Commercial Vehicle Workshop June 2021

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The trade magazine for servicing and repair professionals

COMMERCIAL

VEHICLE WORKSHOP JUNE 2021

IN SHORT SUPPLY Examining how par ts supply has been af fected by the events of the past year

Also in this issue…

■ Correcting an immobiliser fault on a DAF CF MX11 ■ Part four of Bosch's 'KTS Made ESI' series ■ Helping workshops go green ■ Win a wireless AC test tool!

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CONTENTS

Volume 18

Issue 6

REGULARS 5

Viewpoint

13 Business & Training

6

News

46 A-Z of Batteries

11 Tech Tips

48 What’s New?

SPECIAL REPORT 16 Supporting CV workshops to transition to 'green' alternatives

14

AXLES & SUSPENSION 18 Key criteria to consider when investing in a new wheel alignment system 20 The importance of correctly maintaining the suspension bush 22 Tightening torques for SAF air suspension systems 23 Maintenance advice for Jost’s DCA trailer axle series 24 The retrofit chassis solution for every LCV application

DIAGNOSTICS 26 How to avoid frustrating and misleading ghost faults 28 Identifying and correcting an immobiliser fault on a DAF CF MX11 Euro VI

24 43

30 The benefits of incorporating security management into diagnostics software 32 What to do with the information gained during a diagnostic test

PARTS – AVAILABILITY VS. QUALITY 35 CVW reports on how parts supply has been affected by the events of the past year

DISTRIBUTOR SPOTLIGHT 40 How one company has become one of the UK’s largest parts suppliers 43 The parts management system that has revolutionised workshop efficiency

COMPETITIONS 47 Win a wireless AC test tool from Nissens!

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

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

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

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

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SUPPLY AND DEMAND

‘’W

ith a fragile supply chain still subject to risk of disruption and ongoing COVID restrictions, there is some way to go before we can say business is back to normal.” The words of the Society of Motor Manufacturers and Traders (SMMT) Chief Executive are particularly apt for this issue.

Mike Hayes was discussing the LCV market’s busiest ever April when he made this remark – an unquestionable positive to focus on as we move forwards – but the fragility and uncertainty surrounding parts supply in the wider commercial vehicle industry takes centre stage this month in CVW. It may not seem like it, but it is the five-year anniversary of the EU referendum this month. The UK eventually followed through on this vote at the end of last year, only avoiding a ‘hard’ Brexit at the eleventh hour. It was the last-minute nature of this deal that has left supply chains reeling. The true knock-on effects, however, are yet to be fully realised.

This is partly due to the decision by the SMMT to introduce new import controls in three stages up to 1st July 2021. This was to allow traders and hauliers time to adjust to the new processes, as it enables businesses to avoid completing new import declarations for up to six months, unless they are moving controlled goods.

Therefore, this is the last month that these measures are in place. A necessary buffer to allow companies to adapt, but it has meant we have not operated in “normal” conditions up until this point. So, how has the CV industry been affected so far? And how is this set to develop as we go deeper into 2021 and beyond?

On page 35, we take an in-depth look into the current state of parts supply.

Something that highlights the delicate nature of the situation currently is that, when contacted for inclusion in this feature, some companies elected to abstain from getting involved. Whilst the picture is still unclear, we walk you through exactly how companies prepared and how this can inform your decisions moving forwards.

Exploring a similar theme, we have an interview with Neil Ebbs, Managing Director of MAHA, discussing the impact of both Brexit and COVID-19 on the company (page 14). Elsewhere in the issue, we focus on Axles & Suspension, Diagnostics, and our new feature Distributor Spotlight. In this new feature, we hear about a parts management system that is benefitting a workshop’s efficiency (page 43), and this same distributor gives us a view from the other side of the fence in our parts supply report.

It is clear that parts suppliers are preparing themselves for future uncertainty, so workshops and hauliers alike are within their rights to have lingering questions. We will do our best to update you on this situation as it develops.

Enjoy the issue and have a great month,

Cian B rittle 9,572

Editor

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

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NEWS ©bluedesign/AdobeStock

Ben invites automotive people to participate in health & wellbeing survey Ben has launched its Annual Industry Survey 2021 to ask the automotive community about the health and wellbeing challenges they have faced in the last 12 months, including the impact of the Coronavirus pandemic.

This is the fourth time that Ben has run its survey, which offers valuable insights to enable the charity to continue providing relevant support and services to automotive people in need. The results of the survey also help identify any additional services or support that automotive people think the charity should offer in the future.

Ben is urging those who work, or have worked, in the automotive industry to take part in its survey which asks a range of health and wellbeing questions. Ben is also asking automotive industry employers to share the survey link with employees to encourage their people to take part.

The last survey results revealed: ■ 93% of respondents had been affected by a health & wellbeing issue in the last year ■ That self-reported mental health and workplace issues are more prevalent in the automotive industry versus the rest of the UK employed population.

This included anxiety (56% vs. 45%), stress at work (50% vs. 41%), depression (40% vs. 31%), and pressure to meet targets (31% vs. 20%).

Ben has also launched a digital mental health and wellbeing platform called SilverCloud, which can support people to better manage their mental health and wellbeing.

To take part in the survey,

DVSA issues new tyre advisor y after 10-year-old tyre ban Since the introduction of the ban on 10year-old tyres, DVSA has been issuing a new advisory on some annual test (MOT) certificates.

These advisories are different to where a date code is missing or damaged, which will still be a failure at annual test (MOT) on a steered front axle.

Advisories are used for two reasons:

Removing roadworthiness prohibitions In other news, from 1st June 2021, any prohibitions for testable vehicles or trailers that are not cleared at the roadside will be referred for a DVSA prohibition removal inspection at an ATF. The temporary measures were put in place when vehicle testing was stopped because of COVID-19. These are being removed now that the service has recovered to a point where the majority of prohibition clearances can return to physical inspections.

If the vehicle is being used with a certificate of temporary exemption or the annual test certificate is over six months old, the vehicle will be referred for a full removal inspection. A new annual test certificate will be issued with the removal notice once a pass result is achieved.

Vehicles with an annual test certificate less than six months old will be referred for a partial inspection, where a removal notice will be issued. Prohibitions issued for an annual test dangerous fail or police issued prohibitions will be removed through the usual process of a DVSA inspection at the ATF. The DVSA remote enforcement office will still process remote prohibition removals for notices which were issued before 1st June 2021.

■ To tell the presenter that a component is close to becoming defective ■ To make a note for both DVSA and the presenter that the item was not able to be assessed during the test When the item cannot be assessed on test The second scenario can happen when DVSA’s Vehicle Standards Assessors (VSAs) are unable to gain access to read the fourdigit date code on the tyres, as part of a twin wheel set up on a heavy vehicle.

Some operators have been concerned about this advisory and what it might mean for them. DVSA wants to reassure operators that this advisory: ■ Does not reflect poorly on the operator ■ Does not affect the roadworthiness status of the vehicle ■ Does not affect the Operator Compliance Risk Score (OCRS)

WWW.RDR.LINK/VAB001.

The advisory is a reminder to the presenter or operator that they need to be confident in their tyre management system.

Your tyre management system should mean that you know the age and legality of all your tyres and take appropriate action where needed.

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ACEA launches new 2021 sequences for light-duty vehicles

UK electric bus fleet set to be largest in Europe by 2024

According to the European Automobile Manufacturers’ Association (ACEA), the new sequences have been published in order to address engine developments that are being driven by a combination of regulatory and performance needs, complemented by necessary test maintenance requirements.

The UK is set to have the largest electric bus fleet in Europe by 2024, with the number of buses projected to grow by close to 180% from approximately 1,000 to 2,800 vehicles, according to forecasts by Accuracy, an independent advisory firm.

The ACEA sequences identify relevant performance standards for lubricants specifically tailored to the European market.

Lubricants marketers have been blending to ACEA sequences produced in 2016, but after work began in 2018, the new automotive engine oil sequences for lightduty vehicles have now been released.

Andrew Goddard, Chairman of UK independent trade body for lubricants the Verification of Lubricant Specifications (VLS), commented: “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 Pre-Ignition.

“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. They also withdraw legacy engines that are no longer representative of the overall market.”

New claims can already be made against the 2021 oil sequences, which will become mandatory for all new claims from 1st May 2022 onwards.

The lubricants industry still awaits the 2021 sequences for heavy-duty engines, which ACEA expects to publish no earlier than June 2021. 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.

The number of urban electric buses in the UK has been boosted by investment

by Transport for London (TfL). At the beginning of 2021, TfL’s fleet featured more than 400 buses fully powered by electricity. This included the UK’s first full routes serviced entirely by electric double decker buses.

In January, the Department for Transport announced Coventry and Oxford are set to become the UK’s first all-electric bus cities, replacing up to 500 buses across the two cities.

Initiatives such as this are helping UK cities build up their fleet of electric buses faster than others in Europe. ©Elnur/AdobeStock

Daimler Trucks begins rigorous testing of fuel-cell truck Daimler Trucks is focusing on hydrogenpowered fuel-cells for the electrification of its vehicles for flexible and demanding long-haul transport, aiming to achieve ranges of up to 1,000km and more without any stops for refuelling.

According to the company’s development plan, the vehicle will be tested on public roads before the end of the year. Customer trials are scheduled to begin in 2023. The first series-produced Mercedes-Benz GenH2 Trucks are expected to be handed over to customers starting in 2017.

Martin Daum, Chairman of the Board of Management of Daimler Truck AG and Member of the Board of Management of Daimler AG, said: “We are consistently pursuing our technology strategy for the electrification of our trucks. We want to offer our customers the best locally CO2-neutral trucks – powered by either batteries or hydrogen-based fuel-cells, depending on the use case. We’re right on schedule and I’m delighted that the rigorous tests of the GenH2 Truck have started successfully.

“The hydrogen-powered fuel-cell drive will become indispensable for CO2-neutral long-haul road transport in the future. This is also confirmed by our many partners with whom we are working together at full steam to put this technology on the road in series-production vehicles. Moreover, considerable momentum is being generated by the clear commitment of national and European regulators to the use of hydrogen for road freight transport.”

“The number of electric buses is forecast to increase by 189% over the next three years.”

In March, Prime Minister Boris Johnson unveiled a £3bn National Bus Strategy, pledging to deliver 4,000 new British-built electric or hydrogen buses.

Up to £120m of this funding is available through the zero-emission-buses regional (ZEBRA) scheme, allowing local transport authorities to bid for funding to purchase zero emission buses. The scheme is set to deliver up to 500 zero emission buses to local authorities.

Across Europe, the number of electric buses is forecast to increase by 189% over the next three years, with substantial growth in France and the Nordics.

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NEWS

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British commercial vehicle market begins its recovery According to figures released by the Society of Motor Manufacturers and Traders (SMMT), new heavy goods vehicle (HGV) registrations increased by 9.5% in the first three months of 2021, whilst the light commercial vehicle (LCV) market recorded its busiest ever April.

Royal Mail launches low emission gas-powered trucks Royal Mail has expanded its use of low emission vehicles, with the addition of 29 gas-powered trucks, fuelled by Bio-Compressed Natural Gas (Bio-CNG), to its fleet.

The trucks will be introduced to the Company’s fleet in the North West of England, in addition to the two already in operation.

At 40 tonnes, the gas-powered trucks, fuelled by Bio-CNG, are a similar size to a typical Royal Mail Heavy Goods Vehicle (HGV). They are well designed to carry mail and equipment of all shapes and sizes and can be used on most roads and highways.

The vehicles can travel up to 400 miles at a time and are designed to help Royal Mail transport letters and parcels securely, whilst reducing any associated carbon emissions. Additionally, in the UK, Bio-CNG fuel can be significantly cheaper than diesel.

The new trucks will operate from Warrington, Chorley, and Preston, where refuelling facilities are located nearby. Bio-CNG refuelling facilities are due to be expanded in locations across the UK in coming years.

Gas powered vehicles were originally tested by Royal Mail in 2017. Following a successful trial, two trucks were introduced to its fleet on a permanent basis in 2019-20. It is estimated that these two trucks alone have saved the Company approximately 107 tonnes of CO2e annually.

The use of Bio-CNG in a vehicle can reduce CO2e emissions by around 84%, compared to an average diesel vehicle.

Bio-CNG fuelled vehicles also offer a 99% reduction in particulate matter, compared to their diesel equivalents.

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The increase in HGVs saw some 10,064 units registered in the first quarter of the year, up on 2020 albeit following a weak Q1 last year when lockdown measures introduced partway through March and fluctuations in the fleet renewal cycle subdued demand and still -15.1% down on pre-pandemic levels in Q1 2019.

Articulated trucks saw the biggest increase in demand, with registrations up 25.3% to 4,528 vehicles, whilst rigids decreased -0.8% to 5,536 units. Tractors remain the biggest segment, making up 44.3% of the market, with 26.6% more units registered than Q1 2020. Tipper registrations also increased, up 10.8%. However, registrations of most segments dropped, as the pandemic affected business operations,

suppressing demand for most of the year.

In the LCV market, 30,440 new vans were registered in April. This was well ahead of the five-year average, up 23.2%. With over 127,796 vans registered so far this year, uptake levels have returned to levels last seen in 2019.

Mike Hawes, SMMT Chief Executive, commented: “The rise in truck registrations is welcome news but it does not yet signify full recovery, especially as it’s in comparison with a quarter when the first lockdown was introduced. Likewise, the nature of the fleet buying cycle for the HGV market can mean that a large fleet order can have a significant impact on any quarterly figures. “[Meanwhile], there has been particular uplift in larger van uptake, both from established demand in home delivery, but also more broadly as other sectors emerge from lockdown looking to maximise their payload efficiency. With a fragile supply chain still subject to risk of disruption and ongoing COVID restrictions, there is some way to go before we can say business is back to normal, but after a very difficult year, the outlook is much brighter.”

Continental wins first order for high-performance computer in CV sec tor For the first time, Continental has won an order to supply the commercial vehicle sector with telematics units that include high-performance computers, which creates the foundation for even more innovative functions and services.

Last year, Continental was the first supplier to put a high-performance computer with software into serial production. The computer connects the electronics architecture, controls data streams, and enables over-theair updates for VW’s all-electronic ID series.

“Continental recognised the potential of high-performance computers at an early stage and used its vehicle electronics know-

how, which has grown over many years, to create a foundation for innovative applications – now also for the commercial vehicle sector,” commented Gilles Mabire, Head of the Commercial Vehicles and Services business unit at Continental.

In using high-performance computers, Continental is addressing the everincreasing variety of functions and complexity in the connectivity of commercial vehicles. In the solution for trucks, the company combines the telematics unit with a high-performance computer, enabling the mapping of a large number of additional functions and different applications.

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TECH TIPS

KTS TRUCK MADE ESI: PART 4 ESI Truck is a lot more than just a scan tool and it also has capabilities outside the normal range of diagnostics. Bosch takes CVW through the next step of this series.

K

ey additional information can be found under the Model Info tab once the vehicle in question is selected following the steps in ‘Part 3’ in the April issue of CVW. The available Model Info does depend on the vehicle and not all of the following features will be available for every truck in the database. The potential available options are: ■ ■ ■ ■ ■

Technical data and service procedures One of the many good things about ESI Truck is that the subject headings are very self-explanatory; so, when selecting Technical data and service procedures, this is exactly what you will find (Fig. 3). In this example, there is data available for several systems and features of the vehicle.

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Technical data and service procedures Service data Fuse and relay diagram Technical documents Troubleshooting by symptom

torques, there are several options for which values you can view depending on what your requirements are.

Service data Service data is, again, exactly that! There are options to choose either a basic service or the service plan for an annual service (Fig. 5). The Info button shows what is meant by either a basic or annual service so there can be no doubt what steps have to be performed and when (Fig. 6).

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��� Below are just two examples: the lubrication schedule (Fig. 4a) and the tightening torques (Fig. 4b). With the tightening

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Whenever you see this symbol (circled in red in Fig. 1), it means that the laptop, tablet, or PC on which you are using ESI Truck must be connected to the internet in order to view this information (Fig. 2).

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Working through these steps, you can check them off to show that they have been completed and add any comments to each step if there are things which the vehicle owner needs to be aware of or items which should be reviewed closely at the next service (Fig. 7). The results of this service can be saved and ESI Truck will store these for future reference (Fig. 8).

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TECH TIPS

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Fuse and relay diagram There is the possibility that there might be many options for the fuse and relay diagram depending on the configuration and year of manufacture of the vehicle (Fig. 9). Just like with the Vehicle ID process, it is key that the correct option is

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Technical documents Again, there is a wealth of information available for this particular example (Fig. 11). This information can be presented in two forms: PDF documents covering construction of the component, test procedures, safety information, and so on (Fig. 12a), or a step-by-step process to complete a particular task (Fig. 12b). b

Troubleshooting by symptom The list of Troubleshooting by symptom options can either be read through to find the right test procedure (Fig. 13) or, to save time, there is a search box to find any mention of that particular symptom in the overall titles of the test procedures (Fig. 14).

Once the correct test procedure is selected, ESI Truck will take you through all the

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selected so that everything is where it should be. The Symbols button explains the colour coding of the fuses and the symbols used in the diagram to represent the relays (Fig. 10a & 10b).

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steps needed to complete it and hopefully rectify the issue (Fig. 15a & 15b).

ESI Truck has so much information in it, it is nearly impossible to look at all of it in one go. In 'Part 5', we will talk about System Info, another key feature to help you get vehicles back on the road as quickly as possible.

TO SEE THE PREVIOUS PART OF 'KTS TRUCK MADE ESI', CHECK OUT THE APRIL ISSUE OF CVW IN PRINT OR ONLINE, WWW.RDR.LINK/VAB002

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BUSINESS & TRAINING

BELTS AND HOSES As Euro VI preventative maintenance plans place increased focus on belt kits and hoses, Gates provides technical guidance and assurance for workshops.

I

t’s fair to say that an increasing number of parts enquiries received by technical hotlines concern the influence of European exhaust emissions regulations, more generally known as Euro VI. For counter sales staff at heavy duty parts distributors across Europe, the speed of their answers is dependent on how quickly they can identify the brands that conform with the requirements. The best options are guaranteed to fit, have proven to be reliable, and are recognised as acceptable by fleet engineers.

With a strong OE pedigree, it is clear that Gates understands the commitment to quality and compatibility of parts designed for Euro VI. Moreover, the ranges of parts supplied include more than just multi-ribbed accessory belts, tensioners and idlers. Hoses for turbochargers, air systems, fuel systems and cooling systems (plus the compatible thermostats) are also available. It means that Gates is supplying OE-quality parts to the aftermarket at very competitive prices.

Legislation

Service contract expiry dates

Since January 2014, all trucks and buses in Europe have been built to meet Euro VI. The regulations incorporate tough on-board diagnostics and in-service monitoring of emissions that contain NO and NO2, better known as NOX. These are the product of the high temperature combustion generated inside the engines.

As a manufacturer working closely with designers of major truck and bus manufacturing marques, Gates has a strong OE pedigree and enjoys a preferred supplier status for various systems on vehicles built by a wide range of manufacturers. These include MAN (truck and bus), Mercedes-Benz (truck and bus), trucks built by DAF and Scania, as well as buses made by Van Hool. OE success stories highlight Gates as a preferred OE engine parts supplier for parts on engines such as the MAN D15, the Mercedes HDEP, and the DAF MX11 and MX13 engines.

Over the last two years, the percentage of Euro VI vehicles requiring service and repair outside of their initial purchase warranty or contract service terms has risen sharply. This makes the business a popular target for independent workshops that can offer favourable service and repair contracts.

Whilst the conditions set by fleet operators often specify that OE parts must be used, in practice they are often satisfied by the reputation of the brand. A strong OE pedigree ensures that the parts supplied by Gates will pass any reputation test and be supported by most fleet engineers.

contributions to preventative maintenance strategies employed by fleet engineers.

Those responsible for logistics fleets that generally operate with tight, just-in-time deadlines understand that the drive systems fitted to these engines are highly engineered and require careful maintenance. For instance, RPM has been lowered and now generates extra vibration that the drive system must control. This means that all of the parts – belts, tensioners and idlers must all be replaced at the same time in order to ensure that worn parts don’t compromise the critical performances of any other components in the system.

The belt kits supplied by Gates are attractive because all of the OE quality parts needed for one drive system overhaul are in the same box. This allows for ease of ordering, ensuring all of the parts are compatible, and provides additional peace of mind as all parts are covered by a single warranty.

Belt kits, quality and control Moreover, Gates is making things easier for professional workshop mechanics by not only supplying individual parts, but also offering complete belt kits. By fitting kits, workshop managers can be sure to make vital

TO HAVE A LOOK AT THE TRAINING OPPORTUNITIES ON OFFER FROM GATES, WWW.RDR.LINK/VAB003

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BUSINESS & TRAINING

“WE PREPARED, ADAPTED, AND BUSINESS REMAINS STRONG” As the UK subsidiary of a German manufacturer, one could be forgiven for assuming that the COVID-19 pandemic and Brexit have brought significant but different challenges to testing and workshop specialists MAHA. Managing Director Neil Ebbs reveals why this couldn’t be further from the truth.

D

espite some businesses being forced to lock their doors, in-line with lockdown rules and restriction guidelines, MAHA remained open. Whilst admitting the early stages of the pandemic caused moments of uncertainty, Neil says trading figures “exceeded expectations”.

“When the first lockdown was announced,” he explains, “as a business, we needed to take time to understand the rules and regulations, what we could and couldn’t do, and while that contributed to a tough opening month, we adapted, and business soon increased.

“The majority of our business comes from the commercial vehicle sector, which has remained upbeat over the last 12 months. Essential services and key businesses, such as supermarkets, have continued to serve the public – in fact, the

14 CVW JUNE 2021

reliance on those vehicles has grown exponentially – so our equipment has been vital in ensuring those vehicles are wellserviced and maintained.”

Pressure and responsibility at the top Weekly discussions were held amongst the different teams based around the world, including headquarters in Germany. These were designed to share and understand how each country was assessing and controlling their respective market landscape, utilising the support or government incentives that were on offer.

As a managing director, playing a significant part in these conversations and representing members of staff, it brought added pressure to Neil’s role, but one that he responded to.

He explains: “For those that were working from home, we needed to ensure those individuals were geared for that environment, such as possessing the right office equipment and being able to stay connected within the working network.

Engineers were still travelling up-and-down the country, coming into contact with different people every day, so we had to protect them with the appropriate PPE and government advice.”

For the very few members of staff placed on furlough between March and July, this was a situation that needed particularly close and personal attention. Neil adds: “We’re a close-knit team, so it was paramount that

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those members of staff were supported by regular contact and updates. They were given information about how the company was operating and planning ahead, providing as much feedback as possible.

“We were listening to what the government was telling us, then reassessing our own position to make sure that we were following the guidelines correctly and installing new protocols if we had to; for instance, every member of staff who is working within the UK office has a desk that is barriered off with a protective shield and must wear a face covering when walking around the building, particularly in the communal areas.”

Impact of Brexit As the UK left the European Union (EU), so did MAHA’s UK subsidiary. As a German company, with the reported teething issues that might have arisen from EU nations importing and exporting to the UK, there were many discussions to safeguard that process and keep things as smooth as possible; nevertheless, provisions were put in place, in case of friction at the border.

What does the future hold?

Neil says: “Prior to the UK leaving the EU, we did increase stock of certain pieces of equipment, in case there was a ‘no-deal’ Brexit, but, obviously, that didn’t materialise. It was sensible business management; if there wasn’t a deal in place then imports from Germany would likely have been subject to additional tariffs, and there would’ve been uncertainty about how quickly equipment could reach us.

“The exchange rate was also precarious; however, once again, a deal was agreed, and, as a result, there was very little change.

Currently, we’re in a strong position to service all our orders and obligations.”

A year after the COVID-19 pandemic began and the UK leaving the EU at the end of 2020, MAHA can look back at the previous 12 months knowing that it emerged unscathed and can be confident that as calls of economic recovery grow louder, the business can continue to grow. Neil gives an overview of what the next few months might look like: “I’m optimistic that business will increase, both in terms of turnover and customer base.

It’s important that our customer service runs parallel with the quality of our equipment.

We’re proud of our manufacturing heritage, so we need to ensure the support mirrors that, to ensure we offer a complete package.

“To accommodate increased demand, we may need to bring in more staff, but they have to be the right fit. We’re protective of our brand and reputation, so anyone that wants to work at MAHA needs to be committed to the cause.”

FOR MORE INFORMATION ON MAHA, WWW.RDR.LINK/VAB004

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SPECIAL REPORT Workshop before tidy up

GREEN MACHINE G oing green in a workshop is always a team effort, but – exploring lubricants – transitioning from conventional raw materials to non-toxic materials is one of the hardest areas a garage must consider.

Workshops and garages traditionally use chemicals and fossil-based products like engine oil which are essential to their business. These are not usually environmentally-friendly products but there are ways you can identify and promote a greener culture by working a little smarter.

When looking at green credentials, you have to look at the full package. Not only the more common elements of sustainability but also right back to your supply chain and the products and services you operate within.

Energy Review the efficiencies of lighting, heating, ventilation, cooling systems, insulation opportunities, water use, and pollution control. Ideas include:

CVW talks to Witham Group’s Managing Director, Nigel Bottom, about its hard work to support UK commercial vehicle workshops through its ‘going green’ philosophy.

■ Installing solar panels on workshop

roofs and depots – they often cover a wide surface area and can help generate new power to heat and light buildings and machinery and equipment.

■ Harvest rain water from the roofs and collect in IBC containers. Use the water to wash and clean vehicles and other equipment throughout the year.

Thousands of litres of water can be saved each year.

■ Install PIR lighting so no lights are on unless they need to be.

Products The choice of lubricants that a workshop uses are wide and varied but can you ensure that suppliers offer the following to help you achieve your own greener goals: ■ Biodegradable alternatives – such as

Prolan Lubricants – Witham’s range of multi-purpose lubricants which uses sheep’s lanolin as the strongest, natural lubricant nature can supply. This has been captured and blended to produce a range of five viscosity oils, from light work like chain and maintenance oils to restoration rust preventers and anti-seize greases, which are not only biodegradable but non-toxic and food and water safe.

■ Other alternatives such as biodegradable chain oils and hydraulic and tipping oils are extremely popular and give comparable performance to more traditional mineral counterparts.

■ Lowering CO2 emissions and improving

Workshop after tidy up

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fuel economy is high on the agenda of all fleet owners. Swapping lubricants to a fuel-efficient approved alternative can save more than 1.5-2.5% fuel saving if carried out correctly. Lower viscosity lubricant sales are on the rise and engine oil can make a real difference to emissions and carbon impact.

Packaging Purchasing not only fully recyclable packaging, but container plastic packing from some suppliers are now made from at least 30% recycled materials.

■ Choose a lubricant supplier that offers

recyclable or recycled packaging ■ Recycling schemes are also available for

bulk 200 litre barrels ■ Partner with local recycling and waste

suppliers – many schemes are available nationwide.

Bulk storage tanks Workshops and garages tend to use a lot of the same lubricant products and can have piles of used plastic containers lying around the place, so consider installing bulk storage tanks. Your lubricant supplier can advise on the best way to install the tanks. Lubricants are filled up in the colour coded tanks as required, and the tanks have sight gauges, taps, or pumps and come labelled with the different product names and their application.

Simple, clean and easy to use, these tanks help keep your working space shipshape and avoid spills from containers.

They also help avoid important oil contamination and help the environment by using less packaging. They also provide important health and safety requirements for lubricant storage. Using bulk storage tanks across all the workshops and garages in the UK would save thousands and thousands of plastic and metal containers being sent to landfill and would save on waste collection costs and administration.

New technology Use a supplier where greener technologies and processes are at the fore. After all, how lubricants are manufactured is changing – this alone can be one of the most beneficial of savings to a workshop environment.

Using a unique new blending process, Witham Group has developed a new way to manufacture lubricants using ultrasound.

Blendtek, as the new process is called, removes the need for base oils and product formulae to be heated up for long periods of time using traditional gas energy. Instead, thousands of tonnes of high quality workshop oils using no heat and no agitation can be made using solar panels and a simple 13A plug, saving time, energy and drastically reducing the carbon footprint.

surface. In short – and quantify it – using a traditional blending process (similar to Witham’s old plant) using heat to blend and mix generated from gas burners and/or steam from a boiler and standard agitation (paddles) created a carbon footprint of 1962kW per 10,000 litres produced.

Using the Blendtek system, Witham manufactures 10,000 litres of high quality workshop lubricating oil using no heat and no agitation, and, more importantly, the company only generates a carbon footprint of 6kW per blend.

Rather than companies looking to offset their carbon usage – this concept stops the use of high levels of energy in the first place. The desire to go green and the rewards being given by the Government to support are encouraging.

Ultimately, if everyone looked at their business to see how environmental improvements can be easily made within their business, from what they buy and from who, workshops and garages could collectively make a huge success of going green.

Put another way, building a brick wall on your own would be difficult. However, ask each person to simply place one brick, one at a time, and encourage their friends to do the same, the wall would build itself.

Green credentials Witham are now the first lubricant blending company in the UK to manufacture its lubricants in a 100% carbon neutral way. The basic principle of ultrasound is to use a highspeed, micro-cinematographic sequence of laser-induced cavitations near to a solid

FOR MORE INFORMATION ON HOW A LUBRICANT PARTNER CAN HELP YOU WORKING WITH THE ENVIRONMENT, WWW.RDR.LINK/VAB005

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AXLES & SUSPENSION

ON THE

RIGHT TRACK Wheel alignment equipment specialist Pro-Align outlines the key criteria to consider when investing in a new system.

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o matter whether it’s a van, truck, bus, or coach that you’re working on, in order to carry out and sign off any axle and suspension repairs properly, it’s essential that you conduct full wheel alignment. Modern systems, such as the Hunter WAHD commercial vehicle aligner, utilise a number of technologies and innovations designed to make a workshop’s life easier and faster. However, to ensure you invest in the right system for your workshop, there are some key areas you should consider before making a decision.

Number of axles measured Most commercial vehicle alignment systems don’t provide simultaneous measurement but rely on sensors being moved one axle at a time in a staged process, with the single axle measurements being combined into a final multi-axle reading. This process can be incredibly time consuming whereas systems such as Hunter’s can measure all three axles simultaneously in one easy step, drastically cutting measurement times.

Run out compensation All vehicle manufacturers recommend conducting a run out compensation as part of an alignment check to eliminate any errors from the mounting of the sensors or

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the wheel not being true. Two main methods can be adopted to perform the run out compensation. The jacking compensation requires the jacking up and full rotation of the wheel, but this is very time consuming.

Meanwhile, rolling compensation method requires the vehicle to be ‘rolled’ along, rotating the wheels by either a whole or half revolution but newer systems can achieve it in just 400mm. The short roll is achieved with a handheld ‘vehicle pusher’. From a health and safety advantage, this avoids the need to start the engine and drive, but also requires less workshop floor space and improves accuracy of measurement as engine vibrations could interfere with readings.

Frame or axle reference measurement The geometry of commercial vehicles can be set by two methods. As the name suggests, the frame reference method measures alignment in relation to the frame or chassis of the vehicle. Some manufacturers, such as Mercedes-Benz, consider this to be the preferable method for warranty-based work.

The axle reference method measures alignment in reference to the rear axle and the vehicle’s centreline and thrust line. Most systems can measure via one of these methods, however, the latest Hunter system has the capability and flexibility to do both.

Computer or manual system Another technical consideration relates to whether you opt for a manual hang-on style gauge or decide to choose wireless sensors or even new camera sensors. Each type has its own benefits but it’s important to think about what you will need to future proof your service, so consideration should be given to factors such as the supply of OEM technical specs and updates, result printouts, system analytics, internet connectivity or cloud capability and aftersales support from the supplier.

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other more advanced aligners can deliver alignment results in just a few minutes.

Cost Whilst cost is a consideration of any investment decision, it’s what you want to achieve with it that is important. If you want to incorporate as part of an uplift in service quality and revenue enhancement then spend more, as it will offer a greater return on investment.

Ease of use

Time

Conducting a wheel alignment check on a commercial vehicle can be complicated as the number of axles increase, which is why it’s important to find a system that’s easy to use. Not only will this mean that technicians will be happier using it, delivering a quality job but perhaps more importantly, the charge out time to the customer is realistic.

While a technician’s time is important for the workshop, overall vehicle downtime is of major concern to the vehicle operator.

Consequently, servicing time is usually kept to a minimum, so it’s critical to find an alignment system that is accurate but can also do the job in the least amount of time.

Some commercial vehicle alignment systems take more than an hour, whereas

FOR MORE INFORMATION ON THE AVAILABLE RANGE FROM PRO-ALIGN, WWW.RDR.LINK/VAB006

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AXLES & SUSPENSION

SPRING UP Whilst many larger vehicles are now fitted with air suspension, medium to small vehicles still use traditional spring arrangements. Sealey outlines the importance of correctly maintaining the suspension bush.

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ommercial vehicles are designed primarily for the purpose of moving goods, in addition to this they also have to provide a safe and comfortable place for the driver to work and rest. With this in mind, a great deal of time is invested in vehicle design to make it as quiet and comfortable as possible.

Many larger vehicles are now fitted with air suspension, but medium to small vehicles still use traditional spring arrangements.

Rubber suspension bushes help to isolate the vehicle from the road and play a part in noise reduction to the cab and its occupants.

Suspension bushes have a working life and at some point when wear occurs they will need to be replaced. When this operation is required, with most bushes, this is a very straightforward task.

What to consider When a bush can be removed and replaced easily and without force there is very little to cause concern. Add some corrosion to the area and things can be very different. A bush that we would expect to give up its location without fuss suddenly becomes part of its surroundings. At some point in the workshop we have all seen home-made pressing tools, air chisels, and even oxy-acetylene supplied heat to burn the rubber bush away. All of these methods carry some risk.

This risk varies from personal injury to potentially putting the entire vehicle and even the workshop at risk if a fire becomes out of control as a result of wayward heat

and flames. These issues are all too familiar with bushes that are a simple fit and an interference fit, but some bushes have a different problem to solve.

Slotted bushes bring all the aforementioned challenges but pose an additional and slightly different type of challenge when replacement is required.

These bushes can be found on several commercial vehicles of various makes.

This type of bush differs to conventional bushes because they are compressed before fitting and are therefore a very tight fit once installed. This type of fitment compounds any extra corrosion resistance when removal is required. This presents the vehicle technician with two problems.

Potential problems Firstly, removing the old bush in a safe and controlled manner, and secondly, compressing the outside diameter of the bush to enable installation into the suspension spring. Even with the suspension spring removed from the vehicle, the new bush will still need to be protected from parallel working tensions during fitting to prevent damage to the bush.

This means compressing the outside diameter before attempting to fit it into the spring. Such is the amount of force required to remove the old bush, and then compress the new bush before fitment it into the spring, home-made devices are neither safe nor practical. A specialist tool is required.

To find a tool that can not only change

these bushes safely and with relative ease, but to also be able to perform this function without removing the suspension spring from the vehicle is also a huge time saver.

Time is money, as they say, so such a tool would soon pay for itself and perform this task in a safe and convenient manor.

The solution The Sealey CV040 Hydraulic Bush Tool has been a popular recent addition to the extensive range of Sealey’s suspension tools. It is specifically designed for the installation and removal of slotted bushes on commercial spring suspension.

The tool includes a 12-tonne hydraulic cylinder (supplied without hydraulic pump – use in conjunction with Hydraulic Pump Model Nos RE83/840/CWH or RE97.10-01).

The variety of adaptors included in the kit ensure that any type of this split bush found on this type of application can be removed and replaced with ease.

Any tool or piece of equipment that cuts down on vehicle repair time is a great benefit for not only the workshop, but also for the vehicle operator. Goods delivery business has grown significantly during the pandemic and the demand for vehicles to be off the road for as short a time as possible has never been greater.

SEALEY’S COMPLETE PRODUCT RANGE CAN BE VIEWED ON ITS NEW WEBSITE. YOU CAN ALSO SEARCH FOR SPARE PARTS, REGISTER YOUR WARRANTY, SEARCH FOR SETTING & LOCKING KITS, VIEW THE NEW HELP & SUPPORT PAGES, AND MANY OTHER USEFUL FEATURES, WWW.RDR.LINK/VAB007

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AXLES & SUSPENSION

��� Pretightening: 400 Nm. Use Torque wrench

��� Marking for angle tightening

��� Angle tightening: 120°. Use impact wrench or extend lever to 2.5 m

��� Visual inspection

Attention! Tightening always within the specified ride height range! No paint residues between eccentric/thrust washer and hanger!

TIGHTENING TORQUES FOR SAF AIR SUSPENSION SYSTEMS IMS details a technical guide to keep the SAF Intra Suspension running smoothly and efficiently.

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he pivot bolt is maintenance-free if used in combination with the steel hanger bracket. After the initial PDI, check on the torque and then again check every trailer in-service inspection. Stainless steel and aluminium hanger brackets are not maintenance-free. These pivot bolts should be checked after 500km and then every six months. The inspection torque is 1200Nm. A loose pivot bolt can cause extreme damage to the 3D Bush and also the Hanger Bracket. This can be worn away beyond repair and the bracket will have to be changed. There is the facility to adjust the tracking with the tracking washers on the hanger bracket. This can be adjusted 12mm overall, 6mm forward, and 6mm backwards.

The 3D bush in the Intra suspension system has an elastic movement of +/14mm (a total, therefore, of 28mm). This elasticity does not cause any damage to the bush, it is essential for the proper function of the suspension system. The maximum values of +/- 14mm are only achieved during state testing and do not occur during trailer operation.

The form of the 3D bush means that it is significantly more rigid in the horizontal direction than in vertical direction so it is Tightening torques SAF INTRA with steel hanger bracket

vital that the 3D bush is properly fitted as otherwise it will not operate properly. The bush must be fitted with the word top pointing upwards while the suspension is sitting in the running height position.

When replacing the pivot bushes it is recommended that the plastic wear washers are replaced at the same time. The washers are there to prevent metal to metal contact between the hanger bracket and the trailing intra arm. There is a SAF Bush replacement tool available which makes the whole process of bush replacement manageable.

The part number of the tool is 34343326HE. The pivot bolt is torqued to a setting of 400Nm with a further angle tightening of 120 degrees (two flats of the nuts). This should always be done with the trailer axles sitting at running height. If the pivot bolt is ever removed, it should be replaced with a new one. The pivot bolt must only be torqued while the trailer is sitting in the running height position otherwise the bush will turn when the trailer is sat back down on its wheels.

The SAF Intra shocker absorbers are patented due to the angle at which they work. They also have a small valve in the base which assists the shocker to work Tightening torques SAF INTRA with aluminium hanger bracket and stainless steel hanger bracket

Bolt head always on the eccentric washer side.

correctly at this angle. The shocker has the word top stamped on the body and must always be fixed with this facing upwards for the valve to work. There is also on-road and off-road shockers fitted depending on the application of the suspension, off-road shockers are always red in colour and should be replaced like for like.

Modular suspension is the more traditional suspension setup with springs, nuts and U-bolts. It has the same spring eye adjustment for the tracking but uses a metaplastic spring eye bush. Again, the pivot bolt torque is 400Nm plus the angle tightening of 120 degrees.

The Modular trailing arm is surrounded with a metal wrap to protect everything should the spring ever break. U-bolts must be torque to 580Nm and replaced every time they are removed.

FOR MORE INFORMATION ON IMS, WWW.RDR.LINK/VAB008

Tightening torques SAF MODUL

Attention! • Threads not to be oiled or greased! • Pivot bolt on steel hanger brackets maintenance-free. • Service intervals for aluminium hanger brackets and stainless steel hanger brackets: first check after 500 km, further check after every 6 months. Spring eye bolt: Inspection torque 1,200 Nm. Shock absorber bolt: Inspection torque 400 Nm

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AXLES & SUSPENSION

BEST PRACTICE ADVICE Jost outlines key maintenance advice for its DCA trailer axle series.

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he DCA trailer axle series from Jost provides a complete modular axle system which opens up endless application possibilities with minimal components. For customers, this means fewer spare parts and, thanks to genuine quality, lower lifecycle costs.

It is the compact axle housing which gives the DCA series its name – DCA stands for Durable Compact Axle. Integration of all the axle functions allows a compact and extremely durable and lightweight axle housing due to its innovative design.

Whilst axles in the DCA series are low maintenance with minimum spare parts required, there are still some important service and maintenance procedures which should be followed in order to keep trailer axles in top condition, working their best and delivering maximum uptime.

Types of inspection The recommended focus areas and methods of inspection of the axle are as follows: ■ Brake: Visual inspection of the

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■

■

■

components for damage/wear, especially the safety-relevant threaded connections Suspension: Visual inspection of the components for damage/wear, especially the safety-relevant threaded connections Wheel circumference: Visual inspection of the components for damage/wear, especially the safety-relevant threaded connections Wheel nuts: Check for specified tightening torque after first drive with load (after approximately 50 km) and after every wheel replacement Steering axle: Visual inspection of the components for damage, wear and function

Furthermore, annually or every 100,000km (whichever is first), the following vehicle checks should be completed: ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■

Unobstructed movement of brake caliper Clearance of brake caliper Bearing play of brake caliper Brake caliper seals Brake caliper threaded connection Threaded connection, hub/brake disc Threaded connection, brake cylinder Retaining bracket at frame Retaining bracket threaded connection Plastic wearing washers at retaining bracket 3D bushing (The first time after four years, then annually thereafter) Shock absorber Air bellows Air bellows threaded connection at axle housing Retainer, hexagon nut with collar Compact bearing unit

Test and maintenance schedule Under normal operating conditions the following should be checked every three months or 25,000km (whichever is first): ■ ■ ■ ■

Brake lining thickness Brake disc Locking mechanism Lubrication of the plain bearing lubrication points (axle unloaded/raised)

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When working in harsh operating conditions, the following updates must be considered further to the above recommended schedule: ■ Unobstructed movement of the brake calliper should be checked every six months, or 50,000km ■ The 3D bushing should be first checked after two years or 200,000 km (whichever is first), and then once per year or 100,000km thereafter

It is important to note that for both the above recommended schedules, the required intervals and work depend on the type of vehicle, individual usage, and operating conditions.

This test and maintenance schedule was created for use in normal operation (asphalt/concrete roads). Test and maintenance schedules for vehicles that are operated under different operating conditions can be found on Jost’s website under the menu item ‘Downloads/Service’.

The DCA series compromises of the DCA Weightmaster, DCA Megamaster, DCA Airmaster, DCA Steermaster, DCA Pavemaster, and DCA Railmaster.

Furthermore, in the first quarter of 2021 Jost launched the DCA-U6: a new 19.5-inch brake.

The new DCA-U6 brake disc for 19.5-inch applications comes in a weight-optimised design – meaning less weight for more payload. The DCA-U6 has a 15kg weight advantage per axle trio, making driving noticeably more economical and contributing to enhanced cost-efficiency.

FOR MORE INFORMATION ABOUT THE JOST AXLE RANGE, THE TEST AND MAINTENANCE SCHEDULE FOR DCA AXLES, AND INFORMATION ABOUT THE DCAU6, WWW.RDR.LINK/VAB009

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AXLES & SUSPENSION

THE RETROFIT SOLUTION It is extremely difficult to configure the right chassis for every application, but German company Goldschmitt outlines how its retrofit chassis components can allow LCVs to be optimised.

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ransporter models are produced in many different sizes and variants.

However, one thing remains unaffected by changes and adjustments despite countless areas of application: suspension and chassis. For these important components, vehicle manufacturers usually rely on compromised solutions that cover as many bases as possible, rather than focusing on specifics.

Depending on the brand and model, softer or harder suspensions are used, which due to their static spring rate can only work optimally within a limited load range. Whilst hard-tuned vans are hardly drivable when unloaded, vehicles with soft suspension often have the problem that, due to their large surface area and high center of gravity, they are very susceptible to lateral roll movements – not to mention the overloading of the suspension when loaded.

The consequences are hard knocks for people and material, poor driving characteristics, and insufficient driving safety. However, criticism of the manufacturers is not appropriate. It is simply very difficult to configure the right chassis for every application.

But there is another way: with the retrofit chassis components from Goldschmitt, van chassis can be optimised for specific applications and the spring and driving properties can be significantly improved. The demand is great – especially in industries that transport massive goods every day and/or are loaded with heavy shelves, spare parts, and tools as standard.

In practice One industry that Goldschmitt is familiar with is the furniture and furnishings industry, where companies have countless vans with heavy interiors in use. One such company turned to Goldschmitt with the task of optimising the soft series suspension of its vehicle fleet and reducing the strong and dangerous rolling movements.

After constructive discussions between the fleet manager of the furniture store and the Goldschmitt technicians, the existing problem was quickly discussed and suitable solutions found. Additional air suspension on the rear axle should get the suspension problems of the company vans under control. These are installed in addition to the standard leaf suspension on the rear axle and ensure optimum suspension with every load.

In contrast to static springs, the spring elements of an air suspension can be

infinitely adjusted in height using compressed air and adapted to the respective load. The system can be conveniently and easily controlled with a control unit in the driver's cab and a compressor.

This has two benefits: on the one hand, it makes it possible to raise the rear of the heavy furniture transporter permanently; on the other hand, the compressed air can be increased sporadically by the driver when heavy furniture has to be transported to the customer.

Even an uneven weight distribution on the transverse axis, which in the past was noticeable both visually and in terms of driving dynamics, can be compensated for with the air suspension. The flexible air bellows on the left and right side can be regulated separately from each other. These adaptation options offer enormous relief and a high degree of flexibility in daily transport and assembly work.

Reinforced stabilisers were installed on the front and rear axles to additionally prevent the dangerous rolling movements of the transporters, which are susceptible to wind. These have the task of reducing the body roll of a vehicle when cornering.

A stabiliser consists of a curved rod that connects the two wheels of an axle. If a wheel deflects when cornering, the stabiliser not only prevents the opposite wheel from rebounding, on the contrary, it provides additional deflection for the other wheel. The result was extremely successful and more than just satisfactory.

The side inclination, as well as the crosswind sensitivity, of the vans were successfully suppressed by the combination of the air suspension and the stabilisers, making driving safety clear – especially when cornering, overtaking, and when passing oncoming trucks or buses increased.

TO FIND OUT MORE ABOUT THE AVAILABLE OFFERING FROM GOLDSCHMITT, WWW.RDR.LINK/VAB010

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DIAGNOSTICS

GHOST FAULTS Tony Zeal from CTEK outlines how workshops can avoid frustrating and misleading ‘ghost faults’ on commercial vehicle batteries.

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here are ‘spooky’ goings on in the workshop that can dramatically increase commercial vehicle service time; risking workshop efficiency and reputation. By making sure that a vehicle battery is tested when it first enters the workshop, and supported during any diagnostics procedures, workshops can avoid frustrating and misleading ‘ghost faults’.

So, what exactly is a ghost fault? A ghost fault (or ghost code) is, in short, a fault that your diagnostic tool detects for one component, that has actually arisen from another – clear as mud, right?

Here’s an example: when a vehicle arrives for service or to investigate a fault, you immediately connect a diagnostic tool to identify potential fault or error codes. As part of this procedure, the memory on the vehicle Electronic Control Units (ECUs) is scanned, to see if there are any issues to address. Or, in the case of a vehicle service, you need to reset the service indicator to tell the vehicle that is has been in for service Whilst this procedure is being undertaken, it is crucial that the voltage across the vehicle system is correct. Voltage requirements vary from manufacturer to manufacturer and indeed from model to model – it’s good process to check this.

If this diagnostic procedure is undertaken when the battery has low voltage, and isn’t supported, an error code or fault will be reported by the diagnostic tool. And that’s because in the quest to protect against the battery failing, the vehicle Canbus system – the main communication channel between all vehicle

26 CVW JUNE 2021

To protect against this, CTEK recommends two important steps as soon as the vehicle enters the workshop: ■ Test the battery – using something like the

PRO Battery Tester from CTEK will help you to identify if battery voltage is low.

■ Use a battery support unit – Hook the

vehicle up to a battery support unit in supply mode before undertaking any diagnostic work. Many battery support units, such as the CTEK PRO 70/50, enable you to specify the required voltage, so that potentially timeconsuming ghost faults are not reported.

“A ghost fault (or ghost code) is, in short, a fault that your diagnostic tool detects for one component, that has actually arisen from another.” control modules – will start to shut down all the systems it doesn’t need like the radio, start/stop function, air conditioning, etc.

Error codes may be reported for nonfunctioning systems, and if you don’t know that low battery voltage is the cause of the fault, you will start looking for, and trying to repair, a fault that is not really there – hence the expression ‘ghost fault’. It will remain a fault until you have taken care of the low voltage issue.

CTEK claims that around one in three commercial vehicles entering the workshop has a battery that needs attention – so it’s quite likely the battery will need support.

Using a smart battery charger and support unit, like the MXTS 70/50, means that, as well as supporting the battery, it will charge it too – protecting against the battery voltage dropping even lower that it was when it arrived in the workshop.

So, testing and supporting the battery during vehicle diagnostic and service work will give you the confidence that you won’t get ‘spooky’ ghost fault reports that can waste time, resources, and give you a headache you could definitely do without!

FOR MORE INFORMATION ON THE AVAILABLE RANGE FROM CTEK, WWW.RDR.LINK/VAB011

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DIAGNOSTICS

Brett Edkins, Technical Manager at Eclipse Diagnostics, explains how to identify and correct an immobiliser fault on a DAF CF MX11 Euro VI.

IMMOBILISER FAULT ON A DAF CF MX11 EURO VI

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clipse is the largest supplier of multibrand diagnostic products in the commercial vehicle aftermarket, with its innovative Eclipse Testpad Extreme Pro running Jaltest software helping many businesses to improve vehicle and machinery performance. There are more than 3,000 Eclipse Jaltest packages in use covering a wide range of commercial vehicles at customer locations both in the UK and internationally.

Identifying faults on many modern commercial vehicles is increasingly difficult given the rising levels of technology employed by manufacturers across all

aspects of the vehicles including trailer units.

This increasing technology imbedded 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 immobiliser fault on a DAF CF MX11 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 MX11 has an immobiliser warning on the instrument panel and has failed to start. It has been recovered to the workshop so that the engineers can use the diagnostic equipment to investigate and rectify the problem.

Initial assessment The engineer makes an initial diagnosis of the immobiliser control system to check whether there are any logged faults, present or historic in the diagnosis memory, which will assist in the possible cause of the immobiliser problem. One active code is listed showing the ECU has detected a transponder time-out error which indicates that there is either a fault with the vehicle immobiliser or the vehicle key.

Jaltest analysis The Jaltest software can take the vehicle analysis down to component level as well as being able to show the associated wiring diagrams. So, in this case, the engineer can easily access the relevant wiring diagram for the immobiliser and is able to check that the ECU is getting the correct power and earth’s that are required for effective operation.

Additionally, the engineer can also use the live measurements within the software to ensure these are all within the set parameters.

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Correcting the fault Having established that the key itself is the source of the problem, a new set of keys were ordered for the vehicle. However, when these arrive, they will need to be reprogrammed to make them specific for the vehicle and this can be easily carried out using the Eclipse Jaltest package.

If this was the first time that the engineer had carried out the procedure, then the industry-leading Eclipse Vehicle Technical Support service is available to assist. This unique service is offered by Eclipse to all customers and can either assist the engineer in the problem-solving process or utilise the remote assistance service.

Every Eclipse Testpad Extreme Pro PC is installed with Eclipse Assist software which allows the Eclipse Technical Support team to remotely access the customers Eclipse Testpad Extreme Pro PC via internet. The team, with the customer’s agreement, can access the customer's Testpad and assist with vehicle-related support. This service allows the Eclipse Specialist to virtually sit next to

“If this was the first time that the engineer had carried out the procedure, then the industry-leading Eclipse Vehicle Technical Support service is available to assist.” the customer and see what the customer can see on screen, whilst taking control.

Having followed the diagnostic process, with or without the help of the Eclipse Vehicle Technical Support Team, the fault has been cleared and with the newly recoded keys, the vehicle started successfully.

Eclipse looks after their 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+ sets it apart from others, helping to ensure that the company remains the leading supplier of true multi-brand diagnostic software for all commercial vehicles.

FOR MORE INFORMATION ON ANY OF THE TECHNICAL DETAILS IN THIS ARTICLE, WWW.RDR.LINK/VAB012

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DIAGNOSTICS

With cyber security management implemented into its diagnostic software, and the vision to allow technicians to utilise the most suitable hardware, Neil Hilton, Head of Hella Gutmann Solutions (HGS) UK, discusses the company’s mega macs range for LCVs.

TICKING ALL THE BOXES

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ehind the terms ‘Security Gateway’, ‘Certificate Based Automotive Security’, ‘Protection of Vehicle Diagnostics’, ‘Central Gateway’, and ‘CAN Gateway’, are systems designed to protect modern vehicles against unauthorised access and manipulation of their data.

This may be beneficial to security, but it involves considerable effort for independent workshops working across multiple brands because only authentication in the respective vehicle manufacturer’s (VM) portal and the installation of activation software and the acquisition of digital authorisations in the form of certificates, tokens or keys, can clear the way to the vehicle’s electronic control units.

However, in order that independent workshops can continue to compete effectively against the VM’s dealer networks, HGS has implemented a

universal key for legally unlocking secured light commercial vehicles (LCV) in the software of the company’s mega macs diagnostic tools, with the new Cyber Security Management (CSM) function.

This means that instead of having to register individually with each VM portal to obtain diagnostic releases for their customer’s LCVs, and subjecting themselves to extensive checks and potentially significant extra costs, a onetime authentication, activated by proof of identification by passport or identity card, is all that’s needed for a mega macs user to have a clear path to work on all vehicles with a security lock, at the usual diagnostic depth.

The mega macs user is also spared the need to load and install manufacturerspecific decryption software on a notebook or PC, because HGS has implemented all the necessary modules for the exchange of vehicle-related security certificates with the VM’s relevant servers and backends, in the mega macs software.

The CSM is available for mega macs devices from the update to software version 60 and will grow its coverage of the VM’s secured models automatically. The first integrated brands included FCA and Mercedes-Benz, followed by VW and Kia, with Hyundai, Nissan and Renault after that. However, some of the security requirements of other VMs are still in the development phase, which is why resolution of the CSM issue is an ongoing process.

In the palm of your hand The increasing everyday use of smartphones is also reflected in the growing popularity of tablets in modern workshops, as the sale of Android devices in particular is booming because they are fast, affordable, and – due to the multitude of apps available – versatile. As a result, HGS introduced the mega macs ONE, which transforms a tablet with Android 6.0 or higher and minimum seven-inch screen into a fully-fledged diagnostic tool.

The introduction of mega macs ONE is particularly important as it allows workshops to access premium level LCV

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diagnostic capability at budget prices. By combining the best of HGS know-how with competitively-priced, off-the-shelf Android technology, HGS has adapted these multifunctional devices into high calibre diagnostic tools.

It is, therefore, the perfect stepping stone to help workshops improve their diagnostic ability and subsequently service a wider range of vehicles, so increasing their overall profitability.

After concluding the licence agreement for the mega macs ONE app, technicians will receive the Bluetooth VCI (vehicle communication interface), which it uses to communicate with the vehicle and, once the software has been installed on the tablet, they can use it for an unlimited period of time.

All the basic diagnostic functions available on the mega macs ONE are equivalent to those provided by our other mega macs tools. These range from displaying the OBD (on-board diagnostic) socket location in the vehicle, to reading/deleting trouble codes, Global scan, resetting service indicators, parameter depictions (up to 16 at the same time), basic settings and adaptions, coding and actuator tests, and ADAS (advanced driver assistance system) calibration software, as well as the CSM feature mentioned earlier.

The diagnostic results can also be printed out or emailed to customers as a PDF document.

The mega macs ONE option also comes with other helpful customisation features, such as landscape and portrait screen mode, and the ability to alter the recording duration of measured parameter values. Another hugely practical benefit worth highlighting is that it will sound a warning when the user is leaving the VCI wireless range, which avoids unnecessary interruption of the diagnostic process and accidental loss of the VCI. As is the case with all the company's conventional mega macs diagnostic tools, technicians also have the benefits of regular updates, but this is made even easier with mega macs ONE, as these are automatic with a valid license and, therefore, do not need user intervention.

Finally, should the Android device be dropped or damaged and need to be replaced, all the data and the service history and action records remain safe as they as stored in the cloud. This means that once a new device has been purchased and the app downloaded, all the information will appear and the process flawlessly recommence.

The mega macs ONE is a great way for workshops to introduce premium level diagnostics at an affordable price, backed up with an unrivalled support package provided by HGS’s technical call centre, which is able to give expert advice to users experiencing difficulty.

FOR MORE INFORMATION ON THE MEGA MACS WWW.RDR.LINK/VAB013 ONE SYSTEM,

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DIAGNOSTICS

TAKING ACTION Diagnostics is all about analysis and detection, looking at signs and symptoms using a series of tests. Ken Clark, Managing Director of Rotronics, explains why it’s important to understand what you want to do with the information that you gain during a diagnostic test.

R

otronics, the UK’s battery management experts, work nationally with fleet customers across all sectors using its diagnostic ROBIS tool, which evaluates the overall performance of fleet batteries, in respect of their health, recharge or replacement requirements, and in-balance status. ROBIS provides an essential view of workshop battery management practices, capturing data and analysing the efficiencies and effectiveness.

Figuring out what to do with the data gathered is essential. If action is not taken following diagnostic testing, then a problem will not change and improvements will not be achieved.

Investigating the issue ROBIS highlights issues and provides factual proof of battery problems and incorrect fleet workshop practices. Instead of not knowing why technicians are dealing with too many roadside defects, jumpstarts, and building up a lengthy list of expensive and avoidable battery related issues, managers can now see exactly what their problems are. But, the clever bit is driving behavioural change in workshops, providing solid proof as to why this change is necessary.

Using ROBIS data, Rotronics knows that, for the period from January 2020 to May 2021, in a national distribution fleet which uses light and heavy vehicles, only

38% of vehicle batteries are in a good state of charge. 47% of those batteries need a recharge, 14% need to be replaced, and only 20% are in a balanced state.

The financial implications of the reasons for this data are significant and Rotronics has been able to provide its customers with solid facts to highlight the issues, so that they are now able to put some actions into place, to reduce battery-related spend, improve warranty claims, and workshop practices.

In all the vehicles that have been tested in the PSV sector over the same period, only 55% of the batteries are in good health, 30% need to be recharged, 15% need to be replaced, and only 44% of battery sets are ‘in balance’. So, that means that 45% need attention, i.e. charging or replacement.

In the previous 12 months, ROBIS has recorded over 187,000 PSV battery tests (until May 2021) and, of the 15,000 vehicles tested as part of routine maintenance, around 40% of these vehicles would have experienced a roadside defect if left undetected.

The hidden cost In an imaginary fleet of 100 buses, if we assumed a cost of approximately £200 to deal with each roadside non-start, the overall cost would be in the region of £8,000 annually. The cost of replacing two batteries per vehicle would be additional to

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this, at a cost of around £300 for two batteries. That totals £12,000 for battery replacement costs. Add that to the nonstart budget and it amounts to £20,000 annually for this 100-vehicle bus fleet.

Having clear diagnostics for fleets has always been essential and Rotronics’ customers now have credible data on which to base significant workshop changes and implement testing and charging regimes for every vehicle entering the workshop. The ROBIS diagnostic has really focused these workshop teams to ensure that they reduce their battery-related spend.

Rotronics knows from extensive ROBIS research and analysis that simply having the diagnostic capability within the workshop is only half the story.

Every workshop these days has an arsenal of diagnostic capability, however, consider what this means if we do not know how or when such equipment is put to use, and what impact and improvement this can have if applied across workshop output.

“In a national distribution fleet which uses light and heavy vehicles, only 38% of vehicle batteries are in a good state of charge. 47% of those batteries need a recharge,14% need to be replaced, and only 20% are in a balanced state.”

Getting technicians to follow the process of proactive testing and remedial charging can be a challenging and demanding task. However, if we consider the benefits of how this impacts on battery performance and vehicle reliability, the reality says it all.

Combining the strength of an effective, proactive battery management programme and the diagnostic visibility that ROBIS delivers, ensures your workshop teams can identify, action, and maintain your workshop diagnostic capability and improve vehicle reliability with confidence.

FOR MORE INFORMATION ON ROTRONICS, PRODUCTS AVAILABLE, AND THE BATTERY MANAGEMENT PROGRAMMES, EMAIL INFO@ROTRONICSBMS.COM, CALL KEN CLARK ON 0121 526 8185, OR WWW.RDR.LINK/VAB014

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PARTS – AVAILABILITY VS. QUALITY

THE STATE OF THE NATION To say Brexit introduced uncertainty would be an understatement, but its impact on parts supply is still being processed. Coronavirus has also not helped companies adjust to the changes, so Cian Brittle explores the impact of both and what operators need to be aware of moving forwards.

T

his month will mark five years since that momentous day of the EU referendum, yet questions lingered on what form of Brexit we would be experiencing right up until 11pm on 31st December 2020. A ‘hard’ Brexit was the feared outcome (the UK operating outside the EU’s single market and customs union, trading on the basis of a free trade agreement), and this would have had a catastrophic impact on the short-term future of parts supply in the UK. Luckily, this is not what transpired, as an agreement was reached at the eleventh hour, literally. Companies across the commercial vehicle industry still had to prepare, however. It was certainly not business as usual, especially for those who imported from the EU and now had additional hurdles to overcome.

What has been done to ensure the impact is minimal during this transition? Back in February, the Government introduced a £20 million SME Brexit Support Fund to allow small- and medium-sized businesses (SMEs) to adjust to new customs, rules of origin, and VAT rules when trading with the EU. However, this only affects the smaller operators for obvious reasons. We are yet to see the full effect on the big parts manufacturers, as the UK has granted importers a six-month grace period in order to give them time to get prepared.

This six-month grace period comes to a close at the end of this month, so discussing the true impact of Brexit on parts supply is mere conjecture at this point. However, we can certainly analyse the progress up to this point. At the moment, it’s safe to say that OEMs and distributors are doing their best to minimise the full impact. However, if there is a parts shortage or costs rise for importing, then this will certainly impact on overall workshop costs and vehicle downtime.

So, operators must be aware of this risk of a price rise as we move later into the year, and that certain repairs may take longer if parts are not available in the UK. However, it’s safe to assume parts that routinely wear, such as brake pads and discs, will be relatively unaffected. This may mean that more expensive items will be harder to source, with next-day deliveries becoming harder to accommodate on parts such as larger transmission items. Could these supply issues prompt some operators to change buying policies?

My advice to operators would be to not put all of your eggs in one basket, as this could certainly prompt a rethink in OE purchasing decisions. As long as you don’t assume that parts supply and prices will remain the same, you can prepare yourself as best as possible for any future fluctuations. It’s also important to remember that manufacturers may still be adjusting their production output postCOVID after the short working weeks of last year.

©alexlmx/AdobeStock

Crucially, the picture is still unclear as to how things will be truly affected, and this is made no more evident than by some companies we contacted electing to abstain from this feature due to the delicate situation surrounding Brexit. In light of this, CVW examines how a handful of companies have gone about preparing themselves for the impact of Brexit, how this has been affected by Coronavirus, and what conclusions we can reach in the face of the future.

Fail to prepare, prepare to fail In order to understand where we’re at now, it’s important to look back at how companies initially braced for Brexit. On the whole, delays were expected across the board, but there were contrasting realities for some companies. The key for all of them, however, was plenty of forward planning.

“We expected delays, which is why part of our preparations included increasing minimum stock levels on a number of SKUs,” explains Paul Dodgson, Operations Director at febi. “We also made sure that our logistics partners had the expertise and capacity to handle the additional administration.

[Therefore], we successfully experienced no loss of availability due to Brexit.”

A similar sentiment is shared by Darren Miller, Business Development Manager at Sampa UK & Ireland. He adds: “Our plan for parts supply around Brexit was put in place many months before the actual changeover date. As a manufacturer, we were able to quickly increase our order from our manufacturing base in Turkey and inject more containers to ensure we had extra deliveries before the Brexit deadline, whilst also maintaining deliveries post-Brexit. Fortunately, we did not see too many delays and the shipments

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PARTS – AVAILABILITY VS. QUALITY

that were caught up in the initial port issues were covered from our extra deliveries we had received pre-Brexit.”

Planning ahead was obviously the main consideration for companies wanting to soften the blow of Brexit as much as possible. Further evidence of this is provided by Damian Milling, National Sales Manager – Aftermarket at Mann+Hummel: “We actively planned for the worst case situation with Brexit, but hoped that we would not have to action all of our plans.

We invested heavily in AEO accreditation [this demonstrates that a company’s role within the international supply chain is secure and that its customs controls and procedures are efficient and compliant], increased stock holding, engaged with a specialist import and export provider, and actively encouraged customers to also make preparations of their own.”

However, Darren Miller points out that the lack of delays seen is largely down to the manufacturers working extremely hard to minimise disruption as much as possible, as evidenced by the company’s work in

“We expected delays in supply, increased shipping costs, and cost prices.

Cost prices have not gone up, but we have seen delays in supply and shipping costs have risen.”

Ireland. He explains: “We have worked with our service providers to ensure we minimised any disruption to parts supply to our clients based in Ireland. It is fair to say nobody was immune to the issues faced at the ports; however, we continued to work closely with our carriers to ensure we supported their needs in clearing the goods as swiftly as possible. Thankfully, everything has settled down and our shipments to Ireland are now back to normal.”

Ken Clark, Managing Director of Rotronics, is another who warns of the delays that companies are now facing, even

in the face of advanced preparation. He says: “We expected delays in supply, increased shipping costs, and cost prices.

Cost prices have not gone up, but we have seen delays in supply and shipping costs have risen. We prepared by bulk ordering stock to ensure that we had continuity of supply of spares and products. We made sure that we had three months’ worth of supply. We also communicated with our customers well in advance to build forward orders to mitigate issues with supply.”

So, although the impact was not nearly as bad as first feared, it’s important for us to remain vigilant in the face of fluctuations and inconsistencies to parts supply. A ZF Aftermarket spokesperson describes how the company is keeping abreast of any potential disruptions. They outline: “Since 2018, we have been preparing in various task forces and working groups on a nodeal scenario, including an interdisciplinary task force. Even after Brexit with free trade agreements, this task force is still active in order to be able to react quickly if necessary and to keep the supply chain stable.”

Next-day deliveries may become a thing of the past for bulkier, more expensive parts

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©somchai20162516/AdobeStock

The here and now Whilst delays were expected and for the most part managed, it’s important to remember to be wary of a potentially volatile market. After all, on top of delays caused by the increase in red tape between the UK and EU, there have also been availability issues that have arisen for parts, due to worldwide shortages as a result of COVID-19.

Ken Clark outlines: “We have experienced shortages. Some delays relate to product coming in from China. Some suppliers have at least 12-week delays and we can see that lead times have doubled from some suppliers.”

This is echoed by James Daykin, Group Aftermarket Manager at RH Commercial Vehicles (RHCV), who says: “Any [parts] shortages are more as a direct result of the challenges of COVID-19 rather than Brexit.”

Paul Dodgson also confirms: “On certain lines we have experienced some availability issues, however, the reason behind this is better attributed to the global pandemic rather than Brexit.” So, COVID-19 has severely impacted the output of parts manufacturers, something which is not helped by delays resulting from red tape.

“Initially, there were delays for deliveries to certain countries due to Brexit red tape,” comments Damian Milling. “We worked hard with all parties concerned to resolve these in as timely a manner as possible.” Therefore, it’s clear that both the global pandemic and Brexit are having an unquantifiable impact on parts supply, and it’s difficult to tell which is having the greater impact at this moment.

Ken Clark explains: “We have experienced delays in obtaining parts. This is related to Brexit, but COVID-19 is masking some of the issues right now and it is difficult to differentiate between COVID19 and Brexit as the cause of the issues.”

This is backed up by Paul Dodgson, who says: “Both Brexit and the global pandemic have played a part in increasing lead times throughout our supply chain.”

Knock-on effects

©DmyTo/AdobeStock

In light of both delays to parts manufacturing and parts delivery, have there been unexpected price increases as a result? At the moment, it looks as though prices are holding firm, helped by manufacturers doing their best to absorb any fluctuations in cost. Darren Miller of Sampa outlines exactly what the company has done to aid its customers. He explains: “We know the market has experienced price

Smaller items, such as brake pads and discs, should be relatively unaffected

“We have experienced delays in obtaining parts. This is related to Brexit, but COVID-19 is masking some of the issues right now and it is difficult to differentiate between COVID-19 and Brexit as the cause of the issues.” increases already this year and some aftermarket suppliers have increased prices twice already. So far we are maintaining our current pricing and we feel this is important to support our customers as we continue to ease ourselves out of the lockdown and get back to some level of normality.”

Damian Milling offers a similar explanation, as he says: “As a responsible supplier, we endeavour to constantly look for efficiencies and cost control processes to allow us to reduce cost price impact wherever possible.” Ken Clark expands on this point, as he states: “We have not experienced product price increases because we have such strong relationships with our suppliers; but the tariffs and delivery charges have been additional cost elements.”

However, there is caution offered by Paul Dodgson of febi. He warns: “The global pandemic has resulted in large demand fluctuations which has led to a shortage of key raw materials globally, and this has led to cost-push increases in the cost of goods.

Furthermore, global shipping costs remain extremely high, which is a further challenge in relation to the overall cost of supply.

Sooner or later, these increased costs for all suppliers will need to be passed on to the workshops and vehicle operators.”

The issues surrounding delays and the potential for a future increase in price means workshops are bound to be affected.

Darren Miller agrees: “Undoubtedly, vehicle downtime could be impacted through parts availability, but we try wherever possible to help our customers supplying the workshops to maintain a high level of parts supply.”

This is emphasised from the workshop side, as James Daykin of RHCV confirms: “Yes, [vehicle downtime will increase in workshops], but we continue to work hard to minimise disruptions to keep vehicles on the road.”

Although, there is hope offered by both Paul Dodgson of febi and Ken Clark of Rotronics. The former states: “I would say [an increase in vehicle downtime in workshops] is unlikely as there are so many offerings in the market. Is there a scenario that the workshop does not get their brand of choice? Yes, certainly. May they have to pay more? Probably.”

The latter concludes: “We do not think that this will increase vehicle downtime because of our forward planning to mitigate delays. We believe that we have put the right processes in place. We do not believe that this has impacted our customers, but it has put pressure on businesses like ourselves.”

Landing on a singular conclusion is understandably difficult, with conflicting answers on display here. One thing that this should show is that there is still room for things to change, and the picture certainly remains unclear.

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PARTS – AVAILABILITY VS. QUALITY

As the effects of COVID-19 begin to wane, will we begin to see the true impact of Brexit on parts supply?

Moving forwards Whilst the lasting effects of Brexit are yet to be truly seen, it’s beneficial to look at how manufacturers reacted with changes to their parts procurement policies, and whether or not there are continued plans to increase parts stock in the UK to help ease any future pressure on the industry.

Unsurprisingly, many companies fared differently when it came to how Brexit affected them on this subject. For those based in Europe, it seems to have been minimal at best so far. This is confirmed by Paul Dodgson of febi, which is based in Germany. He says: “Brexit has not yet had a material impact on our overall procurement policy.”

Darren Miller of Sampa, who are based in Turkey, supports this further. He explains: “For us, Brexit was a minor problem because, as a manufacturer, we can increase production quickly and our daily meetings with our colleagues in Turkey ensure we can minimise disruption.”

However, British-based Rotronics offers a different view. Ken Clark outlines: “Brexit has changed our parts procurement policy.

We have increased our core stocking levels and place larger orders now, to try to reduce shipping cost and minimise downtime due to shipping delays. Prior to Brexit, we would order weekly, whereas now we order monthly or fortnightly and increase our stock levels.”

38 CVW JUNE 2021

“Brexit has changed our parts procurement policy.

We have increased our core stocking levels and place larger orders now, to try to reduce shipping cost and minimise downtime due to shipping delays.”

Despite the difference in experience either side of the Channel, one thing that can be agreed on by all is that increasing parts stock in the UK is of crucial importance. This should hopefully give confidence to operators and workshops alike that any difficulties with parts shortages and delays should be mitigated as much as possible.

Paul Dodgson confirms that febi has ensured its UK operations are as prepared as they can be. He explains: “In order to maintain high availability, we are increased overall stock levels. We are also widening our product range by at least 100 articles every month to position ourselves as a onestop-shop to our customers.”

Darren Miller has the same to say from Sampa’s side, as he outlines: “We continue to stock our warehouse in Manchester with new shipments arriving each week. We are,

of course, adjusting our existing stock levels to meet the increase in demand and monitor these closely to ensure our future parts supply remains optimum to our customers.”

From the British side, Ken Clark explains how Rotronics is carrying out a similar process; however, ensuring consistency of supply will be something that continues to provide difficulty moving forwards. He states: “We have increased parts stock in the UK, and Brexit has meant that our suppliers have to build a solid supply chain in the UK in a way that they did not have to before. We have had to ensure increased stock levels.

Stock coming into the UK is problematic and we do not have the consistency and surety of supply that we used to have. So, building up these solid supply chains is critical – and difficult. Especially as all activities are currently being masked by COVID-19.”

Overall, it’s clear the negative effects have been managed thus far, but it’s also been difficult to differentiate between which problems have been caused by Brexit, or whether the pandemic has masked the true scale of the issues. Remaining vigilant will be the name of the game for operators and workshops, and paying close attention to price fluctuations and the terms and conditions will take on greater importance.

CVW will continue to pay close attention as the situation develops to ensure our readers are kept informed and up-to-date on this delicate subject.

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DISTRIBUTOR SPOTLIGHT

‘GENUINE

PARTS, GENUINE PEOPLE’ Since its launch in 1984, HGV Direct has grown rapidly to become one of the UK's largest suppliers of parts and consumables to the CV market. CVW speaks to Managing Director Simon Smedley to find out how.

“O

ur formula is not a secret or rocket science, but it does take commitment. We provide an extensive range of quality products at competitive prices and have invested in IT systems so that when a customer calls, we just require the vehicle registration to provide advice on the parts available for that vehicle.

“Our motto is 'Genuine Parts, Genuine People' so our knowledgeable staff are always on hand to provide general advice and details about items for a specific vehicle. Our product range includes air brake and friction products, auto electrical, transmission, engine, consumables, lubricants, tools and garage equipment.”

Genuine parts – what does it mean?

“We source products directly from the original equipment manufacturer, and distribute into the market. We always ask our customers ‘what’s in the box?’ This is always an interesting question as products are marketed in so many guises. We feel that we don’t have to explain ourselves, the original equipment product speaks for itself – we sell the original equipment product wherever possible and we back our customers with a guarantee that only comes with a genuine product. This gives our

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customers comfort, as we all know these are the products assembled on the majority of today’s new vehicles.

“Supporting our product offering with experienced staff is essential for us to build long standing relationships within the industry. Our business has been instrumental in providing the first apprenticeship scheme in the UK for the commercial vehicle aftermarket, to provide talent for the future. This was first started back in September 2017 when candidates from all over the UK came together at Rease Heath College in Cheshire to start their career as commercial vehicle parts advisors, and the journey takes candidates through understanding of moving parts and how best to identify, distribute and stock effectively. There are great opportunities for candidates, who have the option of three stages taking them through management training and to achieve degree status for those who apply themselves and wish to carry on through the educational journey.

“Independence in the automotive aftermarket is becoming a precious status now, with recent consolidation in the marketplace, we have worked within the IFA buying group with like-minded businesses for over 15 years, building a network of independent businesses that pool buying resources to provide customers with best whole life cost products. We are proud to be part of what we believe is the ‘biggest and best’ independently owned CV parts distributors in the UK, and as independents we can offer flexibility of pricing, service and relationships. This allows us to provide our customers with a helping hand, whether it be 24/7 emergency cover, pricing support or our one-to-one relationship.”

HGV Direct continues to show its desire to keep moving forwards with its expansion into Liverpool, as well as opening a Heathrow branch a few months ago.

E-trading “E-trading is here, we have embraced this and will continue to enhance our online offering, we have a parts lookup function, online ordering for same day delivery, and a click and collect service. We have been at the forefront of ecommerce within our sector for some years now, and our website is a great tool for our customers, with helpful tips, registration plate identification and multiple delivery or collection options.

“None of the above would be achievable without the support of our customers and people, together with a mix of hard graft by all, we have been privileged to make a success of HGV Direct to date, and thanks to those involved, we are sure this will continue independently into the future.”

FOR MORE INFORMATION ON THE PRODUCTS AND SERVICES AVAILABLE FORM HGV DIRECT, VISIT THE COMPANY'S WEBSITE,OR WWW.RDR.LINK/VAB015

When life changes we're life changing.

Life can throw the odd curved ball no matter what stage of life you're at: money worries, illness, mental health issues, social isolation. It can create a downward spiral for you and your family. It's why Ben's here. At these moments our support and care services can be life-changing. Ever since there's been an automotive industry Ben has been helping its people and their loved ones keep life on track. Together we’ll tackle the challenges that get in life’s way and make sure they don’t, for life.

Always here for you www.ben.org.uk Helpline 08081 311 333

Find plenty of advice, online chat and self-help tools on our website, or talk to us on the helpline, free and in complete confidence, Monday-Thursday 8am-8pm, Friday 8am–5pm

Here for the automotive industry

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DISTRIBUTOR SPOTLIGHT

EXPANDING HORIZONS

R

HCV has been selling, leasing, servicing, and repairing heavy (HGV) and light commercial (LCV) vehicles across the East Midlands for four decades. The company employs 140 staff across its five sites in the East Midlands – in Nottingham, Cossington (Leicestershire), Northampton, Alfreton (Derbyshire) and Newark (Nottinghamshire).

Formed in 1977, RHCV has been a Renault Trucks dealer since 1986 and is an authorised selling agent for Renault Trucks and provides new and used sales, servicing, and parts for the full Renault Trucks range, as well as all-makes parts and servicing for commercial vehicles. It offers a full range of sales and aftermarket services including parts, sales, dedicated paint shop, and designated MOT bays. RHCV is a dealer for Renault Trucks as well as working with Isuzu at selected sites.

The company added to its East Midlands sites in May with a new site including an 8,000ft2 workshop. Located near Newark, the new RHCV site is constructed to a very high standard and is part of a three-acre site close to the A1, A17, and A46 road network in north-eastern Nottinghamshire. The workshop space can fit up to nine trucks in three bays. The site also offers brake roller testing.

The new location was carefully chosen as it provides an excellent service point for vehicles travelling north to south, or vice versa, down the main A1.

Growing commercial vehicle distributor RH Commercial Vehicles outlines its recent expansion and how its parts management system maximises its efficiency.

Parts offering Parts is an important part of RHCV’s service offer, with the company stocking over half a million pounds worth of parts. The new Newark workshop is fully equipped with the latest parts management systems including a ‘vertical storage R-Mag carousel’ like those at RHCV’s Nottingham site.

RHCV’s state-of-the-art facility has invested in this vertical storage carousel which is a compact storage and retrieval unit which has of a continuous series of shelves, known as carriers, that are used to store products. This means parts are stored carefully, maximising space, and can be accessed quickly and efficiently. Once activated, the machine rotates and the selected product is presented, via the quickest route, to a suitably positioned workstation.

RHCV’s aftersales service includes counter sales and delivery of genuine parts and support for Renault Trucks’ 24/7 roadside assistance service for the area.

James Daykin, Group Aftermarket Manager for RHCV, comments: “Using the latest automated storage and retrieval systems, including these vertical storage carousels, means we can be fast and efficient in supporting the workshop team.

“It also is a much easier way for the parts advisors to access items quickly without too much climbing, reaching, and twisting.”

RHCV has invested in automated storage systems to produce a more efficient workflow – increasing safety and productivity.

James adds: “Our job is to ensure we turn around vehicles in the workshops quickly and efficiently, minimising customer downtime.”

As part of further workshop investments, RHCV also recently refurbished its Nottingham bodyshop, adding a facility to prepare vehicles before they are moved into the spray booth for painting – a process which was previously outsourced.

The improved facility will offer full repainting of truck cabs and chassis, along with body repairs for minor accident damage to trucks and LCVs. Previously, major accident work would take place off site.

RHCV has recently hired a further member of staff as part of the bodyshop team: Craig Pearce, who previously worked at Silverstone painting Formula 1 cars.

FOR MORE INFORMATION ON RH COMMERCIAL VEHICLES, WWW.RDR.LINK/VAB016

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RDR.LINK

WWW.RDR.LINK: HOW TO USE CV W’S ENQUIRY SERVICE If you haven't utilised the rdr.link system yet, here's a reminder of the advantages of our service that helps you to get to the product, business, or technical information you require, quickly and efficiently.

What is rdr.link?

How to use rdr.link

With a wide array of online resources supporting the latest solutions – from informational videos to technical guides – it can be a challenge to locate what you need, quickly and efficiently.

To ensure you don’t miss out on those valuable resources, we introduced rdr.link – a rapid service to transport you immediately to the online resources mentioned in our stories.

Replacing our traditional paper ‘Readerlink’ enquiry card, all readers have to do is type the call-to-action codes located on each page into their web browser and they’ll be taken directly to useful online content – whether that be supporting videos, further product information, white papers, technical downloads and more.

It’s a simple, direct route to the relevant information online, as an alternative to searching around and trying to find out more via a search engine.

On certain pages you may read: “To download a technical data sheet for this product, WWW.RDR.LINK/VAB000” (or similar).

Simply enter WWW.RDR.LINK/ with the unique five- or six-digit code into a browser and it will take you directly to the mentioned resource – in this case the product data sheet.

Alternatively, you can log directly on to www.rdr.link and type in any of the codes from the magazine into the main search box.

You’ll then be directed to the supporting content or resource that you’re looking for.

There’s a tremendous array of online supporting aids out there for technicians, so our aim is to help to point you in the direction of the best ones without making you do the thinking yourselves. To that end we hope the new system will prove popular.

But don’t just take our word for it; give it a try for yourself this month!

44 CVW JUNE 2021

LOST YOUR BACK ISSUE OF CVW? FEAR NOT!

The trade magazine for servicing and

repair professionals

COM MERCIA L VEHICLE WOR KSHOP MAY 2021

Introduced to ensure that there's no need to panic if you've misplaced a recent issue, you can now access a digital copy of your favourite magazine directly from our website. All you need to do is click on the 'Magazine' tab on our website, and you can view the past month's issue in digital format, complete with clickable links to take you to further information about products and articles you're interested in. Don't forget to also sign up for our FREE weekly e-newsletter while you're there, delivering the latest stories from www.cvwmagazine.com directly to your inbox every week.

NET ZERO BY 2050

Can the transport sector meet its emissions targets effectively?

Also in this issue…

■ A breakthrough in reducing emissions

■ Can pits be installed in a high water

from diesel fumes

table area?

■ What’s being done to address the dangers

■ Win one of five available giveaway

packs!

of silent vehicles?

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THE

A-Z OF

BATTERIES In the fifth A-Z of Batteries from Rotronics, Ken Clark takes us through ‘K’ and ‘L’.

K IS FOR KEEP VEHICLES MOVING

Keeping vehicles moving is more important now than ever. Whatever the vehicle, whatever the route, whatever the cargo. Here is a workshop checklist to ensure your vehicle batteries don’t fail: test the battery of every vehicle entering your workshop; ensure there is enough diagnostic equipment to test and charge every vehicle entering the workshop; check your testers accurately test start/stop capacities; minimise sulphation by testing and charging batteries stock; ensure your testing and charging equipment in a good state of repair; and check your chargers supply sufficient BSU (Battery Support Capacity) supporting software updates.

TAKE AWAY TIP

TAKE AWAY TIP

L IS FOR LIFECYCLE OF A BATTERY

Each round of discharging and recharging is a battery cycle. This determines how long the battery will last. Preventing deep cycling (a flat battery) is key. How can you do this?

Keep the battery discharge to a minimum by regularly testing and charging the battery to replenish it to optimum levels. Batteries below 12.4V are deemed to be at 75% state of charge and at risk of sulphation, and will require charging to prevent the risk of premature failure.

✓

If you answer NO to any of the checklist questions, seek our guidance. Keep terminals clear from grease and grime, and service and repair any faulty or worn equipment.

✓

Some batteries will have greater cycling efficiencies than others, but ensure you don’t let any battery get into a state of deep discharge by proactively testing and charging at every service opportunity.

For more information on Rotronics, products available, and the battery management programmes, go to www.rotronicsbms.com, email info@rotronicsbms.com, or call Ken Clark on 0121 526 8185. Let us know what you’d like to see in the next A-Z of Batteries and email your suggestions to ken.clark@rotronicsbms.com, or

WWW.RDR.LINK/VAB017.

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COMPETITION

BEST OF THE TEST Nissens Automotive is offering a wireless AC test tool to one lucky CVW reader. or the comfort and safety of the drivers of commercial and public service vehicles, the performance of air conditioning and climate control systems is essential. This relies on regular maintenance by technicians using premium quality parts.

As a highly respected thermal management specialist, Nissens Automotive does its best to assist technicians to be sure the service procedure they follow is carried out successfully and results in the AC system performing to its optimum, which is made considerably easier by selecting Nissens products when servicing the system.

All Nissens products are developed and manufactured according to marketrecognised, genuine Nissens-quality standards. This ensures that they are perfectly finished, thus enabling a troublefree, fast installation. The functionality of every component is thoroughly tested so it matches the original equipment (OE) part, which ensures its optimal thermal performance.

Alongside its premium quality components, Nissens has a reputation for its technical support, which it provides to installers through a variety of forms from print to online. However, to further assist

■ All Nissens TXVs are equipped with Orings and mounting bolts, whenever applicable to the OE part

F

■ Nissens condensers include O-rings and are protected from corrosion with a specially designed coating. In saltwater tests, condensers treated with this corrosion protection function up to eight times longer than non-protected condensers them complete the best possible job, it’s offering a CVW reader the opportunity to win a superb wireless Testo Smart Probes AC & Refrigeration Test Kit worth £235!

Nissens AC parts facts ■ Nissens heavy duty AC system components total almost 200 parts, covering the most popular truck applications. The range includes compressors, condensers, interior (heater) blowers, fans, heaters, evaporators, receiver-driers, and TXVs ■ All Nissens compressors are First Fit products – pre-filled with the right type and quantity of lubricant, include Orings, as well as an electrical harness and connectors or a protective prefilter, whenever needed

HOW TO ENTER To be in with a chance of winning this great prize, WWW.RDR.LINK/VAB018 and answer the following question (Hint – the answer can be found in this article):

Q

How many components are there in the Nissens heavy duty AC programme?

A. Almost 20 B. Almost 200 C. Almost 2,000

Deadline for entries is 10/07/21. Terms & Conditions apply. See website for details.

JUNE 2021 CVW 47

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WHAT’S NEW?

MIRKA PNEUMATIC BELT SANDERS

ABAC AIR COMPRESSORS Mindful of the government’s ‘Net Zero’ roadmap and with the UK automotive industry under pressure to reduce carbon emissions, automotive compressor brand ABAC has launched an upgraded range of oil-injected air compressors specifically for the automotive aftermarket, which have a significantly lower environmental footprint.

Providing a reduction in energy consumption on selected models of up to 12%, ABAC’s innovative Spinn range of models feature a revamped air end element, which facilitates a market-leading increase of 15% in Free Air Delivery (FAD) output.

Where a large volume of air on continuous demand is required, such as in a tyre-fitting bay, ABAC’s Spinn belt-driven screw compressors can be customconfigured. Units are available either floor mounted, tank mounted or tank mounted with refrigerant air dryer, the latter version delivering a 55% reduction in Global Warming Potential (GWP) over previous generation screw compressors.

Compressor power ranges from 2.2 to 7.5kW in either eight- or ten-bar versions.

Where the demand for air is intermittent, the combination of an anticondensation oil heater, tropical thermostat and a larger 500-litre air receiver enables the unit to perform efficiently on very low duty cycles and also avoids the issue of condensation forming within the oil.

Offering a fully-integrated configuration with combined air receiver, tank, filtration and refrigerant dryer, provides customers with a compact, silent unit, that not only costs less to install but also means it can be located closer to the point of use, requiring less pipework, which optimises workshop floor space. The compressor’s internal componentry has been designed to allow for easier maintenance and removable service panels enable quick access.

WWW.RDR.LINK/VAB019

GENIE INSIGHTS CUSTOMISED SOLAR PANELS Fleet technology supplier Genie Insights has developed a range of solar products custom-designed for use on commercial vehicles. The panels charge batteries powering equipment including fridge units, tail lifts, and an array of electrical ancillary equipment. The County Antrim company has taken advantage of new solar panel technology that allows easier customisation of panels for application on virtually any commercial vehicle or trailer configuration.

Genie Insights’ solar products, which are produced in conjunction with a UK solar panel manufacturer, use the very latest in CIGS (Copper Indium Gallium Selenide) technology instead of traditional glass-based panels. As well as being lightweight and flexible, the panels are extremely powerful and highly efficient, even generating energy in low light conditions. The panel technology is particularly robust because it flexes with the vehicle body and, because it doesn’t contain glass, there is no risk of fractures or cracking. The unique construction also means the panels continue to work even if damaged or partially covered.

Genie Insights offers tailor-made solar panels as well as a range of standardised products for easy installation on popular vehicle and trailer configurations. Offering a full design, installation and back up service with a five-year performance warranty, Genie Insights can also configure panels for any type of moveable asset that relies on battery power.

Solar panels on commercial vehicles have been shown to deliver fuel savings, but Genie Insights believes the greatest benefits come from improvements in battery performance and reliability. As a minimum, the panels keep batteries trickle-charged to prevent loss of power and to minimise the risk of expensive and inconvenient breakdowns, and in some applications can even generate enough energy to be the main source of power.

Battery health is also maintained and longevity maximised.

WWW.RDR.LINK/VAB020

48 CVW JUNE 2021

Mirka’s innovative product portfolio is expanding with the launch of two new pneumatic belt sanders (PBS) and two new file belts, designed for the bodyshop and manufacturing sectors. These products have been designed to ensure users have access to a complete solution that meets the constantly evolving requirements of their daily tasks and jobs.

The new Mirka PBS 10NV and Mirka PBS 13NV have been developed for removing paint in body shop work and collision repair and for grinding welding spots and seams in vehicle manufacturing.

The R&D team in Jeppo, Finland, designed these tools with the user in mind and focused on their overall useability and ergonomics. The PBS’ design ensures low vibration sanding, and its rubber handle ensures the user has a comfortable grip, so the tool can be used for a sustained period, whilst reducing the stress on the hand and wrist. The grinding speed is easy to set with a top-mounted selector.

The belts can be quickly changed with the help of the tool’s tension mechanism, and the arm angle can be quickly adjusted with one key that is stored in the handle.

To complement the Pneumatic Belt Sanders, Mirka is also expanding its abrasives line-up with the new Ceramic and Zirconia file belts, which are suitable for use on metals and can be used across multiple applications.

The Ceramic file belt is available in P36 -P120 grits. Its innovative design offers a high wear resistance for increased usage and its blend of self-sharping grains allows for maximum stock removal for the lifetime of the abrasive.

The Zirconia file belt is available in P24P120 grits. It provides users with a hardwearing heat resistant abrasive that offers high stock removal alongside a consistent scratch pattern. In addition, the Zirconia’s versatility enables it to be used across multiple applications, ranging from paint removal and stainless steel to high alloy steel, non-ferrous metals and cast iron.

WWW.RDR.LINK/VAB021

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SEALEY STORAGE & WORKSTATIONS PROMOTION

EXIDE

TECHNOLOGIES

ECO-FRIENDLY BATTERY Exide Technologies is updating its Exide Premium range with a new black design and new recycled components for reduced environmental impact. The change will lead to savings of 2,700 tons of CO2, eight million litres of water, and 1.2 million litres of crude oil in Exide’s manufacturing each year.

This battery design features a spill- and spark-proof security lid with double flame arrestor, providing the same superior safety level Exide has always offered with the previous design. This is an original equipment design, and this also means aftermarket customers get the reassurance of a design that has passed the strict requirements of manufacturers.

The new design will be introduced for all of Exide Technologies’ top-of-the-line conventional batteries across its various product brands, comprising Exide Premium, Centra Futura, Deta Senator3, Sonnak Powerline, Fulmen FormulaXtreme and Tudor High Tech. The striking design is visually appealing, whilst the use of recycled components will make a meaningful environmental impact.

WWW.RDR.LINK/VAB022

Sealey’s Storage and Workstations 2021 Promotion, containing over 550 products with savings of up to 56% and featuring over 60 new lines, is a promotion you don’t want to miss.

You will find anything from its new multipurpose storage hook kits, power tool storage racks, heavy-duty three beam set shelving/racking units, 480mm tool backpack with nine internal pockets – perfect for keeping tools organised – and a graphics back to make sure your Sealey toolbox stands out.

With all the new products, it’s easy to forget about the company’s existing ranges – so don’t miss savings on its range of modular system combos, including but not limited to APMSCOMBO2SS and APMSCOMBO6W, its storage cabinets and its toolchest combos with premier trays, especially as all premier tool trays come with a lifetime guarantee.

WWW.RDR.LINK/VAB023

SNICKERS

WORKWEAR

SUMMER TOPWEAR Everyone wants to be cool and comfortable at work this summer – and to do their bit for saving the planet. That’s why Snickers Workwear has integrated improved 37.5 fabric technology and ‘Verifiable Sustainability’ into its T-shirts and polo shirts.

The new AllroundWork styles are made from highly functional waffle-structured 37.5 fabric for optimal ventilation, cooling, and moisture transport to keep you feeling fresh for longer.

And, with the aim of being at the forefront of sustainability in workwear, the new lightweight Polo and T-shirts are made of 100% recycled polyester with a bio-based, anti-odour finish with a smooth texture and efficient moisture transport for great working comfort.

They’ve all got street-smart bodymapping designs for an amazing fit, outstanding functionality and long-lasting comfort – all day, every day.

WWW.RDR.LINK/VAB024

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ADVERTISEMENT INDEX AP Air Europe Limited ...................................... (page 25)

Morris Lubricants ................................................ (page 9)

Ben .................................................................... (page 42)

Premier Pits ...................................................... (page 49)

Checkpoint Safety ............................................ (page 33)

rdr.link .............................................................. (page 48)

Conren Limited ................................................ (page 46)

Robert Bosch Limited ...................................... (page 21)

CV Show .......................................................... (page 10)

Sampa UK & Ireland Limited ............................ (page 45)

Energizer Group Limited .................................. (page 39)

Schaeffler (UK) Limited .................................... (page 15)

Ferdinand Bilstein UK Limited .......................... (page 34)

SIP Industrial Products Limited ........ (inside back cover)

Jack Sealey Limited .......................................... (page 27)

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

MAHA UK .......................................................... (page 41)

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

Mann & Hummel UK Limited .............................. (page 4)

VLS (UK) Limited .............................................. (page 19)

Mirka (UK) Limited ............................................ (page 31)

Witham Group .................................................. (page 29)

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50 CVW JUNE 2021

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