruControl software to provide full visibility and control over every vehicle and driver.

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FUELS, LUBRICANTS & ADDITIVES

SEQUENCE SHIF T Andrew Goddard, Chairman of the UK industry body the Verification of Lubricant Specifications (VLS), spoke to CVW about the recent changes to European lubricant specifications.

W

hen selecting the right oil to use in a customer engine, the ACEA sequences is an important piece of information. These ACEA sequences identify relevant performance standards for lubricants, specifically tailored to the European market, based on the type of engine – usually the ‘A’ series of gasoline or petroleum engines and the ‘B’ series for diesel engines, including light vans. Both these ‘A’ and ‘B’ sequences are designed for vehicles not fitted with exhaust after treatment devices.

For vehicles that are fitted with either a catalytic converter or diesel particulate filter, the ‘C’ sequences apply where ‘C’ represents catalyst compatible. So a typical series of sequences might be ACEA A3/B4 or ACEA C3. The exact combination of letters will depend on the engine’s specific requirements and for heavy commercial diesel engines then the ACEA ‘E’ series applies.

Regular reviews ACEA reviews the sequences regularly to ensure they remain in line with lubricant product and OEM development. Lubricants marketers have been blending to ACEA sequences produced in 2016, but after work began in 2018, the new automotive engine oil sequences for light-duty vehicles have now been released in 2021. ACEA usually release new sequences for both light and heavy and duty engines at the same time, but for the 2021 sequences, only the lightduty categories have been published so far.

According to ACEA, the new sequences have been released to address engine developments that are being driven by a combination of regulatory and performance needs, complemented by necessary test maintenance requirements. Many of the changes are due to a change to engine tests

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as old models become obsolete and new models are released onto the market. The Mercedes-Benz (MB) MB271 engine, used in the ACEA 2020 sequences to test for black sludge, was first launched in 2009 before being withdrawn from the market in 2015.

MB’s OM646LA, used to test for diesel engine wear, was similarly produced between 2002 and 2010. The new sequences must use engines currently in production, so changes have to be made.

The new ACEA 2021 sequences represent evolution, not revolution. The light-duty sequences for 2021 tackle some existing challenges in the marketplace such as the introduction of a new category A7/B7 and C6 addressing the impact of Low Speed PreIgnition (LSPI). The introduction of new engine tests modernises the sequences to take account of the need for lower viscosity fluids in some engines such as the introduction of the Toyota engine test. A first for ACEA in introducing a Far Eastern manufacturer engine in what is essentially a European set of oil standards. They also withdraw legacy engines that are no longer representative of the overall market.

Generally, the solution to the LSPI problem has involved low SAPS oils, so it will be interesting to see how much interest there will be in the A7/B7 sequence, which is a high-SAPS sequence. The C6 sequence additionally uses a new fuel economy test capable of evaluating fuel savings with very low viscosity oils from OW-20 down to 0W-8.

What changes have been made?

Two categories have been withdrawn from the 2021 sequences; A3/B3, which can now be covered by A3/B4 and C1, which now has a very low number of applications.

New claims can already be made against the 2021 oil sequences, which will become

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mandatory for all new claims from 1 May 2022 onwards. This allows the industry some crossover period, to manage existing stocks in the supply chain.

The lubricants industry still awaits the 2021 sequences for heavy-duty engines, which ACEA expects to publish later this year. Some inside the industry believe that whilst there was the hope of a summer release, the end of the year is a more realistic time frame.

New categories E8 and E11 are likely to be introduced, replacing E6 and E9. These upgrades will focus on enhanced oxidation performance and piston cleanliness with the inclusion of established ASTM engine tests developed for API CK-4. Two new categories for fuel efficiency, F8 and F11, are also expected, though the industry may have to wait even longer for these F sequences to be introduced.

TO FIND OUT MORE ABOUT VLS, CALL 01442 875922 OR WWW.RDR.LINK/VAC005

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FUELS, LUBRICANTS & ADDITIVES

THE ‘ELIXIR OF YOUTH’ Based on aerospace technology, esters added to CV oil or fuel tanks are the ‘elixir of youth’ for engines. Jevgenij Lyzko, Managing Director of lubricant specialist Mannol UK, explains.

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rom long-haul trucks to urban vans, the ultimate goal of almost every commercial vehicle workshop service is optimum engine performance. Achieving this depends on effective lubrication, without which the engine parts cannot move smoothly under high loads, temperatures and speeds. CV engine lubrication can, however, be greatly improved by one simple addition: esters. This class of fully synthetic, group V base oils boasts lubrication properties that significantly surpass traditional group III (hydrocracking) and IV (PAO) synthetic base oils.

By regularly adding a quality ester to a truck or van’s engine oil, transmission oil or fuel tank, CV workshops can actively reduce component friction and ensure the ultimate engine wear protection. For fleet operators, this delivers several valuable benefits, from extending vehicle lifespan and reducing maintenance costs, to improving cold starts and enhancing fuel consumption.

How esters work Esters for automotive applications originated in the space-age ester technology used to lubricate rocket engines, passenger aircraft and supersonic jets. In the case of German lubricant expert SCT-Vertriebs, that aerospace technology was synthesised into its SCT Ester range of advanced, anti-wear additives for every size and type of vehicle engine, made available under the Mannol brand.

The secret behind how esters improve lubrication lies in the complex structure and powerful polarity of their molecules. This literally magnetises them to metal surfaces, forming a dense, protective oil film over moving parts that protects them from wear and improves load bearing. With no moisture or air able to pass through, there is no oxidisation or corrosion.

Highly stable ester molecules can withstand temperatures of more than 200˚C without boiling or changing their viscosity; and they ensure excellent oil pumpability even at up to -45˚C for perfect cold starts.

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They can also penetrate rubber seals and restore their elasticity, preventing oil leaks.

What’s more, esters are of plant origin, making them far more environmentally friendly to produce than other base oils.

Key esters There are several SCT Ester products from Mannol UK that workshops can rely on to provide engine protection for the majority of CV applications. These include:

MANNOL DIESEL ESTER ADDITIVE (9930) This fuel additive for diesels reduces emissions and can save up to 10% on fuel when used continuously in the ratio of 50ml per 50L of fuel.

MANNOL ESTER ADDITIVE (9929) A highly effective oil additive for both diesel and petrol engines that have any type of oil, whether synthetic, semisynthetic, mineral or containing esters.

■ Dense ester-oil film increases engine/transmission load capacity, reduces wear, prevents build-up of deposits and lengthens engine and component life ■ Reduces oil evaporation, extending change intervals ■ Excellent low temperature properties deliver better cold starts Top Tip: Engine benefits from esters build up over time. Applying MN9929 regularly in a ratio of 500ml per 5L of oil can ultimately achieve fuel savings of up to 5%.

■ Strong, stable lubricating film adheres to each fuel system component, significantly reducing friction and wear in the combustion chamber ■ Completely burns down with fuel, leaving no carbon deposits ■ Contains cleaning additives that remove dirt and carbon deposits caused by low-grade diesel ■ Ignition promoters ignite the fuel mixture faster, improving fuel efficiency Top Tip: By eliminating the main cause of plunger wear – low quality, dry diesel fuel – this ester is especially beneficial for vehicles with high pressure fuel pumps in a pair of plunger-sleeve and pump injectors.

FOR MORE INFORMATION ON MANNOL’S AVAILABLE RANGE, WWW.RDR.LINK/VAC006

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FUELS, LUBRICANTS & ADDITIVES

Karl Rudman, Product Line Manager at HollyFrontier Lubricants & Specialty Products, which includes the Petro-Canada Lubricants brand, discusses the role of engine lubricants and how low viscosity engine oils can improve fuel economy.

LOW VISCOSITY ENGINE OILS

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he cost of fuel is a major expenditure for fleet owners, making up 30-40% of a company’s overall costs. Since this expense can match a business’ spend on salaries for experienced professionals, evaluating ways to reduce fuel consumption is a crucial for fleet owners and managers.

Fleets of all sizes must run in a costeffective way and finding efficiencies across the business is a constant task. Steps taken to make cost efficiencies must consider general business management, as well as compliance with industry emission regulations, and be backed up by rigorous performance testing.

The role of engine lubricants When looking at how to optimise fuel economy it is important to consider the role of every component, including that of the vehicle’s lubricants. Heavy-duty engine oils minimise frictional losses between moving components, while reducing pumping and rotational losses, resulting in less viscous drag and improved fuel economy.

The use of lower viscosity lubricants, which require less work to move through the engine and can flow faster, can offer additional fuel economy benefits. In colder climates, low viscosity lubricants also reduce the warm-up time of the engine and ensure protection for fleets operating in these harsh conditions.

For fleets operating in the bus industry and others where stop/start technology is used, a more durable lubricant is required to protect the engine against a substantially increased number of on/off cycles.

Moreover, conventional lubricants can be stressed by newer engines that run at higher temperatures which can accelerate

the rate of oxidation and degradation.

Newer oils provide greater resistance to oxidation, as well as improved aeration control and shear stability.

When these considerations are taken into account and applied to the selection of a heavy-duty lubricant, engines are able to run more efficiently with improved levels of protection and enhanced fuel economy.

Fuel economy gains Fuel economy is a clear priority for fleet owners and managers, and it is important that when selecting a heavy-duty engine oil that the product is rigorously tested to demonstrate its effectiveness.

Petro-Canada Lubricants DURONTM UHP E6 5W-30 was tested in a controlled environment designed to replicate realworld use at Millbrook Proving Ground in Bedford. The results found that the low viscosity lubricant provided up to a 2.34% improvement in fuel efficiency and emissions.

These results demonstrate the significant impact that low viscosity lubricants can have on fleet fuel consumption, with a 2% annual saving resulting in a direct and positive impact on the fleet’s operational costs.

As well as considering low viscosity engine oils, fuel economy can also be

improved by using lower viscosity Automotive Gear Oils. Controlled field and rig testing has shown the potential for up to 2.25% fuel economy improvement for Synthetic SAE 75W-90 gear oils, compared to SAE 85W-140 gear oils, all while maintaining expected levels of wear protection.

These tests show how improvements and marginal gains – for example in lubricant choice – can result in economic and environmental improvements for fleets.

Selecting a lubricant based on clear evidence of performance will provide peace of mind for fleet owners and tangible fuel and overall cost savings. However, it is always important to check the Original Equipment Manufacturer (OEM) manual to ensure you are using the correct lubricants for each component.

Adopting a holistic view is key to improving fuel economy, while navigating changes and incentives surrounding new industry specifications. By switching to lower viscosity engine oils, fleets can improve their fuel economy and protect their engines in the harshest of operating environments.

FOR MORE INFORMATION ON PETRO-CANADA LUBRICANTS, WWW.RDR.LINK/VAC007

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FUELS, LUBRICANTS & ADDITIVES

Witham Group walks CVW through what is changing in the lubricant world and how product shortages and supply have been affected by COVID.

LUBRICANT BLENDING M anufacturing, or 'blending' as it is referred to in the industry is (as the name suggests) the blending of raw materials to achieve an in specification final finished fluid.

These raw materials commonly consist of base oils, anywhere between 99% and 75%, and additive components that can come as packages with a predefined treat-rate or as individual components. The purpose of these additives is to make sure the finished lubricant meets all the chemical & physical requirements of the desired specification.

The additives are most often: ■ Viscosity Modifiers – allow the finished product to be a multigrade PPD (Pour Point Depressant) which enables the finished fluid to operate at a far lower temperature than it could otherwise.

■ Base Number Boosters – enhance the lubricant’s ability to absorb and neutralise acidic compounds ■ Antioxidants – resist the oxidation of the fluid whilst in service ■ Anti-Foam – reduces the surface tension of the fluid so entrapped air is released quickly, particularly useful in hydraulic fluids.

Traditionally, the most popular way to blend lubricants was a process called ‘batch blending’ which involves a metal circular blending vessel with a heat source and a stirrer. The base oils are introduced

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into the vessel and heated to around 40˚C depending on the product.

Once the base oils reach temperature, the heated additives are then introduced and mixed in by the stirrer for the prescribed time, around 45-60 mins, the entire process taking, on average, two to three hours.

The product would then be QC tested and either transferred to bulk storage or left to cool before being filled into various pack sizes. To make larger batches you would simply buy a bigger vessel, longer stirrer and basically upscale the process however this obviously reaches its limit.

Care must also be taken not to damage certain raw materials with excessive heat so this needs to be carefully monitored with reliable temperature control.

Another method for lubricant blenders needing to manufacture large quantities is inline blending. Without getting into the technicalities this type of technique is a continuous blending process that precisely meters the ingredients into a pipe and produces a finished product.

“To blend 10 tonnes of product now takes less than half an hour and previously the same blend would have taken several hours to complete.”

These two mainstream methods both have their place and are often used together where smaller blends are batch blended and larger ones put through the inline process. Another less common blending method is the use of air to mix the components together where a controlled stream of air is used which moves through the product from beneath and agitates it producing a fully mixed product.

All methods have their benefits and drawbacks, and this can depend on the individual blenders size, product portfolio, and production plant layout. Batch blending is probably still the most popular method given it has been around the longest but, as the number of blenders decrease and the remaining ones grow, this looks likely to evolve.

A step forward Throughout the world lubricant manufacturing is typically a very high energy use, high cost and time restrictive process. As previously explained, base oils are heated to various temperatures while additives are ‘blended’ to form the different viscosities and types of lubricant products for engine oils, hydraulic oils, gear oils, brake fluids, industrial and household oils, and grease products. The necessity to improve both the time, cost and environmental impact of the lubricant manufacturing industry, has driven Witham Group, manufacturers of lubricants since 1921, to develop an innovative new process.

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“We are extremely proud to have developed a unique blending system based on the use of Ultrasound. ‘Blendtek’, as we call the new process, removes the need for base oils and product formulas to be heated up for long periods of time using traditional gas energy,” explains Nigel Bottom, Managing Director of Witham Group.

As manufacturers of a huge range of different viscosity lubricants, this new technique enables Witham to blend thousands of tonnes of products using energy from solar panels and a simple 13A plug, saving time, energy, and drastically reducing the company’s carbon footprint.

To blend 10 tonnes of product now takes less than half an hour and previously the same blend would have taken several hours to complete. This new ground-breaking concept has been tried and tested, independently audited and reviewed.

To evaluate the savings to the environment since 2016, Witham has saved over 20,200 tonnes of carbon and heated the equivalent of over 111 homes in the UK for a year. Its gas consumption has been reduced by 77% and now in 2021 we are sharing these results and the new ultrasound way of blending with the worldwide lubricant industry.

The company continues to expand its Blendtek technology and is in talks with many other businesses to offer this incredible new process to other companies throughout the UK and abroad.

Nigel Bottom continues: “This exciting breakthrough is all about changing the carbon usage of lubricant manufacturing in the first place. So many environmental schemes and businesses look to offset their carbon use, with investment schemes and climate protection projects. We have instead, come up with a way that prevents high use of energy and fuels in the first place.”

“We are immensely proud of this carbon neutral manufacturing innovation, and we believe we are the first company in the world to blend in a carbon neutral process.

We are determined to help other blenders improve their own sustainability profiles and improve the oil industry’s reputation with substantial impact.”

He concludes: “We also hope our customers are helped in their own drive to improve the environmental credentials of their supply chain: the lubricants we provide are blended carbon neutrally, the

packaging they arrive in is made for recycled materials (30% min), the lorries we deliver the products in are running on lower viscosity oils which are more fuel efficient and reduce CO2 emissions, we offer bulk storage tanks to remove the need for plastic packaging on larger orders of products and we offer a growing range of environmentally sensitive alternative lubricants, low toxic and water based paints that off equal, if not better performance.”

Oil shortages and lubricant price rises Many workshops may have recently had notification from their lubricant suppliers that product prices are due to increase, despite fuel costs on the forecourts generally falling. But why is this and how has COVID affected global supply?

We operate in a truly global economy, and nothing has illustrated this more than the recent, ongoing raw material shortages.

Base oils are in very short supply (both mineral and synthetics) with one of the main reasons being base oils are created as a by-product of crude oil refining.

Oil refining basically takes crude oil from the ground and distils it in different grades to create mainly fuel (petrol and diesel) with other grade products used for heating oils, kerosene (jet fuel), hydrocarbon products for making synthetic rubbers, paints, plastics and then also lubricant based stock oils.

During the global lockdown, travel has greatly reduced both commercially and personally, with many of us working from home and not commuting. There have been very few planes flying so no need for Kerosene, which as an industry is a huge user of fuel.

Demand for fuel, therefore, has fallen dramatically and, subsequently, the global oil companies are simply not producing the fuel due to the huge stockpiles all around the world. As a consequence, base oil production has also been slashed.

The shortage has led to a sharp spike demand and rise in global lubricant costs.

Ironically due to the abundance of unused fuel, and a decrease in usage and demand, there has been a fall in fuel prices .

In summary, whilst technology innovations are continuing to develop, fleet operators and workshops will need to ensure their lubricant partner will support them with only the latest and correct oil specifications, products that can help lower emissions and reduce CO2 emissions and finally, ensure that supply of products and environmental credentials are reliable on an ongoing basis.

FOR MORE INFORMATION ON WITHAM GROUP AND ALL ITS AVAILABLE PRODUCTS, WWW.RDR.LINK/VAC008

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LIGHT COMMERCIAL VEHICLES

CASE STUDY: CLEARING THE WAY Peter Mansfield, Group Sales and Marketing Director at Trakm8, explores how the company assisted Autoglass with its fleet requirements.

About Trakm8 Trakm8 provides market-leading telematics products that address common problems faced by fleet managers. Products such as the Trakm8 Connect 330 help prevent expensive downtime by alerting managers to minor faults before they develop into major ones, encourages safer driving practices and can save dozens of work hours lost to byzantine route management systems and spreadsheets.

Trakm8's discreet Roadhawk dashcam can help protect businesses from reputational and financial damages caused by accidents. For Autoglass, whose skilled technicians are the heartbeat of the company, driver behaviour and performance is directly linked to reputation.

Telematics provides a simple and costeffective way to help drivers drive more safely, thereby protecting the reputation held by Autoglass for excellence in every aspect of its business.

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ndrew Ertl, Fleet Manager at Autoglass, says: “It’s no exaggeration to say our collaboration with Trakm8 has been transformative for our fleet. Our technicians travel the country every day and as the customer-facing part of our business, it’s paramount that they maintain their great reputation for customer service while on the road, too.”

Enabled by Trakm8’s comprehensive data, Autoglass designed a scheme to recognise and reward drivers that consistently achieve perfect scores in driving behaviour, speed limit compliance and idling time, contributing to an even greater improvement in driver behaviour.

Since 2018, Autoglass has:

■ Reduced speeding events fleet-wide ■ Reduced average idle time per vehicle by over 50% ■ Markedly improved driver behaviour from an already excellent starting point ■ Improved insurance claim handling with the use of dash camera evidence Autoglass achieved these impressive results through the use of two Trakm8 products – the Connect 330 and the RoadHawk Dash Cam.MThe Connect 330 is a device you can fit in the palm of your hand, but one that packs a powerful technological punch.

Designed and manufactured in the UK by Trakm8, the plug-in device is easily fitted into a vehicle’s OBD (on board diagnostics)

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port, and streams tracking, CANbus and driver behaviour data to enable fleet managers to act even sooner.

The Trakm8 devices provide drivers with a number of indicators that will help them drive safely and more efficiently. In just two years since the partnership began, Autoglass has consistently improved and has now achieved a speed limit compliance score of 98%. Overspeeding, however, is far from the only indicator for the need to improve fleet performance. Vehicle idle time is another important metric to consider when a fleet is aiming to cut costs and decrease carbon emissions.

Using the data provided by the Trakm8 telematics system, Autoglass has cut its average vehicle idling time by 50%.

The Trakm8 Connect 330 also makes it easy for Autoglass to ensure that only those drivers authorised to use their vehicles personally do so. The Connect 330 has given Autoglass the ability to enforce their policy.

The other side of the collaboration with Autoglass and Trakm8 is the RoadHawk Dashcam. The Roadhawk range of dashcams are proven to cut fleet at fault

“The Roadhawk range of dashcams are proven to cut fleet at fault accident rates by up to 20% and reduce insurance premiums by up to 10%, providing positive ROI in a matter of months.” accident rates by up to 20% and reduce insurance premiums by up to 10%, providing positive ROI in a matter of months.

They are also a flexible range of products able to provide only the data needed by fleet managers. Autoglass did not require the Dash Cam’s audio capabilities, so this was disabled, providing reassurance to drivers while still providing crucial video footage in the event of accidents and insurance claims.

Andrew continues: “The Trakm8 Connect 330 has helped our fleet make gains in many areas. We’ve improved our fleets’ overall driving score to an industry-

leading level, while reducing costs accrued from accidents, insurance claims and vehicle idle time. We’ve been highly impressed with how these products have worked and with their high ROI and we’re looking intensely at how we can further integrate Trakm8 telematics into our wider fleet management systems.”

Peter Mansfield concludes: “We’re really proud that Trakm8 products have had such a transformative impact on an established and well-regarded fleet operator, proving that telematics can have a significant positive impact on fleets of every size and shape.

“Our teams worked with Autoglass every step of the way on their recent drive to improve fleet standards and were in constant contact during the initial stages of installation to provide advice and guidance.

We look forward to working with them in future as they bring the latest technology to bear in their drive to increase standards.”

FOR MORE INFORMATION ON TRAKM8’S RANGE OF SOLUTIONS, WWW.RDR.LINK/VAC009

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LIGHT COMMERCIAL VEHICLES

Nick Austin, MAHA UK Sales Manager, talks through the company’s EconLift 6500, a two-post workshop lift capable of handling the excessive vehicle weight of some modern-day vehicles.

A LIFT FOR THE LCV MARKET

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f a supervan enters the workshop for a service, for example, with all its tools and equipment still packed in the back of the vehicle, it is likely that van will be at or close to its maximum total weight – i.e. gross vehicle weight.

Historically, LCV vans would have come in at three-and-a-half tonnes gross; however, today, some vehicle weights are reaching five tonnes, including emergency vehicles, class V minibuses and campers, with the latter potentially exceeding the weight. If a lift was required, therefore, the MAHA EconLift 6500, with its ability to cater for vehicles up to six-and-a-half tonnes, would be a viable choice.

Exceptional column rigidity and symmetrical lifting carriages are both important reasons as to why the MAHA EconLift 6500 is perfect for lifting LCVs. Fitted with two telescopic arms, with an extension range of up to 1.8m, it allows the lift to hoist up a wide variety of vehicles to a lifting height of 2.1m.

Thanks to an integrated braking system, overrun is not possible; therefore, the lift won’t reach too close to the top or the bottom during operation. In addition, raising and lowering time, from top-tobottom, is a rapid 45 seconds.

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Importance of safety features Fortunately, to ensure the vehicle is securely in-place on the lift, ensuring both the safety of the technician and protecting the customer’s property, there are a variety of supporting accessories available to purchase for the MAHA EconLift 6500. For example, there are two pieces of support arbor for the Mercedes Sprinter / Volkswagen Crafter. Essentially, the knuckles lock onto the chassis and prevent the vehicle from slipping off the lift.

Clamping belts, nonskid devices for vehicles with a longitudinal frame and a variety of support plates are all additional extras, which, according to Nick, are a worthwhile investment.

He comments: “Sadly, I have witnessed examples of people using a twopost lift and inserting a block of large wood in-between the arm and vehicle because that individual hasn’t acquired the correct lifting fixtures. It’s obviously dangerous to both staff and, potentially, could damage the customer’s vehicle and that workshop’s reputation.

“These lifting devices and adapters suit different vehicles and need to be considered carefully when thinking about investing in a MAHA EconLift 6500.”

“Today, some vehicle weights are reaching five tonnes, including emergency vehicles, class V minibuses and campers, with the latter potentially exceeding the weight.”

FOR MORE INFORMATION ABOUT THE MAHA ECONLIFT 6500, WWW.RDR.LINK/VAC010

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LIGHT COMMERCIAL VEHICLES

GOING TURBO Nissens Automotive overviews its turbocharger range and offers advice on how to correctly diagnose underlying issues.

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s the typical LCV will operate fully loaded and make multiple drops, it will undergo frequent starts and RPM fluctuations, so product durability is crucial, which is why Nissens made considerable investment in its development programme to ensure its turbos are designed and manufactured to matching OE specifications, in order to replicate the engine performance, fuel economy, emissions standards and durability stipulated by the vehicle manufacturers.

In fact, so thorough was the development process that an independent validation test carried out at the TüV-Nord Institute in Germany revealed that the Nissens aftermarket turbo performed to the same levels as the original turbo fitted to the diesel Passat selected for the test, and no issues concerning the daily operation, nor any mechanical, performance or emissions problems have been raised.

In addition to matching the performance standards, Nissens’ commitment to the aftermarket means that it has also thought about the concerns of both those ordering and installing the components.

As a result, each replacement turbo is a new, outright purchase unit, that comes without surcharge or the need to return the old unit. When it comes to installation, each is designed to mirror the existing vehicle system and engine layout, and comes with all the important additional parts, like gaskets or stretch-bolts, that are needed to make fitting an easy and straightforward process, as well as comprehensive fitting instruction in both printed and online formats.

Turbo failures are often accompanied with, or caused by, problems with related

components, which is why the Nissens programme also helpfully includes additional products such as turbo intercoolers, and oil feed pipes (OFP), which, as a best practice procedure, it recommends is replaced at the same time as the turbo.

The turbo OFP is a particularly important component within the turbo system as it delivers vital lubrication to the turbo from the engine’s lubrication system, ensuring the turbo shaft is sufficiently lubricated and cooled, so is key to the turbo system’s proper operation.

Turbo Tips As well as having access to premium quality replacement components and comprehensive fitting instructions, it is incredibly important for the technician undertaking the work, to understand why the turbo has failed. Common causes that should always be considered in order to establish the correct diagnosis and address any underlying issues, include: Oils and lubrication – Has the failure occurred due to lack of lubrication? This can cause overheating in the turbo and lead the oil in the turbo to carbonise and the shaft to seize.

This could occur because the OFP is blocked or restricted, due to exposure to excessive heat from a missing heat shield, for example.

Alternatively, the engine oil could have become degraded because its scheduled replacement has been ignored or the oil filter defective. Also check the return pipe to ensure the oil can find its way back to the sump.

Foreign objects in the turbo – Has something entered the turbo? A turbo acts

rather like a vacuum cleaner sucking in a vast quantity of air, which it pulls through the air filter. Should air filter replacement be overlooked in a similar way to the oil filter example, foreign bodies can be sucked into the turbo and damage the veins on the compressor wheel, causing turbo failure.

Over-speeding – Has the compressor wheel ‘burst’? Turbos are designed to run at incredibly high speeds, sometimes in excess of 250,000 RPM. However, if they exceed their normal operating parameters, due to over-speeding for example, the compressor wheel can literally break apart. Common causes include leaks in the air charge system or wastegate failure, which mean that the turbo can’t reach its designated boost pressure, so over-speeds to compensate, exploding in the process.

Over-pressure – Is there an imbalance in the pressure between the air and exhaust side of the turbo? The thrust and journal bearing are designed to be subjected to a similar press, can lead to the compressor wheel touching the side of the housing, resulting in turbo failure. Causes can include excessive boost pressure because the factory settings have been changed due to engine tuning, for example. A malfunctioning blow-off valve or faulty MAP sensor could also trigger excessive pressure.

NISSENS ADDRESSES ISSUES LIKE THIS AND MORE VIA ITS ‘ROBIN UNDER THE HOOD’ SERIES. FOR MORE INFORMATION, WWW.RDR.LINK/VAC011

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LIGHT COMMERCIAL VEHICLES

A LIGHTER ALTERNATIVE Tony Edge, General Manager of Stertil Koni, explores the company’s options for light commercial vehicles.

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s a global leader in the design and manufacture of heavy duty vehicle lifting equipment, Stertil Koni is also acclaimed for providing lifting solutions to workshops specialising in lighter commercial vehicles, such as vans. A typical example is the company’s four-post wheel alignment lifts which continue to attract interest from garages throughout the UK.

STERTIL KONI ST 4040WA The four tonne capacity Stertil Koni ST 4040WA lift has been designed to simplify the checking and adjustment of wheel alignment or tracking on vans. Each lift features slip plates and turntables integrated within the two load bearing platforms. The combination of these devices ensures controlled movement of vehicles’ wheels to allow precise measurement and adjustment.

Available in four variants, the Stertil Koni ST 4040WA wheel alignment lift offers a choice of platform lengths and widths to suit the broadest range of vans with wheelbases from 1800mm to 4500mm. The lift provides a low drive-on height of 190mm and long drive-on ramps that ensure a safe drive-on angle of just 7°.

The ST 4040WA lift is electrohydraulically powered and operated by a simple push button control panel conveniently mounted on one of the lift’s posts. Providing fast and smooth movement, the four-post lift offers a maximum raised height of 2000mm to ensure comfortable working and unobstructed accessibility beneath raised vehicles. The lift remains perfectly horizontal in every locked position and the absence of protruding edges on the platforms contributes to workshop safety.

As a company, Stertil Koni has earned an enviable reputation over many years for its extensive range of heavy duty commercial vehicle lifts. However, this success has tended to overshadow its experience and technical expertise in providing lifting solutions to

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workshops specialising in lighter vehicles such as cars and vans. Its ST 4040WA wheel alignment lift is a typical example of a proven product that continues to attract new and existing customers throughout the UK.

STERTIL KONI FREEDOMLIFT Since its launch five years ago, the Stertil Koni FreedomLift range of heavy duty twopost lifts has proved to be a popular choice for use in workshops where versatility and flexibility are essential.

The FreedomLift was conceived as the perfect solution for wheel-free lifting of a wide variety of vehicles from commercial vans to small, heavy duty trucks. Comprising three standard models, the range offers lifting capacities from five-and-a-half to nine tonnes.

Each model incorporates a pair of telescopic lifting arms which are easily adjusted, locked and unlocked as required.

Also, depending on the needs of the user, a number of options are available including double telescopic arms for extra flexibility, additional control boxes, LED lighting and special vehicle adapters.

The FreedomLift’s ultra-modern design has resulted in an exceptionally stable twopost lift that operates smoothly and safely.

This ensures suitability for use in almost any environment whilst allowing engineers unrestricted access to raised vehicles during repair, maintenance and servicing tasks.

Complete user confidence is assured by a range of safety features including an independent locking system that engages at 210mm above floor level, a gravityactivated locking pawl, automatic locking of the lifting arms, advanced synchronisation between the posts and a fail-safe automatic overload protection system.

FOR MORE INFORMATION ON STERTIL KONI’S AVAILABLE RANGE, WWW.RDR.LINK/VAC012

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LIGHT COMMERCIAL VEHICLES

EFFEC TIVE THERMAL MANAGEMENT Dayco explains why the thermostat is a crucial part of controlling an LCV’s cooling system, using a Ford Transit as an example for common issues that can arise.

A

s technicians are very aware, for vehicle manufacturers (VMs), every design decision is driven by the need to reduce engine emissions and moderate fuel consumption and this means vehicles are becoming far more interconnected and complex.

The modern light commercial vehicle (LCV) cooling system is no different and plays a crucial part in the process, as the demands for increased efficiency, together with factors such as higher flow rates, turbocharger technology, autonomous heating and air conditioning, have transformed the traditional process of engine cooling into a sophisticated system.

Few influences on the engine are quite as critical, and have so many repercussions throughout the overall system, as its operating temperature. Maintaining the correct temperature in the various parts of the engine not only optimises fuel efficiency and minimises emissions, but also ensures the oil is at its most effective in lubricating and protecting the internal components, for example.

Effective thermal control in all areas of the engine from initial startup until reaching its designed operating temperature, whether in hot spots such as around the cylinder head or cooler zones elsewhere, is vital in order to maintain the VMs claimed emissions figures, and although easily overlooked, it is the humble thermostat that ensures that this is correctly managed. In order to operate within these strict performance parameters and their expected service life, original equipment (OE) quality replacements must be the benchmark.

32 CVW JULY/AUGUST 2021

Example: Ford Transit Despite the obvious popularity of the Mercedes Sprinter, VW Transporter and Vauxhall Vivaro, the Ford Transit is far and away the most common panel van in the UK, with around a million examples traveling the length and breadth of the country. Although generally very reliable, it’s not uncommon for some versions of the LCV to appear to go into limp mode, without displaying any problems through the warning lights on the dash board.

Common symptoms of this phenomenon include lumpy running when at idle, power loss and difficulty when faced with hills, as well as sometimes giving fluctuating readings of the temperature gauge.

These issues can often by misdiagnosed as a blocked air intake, turbo fault, or EGR valve malfunction, when in fact it’s a faulty thermostat. Due to the complex makeup of the modern engine, this relatively simple component is often overlooked, but in reality, should be one of the first things to consider as thermal management is now crucial to the correct operation of the engine, not to mention its exhaust emissions.

Although the thermostat in the Transit example mentioned is contained in a housing, it’s the thermostat valve that is usually the problem and Dayco offers this part DT1016V in its comprehensive thermostat range, which makes up part of its thermal management programme.

Dayco’s extensive technological know-how and drive to ensure its products deliver to the highest levels of performance means that a combination of precision couplings and quality materials has enabled the company to supply a comprehensive range of thermostats that are of OE standard in their quality, safety, efficiency and durability.

FOR MORE INFORMATION,

WWW.RDR.LINK/VAC013

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TECHNIC AL SUPPLEMENT THIS YEAR'S MOST POPULAR TECHNICAL ARTICLES ON THE CVW WEBSITE

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TECHNICAL SUPPLEMENT DIAGNOSTICS

CORRECTING A

FUELLING FAULT Brett Edkins, Technical Manager at Eclipse Diagnostics, explains how to identify and correct a fuelling fault on a DAF CF MX-13.

I

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

The Eclipse Jaltest package has all the requirements to address the technological advances and as an example, the analysis of the Engine fault on a DAF CF MX13 Euro VI model shows how the Eclipse Jaltest package is becoming the go-to diagnostic solution for the commercial vehicle industry.

The problem A DAF CF MX-13 has an engine warning light on the instrument panel and has failed to run correctly. It has, therefore, been recovered to the workshop so the engineers can use the diagnostics equipment to diagnose and rectify the fault.

S1 CVW JULY/AUGUST 2021

Initial assessment The engineer will firstly make an initial diagnosis of the engine control module checking for any logged faults whether they are present or historic in the diagnosis memory, this will be able to assist us in finding the cause of the fuelling fault.

One active code is listed in the diagnostic memory which is P0087 – this relates to a fuel pressure fault or a wiring fault to the fuel pressure sensor.

Jaltest analysis The Jaltest software can take the vehicle analysis down to the component level as well as being able to show the necessary wiring diagrams. So, in this case, the engineer can easily trace the wiring diagram for the engine and see the fuel pressure sensor and check the wiring has all the correct voltages that

are required to make sure the sensor is working correctly. Also, the engineer can check the measurements within the software to make sure all the readings are correct.

Correcting the fault First of all, the engineer will look into the system checks that are available with the Jaltest. There are numerous checks that can be carried out and the engineer will be carrying out a high-pressure pump unit check to ensure the correct pressure is getting to the injection rail. They will follow this by carrying out the cylinder cut-out test as well as many other checks the Jaltest offers. Using the Jaltest wiring diagrams, the engineer will be able to trace the wiring to the ECU to look for any breaks.

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Having followed the diagnostic procedure, the fault has been cleared and a new fuel pressure sensor was fitted to the vehicle and the vehicle returned to service with minimal downtime.

If this was the first time that the engineer had carried out the high-pressure pump test, the Vehicle Technical Support service from Eclipse would help them carry out the procedure, knowing they had an expert on the end of the phone. This unique service offered by Eclipse is the reason why it is the go-to company for multi-brand diagnostics Every Eclipse Testpad Extreme Pro PC is installed with Eclipse Assist software which allows the Eclipse Technical Support team to remotely access the customer’s Eclipse Testpad Extreme Pro PC via internet.

The team, with the customer’s agreement, can access the customer’s Testpad Extreme Pro and assist with vehicle related support. This service allows the Eclipse Specialists to virtually sit next to the customer and see what the customer can see

on screen, whilst taking control.

Eclipse looks after its customers Eclipse has developed its business around the core philosophy of customer support from when the system is first purchased and throughout its life. That support begins with the software which is updated three times a year to reflect new models and more information as it becomes available, and continues with the Eclipse support services.

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

The Technical Support Service is a key part of the overall Eclipse package and, together with Jaltest and the Eclipse Testpad Extreme Pro, sets the company apart from others, helping to ensure that it remains the leading supplier of multi-brand diagnostic software for all commercial vehicles.

FOR MORE INFORMATION ON THE FULL RANGE OF DIAGNOSTICS EQUIPMENT FROM ECLIPSE, WWW.RDR.LINK/VAC014

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TECHNICAL SUPPLEMENT BRAKES

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.

TRAILER BRAKES: 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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038_CVW_JULYAUG21_Layout 1 29/06/2021 11:50 Page S4

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/VAC015

JULY/AUGUST 2021 CVW S4

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TECHNICAL SUPPLEMENT FILTERS

UNDER CONTROL

Mann+Hummel explains how to keep engine wear under control through regular oil changes.

I

t is not only solid contaminants in the engine oil which clog the engine and lead to accelerated wear. The blow-by gas can also contain aggressive material which damages sensitive engine surfaces.

Effective protection can only be maintained through changing the oil regularly.

These days, when the costs of regular vehicle servicing are under the microscope and a wide range of good, expensive highperformance engine oils are available, it seems it might be time to finally say goodbye to changing the oil. The experts at Mann+Hummel would warn against this, however. People who wait too long to change oil when its due will cause greatly increased engine wear.

Vehicle manufacturers are working closely with mineral oil and filter producers to extend the interval between oil changes – not least because this offers more convenient, easier maintenance and helps to protect the environment.

It has been possible, using modern lubricants and filtration systems, to continue to slow down the pace at which wear occurs, with filters and oil working hand in hand.

The function of the efficient oil filters here is to remove solid contaminants accumulating in the oil circuit: dust particles from the air and abrasive metal particles and soot from incomplete combustion of fuel.

As far as wear is concerned, particles between eight and 60 microns in size are particularly damaging. Without effective filtration, the mixture of oil and contaminants can badly affect the engine. Particles

S5 CVW JULY/AUGUST 2021

penetrate the narrow gaps between bearings, causing scoring and gradual wearing of pistons, cylinder sleeves, and bearings. With Mann+Hummel brand oil filters supplied in OE quality, such risks can be avoided.

The oil also has several functions: providing lubrication for moving engine parts, dissipating frictional heat, and protecting against corrosion. In addition, it neutralises combustion products and absorbs wear debris and particulate matter, holding them in suspension. The oil manufacturers have optimised their products with specifically formulated additives, so that sensitive engine component surfaces are not affected irreparably, and wear does not take place.

“It has been possible, using modern lubricants and filtration systems, to continue to slow down the pace at which wear occurs.”

No shortcuts Technical solutions which promise ‘no more oil changes’ point out that very fine particles can be filtered, and the service interval is thus extended. Solid particles certainly constitute a major part of the contaminants the lubrication system has to deal with, but this is a very one-sided view. A contaminant which is often overlooked is the absorption of so-called ‘blow-by gases’ into the oil; this

greatly affects the wear characteristics.

During the compression phase, blow-by gases from the cylinder of internal combustion engines flow past the piston rings and enter the crankcase. These gases contain oil, fuel, and water. Chemical reactions take place, particularly between unburnt sulphur and nitrogen oxides and water. The presence of sulphuric and nitric acid has thus been identified in the engine oil.

These highly corrosive acids in the lubricant promote ageing of the oil, decomposition of additives, or even attack metallic surfaces directly. If the oil becomes hot when the engine is running, fuel vapours are emitted from the oil, leading to cavitation damage. In other words, the fuel evaporates quickly in specific areas, punching microscopically small holes in the surfaces. The lower the engine temperature, the more destructive the effects of the blow-by gases are.

When developing a new engine, vehicle manufacturers and OEMs carry out precise investigations and assessments of these effects. Manufacturers’ recommended oil change intervals support the best possible protection against wear. This means long service life for the engine and is a key element to maintain the long-term value of the vehicle.

FOR MORE INFORMATION ON MANN+HUMMEL AND ITS LIQUID FILTER SYSTEMS, WWW.RDR.LINK/VAC016

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TECHNICAL SUPPLEMENT LIGHT COMMERCIAL VEHICLES

CHASSIS REPAIR ON A VOLKSWAGEN T5 With the light commercial vehicle often referred to as ‘the automotive workhorse’, ZF Aftermarket offers repair tips for the Volkswagen T5.

T

he average age of LCVs in the EU is 10.9 years old, according to a report

by ACEA, so this segment of the vehicle parc offers significant repair opportunities for workshops. 33.2 million LCVs are in circulation throughout the EU, with the UK alone hosting 4.4 million vans.

Importantly, failure rates for LCV vehicle safety inspections are higher in all age categories than for passenger cars, reflecting the significantly higher wear they are subjected to. For example, the failure rate for LCVs over ten years old is 30%.

ZF talks through how workshops should visually inspect the chassis of an LCV – in this case the Volkswagen T5 – and test it for height clearance.

Repair tips The Volkswagen T5 LCV model range is one of the most popular vehicles in the segment under 3.5 tonnes.

Wear damage on the suspension-strut mount often occurs on this vehicle due to the undersized ball bearing in the initial design.

Volkswagen subsequently replaced the component with a version with a larger bearing, although both versions can still be found in the market.

ZF Aftermarket offers both variants but advises customers to upgrade to the new version where the initial version is still fitted. When removing the affected parts, the technician must always note which of the two variants is fitted to the vehicle.

A damaged spring plate on the earlier bearing variant means having to replace the entire assembly as new spring plates are no longer available. The garage must, therefore, install a new suspension-strut mount, the

spring plate and the ball bearing. ZF Aftermarket also recommends always replacing these parts per axle to ensure consistent vehicle handling on both sides.

Certain points need to be considered when replacing the T5 control arm. After removing the old part, the mechatronics technician should clean the supporting surface of the ball stud on the steering knuckle using sandpaper, followed by a suitable cleaning agent. Otherwise, rust and dirt particles may penetrate the joint of the new control arm via the ball stud, resulting in rapid wear.

The technician must not tighten the mounting bolts and nuts with the suspension still in the fully unloaded state.

Otherwise, the rubber bearings would be deformed when lowering the vehicle onto the wheels. This undesirable preloading of the bearings may lead to premature wear.

The next step is to lower the vehicle until the chassis is fully compressed. There may, however, be regulations governing the position in which the bolts and nuts are tightened depending on the vehicle model – so note the VMs installation instructions. All chassis data specified by the vehicle manufacturer relates to the design position.

A wheel-free four-post car lift can be useful here. It allows the bolts and nuts to be tightened to the torque specified by the manufacturer. Finally, the technician must check and set the wheel alignment as per the manufacturer's specifications.

Chassis range Under its Lemförder brand, ZF Aftermarket supplies a range of chassis parts, including control arms, stabiliser links, and rubberbonded metal mounts. The company is continually expanding its chassis range for LCVs. New additions to the portfolio include: ■ Axle boot and steering system for the

Ford Transit/Tourneo Custom ■ Inner tie rod, tie rod, and tie-rod end for

Citroën Jumpy/Peugeot Expert/Toyota Proace ■ Rear-axle mount and stabiliser mount for VW T5/T6 and Crafter ■ Front-axle mount and control arm for VW Crafter ■ Front-axle control arm and steering knuckle for Renault Kangoo and Mercedes Citan

TO SEE THE ACEA REPORT FOR YOURSELF, WWW.RDR.LINK/VAC017

JULY/AUGUST 2021 CVW S8

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TECHNICAL SUPPLEMENT CLUTCHES

CLUTCH AND DMF REPLACEMENT ON A NISSAN NAVARA This month, REPXPERT Alistair Mason replaced the clutch and dual mass flywheel (DMF) on a Nissan Navara 2.5 DDTI, which had covered more than 103,000 miles.

F

ollowing complaints of the clutch ‘slipping’, Alistair’s assessment confirmed the cause, and a clutch and DMF replacement was advised. For this repair, Alistair used a four-post ramp, transmission jack, and a self-adjusting clutch installation tool.

Step-by-step procedure With the vehicle placed on the ramp, open the bonnet and disconnect the negative battery terminal. From inside the vehicle,

���

S9 CVW JULY/AUGUST 2021

remove the centre console from around the gearstick (Fig. 1), the six bolts that retain it, and the gearstick itself. Raise the ramp to gain access to the underside of the vehicle; start by disconnecting the prop shafts from the gearbox – it is always best practice to mark the flange positions before removing them to eliminate any balance issues when the repair is completed. The front prop shaft can be removed from the gearbox flange then stowed and secured to the chassis.

Switching to the rear, unbolt the rear prop shaft at the rear flange, disconnecting from the rear axle, then remove the centre bearing fixing bolts. Slide the front joint out of the gearbox and remove the rear prop shaft. Now disconnect the exhaust, which can be achieved by removing the two nuts on the centre joint (Fig. 2), part the exhaust and ease the rear section off its mountings.

The rear section can then be stowed against the O/S chassis to give clearance for removing the gearbox.

���

Support the gearbox using a transmission jack and remove the gearbox cross member by taking away the four retaining bolts (Fig. 3) and three gearbox mounting bolts. Work the cross member out of the chassis – this is a tight fit – and stow to the side or support against the O/S chassis. With the cross member removed, disconnect the gearbox wiring loom from the gearbox, remove the two fixing bolts for the clutch slave cylinder, disconnect from the gearbox and stow in a safe area.

044_CVW_JULYAUG21_Layout 1 29/06/2021 11:56 Page S10

���

Next, remove the lower bell housing bolts, lower the gearbox on the transmission jack to gain access to the upper bell housing bolts, then remove them – there is one bell housing bolt behind the starter motor inserted in the opposite direction. Once all the bell housing bolts have been cleared, ease the gearbox away from the engine and, when clear, lower the transmission jack and place the gearbox in a safe area.

With the gearbox away, remove the old clutch assembly (Fig. 4) and DMF. Clean and inspect the back of the engine for any leaks and rectify if required, so not to contaminate the new clutch components.

���

“Torque specifications are available on the REPXPERT platform and on Schaeffler’s DMF Checkpoint app.” manufacturer’s specification. Torque specifications are available on the REPXPERT platform and on Schaeffler’s DMF Checkpoint app.

Now, remove the release bearing and arm assembly from the gearbox bell housing and clean the inside of it, removing the old clutch dust. Once cleaned, inspect the release bearing guide tube for any wear and replace if required.

Place a light smear of high-melting point grease on the gearbox input shaft splines, mount the new clutch plate onto the input shaft and guarantee that it moves back and forth freely. This will help confirm the clutch plate is correct for application and it will also evenly distribute the grease. Remove the clutch plate and wipe off any excess.

The release bearing centre boss needs to be pressed out of the old release bearing and carefully pressed into the new one (Fig. 6 & 7). Once complete, check the release arm for any wear and replace if required, and then refit to the bell housing and input shaft (Fig. 8).

��� Ensure the new flywheel is correct and mount onto the crankshaft, checking that the alignment pin locates correctly (Fig. 5) – there is a bulletin in the box advising this.

Using new flywheel bolts, tighten in an evenly and sequentially, and torque to the

���

���

���

Fit the new clutch assembly, which can easily be identified as self-adjusting, as it has the three small yellow springs in the centre and a red information sticker on the outside of the clutch box, advising the use of a self-adjusting clutch mounting tool.

Mount the clutch plate using a clutch alignment tool and ensure ‘Gearbox Side’ or ‘Getriebe Seite’ marked in the centre of the clutch plate is facing the gearbox. Plate the clutch pressure plate, checking that it aligns on the flywheel dowels, then attach three long studs from the tool kit. Fix the tool onto the studs and secure in place with three large retaining nuts from the tool kit, ensuring the studs come level with the large nuts, but do not protrude. When in position, tighten the tool, which will ease the new clutch pressure plate into position, with no risk of damage to the new clutch or flywheel (Fig. 9).

���

When the clutch pressure plate/cover is in the home position, secure it using three bolts and remove the self-adjusting clutch tool. Insert the remaining three bolts and torque to the manufacturer’s specification.

This is a great example of how Schaeffler aids aftermarket installation.

Check to make sure everything is fitted correctly, the gearbox alignment dowels are installed, the back plate is in position and that nothing is restricting the gearbox fitting.

Using the transmission jack, ease the gearbox into position and align onto the dowels.

When the gearbox is in, secure it into place using the bell housing bolts and reinstall in reverse order of removal. After the battery has been reconnected, reset all electrical systems as required.

FOR MORE INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, LABOUR TIMES, AND MUCH MORE, WWW.RDR.LINK/VAC018

JULY/AUGUST 2021 CVW S10

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TECHNICAL SUPPLEMENT CLUTCHES

���

Oil radiating outwards

WHAT TO DO WITH A REAR CRANKSHAFT SEAL LEAK Valeo Service explains why the rear crankshaft seal should be checked when changing a clutch.

T

he Valeo Service technical department says it has seen several flywheels returned that have oil residue on the rear face of the flywheel (Fig 1). The oil found is radiating out from the centre of the rear face, indicating that there has been a leak on the rear crankshaft seal.

The inside of the rear main seal maintains contact with the crankshaft as it is spinning around thousands of times a minute. The crankshaft seal is also next to one of the main bearings in the engine, which needs to be constantly lubricated by oil. If the seal is damaged, the constant bath of oil combined with the spinning motion of the crankshaft will cause a rear main seal leak and allow a significant amount of oil to leak from the engine as it is running.

If the crankshaft seal dries out, cracks, or breaks, it can cause an oil leak. Valeo Service advises always checking the rear crank shaft seal during every clutch change to ensure that there are no leaks present and the seal is in good condition. If oil is found on the flywheel and can be seen leaking from the rear crankshaft seal then Valeo advises addressing the leak immediately and replacing the seal if required. Failure to do so will cause contamination of the clutch components and potential damage due to the loss of oil depending on the severity of the leak.

S11 CVW JULY/AUGUST 2021

Part Number: All flywheels Applicable Vehicles: All vehicle models containing a flywheel

��� FOR MORE TECHNICAL INFORMATION OF THIS NATURE, WWW.RDR.LINK/VAC019

Rear crankshaft seal

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THE

A-Z OF

BATTERIES This is the sixth A-Z of Batteries from Rotronics, and this month Ken Clark takes us through ‘M’ and ‘N’.

TAKE AWAY TIP

M IS FOR MONEY SAVING

A battery management programme is essential to save you money. Test and charge every vehicle that enters your workshop and look after all batteries in storage – even the new ones that have not yet gone into a vehicle. Keep the terminals on your testing and charging equipment clean from grease and grime, and service and repair any equipment that has become faulty or showing signs of wear and tear.

WWW.RDR.LINK/VAC020 to see if Rotronics can help.

N

You will need the EXP platform WWW.RDR.LINK/VAC021 to measure the individual performance and balanced state of batteries. Connecting this to the integrated amp clamp, you can measure any abnormal parasitic drain.

TAKE AWAY TIP

IS FOR NON-STARTS

Non-starts are always a concern in the summer months and battery issues remain the number one reason for vehicles not getting out of the garage or needing roadside recovery.

There are additional loads putting pressure on the battery and it is especially important to maintain your fleet batteries to limit the unnecessary cost and inconvenience. We all know that the haulage sector is coping with increased home deliveries, and those heading out of the UK will be waiting for paperwork at ports, which can increase the loads on the vehicle battery.

For more information on Rotronics,

WWW.RDR.LINK/VAC022,

✓

To identify battery defects (e.g. unbalanced or discharged batteries and parasitic drains) before they trigger non-starts, test and charge every vehicle every vehicle that comes into your workshop.

email info@rotronicsbms.com,

or call Ken Clark on 0121 526 8185. Email your suggestions for the next A-Z of Batteries to ken.clark@rotronicsbms.com.

✓

049_CVW_JULYAUG21_Layout 1 29/06/2021 12:13 Page 49

WHAT’S NEW?

STERTIL KONI EARTHLIFT

LASER TOOLS WHEEL STUD SERVICE KIT

In 2007, following an extensive programme of development and investment, Stertil Koni introduced its revolutionary Earthlift heavy duty mobile column vehicle lift. The Earthlift range offers safe lifting capacities of 8.5, 10 and 13 tonnes per column and, depending on the application, up to 32 linked columns may be used simultaneously.

The latest generation Earthlift incorporates Stertil Koni’s revolutionary ebright Smart Control System which allows workshop staff to operate the lifts from any column in the set.

Crucially, the ebright’s wireless mesh networking system eliminates any possibility of communication problems between individual columns when numerous sets are used in the same building. Featuring full-colour touch screen consoles, the ebright Smart Control System has been designed and developed to simplify operation by providing maximum visual information about every lifting operation – all at the fingertips of the workshop technicians.

The HGV Wheel Stud Service Kit from Laser Tools is completely portable and provides fast and effective removal and installation of even the most seized wheel studs. Designed for use on inboard hubs on HGV trucks and buses with either disc or drum brakes.

Removal of the hub is not required — and this removes the risk of damage to hubs, seals, wheel bearings, and wheel studs. Increased safety from correct and accurate installations. The force screw fits into an adaptor which in turn fits into the rigid steel press frame. Thus if the force screw and the threaded adaptor become damaged or worn, they can be replaced separately, rather than the whole steel press frame. Also supplied with alloy sleeves to protect the thread when installing new studs.

WWW.RDR.LINK/VAC023

PPG COLOUR-MATCHING DEVICE

MANNOL DIESEL ESTER ADDITIVE Mannol has introduced an anti-wear additive for all types of diesel fuel, and especially for types I and II with a low sulphur content. To get the maximum effect, it has to be used constantly. The effect of the application becomes noticeable after 20 hours of driving.

It works by forming a stable and strong lubricating complex Estero-oil film with a high degree of adsorption on the components and parts of the fuel system, which significantly reduces the coefficient of friction of the contacting surfaces and significantly reduces their wear. This effect is especially evident in high-pressure fuel pumps in a pair of plunger-sleeve, injectors and pump-injectors; this significantly increases the service life of this expensive equipment. For a high-pressure fuel pump, this eliminates the main cause of wear of the plunger pairs: low-quality, dry diesel fuel.

It also prevents the formation of new deposits on non-conjugated surfaces of ferrous and non-ferrous metals and alloys due to the formation of a special oil protective film. Due to this, it also has a pronounced anti-corrosion effect.

WWW.RDR.LINK/VAC024

PPG has introduced its ColourReader portable digital device, which will enable customers in the commercial vehicle sector to quickly and precisely match colours to the PPG Delfleet One colour palette and international standard colours.

ColourReader is a Bluetooth-connected device that works with a dedicated app.

Available for iOS and Android tablets and smartphones, the device provides a highly accurate colour match in just a few seconds.

“All users have to do is download the ColourReader app, connect with their smartphone or tablet, and place ColourReader on the painted surface to scan,” comments Jo Thompson, PPG Colour Marketing Manager, Automotive Refinish, Europe, Middle East and Africa.

“ColourReader also offers a smart solution when a smartphone or tablet is not available by instantly displaying the three closest matching colours on its built-in display after scanning. We are strongly focused on bringing innovative solutions to address our customers’ greatest needs.”

WWW.RDR.LINK/VAC025

WWW.RDR.LINK/VAC026

SNICKERS

WORKWEAR WORK GLOVES

Snickers Workwear now has an extensive collection of Work Glove styles in a wide range of sizes, developed for different workplaces and tasks - designed for dexterity, durability, comfort and precision.

With advanced features and material combinations, there’s something to suit a wide variety of trades and workplaces, weather conditions, and hazardous environments. Added to which the advanced ergonomic designs ensure strong, secure grips, while sophisticated patterns, vents and ribs – combined with durable materials – deliver cut-protection, ventilation, waterproofing, and insulation.

What’s more, the gloves are ENcertified for performance and protection in hazardous and foul weather environments.

WWW.RDR.LINK/VAC027

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ADVERTISEMENT INDEX

AP Air Europe Limited ...................... (inside back cover)

Norbar Torque Tools Limited ............................ (page S6)

Checkpoint Safety ............................................ (page S7)

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

Commericial Vehicle Show .............................. (page 20)

rdr.link .............................................................. (page 47)

Eclipse Automotive Technology Limited .......... (page 48)

Robert Bosch Limited ...................................... (page 19)

Eminox Limited ................................................ (page 33)

Rotronics .......................................................... (page 28)

Energizer Group Limited .................................. (page 33)

Sampa UK & Ireland Limited ............................ (page S2)

Haldex Europe .................................................. (page 25)

Schaeffler (UK) Limited .................................... (page 17)

Hope Technical Developments Limited ............ (page S7)

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

Jack Sealey Limited .......................................... (page 31)

TMD Friction UK Limited .................................. (page 10)

Knorr-Bremse Truck Service .............................. (page 4)

Total UK Limited .............................................. (page 47)

MAHA UK .......................................................... (page 47)

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

Mannol UK ........................................................ (page S6)

Witham Group .................................................. (page 27)

Morris Lubricants .............................................. (page 13)

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50 CVW JULY/AUGUST 2021

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