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The trade magazine for servicing and repair professionals
COMMERCIAL
VEHICLE WORKSHOP MARCH 2020
SET THE BENCHMARK
The service helping workshops to test common rail injectors
Also in this issue… CV Show sneak peek ■ The lowdown on the Green Deal ■ Clutch replacement on a Vauxhall Movano ■
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CONTENTS
Volume 17
Issue 3
REGULARS 5
Viewpoint
15 Business & Training
6
News
45 MECHANEX Monthly
10 CV Show Update
48 What’s New?
13 Tech Tips
FUELS, LUBRICANTS & ADDITIVES 16 Analysing the upcoming changes to the EU Green Deal
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18 The revamped delivery service ensuring a better customer experience 20 Why engine oil is crucial to maximising CV engine life 21 How additives can help fleet efficiency
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23 Why preventative measures are key to reducing emissions 24 Testing and repairing commercial vehicle injectors
CLUTCH, TRANSMISSION & STEERING 26 Replacing the clutch on a Vauxhall Movano 2.3 D 2013 28 The technical workings of a self-steering axle 31 One company’s range of steering components 32 Why high quality replacement parts matter
AIR CONDITIONING 35 Why an air conditioning check offers customers a more complete service 36 How PAG lubricants will enhance the performance of future electric commercial vehicle fleets 37 The importance of servicing heating and air conditioning
WORKSHOP MANAGEMENT SYSTEMS
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39 An interview with Paul Clark, MD of Truckfile 40 The system helping workshops to manage their parts stock more efficiently 42 How to streamline workshop operating processes with Jaama’s Key2 system 44 An integrated solution enabling businesses to fulfil their maintenance responsibilities
COMPETITIONS 46 Giveaways 47 Get your hands on an Amazon Echo Dot in this month’s Tea Break Teaser!
MARCH 2020 CVW 3
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VIEWPOINT
www.cvwmagazine.co.uk
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BAN WITHOUT A PL AN
Editor CIAN BRITTLE Editorial Assistant LAURA GUALDI Consulting Editor SHARON CLANCY
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Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Graphic Designer GEMMA WATSON Group Production Manager CAROL PADGETT Publisher BRYAN SHANNON Subscriptions Commercial Vehicle Workshop is a business magazine for companies and individuals involved in all aspects of commercial vehicle servicing. It is published 11 times a year and is available on free subscription to qualified readers. Subscription rates: UK £30 To be removed from this magazine’s circulation, please call 01923 237799 or email circulation@hamerville.co.uk. Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts WD24 4YF Tel: (01923) 237799 Website: www.hamerville.co.uk Copyright © 2020
t’s not unfair to say that future deadlines could be met with a hint of scepticism following the UK’s attempt at leaving the European Union. Whilst it required a couple of extensions to leave, it was not for the want of trying. Now, we’re officially (almost) out of the EU; we must first navigate a transition period until 31st December 2020. Following on from the fumbling of the Brexit deadline, the Government has decided to “move the goalposts”, as SMMT Chief Executive Mike Hawes puts it, for another ambitious target date. The diesel and petrol vehicle ban was first announced in mid-2017. At the time, it was set to come into effect in 2040, and Mike Hawes said that it had the potential to “undermine the UK’s successful automotive sector if we don’t allow enough time for the industry to adjust”. Now, the recently-announced Government proposal has the ban coming into effect earlier, in 2035, so it’s understandable that the overall reaction of the automotive industry to this shortened timescale has been apprehensive. It is inevitable, and ultimately necessary, that alternatively-fuelled vehicles will take over from petrol and diesel as we move forwards. Although, it’s important to note that hybrid vehicles are also included in these updated proposals. However, infrastructure, especially for commercial vehicles, is in urgent need of an upgrade if there is any hope of meeting the 2035 goal. This urgency is made all the more pressing by Transport Secretary Grant Shapps’ recent comments that the ban could come “earlier if a faster transition appears feasible”, citing 2032 as a possible new deadline. It appears the challenges that face the commercial vehicle industry have not been considered. These challenges are detailed by Richard Burnett, RHA Chief Executive: “Because of the nature of the road freight industry and the distances covered, there is still a very long way to go before an efficient, cost-effective alternative to diesel-powered trucks can be found.” Mike Hawes has called on the Government to lead the way for the automotive industry as a whole. He said, “We need to hear how government plans to fulfil its ambitions in a sustainable way, one that safeguards industry and jobs, allows people from all income groups and regions to adapt and benefit, and, crucially, does not undermine sales of today’s low emissions technologies, including popular hybrids.” Whilst achieving the Government proposal will certainly be a difficult process, the goal is manageable if the right steps are taken quickly and efficiently. Mr. Hawes states that “manufacturers are fully invested in a zero emissions future”, so there needs to be a focus on ensuring suitable infrastructure can support this ambition. Enjoy the issue and have a great month.
10,066 From 1 July 2018 to 30 June 2019
Cian B rittle Editor
Associate member
The publishers and editor do not necessarily agree with the views expressed by contributors, nor do they accept responsibility for any errors of translation in the subject matter in this publication
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NEWS
FORS joins Mates in Mind to transform mental health across UK workplaces The Fleet Operator Recognition Scheme (FORS) has joined Mates in Mind’s community of supporter organisations, partnering with the charity to improve the mental health of its workforce and members. The partnership arose as Mates in Mind, initially established to tackle mental health issues within the construction sector, expanded the support and services it offers within the supply-chain to incorporate transport and logistics companies, including fleet operators of all sizes. FORS is a voluntary accreditation scheme dedicated to raising standards across the road transport industry, encompassing all aspects of safety, efficiency, and environmental protection. Martin Lockham, Growth Development Manager at Mates in Mind, said, “We are delighted to be expanding and working alongside organisations from a range of sectors. “As an HGV driver in the UK, you are 20% more likely to take your own life than the national average, and this figure rises to 85% more likely as a warehouse operative. “Within the sector, 76% of professionals have reported that employers are not doing enough to address the issue. We look forward to working proactively with FORS to drive a meaningful change within the wider industry, addressing the needs and concerns of the hardest-to-reach groups in the sector.”
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Turbulent year for commercial vehicle manufacturing as output falls by 7.8% UK commercial vehicle (CV) manufacturing declined by 7.8% in 2019, with just 78,270 units leaving production lines according to the latest figures released by the Society of Motor Manufacturers and Traders (SMMT). The decline follows a turbulent year for CV production, as model changeovers, variable fleet buying patterns and regulatory issues combined to affect production numbers. These issues caused output for the domestic market to decline by 7.0% in the year, with 2,408 fewer UK-built CVs joining British roads. Meanwhile, exports also dropped by 8.4%, to 46,110 units.
Almost six out of every ten vans, trucks, taxis and buses built in the UK in 2019 were exported, with 94.6% of those going to the EU, highlighting the vital need for a free trading relationship with the bloc. Mike Hawes, SMMT Chief Executive, said, “With model changeovers now complete, we expect to see CV output bounce back this year. However, this is reliant on political and economic stability, which supports domestic demand. “We need a trading relationship with Europe that protects this vital pillar of UK manufacturing – this means a tariff-free trade agreement that puts automotive at its centre.”
Totalkare launches brand new website The revamp reflects the company’s new and expanded offering, which now includes products like in-ground and mobile brake testers and headlamp testers. “The site makes increased use of video and interactivity, and we’ve got a few more exciting features we’ll be launching soon to Steve Braund
provide even more value to our customers,” said Steve Braund, Marketing Manager at Totalkare. “The speed of the site has been dramatically improved. The site also puts a spotlight on our excellent range of ancillary workshop equipment, which includes transmission jacks, support stands, trailer beams and more.” The previous website was built when the company was focused on mobile and fixedpost vehicle lifting products.
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Midlands Air Ambulance calls on HGV drivers to help drive up road safety standards ©Mongkolchon/AdobeStock
Bendix to acquire R.H. Sheppard from WABCO Wabco, a supplier of technologies and services that improve the safety and efficiency of commercial vehicles, announced it has entered into a definitive agreement to sell R.H. Sheppard to Bendix Commercial Vehicle Systems for £115.4 million. Sheppard is a supplier of steering technologies for commercial vehicles. Bendix is an indirect subsidiary of KnorrBremse AG, a supplier of braking systems
and other safety-critical rail and commercial vehicle systems. Wabco is divesting Sheppard in connection with the Antitrust Division of the U.S. Department of Justice's review of the proposed merger between WABCO and ZF. The Sheppard transaction is subject to closing conditions and regulatory approvals, and is contingent upon the closing of the ZF acquisition of WABCO, which is expected in early 2020, following receipt of remaining regulatory approvals.
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CAM’s new online payment gateway to be introduced In response to Brexit being formalised, CAM is introducing a new online payment gateway in April 2020 that will align with future trading conditions. As e-jobsheet subscriptions continue to grow across commercial and fleet tyre service dealers, CAM is moving to Stripe, a global e-commerce payments platform. The move will make the online annual subscriptions process easier and more convenient for standalone and integrated e-jobsheets. Stripe’s payment processing platform will enable customers to register once or ‘as
required’, to create subscription payments, rather than having to re-register every year, as has previously been the case. Stripe also makes life easy for operations that are multi-language, taking the hassle out of setting up e-jobsheet subscriptions across multiple territories. Steve Daly, Director of CAM International, said, “When the new Payment Gateway is launched, and as a subscriber you are mid-way through your annual regime for e-jobsheet, you don’t need to worry about anything until you are coming to the end of it.”
The charity has launched ‘Drive4Life’, in partnership with M6toll, to highlight the increasing cost of road traffic collisions (RTCs). The number of RTCs attended to by Midlands Air Ambulance Charity continues to rise each year. This campaign urges HGV drivers to keep safety at the forefront of their minds, in a bid to improve driving standards. Each air ambulance mission costs Midlands Air Ambulance Charity £2,500, which is funded by local donations. Ian Roberts, Air Operations Manager for Midlands Air Ambulance Charity, stated, “Unfortunately, there is an upward trend in the number of RTCs we attend year on year, which has a cost impact on the charity. In 2017, we saw an increase of 23%, which equated to almost two per day. This figure rose again in 2018.” Emma Gray, Fundraising and Marketing Director for Midlands Air Ambulance Charity, commented, “According to reports, almost twice as many HGVs over 7.5 tonnes are speeding on single carriageway roads since revised speed limits were introduced in 2015. “Combine this with the fact that the UK's HGV market rose by 46.3% in Q2 of 2019, and it's clear to see why this has risen. We feel there are lots of practical things HGV drivers can do to remain safer on the roads; making sure they take regular breaks to combat fatigue, and always observing the speed limit, for example.”
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NEWS PE Automotive to take over Monark
Marshall Fleet Solutions invests over £1m in its aftersales network As part of its ongoing customer service development programme, Marshall Fleet Solutions has launched ‘MFS Engineer 2020’. The engineer-centric programme, which focuses on the skills, performance, and equipment used by its nationwide team of service engineers, sees the introduction of the latest technology throughout the whole of its 200-strong mobile service van fleet. Every MFS service and installation engineer is now fully equipped with new Microsoft Surface Windows 10 tablets, all loaded with the latest software for complete transport refrigeration, tail lift servicing, and fleet management operations. With an in-cab tablet docking station, a Bluetooth keyboard, and mobile 4G WiFi hotspots available in every van, engineers now have the complete mobile office environment within their cabs, enabling them to provide a much faster action and response service when out on customer calls. “Marshall Fleet Solutions service engineers are at the pinnacle of technical knowledge and experience. ‘MFS Engineer 2020’ takes them to even higher levels with this significant investment in the very latest support equipment and full IT communications, together with stylish but practical bespoke workwear,” said Mark Howell, Managing Director of Marshall Fleet Solutions.
8 CVW MARCH 2020
By taking over trading activities and the Monark brand, PE is expanding its range in the areas of vehicle electrics, illumination and diesel fuel injection. Monark will continue to drive the further development of its product portfolio under the new leadership of PE Automotive. Ralf Maurer, Monark’s Chairman of the Managing Board, said, “With the takeover and continuation of our trading business by PE Automotive, the Monark brand is in safe hands. The takeover is particularly beneficial to our long-standing customers
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Following an asset deal, PE Automotive will take over the trading activities of Monark Automotive and the Monark brand.
and suppliers.” “As planned, we are now focusing on our industrial production activities. We are looking forward to working together with PE in this regard,” concluded CEO of Monark, Ulrich Müller.
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ABS installations set to drive sales of automotive brake valves The global automotive brake valve market is set for a promising compound annual growth rate (CAGR) 2019 - 2027. Sales of automotive brake valves will witness an uptick, due to the growing stringency of regulations that mandate anti-lock braking system (ABS) fitment in commercial vehicles, according to a new study by Future Market Insights. Increasing sales of integrated electronic braking systems and
electrohydraulic brake valves are set to elevate market prospects in the following years. Towards the end of forecast period, global sales of automotive brake valves are foreseen to reach an excess of £6 billion. The global automotive brake valve market is estimated to witness decent growth over the forecast period. The rapidly growing automotive industry is substantially boosting demand for brake valves.
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Henrik Henriksson of Scania to lead ACEA Commercial Vehicle Board in 2020 The Commercial Vehicle Board of Directors of the European Automobile Manufacturers’ Association (ACEA) has elected Henrik Henriksson, CEO of Scania, as its Chairman for 2020.
AGS takes up new Mercedes-Benz Trucks Authorised Repairer role at Heathrow Automania Garage Services (AGS), provider of round-the-clock vehicle maintenance and repair support for the aviation and commercial fleet sectors, is due to open a flagship site close to Heathrow. At its heart will be a comprehensively equipped 64,000ft2 workshop with 39 bays of varying lengths, 17 with commercial vehicle pits. Following heavy investment, the company is now stepping up to the next level by becoming an authorised repairer of Mercedes-Benz trucks. Mike Belk, Managing Director of Mercedes-Benz Trucks UK, said, “AGS is a fantastic addition to our workshop network. We have full confidence in the ability and commitment of Richard, Paul and their colleagues to provide Mercedes-
Benz truck customers with the timely, efficient and cost-effective aftersales support that they expect.” AGS services all makes of commercial vehicle, but the fact that it has been granted Authorised Repairer status means operators of Mercedes-Benz vehicles that rely on its aftersales support can now benefit from the manufacturer’s cost-effective range of contract maintenance plans. AGS can also apply Mercedes-Benz uptime predictive maintenance technology, and undertake warranty work for the benefit of its customers. Paul McGerty, Managing Director of AGS, commented, “The flagship facility due to open in June is also perfectly located close to the M25 and M4 – our vision is to become a market leader for commercial vehicle servicing.”
Henrik takes over the chairmanship from Gerrit Marx, President of Commercial and Specialty Vehicles at CNH Industrial. Enabling a smooth transition to carbon-neutral transport is one of ACEA’s top priorities for the years ahead, as well as ensuring that road freight transport can continue to contribute to the European economy. “We look forward to working closely with the European institutions to ensure that the Green Deal objectives are met. I strongly believe that, with increasing efforts from all stakeholders, carbonneutral road transport by 2050 is within reach,”said Mr. Henriksson. Henrik Henriksson
“Carbon-neutral road transport by 2050 is within reach.”
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C VW PRESENTS
WORKSHOP THEATRE LIVE! Situated in the Workshop Zone in Hall 4, the theatre will see our line-up of experts present talks on a variety of topics. Whether you want to find out more about Earned Recognition, the latest developments in fleet and workshop compliance, or practical tips on brakes and electrical diagnostics, the Workshop Theatre Live is the place to head. There’s no need to register to attend the workshop – you can simply pick which presentations you are most interested in. We’ll have full details in our CV Show Preview in the April issue and we’ll be publishing the full programme of presentations and speaker details on the website closer to the CV Show. To whet your appetite, here’s a taster of some of the presentations and speakers:
Earned Recognition The DVSA’s flagship operator compliance scheme, Earned Recognition, is bound to be one of the talking points at the show. Phil Breen is head of the Earned Recognition programme at DVSA. He’ll talk about the benefits for both enforcement staff and fleets, and give details of what data DVSA expects operators to provide and what systems and processes workshops will need to have in place to enrol on the scheme.
Brakes diagnostics clinic Our brakes diagnostic clinic runs on two days. Have the braking systems on your vehicles suffered from early component failure? This is the topic for you. Jonathan
THE COMMERCIAL VEHICLE SHOW 2020, HELD AT NEC BIRMINGHAM FROM 28TH-30TH APRIL, WILL SEE CVW PARTNER WITH THE ORGANISERS TO PRESENT THE CV WORKSHOP LIVE THEATRE. Jackson of MEI Brakes and his team will present real-world examples of failures caused by water ingress, misaligned guide sleeves, and pads and discs/rotors, all resulting from failure to perform basic inspections on maintenance-free braking systems.
maintenance, and quality control of service providers has moved up many operators’ agenda. David Scally will explain how the IRTE’s Workshop Accreditation scheme is encouraging high standards and selfregulation, and aids operational efficiencies.
Mind your batteries
Tackling the skills shortage
Does your fleet have a policy on battery testing and management? Ken Clark, Rotronics, is passionate about batteries, and says fleets are missing out on the cost and operational benefits that a proactive approach to testing and charging can deliver.
The commercial vehicle workshops of today are clean, modern workspaces where safety is a top priority, and technicians use state-of-the-art electronic diagnostic systems. Yet, there is a skills shortage. Dani Rathke, PCV Engineer and irtec Assessor, will talk about how operators can address this issue and how having diverse and inclusive workforce policies can benefit the business as a whole and improve safety and compliance. She’ll include examples of what is effective in making the industry more appealing to the next generation of engineers.
Be the best The IRTE professional sector of the SOE presentation will be telling visitors about the tangible benefits for individuals, business, and the public of the irtec technician skill accreditation programme and Workshop Accreditation. John Parry will unveil the new electric vehicle module being added to the irtec technician accreditation scheme. Government climate change targets have energised the electric vehicle market, so the knowledge and skills needed to isolate and reinstate the high voltage electric drive system of a large electric vehicle are now urgent. More fleets are outsourcing
Compliance goes digital Paul Clark of Truckfile will take a look at digital systems in vehicle and compliance management, from smartphone-based pre-trip walk-round checks for drivers, to voice-directed vehicle inspections in the workshop and the role that Artificial Intelligence will play in diagnosing faults in the years ahead.
TO SECURE YOUR FREE TICKET TO THE 2020 COMMERCIAL VEHICLE SHOW, GO TO: WWW.RDR.LINK/VN001 10 CVW MARCH 2020
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TECH TIPS
DON’T DROP THE BALL Delphi Technologies outlines the process of performing a voltage drop test.
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nsufficient pressure and flow are indications that a fuel pump is underperforming, but do not necessarily mean that it is failing. Low voltage, or a bad connection or ground, will cause a pump to underperform, producing the same test results as if the pump was faulty. Before replacing any fuel pump based on pressure and flow test results, always follow the vehicle manufacturer’s recommended procedure for testing all electrical connections and the electrical system charge. A minor issue such as a loose ground can cause many problems that resemble more serious malfunctions.
Power side When testing from the power side, it’s important to ensure safety is a priority. Always wear safety glasses, and never probe the vehicle electrical harness connector with digital multimeter (DMM) leads. Doing this can damage the terminals in the harness, creating the potential for an overheated fuel pump connector due to excessive electrical resistance. Always use the proper test probe to perform electrical tests. To do the test, firstly take the DMM and set it to 20V D-C scale, or D-C if the multimeter has auto-ranging capabilities. Then, connect the DMM positive probe to the battery positive terminal. With the fuel pump
wire harness connected to the fuel pump, connect the DMM negative probe to the power feed wire at the fuel pump connector. Turn the ignition on, but keep in mind that the pump will only run for about two seconds whilst the relay is in prime position, or until it gets an RPM signal. The reading should be less than 0.2V. If the reading is greater, check for resistance in the power supply circuit for the fuel pump.
Ground side Alternatively, to do the test from the ground side, the DMM needs to again be set to 20V DC, or D-C if the multimeter has auto-ranging capabilities. It’s a very similar process. Connect the multimeter positive probe to the ground terminal of the fuel pump connector. Make sure the fuel pump wire harness is connected to the fuel pump. Then, connect the DMM’s negative probe to the battery’s negative terminal. Turn the ignition on, and again keep in mind that it will only run for about two seconds whilst the relay is in prime position, or until it gets an RPM signal. The reading should be less than 0.2V D-C. If it’s greater than that, check for resistance in the ground supply circuit for the fuel pump. For more information on Delphi www.rdr.link/vn002 Technologies, MARCH 2020 CVW 13
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BUSINESS & TRAINING
ELECTRIC AVENUE Whilst it is good news that more electric van models are becoming available in larger numbers in 2020, they remain relatively compromised. Peter Golding, Managing Director of FleetCheck, explains what needs to be done for fleets to hit zero emissions. ©Elnur/AdobeStock
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lternatives to ‘niche’ electric vans are needed for fleets that require their operations emissions to reach zero in the medium term. “It really feels as though there is genuine momentum behind the electric car market now – a whole raft of models are finding their way to market that meet the needs of wide range of company motorists,” explains Peter Golding. “The situation with vans remains more complex, however. The inherent compromises in terms of range and payload affecting the models – either available now or coming soon to market – mean that they are really only suitable for more niche operating conditions. “If you need to carry heavy loads, travel longer distances, or a combination of the two, then electric vans quickly fall out of contention in terms of operational practicalities. Unsurprisingly, this applies to the majority of everyday van fleets. There are few to no indications that this situation will change in terms of improved performance in the medium term. “The question is – where does that leave the van sector in terms of working towards zero emissions? In a market where diesel remains largely demonised, most van fleets
have little alternative but to keep buying them for the want of a viable alternative.” Peter says that the assumption that nonelectric vans would be used for longer distances and their electric counterparts used for last-mile delivery proved a limited solution.
“We need to be looking at all the available fuel options if mainstream van fleets are to work towards a zero emissions future at anywhere near the same speed as cars.” “Last mile deliveries have a place, but they are a long way from a complete answer. Firstly, they require new city centre electric fleets to be bought, charged, operated, and stored. Secondly, they ignore the needs of people who need the contents of the van they drive every day to do their job. There is no last mile solution for a heating engineer or someone moving construction materials
around,” continues Peter. A dialogue must be started across the industry to create van zero emissions solutions that would work for many more businesses in the real world. “In a sense, we need to face up to the fact that the EV solutions that are likely to work well for large numbers of car drivers might not have the same viability for vans, and work out what we do about that in terms of both technology and operational practices. “It may be that diesel PHEVs provide a workable solution for many organisations, with their EV range saved for areas where low or zero emissions are needed but, currently, there are very few of those vehicles available, and only a limited number of new models planned.” Peter concludes: “Hydrogen is seen by many as the long-term answer but, at the moment, there is almost no infrastructure and vehicles remain rare and expensive. However, we need to be looking at all the available fuel options if mainstream van fleets are to work towards a zero emissions future at anywhere near the same speed as cars.” For more information on FleetCheck, www.rdr.link/vn003 Are carbon neutral vans a realistic proposition in the near future?
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FUELS, LUBRICANTS & ADDITIVES
MAKING SENSE OF THE
GREEN DEAL I
n December 2019, Ursula von der Leyen, the recently-elected President of the European Commission, unveiled plans to accelerate the European Union’s movement towards becoming a climateneutral continent by 2050. Part of this deal enshrines carbon neutrality in European law, extends the existing Carbon Emissions Trading System to include marine and phases out aviation’s preferential allowances, reviews the Energy Tax Directive, and introduces an Industrial Strategy to further reinforce a circular economy. At the moment, the main impact upon the lubricants sector is likely to be through the review of the Energy Tax Directive. Lubricants are currently included in this, but at a zero rate as they are typically not expended in application, unlike fuel, which is converted into energy and emissions. Lubricants could also be impacted by the introduction of a planned Carbon Border Tax based on the carbon content of products. Depending on the scope of the definition used, current World Trade Organisation proposals upon which the tax would be based focus on carbon-based fuel and the use of a tax to regularise the impact of carbon-reduction measures across
Andrew Goddard, Chairman of the Verification of Lubricant Specifications (VLS), details the upcoming changes to the EU Green Deal and its potential impact on the lubricants sector. countries in order to reduce emissions. This could mean that used lubricants being exported for re-refining or imported into the EU as finished lubricants, base oil, or additives could become subject to a carbon border tax. The taxation of energy products is seen as one of the ways of achieving emissions targets, and the Council recognises that taxation does impact the price of energy products.
Plan of action The European Automobile Manufacturers’ Association (ACEA) recently launched the EU auto industry’s ‘10-point plan to help implement the European Green Deal’, in which the 16 major automobile manufacturers set out how CO2 emissions can be further reduced in the most effective way. ACEA believes that carbon-neutral road transport is possible and can be achieved by 2050, but it will require significant and lasting change over the next few decades.
Michael Manley, ACEA President and CEO of Fiat Chrysler Automobiles (FCA), comments: “Firstly, we believe in choice for all. Policy makers should help drive the best possible results by remaining technology neutral – in other words, without imposing specific technologies or banning vehicles that can still deliver CO2 reductions.” This view is in line with the view of UNITI, the German Federal Association of small and medium sized mineral oil companies, which says that to date, the political response to the climate change problem has been “all electric”, with a onesided debate on efficiency and effectiveness between electric passenger cars and combustion engines. ACEA says that a dense network of charging points and re-fuelling stations – suitable for cars and commercial vehicles – must urgently be rolled out across the EU to support the deployment of alternatively-powered vehicles. This is one of the single most important enabling
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conditions for achieving carbon neutrality, according to the industry.
Challenges to overcome The challenge for OEMs is to fund significant investment in new technology for zero-emission vehicles, whilst forecasting a decline in volume sales. The average age of vehicles on both the UK and Europe’s roads is already increasing due to the impact of the 2008 recession, low economic growth, and Brexit uncertainty. New low-emission technologies are expensive and are likely to remain so as further innovation is required. But, if OEMs pass these prices onto consumers, the take up of new vehicles is likely to be delayed further. “Above all, we believe that road transport and mobility must remain affordable for everybody, regardless of where in Europe they live, or their financial means. Likewise, the European Commission’s Green Deal should also be used as a means to strengthen the global competitiveness of our industry,” continues Michael. Government incentive schemes could have a major impact on users of both cars and commercial vehicles, such as The Mayor of London’s recent announcement of funding packages to help HGV operators upgrade to less polluting vehicles. Details are still being finalised, but it is
“The UK Government has signalled its intention to retain its existing carbon reduction commitments and align closely with the EU on climate change.” expected it will be in the form of a grant of around £15,000 for each polluting lorry, up to a maximum of three vehicles. In addition, the current van scrappage scheme grant will be doubled, with operators receiving £7,000 towards buying a cleaner van.
The next step UEIL, the Union of the European Lubricants Industry, is leading the policy work on the review of the EU Energy Tax Directive. UEIL represents over 450 companies and 100,000 employees in the lubricants industry in Europe, with a special focus on SMEs and independent companies that produce lubricants and metal processing fluids. UEIL’s position is to retain the status quo in having lubricants included in the Energy Tax Directive but at a zero rate, which is a precedent already accepted by European policymakers. Any change to this
would significantly impact the price of lubricants throughout the EU. Whilst lubricants have a role to play in helping to solve the emissions issue, lubricants themselves are not the problem. They can be part of the solution in supporting energy efficiency, reducing emissions, and conserving fuel. But what of Brexit? The Green Deal may be irrelevant for the market once the UK has officially left the EU at the end of the transition period on December 31st, 2020. Although, the UK Government has signalled its intention to retain its existing carbon reduction commitments and align closely with the EU on climate change. Exports into the EU will also need to continue to abide by the region’s regulatory framework. Other questions like the UK’s continued involvement in the EU’s Carbon Trading System are still unanswered. The Verification of Lubricant Specifications (VLS), the independent UK trade body that verifies lubricant specifications, will continue to work closely with UEIL to maintain the zero-tax status of lubricants, and communicate the impact of the Green Deal to everyone involved in the lubricants industry. To read the EU briefing on the Green Deal, www.rdr.link/vn004
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FUELS, LUBRICANTS & ADDITIVES
Morris Lubricants talks to CVW about how it is revolutionising its delivery service to give a better experience for its customers.
DEMAND AND DELIVER
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hrewsbury-based Morris Lubricants, which is celebrating its 150th birthday this year, has invested £150,000 into a revamped delivery service to ensure that most customers now receive their orders within 48 hours. The company launched the new service in August after investing into a delivery fleet comprising a lorry and a pair of double decker delivery trailers. The new tractor unit and trailers make deliveries up to three times a day to a distribution hub in the Midlands, from where Morris Lubricants’ products are then distributed to customers nationwide. The company also retains its own fleet of DAF and Scania lorries to make specialist bulk load and hazardous product deliveries, as well as collections from customers across the UK.
Delivering progress Graham Fewtrell, Morris Lubricants’ Transport Manager, explains that, in the past, customers could wait for up to six days for their orders to be delivered when the company had its own fleet of 12 vehicles servicing England, Wales, and Scotland. In an age of next day deliveries in the retail sector, the company decided to “turbocharge” the delivery of its lubricants products to meet evolving customer expectations. The faster delivery service means that products spend far less time sitting on shelves waiting
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for despatch from the company’s Shrewsbury works, making the production and delivery process much more efficient. “The new delivery service was introduced on 19th August 2019, and the highest number of pallets we have delivered to the hub in a month is 2,694 in October,” reveals Graham. “We are delivering an average of 100 pallets daily, which has definitely improved customer service and efficiency within the business. “Whereas in the past our drivers were delivering two loads per week, they are
now delivering loads in the double decker trailers to the hub up to three times a day, five days a week. This way, we can guarantee that all orders will be delivered within 24 to 48 hours.” Morris Lubricants’ Managing Director, Chris Slezakowski, comments, “It’s very challenging to service all parts of the UK with a limited number of vehicles. That’s why we have called on the services of thirdparty hauliers who have at their disposal thousands of lorries to carry our deliveries to wherever they need to be.
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“We have also changed what our own fleet does. Our drivers now deliver bulk loads and hazardous products, make collections, and cater to specialist orders that require particular attention.” A new stocking policy has also significantly increased availability of products off the shelf. Until fairly recently, Morris Lubricants operated a ‘pull’ production system which responded to customer orders as the first priority. “Whilst this is an effective way to respond to demand, it can sometimes place heavy demands on manufacturing, particularly during busy periods, which may result in stock imbalance,” explains Chris. “With around 3,000 stock keeping units (SKUs) available from our catalogue, we have a wide range of products to make to meet customer demand. It is inefficient to keep swapping from one product another, primarily because of incoming orders. “What we decided to do is to hold stock of products based on their demand frequency and produce stock according to a forecast. Whilst this is not a new concept,
Chris Slezakowski
what is new is the way in which we categorise SKUs and the frequency with which we review the forecast. By combining market trends and seasonal demands, we are able to set production plans further into the future and adjust stock holding to suit. “There is a 92% probability that if you place an order with us, we will have that product in stock and, if it is not in stock, we will typically take no longer than ten days to make it. With the exception of a few highly specialised products, such as those
with a limited shelf life or those which require temperature-controlled processing, we now offer a better delivery service across a wider range of products. “To improve efficiency, we now have the benefit of our own fleet alongside third party hauliers, and the transport system is working beautifully. Coupled with our new stocking policy, we are now more able than ever to meet customer demand, and further investments are underway to take us to an even higher level of service. When added to our reputation for quality and innovation, we believe that we offer our customers outstanding value in today’s market.” The new delivery system also enables customers to look up what oil is required with advice from the Morris Lubricants technical team, or by using the ‘What Oil’ lubricant look-up tool. This dramatically reduces downtime for fleet managers, as well as helping fleet factors get product to their customer base quickly and efficiently. To see the ‘What Oil’ lubricant look-up tool www.rdr.link/vn005 for yourself,
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FUELS, LUBRICANTS & ADDITIVES
THE HIGH LIFE James Joyce, Head of Lubricants at Watson Fuels, explains the importance of maximising CV engine life and how high quality products aid this process.
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ommercial fleet operators are currently facing several challenges and are constantly looking for solutions to help them evolve and ensure that vehicles are delivering the necessary profit to allow their business to prosper. When stocked with the right highquality products, commercial vehicle workshops can help fleet managers to achieve their goals, providing game changing solutions and earning repeat business from higher-volume customers.
The challenge for commercial vehicle fleets With businesses everywhere feeling the financial squeeze, fleet operators are under more pressure than ever to improve business efficiency, and optimise their vehicles to reduce long-term costs. These fleet operators are becoming more and more reliant on commercial vehicle workshops – the quality products on offer in some garages can make a significant difference. Environmental laws have tightened too, and OEMs (Original Equipment Manufacturers) have been rapidly developing new technologies to filter and ‘neutralise’ emissions to keep in line with legislation, adopting a combination of EGR (Exhaust
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Gas Recirculation), SCR (Selective Catalytic Reduction) and DPF (Diesel Particulate Filter) after-treatment system technology. As each additional system works to reduce emissions, vehicle efficiency becomes a greater challenge – not only from the way systems function, but the additional weight these systems add to vehicles, too. This drive for efficiency and enforced change presents a golden opportunity for commercial vehicle workshops. If garages can help to solve the toughest issues for fleet operators, then they can secure a much larger base of repeat customers. Ultimately, the workshops that offer products which can deliver significant commercial vehicle performance improvements are more likely to succeed.
How high-quality products can help One of the most important factors that impacts vehicle efficiency is engine life, and any product that improves the reliability and durability of an engine can be gamechanging for a business. This is where high-quality products can help, with a little extra initial spend often drastically reducing the long-term running costs of a commercial vehicle fleet. While standard products usually do little more
than apply a protective layer to a particular component, high-quality products can do much more. For most engine oils, wear protection goes without question, but high-quality engine oils offer much more. Benefits such as the prevention of gathering soot particulates and engine sludge, as well as the extended drain intervals, greater fuel efficiency, lower filtration costs, and reduced downtime that high-quality engine oils provide make a real difference when maintaining a commercial vehicle, ensuring each commercial vehicle’s potential is maximised. When stocked with high-quality products like engine oils, a workshop provides a much more attractive offering to commercial vehicle fleet operators, which will ultimately result in greater footfall as well as a more loyal customer base. Any commercial vehicle workshop that offers high-quality and effective products has taken a step in the right direction, transforming its offering to commercial vehicle fleets, keeping customers happy and maximising both footfall and customer retention. To see more of Watson Fuels’ offering, www.rdr.link/vn006
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FUELS, LUBRICANTS & ADDITIVES
ALL BASES COVERED Charlene O’Connor, Chief Executive at Fueltone, explains how additives can help fleet efficiency.
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t is in this environment that we see the rise of a plethora of cost-saving aids, whether it is technology driven, advice on efficient driver behaviour, or a magic concoction that can melt away all the mechanical and fuel-related problems. There is never one quick fix. But fuel additives form a realistic solution to some of the issues facing fleet operators. The challenge for these types of products is to be able to make a measurable difference, whilst being sustainable and returning a net saving in costs. Likewise, fleet operators must overcome the issue of finding out which products work for them. Fueltone has taken the extra step to have its core diesel and petrol products tested at independent testing facilities. Charlene O’Connor comments, “The challenges faced by our industry are unfortunately shared by many other segments of our economy. Despite general election promises, I’m afraid austerity and a relatively weak economy appear to be here to stay for the time being. “The bottom line is that fleet operators have to bring down costs, improve productivity of both drivers and vehicles, deal with a volatile fuel market, make sure they are “green”, and manage a safe fleet. It’s hard to envy this task.”
For the commercial vehicle market, Fueltone has developed a range of products that can aid fleet managers with both cost and environmental issues. The company’s Diesel Additive improves fuel consumption by between 9-14% in LCVs and reduces particulates by up to 86%. It achieves this by simply improving combustion and cleaning the fuel system. At a dosing level of 1ml/L of fuel, it’s extremely cost effective.
“Fuel additives form a realistic solution to some of the issues facing fleet operators.” By lowering particulates, the load on the DPF is significantly reduced, and for those with more serious issues there is a specific in-tank DPF additive. In more extreme cases of DPF blockage, a potential solution is the DPF Foam Burst, which cleans the more stubborn ash and carbon in situ or off the vehicle. Similarly, in response to customer feedback, Fueltone has developed two further engine treatments. The company found that many mechanics were using the neat fuel additive to fill filters for
restarting diesels. This was worrying as, whilst it would certainly help start the engine, it wasn’t designed to be used neat. So, Fueltone developed the Diesel System Primer, which advances ignition whilst protecting the fuel pump and system. This has aided many of Fueltone’s customers and fleet users who waste an inordinate amount of time attempting to restart difficult diesels. Secondly, the Engine Flush from Fueltone reduces total run time whilst not affecting its ability to flush. It is able to break down residue into small parts, enabling them to be safely flushed out, and it captures any free water and lubricates. The flush has run time of between two and five minutes, compared to the standard 3040 minutes. The other consideration factored in by Fueltone is packaging size. It doesn’t take a genius to work out that a 500ml bottle isn’t going to go far, so Fueltone has incorporated packaging options from 500ml through 5L to 210L and intermediate bulk containers (IBC). This also helps to keep costs down for Fueltone’s commercial customers. For more information on Fueltone’s available range of fuel additives, www.rdr.link/vn007
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FUELS, LUBRICANTS & ADDITIVES
EMISSION CONTROL It is often said that prevention is better than cure. Kalimex, distributor of JLM Lubricants, explains why this approach is crucial to reduce emissions.
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ith online sales rising and customers “wanting it now� thanks to the now customary next-day deliveries, LCVs are the indisputable backbone of the UK’s delivery service. Every minute an LCV is out of action means lost income, downtime, and major inconvenience for both the driver and the fleet operator. Having a clear strategy on how to prevent problems through routine maintenance, combined with handling failures quickly and cost effectively, is crucial to making any LCV service operation a success. There are many solutions available for DPF maintenance and repair, from the downright bizarre, such as using cola to dissolve soot (a myth), to investing in complex cleaning machines (expensive). JLM Lubricants offers a range of highly effective and economical chemical solutions that help achieve workshop targets by keeping LCVs on the road and in good repair. JLM has three stages of remedies, depending on when you are able to catch the problem:
Stage í˘ą PREVENTION Avoiding vehicle downtime is the best solution. A single dose of the JLM Diesel Catalytic Exhaust Cleaner will clean injectors, prevent needles from seizing, reduce corrosion and wear, and lubricate the fuel pump. The formula includes a shot of a DPF regeneration booster to help reduce carbon build up in the filter, and this all combines to protect the catalytic converter. Using the JLM Catalytic Exhaust Cleaner on a regular basis – especially prior to MOT – will help prevent costly vehicle downtime.
“A clear strategy is crucial to making any LCV service operation a success.â€? Stage í˘˛ EARLY ACTION If the DPF warning light is illuminated, it’s time for a more robust approach. The JLM
DPF Cleaner contains platinum and cerium which helps burn soot at a lower temperature, and this protects the DPF and restores performance of the filter to normal. Ignoring the warning light will lead to more serious and expensive problems.
Stage í˘ł LAST RESORT When a DPF becomes seriously blocked, the engine goes into limp mode, and the DPF needs an intensive clean. With the JLM DPF Clean and Flush Toolkit you can quickly (under 90 minutes) and safely clean a blocked DPF without having to remove it from the vehicle. The process restores the DPF to virtually original performance and allows you to get the vehicle back on the road with minimum downtime. This toolkit was tested extensively by The DPF Doctor Network founder, Darren Darling, before launch. To see the full range of JLM Lubricants products available from Kalimex, www.rdr.link/vn008
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FUELS, LUBRICANTS & ADDITIVES
Bosch illustrates how its DCI 700 diesel test bench helps with the process of testing and repairing commercial vehicle injectors, and how it can prepare the sector for future challenges.
SET THE
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ue to current emission standards and future guidelines, efficient testing of common rail injectors in modern commercial vehicle diesel engines has become more important than ever. Since Bosch released the first common rail system, more than two decades of research and development have contributed to constant modernisation. This has resulted in a huge variety of systems coexisting in the market. However, all of these require regular maintenance or repairs to be carried out by commercial vehicle workshops and diesel specialists.
Latest technologies Thanks to its new measuring system, the DCI 700 can be used to test all generations of Bosch injectors, including IMA/NIMA coding and those equipped with the latest control systems such as ‘Pressure Amplification’ (CRIN4), ‘Needle Closing Control’ (NCC), or ‘Valve Closing Control’ (VCC). For these latest technologies, an electronic control loop ensures high
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accuracy of fuel delivery from the injector throughout its service life; which ensures compliance with global emission limits. Third party injectors also have similar systems and functions. Workshops looking to purchase a diesel test bench usually base their decision on the ability to quickly and accurately test both current and future technologies. The DCI 700 test bench is the only test bench currently on the market capable of testing VCC and NCC technologies to OE factory specification. In order to comply with the time pressures of the diesel repair market, the DCI 700 features a very short mounting/dismounting – injectors can be fitted and removed in less than five minutes. Couple this with a test routine that, on average, takes 12 minutes, and this means a set of injectors can be tested within 20 minutes from start to finish.
Simplifying the process Ergonomic workflow and intuitive operating increases the efficiency even further. It allows the operator to stand upright in front of the test bench without having to bend over to connect injectors. This is achieved by tapering the frame of the DCI 700 backwards, allowing the operator to position themselves closer to the test bench. For operation, there is a touch screen monitor, a keyboard, and a mouse. The reflection-free display screen can be turned, pivoted, and adjusted in height to cater for the operator’s eye level, allowing the user to
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always keep an eye on the test routine. The workspace lighting is bright, dazzlefree and easy on the operator’s eyes. When it comes to software and test plans, updates are provided online for quick download. A rotating high pressure rail with direct connection to the injectors removes the need for high pressure hoses, which keeps maintenance costs to a minimum.
QualityScan The quality of a Bosch Diesel Network repair can be demonstrated with the Bosch QualityScan concept, which is used by workshops and vehicle owners to determine an authorised repair versus a non-authorised repair. Only an authorised Bosch Diesel Centre or Bosch Diesel Service company can add data about repaired diesel injectors to the Bosch QualityScan database. For this authorisation, a diesel specialist must possess Bosch vehicle diagnostic capability, certified Bosch test equipment and repair tools, specially trained Bosch technicians
“Due to current emission standards and future guidelines, efficient testing of common rail injectors in modern commercial vehicle diesel engines has become more important than ever.” complying with the latest Bosch repair concept methods, and the use of genuine Bosch spare parts. Once the Bosch Diesel Network’s qualified expert has repaired and tested the injector, a special ‘repair ID label or clip’ is attached to provide a record of the repair. This information can be accessed quickly and easily using the free Bosch QualityScan app (available for Android and iOS smartphones). Scanning the QR code on the injector will show all of the component data available on
the Bosch QualityScan database, such as the IMA/NIMA code, the date of repair, and even the contact details of the Bosch diesel specialist who carried out the repair. The repaired diesel injectors are subject to a stringent quality check complying with Bosch specifications before they are identified with the Bosch QualityScan repair ID. In addition, the injectors documented in the Bosch QualityScan database are delivered in special Bosch packaging with a guarantee on the performed repair. That way, the workshop and vehicle owner can be sure that the repaired injectors received are of the highest quality and comply fully with the Bosch specifications. There are over 3,500 Bosch Diesel workshops worldwide who are specialists in the repair of all diesel injection systems, from diagnosis and component repair to specialised technical services. To see a video explaining the Bosch QualityScan system, www.rdr.link/vn009
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CLUTCH, TRANSMISSION & STEERING
How to replace the clutch on a Vauxhall Movano 2.3 D 2013 This month, REPXPERT Alistair Mason replaced the clutch on a Vauxhall Movano 2.3 D, which has covered more than 140,000 miles.
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s is the norm with light commercial vehicles, the first job is to check the ramp’s weight capability and how much equipment is in the back of the vehicle. With little workshop equipment required – a vehicle lift, engine support, transmission jack, clutch alignment tool and cable ties to secure removed items – along with a scheduled time of seven hours, this is a straightforward job and is a great repair for any independent garage.
Step-by-step guide The Movano has an ‘over gearbox harness’ encased in plastic trunking. This can be fiddly to remove, but taking it away provides access to the gearbox bell housing bolts. Whilst on the floor, disconnect the gear change cables and stow them away safely. Unclip the slave cylinder hose and blank it using an old and modified extension pipe. Disconnect the reverse light switch, then slacken the front road wheel nuts and driveshaft nuts. Then, raise the ramp to a convenient height and remove the front wheels. Unclip the ABS lead and brake hoses on both sides of the vehicle. Undo and remove the two lower strut bolts, and carefully swing back the knuckle to release the drive shafts on both sides. Support the knuckle to ensure the hoses and leads aren’t damaged. Next, raise the vehicle further and drain the gearbox oil into a suitable receptacle, then refit and tighten the drain plug and remove the centre tie bar (Fig 1). Swing the engine forward to improve access. Remove the RH driveshaft centre bearing clamp (Fig 2) and both driveshafts,
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then unclip and disconnect the cable on the rear of the gearbox support bracket. Unbolt the rear bell housing bolts and unclip the drain hose. With the engine supported from above, remove one of the gearbox support bracket bolts and lower the gearbox and engine slightly. Unbolt and remove any pipes attached to the gearbox mount (Fig 3). Now remove the mount altogether, and stow and secure the A/C pipes clear of the gearbox. Cut the cable ties, securing the over gearbox harness lid, ready for removal. Unclip and disconnect the gearbox breather pipe, then remove the two bolts securing the harness box (Fig 4) to the gearbox. Remove it to allow access to the bell housing bolts, whilst leaving the harness in-situ. Remove the starter motor bolts and the rest of the bell housing, leaving the two nuts on special studs at the top (Fig 5).
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“The first job is to check the ramp’s weight capability and how much equipment is in the back of the vehicle.� Release the A/C hose front bracket (Fig 6) to allow the pipe to be moved further out of the way. Support the gearbox with a transmission jack and remove the gearbox mounting bracket (Fig 7), then the remaining bell housing nuts and special studs. Lower the gearbox safely, and clean any debris from the bell housing. Then, check for oil leaks, the condition of the input shaft bearing, and the shaft itself for damage. Unclip the concentric slave cylinder (CSC) extension pipe, which may be useful for a future blanking plug. Unbolt and remove the CSC, carefully noting the gearbox seal (Fig 8) condition. Refit the new CSC, taking care not to compress it prior to fitment. Make sure to use the original or new and correct bolts – don’t be tempted to replace them with something ‘similar’! Once completed, fit the new extension pipe, making sure the clips locate correctly.
Remove the clutch and test the dual mass flywheel (DMF) to see if it can be reused or not. The maximum values for rock and freeplay can be found on the REPXPERT website or app. This vehicle is fitted with a self-adjusting clutch (SAC), so the clutch needs to be fitted with the LUK SAC tool to pre-compress the pressure plate assembly to the DMF. The tool kit also contains an alignment tool. Not using the tool is a common cause of clutch
judder or premature de-adjustment, which can lead to the job having to be repeated. Gearbox replacement is the reverse of removal, and clutch bleeding is straightforward. Information on Schaeffler products, fitting instructions, labour times and much more can be found on the REPXPERT garage www.rdr.link/vn010 – or portal – the recently-launched REPXPERT app.
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CLUTCH, TRANSMISSION & STEERING
CLEARING UP STEERING Roger Thorpe, BPW Engineering Manager, explains the technical workings of the company’s self-steering axle.
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he BPW self-steering axle contains a unique design of centring device, which is a major contributing factor in its success in the UK market and, in particular, within running gear solutions for longer semi-trailers (LSTs). But how does it work? The principle operation is quite simple, and is based on the principle of the castor. This relies upon lateral forces applied to the wheels when the trailer is turning. If, for example, the trailer is travelling forward and the driver turns to his right, the trailer will pivot on the effective bogie centre which, on a three-axle trailer, will be about the centre of the rear bogie. This will cause the rear of the trailer to move to the left, and the friction between the road and the tyre will create a force which pushes the wheels on the steering axle to the right with respect to the rear of the trailer. This will cause the wheels on the steering axle to turn towards the left and follow the front of the trailer around the right-hand turn. It is worth noting that, if a trailer is fitted with three rigid axles, then the effective bogie centre line is the centre axle. But, when a self-steering axle is fitted to the rear position, then the effective bogie centre line is mid-way between the first and second axle. This effectively shortens the wheelbase of the trailer and increases the forward manoeuvrability.
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Anyone who has observed a castor moving at a steady speed across the ground will know that it exhibits a ‘shimmying’ action. This is an oscillation about the vertical centre line of the pivot. The cause of this is the constant hunting between the turning force (the wheel on the ground) and the restoring force (the forward motion in an undamped castor).
Corrugated washers at rest (steering straight ahead)
Corrugated washers displaced by steering action
Obviously, this cannot be allowed to happen in an axle system mounted to a trailer, as this will cause instability when driving and contribute towards tyre wear (the avoidance of which is one of the benefits of using a self-steering axle). The BPW system relies on ‘corrugated washers’ – two nested circular plates, each with four cam lobes formed into them – in order to combat shimmying. As the axle
steers, the cam faces rise up against each other. This action constantly tries to centre the steering back to the straight-ahead position. The trick is to design the slope of the cam faces so that the restoring forces generated balance off the turning forces, and prevent the oscillation which causes the shimmying. The benefit of this system is that the restoring force increases with the load on the axle due to the weight on the corrugated washers. The turning forces also increase with load and, thus, the two are always balanced. There is no need for systems of air bellows or dampers. Of course, in reverse, the system will not work, as the pivot point of the castor action will now be to the rear of the hub centre line, and the self-steering system will be unstable. A pneumatic locking mechanism is provided – fitted to the track rod – and this is normally activated by an electrical signal taken from the trailer reversing lights. The advantages of this system are that a 10% saving on tyre wear over a tri-axle bogie can be achieved. The unique, loadsensitive anti-hunting device adds further to this saving, whilst ensuring that the axle is not burdened with heavy and bulky damping mechanisms. For more technical information on the selfsteering axle from BPW, www.rdr.link/vn011
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CLUTCH, TRANSMISSION & STEERING
ALL INCLUSIVE Global Marketing Director for First Line Jon Roughley talks about the range of steering components available from the company.
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he range of steering components from First Line offers the aftermarket extensive choice. Under the First Line and Borg & Beck brands for light commercial vehicle applications, the range contains more than 8,500 references. Repairers can also rely on receiving the necessary fittings required to complete the job efficiently and, more importantly, at no extra cost. This is noticeably displayed, where applicable, on the packaging of ball joints, link bars, and suspension arms. The ‘Includes Fittings’ logo assures the user that it comes with the necessary fitting components. With this clear message showing that the necessary fittings have been supplied with the component, technicians can be sure that a smooth and efficient installation can be carried out.
Jon Roughley comments: “We’re dedicated to assisting technicians in any way we can, and including the fittings in the box is essential for efficient installation on certain applications. If repairers order a part and only find out when fitting that the bolts are one use or have to be cut off, it means not only a waste of time, but potentially a loss of profits for the workshop.” There may be times when technicians need just the nuts and bolts; therefore, as well as supplying the necessary fittings as standard, First Line also supplies the nuts and bolts separately as fitting kits, catering for any scenario. Being able to find the required part quickly and easily is crucial, so First Line ensures its cataloguing of all products is as accurate as possible. The quality of a product is irrelevant if technicians are unable to correctly link them to an application. So, First Line invests heavily in ensuring that the research and data mapping is carried out to a consistently high standard. To further aid the efficient identification of its steering components, the company
has added positioning layout images to its online tool, WebCat, which has been proven to reduce the look-up time significantly. To supplement the LCV range of steering components, the company, under its Borg & Beck brand, also offers a comprehensive steering programme for commercial vehicle applications. This is supported by a twoyear warranty – or 24,000 miles, whichever comes first – against manufacturing defects, and a 98% average availability. “Our steering programme has been long established as a leading range of premium quality components. We are committed to keeping it relevant and up-to-date for the UK vehicle parc. We have robust specification and quality control processes in place to ensure the parts provide a hassle-free installation,” concludes Jon. To try out the WebCat platform for www.rdr.link/vn012 yourself, MARCH 2020 CVW 31
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CLUTCH, TRANSMISSION & STEERING
STEERING THE WAY
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ore than 10,000 spare parts and 21,500 applications in OEmatching quality are available from febi, ensuring optimum availability of commercial vehicle replacement parts. Every second a commercial vehicle is off the road is money wasted, so it is important to use the highest quality replacement parts and check for any signs of wear or failure.
With an extensive range of replacement parts for clutches and steering applications, febi takes CVW through its aftermarket offering.
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Clutch master cylinders Release forks Slave cylinders Concentric slave cylinders Clutch boosters Clutch kit Release bearings
Furthermore, advantages of febi Truck clutches include:
Steering The steering range from febi offers top quality steel and OE grade rubber on all bushes, for a variety of vehicle makes and models. Driving vehicles with worn steering parts can not only lead to expensive bills, but also put lives at risk. This range of OE-matching quality steering components from febi ensures optimum performance and long service life. Part of the range are OE-matching quality ball joints, which fit track rods, draglinks, throttle linkages, and steering rams. These safety-critical parts keep all vehicles, including heavy goods vehicles, safe and on the road by allowing controlled movement and offering enhanced driver comfort by absorbing vibrations. febi Truck also offers a range of king pins, which ensure optimum performance by holding the alignment between the wheels and the axle to ensure steering feels
■ Use of OE-matching materials – only the
lighter. The full steering range from febi Truck includes: ■ ■ ■ ■ ■
Almost 400 drag links Over 100 tie/track rods Over 100 tie rod ends Almost 50 different stabiliser links Over 100 king pins
Clutches A commercial vehicle clutch must ensure rapid and reliable disengagement and engagement of the torque flow between engine and gearbox. It must provide a high level of driving comfort by damping vibrations. febi Trucks’ range of clutch components includes:
best resources are used in manufacturing processes ■ Precision fit – febi ensures a precision match to OE clutches to maximise safety and comfort for the driver ■ Designed for a balance of performance, driving comfort, and longevity Before a new part is added to the febi range, the company carries out a firstsample test at its Clutch Competence Centre. Only high-quality components are used for manufacturing. Quality is of the utmost importance to febi, as seen in the company’s protective, robust packaging and transport system. In addition to high performance grease for the lubrication of the input-shaft interface, febi also includes technical and fitting instructions with each kit. The Clutch Competence Centre was introduced in 2017 and is situated in Durmersheim, Germany. At this centre, febi consistently optimises processes and strives to expand its range. With the aid of automated measurement tools, all product dimensions are checked to be accurate to the thousandth in order to guarantee a perfect fit. febi also uses specialist test beds to ensure the correct durability, functionality, and driving comfort is achieved. To find out more about febi’s Clutch Competence Centre, www.rdr.link/vn013
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AIR CONDITIONING
EASY AS 1, 2,3 It’s common practice to check the oil, fluids, and tyres, so why not the air conditioning too? STP explains the simple process to giving customers a more complete offering.
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s commercial vehicles are being serviced in time for summer, it’s important to ensure that workshops are giving your customers the full service available. Once a vehicle is three years old, just a simple check is needed on the low side port. In many cases, a simple ‘top up’ is all that’s required. The STP Air Con Recharge range allows technicians to properly maintain A/C systems without the need for Capital Investment or training, as it does not involve R1234yf or R134a refrigerant recovery at any stage. The STP advanced additives range not only enables the technician to recharge the air conditioning, but also to seal common rubber and metal leaks and lubricate the air conditioning compressor. The ten-minute service can be used alongside recovery machines to achieve a greater number of services during peak times. After all, recovery, vacuum, test, and recharge can take up to 45 minutes. The job can be completed in three easy
steps, using the STP Air Con Recharge, a Reusable Trigger Dispenser Gauge, and a Test Thermometer. The STP Air Con Recharge range is able to completely refill two to three vehicles, and comes in a refillable container that carries a refundable environmental recycling and refilling deposit.
Step í˘ą To refill the air conditioning correctly, firstly remove the port cap from the air conditioning’s low pressure service port and attach the gauge to the quick connect fitting. The gauge will only fit the low pressure connect, so it’s safe, calibrated, and colour coded for ease of use.
Step í˘˛ Start the engine and set the air conditioning to the lowest engine, running the vehicle for two minutes, and place the thin pencil-type gauge thermometer in the air vent inside the vehicle. This will show you the cabin temperature after two minutes.
Step í˘ł Once the reading has been taken, referring to the pressure gauge chart on the canister will inform on the correct diagnosis, and whether the refrigerant needs topping up. If it does, which is often the case, keep the engine running, shake the canister, and connect it to the gauge. A simple squeeze of the trigger will dispense the refrigerant into the system, and the gauge informs when the job is done. In conclusion, the STP Air Con Recharge range provides the trade with a costeffective solution to recharge the refrigerant, seal common leaks, and lubricate the air conditioning compressor. For more information online, www.rdr.link/vn014
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AIR CONDITIONING
CHEMICAL REAC TION Dr. Liz Dixon, Global Technology Director of the Shrieve Group, explains why using polyalkylene glycol (PAG) lubricants will enhance the performance of future electric commercial vehicle fleets.
T
he recent announcement from the UK Government that the ban on petrol and diesel vehicles is being brought forward by five years puts further pressure on commercial vehicles. An increasing number of electric commercial vehicles have entered the market in recent years, but the number remains relatively low. According to data from the European Environment Agency, registrations of electric and plug-in hybrid vans only account for 0.8% of van sales in the EU. However, these numbers are likely to change in the years ahead, and mechanical engineers must be prepared. HEVs have increased the use of electric air-conditioning compressors, which poses an interesting challenge; not only because of environmental policies, but also due to the changing nature of refrigerants.
From R134a to R1234yf Among this new legislation is European directive 2006/40/EC, which fully came into effect in 2017 and applies to mobile air conditioning (MAC) systems. Compliance with this directive led to the development and adoption of R1234yf, a class of hydrofluoroolefin (HFO) refrigerant that the UN Intergovernmental Panel on Climate Change (IPCC) confirmed has a global warming potential (GWP) of 1.0. Developed to be a drop-in replacement for previously-used R134a refrigerants, R1234yf is now the industry standard for new vehicles, and R134a is being phased out. Unfortunately, the R1234yf chemical structure that ensures a low GWP can also cause issues with refrigerant stability, as the HFO R1234yf molecule is more chemically reactive than R134a. To counter this, the right lubricant is vital for long-term operation. So, how do you select this lubricant? Of course, the core properties of a good lubricant — viscosity, lubricity, and thermal stability — have remained central to selection for many years. But with R1234yf’s molecular structure causing a high level of chemical reactivity, the lubricant must have the correct stability properties to counteract
36 CVW MARCH 2020
How long before scenes like this are commonplace in our commercial vehicle fleets?
the refrigerant’s inherent reactivity, in addition to appropriate miscibility properties. In this regard, PAG lubricants have the most preferential properties.
The preferred chemistry Electrical systems require further considerations of the lubricant’s electrical properties. Historically, PAGs have exhibited higher levels of electrical conductivity than the industry considers acceptable, and these levels are largely the result of factors such as residual catalyst, acidity, and water in the lubricant. This has created a perception of PAGs as unsuitable for use in semi-hermetic and hermetic systems. The reason many PAG-based solutions have exhibited such electrical properties is because of how they are formulated and processed. If these PAGs are processed under more stringent conditions to achieve higher levels of purity, you get less contaminants, and a resultant lubricant that is perfectly safe for use in hybrid and electric CV compressor systems. This is something that the chemistry specialists at Shrieve considered when developing Zerol HD, which overcomes the concerns associated with previous PAG chemistries. Zerol HD is a double end-capped PAG-based lubricant specifically designed to meet the long-term needs of electric
compressors that use R1234yf refrigerants. Crucially, Zerol HD is manufactured to remove the residual contaminants that affect the lubricant’s conductivity. Because of this, Zerol HD demonstrates 35 kV dielectric strength and 1010 Ohm-cm electrical resistance, making it more than suitable for use in electrically driven systems. With these properties, the product is an example of a PAG that is a universal fit for both mechanical and electrical MACs, and a preferential alternative to polyolesters (POEs).
POE shortcomings As the use of electric compressors has increased, there have been moves towards POEs being used as MAC lubricants. The problem with this is that POEs have inherently inferior chemical stability compared to the Zerol HD and PAG. As a base fluid choice they are inadequate at stabilising R1234yf refrigerants as a result. Good quality PAG chemistries outperform POEs in R1234yf electric MAC systems in almost every case, which is why we urge compressor OEMs and mechanical engineers to use them as the lubricant of choice for commercial vehicles. For more information on Shrieve’s range of lubricant products, www.rdr.link/vn015
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AIR CONDITIONING
A COMPLETE SERVICE
A
round 90% of your customers have air-conditioning fitted to their vehicle, therefore, you already have an existing customer base for your air con business. If you cannot repair their air conditioning they may go elsewhere, and you could potentially lose all their business. But if you properly kit yourself out for the job, then you can look after your existing customers and potentially attract new ones. The modern air-conditioning machine is an environmental recycling centre. It removes refrigerant from the car and separates oil. It also cleans, dries, and stores the refrigerant for re-use. Most are fully automatic, taking between five and ten minutes of your technician’s labour for each re-charge. If you invest approximately £3,000 to £3,500 in an air-con machine, oils, leak dyes, a nitrogen leak test kit, and technician training, you could expect to get payback in 12 months, with only six jobs per month. This is based on a £50 re-charge fee, minus the costs for oil, dye, refrigerant, and labour. The estimated gross margin is 80%.
AC servicing tips Leak testing Adding ultra-violet dye to every vehicle you re-charge will help you identify leaks faster. If the vehicle in your workshop has no refrigerant in the system, identified by zero pressure on the gauges of the machine, then you should pressurise the system with Oxygen Free Nitrogen (OFN) and investigate the leak with your ultra violet lamp.
Andy Craddock, Technical Product Manager for Gemco, explains why having the facility to service heating and air conditioning is so crucial. Low refrigerant The most common fault in the automotive air-conditioning field is caused by low refrigerant, and all that’s required is a straightforward recharge. All vehicles with AC fitted lose between 10-15% of their refrigerant per year, so every two years the system will not work efficiently due to lack of refrigerant. Potentially 50% of your vehicles will need maintenance every year. This does not include any additional work due to component failure. Air conditioning: the law All technicians working with refrigerant gases must have an F gas certificate, gained by attending an approved training course and passing the end of course examination (IMI or City & Guilds). All light commercial vehicles from before 2012 use refrigerant R134a. Vehicles built after 2012 use refrigerant R1234yf. Since 2017, light commercial vehicles have been required to use R1234yf. At present, agricultural vehicles and truck cabs can continue to use R134a. You will need a R134a machine for all existing vehicles, plus a R1234yf machine for all vehicles homologated after 2012. Some dual-gas machines are available which can work with either system, but you
should decide if two separate machines would be a better fit. After all, a dual-gas machine can only work with one vehicle at a time, whereas two separate machines could offer more flexibility by working two vehicles simultaneously.
The Bradbury range from Gemco There are two models available:
BACP222YF
Fully automatic unit suitable for R1234YF refrigerant gas
BACP202
Fully automatic unit suitable for R134a refrigerant gas
For more information on Gemco’s Bradbury range of air conditioning www.rdr.link/vn016 machines,
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WORKSHOP MANAGEMENT SYSTEMS
DATA DEFINING Digital data is the core of DVSA’s Earned Recognition system. We asked Paul Clark, Managing Director of Truckfile, if this is just the start of a transformation of compliance reporting. Is Earned Recognition the start of an evolution in operator compliance? Yes. Earned Recognition should lead to an opportunity to simplify and standardise compliance. It represents the first stage in what appears to be a long-term shift by DVSA to digital compliance for operators. Digital systems are as simple as the pen and paper they replace, but they offer huge benefits to fleet operators, workshops, and regulators. Earned Recognition systems allow operators to be able to prove to DVSA best practice in compliance. There are benefits to all: DVSA can reduce intervention at the roadside and, by having less enforcement, it reduces the need for DVSA staff to visit, so they can focus on non-compliant operators. This reduces the burden of compliance enforcement for DVSA, but should benefit operators too, with a more efficient reduction of regulatory encumbrance and vehicle downtime.
What are the challenges for operators? The existing Operator Compliance Risk Scoring system gives operators a red, green, or amber compliance score, but it is retrospective. Earned Recognition requires operators to be more proactive in reporting ongoing compliance and is thus more demanding of workshop management systems. Operators will need to ensure that fleet and workshop management systems can record and report the five KPIs at the core of Earned Recognition:
DVSA only permits one data input for each operator licence, so for fleets using different maintenance providers or a mix of in-house and outsourced, the data must be collated.
What happens to all the compliance data submitted to DVSA? There is a data platform which holds all the Earned Recognition data, and DVSA wants to develop the platform as the number of operators using it increases. To do that, there are some trust issues which need to be overcome. DVSA needs to assure operators that the data they submit is secure and only used for the purpose of measuring their compliance score as defined in the KPI. It is key that ownership of the data will always reside with the fleet operator and any record of compliance should be gathered and stored with the highest of data security.
■ M1 Complete set of safety inspection
records ■ M2 Records are completed correctly and
signed off as roadworthy ■ M3 Safety inspections are within the stated frequency ■ M4 Driver defect reports, where safety related items have been reported, are appropriately actioned ■ M5 Yearly report on vehicle and trailer initial MOT pass rates
What do you predict for the future? For digital compliance to go mainstream, DVSA will need to create a pathway for the progressive implementation of digital records, starting with the initial five key KPIs. DVSA will need to update its systems to enable the transition of data from the system providers to a seamless and inclusive industry system. DVSA must retain Intellectual Property
rights to the data platform so the solution benefits the widest range of system providers and operators. The system and operator feed data must meet minimum security standards. Any digital compliance system should also have live feedback to the operator. Plus, all current maintenance providers should be included in the creation and development of the Earned Recognition data platform. No provider should own any data within the system. The technology used to create the system should be of industry standard to enable other system providers to join. This will enable expedient additions of new system providers. Ultimately, providing that operators consent, the data could be used for future compliance administration, such as raising the KPI standards. Long-term, compliance systems will evolve, driven by data sourced from vehicles and Artificial Intelligence systems. To watch a video on Truckfile’s workshop management systems, www.rdr.link/vn017
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©Warakorn/AdobeStock
WORKSHOP MANAGEMENT SYSTEMS
TAKING
STOCK Fleet and workshop management platform r2c Online explains its new add-on that aims to help workshops manage their parts stock more efficiently.
T
he Stock module is available as an add-on to the connected r2c Online platform, and is designed to help workshops manage their parts stock more efficiently. r2c Online Managing Director Nick Walls explains: “Simply put, the Stock module is about smarter stock control and parts allocation. “Our core workshop product already optimises efficiency during the repair and maintenance process, so the natural progression was to add stock management to this.” Using the stock management tool, users upload their parts listing to the cloudbased platform, creating a digital inventory. All stock movements are then recorded and updated via the system, and parts can also be allocated directly to jobs. The result
40 CVW MARCH 2020
is full visibility of a real-time stock inventory, allowing users to make more informed purchasing decisions on current and future parts requirements. Chris Carr, Managing Director at Cars2Trucks, a company which uses the r2c Online platform, comments: “As our business has grown, we’ve recognised the need for an ‘all-in-one’ package for our workshop management. “We liked the feel and simplicity of the r2c system but knew it could offer much more than what we were using it for. This launch has been the ideal time for us to investigate further, and we’re very impressed by what we’ve seen – so much so we’ve decided to upgrade to the full r2c package, including the new Stock Management module.” Nick Walls concludes: “Stock removes the need for guesswork or laborious inventory checks. Users have a clear and fully auditable digital record of their parts stock, with automatically adjusted stock records and alerts. We’re really excited to introduce the new module to future customers, as well as the 1,200 workshops already using r2c Online throughout the UK.”
For customers, the main benefit comes from the fact the Stock module is integrated into the wider r2c Online workshop management solution. As technicians can now add parts directly to a job via a single platform, there is no need to interrupt the job or double-key information into a separate system. r2c Online estimates this will save at least 10 minutes per job, dramatically improving workshop efficiency. What’s more, workshop managers will have all the information they need via a single source. With the addition of Stock and the recently launched Workshop Loading module, r2c Online customers can now utilise digital inspection sheets, an online maintenance planner, digital T-cards and workload management, invoicing, automatic maintenance authorisation, and parts stock management, all via one system. For more information on the r2c Online www.rdr.link/vn018 platform,
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WORKSHOP MANAGEMENT SYSTEMS
MAXIMISING EFFICIENCY Martin Evans, Managing Director of Jaama, spoke to CVW about how the company’s Key2 system can streamline a workshop’s operating processes.
A
chieving optimum workshop efficiency is critical to maximising customers’ vehicle uptime as they seek to plan scheduled deliveries, or work with very small margins for error. With numerous commercial supply chain delivery fleets operating on either a ‘just-intime’ or ‘time-slot’ basis, it means that a failure by workshops to ensure that service, maintenance, and repair work is completed on time can prove to be catastrophic for their customers. That is because delays in vehicles returning to the road can result in operators delivering poor service to their clients and, therefore, a failure to meet their contractual obligations with their customers. Furthermore, the compliance burden on commercial vehicle workshops to provide, for example, MOT certifications, commercial vehicle inspection sheets, servicing, and routine maintenance documents to operators on time can be a significant overhead. Many workshops not embracing technology have a ‘time lag’ for supplying documentation due to a mountain of administration backlog. This can delay when a vehicle can be utilised and when they get paid. That is why Jaama has developed its Key2 Workshop Management module and recently launched Maintenance
42 CVW MARCH 2020
Exchange. Its maintenance and compliance platforms revolutionise the exchange of information between maintenance providers, fleet management companies, and owner/operator fleets. “Tightly controlled cost management and vehicle operational compliance are fundamental requirements for all commercial vehicle fleets, so it is imperative that they partner with forward-thinking workshops that have a robust and efficient software system in place,” comments Martin Evans. “Consequently, commercial vehicle workshops that fail to recognise the demands and requirements of their
customers, notably keeping vehicle downtime to an absolute minimum, may find they struggle to compete in an increasingly technological age.” Key2 Workshop Management digitalises workshops, whether managing a single outlet, multi-workshop and stores, or mobile technicians. Key2 provides powerful operational control of all aspects of internal workshops, in-depth performance monitoring, and transparency over all workshop repair and servicing work – from a high level consolidated operational level, to a detailed view on a job-by-job basis. Features include real-time control over local and remote workshops, job booking, workshop loading, work-in-progress control, productivity analysis (including actual versus expected time performance), invoicing, automatic bookings, and KPI dashboards. Also, Key2’s Workshop Touchscreen goes towards creating a paperless environment by removing the need for job cards and inspection sheets to be printed or handwritten. Using the Workshop Touchscreen enables jobs to be allocated, started, paused, and completed to ensure accurate job time measurement. Additionally, supervisors can receive reports or see on screen the actual versus expected labour times, which can highlight potential technician performance issues. Martin Evans
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The touchscreen enables technicians to view, add, and issue parts for each job within the job sheet, as well as display the maintenance history for the vehicle to check for any potential warranty items. Additionally, barcode functionality enables quick and accurate part allocation and stock management. Key2 can also produce suggested replenishment quantities against the preferred supplier for parts. Suggested quantities can then be tweaked if necessary, and orders produced with minimum manual intervention. Meanwhile, Maintenance Exchange connects with Key2 Workshop Management, or can interface with other third party fleet systems. The comprehensive system allows: ■ Seamless maintenance booking ■ Authorisation of work ■ Invoicing and auditing of vehicle
maintenance work The recently launched platform connects maintenance suppliers/workshops to enduser fleets and fleet management companies, thereby significantly reducing the administrative burden of manual processes – another step towards paperless asset management.
“All businesses, including workshops, are recognising the benefits of digitalising their documentation.” Vehicle maintenance work is authorised through the platform, and built-in rule sets mean that invoices for jobs carried out can be paid in a timely manner, once all required documentation is present. Critically, for commercial vehicle fleets, Maintenance Exchange also enables them to collect information for the Driver and Vehicle Standards Agency’s (DVSA) Earned Recognition Scheme that monitors fleet compliance data. The incentive for fleets to use the scheme is to reduce the number of vehicle roadside stops and checks by enforcement officers. Key performance indicator information can be sent to the DVSA every four weeks, including data captured from servicing and MOTs. Martin continues: “Maintenance Exchange enables fleets to implement service level agreements with their vehicle maintenance providers and further improve document delivery, without manual intervention. All businesses, including
workshops, are recognising the benefits of digitalising their documentation. “The technology reduces the time consuming administrative burden of many manual processes, inputting data and documents multiple times, thus reducing administrative overheads. Vehicle maintenance work, from booking via job sheet creation to electronic work authorisation, flows through the Maintenance Exchange platform, saving valuable time. “On completion of work, all required documentation – including MOT certifications, vehicle inspection sheets, servicing, and routine maintenance documents – can be seamlessly shared between service and repair centres, vehicle owners/operators, and the DVSA.” He concludes: “Jaama not only continues to invest some £2.6 million a year in the continuing development of Key2 but, critically, many product developments, including Maintenance Exchange, exist as a result of working with our customers, who are all focused on seeking mechanisms to reduce manual intervention” For more information on Jaama’s Key2 www.rdr.link/vn019 system,
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WORKSHOP MANAGEMENT SYSTEMS
BEHIND THE SCENES
F
leet vehicles must be serviced and maintained correctly to minimise any unprofitable downtime. However, by placing the running costs in a framework that delivers strict financial disciplines, fleet managers will find they benefit both financially and logistically. Fleet Manager from TecAlliance is an integrated forecasting and job management solution designed to optimise the costs and processes associated with multi-vehicle operations. The forecast module is designed to calculate the anticipated maintenance and wear-and-tear costs for vehicles, and this provides fleet operators with a reliable basis on which to calculate their full-service leasing payments. Insurance companies can, therefore, also benefit thanks to Fleet Manager’s ability to calculate realistic premiums for maintenance insurance policies, for example. It can also minimise the risk of in-house calculation errors by utilising a neutral, external cost model. Businesses utilising the system are able to select any light commercial vehicle, and enter whatever combination of time period and mileage, to find an accurate annual cost projection for running each and every vehicle in their fleet. Where maintenance is concerned, vehicle manufacturers and
TecAlliance explains how its integrated solution for service, maintenance, and repair can enable businesses to fulfil their responsibilities. importers can compare their vehicles with those of their competitors, and find ways to make their offerings more attractive. Last, but not least, in order to increase customer loyalty, workshops can offer their private and business customers monthly service and maintenance packages. Among other features, the job management module automates the common order release workflow for not just leasing companies, fleet and carpool managers and insurance companies, but also workshops. For affiliated workshops, this means a reduction in the administrative effort for order preparation and handling, thanks to immediate approval and a faster settlement of the invoice (or faster payment) by the fleet customer. For the fleet customer, time-consuming invoice checks and complaints are reduced to a minimum, and lower process costs through electronic transfer of the order and invoice data mean they are freed to deal with more complex orders. The end result is that the driver is on the road again faster
because the vehicle is returned sooner after the service or repair. Automatic request approval means that fleet/carpool managers do not need to check invoices, while workshops do not lose time waiting for work approval; in both cases, there is a reduction in the time spent on administration. All orders are saved in the electronic vehicle file, where they can be consulted at any time, should the need arise. What makes Fleet Manager such a powerful solution is that, in addition to the outstanding quality and granularity of the repair and maintenance information that TecAlliance gathers, prepares, and standardises, the system manages diverse maintenance configurations from vehicle manufacturers and can constantly adapt to ever-shifting framework conditions. Crucially, more than 96% of the up-tothree-year-old vehicle parc is represented within the TecAlliance database, which currently includes 4.5 million maintenance plans, with 24.5 million standard labour times and 8.5 million items of technical data. The integration of the TecDoc catalogue data is also in progress. TecAlliance Fleet Manager can be administered by the customer, is fit for multiple users, and is available in 24 languages. The ‘forecast’ and ‘job management’ modules are accessible both as a web application or a web service, which can be tailored to integrate into a customer’s existing system. For more information on the Fleet Manager solution from TecAlliance, www.rdr.link/vn020
44 CVW MARCH 2020
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PROFESSIONAL MOTOR MECHANIC
MECHANEX
THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS
BIGGER AND BETTER IN 2020! The UK’s only regional tradeshow dedicated to garage businesses is gearing up for another year. We look forward to seeing you!
EVERYTHING YOU NEED TO STAY AHEAD OF THE GAME The automotive aftermarket is evolving at an alarming rate, so it’s more important than ever that you stay on top of the latest technology, training, products and information available to your business. Attending this year’s MECHANEX – the only regional show dedicated to the specific needs of garages in the UK – is the perfect way to ensure that you are up to speed. The dates for this year are:
10TH – 11TH NOVEMBER 2020 GET SOCIAL To keep up to date with all things MECHANEX in 2020, be sure to visit WWW.MECHANEX.INFO, like us on Facebook and follow us on Twitter!
MECHANEXShow
@MECHANEXShow
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GIVEAWAYS
ARE YOU FEELING LUCK Y? FOR YOUR CHANCE TO WIN THESE GIVEAWAYS, GO TO WWW.RDR.LINK/VN021
5 BEANIES
5 PARKING PROTECTORS
FUCHS Lubricants
Michelin
FUCHS Lubricants, a leader in commercial vehicle oils, is offering readers the chance to win one of five stylish beanies to help you keep warm in the workshop. FUCHS has a comprehensive portfolio of lubricants for all commercial vehicle applications, including a vast array of OEMapproved products. The company also offers technical support, as well as an online ‘product assistant’ tool, helping workshop professionals select the correct oils.
Michelin is giving five lucky readers the chance to win a set of parking protectors, helping to protect your van or vehicle fleet from bumps and scrapes. The company’s Parking Protector range has been designed to protect a vehicle’s bodywork including bumpers, doors and wing mirrors. Unobtrusive and contour forming, the parking protectors are UV and car wash resistant, as well as being easy to apply and remove. With three colour options available – silver, clear and black – the parking protectors are sleek and seamless when applied to a van and are designed to complement a variety of colours and styles of bodywork.
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TEA BREAK
teaser
THE NUMBER TREE The numbers below are arranged according to a certain rule. Once you’ve worked out the rule, fill in the missing number – note that the number seven isn’t a typo!
99
72
27
If you send in the missing number, you can be in with a chance of winning an Amazon Echo Dot!
45 18
Text ‘ALIGN CVW’‌followed by the answer and your email address to 66777 (standard text costs apply). Alternatively, email your answer to info@steertrak.co.uk. All answers to be submitted by 10/04/2020. T&Cs apply.
CAN YOU GUESS THE FILM? í˘ą
í˘˛
í˘ł
í˘´
Win
Answer:
FIND THE STEERTRAK TRUCK We’ve hidden the Steertrak truck somewhere within this issue of CVW. Find it and email info@steertrak.co.uk, with the page number it’s located on, to be in with a chance of winning some Steertrak goodies.
Contact Steertrak today on 01684 276900, or visit www.steertrak.co.uk
21
39
Win
36 ?
28 13
21 7
ANSWER: Slumdog Millionaire
048_CVW_MAR20_Layout 1 14/02/2020 11:24 Page 48
WHAT’S NEW?
CHICAGO
PNEUMATIC
TORQUE LIMITED IMPACT WRENCH S.U.R.&R FILTER REMOVAL CUP The FC5 Filter Removal Cup is designed to protect exposed skin from heat and eliminate the mess of fluid drips that commonly occur during routine vehicle maintenance. Made of pliable non-slip material, the product can be easily manipulated to access tight or oddly shaped filter placement locations. The FC5 is designed for filters commonly found on light duty trucks and vans. The FC5 can also keep work areas safer by preventing potential slipping on vehicle fluids that accidentally hit the floor. The product can also store loose nuts, bolts, screws, drain plugs and other items during service. www.rdr.link/vn022
The ½” torque limited impact wrench from Chicago Pneumatic prevents users from overtightening nuts during wheel and tyre changing jobs. The tool is 14.3% shorter than its previous version, but despite its small size, it is torque limited to 90Nm in the forward direction and delivers a torque of 1,300 Nm in reverse. As a result, operators can save time changing wheels, as bolts are tightened to the right torque faster than using non-torque limited alternatives. www.rdr.link/vn023
BRIDGESTONE TYRES The Duravis R002 is Bridgestone’s ultradurable tyre range, designed for all types of fleet vehicles and offering high quality performance in wet conditions. The tyres are winter ready, with 3PMSF markings. They also received ‘A’ grade certification on ‘steer in wet’ grip. With a wear life that has a 45% improvement on its predecessor and a cost per kilometre that’s reduced by 15%, Bridgestone’s Duravis R002 tyres have been designed to help fleets lower their operational costs. The range also offers optimised fuel efficiency, with a B-C-B combination in steer, drive and trailer. The product is available in 15 sizes. www.rdr.link/vn025
EATON AIR CONDITIONING HOSE The EC007 barrier hose delivers improved permeation and kink resistance for truck, agricultural and construction vehicles. It is constructed with a thermoplastic barrier layer between textile-reinforced elastomeric layers, combined with a heat, ozone and UV-resistant synthetic elastomer. www.rdr.link/vn024
48 CVW MARCH 2020
SNICKERS WORK TROUSERS Designed to suit a wide variety of jobs onsite, these LiteWork 4-way stretch work trousers from Snickers are the ideal choice for work in warmer conditions. The trousers feature detachable holster pockets, and are made from full-stretch material for maximum mobility wherever you’re working. The Kneeguard pockets offer additional comfort and protection. Other features include a ruler, and cargo pockets for easy access to tools and fixings. www.rdr.link/vn026
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TEXTAR BRAKE PAD KIT Textar has launched a new brake pad kit for DAF applications. The pad (part number 2927804) comes complete with an OE approved accessory kit and features a wear indicator, heatshield and retaining clips. DAF applications covered by the new Textar pad include the CF65, CF75, CF85, LF55 and XF series. The product is ECE R90 approved and also features a surface coating, which ensures safe braking from the very first stop, and a chamfer for improved conditioning and comfort. www.rdr.link/vn028
SEALEY SUSPENSION STRUT SUPPORT
BAHCO TOOL MANAGEMENT SYSTEM
Expanding its available range, Sealey has introduced the VS3847 Suspension Strut Support, to be used in conjuction with Model No. 600TR or other transmission jacks with a minimum base size of 560x570mm. It is designed to support suspension struts during repair operations. Sealey’s VS3847, which weighs 2.56kg, is only for use with a ram size of 30mm in diameter.
Bahco has introduced Fit & Go, a tool management system that gives automotive engineers and technicians a wide choice of tool assortments, pre-fitted in profiled inlays for immediate use. Suitable for all 26” Bahco tool trolleys, Fit & Go comes in three sizes, offering a choice of 46, 58 or 137 tools. All Bahco foam inlays are resistant to lubricants, petrol, water and UV light. To help guard against foreign object debris, all foams are coloured black with a red bottom layer as standard, enabling users to see immediately when tools are missing. Other layer colours are available, and all foam inlays have a ‘smart push’ system which enables quick removal. The product is designed to fit the latest 26” Bahco tool storage hubs, E72 and E77 Premium, and is ideal for use where space is limited.
www.rdr.link/vn027
www.rdr.link/vn029
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50 CVW MARCH 2020
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