18 Certas’ Niki Holt offers some insight into renewable fuels and dispels the myths around their use.
20 Incoming VLS chairman, Harald Oosting, reports on recent cases relating to HGV and LCV engines and offers guidance for obsolete heavy-duty engine oil claims.
22 If you want to extend hub life, then make sure to use the right grease, says BPW.
24 Oil product quality really matters says Duckham’s Chris Clarkson.
ALTERNATIVE TECHNOLOGIES
27 Stop-start systems are still misunderstood. Valeo’s Stephen Knight puts the record straight.
30 Eminox’s Dr David Phillips on why hydrogen has a lot going for it as a primary fuel, in theory at least.
CLUTCHES, TRANSMISSION & STEERING
32 BPW’s self-steering axle could make sure that longer semi-trailers are heading in the right direction.
TRUCK BODIES
35 CVW talks to Paul Reeve, managing director of Structure-flex, about the world of lorry curtains and why they are proving so popular.
VIEWPOINT
Editors
JOHNNY DOBBYN
JOHN LEVICK
workshop@cvwmagazine.co.uk
Editorial Assistant
FREYA COLEMAN
Group Editor
KIERAN NEE
Digital Manager
KELLY NEWSTEAD
Digital Assistant
LYDIA PROCTER
Advertising Sales Manager
MATTHEW BOASE
Group Manager
ROBERT GILHAM
Graphic Designer
GEMMA WATSON
Group Production Manager
CAROL PADGETT
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Is hydrogen the real deal? Well, it has all the credentials to help achieve the journeyto net zero. As Dr David Phillips from Eminox points out in these pages a hydrogen powered vehicle works in pretty much the same way as a diesel-powered vehicle in that the vehicle has an internal combustion engine, it is merely the fuel source that is different.
But, and there’s always a but, there are significant hurdles to overcome. Chiefly there are infrastructure challenges that need to be addressed but these are not insurmountable. The production of the hydrogen itself is open to debate as green hydrogen is the desired format but probably the most expensive initially, though obviously using surplus renewable energy from wind, solar and tidal to manufacture the gas would be the most sustainable and cost-effective option.
That said there are signs that the industry is viewing hydrogen seriously and is taking active steps to embrace it. Witness McCulla Transport which is actively working with Hydrogen Vehicle Systems (HVS) to understand how hydrogen fuel cell HGVs can be integrated into its fleet. Okay it’s FCEVs but hydrogen nevertheless and a nod to the way green fuels are being explored.
Delphi has announced an advanced hydrogen training course at its academy that ‘promises a deeper understanding on the principles of hydrogen fuel cell and hydrogen internal combustion operation’, a sign that the company believes that the gas is a serious contender.
All of the above is very encouraging and shows a willingness across the board to move the needle in terms of transitioning to more sustainable transport.
One area that seems to have been neglected or simply not mentioned is the maintenance, service and repair of hydrogen-fuelled vehicles, when they arrive en masse. Yes, there are bus companies who have invested significant sums to support their hydrogen-fuelled operations, but they have been subsidised along the way. When and if hydrogen powered vehicles become commonplace along with BEVs, any independent workshop looking to stay ahead of the game is looking at a tidy investment. A figure adjacent to £50k was given to CVW by a source and that was for one bay and just the detection equipment, not necessarily the ancillary work to make the workshop compliant.
The point being that while the desire to make all vehicles on our roads cleaner, someone has to pick up the tab to keep those vehicles clean and emissions free when they are in service. The big workshops may be able to afford it but for the independent it might well be a too big a mountain to climb, leaving them to work on an everreducing pool of ICE-fuelled vehicles.
Of course, that scenario is probably a long way off – though Dr Phillips reckons within 20 years - until we see hydrogen used on a daily basis but with its success might come someone else’s demise. Food for thought.
Enjoy the read!
NEWS
LCVsales growth continues
The UK new light commercial vehicle market posted its 17th consecutive month of growth in May, as registrations rose by 1.9% to reach 25,853 units, according to new figures from the SMMT.
The result was the strongest performance for the month since 2021, which recorded the best May market in history when business investment in commercial vehicles accelerated in the wake of the pandemic.
Volume growth was fuelled mainly by an 8.1% increase in uptake of vans weighing more than 2.0t up to 2.5t. Light vans weighing less than 2.0t recorded the largest proportional growth, of 55.7%, although the market segment is subject to volatility arising from low volumes. The 4×4 market, subject to the same small volume variations, recorded a decline of15.0%, while pick-ups grew by 4.1%. As ever, large vans weighing more than 2.5t up to 3.5t comprised the vast majority of the market (65.9%), with a slight decline of -0.8%.
Positives all round
The overall market continues to be positive, with registrations for all vehicle segments up in the year to date, and the transition to zero emission vehicle is also keeping up – but not at the pace required to meet mandated Vehicle Emission Trading Scheme targets. Battery electric vans (BEV) rose 3.5% in May to achieve a 4.2% market share – almost unchanged from last year’s 4.1%. In addition, overall BEV uptake year to date has fallen -2.1%, delivering a 4.8% market share, down from 5.2%. The Vehicle Emissions Trading Scheme target for each individual brand is 10% this year.
Taking BEVs on board
British van drivers believe that electric vans (EVs) are now more cost effective to run than a petrol or diesel alternative, says a study by Volkswagen Commercial Vehicles UK.
At a time of constant pressure on businesses, 52% of commercial drivers now believe that operating an electric van would be more cost effective compared to petrol or diesel equivalents. More than two-thirds of the UK’s van drivers also say that EVs would suit their business needs and day-today work. Almost one-third (29%) of respondents cited the ULEZ expansion as the reason they intend to switch.
The survey, says VW, further demonstrated that there is growing acknowledgement of the benefits of making the switch to electric, while some barriers to adoption persist.
Almost three quarters of van drivers said that reliability was no longer a reason not to buy an electric vehicle.Charging time remains the number one concern around purchasing an electric van (57%).
Craig Cavanagh, national fleet manager, commented: “There’s no doubt that UK businesses are seriously considering when and how to make the switch to EVs. Van drivers are recognising the benefits, not only from a sustainability point of view, but also from the perspective of being more cost effective than petrol and diesel models.”
Lift offfor hydrogen training
The Delphi Academy has recently announced the launch of a pioneering new hydrogen training course.
The programme, says the company, marks a significant industry milestone and will shape the future of hydrogen training across the industry. Available as progression training for Delphi’s wellestablished IMI accredited hydrogen awareness course, the advanced offering has been developed using the company’s extensive fuel system experience, unique knowledge of hydrogen internal combustion
and deep understanding of the UK aftermarket.
“Hydrogen technology is still emerging,” said David Guilfoyle, technical trainer at Delphi. “Our engineering teams have been pivotal in helping the industry establish benchmarks for hydrogen training. It goes far beyond the basics and provides participants with an education as part of a new era of hydrogen internal combustion vehicles.”
The two-day training course promises a deeper understanding on the principles of hydrogen fuel cell and hydrogen internal combustion operation.
Cheque, mate!
Draper Tools is partnering with Ben, the automotive industry charity, and kicked off its involvement by presenting a cheque for £10,000.
Speaking about the new partnership Sarah Hartland, head of marketing at Draper Tools commented: “We are incredibly proud to partner with Ben and support the vital work they do. As a business working closely with the automotive industry, we’ve experienced first-hand what a close-knit, hard-working community this is and we
wanted to give something back. It’s been inspiring to learn about Ben’s comprehensive support system, addressing everything from mental health to physical well-being, both areas we’re deeply committed to. This partnership is just the beginning, and we look forward to collaborating with Ben further in future.”
FCEVsforthe long haul
Hydrogen Vehicle Systems (HVS), the UK’s first hydrogen fuel cell truck OEM, has entered into a strategic collaboration with McCulla Transport (Ireland) Ltd to explore the integration of hydrogen fuel cell HGVs into the McCulla fleet.
This partnership agreement will support McCulla with its understanding of hydrogen electric fuel cell technology as these zeroemission vehicles become available for trial in late 2025. The sharing of vehicle data, TCO modelling, route planning, infrastructure support and performance optimisation are just some of the benefits
available when trialling a HVS FCEV.
Ashley McCulla, managing director at McCulla said: “Our second-generation, familyowned business has shown great resilience, adaptability, and innovation since we established our company over 50 years ago. Our investment in sustainable transport solutions is testament to this as we explore all technologies available to provide greener fleet options for our customers. We are excited to be working with HVS here in Ireland to experience the benefits that hydrogen fuel cell technology can bring to our heavy goods operations for the long term.”
Shortterm gloom, long term boom
UK CV manufacturing fell by -19.9% in April, the second consecutive monthly decline, with 8,413 vans, trucks, taxis, buses and coaches rolling off factory lines, according to the SMMT’s latest figures. Despite this fall, CV production output is up 289.1% on the same period in 2019.
Production for export declined by -24.1% in April, with 5,601 units making their way to global markets to represent two thirds (66.6%) of vehicles produced in the month. The domestic market also saw a fall, albeit
New chairman forVLS
The Verification of Lubricant Specifications (UK) Ltd (VLS) has appointed Harald Oosting as its new chairman.
Currently president and chief executive officer of Olyslager, he has been involved in the lubricants industry for over twenty years. He has been a member of the VLS Board since 2018 and is also currently vicepresident and director of the United Kingdom Lubricants Association (UKLA), a role he has held since 2017.
at a smaller rate of -9.9%, or just 310 units, on a year ago. April’s decline reflects some temporary supply chain shortages and normalisation of the market following high levels of pent-up demand post-Covid.
Output in the year to date remains up by 13.6% at 41,039 units driven by robust export demand, up 30.3% on the same period last year. Seven in 10 commercial vehicles produced in the first four months were destined for export, with the EU responsible for the lion’s share at 96.8%.
in a way that benefits the end user by assuring the performance claims made on lubricant products are valid and reliable.
Second hand grows
Four out of 10 fleets (40%) plan to start utilising second hand vans in the next three years, according to new figures from Arval Mobility Observatory’s latest survey. The reseach also shows that 16% of operators are already using preowned light commercial vehicles (LCVs).
Shaun Sadlier, head of Arval Mobility Observatory in the UK, said: “This is a new question for this year's report and it has produced a genuinely interesting response, with a large number of fleets reporting that they plan to move towards acquiring used vans.
“The research doesn't dig into the reasons behind this so, to an extent, we are left to speculate. However, there are a number of trends underway that serve as probable explanations.
“...buying used provides a route to reducing acquisition costs...”
“The most likely is that, since the pandemic, new van supply has been limited and therefore fleets have been turning towards alternative sources of meeting their needs, including the used market.
Harald is a strong advocate for VLS and the work it does as an independent trade body to allow all lubricant companies to compete in an open and level playing field
“VLS provides certainty and consistency in the treatment of lubricant performance claims of finished lubricants being placed on the open market in the United Kingdom. With my background in Olyslager, I can optimise the value that VLS brings to the lubricant sector in the UK through the use of reliable data to aid better decision-making in the handling of cases under investigation and support the move to a more rigorous process of investigation of companies making claims against market standards and OEM specifications,” said Oosting.
“The same supply trend also means that fleets have been continuously extending replacement cycles and have learnt, to some extent, that vans have potentially longer fleet lives than they once thought, even if maintenance becomes more of an issue over time. This has potentially removed the fear from buying older vehicles.
“Finally, prices of new vans have been rising quite rapidly in recent years, and so buying used provides a route to reducing acquisition costs.”
NEWS
HGV registrations dip in Q1
The latest figures from the SMMT reveal that new HGV registrations fell for the first time in two years, with a3.9% decline in Q1 2024. Operators still registered 11,068 new vehicles between January and March, just 449 fewer units than the same period in 2023, which was the strongest start to a year since the pandemic.
Demand for tractor units, the largest sector of the market, fell -16.7%, while tipper uptake also declined, by -6.3%. However, strong growth was recorded in curtainsiders (up 23.1%), flat lorries (21.6%) and box vans (20.6%). Uptake across the country was also variable, with the South West recording proportionally the largest growth in the UK, with 994 new HGVs entering service, up 11.8% on last year. East Anglia recorded the largest decline, down -26.4% to 457 units. The South East remained, by a considerable margin, the biggest investor in new heavy vehicles, with 2,351 reaching the road despite a -2.7% decline – more than a fifth of all new registrations.
With a robust choice of models, ZEV uptake reached 0.5% of overall registrations, up from 0.3% in the same quarter last year – still low in comparison with the car and van markets, although an improvement of 56.3% in volume terms on last year.
“The truck sector currently stands steady, with just a small decline in uptake compared with a very strong quarter last year. Following two solid years of market growth, however, more action is needed to sustain green fleet renewal to decarbonise UK road transport. Zero emission truck uptake remains a fractional part of the market," commented SMMT chief executive Mike Hawes.
Slippery customers
Aztec Oils’ application for an investigation into the dumping of lubricants on the UK market has been accepted by the Trade Remedies Authority (TRA), a British government agency that exists to defend the UK against unfair international trade practices.
Since the start of the Russian invasion of Ukraine in February 2022, Aztec Oils identified significant and increasing quantities of lubricants originating from the UAE and Lithuania sold at prices well below both manufacturing and import costs.
The low-cost products, distributed by SCT, Mannol and others in the UK, have put enormous strain on UK lubricant manufacturers who have struggled to
Accident prone
According to a study by Volkswagen Commercial Vehicles 45% of UK van drivers report that advanced driver-assistance technology (ADAS) has prevented at least one accident in the past year.
Rivusto deliverfor DHL
Rivus HGV, a subsidiary of Rivus Group, has been appointed by DHL eCommerce UK on a new five-year contract starting August 2024.
The deal sees Rivus HGV provide repair and maintenance services on 733 DHL eCommerce trailers at a purpose-built vehicle maintenance unit (VMU) in Rytonon-Dunsmore. This includes preparation and presentation for MOT and LOLER tests and management of the R&M schedule to increase operational efficiency. It is expected around 25 jobs will be created for the area in provision of this service.
The VMU, located within DHL’s new 25,000m² hub near Coventry Airport, is
compete, claims Aztec. With the acceptance of Aztec Oils’ application, the TRA will now conduct a thorough investigation and has the power to recommend remedial measures to the UK Government to impose depending on its findings.
Managing director of Aztec Oils, Mark Lord, commented: “We strongly believe that an equal and fairtrading environment is essential to maintaining jobs, talent, and prosperity in the UK. This principle is echoed by lubricant manufacturers, their suppliers and customers, and other stakeholders throughout the UK.”
The research revealed that parking and reversing incidents were among the most common for UK van drivers, with parking representing 27% of all accidents, and 18% for reversing, respectively. The survey also found that the average cost of van repairs is on the rise, now as much as £534.25, up from £525.63 the year before.
At a time when UK van drivers are already feeling the squeeze, with almost half (48%) of respondents citing the cost of running a business as a major concern, these rising costs underscore the significant impact that an even a minor accident can bring.
comprised of three pits and one hard standing bay. The 24/7-364 operation will ensure DHL’s trailer fleet meets all safety and compliance requirements.
“This collaboration not only marks a significant milestone for Rivus HGV but underscores our position as a trusted industry leader,” said Dave Jones, managing director of Rivus HGV.
TRAFFICNEWS Steeled for success
Glossop-based High Peak Steels has invested in a fleet of specialist delivery wagons as part of its growth strategy.
High Peak Steels is an independent specialist steel stockholder and supplier, serving a range of specialist engineering steel to a number of manufacturing sectors, including automotive, aerospace and renewables.
It has recently commissioned seven Scania P280 Rigid Dropside 18-tonne wagons, bringing its total fleet to 11. The P-series offers low weight, low-height mounted cabs with great visibility and driveability. Scania claims it is its most versatile cab range, suitable for urban and regional operations and well-proven for construction and other demanding conditions.
High Peak MD Mark Thornley says: “Choosing Scania was not the cheapest option. However, when looking at reliability, longevity and employee conditions, they were the most logical choice.
We've run our own fleet of wagons for around 20 years. With our dedication to on time and in full service, we know
only too well the disruption a breakdown can cause to customers and our logistics team, not forgetting the wagon driver as well. The choice of marque was central to our decision as we looked at long term reliability. Of course, for drivers, a premium cab is a major bonus.”
“... the choice of marque was central to our decision as we looked at long term reliability...”
The new vehicles include fully connected telematics, plus six camera systems, live footage and live tracking. The fleet also boasts state of the art adjustable load bearers to help with variable loads and easy access when delivering to customers.
The investment in new vehicles is part of an ongoing programme of capital, estate and material investment at High Peak Steels. The firm has recently
invested in an additional 20,000ft2 of warehousing, enabling them to offer more storage and availability of engineering steels.
Mark continues: “We’re facing increasing demands for tonnage. Many of our customers work on a ‘just in time’ basis for their supply chain, so we need to carry sufficient specialist steel stock to meet a range of demand from our broad client base.
The increased warehouse capacity means that we can carry an increased depth of stock and draw this down for specialist cutting and dispatch. We can also respond quickly to our customers’ demands for a reliable flow of high quality engineering specialist steels.”
The firm has also invested in its warehouse management systems. Mark says: “We reviewed our existing warehousing and have systematically re-arranged our racking systems, as well as our cutting facilities to fully optimise our storage volumes and despatch times.”
For more information on the Scania P280,
WWW.RDR.LINK/VBL001
Super trooper
Festival gigs for Krone
KRONE TRAILER UK
A leading events logistics provider has expanded its trailer fleet with the addition of three Dry Liner box trailers from Krone Trailer UK. Based in Thatcham, Berkshire, FCL Event Logistics provides a diverse transport and warehousing service for music festivals, film production and miscellaneous events throughout the UK and Europe. With demand on the up, the family-run firm needed two high volume Mega Dry Liners plus a
FORD PRO
versatile City Liner for delivery into venues with restricted access.
At a height of 4m, with a slim (130mm) neck, the City Dry Liner box has an internal load height of 2.765m and load length of 11m –suitable for high cube loads, both in the UK and Europe.
For fast and secure operation, the City Liner comes with a cantilever two tonne capacity tail lift which, operated by foot and remote control has a 2.52m x 2.5m aluminium platform, forms a sealed tail gate when raised, thereby obviating the
need for conventional barnor shutter doors.
“The City Liner is an articulated single axle rear-steer and even more manoeuvrable than a rigid,” said logistics manager, Martin Cowie.
For more information, WWW.RDR.LINK/VBL002
Electric workhorse revised
The all-new E-Transit Custom from Ford Pro is now launching across Europe, enabling small and medium-sized businesses to electrify their one-tonne vans.
Developed from the ground up around innovative customer-inspired solutions, E Transit Custom combines advanced electric vehicle technology with Ford Pro’s digital and physical platform of software and services to help
businesses reduce cost of ownership, work more effectively, and simplify the transition to electric vehicles.
Supporting the launch of the new electric model, Ford Pro introduces an integrated home charging solution for
D-Max on the nature trail
ISUZU
Weybridge Isuzu has provided the Surrey Wildlife Trust with an initial pair of D-Max Utility pick-ups to help with conservation operations across the trust’s 5,000 hectares of land. The trust aims to protect and connect wildlife across Surrey, whilst engaging with and inspiring local communities and young people to care for the areas where they live.
The Surrey Wildlife Trust chose D-Max as its companion, with the pick-up’s workhorse pedigree and reliability. The pick-ups offer a suite of off-road features including shift-on-the-fly 4WD, hill start assist, hill descent control and underbody protection for safe off-road travel.
Complete with a payload of over a tonne and a 3.5-tonne towing capacity, the D-Max is suitable for transporting staff
UK construction materials group GRS has added eight new Scania 'Super' tractor units to its national fleet.
businesses – featuring installation of a connected wallbox, management software and maintenance – which will be rolled out across major European markets.
The efficient electric powertrain supports a driving range up to 209 miles (337km)1 and two-year unlimited distance service intervals for enhanced cost of ownership.
For more information WWW.RDR.LINK/VBL003
and equipment to off-road locations, allowing the trust to carry out essential conservation work and maintenance.
For more information, WWW.RDR.LINK/VBL004
Representing a total investment of more than a million pounds, the new 460P configuration trucks have been put straight to work for GRS Building Products, delivering bagged aggregates, concrete blocks and paving slabs to builders merchants nationwide. At the heart of the Super's powertrain is Scania's advanced 13-litre, 6-cylinder inline engine. The 460hp version delivers an impressive 2500Nm of torque whilst setting new standards for fuel economy and technical robustness. The new engine features improvements in combustion and aspiration performance, lubrication and cooling, and turbocharging efficiency, plus a state-of-the-art engine management system. Through “industryleading” emissions controls and a typical 8% fuel saving, the Super apparently sets a “new standard” for sustainable transport operations. It's engineered to ensure more uptime, fewer maintenance stops, and up to 30% longer operational life. With a powerful auxiliary braking capacity of up to 350kW, the Super is also claimed to deliver a smoother and safer drive.
For more information, WWW.RDR.LINK/VBL005
SCANIA
TRAFFICNEWS
Cool running
COOLKIT
Total Foodservice Solutions (TFS), part of the Kitwave Wholesale Group, is taking delivery of five conversions from CoolKit over the next two months.
Since having approached CoolKit to provide its specialist temperature-controlled vans five years ago, TFS has since driven away 22 conversions.
The Clitheroe and Huddersfield-based wholesale catering business specifies a niche build which consists of lightweight multidrop vehicles with multi-temperature compartments and superior twin-evaporator refrigeration unit – featuring one evaporator in the chiller compartment and one in the freezer – as well as a fixed bulkhead with a heavily insulated, lightweight side slab doors.
TFS's fleet consists of three 3.5 tonne gross weight Mercedes Sprinters in both medium- and longwheelbase, and thirteen 5 tonne gross weight vans across both sites which are used for multi-drop deliveries to a wide variety of customers.
For more information,
TORSUS
Torsus has unveiled the next generation of its flagship Praetorian offroad bus. A raft of more than 50 new technical updates and options ramp up the Praetorian’s ability to travel on the toughest terrains and comfortably transport up to 35 occupants.
Star about town
NISSAN
Based on the L2 Townstar, the allnew Townstar Crew Van from Nissan is said to maximise space for both load and people carrying purposes. A fully-electric version of the van has also been introduced. With a 45kWh battery, the electric model provides a range of up to 162m (WLTP combined). Charging options include
Underneath the vehicle’s polymeric exterior body, which features an extreme protective polyurea top coating, sits an extensively uprated chassis and suspension system. The ‘silent blocks’ that support the brackets providing the connection between the vehicle’s Man chassis and the superstructure have been upgraded. The new blocks provide better comfort and articulation and keep road
noise and vibration to a minimum. The heart of the off-road bus is its six-cylinder, 6.9-litre diesel engine, which dispenses 1150NM of torque in a range of 1,200 to 1,750rpm. This unit distributes its pulling power through a Man 12speed Tipmatic ZF AStronic transmission and a heavy-duty 4x4 off-road drivetrain. For more information,
22kW AC mode and rapidcharging 80kW.
Built to address the varied needs of businesses, and to help loaders avoid playing cargo Tetris, the Townstar Crew Van features one of the widest opening doors in its category (831mm), allowing easy access to the interior.
Wates opts for LCEVs
WATES PROPERTY SERVICES
Wates Property Services, part of the Wates Group, specialising in property maintenance and zerocarbon retrofit services, has added 30 all-electric Volkswagen ID. Buzz Cargo vans and 30 Transporter vans to its fleet of maintenance vehicles.
Wates selected the ID. Buzz Cargo to help reduce its fleet emissions footprint, with an electric range of 254 miles that makes sustainable mobility simple, while allowing access to properties in the low and ultra-low emission zones. The all-electric
For those in need of hauling crucial extra loads, the Crew Van also has a payload of up to 730kg for the petrol version (673kg for the EV) and is equipped with towing capacity of 1,500kg with a braked trailer.
For more information
WWW.RDR.LINK/VBL008
van offers a payload volume of 3.9m2 and a maximum loading width of 1.7m, height of 1.3m and length of 2.2m, providing business-ready practicality for Wates and their customers.
For more information, WWW.RDR.LINK/VBL009
RTX REVIEW - XTRATIME
The CVW team headed to RTX to see what was happening, catch up on industry gossip and make new friends. It was a busy three days.
Road Transport Expo (RTX) 2024 saw the crowds heading to NAEC Stoneleigh in Warwickshire last month for the must-attend annual industry trade show. CVW was there and we were very pleased to welcome faces, new and old, to our stand. It was good to talk to some of our readers and even better to sign up some new readers!
Now in its third year, the busy event hosted more than 280 exhibitors, including every major truck OEM, bodybuilders, trailer firms, tanker brands, tyre manufacturers, workshop specialists and much more. There was also an insightful three-day Knowledge Zone conferencecovering topics from the future of truck technology to renewable fuels and fleet compliance – which was free for visitors to drop into during their time at RTX. In addition, a popular Ride & Drive experience was running throughout the show to enable people to get behind the wheel of the latest truck and van models during the event.
“RTX has truly been embraced by the road transport sector and has established itself as key date in fleet operators’ summer diaries,” said Vic Bunby, divisional director at show organiser Road Transport Media.
“The event has grown from strength to strength and, through listening to the vital feedback of our exhibitors and visitors, continues to evolve and remain relevant for the industry.”
He added: “We’d like to thank everybody who supported RTX 2024 and we very much hope the show delivered a great experience for everybody that joined us this year.”
Why not take a look at roadtransportexpo.co.uk for videos of show highlights or take a browse on social media using #RTX2024 to see the sheer scale of the event?
RTX will be back at NAEC Stoneleigh next year from 24-26 June 2025.
WHAT WE SAW?
INTERPUMP:
Interpump Fluid Solutions was at RTX showing its truck PTOs, pumps, hydraulic hoses and fittings. Its latest product is a PTO solution for the ZF PowerLine gearbox seen on 7.5-tonne DAF trucks. The PTO is suitable for 8AP600/800/1000/1200 gearboxes, allowing trucks to be used for vehicle recovery or tipping. For larger vehicles that will be used as road sweepers or concrete mixers, Interpump manufactures sandwich PTOs.
Interpump supplies its products through branches in Australia, Canada, France, Germany, Italy, South Africa, the UK and the US. The company has service centres throughout the UK, which run alongside a fleet of mobile service operators. Its mobile workshops offer 24/7/365 support to replace hydraulic hoses on site using Interpump’s own hose fittings and swaging machines.
HYTORC:
US-based Hytorc showcased its hydraulic torque tool, with the company designing and manufacturing its own torque tooling range. Regional sales manager Nick Drew explained: “We do everything from battery tooling, with transducers, brushless motors, down to square drive hydraulics, pneumatic tooling and manual ‘clicker’ torque wrenches.
”Wheel torquing is an obvious application for our tools. We’ve found historically that a lot of companies are using the manual ‘clicker’ wrenches. There’s a legal requirement in the transport industry that they have to record the tightness of the wheel bolts for liability reasons. We’ve looked at this problem and a lot of it now is categorically paperwork, so they’ll tighten the wheel nuts manually, which is labour intensive, then they have to fill out forms. With our tooling, it’s done electronically, so we can take a lot of the manual labour out of the process and, through our Bluetooth technology, we offer data recording. So, we’re moving it into a paperless system with the latest 21st-century technology.”
KEYTRACKER:
Keeping track of the whereabouts of truck keys can be a headache for operators and workshops. In response, Keytracker showed its lockable cabinet that can house up to 200 keys. Authorised users are issued with pegs with their name or identity number on. To obtain the key they need to insert the peg and twist it; the key is released, but the peg stays behind so the transport or workshop manager knows who has it.
Keytracker also offers the electronic E200 key cabinet, which provides a complete audit trail of who has a key, when it was taken and when it was returned. Access is via a fingerprint, a PIN or a card.
KNORR-BREMSE:
Braking system manufacturer KnorrBremse showed its latest generation of electronic braking systems for trailers at the show. The iTEBS X replaces the TEBS G2.2 with a new trailer platform, adding new diagnostics software. It allows a bolt-on manifold block, there are new electrical connections with HD and SCS connections and a relocating charging valve.
Trailer technical sales manager Gavin Takel said: “This particular model comes in three versions; Eco, Plus and LAC, which, if you want a separate lift axle control unit, will save you on cabling. There’s also a software change to meet R156 –cyber security – we’ve changed our diagnostic platform to suit that and got a new online configuration tool that gives all the control to the trailer builder. Therefore, if there are any changes made to parameters the trailer builder will have complete control and there’s no longer the option to make changes by plugging into the diagnostics.”
GITI TIRE:
Giti Tire’s distinctive black and yellow stand featured two new tyres – the GDR675 for drive axles and theGSR237 for steer axles. Aimed at the long-haul and regional haulage markets, the rubber has been designed to offer up to 20% better mileage and lower rolling resistance than the outgoing versions.
The GDR675 achieves an A rating for noise, B for wet grip and a D for fuel efficiency. It is available in six popular sizes from245/70R19.5 to 315/80R22.5. An innovative directional tread pattern with 3D sipes produces improved mileage, better traction and low noise. The GSR237 achieves an A rating for noise, B for wet grip and C for fuel efficiency. It comes in nine sizes up to 355/50R22.5 for high-load, low-platform applications. The tread pattern was designed for outstanding mileage performance and top label rankings for the segment.
PROMETEON:
Prometeon showcased its first tyres to carry the Prometeon branding – the R02 Pro Trailer – which is designed for maximum versatility and high safety standards on all roads, and in all seasons. With a completely new tread design and an innovative compound, the R02 Pro Trailer ensures low rolling resistance and high durability for optimisation of total management costs. The Prometeon R02 tyre also has a new reinforced casing construction offering an increased load capacity up to 10 tonnes, ensuring high strength and retreadability, even for use with high loads.
Its stand also featured the next generation Serie 02 range of tyres, designed for regional, long-haul, and on/off road applications. Launched in 2022, the Serie 02 is engineered for durability, reliability, and performance, ensuring optimal traction and safety in a wide range of driving conditions. With a focus on innovation and sustainability, the Serie 02 tyres offer cost-effective solutions that maximise efficiency and minimise environmental impact.
BILSTEIN GROUP:
Truck and van parts manufacturer Bilstein Group’s stand demonstrated the vast array of equipment available through its febiPlus brand. The group’s range includes 15,000 parts for vans and 15,000 parts for trucks. It includes everything from headlight washer nozzles to intake manifolds, which are covered by a three-year manufacturer guarantee.
Bilstein Group truck sales manager Shaun Evans told CVW: “Being at RTX was about us explaining just how big the range is and the benefits of our products. febiPlus is what you’d normally associate with being dealeronly parts, but we wanted to show that you don’t have to go to a main dealer.”
TRUCKFILE:
Fleet compliance and workshop management systems specialist Truckfile showed its latest vehicle inspection solution. Truckfile Voice takes a hands-free, eyes-free approach, equipping operators with a headset to complete inspections in the workshop. It is estimated this saves approximately 20 minutes per inspection.
Along with the headset, technicians are supplied with a PDA to take pictures to accompany the report. Truckfile also offers driver safety and licence check solutions and is a DVSA Earned Recognition approved IT supplier.
KELSA:
Kelsa showed its back box solutions, which have a modular design and can be fitted using existing mounting points. Unlike other back boxes that are chassis-mounted, Kelsa’s is cab-mounted so it can be retrofitted to trucks that are already equipped with catwalks. Known for being a lightbar supplier, Kelsa is branching out to supply back box, catwalk, and chassis infill solutions.
Its stand at RTX featured a Volvo FH650 equipped with a heavy-duty specification, with Kelsa’s largest back box unit, paired with chassis infill and lightbars. A DAF XG+ also made its show debut with Kelsa’s unique illuminated signs that can be positioned on the outside of the cab next to the door or on the front of the cab above and below the windscreen. This allows an operator’s signage to be seen at all times of day. A Volvo FH750 completed the trio of trucks on show, which had black powder coated MinibarXL and Kelsa Hibar lightbars.
TIMETO TAKE STOCK OF HVO
Niki Holt, head of commercial at Certas Energy offers expert insight into renewable diesel options like HVO and debunks several of the most common myths surrounding it as a fuel.
With the UK government setting the net zero target of decarbonisation by 2050 for all sectors, many industries are seeking a replacement for traditional fossil fuels to help meet these requirements. One such option is renewable diesel and hydrotreated vegetable oil (HVO fuel) as alternatives, which seem to be gaining in popularity, with Zemo, the low carbon vehicle partnership, estimating that as many as 4000 HGVs are now running on renewable diesel.
Despite this growing use, many myths continue to circulate about the fuel and how well it can perform compared to other alternative fuels and traditional fossil fuels.
MYTH #1
Electricity is the only choice for net zero
Integrating more electrification into vehicles and machinery will be vital to meeting net zero targets, but concerns are holding it back in the commercial space. These key concerns tend to focus on insufficient battery range and a lack of robust and accessible charging infrastructure. Plus, while the vehicles and equipment don't directly produce emissions while running, there will always be byproducts when generating the power, and establishing charging networks can still rely on fossil fuels.
This is where alternatives can provide a solution, as HVO offers significantly lower emissions than traditional fossil fuels and can act as an intermediary between traditional fossil fuels and emission-free electric. While it isn't completely net zero, it's an important step for businesses to reevaluate their carbon footprint.
MYTH #2
HVO and renewable diesel aren't cost-effective
As a premium fuel with benefits over and above standard fossil products, the cost per litre of HVO fuel is currently not the same as standard diesel, although the price gap is expected to reduce as momentum accelerates to achieve GHG emissions reductions and governments consider additional incentives for renewable fuels. It's also worth noting that there are zero 'switch' costs for changing to HVO from standard diesel. Unlike the often-considerable upfront cost of switching to some other alternative energy options, HVO is a straight 'drop-in' fuel.
MYTH #3
There's no value in making the transition yet, as it will disrupt my business
Despite the government's plan for a carbon-neutral future, many businesses may not see any reasonable benefit in making the switch before it's a necessity. But we've already seen legislative changes being passed, such as Ultra Low Emission Zones (ULEZ) and clean air zones (CAZ) around the country to encourage the incorporation of alternative fuels and help push towards better air quality.
This represents only the beginning, and it's likely we'll see more changes and restrictions being introduced that will force a much faster adoption of alternative fuels like HVO. It is an attractive alternative to standard diesel, and it's expected that as more restrictions come into play to support plugging the gap to net zero, getting ahead of the curve and building relationships with supply partners, will help businesses to mitigate risks.
This is made easier by the fact that
modifications to machinery, vehicles, equipment or engines are not requiredmeaning less disruption or downtime in operations, as well as zero or minimal cost to switch, giving businesses a smooth transition between fuels and enabling productivity.
MYTH #4
It's not reliable enough
Reliability is a factor that many businesses deem crucial in making commitments to a newer technology. This is why many may stick with traditional fuels like diesel, due to the stability it offers despite its emissions. However, positive adoption of renewable diesel alternatives is beginning to be seen by an increasing number of businesses across a wide range of industries, including haulage and logistics, construction, public sector, utilities and marine to name just a few.
This shows that investing in alternatives like HVO can help fuel innovation and push it forward as a true renewable option in the future. Plus the reliability of HVO
deliverability within the UK is growing apace. For instance at Certas Energy alone, there's an extensive national network of around 900 tankers, 130 local depots, and a growing network of HVO-stocked highspeed HGV refuelling sites, all supporting a reliable, assured, convenient and competitive supply of HVO to UK businesses.
MYTH #5
It's not suitable for my business due to warranties and OEM approvals
While HVO is a suitable fuelling solution for vehicles capable of all terrains, as well as plant and machinery, a common myth is that it's not compatible with popular original equipment manufacturers (OEMs). This is far from the truth, as most OEMs already have confirmed their approvals of HVO fuel. FOR MORE FROM CERTAS ENERGY,
FUELS, LUBRICANTS & ADDITIVES
CASES CLOSED
Workshop technicians must have confidence that, in an increasingly complex market, the lubricant they select for a particular vehicle really can deliver what it claims.
In 2023, VLS received the highest number of cases since 2015 and passed two milestones, opening its 100th investigation in its 10th anniversary year. The rise in cases reflects the increasing complexity of the lubricants market and the work VLS has done to raise awareness of the importance of lubricant standards.
Under investigation
Several heavy-duty and light-duty commercial vehicle engine oils have recently been investigated, as well as passenger car engine oils, central hydraulic fluids, hydraulic oils, gear oils, transmission fluids and a universal tractor transmission oil.
The 100th investigation, Case VLS010201, concerned Aztec Oils Emprotec UHPD 10W40 Heavy Duty Diesel Oil (HDDO). A complaint was received regarding the product's claims to meet OEM specification RLD-4, which is not known to be generally available in the automotive aftermarket. The named party, Aztec Oils, moved quickly to withdraw the claim against RLD-4, retaining the claim against RLD-3 and amending the
After an influx of cases in its 10th anniversary year, the new chair of the lubricants industry trade body, the Verification of Lubricant
Specification (VLS), Harald Oosting, reports on recent cases relating to HGV and LCV engines and guidance for obsolete heavy-duty engine oil claims.
product's description and technical data sheet accordingly. VLS is content that the product has been brought back into compliance and the case has been closed subject to a six-month review.
Case VLS 010195 was opened in August 2023 after VLS received a complaint alleging that Silverhook 5W-30 Supreme Plus was making erroneous claims, such as Ford, BMW, Dexos, etc., with no supporting manufacturer specifications or numbers. The complainant also alleged that it was unlikely that all the bespoke additive packs for each of these specifications could be included in one oil.
VLS reviewed and upheld the complaint as the claims were not specific and required clarification. Some claims were also mutually exclusive due to the sulphated ash requirements and phosphorous limits of the categories being claimed.
While the named party did respond to the complaint, VLS considered that the response was insufficient, the complaint was not fully resolved, and the investigation was concluded.
Lack of evidence
In May 2024, VLS undertook a six-month review of the case. The technical review panel had concerns about the product meeting the fuel economy requirements of ACEA C2 and ILSAC GF-6 whilst meeting the tough durability requirements of VW 504.00/507.00. Evidence of support for PSAB71 2290 (ACEA C2/C3 based) had still not been provided.
Other inconsistencies in the performance claims were still present, as well as several inaccurate or ambiguous performance claims. Consequently, VLS believed that the product was still noncompliant and reported it to its primary authority partner, Buckinghamshire & Surrey Trading Standards and to SAILEurope under the EELQMS Lubricant Marketer Letter of Conformance for claims made against the ACEA engine oil sequences.
Many other cases have been brought to a successful conclusion. In case VLS010188, an investigation into a Multi UTTO (Universal Tractor Transmission Oil) WB 101, the Named Party, Mannol, retracted claims against John Deere J20D, CNH MAT 3525 & 3526, and Massey CMS 1141 claims and reflected this on the product website and technical data sheet. VLS was satisfied that the product is in compliance at the six month review in June 2024 and the case has been closed.
Out of date
VLS has also recently worked with the European organisation ATIEL to produce guidance on the use of retired claims in the HDDO market. Claims for non-continuing classes/categories, such as ACEA E6, remain valid if they are from the most recent ACEA issue when the category was valid, even though the category does not appear in the current issue of the ACEA heavy duty engine oil sequences.
For example, it is still possible to claim ACEA E6 or ACEA E9 (which have been superseded by new ACEA E8 and ACEA E11 categories) even after 1st May 2024 as it is a retired or obsolete category, but marketers must have a copy of the supporting data for the last available version of the sequences for audit. The lubricant marketer must also be able to meet the ACEA engine oil sequence claimed
in full, even if it is obsolete. Claims must also be supported by the technology provider or additive company.
The lubricants sector is transforming in response to OEM design changes and the need to meet increasing emissions legislation. The strive towards electrification, alternate fuels, Euro 7 proposals, trends towards lower viscosity products, increasing use of biofuels and the need for lubricant compatibility with emission control devices are all having an impact. It's more important than ever that we have a robust, anonymous process that holds producers to account for product performance claims and protects end users.
VLS is confident that the message around compliance is being heard. Lubricant blenders, manufacturers, and distributors alike know that they will be held accountable for ensuring that lubricants are correctly described and can deliver what they claim. But as the industry evolves, we know there is still work to be done to ensure an open and fair marketplace in which end users can have confidence.
GREASE IS THE WORD
Optimising bearing performance is key to a long and trouble-free hub life. BPW suggests there is only one lubrication option to ensure that this is the case. Don’t be fooled by imitations.
When lubricating taper roller bearings, it is important to select the correct grease, one designed to optimise bearing life. The only grease recommended by BPW is ECO-Li Plus grease. ECO-Li Plus is an anti-friction, lithium complex blue grease and can protect and enhance the life of the hub unit and its components. The grease is resilient and can withstand temperatures ranging from -30 to 130˚C, including peak temperatures of 160˚C.
As ever imitation is the most sincere form of flattery but don’t be misled by products that appear to do the job that ECO-Li Plus grease does. In other words beware of counterfeits. There is a range of bearing grease types that are currently available which closely resemble or mimic the appearance of the BPW original. Despite visual similarities, these
counterfeits fall short of BPW’s performance and safety standards and compromise the integrity and functionality of BPW running gear, posing potential risks to vehicles’ operation and maintenance. For fast and efficient servicing, workshop technicians need the right tools. One must-have is the BPW grease applicator kit. Packing taper roller bearings by hand is a messy job at the best of times; using too much grease can result in unnecessary wastage and a time-consuming clean up. On the other hand, using too little grease can shorten the life of the bearings. Neither are desirable scenarios.
“...compact and easy to use, the grease applicator kit extends the life of taper rolling bearings...”
It’s all about the application
The kit contains a base to hold the bearing cone and a closure plate. Fitted to the back of the closure plate is a standard grease nipple to feed the grease through. This clever piece of kit then feeds the right amount of grease to the bearing cone, filling the cavities between the closure plate and the base. Compact and easy to use, the grease applicator kit extends the service life of taper roller bearings, prevents grease waste and decreases the chance of contamination.
By following BPW’s recommendation to use ECO-Li Plus grease, vehicle owners and technicians can maintain the efficiency and reliability of equipment while ensuring a smooth and safe operation.
QUALITY COUNTS
CVW spoke to Chris Clarkson, global technical and procurement officer at Duckhams, about why product quality really matters when it comes to engine oil.
There's a saying that if something sounds too good to be true, it probably is, and it could certainly be applied to the complex, changing world of engine oil. With rapid increases in the costs of labour, parts, fuel and insurance, commercial vehicle operators and workshops are looking to make cost savings where they can. But I would urge caution when it comes to engine oil.
The cost of the oil itself is nothing compared to the cost of downtime if vehicles are off the road.
Using a poor quality oil probably won't result in obvious damage from day one. However, over time, it can cause increased wear to critical parts of the engine. These parts will break down quicker, and fuel efficiency will be compromised. All this creates knock-on costs for commercial vehicles—costs that can be avoided by using the correct, quality engine oil.
Engineered solutions
Engine oils are not just commodity products. They are highly engineered solutions that play a vital role in achieving fuel efficiency and emissions regulation targets, making them a key component in vehicle performance and longevity.
Poorer quality, cheaper engine oil will likely be made from Group 1 or mineralbased base oil from unreliable sources or emerging markets. The additives are unlikely to have been through full development or testing.
By contrast, premium-quality engine oil is made from high-quality materials in a formulation proven through multi-millionpound testing. The base oil is likely to be a more refined Group 2 or Group 3 oil, which gives better stability and thermal oxidation properties. This ensures the lubricant performs well over the lifetime of the oil drain interval, particularly important for commercial vehicles.
“Is it actually approved by an OEM, or just ‘suitable for use’ or ‘meets the requirements of’?”
Engine oil has seen a proliferation of brands, with new products popping up all the time. While they may be cheaper in the short term, they are unlikely to reduce the cost of ownership in the long term. Well-known, trusted brands have been around for decades, developing products to meet the changing needs of the vehicle parc and investing in OEM approvals to confirm their claims. If a product sounds too good to be true, don't be afraid to challenge and check. Ask the supplier to provide technical data
sheets to confirm that the product has the correct approvals. Look closely at the language they use. Is it actually approved by an OEM, or just 'suitable for use' or 'meets the requirements of'? There's a big difference. By investing in OEM approvals, a manufacturer has proven that a product is suitable for the application. The product will have gone through hours of testing at a significant cost.
Go online and check if the brand has registered with European lubricants organisations ATIEL and SAIL-Europe. Any lubricant marketer claiming any ACEA performance standards must be a signatory of the European Engine Lubricant Quality Management System (EELQMS) marketers' Letter of Conformance, even if they are based in the UK and only sell products in the UK. This can be checked simply and
easily at https://www.saileurope.eu/registrations/lubricant-marketers.
You can also contact the OEM or VLS, the Verification of Lubricant Specifications. This independent organisation investigates complaints about engine oils and other lubricants. I have volunteered on the VLS Technical Review Panel for the past three years and have seen first-hand some of the problems when suppliers push the boundaries. It seems to be a growing trend. With margins under pressure, it's tempting to look for cheaper formulations. However, workshops must be confident that formulations are proven, products can deliver what they claim and are safe to use for a vehicle's lifetime. You can find a list of VLS members on their website: https://ukla-vls.org.uk/as well as find out about products that have recently been investigated.
DON’TGETME STARTED
The automotive industry is continuously evolving, with a strong focus on developing technologies that enhance fuel efficiency and reduce environmental impact. Stop-start systems are one such development but they still, even after 20 years of existence, attract distrust and even scepticism. Questions like - does it use more fuel? or does it cause more wear to other components? are commonly asked. Here’s a few answers.
What is stop-start?
Firstly, let's clarify what the main function of the stop-start system is. When driving in cities and towns, vehicles are stationary for nearly 35% of the time (traffic jams, red lights etc), with their engines idling needlessly. The stop-start system automatically switches off the engine when the vehicle is at a standstill and restarts the engine immediately, as soon as the driver lifts his foot off the brake or disengages the clutch, leading to a significant reduction in CO2 emissions and fuel consumption and helping to keep our air cleaner and environment safer.
“... studies have found that stop-start technology resulted in a 5% to 7% improvement in fuel economy...”
On the 20th anniversary of Valeo’s first rotating stop-start system, Stephen Knight takes the opportunity to debunk and dispel some of the common myths surrounding stop-start systems, which still prevail after all this time.
MYTH #1
Vehicles equipped with stop-start use more fuel
There is an older belief that it takes more fuel to restart the engine than to leave it idling. However, this is a myth left over from the days of carburettors. Modern fuel injection systems use a precise amount of fuel injected into the engine for start up, as well as normal operation. There is no longer a significant amount of excess that's left over like on previous carburettor-equipped engines. Engine management is also constantly evolving. Today's advanced engine technologies allow the fuel injection process to speed up the cranking phase and start our engine faster. Studies by Valeo, as
well as other independent research companies such as the American Automobile Association, have found that stop-start technology resulted in a 5% to 7% improvement in fuel economy.
MYTH #2
Vehicles equipped with stop-start cause more pollution
Regardless of how we drive there will always be moments when our van is stationary. As a result, a journey using a vehicle equipped with stop-start that cuts off the engine when stationary will give off fewer emissions than the same journey without one.
A study from the Polytechnic University of Madrid measured the CO2 emissions of
two four-wheel drive vehicles. A reduction of more than 20% was recorded for the vehicle equipped with the stop-start system. Researchers concluded that despite variability in driving style, grade and type of streets, traffic congestion and engine operating temperature: “the vehicle equipped with the stop/start system has intrinsically a lower CO2 emission factor.”
It’s important to note that the EU has a regulation that sets CO2 emission performance standards for new passenger cars and vans (Regulation (EU) 2019/631). The EU fleet-wide CO2 emission targets set in the Regulation for vehicle manufacturers state that for the period of 2020 to 2024 each new van produced cannot exceed 147g of CO2 per km. If the average CO2 emissions of a vehicle manufacturer's fleet exceed its specific emission target in a given year, the manufacturer must pay – for each of its new vehicles registered in that year – an excess emissions premium of €95 per g/km of target exceedance. Because of this, stopstart systems have played a huge role in helping vehicle manufacturers reduce CO2 emission output.
MYTH #3
Stop-start systems wear out your battery
Not many people realise vehicles equipped with a stop-start system have specifically designed batteries which utilise different technologies to standard lead acid batteries commonly found in vehicles without stopstart. The batteries used within stop-start systems are typically either EFB (enhanced flooded battery) or AGM (absorbent glass mat), and these technologies are more suited to multiple start ups.
Not only does the technology inside the battery change on stop-start systems but live data from the battery is constantly communicated to the ECU via the SpyBat sensor. This sensor communicates information such as battery state of charge, battery state of health and battery temperature. This live feed of information allows the vehicle to ensure the battery is kept at an optimal condition as well as having all the information it requires with regards to ensuring enough power is available for the restart phase. This ensures the battery is kept healthy for the duration of its life.
MYTH #4
Stop-start systems damage your engine
It is commonly perceived that starting the vehicle multiple times will cause damage to the engine, this perception is based on the principle of starting the engine from cold. When the engine is started for the first time, the engine oil has settled within the oil sump. It therefore takes time for the oil to circulate throughout the engine and lubricate the necessary components. When starting from cold the oil also needs time to increase its temperature and reduce its viscosity in order for it to circulate with ease. With stop-start systems after the initial start up the time that the vehicle would shut down for during a stop/start phase is minimal and certainly not enough time for the engine oil to dramatically reduce the temperature or drain into the sump. The oil temperature and engine temperature are also monitored by the ECU and should there be any reduction in temperature to the point where it may cause an issue, the
system will not allow the vehicle to stop, or should it be in the stopped phase, will activate the start up procedure.
The system constantly monitors various signals through the engine management system and will only allow the stop-start function to operate when all of the parameters which are pre-set by the manufacturer are met.
MYTH #5
The constant stopping and starting wears the starter motor faster
On stop-start systems that still require a starter motor it is first important to understand that conventional starter motors do not comply with stop-start cycling features. Technology such as the Valeo ReStarter (reinforced starter) have been developed to support extended life cycles and be reinforced to interface with the engine’s flywheel.
Conventional starters are designed to withstand on average 50,000 cranking cycles in their lifetime. By comparison, the Valeo ReStarter is mechanically reinforced to achieve 300,000+ cycles. In addition to pure cycling resistance, the ReStarter has improved internal electronics that gives it a higher power efficiency. This allows for a quicker, more efficient start which improves driver comfort and limits battery voltage drop during the cranking phase.
Stop-start systems - conclusion
There’s no doubt that stop-start technology reduces CO2 emissions and help protect the environment. In the pursuit of eco-friendly and fuel-efficient solutions, stop-start technologies such as Valeo’s StARS have emerged as pivotal innovations. With advancements in stop-start technology now making impacts on mild hybrids (48v systems), vehicle manufacturers are using the technology more and more as we enter the realms of electric vehicles to produce more environmentally friendly vehicles. For the foreseeable stop-start is here to stay!
TURNON THE GAS
Dr David Phillips, engineering director, Eminox explores the feasibility of hydrogen powered vehicles supporting the net zero transition for commercial vehicles, and what users, owners and operators could expect.
The commercial vehicle sector is once again undergoing a period of considerable change. A recent announcement by the Council of the EU cited that Euro 7 emissions legislation will be introduced from 1st July 2027 for heavy duty vehicles, and 1st July 2025 for light commercial vehicles and cars.
These revised regulations have tightened emissions standards pertaining to particulate matter and NOx, and, to ensure compliance, more rigorous testing will be introduced for each vehicle category. Yet, whilst the latest Euro 7 regulations are expected to remain for around a decade or so, how is the industry preparing for the move to alternative fuels, particularly hydrogen?
The primary benefit of transferring to hydrogen powered vehicles is fleets will no longer be reliant on fossil fuels and it will help vehicle owners and operators comply more easily with the increasing number of
Low Emission Zones, both in the UK and Europe, as well as meeting their own ESG targets. This is because hydrogen generates less emissions, although an exhaust aftertreatment system (EATS) would still be required due to the generation of NOx.
Yet while the environmental benefits are tangible, it is also important to understand the challenges we currently face. Perhaps the most significant in using hydrogen as a fuel source is the infrastructure required to support this switch.
This infrastructure would encompass the manufacturing, storage, and distribution of the fuel. With hydrogen typically taking up thirteen times more space than diesel and being highly volatile, it would require a coordinated, multi-stakeholder strategy to create a gas refuelling spine to facilitate this.
Close to zero
It’s also useful to understand that hydrogen would not be the only fuel source required in the transition from fossil fuels. Already we are seeing electric used for last mile delivery fleets; coupled with hydrogen for longer haul journeys a new way of transportation that moves us close to net zero, could be established. As part of that net zero journey, it’s important to note that
hydrogen powered vehicles will undoubtedly meet global emissions standards, however there is still a requirement for an exhaust aftertreatment system as hydrogen fuel still produces NOx although at lower levels than diesel.
Much simpler systems than their fossil fuel counterparts, the most significant change to the system is the removal of the diesel particulate filter (DPF) as hydrogen produces only a very small amount of particulate from air and oil.
However, because there is no carbon in the system, exhaust gases have a higher percentage of water which can have a negative effective on engine performance and longevity. That said, hydrogen is still a hugely viable option for vehicle power and to ensure global emissions standards continue to be met and vehicle performance maintained.
A hydrogen powered vehicle works in pretty much the same way as a dieselpowered vehicle in that the vehicle has an internal combustion engine, it is merely the
fuel source that is different.
Torque and performance is expected to be comparable, however refuelling will likely need to take place more often due to the high volume of hydrogen.
The best solution for hydrogen manufacture would be to produce green hydrogen; excess green energy from renewable sources such as wind, solar and tidal and that can be electrolysed to make hydrogen. This is the most efficient energy storage vector for creating hydrogen; ideally there would be enough surplus energy generated to facilitate hydrogen production.
A real alternative
This is preferable over grey hydrogen generated from natural gas or methane through a process called steam reforming which produces greenhouse gas (GHG) emissions and blue hydrogen which during the steam reforming process, a high proportion of carbon generated is captured and stored underground.
Critically, it’s about creating the right type of hydrogen to truly make the transition to hydrogen powered vehicles, and make a step in the right direction in our net zero journey.
In conclusion, hydrogen is a very real alternative to diesel and realistically we could expect to see hydrogen engines and exhaust systems integrated into mainstream vehicles within the next 20 years.
It will largely depend on government directives to ensure the infrastructure is available however, with engine manufacturers and emissions reduction solutions already in place there will most likely be lobbying from third parties to drive forward that transition.
This is because, integrating hydrogen as a fuel source into our commercial vehicle network is an essential part of reaching net zero targets set by the UK Government which aims to see the UK emissions free by 2050.
The expertise that Eminox has regarding vehicle emissions legislation and compliance, and its range of real world tested, market leading type approved products, makes them the ideal partner for vehicle owners and operators looking for alternative fuel sources and continue to achieve the required emissions standards.
BE SELF AWARE
BPW says its LL self-steering axles are compliant with new longer semi-trailer regulations and paving the way for safer and more efficient transportation.
When the Department of Transport (DfT) announced new legislation changes in May last year that permitted longer semi-trailer (LSTs) combinations - with a maximum length of 18.55m – the move was intended to support the government’s drive for further economic growth, emission reduction and strengthening supply chains. The introduction of LSTs was designed to facilitate the transportation of larger quantities of goods, resulting in a reduction of 8% fewer journeys than current trailers. This was expected to generate £1.4 billion in economic benefits and take one standard-size trailer off the road for every 12 trips, further contributing to enhanced logistics and environmental sustainability. Vehicles which use LSTs are subject to the same 44-tonne gross combination weight limit as those using standard trailers. These new vehicles are also expected to cause less wear on the road than conventional trailers due to the type of steering axles used.
Greater efficiency
The move followed an 11-year trial, confirming the well-established benefits of increasing vehicle capacity: reduced costs, estimations of saving 70,000 tonnes of CO2 from being released into the atmosphere and a reduced number of trailers on our roads. After an active involvement in supporting the trials, BPW welcomed the approval which demonstrates the improvement in transport efficiency that can be achieved with the right technology.
Benefits
With its unique capabilities, the BPW LL self-steering axle not only enables compliance with the new LST regulations but also delivers substantial environmental, and economic advantages providing an advanced and intuitive system that offers enormous benefit to the industry. The simple passive steering components enable automatic, load-dependent control.
The performance characteristics of the LL self-steer axle have been well documented: these include enhanced manoeuvrability, lower fuel consumption, lower tyre costs, and reduced stress on the chassis. The benefits are simply achieved: the self-steering axle operates without the
need for power-assisted steering control stabilisers. It is automatically controlled according to the load being carried, and because the design itself is so simple, the number of individual components required is low. This saves weight and reduces installation and maintenance costs.
Manoeuvrability
Conventional active and control steering axle designs require steering stabilisers powered from an external source – this is not the case with the BPW self-steering axle. The axle beam and axle stub are connected to corrugated thrust bearings mounted under the kingpin assemblies. When driving straight (zero position), the corrugations in the thrust washers keep the
wheels on track, while the vehicle’s weight is used to keep the washers in contact providing load-sensitive damping and ensuring optimal performance.
LL stands for ‘load-dependant steering stabilisation’ and it describes the unique functional principle of the BPW self-steering axle. The axle has been designed with a selflocking facility when reversing. Unlike other systems, as soon as the trailer begins to move backwards, the steering mechanism is locked in the straight-ahead position. Forces acting on the tyres when cornering are distributed more evenly. As a result, it has been shown that the life of the tyres on the front axle increases by up to 50%, while those of the rear axle can increase by as much as 70%.
The LL self-steering axle shows off its strengths particularly thanks to its greater manoeuvrability on corners and when making turns, leading to more straightforward vehicle handling, less tyre wear and lower fuel consumption – over a distance of 100,000km that adds up to as much as 1,000l of fuel saving and more than four tyres per vehicle - just work that out for your entire fleet!
Compliance
According to the DfT, operators are legally required to ensure the implementation of appropriate route plans and risk assessments that account for the unique specifications of LSTs.
Alongside these newly imposed legal requirements, operators are also be expected to conduct extra safety checks including driver training and scheduling, record keeping, training for transport managers, and proper loading practices of LSTs. With the ever-increasing demands placed on fleet managers, it is essential to have a solution that optimises efficiency
and prioritises safety and sustainability. BPW LL self-steering axles provide a reliable and efficient solution, ensuring compliance with new laws governing longer semi-trailers. By incorporating these axles into fleets, managers can optimise their operations and maximise load capacity while remaining fully compliant.
Better by degrees
The BPW LL self-steering axle is available with steering angles of between 12 and 27˚, with the latter being suited for longer semitrailers. Based on the proven beneficial principles of their existing self-steer, this additional angle of steer enables allocated licence holders of 15.65m trailers to consider a self-steer axle, with no sacrifice of payload capability, against a more costly and heavier active or command steer system on their trailers.
THE CURTAINS GOING UP
Lorry tension curtains are big business and Structureflex is one manufacturer that sees a bright and colourful future equipping the UK’s HGVs with this important and flexible bit of kit. CVW spoke to Paul Reeve, its managing director.
QWhy has there been such an increase in demand for lorry tension curtains?
PR: Demand has risen and stayed high because of a consolidation in suppliers and increasing awareness in the power of lorry tension curtains for marketing.
A number of our fellow suppliers have ceased trading because they weren’t in a position to offer what was required. Service, quality and value have become more important than ever as more operators invest in their fleets.
The majority of curtains we supply are liveried, either with the operator’s brand or the brand they’re working with.
Manufacturers and retailers increasingly ask hauliers to brand their trailers and vehicles accordingly. These vehicles do tens or even hundreds of thousands of miles each year and they value the opportunity to get their names out there! With our investment in technology, we can not only produce brighter, clearer and longer-lasting lorry curtains but assist with matching rear door and cab decals too.
QWhat are the most common types of trailer/curtain combinations?
PR: We’ve been producing lorry tension curtains since 1970 – one year after they were first introduced – and are producing a great variety of shapes, sizes and applications than ever before.
We supply a wide range, including welded fixed strap style and pocket strap style, for everything from small rigid vehicles to large step-deck trailers.
An increasingly popular option is our Smoothside buckle-free system, principally because its clean lines help branding stand out. We also offer the Re-flex system and Adaico’s Ada-slider.
There is also rising demand for insulated tension curtains for temperature sensitive loads and anti-vandal security mesh options to ensure everything arrives untouched.
We also manufacture coil carrier covers and rollover sheets.
Q What is the typical turnaround from order to delivery?
PR: The typical lead time is four to eight weeks, often dependent on whether it is a replacement, new vehicle or fleet rebrand. Many customers will provide us with all the necessary dimensions and artwork. Others may ask us to take measurements and work with them to choose the right type, colour, livery, wear band positioning and other specifics.
We’re always working hard to keep lead-times as short as possible. We’ve recently made significant investments in technology, including grand format digital printers and extra-long high-frequency welding equipment which enables them to produce curtains up to 16m long with greater ease.
We stock around 60 different colours of thermoplastic reinforced fabric. Our design team can provide visual mock ups and print samples so we can ensure colour matching with existing branding.
Q Does a curtain require specialist fitment or can a workshop install them?
PR: Many workshops do fit their own. It’s not complex but it does take experience to ensure there are no creases when it is tensioned. For those who need assistance, we have several partners across the UK who can fit curtains on-site.
Q What are the maintenance requirements to ensure the longest life from lorry tension curtains?
PR: To keep curtains looking their best, they should be washed regularly, ideally with a soft brush and traffic film remover. Rollers, buckles and curtain poles should also be checked for ease of operation.
Beyond that, the life is mostly dependent on the quality of the curtain, which is why we use hard wearing materials and the latest printing and high frequency welding technology.
About Structure-flex
Structure-flex is the UK’s largest producer of lorry tension curtains from their operations in Norfolk. As well as independent hauliers, they supply some of the biggest fleets and most recognisable brands in the UK.
DON’T LOSE YOUR COOL !
Highway Automotive explores CV cooling radiator failures, what causes them, what to look for and what to do.
Engine cooling is a vital requirement for all internal combustion powered commercial vehicles and it is typically achieved with the use of a liquid coolant that is circulated around the engine via a closed system. The coolant gets hot as it absorbs the heat generated by the engine as it flows around its water jacket and is subsequently cooled by passing through a radiator. Therefore, any problems with the radiator can have catastrophic consequences on the engine and the overall reliability of the vehicle.
There can be several reasons for radiator failure, but generally they are caused by external factors rather than because the radiator itself is defective. However, whatever the cause – coolant leaks, restricted flow etc. – the result will significantly affect engine operation and may lead to its failure.
COMMON
RADIATOR PROBLEMS, SYMPTOMS AND ROOT
CAUSES
Corrosion: leaks and restricted coolant flow
Aluminium powder and rust deposits at the radiator header plate, inside the radiator or at the inlet and outlet are likely to be caused by either the improper coolant, i.e., tap water/dirty water, or reused antifreeze. In addition, mixing different kinds of antifreeze, or not having
the correct coolant mixture can also have similar consequences. External corrosion can also be a problem in areas subject to high levels of saline in the atmosphere, such as in coastal regions, or where there is a high use of road salt.
Debris/deposits inside tubes: leaks and
restricted coolant flow
Contamination such as scale, jelly-like substances or other debris/particle concentrations inside the coolant channels can again be caused by using the wrong coolant or coolant mixture but can also be because of a failure to flush or improper flushing of the system prior to radiator replacement.
Surface
soiling: insufficient heat exchange
If the surface of the radiator is covered by contaminants, the air flow through its fins will be restricted and this will reduce its cooling efficiency. Likely causes include a lack of general vehicle maintenance, prolonged periods when the vehicle has not been used, oil/coolant leaks that cause the surface to become sticky and so attract debris/contaminants that cannot disperse during the normal use of the vehicle.
Electrolysis: leaks and restricted coolant flow
Visible white powder inside the radiator or at its header plates, or greenish colours around fins and tubes can be a result of a fault with the vehicle’s electrical system causing a current to affect the cooling system by initiating an electrochemical reaction.
System over-pressure: blown or burst tanks/radiator tubes
Visible bursts or deformation of the radiator or related parts can be caused by a defective radiator cap, restricted flow within the expansion tank, a blown engine head gasket or improper coolant (its boiling point is too low) and are likely to result in coolant leaks.
Broken radiator threads
Leaks/loose couplings within oil cooler fittings (if integrated with the radiator), coolant sensor sockets, drain plugs can be caused by screw threads that have been stripped or damaged due to careless or improper service. This will naturally lead to coolant leakage.
Mechanical damage: broken/bent tubes or cracked tanks
Visible surface or element damage can result in restricted flow rates and coolant leaks and are often caused by careless handling during transportation, or because of a collision with another vehicle or some other unyielding object.
Recommended solutions
Inspect the radiator surface, cap, expansion tank and ducts on a regular basis. Use solely the coolant specification/coolant mixture prescribed by the vehicle manufacturer.
Before installing a new radiator, a thorough inspection to establish what caused the previous part to fail is required for the root problem to be identified beforehand. Once that objective has been achieved, the following specific actions must be undertaken:
■ the entire cooling system must be flushed ■ inspect the vehicle’s electrical system and make sure the cooling system is not exposed to/in contact with a faulty current
ABOUT HIGHWAY AUTOMOTIVE
For more than 15 years, Highway Automotive has been honing its expertise in the manufacture of heating, cooling, and efficiency system replacement parts for the truck, bus, construction and agricultural sectors. The company's deep understanding and comprehensive knowledge has allowed it to constantly exceed customer expectations and to be not only the first-choice brand, but also the only one needed.
■ inspect the radiator cap, expansion tank and ducts, and ensure the engine head gasket is intact
■ inspect the oil cooler connection (if applicable) and make sure the oil circuit is not over-pressured
In addition, always handle the replacement radiator with proper care. It is fragile and elements such as its mounting brackets, inlet/outlet and drain plugs, which often stick out, can easily get broken in transport or during the installation process.
WHAT'S NEW?
MORE POWER TO YOUR ELBOW LASER TOOLS
Designed to loosen stubborn or corroded fixings with ease, the ½ in drive power bar set from Laser Tools includes a 600mm non-ratcheting power bar with a flexible head, three single-hex sockets (17mm, 19mm, and 21mm) and a 125mm long socket-extension bar.
Each component is crafted from durable, shock-resistant chromevanadium steel and finished with polished chrome for added resilience and a sleek look. The replaceable power bar head has an anti-corrosion black phosphate finish.
With strength that surpasses DIN 3122 standards, the power bar can achieve a breaking point of 80kg-m, equivalent to 784.815Nm.
WANT TO KNOW MORE?
WWW.RDR.LINK/VBL019 GOTO
BUDGET AIR LINE MANN-FILTER
Mann-Filter has expanded its range of high-quality air dryer cartridges from three to four types, each designed to meet different needs, with an extra budget model.
The line-up now includes a white cartridge, offering a straightforward solution for basic air-drying needs. It is particularly suited for applications requiring minimal compressed air, such as long-haul operations where dry compressed air is crucial. This cartridge uses less compressed air, which leads to reduced wear on the compressor and minimal oil carryover. With its effective molecular sieve, this cost-effective option is fully adequate for most needs.
Additionally, there is a black cartridge designed for optimal drying performance, a silver cartridge that includes a coalescing filter to better protect systems from harmful oil droplets, and a golden premium version. The premium cartridge features extra stages of drying and enhanced oil separation, providing the best protection under the most demanding conditions, the company says.
WANT TO KNOW MORE?
WWW.RDR.LINK/VBL020 GOTO
LOOK NO LEVERS! ROTARY
THREE FOR THE PRICE OF ONE SEALEY
Sealey has unveiled its versatile MW160BC inverter, a three-in-one device that enables users to MMA weld, charge batteries, and jump-start vehicles. This compact powerhouse boasts a 160A MMA welder, a 30A battery charger, and a 200A start function. The MW160BC can MMA weld various rods, including rutile, basic, and stainless, with diameters ranging from Ø1.6mm to Ø4mm. It features an LED display, thermal cut-out protection, antistick, arc force, and hot start functions. Weighing just 5kg, this ultra-compact inverter is lightweight and easy to use.
In charging mode, the MW160BC supports VRLA (lead acid), GEL, AGM/EFB, and leisure batteries on 12V and 24V systems. The kit includes a 1.6m 16mm² cable with an electrode holder, a 1.4m 16mm² earth clamp and cable, 1m 200A charging clamps, and a 1.8m power cable.
WANT TO KNOW MORE?
WWW.RDR.LINK/VBL021 GOTO
According to Rotary, the Kendo.Evo leverless tyre changer will improve both efficiency and safety in workshops.
It offers a large storage area that operators can reconfigure to suit their specific needs and workspace layout, while the frame is rounded so there are no corners to worry about while moving around the machine.
For ease of use, the Kendo.Evo displays all machine functions with easy-tounderstand symbols, streamlining the workflow and reducing setup time.
The machine includes a patented, scratchproof mounting head that prevents rim and tyre damage during operation. An innovative grip plate features a floating movement for quick and effortless locking of the tyre, aided by an easily positioned centering cone.
Additionally, proximity sensors on the Kendo.Evo automatically initiate the radial movement necessary for breaking the tyre bead, simplifying the process.
WANT TO KNOW MORE?
WWW.RDR.LINK/VBL022 GOTO
MONITOR SEES MORE BRIGADE ELECTRONICS
Artificial intelligence is now enhancing the Backeye 360 blind spot monitor developed by Brigade Electronics, boosting safety by detecting humans in a vehicle's blind spots.
This advanced AI integration improves the monitor's capability to assist drivers during complex manoeuvres by providing a seamless 360˚ view of their surroundings. It does this by merging feeds from four cameras around the vehicle into a single comprehensive 'bird's-eye view', displayed in real-time on a monitor inside the cab.
The system's high-definition imaging delivers a crystal-clear 360° view, ensuring no detail is missed. For manoeuvres requiring precise spatial awareness, such as reversing, the system offers a 3D viewing option that sharpens the definition and quality of the visual feed. Brigade's AI-enhanced 360 camera system is designed for straightforward setup, featuring an automatic calibration process that simplifies installation. It is also engineered to work seamlessly with Brigade’s existing range of HD monitors and digital video recorders, ensuring broad compatibility across a variety of vehicle types and applications.
WANT TO KNOW MORE?
WWW.RDR.LINK/VBL023 GOTO
SAFER SNIPPING LASER TOOLS
Using snips to cut nylon cable ties can mean accidentally damaging the surrounding components or bundled wires so Laser Tools have brought out cable tie removal pliers.
Their jaws slip neatly under the head of the cable tie, so the lower portion protects the materials beneath while allowing a clean and effortless cut to quickly remove the cable tie. The pliers have spring-loaded cushion-grip handles measuring 178mm long that can be locked.
WANT TO KNOW MORE?
WWW.RDR.LINK/VBL024 GOTO
HEADTORCH NEEDS NO SWITCH LUCECO
Using the latest LED filament technology, Luceco has created a lightweight, long-lasting wide angle head torch.
Featuring two inbuilt LED torches on the band for focused spotlight and full wide beam illumination, the flexible head torch incorporates motion sensor capabilities so it can be safely turned on and off without needing to down tools or repeatedly find and touch the switch.
Light and non-slip, the flexible head torch will stay in place whether it is on a safety helmet or the head.
WANT TO KNOW MORE?
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DISCONNECTING A DODDLE LASER TOOLS
Specifically designed for Knorr-Bremse EBS modules, the trailer-connector removal tool kit from Laser Tools comprises three tools for easing apart 2, 4, 6 and 12-pole electrical connectors on the trailer module, together with a tool for loosening the bayonet nut on the power supply connection.
This type of module is notoriously difficult to remove without damage yet, according to Laser Tools, it should be a doddle using this kit, which is slim so it can be used more easily in tight areas. Manufactured from robust and hard-wearing steels (S45C, SS400 and SS41), all three tools are black phosphate finished for corrosion resistance and have vinyl-dipped handles for a better grip.
WANT TO KNOW MORE?
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DIGITAL DIGEST
JUNE’S
TOPFIVE
3 1
business tips; it’s an invaluable source of information right at your fingertips. This month, CVW’s Freya Coleman, rounds up the most read articles on the website from the past month.
1 GET IN LINE!
Kicking off this month’s list is Tom Coad at AES UK arguing that correct wheel alignment on trailers can prolong tyre life. This is especially relevant as it is predicted that over 50% of trailers on UK roads are out of alignment, so worth a read.
WWW.RDR.LINK/ VBL027
2 DECISIONS, DECISIONS
Apparently CVW ’s online audience couldn’t get enough of AES’ Tom Coad as he also occupies the second spot this month. In his second article, he offers some guidance on choosing the right wheel aligner for your business.
WWW.RDR.LINK/ VBL028
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3
ARMED WITH THE RIGHT TOOLS
Third off the rank is this insight from Northside’s apprentices about how Milwaukee tools are making their lives easier in the workshop by increasing productivity, reliability and efficiency in their work routines.
WWW.RDR.LINK/ VBL029
5
4
TRADE SHOW PREVIEW
Whilst the show has now been and gone, our preview of the Road Transport Expo (RTX) at the NAEC Stoneleigh showground proved popular on our website, covering what visitors should expect to see at the show – and they did!
WWW.RDR.LINK/ VBL030
5 AGM BATTERIES?
Rounding off this month’s list is Ecobat Battery, weighing up whether it’s time to move to AGM batteries for heavy duty applications. To find out all about what the company thinks and its in-depth explanation, make sure to follow the link below!
Here is a useful summary of all the adverts that appear in this
