Commercial Vehicle Workshop March 2021 by Hamerville Media Group

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The trade magazine for servicing and repair professionals

COMMERCIAL

VEHICLE WORKSHOP MARCH 2021

FUTURE IS NOW

Traditional paper and keyboard could soon be made obsolete in workshops

Also in this issue…

■ Looking at the wider implications of DVS ■ Behind the scenes at the Morris Lubricants lab ■ Part two of Bosch's 'KTS Truck made ESI' series

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CONTENTS

Volume 18

Issue 3

REGULARS

Viewpoint

15 CV Show 2021

News

47 A-Z of Batteries

10 Tech Tips

48 What’s New?

13 Business & Training

FUELS, LUBRICANTS & ADDITIVES 16 We go behind the scenes at Morris Lubricants’ laboratory 18 How lubricants have contributed to lower emissions through lower viscosity 20 The practical options for more sustainable fuel use in your business 22 Why diesel fuel will be around for the long haul 24 How to restore an engine’s original fuel consumption levels

COMPLIANCE 26 What’s new in the latest round of DVSA updates 28 Looking at the wider implications of DVS 30 Why maintaining operational standards is more important than ever

32 How paper and keyboard could be obsolete for vehicle inspections in the not-too-distant future 34 What you need to bear in mind when it comes to trailer weight tolerances

DIAGNOSTICS 36 Exploring a charging fault on a Renault Kangoo 39 How to leave bad battery maintenance habits behind 40 Correcting a fuelling fault on a DAF CF MX-13 41 Examining the update to the Neo diagnostic tools

AIR CONDITIONING 44 How to understand the working pressures of R134a systems

45 Discussing the important role of auxiliary drive belts 46 Why you should avoid mixing PAG with universal oils

MARCH 2021 CVW 3

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VIEWPOINT

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WHEELS IN MOTION

Editor CIAN BRITTLE Consulting Editor

SHARON CLANCY Group Editor DANIEL ARON Digital Manager KELLY NEWSTEAD Senior Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Graphic Designer GEMMA WATSON Group Production Manager CAROL PADGETT 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 © 2021

9,572 From 1 July 2019 to 30 June 2020

Associate member

021 has begun much like an engine refusing to start. Turning the key in the ignition has been in vain, as we’ve been unable to truly move past the events of last year. However, with restrictions on day-to-day life likely to be present for the foreseeable future, it’s especially promising to see that this industry, already so resolute in the face of adversity, is beginning to see real change enacted. The obvious change is the introduction of the Direct Vision Standard (DVS) by Transport for London (TfL). Initially launched in October 2019, and covered extensively within the pages of this magazine and on our website, it’s taken a fair few months to reach its official induction – but it’s finally here. This is just one small step in the Mayor of London’s ‘Vision Zero’ plan to eliminate all deaths and serious injuries on London’s transport network by 2041. Therefore, it’s not a stretch to assume that DVS will CVW continue to be updated and improved; one thing already confirmed is that HGVs rated below three READER stars will need to feature the ‘Progressive Safe SURVEY 2021 System’ from October 2024. The make-up of this The CVW reader survey system will be reviewed and consulted on in is now live, and we'd love to hear yo 2022, and it will take into account any additional ur thoughts on our beloved maga technology or safety equipment not currently zine. There is more information on available. Any new equipment or technology page 8, or you can fill proposed for the ‘Progressive Safe System’ must be out the survey here, able to be retrofitted to HGVs, industry recognised, and readily available on the market at the time. WWW.RDR.LINK /VY 031 Whilst not at the top of your list of priorities, it’s important to bear in mind that DVS will certainly not be a static regulatory scheme and its impact will stretch far beyond London. As Peter Mansfield explores on page 28, the eyes of the country should be firmly fixed on how this scheme operates, successful or not. He highlights that cyclists “are among the most vulnerable of road users, accounting for 58 incidences of death or serious injury in the West Midlands alone in 2018, with similar figures in Greater Manchester (22), Scotland (156), and Belfast (53).” This is not an issue endemic to London, so it’s unlikely that DVS will be restricted to just the confines of the M25. After all, the rest of the country is slowly following London’s lead when it comes to emissions standards. At the same time as the DVS launch, tougher LEZ emissions standards for heavy diesel vehicles are coming into force. Heavy diesel vehicles including lorries, buses, coaches, and specialist vehicles will need to meet Euro VI (NOx and PM) emissions standards or pay a daily charge to drive within Greater London. The relevance to the rest of the country is again something which Peter Mansfield touches on, pointing out that Bath (15th March 2021), Birmingham (1st June 2021), and Greater Manchester (Spring 2022) are already following suit with similar emissions schemes. Andrew Goddard, Chairman of the Verification of Lubricant Specifications (VLS), discusses in detail how lubricants can make a significant contribution to meeting these standards on page 18. Whilst the wheels of the DVS and emissions standards are rolling, there has also been a welcome development at workshop level. ATFs are being encouraged to reschedule tests for this month, before the backlog of vehicle tests kicks into gear around April. Anything that goes towards reducing the strain of this backlog is surely cause for optimism, and a welcome announcement from the DVSA. Enjoy the issue and have a good month.

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

Cian B rittle Editor MARCH 2021 CVW 5

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NEWS ©Monkey Business/AdobeStock

Invest in your future, says IMI Steve Nash, CEO of the Institute of the Motor Industry (IMI), has called on the industry to prioritise its future as we move into a – hopefully – more positive 2021.

For more information on the benefits of taking on apprentices, call 01992 519 025, email hello@theimi.org.uk, or WWW.RDR.LINK/VY029

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European truck makers estimate that around 200,000 zero-emission trucks will have to be in operation by 2030 in order to meet the CO2 targets for heavy-duty trucks – this would require a staggering 100-fold increase in under 10 years. A study by the European Automobile Manufacturers’ Association (ACEA) shows that there are currently 6.2 million medium and heavy commercial vehicles on the EU’s roads, the average age of which is 13 years. Almost 98% of all these trucks run on diesel according to the 2021 ‘Vehicles in Use’ report. Just some 2,300 – or 0.04% of the total fleet – are zero-emission trucks. In its recently-published Mobility Strategy, however, the European Commission laid out the objective to have some 80,000 zero-emission trucks on the road by 2030, which in fact falls far short of what is required by the CO2 regulation (-30% emissions).

“European truck manufacturers are committed to bringing zero-emission trucks to the market, and will be rapidly increasing their range of zero-emission vehicle offerings over the next few years,” said ACEA’s Director General, Eric-Mark Huitema. “However, they cannot make such a radical and unprecedented shift alone.” To make zero-emission trucks the preferred choice of transport operators, urgent action is needed on European and member state levels. This includes establishing CO2-based road charges, energy taxation based on the carbon and energy content of fuels, a sound CO2 emissions pricing system, and, most importantly, a dense network of charging and refuelling infrastructure suitable for trucks.

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He commented: “Last year was tough for apprentices. The pandemic severely disrupted their learning, and it stopped a lot of companies bringing fresh talent into the industry. But, despite the immediate effects of the pandemic which have resulted in job losses and many workers being put on furlough, the automotive industry still needs new blood. “The rapid move to electrified vehicles, more connected systems, and more intelligent, autonomous technologies all require the development of highly skilled employees. Thankfully, 2021 should be more positive, and many organisations are looking once again at developing their workforce, including taking on more apprentices. “Everyone in the industry should be thinking about this. The money is there. The Apprenticeship Levy is certainly not be perfect, and we are regularly lobbying Skills and Apprenticeships Minister Gillian Keegan on that issue. But, it nevertheless ringfences funds to help companies take on and train apprentices. “So, if you’re a large employer, you need to act as the apprenticeship funds do have a use-by date. It’s better to spend your levy on training before the government takes the money back, and believe me, they have no intention of granting any extension on the clawback of funds.”

100-fold increase in zero-emission trucks needed, says ACEA

Get an annual test in March for peace of mind The DVSA has revealed that, if your local ATF or nearby sites have test availability, it would be worthwhile rescheduling your annual test to this month. In order to help operators stay on the road and enable ATFs to manage the vehicles and trailers coming in for tests, the DVSA issued exemptions throughout 2020. Therefore, testing is going to look a little bit different as we move through 2021. As a result of discussions with ATFs and operators, the DVSA is predicting April to be the first

month where there will be a higher number of tests compared to a regular testing year. Whilst the DVSA previously wanted to minimise the number of vehicles coming in early, the organisation is now relaxing this advice as it has a better idea about the tests due in each month. Therefore, it is encouraging both operators and ATFs to consider rescheduling some tests. To find out if your local ATF or nearby sites have test availability, WWW.RDR.LINK/VY030

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Renault Trucks expands dealer network Renault Trucks UK and Ireland has announced the further expansion of its dealer network with the opening of a new service point in Gloucester. Working with Renault Trucks’ wholly owned dealer group Renault Truck Commercials, South West Truck & Van joins 71 other strategically located sites across the UK and Ireland providing expert knowledge and specialist support to owner drivers and large fleet operators. Opened in July 2020, the 2.5 acre site is located in the heart of Gloucester and is one of three South West Truck & Van commercial vehicle dealerships. Reporting to Renault Truck Commercials South West in Bristol, the new site will enhance the manufacturer’s dealer network in the Gloucestershire, Herefordshire, and Worcestershire areas. Carlos Rodrigues, Managing Director of Renault Trucks UK & Ireland, said: “We are pleased to announce the addition of South West Truck & Van as another service point in the UK, further strengthening our network coverage for the West Central area of England.” Carlos Rodrigues continues: “The opening of a dedicated site in Gloucester follows hot on the heels of the launch of our service point for Cornwall at Launceston Truck Service and is part of our relentless pursuit to put our customer’s businesses at the heart of our decision making. With the latest addition in Gloucester we are able to provide a more comprehensive local commercial vehicle service offering that meets all of Renault Trucks’ exacting dealer standards to customers operating in the area.”

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Clarience Technologies acquires ECCO Safety Group Clarience Technologies has announced the acquisition of ECCO Safety Group (ESG).

South West Truck & Van was established in 2018 and has seen rapid growth through the strengthening of its management team and technical personnel and creating a number of valued partnerships. Commenting on the appointment, Stuart Beeton, Commercial Director for South West Truck & Van, commented: “We are delighted to represent the Renault Trucks brand here in Gloucester and the surrounding areas. “My team and I are looking forward to welcoming customers to our service point and continue to deliver the high standards and responsive service levels that Renault Trucks customers can rely on.” Con Rooney, Managing Director of Renault Truck Commercials, added: “The appointment of South West Truck & Van provides vital strategic support for our customers in the Gloucestershire, Herefordshire and Worcestershire areas. Renault Trucks shares their commitment to deliver exceptional levels of service and unrivalled customer experience and together with Stuart and the team we are confident of growing sales and aftersales across the region.”

Brian Kupchella, CEO of Clarience Technologies, said: "We are thrilled to welcome ESG to Clarience Technologies. The addition of ESG’s leading safety and emergency lighting solutions expands and complements our existing offering of lighting technologies and advanced telematics. With this enhanced product lineup, we will deepen and broaden visibility solutions for new and existing customers. ESG has built a strong reputation as an industry leader known for innovation and customer service and we look forward to welcoming ESG associates to the Clarience Technologies family.” Doug Phillips, President & CEO of ESG, commented: “I am confident that Clarience Technologies is the right partner to take ESG to the next level. We share a commitment to customer service, transparency, performance, and most of all safety. As part of Clarience Technologies, we will be able to leverage their resources and R&D expertise to grow our business and ensure unparalleled safety for our customers and those on the road around them.”

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NEWS

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Van market starts new year with 2% boost The UK new light commercial vehicle (LCV) market enjoyed 2% growth in January, with 24,029 of the latest low emission vehicles hitting UK roads. Although the fluctuating nature of fleet renewal often impacts the first month of the year in particular, 2021 opened with the highest volume January since 1990, 10.5% ahead of the five-year average. Although growth is expected for the LCV sector in 2021, SMMT’s latest market outlook has been downgraded to reflect ongoing challenges. The forecast predicts LCV registrations to rise 17.5% to 343,850 by year end, down from earlier predictions of 375,000 vehicles. Whilst nearly all van segments experienced a decline, larger vans weighing more than 2.5-3.5 tonnes saw 25.4% growth, which drove overall monthly figures out of the red. Conversely, registrations of small vans weighing less than or equal to 2.0

tonnes halved (down 50.1%), the market for medium vans weighing more than 2.0-2.5 tonnes declined by 16.2%m and demand for new pickups and 4x4s fell by 25.8% and 30.6% respectively. Latest SMMT analysis reveals that 2020 recorded the lowest figure for average CO2 emissions derived from LCVs, down 1.8% on 2019 to 162.8g/km. January 2021 saw a rise of low emission LCVs, with battery electric vehicle (BEV) market share rising to 2.22% with 533 battery plug-in vans joining UK roads.

Meanwhile, 96.4% of all new vehicles registered are powered by diesel, with fleet renewal to the latest Euro standard technologies crucial for a sustainable transition for the sector. As CO2 emissions targets shift from EU-wide to UK-only from 2021 and demand for heavier vehicles continues to grow, reaching net zero ambitions will depend on creating the right conditions to boost operator confidence. Mike Hawes, SMMT Chief Executive, said, “January’s figures are welcome news, particularly after the difficult past year. Although one month’s performance does not full recovery make, the future must involve measures that can deliver long-term changes for the sector if we are to meet ambitious targets and address both climate change and air quality goals. The fastest way to do this is by encouraging uptake of the latest low emission vehicles, regardless of fuel type, and business confidence remains vital for this transition.”

CVW NEEDS YOU! Our 2021 reader survey is now live! Our 2021 Commercial Vehicle Workshop reader survey needs you. Commercial Vehicle Workshop is committed to providing you with the very best technical information and advice in the commercial vehicle industry. We want to ensure that our content continues to meet the needs and expectations of UK independent workshops. So, in order to keep providing you with the latest technical updates, business advice, and product information, we need your help! We would love to hear your thoughts for our annual reader survey, and get your views and opinions on the publication. This is your opportunity to tell us what you like about Commercial Vehicle Workshop and what you would like to see more of.

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YOU CAN FIND THE SURVEY BY FOLLOWING THIS LINK: WWW.RDR.LINK/VY031

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TECH TIPS

KTS TRUCK MADE ESI: PART 2 In the second part of this collaboration between CVW and Bosch, we walk through how to correctly identify the vehicle which you want to work on.

ast time, we looked at how to install ESI Truck, how the software updates are managed, how the KTS is configured, and KTS firmware updates. So, now that your diagnostic is all ready to go, let’s get stuck into some proper details! Identifying the correct vehicle may seem like a basic first step, but it is essential that the correct vehicle is selected as this will impact all the information which ESI Truck will provide; be that technical data, maintenance and service information, wiring diagrams, etc. The list is endless, so you must choose the correct vehicle to be able to use the software and the KTS to the best of their abilities.

By description The first of these methods is ‘by description’. This works exactly as it sounds: a selection of drop-down boxes is shown on the screen and you must select the correct option for each one. ■ Country: can be useful for imported vehicles or vehicles which are foreign in origin. For example, selecting Great Britain will only show vehicles which are known to be available in this country ■ Vehicle type: ESI Truck is not just about trucks. According to your ESI subscription, you can also access information for trailers, buses, offhighway vehicles, stationary engines, and much more. Selecting the correct vehicle type will narrow down the following drop-down boxes to the ones which are applicable for the selected vehicle type ■ Drive type: the fuel type of the vehicle selected ■ Make: choose the brand of the vehicle From this point, you can press ‘search’, but this has the potential to produce a lot of possible vehicles due to the different models and engine codes which each brand uses. Therefore, it is good practice to continue selecting the next three options, or as many of these as you can, in order to help eliminate the incorrect vehicles and successfully select the correct one:

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■ Model series ■ Type ■ Engine code If you know the model series but would like to see the options relating to the other two selection boxes, you can click ‘search’ and all possible options will be displayed. This will also give you additional information such as the power output and capacity of the vehicle in order to help the correct selection of the vehicle.

VIN identification The VIN can be typed into this field and this will then produce the vehicle which the VIN relates to. If you do not know (or can’t see) the last few digits of the VIN, clicking ‘search’ will provide the options which are relevant and you can choose from these.

Last 30 vehicles This is a really useful part of ESI Truck as the software automatically stores the information for the last 30 vehicles which ESI Truck has selected. This means that, if you stop working on the vehicle and start

with another, or if the vehicle returns to the workshop, you can quickly select it from the list to save time. You can do this either by selecting it by description or by typing in the VIN.

Vehicle configurator When it comes to vehicle selection, trucks are relatively straightforward. However, for trailers, buses, off-highway machinery, etc., whilst there are some brands and models available to select by description, there is always the option of the ‘vehicle configurator’. Again, this is exactly what it sounds like. You can use this to search for specific systems (for example, engine, braking, or air conditioning), and you can build your own vehicle for use with diagnosis.

PART 3 WILL FOCUS ON THE ‘SYSTEM OVERVIEW’ FUNCTION. TO SEE THE PREVIOUS PART OF THIS SERIES FOR YOURSELF, WWW.RDR.LINK/VY001

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TECH TIPS

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

t is not only solid contaminants in the engine oil which clog the engine and lead to accelerated wear. The blow-by gas can also contain aggressive material which damages sensitive engine surfaces. Effective protection can only be maintained through changing the oil regularly. These days, when the costs of regular vehicle servicing are under the microscope and a wide range of good, expensive highperformance engine oils are available, it seems it might be time to finally say goodbye to changing the oil. The experts at Mann+Hummel would warn against this, however. People who wait too long to change oil when its due will cause greatly increased engine wear. Vehicle manufacturers are working closely with mineral oil and filter producers to extend the interval between oil changes – not least because this offers more convenient, easier maintenance and helps to protect the environment. It has been possible, using modern lubricants and filtration systems, to continue to slow down the pace at which wear occurs, with filters and oil working hand in hand. The function of the efficient oil filters here is to remove solid contaminants accumulating in the oil circuit: dust particles from the air and abrasive metal particles and soot from incomplete combustion of fuel. As far as wear is concerned, particles between eight and 60 microns in size are particularly damaging. Without effective filtration, the mixture of oil and contaminants can badly affect the engine. Particles

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penetrate the narrow gaps between bearings, causing scoring and gradual wearing of pistons, cylinder sleeves, and bearings. With Mann+Hummel brand oil filters supplied in OE quality, such risks can be avoided. The oil also has several functions: providing lubrication for moving engine parts, dissipating frictional heat, and protecting against corrosion. In addition, it neutralises combustion products and absorbs wear debris and particulate matter, holding them in suspension. The oil manufacturers have optimised their products with specifically formulated additives, so that sensitive engine component surfaces are not affected irreparably, and wear does not take place.

“It has been possible, using modern lubricants and filtration systems, to continue to slow down the pace at which wear occurs.” No shortcuts Technical solutions which promise ‘no more oil changes’ point out that very fine particles can be filtered, and the service interval is thus extended. Solid particles certainly constitute a major part of the contaminants the lubrication system has to deal with, but this is a very one-sided view. A contaminant which is often overlooked is the absorption of so-called ‘blow-by gases’ into the oil; this

greatly affects the wear characteristics. During the compression phase, blow-by gases from the cylinder of internal combustion engines flow past the piston rings and enter the crankcase. These gases contain oil, fuel, and water. Chemical reactions take place, particularly between unburnt sulphur and nitrogen oxides and water. The presence of sulphuric and nitric acid has thus been identified in the engine oil. These highly corrosive acids in the lubricant promote ageing of the oil, decomposition of additives, or even attack metallic surfaces directly. If the oil becomes hot when the engine is running, fuel vapours are emitted from the oil, leading to cavitation damage. In other words, the fuel evaporates quickly in specific areas, punching microscopically small holes in the surfaces. The lower the engine temperature, the more destructive the effects of the blow-by gases are. When developing a new engine, vehicle manufacturers and OEMs carry out precise investigations and assessments of these effects. Manufacturers’ recommended oil change intervals support the best possible protection against wear. This means long service life for the engine and is a key element to maintain the long-term value of the vehicle.

FOR MORE INFORMATION ON MANN+HUMMEL AND ITS LIQUID FILTER SYSTEMS, WWW.RDR.LINK/VY002

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BUSINESS & TRAINING

EMBRACING THE

CIRCULAR ECONOMY With the continued push towards recycling as much as possible in the commercial vehicle industry, Goodyear discusses some of the environmental and financial benefits of the circular economy that workshops should be aware of.

anufacturers are trying to move away from the linear system of ‘take-make-dispose’ and move to something much more sustainable. The system of ‘reduce-reuse-recycle’ has huge benefits for the environment, but it also has economic benefits too. Throughout the life of a commercial vehicle, there are a number of opportunities to keep components and materials at their highest value and output:

During the manufacturing process Many commercial vehicle manufacturers make an effort to include recycled material during the build of a vehicle. These materials can usually be found in the interior, particularly in recycled plastics and other materials that make up the dashboard. For instance, DAF Trucks ensures each of its plastic products is specially marked so that, when a vehicle reaches the end of its life, those plastic parts can be clearly identified and recycled along with plastics of the same type. This recycled plastic is then used in new vehicles.

Repair and reuse Even parts and components can be repaired and reused. For example, truck and bus manufacturer MAN takes used engines as well as other products and remanufactures them so they can be sold onto customers looking for an affordable

repair option for a commercial vehicle. This has huge environmental benefits, but it also saves money. According to MAN, it cuts costs by an estimated 30% per component, but it also reduces energy consumption by 80% too. Many manufacturers now take into consideration the ability to remanufacture a part during the design process. This means that for some, such as DAF, more than 90% of a truck can be reused. This sustainable practice doesn’t just benefit the environment, but it means that money can be saved on 90% of a truck’s parts as they go on to be used for something else.

is similar to that of a new product, which means the truck or bus still benefits from low-rolling resistance resulting in enhanced fuel efficiency and lower emissions. It also enables high mileage whilst keeping the cost per kilometre low. This means that fewer casings are scrapped, but even those that do reach the end of their working life can be used for other purposes. These end-of-life tyres are either turned into other rubber products or they are used to produce energy in other industries.

Technology and the circular economy Consumables too Even consumable parts such as tyres are becoming increasingly sustainable with many manufacturers offering a retreading service to increase the life of the tyre. Goodyear offers a ‘Multiple Life’ concept to its commercial vehicle customers, allowing them to simply pay for the retreading without having to buy a new tyre. This helps fleets get more miles from their tyres but it also contributes to a lower carbon footprint. Goodyear’s process of regrooving, retreading, and subsequent regrooving can extend the life of a tyre by one-and-a-half times, at approximately 75% of the cost of a new one – saving money for both the manufacturer and the owner of the vehicle. Goodyear also claims the performance

Monitoring the health of a commercial vehicle is paramount to sustainability in the industry. Knowing when a component or consumable needs looking at is an important part of the process because, if one of those parts goes beyond the condition needed for remanufacture or repair, the circle gets broken. For many fleets, this means using technology to check on the condition of the vehicle and its parts. For example, Proactive Solutions offers hi-tech drive-over-readers and hands-on fleet tracking tools. This helps fleet operators and service providers to determine the right time to change, regroove, or retread a tyre to extend its life. This is neither too early nor too late to safeguard the carcass from retreading. Embracing the circular economy not only makes sense from a sustainability point of view, but also from a business perspective. By recycling, reusing, and remanufacturing parts and materials, there are plenty of resources to be saved throughout the supply chain – alongside the clear environmental benefit.

FOR MORE INFORMATION ON THE AVAILABLE RANGE FROM GOODYEAR, WWW.RDR.LINK/VY003

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CV SHOW 2021

SPOTLIGHT

OF THE CV INDUSTRY

o one could have planned for the unprecedented challenges of dealing with a global health pandemic and the implications of the UK’s departure from the EU at the same time. Yet, such conditions have brought recognition and praise to a deserving industry working hard in adversity. This has brought together fleet management, supply chain management, cold chain storage, road haulage, and mobility technologies. This momentous period in UK history has shown this industry’s courage and tireless dedication to keep essential supplies moving to the consumer. As a result of this recognition, however, there has been a certain step change and a period of reflection. Business owners are now asking themselves questions: ‘What should the priority be?’, ‘What challenges will we face?’, and ‘How will this impact our bottom lines?’. In a rapidly evolving sector, the 2021 Commercial Vehicle Show is set to be the most important industry event in recent history to help tackle some of these issues. The Commercial Vehicle Show has always been the leading event on the road transport calendar each year and the 2021 event is set to be no different. Taking place 8th-10th June at the NEC in Birmingham, it will be the first opportunity in two years for businesses in the road transport sector to catch up on all the latest developments in the industry, and the confidence from exhibitors has been strong.

The UK’s leading brands have long recognised the importance of demonstrating their latest products and services to key decision makers from thousands of UK businesses at the Commercial Vehicle Show, and more than 200 companies have already confirmed their attendance. In addition to the UK’s largest collection of road transport exhibitors, the 2021 Commercial Vehicle Show will host a programme of live theatre discussions. Sector leaders, innovators, and commentators will

“Such conditions have brought recognition and praise to a deserving industry working hard in adversity.” talk about key industry issues throughout the three days. With all the changes that have been impacting the sector in the last year, these discussions will provide essential advice and information for every operator. Show Director Murray Ellis comments: “Over the course of a very difficult year, we have witnessed such dedication and commitment from transport operators to keep Britain supplied with both essential goods and everyday products. “With ever-changing legislation and UK-EU trading relationships, it’s more

With ticket registration recently opening for the 2021 Commercial Vehicle Show, the organisers take a closer look at how the road transport sector has been shouldering a heavy load for the last year, and why attendance for both exhibitors and visitors is crucial. important than ever for businesses to make crucial investment decisions about the products and services they will need to succeed in the years ahead. “There is no better place than the Commercial Vehicle Show for suppliers to showcase their latest innovations, and no better place for operators to catch up with every new development in their industry.” After a year of cancelled events all over the UK, next year’s Commercial Vehicle Show will be the first opportunity for suppliers and customers to meet for a long time, and the industry is looking forward to renewing relationships. The 2021 Commercial Vehicle Show is brought to exhibitors and visitors by the Road Haulage Association (RHA), Society of Motor Manufacturers and Traders (SMMT), and the Institute of Road Transport Engineers (IRTE). These advocates for the industry have been campaigning to ensure policy makers and the public are cognizant of challenges faced and to offer solutions that work for the industry. Reconnecting with existing suppliers and forging new future partnerships for the first time in two years will offer more positivity and possibilities than ever before.

TO SEE THE LATEST LIST OF ALL EXHIBITORS AT THE 2021 COMMERCIAL VEHICLE SHOW, WWW.RDR.LINK/VY004

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FUELS, LUBRICANTS & ADDITIVES

BEHIND THE SCENES We take a look inside the lab at Morris Lubricants to see the processes that go into producing a quality oil.

t 7am, Laboratory Supervisor Darrell Bates is the first to arrive at the Morris Lubricants laboratory. The room is cool and will stay that way to protect the integrity of samples – over 5,000 are tested and processed here every month. The ambient air-conditioned environment is also a critical safeguard against overheating which could impact the performance of equipment and computer systems. Employing the use of specialist fluids and internal oil samples, it’s his responsibility to make sure everything in the lab is fully functional and ready for the day ahead. After that, a digital Laboratory Information Management System (LIMS) will take over to track, log, and analyse data, flagging any inconsistencies or anomalies that might be indicative of an issue. Darrell – who heads a team of four and has been with Morris Lubricants for a total of 32 years – says, despite significant advancements in technology during this time, it’s the staff, including Lab Chemist Thomas Roycroft, that are “the most impressive kit in the laboratory”. Their wellbeing, he says, comes above all else. Darrell comments: “Within a family-

owned company, you are a person, not a number. We have numerous solvents, acids and alkalis, naked flames, and other reagents that have to be used correctly, and with the appropriate personal protective equipment. We also have to social distance and mask up when necessary, with plenty of hand washing and sanitising.”

Dedicated to three key areas – Product Quality Control, Equipment Condition Monitoring, and Product Investigation – and with approximately 650 active formulations in the company’s catalogue, the department’s capacity and capability for testing and product development is considerable. Committed investment in the latest, most-advanced equipment and technologies is a key factor. “As lubricant specifications move on and become more complex, they often dictate new test methods which require new equipment,” explains Andy Litchfield, who, in his role as Technical Director, oversees the Laboratory and Technical teams, who work together on research, new formulations, and day-to-day testing. “The Morris family have always purchased what is required because product quality is key to the success of the company, and without the correct test equipment you cannot guarantee the highest quality. Their support allows us to keep up to date and compliant with new and evolving demands.” With a combined cost of approximately £75,000, recent upgrades include a new Fourier Transform Infrared Spectrometer (FTIR) which is used to identify organic materials and an X-Ray Fluorescence (XRF) machine which measures elemental content so helps the team ensure they are adding the correct amount of performance additive which often contain elements such as calcium or zinc.

The Morris routine Operating a staggered shift pattern, the Laboratory team processes incoming and outgoing materials throughout the working day. Samples arrive from on-site locations such as blending tanks and filling lines, as well as from customers out in the field. Darrell adds: “We test empty tankers as well as deliveries for moisture and cleanliness. Our products are tested all the way through the process of production, guaranteeing quality to the end user.” Methods of testing can range from a simple ‘Appearance’ assessment that

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evaluates a lubricant’s clarity, colour, texture, and smell in minutes, to a more complex, temperature-dependent analysis, which can take up to three days. Two years into his role as Lab Chemist, it’s this comprehensive level of investigation as well as product development that has surpassed Thomas Roycroft’s hopes of what his role would entail. “I wanted to diversify, enhance, and develop the skills I had gained so far,” he explains. Thomas has combined on-the-job learning with training offered by the company in partnership with the United Kingdom Lubricants Association (UKLA). He continues: “The depth of processes required from start to finish when we’re formulating our products has surpassed my expectations. Certain products have a vast number of raw materials that need to go in for the oil to meet the performance demands that it will endure in its lifetime. “This, therefore, requires an extensive test suite: from boiling point checks to running a viscosity check at -40°C and

seeing how it fares against corrosion, the list goes on. Only then, once everything has been given the OK, can we ship out to customers knowing that it’s going to exceed requirements, and excel in the application that it is going to be required to go in.”

Behind the oil With three decades of experience at Morris Lubricants, Andy Litchfield has been integral to building and maintaining the company’s reputation for producing quality oil. A fundamental part of this, he believes, must be attributed to using high quality

base oils and additives. “If you are formulating something, you need to have a very good understanding of what is available to make that product, depending on what properties you want it to have,” says Andy, who notes the launch and growth of water soluble metalworks lubricants as a career highlight. Another bench mark of the company’s success, he feels, is the strong relationship built with leading base oil suppliers. He adds: “The quality goes back to the very start in terms of the raw materials that we buy. We work closely with respected and globally recognised base oil and additive providers to develop the correct formulations for our products. So, our products can be trusted to be fully supported by testing and validations.”

TO SEE THE FULL OFFERING FROM MORRIS LUBRICANTS OR TO USE ITS ‘WHAT OIL?’ SERVICE, WWW.RDR.LINK/VY005

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FUELS, LUBRICANTS & ADDITIVES

LOWERING EMISSIONS

ommercial engine technology has evolved significantly over the past few decades. To meet increasingly stringent Euro standards and customer needs for economy and performance, smaller engines are running at higher temperatures to maximise efficiency, power output, and fuel economy. Less viscous, synthetic engine oils have been developed to support this improved engine performance and fuel economy. Higher miles per gallon (mpg) has been an important target for vehicle manufacturers, as getting more mpg means more efficient use of fuel, less fuel expended per mile, and, therefore, lower emissions per mile. Andrew Goddard, Chairman of independent trade body the Verification of Lubricant Specifications (VLS), comments: “The latest generation of ultra-efficient Euro VI engines are running at higher temperatures, under instances of higher pressures with higher output ratios and smaller sumps, in a delicate balance of intricate engine technology. “Where 15W40 engine oils used to be commonplace in workshops, thinner, less viscous, semi-synthetic lubricants such as 10W30s or synthetic lubricants such as 5W30s are now being produced to provide suitable lubrication in these challenging conditions.”

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Lubricants have already made a significant contribution towards reducing emissions from commercial vehicles, according to Andrew Goddard, Chairman of the Verification of Lubricant Specifications (VLS). According to the European Automobile Manufacturers Association (ACEA), modern European commercial vehicles are already over 30% more fuel-efficient than they were 30 years ago. This reduction in CO2 has been achieved at the same time as the dramatic decreases in NOx gas and particulate matter required by the Euro standards. A report commissioned in 2019 highlighted the significant contribution already made by engine lubricants to improving fuel economy and lowering CO2 emissions. The study, produced by independent global engineering and environmental consultancy Ricardo, estimated that: ■ The direct benefit from engine lubricant technologies would deliver 1.2–3.9 Mt CO2 e/year of avoided emissions in 2020 (compared to 2005 lubricant technology) and will continue to reduce emissions by a further 0.9–2.7 Mt CO2 e/year by 2030 ■ When indirect benefits are also

considered, total avoided emissions were estimated to be 17.8–33.4 Mt CO2 e/year in 2020 and additional reductions could reach 6.0–9.0 Mt CO2 e/year by 2030 ■ Lubricants have delivered an important portion of the decarbonisation of the EU; avoided emissions account for 2.2 up to 4.1% of reduction per year in road transport CO2 emissions to 2020. The expectation was this could lead to an additional 1.0–1.3% reduction by 2030.

ACEA revisions The changes in engine design have triggered an update to the ACEA sequences, which identify relevant performance standards for lubricants specifically tailored to the European market. The current series that lubricant marketers are blending to were produced in 2016. Revisions were expected in 2018 and 2020. Now anticipated to release later in 2021, the ACEA 2021 Heavy Duty Diesel Sequences are expected to include upgrades to the ACEA E8 and ACEA E11 specifications, focusing on enhanced oxidation performance and piston cleanliness. New heavy-duty F Sequences (ACEA F8 & ACEA F11) are also likely to be introduced. These will require lubricants to meet a HTHS viscosity of 2.9 to 3.2 mPa-s to provide additional fuel economy benefits whilst ensuring engine protection and durability remains uncompromised. As engine technology evolves, lubricant standards must keep pace to reflect future usage and customer needs. The pace of change is expected to accelerate. At the end of 2020, Europe’s truck manufacturers made a landmark agreement that all new trucks sold will be fossil-free by 2040. Based on average fleet replacement rates, this would allow the entire heavy-duty fleet to reach carbon neutrality by 2050.

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However, manufacturers cannot achieve this alone. ACEA claim that significant work needs to be done, including the roll out of a vast network of charging points and hydrogen stations, capable of supporting the huge number of alternatively powered vehicles required.

Road to carbon neutrality Policy framework also needs to be put in place to drive the transition to carbon neutrality, including incentivising the take up of zero emission vehicles through taxation and other frameworks such as CO2 based road charges. At the moment, 98% of the 6.2 million commercial vehicles on Europe’s roads are diesel. In order to reduce carbon emissions by 30%, around 200,000 commercial vehicles will be needed on Europe’s roads by 2030. At the moment, however, electrified commercial vehicles account for only 0.04% of all new heavy duty vehicle sales. The latest generation of highly efficient, ultra-low viscosity lubricants are doing an important job to help reduce vehicle emissions. But as a result, oil selection is becoming harder for mechanics. Traditionally, when newer oils were developed, they were designed to be ‘backwardly compatible’. This meant that if they claimed to meet a particular standard, they would be compatible for applications where earlier standards are recommended. However, this is becoming increasingly

“In order to reduce carbon emissions by 30%, around 200,000 commercial vehicles will be needed on Europe’s roads by 2030.” difficult as modern engines develop so quickly. Using the wrong oil risks accelerated wear to gears and bearings. Left unchecked, it could lead to eventual engine failure, meaning higher maintenance costs for your customers and potential damage to your business’ reputation.

Ageing vehicle parc According to the ACEA 2021 ‘Vehicles in Use’ report, the average age of commercial vehicles on the UK roads is 7 years old. With the economic impact of Coronavirus and the huge reduction in new commercial vehicle sales which saw UK heavy duty registrations decline by 39.6% in 2020, we can expect to see that number rise. On the one hand, this is good news for workshops. With more older vehicles on the roads, there is greater demand for servicing, repairs and MOTs. However, as the average age of the vehicle parc increases, special attention needs to be paid to regular maintenance and servicing to ensure trucks and vans stay in optimum condition and do not start to produce higher emissions.

Choosing the right oil choice for these older vehicles can also become more difficult, with an increasing array of lower viscosity products on the market. Andrew Goddard comments: “At VLS, we always recommend referring to the original vehicle handbook to identify the correct oil. Looking beyond the viscosity to specific ACEA and OEM standards ensures that the lubricant is fit for purpose in that specific vehicle. “If you are in any way unsure of which oil to use, we suggest that technicians get in touch with the OEM or use an online database where you can type the vehicle number plate in to receive specific oil recommendations.” He concludes: “The lubricants industry has worked hard over the past few years to play it’s part in the emissions challenge. As the industry navigates these changes, independent trade body VLS is working hard to educate users and uphold product standards. “Responding to specific complaints, VLS independently verifies lubricant specifications to ensure that products really can deliver what they claim. VLS’ role is to protect and educate workshops, transport operators and everyone involved in the industry to ensure that the engine oils they are using are fit for purpose.”

TO FIND OUT MORE ABOUT VLS, YOU CAN EITHER CALL 01442 875 922,OR WWW.RDR.LINK/VY006

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FUELS, LUBRICANTS & ADDITIVES

PRACTICAL & SUSTAINABLE WP Group explores practical options for more sustainable fuel use in your business.

ithout a doubt, the quest for ever-increasing levels of sustainability is driving change and shaping the world around us. Right now, we have to look for practical measures which utilise the available fuel technologies and take one step closer to a greener world. However, being more sustainable doesn’t necessarily just mean changing the fuel you put into your vehicle, it could simply be finding ways to be more efficient in how you use and refuel your vehicles. Using an additised diesel effectively could be the first step you take towards a more sustainable fuel solution. For example, Esso Diesel Efficient fuel has been shown to reduce particulate matter and CO2 emissions, the fuel formulation keeps fuel injector systems cleaner, which helps to protect the fuel system, improves fuel economy, and reduces maintenance downtime. Southampton-based fuels distributor WP Group is an example of one firm that is switching its own fleet to run on the Esso Diesel Efficient fuel. It's all part of the business' commitment to operating in a more sustainable way and helping its customers to do the same, or “fuelling change” to use the WP Group's own terminology. Mark Clouter, Business Development Sales Manager, explains: “We recognise that our position as a supplier of diesel products, in today’s market, requires continual business evolution. This allows us to support the increasingly demanding requirements

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our customers are faced with when working to achieve their business objectives. “Our switch to using the Esso Diesel Efficient fuel in our own fleet is part of our commitment to demonstrating how a more sustainable approach to fuel use can provide practical benefits, both commercially and environmentally. It's a small step but a logical and significant one towards fuelling change.” Biofuels are increasingly becoming a very real alternative to ISO standard fuels and could already be the practical answer many are looking for. Hydrotreated Vegetable Oil (HVO) is a fossil-free, low carbon drop-in diesel replacement product made from 100% renewable waste, residues, and vegetable oils. Reducing greenhouse gas emissions by up to 90% in addition to sizeable reductions in tailpipe emissions. Drop-in diesel replacements, such as HVO, are easy to implement into your vehicles, as they require no engine or plant modifications. A practical and easily implemented option, which enables you to continue using ISO standard fuels but fulfil your sustainability objectives, is to utilise WP Group’s carbon compensation product. This works by WP Group investing in a project on your behalf to purchase the required number of carbon units to offset the carbon created by the volume of fuel you use. The units are then retired, and you are provided with a full confirmation pack with all relevant documentation and certification

relating to their carbon compensation. Sustainability does not necessarily only have to come from the fuels you put in your tank, it can also be in how the fuel is put in. For example, the use of mobile refuelling means your vehicles are making fewer trips to the pump, saving you time, money, and carbon emissions. WP Group works towards its customers’ sustainability objectives by ensuring all its fuels are available for delivery or collection, and that its fuel management system can record all product transactions. Reducing your carbon footprint may simply be a case of re-evaluating your fuel efficiency and ensuring that you are maximising any potential savings. Monitoring the fuel efficiency of your vehicles could be one of the most practical and effective measures you take to minimise your pollution levels. WP Group uses intelligent data and technology to provide you with real-time traceability and transparency for all your fuel transactions, tracking the journey of every litre, providing quick, simple, and easy reporting on your fuel consumption, spend, and total carbon emissions.

TO FIND OUT HOW WP GROUP’S SUSTAINABLE FUEL SOLUTIONS CAN HELP YOU BE MORE EFFICIENT, CALL 0800 980 6172, EMAIL SALES@THEWP-GROUP.CO.UK, OR WWW.RDR.LINK/VY007

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FUELS, LUBRICANTS & ADDITIVES

IN IT FOR THE

LONG HAUL As governments, automakers, and suppliers look for ways to meet even tighter emission’s regulations, questions have been raised about the future of diesel. Simon Quantrell, Deputy Managing Director for Carwood, takes a look at diesel CVs and why this fuel source will be around for the long haul.

hilst the emissions talk has largely been focused on the lighter end, following the Government’s decision to accelerate the ban on sales of wholly diesel- and petrolpowered cars and vans to 2030, less has been said about their heavy-duty equivalent where diesel has been the one and only choice since the 1930s.

Diesel – powering a growing market Today, there are around 6.5 million trucks on the European Union’s (EU) roads today, over 600,000 of these in the UK, and the number is continuing to grow. Indeed, according to the European Automobile Manufacturers Association (ACEA), demand for new commercial vehicles – light, medium, and heavy – in the EU increased by more than 2.5% in 2019, versus 2018, marking the seventh consecutive year of growth.

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As well as a growing fleet, it’s also important to note that over 98% are powered by diesel and less than 1% by alternative powertrains, at a time when the latter’s popularity is growing in cars.

Uphill struggle Why the difference with electrification? Well, the electrification of commercial vehicles is pretty much in the same place as the first plug-in cars were 10 years or so ago. The challenges are just a little bigger. As well as battery technology not being able to provide the range at an affordable price, and the impact of its weight on both energy consumption and, critically, pay load, there’s also the task of building a charging network capable of keeping long-haul trucks on the road, without disrupting power supply. With commercial vehicle fleets very much focused on efficiency and total cost of

ownership, it’s unlikely they will be willing to pay more for electric vehicles that offer little, if any, benefits over diesel, and at the moment, are largely unproven. For so-called last-mile delivery services, carrying transport from distribution centre to final destination, and other local service providers where the fleet can return to a depot to be charged overnight, there’s no doubting electric vehicles are an attractive option. And with global policymakers implementing ever tighter air quality reforms city-wide, which in some instances include complete diesel bans, they are likely to become increasingly so.

The number one choice For long haul, however, no other fuel source can offer the industry better emissions, range, affordability, or usability than a modern direct injection diesel engine, now or in the medium term. If you add in sophisticated aftertreatment – diesel oxidation catalyst (DOC), diesel particulate filter (DPF), and selective catalytic reduction (SCR) – and other technologies such as down-speeding, automatic manual transmissions, improved aerodynamics, low-rolling resistance tyres, and even driver behaviour into the mix – which, when

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combined, have the potential to achieve nearzero emissions – then it’s difficult to see it changed much in the longer term either. Whichever way you look at it, diesel is the number one fuel choice for commercial vehicles, and it’s here to stay.

Cleaner, greener technology Because of this, the world’s leading OEMs are continuing to develop new diesel technology for commercial vehicle applications; take closed-loop as an example. The ultra-high-precision diesel injection system can monitor and adjust the operation of the injector in real time, controlling the exact duration of the individual injection events down to a few millionths of a second. By managing smaller injection events, and more of them, the innovative system can deliver consistent performance over the life of the vehicle. Technologies such as these are already helping commercial vehicle manufacturers meet Euro VI emissions standards, and moving forwards, will enable them to get even closer to their zero emissions and fuel economy objectives, alongside increasing electrification efforts.

Keeping fleets on the streets Whether it’s today’s or tomorrow’s technology, diesel or electric, Carwood is ideally placed to support both vehicle manufacturers, fleets, and workshops. For light commercial vehicles, where electric vehicles are growing in numbers, Carwood offers a range of electric vehicle solutions that already includes new and rewound electric motors and high voltage battery services.

However, there are still significant barriers that need to be overcome before a pure battery-powered truck can provide a genuine alternative to diesel on longer routes. Even then, with diesel enjoying 98% penetration on truck and 93% on light commercial vehicles, and the average age of a truck in Europe being 11.7 years with two to three owners, it will take an incredibly long time to switch over the parc, meaning that diesel will be very much in it for the long haul. So, Carwood will continue to offer a full line-up of OEM-approved injectors and pumps for car, light commercial, heavy duty, and off-highway applications including inline, rotary, common rail, and EUI technology. With an environmentally friendly part that’s just as good as new, but costs less, fleets can improve their fuel economy and emissions, whilst minimising future vehicle downtime and repair bills.

FOR MORE INFORMATION ON CARWOOD’S AVAILABLE RANGE OF DIESEL SYSTEMS, WWW.RDR.LINK/VY008

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FUELS, LUBRICANTS & ADDITIVES

TURN BACK THE CLOCKS Liqui Moly discusses how its Super Diesel Additive can restore original fuel consumption levels and reduce maintenance costs.

oss of performance is slowed down to such an extent that it is frequently not noticeable. As soon as the engine starts running, combustion residues are generated that impair efficiency in small steps. Liqui Moly additives not only halt this process, but they can even reverse it, and the engine is able to recover its original performance and fuel economy. As a pleasant bonus, maintenance and repair costs are reduced too. The drama gets underway as soon as the engine is started: the diesel fuel does not burn completely, whilst combustion residues and soot particles accumulate on the injectors. Encrusted nozzle ports mean the fuel injection process is no longer optimum. The fuel is not as finely atomised as it should be. As a result, combustion is impaired; the engine suffers a loss of performance and fuel consumption increases. What’s more, the impaired combustion caused even more residue to accumulate and so the problem gets worse. Low-quality diesel exacerbates the situation even further.

The solution Liqui Moly’s Super Diesel Additive counteracts this. Simply pour the additive into the fuel tank. As soon as the engine is running, its active ingredients are transported to the injectors together with the fuel. Here, they gradually loosen encrustations and deposits from the injection ports, thereby restoring the engine to its original efficiency. In addition, the Before

After

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“It increases the cetane number of the fuel, which enhances combustion, and it protects the fuel system from corrosion.” Super Diesel Additive increases the cetane number of the fuel, which enhances combustion, and it protects the entire fuel system from corrosion. Like Liqui Moly’s other additives, Super Diesel Additive is not a miracle worker: it's a chemical tool developed for a specific purpose. It’s also possible to remove the injectors and clean them by hand, of course. This has the same effect but is much more involved and expensive. The additive is not just effective in theory – it works in practice too. Dirk Sauer runs a forwarding agency, and his trucks already run on Liqui Moly engine oil. So, he decided to try out Super Diesel Additive. For this purpose, he chose the stationary Volvo truck engines that power his block-type thermal power station. These engines sometimes run for 24 hours at a stretch at maximum load. “We were able to reduce fuel consumption from 75 litres to 72 litres per hour,” comments Dirk Sauer. “This alone saves us about 2,160 litres of fuel per month. It’s good for our budget, and great for the environment too.” The second effect in terms of savings is the reduction in maintenance costs and downtime. He continues: “Previously, we had to replace the expensive injectors every year due to the high loads. Since we started using Liqui Moly, we’ve had no damage or malfunction in the injectors at all.”

All bases covered There is enormous potential for savings here, especially for fleet operators. A 4% reduction in fuel consumption means tens of thousands of pounds less in fuel costs per year – and that includes the additional expenditure for the additive. Plus, additional repair costs and unplanned downtime are eliminated. If the fleet is ageing or the diesel quality is not particularly good, the savings effect is even greater. For fleet operators, Super Diesel Additive is also available in large containers – including drums of up to 205 litres – and in the form of a concentrate. This reduces costs per litre, making Super Diesel Additive particularly economical. It also means you can use the additive at your own filling station. This, way you avoid any cumbersome handling of cans when refuelling and you can ensure every vehicle benefits from the advantages the additive has to offer.

SUPER DIESEL ADDITIVE IS JUST ONE OF LIQUI MOLY’S MANY CHEMICAL TOOLS THAT INCREASE RELIABILITY AND REDUCE MAINTENANCE COSTS. TO SEE THE ENTIRE RANGE OF PRODUCTS FOR COMMERCIAL VEHICLES FOR YOURSELF, WWW.RDR.LINK/VY009

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COMPLIANCE

TESTING,TESTING… DVSA updated several of its guides and is imposing stricter cleanliness rules for vehicles presented for test. Sharon Clancy highlights what’s new.

he introduction in February of the ban on tyres over 10 years old on commercial vehicles and buses has meant DVSA has had to update several of its publications, including Categorisation of Defects, the HGV Inspection Manual Guide, and its Enforcement Sanctions document.

Categorisation of Defects What’s new? ■ The banning of tyres aged over 10 years on the front axles of lorries, buses, coaches, and all single wheels of minibuses (9 to 16 passenger seats). Tyres must display a date code and, when retreaded, the date of remanufacture ■ Additional notes on dash mounted tables, laptops, tablets, and mobile phones have been added to issues that might “seriously impair” the driver’s view of the road ■ Updates on brakes, suspension condition, and lamps

Expanded defect definitions The revised Guide introduces a third “IN” category with which VSAs can use to record defects in addition to immediate and delayed prohibitions issued for safety critical defects. The categories now are: ■ I – The vehicle is given an immediate prohibition – PG9 (I) when the VSA decides it would be dangerous if the vehicle were allowed back on the road without rectification of the defect ■ D – PG9 (D): the vehicle can continue in operation, but the defect must be rectified. The delay period varies from three to 10 days, depending on the number and severity of defects, the significance in road safety terms, and any risk continued use of the vehicle would present

“The revised Guide introduces a third “IN” category with which VSAs can use to record defects in addition to immediate and delayed prohibitions issued for safety critical defects.” 26 CVW MARCH 2021

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PRESENTING AT TEST DVSA has always had a standard for cleanliness for vehicles presented for annual test, but the guidance has been updated to reflect the extra measures required so that drivers, Vehicle Standard Assessors (VSAs), and others in the testing facility can work safely during the current pandemic.

■ IN – A vehicle inspection notice is issued when examiners find roadworthiness defects not serious enough to warrant immediate or delayed prohibition. It is advisory only and does not prevent further use of the vehicle

HGV Inspection Manual Section 8 of the updated HGV Inspection manual has advice on tyre condition and details the new procedures and standards in effect from 1st February 2021. The manual also gives guidance on interpreting tyre age markings and sets out the deficiency categories for these items at annual test.

A full valet of the cab interior is not expected, but because staff have to get into the cab as part of the inspection, VSAs need to be satisfied that the interior of the vehicle has recently been cleaned. This includes: ■ wiping down areas that the VSA needs to touch (e.g. the dashboard, doors, and vehicle controls) ■ clearing away any items like food wrappers, bottles, and tissues from areas that need to be accessed (e.g. seats and footwells) ■ storing essential items in their correct positions (e.g. fire extinguisher, hard hat) ■ tidying away any other items that could get in the VSA’s way. VSAs will give the operator/presenter a chance to clean the cab before refusing to test. If the standards cannot be met on the day, “an official refusal will be issued and it will be necessary to book another test appointment”.

TO SEE THE UPDATED ‘CATEGORISATION OF DEFECTS’ DOCUMENT FOR YOURSELF, IN WHICH APPENDIX A IDENTIFIES THE CHANGES IN DETAIL, WWW.RDR.LINK/VY010, OR ALTERNATIVELY, MORE INFORMATION ON SANCTIONS CAN BE FOUND IN THE UPDATED ENFORCEMENT SANCTIONS POLICY, WWW.RDR.LINK/VY011

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COMPLIANCE

LOOKING BEYOND DVS This month, TfL’s Direct Vision Standard (DVS) is finally rolled out across the Capital. Whilst this is an important step forward for road safety, does this legislation go far enough? Peter Mansfield, Group Sales and Marketing Director at Trakm8, takes a closer look at DVS and what it means for fleets. Peter Mansfield

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he enforcement of DVS on London roads will be a critical moment not just for fleet operators across the capital, but for businesses throughout the UK. The eyes of city planners and infrastructure experts from Edinburgh to Exeter will be trained on the Capital, keen to see whether DVS achieves its stated goal of reducing the incidence of deaths and serious injuries on the road. Enforceable across the entire Greater London area, DVS is applicable to all heavy goods vehicles over 12 tonnes; introducing a star rating system based on what is directly visible to the driver from the cab, without the use of additional cameras or mirrors. Vehicles that don’t have good direct vision (equivalent to a ‘one star’ rating or above) will be banned from London roads, with operators facing fines of up to £550. By 2024, that obligation will have increased to three stars, the exact requirements of which are yet to be confirmed and are subject to ongoing consultation. DVS has been welcomed by fleet operators and road safety charities alike, representing a serious governmental commitment to reducing road deaths in the Capital. But what about other major urban areas in the UK? Could we soon see similar

schemes implemented in Manchester, Birmingham, Cardiff and beyond? Data from police forces nationwide show cyclists, one of the demographics the DVS has been launched to safeguard, are among the most vulnerable of road users, accounting for 58 incidences of death or serious injury in the West Midlands alone in 2018, with similar figures in Greater Manchester (22), Scotland (156), and Belfast (53). Such pronounced incident rates could spur a national conversation on the importance of DVS-type schemes.

Ensuring compliance How can operators ensure compliance with DVS, both the soon to be implemented legislation in London and any prospective schemes which may be introduced across the country? Well, as with much of modern driving, technology plays a crucial role. There are a myriad of solutions already available that afford operators DVS compliance, each with unique benefits and limitations. First and foremost, it is important to work with a trusted manufacturer, ensuring you get a safety system installed that meets the requirements of the standard first time. For maximum ease-of-use for operators,

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Trakm8 recommends utilising a system that encompasses all necessary elements – for example, cameras and sensors – in one package. Seeking offerings from separate manufacturers can create administrative and technical headaches later down the line. Trakm8 provides a range of fully interoperable products that help fleet operators meet the stringent requirements set out by DVS, alongside significantly improving safety – for motorists, cyclists and pedestrians alike – on UK roads. These include the Trakm8 RoadHawk camera series, which can be used both incab and on vehicle in all weathers, giving drivers unparalleled vision around their vehicle. Also, the company’s Blind Spot Detection System, which provides audible proximity alerts, can stop accidents before they can happen.

The wider picture DVS isn’t the only piece of safety legislation that will impact fleet operators. Other key safety standards, including FORS Accreditation, are subject to constant

review, so it pays to keep a close eye on these changes, to avoid any accidental (but very costly) non-compliance. Looking beyond safety, we are also seeing an increase in legislation designed to drive down emission levels in our major urban areas. As with DVS, London has led the way with its Ultra Low Emission Zone (ULEZ), but similar schemes are being adopted in Bath (15th March 2021), Birmingham (1st June 2021), and Greater Manchester (Spring 2022). Such measures will play a vital role in cleaning up the UK’s road network and help the country meet the government’s ambitious targets to reduce emissions by at

least 68%, compared to 1990 levels, by the end of this decade. The impact of these Clean Air Zones will be felt most keenly within the fleet sector. Whether its investing in partial (or full) fleet electrification or utilising route planning technology to identify the most fuelefficient route, fleets should be considering now how they can ensure compliance with these new regulations.

FOR MORE INFORMATION ON HOW TRAKM8 CAN ASSIST FLEETS, WWW.RDR.LINK/VY012

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COMPLIANCE

MEETING THE

CHALLENGES OF 2021 John Hix, FORS Director, explores the unprecedented challenges of 2020 and how the industry got to grips with the impact of COVID-19.

arious lockdowns in place across the UK have highlighted the very real fact that, despite the positive news on vaccines, there is still some way to go before the crisis is over. Despite this somewhat bleak outlook, government statistics do shine a light on the consistency. There has even been growth of freight transport during this difficult time, with numbers of HGVs on British roads from September onwards consistently up compared to pre-pandemic February 2020 levels. There is little doubt these rises show the importance of freight transport to our economies. They also highlight what our industry has achieved to maintain operations during the pandemic; ensuring supply routes and making sure businesses themselves are sustainable. Yet, with more trucks on the roads, and many businesses fighting to ensure small profit margins are maintained, it becomes even more important to make sure operational standards, especially in relation to safety and efficiency, remain high.

Remote auditing To help members maintain their accreditation safely, FORS Bronze audits are now conducted via video conferencing. The FORS Bronze audit looks in detail at a member’s operations to ensure they have the correct procedures and policies in place

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to meet the requirements of the FORS Standard. This robust process is the first step members take at the entry level FORS Bronze, and one which existing members who wish to maintain FORS Bronze accreditation complete annually to maintain their accreditation. In pre-COVID circumstances, a qualified FORS auditor was required to attend the operating centre in question to conduct the audit face-to-face. Now, members can choose whether they undertake a remote or face-toface audit, although this arrangement is subject to regular review. The remote audits follow the same format, but with the auditor reviewing evidence by screen sharing or presenting the relevant information via email.

Safe Urban Driving practical sessions The on-cycle practical module of the FORS Safe Urban Driving training course, a requirement at FORS Silver has also been amended. Pre-COVID, members wishing to progress to FORS Silver, or those renewing FORS Silver accreditation, had to complete the Safe Urban Driving training course, consisting of a theory and practical session meet the work-related road risk (WRRR) professional development requirement. Now, members will be able to gain or maintain FORS Silver by undertaking the theory element only, as long as the practical

on-cycle element is taken by the time their yearly Silver re-approval audit is due in 2022. However, FORS is encouraging drivers, especially new drivers who have never completed the on-cycle training, to undertake the practical element in 2021 providing government guidance and company policies are met. There is no doubt 2021 will see the longer-term economic impact of the pandemic begin to bite, and more challenging times may be ahead. FORS, however, believes that fleets that are able to evidence exceptionally high safety standards, with the right tools in place to ensure maximum efficiency, will go a long way towards weathering any future storms.

FOR MORE INFORMATION ON FORS AND HOW IT CAN HELP YOU WITH BEST PRACTICE, WWW.RDR.LINK/VY028

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COMPLIANCE

Replacing paper and keyboard with a speech-based system for vehicle inspections can transform workshop efficiency and accuracy of compliance records, says Truckfile.

SAY THE WORD

he latest innovation from Truckfile aims to boost vehicle maintenance to the next level of speed and efficiency by replacing paper and/or keyboard to record all updates with spoken words. Truckfile Voice is believed to be the first speech-controlled workshop recording system available for operators of bus truck and van workshops in the UK. It’s not, however, untried technology – it is already in wide use in sectors such as the aviation industry for aircraft maintenance and in warehouse management for order picking. “Voice represents a major step forward in the quest to help commercial vehicle workshops operate as efficiently and profitably as possible,” says Paul Clarke, Managing Director of Truckfile. “It’s such a simple piece of equipment to use but the potential for speeding up the throughput of vehicles is profound. Voice is set to become the most useful tool in the workshop.” The voice-directed system is based on equipment and software developed in conjunction with BEC (Systems Integration), a leading supplier of

automated warehouse management. He continues: “It’s extremely intuitive and easy to use, for new or experienced staff. As well as speeding up the inspection process very significantly, it also offers highly accurate and consistent recording, ensuring strict adherence to compliance standards and supported by real-time analytics and dashboards.”

Magic Internet Technologies As part of the rebrand, they are keen to get the Magic Internet Technologies name out there as they feel Truckfile no longer captures all the stuff they do, for example, ER. Truckfile was developed by Magic Internet Technologies to create an innovative and user-friendly fleet and workshop management system including an electronic storage system for vehicle records.

How does it work? Technicians wear a light, comfortable headset incorporating a microphone. To complete an inspection, a technician simply follows a series of audible prompts, delivered through their headphones, to check off each item. They tell the system as each one is either passed or failed and can also use a smartphone-sized, hand-held device to snap and attach photographs instantly, if any defects need to be captured. The responses are logged by the workshop management system. Details are saved and records updated automatically, with no extra time required for inputting after the job is complete.

The company is now responsible for over 200,000 individual vehicle records stored for more than 24,000 users, customers can access the system from any internet-connected device, with no need for additional investment in servers or extra hardware.

Improved productivity Truckfile calculates that, by removing the need for technicians to read or input data manually, the process of recording maintenance work done is speeded up by an average of 20%. So, for instance, a technician who previously completed four inspections per shift could potentially manage five in the same time using this system. A pilot scheme to test the system in a real-life setting is about to get underway.

FOR MORE INFORMATION FROM TRUCKFILE, WWW.RDR.LINK/VY013

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COMPLIANCE

WEIGHING IT UP Sticking to trailer weight tolerances is of crucial importance, so Doctor Air Brake explores what you should bear in mind and how its Trailer Weigh system can lighten the load.

here is so much focus on payload with all the manufacturers claiming the greatest capabilities, yet little focus on the operator and/or driver making sure the driver and operator stay within both the legal and vehicle limits and capabilities. When overloading a vehicle, you invalidate the warranty as a minimum, but more importantly, you expose the public and other road users to a vehicle on the public highway that is beyond its roadworthiness. This is just one reason we often see VOSA pulling over goods vehicles of all size, as they need to make sure the vehicle is within its weight tolerances, along with other checks they deem applicable. You should also think about the extra burden you impose on the vehicle’s suspension and tyres, let alone the extra wear and tear on brake and clutch faces which will, in the long-term, cost more with the extra maintenance, etc. Previously, the operator would have to take a tractor unit and trailer to a weigh bridge, so they know the GVM (Gross Vehicle Mass) and/or the tare weight. Doctor Air Brake, traditionally renowned for its driver systems – including one that is now mandatory on all 18 tonne and above crash cushion vehicles in the UK and many other countries – has now designed a system that will tell the operator what weight is loaded onto the trailer by using the pressure sensor inside the EBS system’s ECU.

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A trailer ECU has to know how much weight is on the trailer to control the brakes, so this gives an accurate measure and allows a better knowledge of payload on board. The system can have trailer-mounted display as well as an in-cab display system, allowing the driver to check, while the vehicle is being loaded, in the safety of his cab, while also being able to check when physically at the side of the vehicle. The Doctor Air Brake system will automatically release only the trailers brakes for two seconds to allow the trailer’s air bags time to settle out, so the reading is more accurate, as well as allowing the load to settle a little.

Using this type of system allows the operator and the driver to make sure they are compliant, which again in today’s world of health and safety is not just important, it’s vital! When you consider the financial impact on an individual and the business of a hefty fine and, as mentioned above, the extra maintenance and potential VOR costs involved in running vehicles, it’s never worth the risk. There is obviously the burning question in all these types of systems: price. Crucially, this should never be at the detriment of health and safety. Other systems will include adding additional sensors etc. so they can monitor the vehicles GVM or payload adding to their overall price, which can be anywhere from £1,500 to £2,500 or more. The Doctor Air Brake system utilises mostly the vehicle’s own systems and sensors which are more reliable and accurate. So, the company can retail its product at a much lower cost, starting off at approximately £899, inc. fitting (depending on make and model and ECO on the trailer). Again, this saves the operator valuable money, and allows the operator to spend the resulting saving on other important items from their H&S budget.

FOR MORE INFORMATION ON DOCTOR AIR BRAKE’S TRAILER WEIGH SYSTEM, WWW.RDR.LINK/VY014

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DIAGNOSTICS

CHARGING FAULT ON A

RENAULT KANGOO

As electric LCVs become more and more commonplace, it is increasingly important to keep up with the new technology. Pico looks at a Renault Kangoo with a charging issue and the hurdles that diagnosing this type of fault brings.

efore we start, we have to talk about safe working with EVs, particularly when discussing charging issues. Firstly, please do not use this case study as a training or instructional guide for working on these vehicles – it is for informational purposes and intended only to give you an idea as to the possible applications of Pico Automotive products. Secondly, the required CAT ratings of any measurement tools and accessories you use to diagnose faults on a charging EV depend on the part of the mains distribution network to which the vehicle's charging station is connected (because the possible exposure to transient voltages or short circuit currents changes within the mains distribution network). This is irrespective of whether you are testing the High Voltage (HV) or, say, the 12V system on the vehicle. Generally, an EV charging station is connected to the mains network after the main distribution board/circuitbreaker/junction box (i.e. on their outlet) within a building. Therefore, your test equipment should have a CAT rating of III or IV when testing an EV connected to it. However, if the EV charging station is connected to the mains network before the main distribution board/circuitbreaker/junction box, then your equipment must have a CAT rating of IV. Without knowing (via proper investigation) exactly how a charging station is connected to the mains network, you should use only CAT IV rated equipment when carrying out measurements on a vehicle connected to a charger. In this case study, we know that the vehicle's charging station is connected to the mains network after the distribution board. Therefore, we know we can safely use our CAT III rated differential probe (and connectors) to carry out all our 12 V system measurements (not just HV measurements) in this case.

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The vehicle Renault, along with Nissan, are certainly one OEM that has been around the longest when it comes to full Battery Electric Vehicle here in the UK which means, as they age, the faults start to appear. This 2014 Renault Kangoo ZE is a full BEV, with the battery being underneath the vehicle's floor pan. Charging is done with an EVSE and connection made using the type 2 connector with the vehicle charging inlet being behind the badge on the front grill. Being the 400 version of the 5AM engine means this Kangoo cannot support rapid charging; this means everything is done through the OnBoard Charger. Unfortunately, this means charging isn’t exactly fast with typical charge times of 11 hours from a flat battery to fully charged on a 3kW home supply. The customer complaint here, though, is the vehicle doesn’t charge at all.

The inspection The first step is a quick interview with the customer – as always – to get a better idea of the issue and to ensure we can confirm the correct fault. The customer was unsure when the fault initially started as they were still connecting the vehicle overnight but, due to short journeys and a very slow charge time, it only became obvious when the battery continued to deplete.

The vehicle had already been through a number of hands, with the last one reporting that, due to a dead rat on the undertray, there could be rodent damage and so the OBC and inverter needs to be replaced. Needless to say, a visual inspection was done first to ensure that we were free from rodents and any potential health hazards, but more importantly, if there were any exposed HV cables. All was OK and, continuing with the diagnosis, the next step was to confirm the fault. Using the customer’s supplied homecharging cable, we connected to a mains socket and switched on. The indicators on the EVSE all illuminated as expected and no fault was being reported. Then connecting to the vehicle, the latch engaged indicating the vehicle detected a charge cable and the indicator on the dash also verified this (Fig. 1). Typically, when you connect an EVSE to a vehicle, you will then hear the contactors ‘click’ in order to connect the HV Battery to

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the on-board charger and so allowing the battery to charge. In some cases, you will also hear the fans or cooling system starting when charging has begun. But, when connecting to the Kangoo, nothing was heard. Disconnecting the charge cable, we then moved to DTC’s. Checking for any fault codes was next on the list, although the only warnings on the instrument cluster were for low battery. Fault codes were relating to the low HV battery as expected but nothing else to give any type of direction. Looking at the live data, we confirmed that the SOC of the HV battery was at 3% which was backed up by the vehicle's sound and visual warnings with the ignition on. As shown in Fig. 2, 3% means that the immobilisation threshold is imminent. This is a dangerous level for a HV battery as it will reach a point when even charging could not take place when connected to an EVSE. If it were to drop much lower the battery would have to be removed to be charged with an HV battery recovery system. There are tools if a HV battery has completely discharged and would no longer put the vehicle into ready but it’s better for everyone if you could prevent getting to that stage.

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Connecting the charger To better understand what happens when we connect a charger to a vehicle, we should understand what the expected behaviour should be. Typically, most EVs will follow the J1772 protocol, which is standard used for a vehicle to communicate to an EVSE. There are those that fall outside of this with the CHAdeMO and Tesla specific connectors operating slightly differently. The Type 2 version communicates with the vehicle using a PWM signal and a series of resistors and transistors that control the electrical path. As mentioned at the beginning, this isn’t a training substitute and Pico would advise anyone to get their certification to work on hybrid and electric vehicles. Here in the UK, there are a few options with the IMI route being the most popular.

�� ZF also offers a High Voltage Expert route through their Technical Training program. To keep it very brief, the EVSE and the vehicle communicate using the PP and CP circuits. On the Type 2 connectors, the PP is there to inform the vehicle a connector is present and what the maximum current the connector can deliver. The EVSE may be able to physically deliver more but the vehicle will only take the current the connector is rated for to prevent overheating. The CP circuit defines the different stages the vehicle is at during connection. With no connection to the vehicle, there should be a constant +12V signal from the CP terminal until connected to the vehicle inlet. Upon connection due to a number of resistors this pulls the +12V down to approximately 9V. This informs the EVSE that connection to the vehicle has been made and it now delivers a 1 kHz, ±12V PWM signal. This PWM is important as the duty determines the amount of current that is

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available to the vehicle, which is still capped by the connector rating. Once the vehicle is happy that all the conditions have been met, it will switch another resistor which then pulls the +9V signal down to approximately +6V to commence charging. There are other voltage levels that it could change to depending on the functionality of the vehicle, such as venting the battery pack but the important ones are +9V and +6V (Fig. 3). Taking all the necessary steps to ensure safety for the technician and the equipment we connected to the CP circuit at the OnBoard Charger, OBC, using the active differential probe. The key was removed from the vehicle to ensure connections are made as per the customer, then the charging connector was connected to the vehicle inlet. ■ EVSE connected to vehicle ■ PWM signal starts and voltage drops to approximately 8.5V ■ Time whilst in waiting for charging to commence ■ 1kHz PWM frequency ■ Maths channel duty showing 17% From Fig. 4, we can see where the vehicle detected an EVSE and we can see the 1kHz signal start. This, along with the latching of the connector, tells us that PP circuit must be OK. As the PP terminal is the first to make connection, if there was anything wrong here, we wouldn’t see the PWM signal. You might question why the waveform shows +9V and +6V but still shows a -12V? The EVSE generates a ±12V square wave which is sent along the CP circuit. Inside the OBC, we have a diode that will allow the block the negative part, but as we are connected on the outside of the OBC, the scope will see both the positive and negative part of the signal.

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DIAGNOSTICS

By letting the capture run, we are expecting the voltage level of the PWM signal to drop which would mean the vehicle has accepted the connector and closed the contactors on the HV battery to allow the OBC to charge the battery. However, we never saw this change. What could prevent the contactors from closing? The signalling between the EVSE and the vehicle appears to be good so all that remains is the communication between the OBC and the Battery Management System (BMS). The vehicle drove to the workshop without any warning lights, so drivability is fine but it’s just the charging that is an issue.

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Reaching a conclusion The next part was more luck than judgement, but it’s nice to have some on your side from time to time! We reconnected the scan tool to double check for any change with DTCs and to do so involves switching the ignition on but I’d forgotten that I’d left the EVSE connected. Not good practise I know. However, we then noticed that the EVSE clicked and the pattern from the CP dropped to the next step. I’m confident this isn’t expected behaviour but it makes sense, as putting the vehicle into ready mode closes the contactors. Removing the EVSE and then switching the ignition to on before reconnecting the EVSE gave us the pattern we were expecting (Fig. 5). Adding a current clamp (as shown in Fig. 6) verified that current was indeed flowing. As expected with the ignition kept on and the charger connected, we can visually see that current is flowing from the mains to the OBC. After leaving it connected for a while, the battery SOC went up from 3% to 12% where the audible warning was no longer repeating and the range had also increased. The customer was informed of where the testing had taken us and it was looking to be either a communication issue between the OBC and BMS. Either way, the contactors were not being closed when a charger was connected.

Final checks There was further testing that needed to be carried out before being completely satisfied but, as customers sometimes do, they decided that they would take the information we had gained back to another garage where they then replaced the OBC. We accept that this could well have been the case but no further diagnosis was carried

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�� out before the parts were fitted. If there are further tests to be carried out why wouldn’t you do them just for peace of mind, as what happens if it doesn’t fix the fault? The OBC in this case didn’t fix the issue. One thing that none of us took into consideration was the battery lease program some manufacturers have in place. Whilst I knew about these programs, I had never worked on a vehicle with one and we should all be very aware of this when diagnosing EVs. What I did not know was if the lease for the battery is not paid, the manufacturer can remotely disable the HV battery from charging, which is precisely what had happened to this vehicle. The current owner wasn’t the original owner and, when they had purchased the vehicle, that tiny piece of information regarding the battery lease was not fully explained. This resulted in Renault remotely disabling the battery from charging with no warning given to the current owner. What I find strange though is there wasn’t any indication from the vehicle or the serial data to inform you that the battery had been

disabled. From an aftermarket workshop view, if you had one of these turn up and were unaware that the batteries could be remotely disabled, it could cost you an awful lot of time and money. As I mentioned at the beginning, please don’t use this as a training guide. I’ve purposely missed out connection drawings and some technical information with the hope that those wanting to diagnose these vehicles get the correct and approved training to do so. Hopefully, this helps explain some of the new hurdles we have to face when working on electric vehicles. I also hope it inspires a new desire to learn more about how this new technology will affect our workshops in the future. Pico would like to think Daniel Mayo for helping with the challenge, and Peter Melville, HEVRA, for his continued technical support.

FOR MORE INFORMATION ON HOW PICO CAN ASSIST WORKSHOPS, WWW.RDR.LINK/VY015

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IDENTIFY, ACTION, MAINTAIN Ken Clark, Managing Director at Rotronics, discusses how you can leave bad habits behind when it comes to battery maintenance.

e know that roadside non-starts and battery replacements are day-in, day-out workshop issues. We know that workshop managers keep seeing additional battery-related costs creeping in. We also know that this is seen as a normal part of a workshop’s life. It does not need to be like this. Having the right battery management technology is a start; but using it correctly, understanding the testing information, and actioning the results is the clever bit that keeps your fleet on the road and saves you money. Rotronics, the UK’s battery management experts and Midtronics and CTEK distributors, is joining CVW to outline the extent of the issue and provide expert advice for you to identify battery problems, put solutions into action, and maintain your batteries in excellent condition.

Best foot forward This COVID period has highlighted the need for excellent battery management, as many of Rotronics’ customers have seen costs rise. They have battery-related issues, but aren’t quite sure what they are and what to do. Via its web-based data reporting dashboard, Rotronics can show customers that many of their workshops are conducting battery tests but may not be doing enough to solve the root problems. Issues are being ignored, in an approach unlike any other component on a vehicle, because (for now) the vehicle still starts. If all we do is identify the problem in a test, without remedial action, then a failing battery will not recover. What steps can be taken by fleet managers and owners to help their technical team take the right course and maintain the vehicle batteries?

After testing, technicians should remedy any problems identified during the test process to mitigate further issues. If drivers have a roadside battery problem, flag it up with the workshop when they get back to the yard. If there is a roadside defect and the vehicle has been jumpstarted, or a vehicle is in for inspection, the vehicle must be tested with actions put into place to remedy the problem. Once the issues have been actioned, the batteries must be maintained by testing and charging regularly. A proactive CV operator with a desire to maintain batteries and reduce unnecessary costs will see a much brighter picture. Rotronics has worked closely with a huge range of CV operators in recent months who have adopted its web-based ROBIS reporting system, gathering battery data from national/regional workshops to help analyse battery data speedily.

Prevention over cure Rotronics knows from the millions of tests to date that, from a fleet of 100 commercial vehicles, most of the vehicles will have a battery issue at some stage in 12 months.

Each Roadside breakdown accounts for around £300+ per breakdown. And, if the batteries are replaced, that’s another £300 plus downtime. That’s a big bill each year. The company has seen great success in reducing costs and lengthening battery life with emergency service providers and fleet operators. Two years ago, it saw that batteries would be replaced every 12 months, with a range of defects in that time. Defects would mean early replacement, costing £300 per battery set. Following a period of maintenance and a sustained battery management programme, battery life has been extended for two years or more, with a reduction in non-start defects. Prevention is better than cure; a maintenance programme should be about testing and charging. A typical CV workshop will have a 28-day inspection programme and there will always be time to include charging into the programme. Workshops can’t allow themselves to not have time; you’re investing time now to save money later. Rotronics says its customers have seen considerable value in ROBIS as an information source that provides visibility of fleet battery performance over a long period of time. ROBIS enables customers to see where workshops are letting themselves down and it’s a vital tool if the management team work remotely.

FOR MORE INFORMATION ON ROTRONICS’ BATTERY MANAGEMENT PROGRAMMES, CALL KEN CLARK ON 0121 526 8185, EMAIL INFO@ROTRONICSBMS.COM, OR WWW.RDR.LINK/VY018

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DIAGNOSTICS

CORRECTING A

FUELLING FAULT After last month’s technical overview of an emissions fault on a DAF CF MX-13, Brett Edkins, Technical Manager at Eclipse Diagnostics, explains how to identify and correct a fuelling fault on the same vehicle.

dentifying faults on many modern commercial vehicles is increasingly difficult given the rising levels of technology employed by manufacturers across all aspects of the vehicles, including trailer units. This ever-increasing technology embedded in vehicles means that users are having to adopt increasingly sophisticated equipment to enable their engineers to maintain performance and effectiveness in the workshops and when out on remote call-outs. The Eclipse Jaltest package has all the requirements to address the technological advances and as an example, the analysis of the Engine fault on a DAF CF MX13 Euro VI model shows how the Eclipse Jaltest package is becoming the go-to diagnostic solution for the commercial vehicle industry.

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

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Initial assessment The engineer will firstly make an initial diagnosis of the engine control module checking for any logged faults whether they are present or historic in the diagnosis memory, this will be able to assist us in finding the cause of the fuelling fault. One active code is listed in the diagnostic memory which is P0087 – this relates to a fuel pressure fault or a wiring fault to the fuel pressure sensor.

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

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

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

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Having followed the diagnostic procedure, the fault has been cleared and a new fuel pressure sensor was fitted to the vehicle and the vehicle returned to service with minimal downtime. If this was the first time that the engineer had carried out the high-pressure pump test, the Vehicle Technical Support service from Eclipse would help them carry out the procedure, knowing they had an expert on the end of the phone. This unique service offered by Eclipse is the reason why it is the go-to company for multi-brand diagnostics Every Eclipse Testpad Extreme Pro PC is installed with Eclipse Assist software which allows the Eclipse Technical Support team to remotely access the customer’s Eclipse Testpad Extreme Pro PC via internet. The team, with the customer’s agreement, can access the customer’s Testpad Extreme Pro and assist with vehicle related support. This service allows the Eclipse Specialists to virtually sit next to the customer and see what the customer can see

on screen, whilst taking control.

Eclipse looks after its customers Eclipse has developed its business around the core philosophy of customer support from when the system is first purchased and throughout its life. That support begins with the software which is updated three times a year to reflect new models and more information as it becomes available, and continues with the Eclipse support services. A range of features and services are available including a comprehensive training package which also includes full training programmes held at the Eclipse Training Centre and cover from the Technical Support Service. The Technical Support Service is a key part of the overall Eclipse package and, together with Jaltest and the Eclipse Testpad Extreme Pro, sets the company apart from others, helping to ensure that it remains the leading supplier of multi-brand diagnostic software for all commercial vehicles.

FOR MORE INFORMATION ON THE FULL RANGE OF DIAGNOSTICS EQUIPMENT FROM ECLIPSE, WWW.RDR.LINK/VY016

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DIAGNOSTICS

NEO GREEN FOR TRUCKS Looking for a user-friendly, affordable braking system diagnostic kit for your workshop? The latest version of Knorr-Bremse’s popular Neo trailer braking system diagnostic tools has been updated and can now be used for trucks and buses too.

sk any commercial vehicle technician, and they will confirm that ABS and EBS faults can be tricky and complex to solve. As more vehicles are fitted with electronic braking systems as standard, a diagnostics tool which identifies braking systems faults is fast becoming a must-have piece of equipment. More workshops will need an inexpensive fault-finding tool that allows them to get vehicles and trailers back in service promptly. Neo Green has been developed to support workshops by providing an inexpensive introduction to the world of professional diagnostics for electronic braking systems. It enables workshop technicians to diagnose, repair, and reprogram them with ease, saving valuable time and money.

It can diagnose approximately 95% of Knorr-Bremse truck, bus, and trailer ABS/EBS systems that are in service today, and provides the operator with practical hints on faults and recommended rectification procedures in a user-friendly way.

Programming new parts However, Neo Green isn’t just about diagnostics. In order for workshops to replace safety-critical, intelligent components, the ability to reset the system to recognise when replacement electronic braking parts have been fitted is also essential. For example, the latest software update allows the user to program a wide range of the Electronic Air Control (EAC) units typically found on Volvo and Renault trucks in service between 2008 to 2013, MercedesBenz trucks from 2008, and DAF Euro VI

trucks. On some of these vehicles, simply replacing an air dryer cartridge with oil separator technology requires the parameters resetting to advise the system that a replacement has been made.

Easy communications At the heart of the Neo Green hit is the Universal Diagnostic Interface (UDIF) which connects to the vehicle diagnostic port, and the Neo Green software which can be used in a PC or workshopcompatible laptop with Windows 7 operating system or above. Once installed, the diagnostics tool can communicate with virtually all braking system ECUs. The software guides the technician through the diagnostic process with detailed steps including basic service information and failure identification instructions. There are two versions; the Neo Green Upgrade Kit is for workshops who already own a Knorr-Bremse Trailer EBS Diagnostic Test Kit ECU Talk and want to upgrade to be able to also carry out truck and bus diagnostic work. The Starter Kit is for workshops who do not have the trailer diagnostic kit but who do want a user-friendly, simple kit that will get them up and running on braking system diagnostics. The kit contains all the equipment needed to get up and running and is modular, so that you can tailor it to suit the needs of your workshop. The only additional equipment required is the vehicle-specific system cables and adapters needed to access the OBD socket.

FOR MORE INFORMATION ON THE NEO DIAGNOSTIC TOOL FROM KNORR-BREMSE, WWW.RDR.LINK/VY017

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AIR CONDITIONING

UNDER PRESSURE AP Air offers its guidance on how to understand the working pressures of R134a systems.

he pressure readings on your air conditioning service station can tell you a great deal about how the system is performing and detect any major issues within it. The AC system is divided into two halves: the low pressure side and the high pressure side. Understanding the relationship between the two pressures will help you understand what is happening within the AC system.

If the static pressures are as they should be, you can now check the working pressures of the system. To do this, in an ideal circumstance, you need to let the vehicle idle so that the engine reaches normal running temperature. Once the engine has reached its normal temperature, turn the AC on and set it to recycle and on full. Next, look at the gauges and watch the pressures as the compressor SIDE GAUGE Correct H The issue comes in and out. If the G HI working Normal readings stay static, you pressure operating know that the compressor pressures on the is not pumping, which high and low sides could be a compressor should remain within a fault or an electrical fault certain range (see gauges in the system and would opposite) to ensure the then need to find the best performance of the fault. Remember that your AC system. If either of the pressure readings pressure readings are outside of the will be affected by too low shaded ranges it could mean that the ambient Possible range of there are operating issues within temperature; for correct working the AC system that need to be example, on a hot day your pressures dependent looked into and resolved. readings may read higher than on ambient temperatures they would on a cold day. The test Issues that could cause the Before undertaking a high side or low side to pressure test of the system, operate pressure you must outside of the too high Correct make sure normal working that the perimeters. pressure system is in Too much or too little working condition. First, refrigerant will affect the you need to ensure that the working pressures of both system has the correct sides of the system. Too amount of refrigerant and at much oil or dye in the system LO W SID GAUGE E least 1.5-2 bar (25-30 PSI pressure) in will affect the working pressures, as the system to enable the compressor to run. will some additives such as an AC booster, The static pressures should be read and leak-stop may affect the working before the car is started. Both gauges pressures too. Blockages or any kind of flow should be close to equal pressure readings. restriction within the AC circuit, such as If the pressure readings are too low, this debris from the compressor or broken down indicates there is not enough refrigerant in receiver drier, moisture, and contaminated the system – investigations into a possible refrigerant, will all have an effect on the leak should be made. high and low pressure readings.

44 CVW MARCH 2021

“If either of the readings are outside of the shaded ranges it could mean that there are operating issues within the AC system.” A blocked condenser or blocked TXV valve would also have a detrimental effect on the pressure readings of the system. Leak-stop being incorrectly used in the system could cause a blockage. Insufficient air-flow through the condenser would impact the readings. For example, this could take the form of the condenser fan not working, fins missing from the condenser, or the condenser being clogged with leaves and debris reducing the air flow and the cooling capacity of the condenser and affect the pressure readings. A failing compressor would also see the pressure readings staying static as there would be no compression of refrigerant to create high pressure and no suction on the low side gauge.

FOR MORE INFORMATION ON THE AVAILABLE RANGE FROM AP AIR, WWW.RDR.LINK/VY020

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AUXILIARY DRIVE BELTS Steve Carolan, National Sales Manager for Dayco, discusses the role of auxiliary drive belts in the performance and reliability of CV air conditioning.

ith progress made alongside vehicle design and development, long gone are the days when the typical lorry, bus, or coach relied on a single belt to drive the auxiliary drive system, as the advent of additional equipment has led to a huge increase in demand for power, which has to be drawn from the engine. As a result, multiple belts are now commonplace and, in some applications – such as intercontinental coaches – there can be as many as eight individual belts working in unison to ensure the correct operation of the alternator(s), water pump, power steering pump, hydraulic pump, and air compressors for the braking system. These are in addition to the growing requirements of the air conditioning system. Today, air conditioning is not considered a luxury; instead, it’s seen as a safety system, particularly for long distance lorry drivers, those using agricultural machinery in the heat of the day, and for coaches that must be able to keep a large number of passengers comfortable and the driver alert.

“These installations can be complex and time consuming, therefore, they must be undertaken carefully.” In many of these applications, not only do they need to employ large capacity air conditioning compressors, they are often installed in exceptionally confined spaces where extreme heat and reduced air flow combine to produce an even more challenging operational environment. As the auxiliary belt is central to the overall reliability of the vehicle, the performance of the belt is vital for the effective operation of the drive system and, in most applications these days, these are multi-groove ‘V’ belts, which are generically referred to as auxiliary belts. There are considerable advantages with the auxiliary belt over the traditional single ‘V’ alternative, but perhaps the most obvious is the fact that they generally have a greater surface contact area driving the

pulleys and, being thinner in section, can be used on smaller diameter pulleys, making them particularly suitable for installation in the confined spaces mentioned earlier. In addition to the operational challenges of intricate routing, excessive heat, and a lack of space, there are practical installation issues that CV workshops and fleet operators must consider when replacing auxiliary belts and their related components. These installations can be complex and time consuming, therefore, they must be undertaken carefully, using only the highest quality components. This is of even high importance when these vehicles are intended for commercial uses, as any downtime is a major cost to the operator. Dayco’s auxiliary belt range incorporates the latest materials and world class manufacturing processes to ensure outstanding performance, lower noise transmission, and maximum service life. Each belt is designed and specifically engineered for each vehicle manufacturer and the different requirements of their vehicle applications.

FOR MORE INFORMATION REGARDING THE OEM-QUALITY POWER TRANSMISSION PRODUCTS IN THE DAYCO RANGE, EMAIL INFO.UK@DAYCO.COM OR WWW.RDR.LINK/VY021

MARCH 2021 CVW 45

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AIR CONDITIONING

Jan Zieleskiewicz, Marketing Manager for Nissens, explains why you should avoid mixing PAG with universal oils.

NO MIXING P olyalkylene glycol (PAG) oil is the most common lubricant used in modern automotive air conditioning systems running on R134a and R1234yf refrigerants. It is a fully synthetic oil that provides efficient and universal lubricating capacity; it is conductive, highly hygroscopic (absorbs moisture from the air), and is available in several viscosities (46/100/150). Due to their advanced mechanical construction and moving components, as well as the fact that they operate at high temperature and pressure, air conditioning (AC) compressor manufacturers specify the precise type and quantity of lubricant that is required for the correct operation, functionality, and long service life of their AC compressors. It will come as little surprise, therefore, that a common reason for AC compressor failure is the use of oil of a different specification to that stipulated by the compressor manufacturer. For example, if the system is topped-up or filled with a universal Polyaphaolefins (PAO) oil with a viscosity of 68, when the original was PAG oil, their viscosity is different. This is despite the fact that, in general, the characteristics of PAO and PAG oil seem be similar. This can lead to serious problems and, ultimately, compressor failure; which, in most cases, will lead to the rejection of any subsequent warranty claim.

As good practice, the oil within the AC system should be topped-up at the scheduled service interval and replaced entirely when the compressor is changed. To avoid the use of the wrong specification oil, manufacturers generally pre-fill their compressors, which also stops dirt, debris, and moisture from entering the system. Technicians should, therefore, check the oil specification dictated by the vehicle manufacturer (VM) in order not to mix incompatible formulations.

Why avoid mixing? The two oils do not mix completely and cannot create a long-lasting homogenous mixture, which is needed to ensure the correct lubrication of the mechanical parts within the compressor. Although initially the oils may visually seem well-mixed, after

a short period of time, when the compressor is not running, the two oils will separate. When the compressor then starts from cold, separated oil of a higher density and viscosity will lead to less effective lubrication of the precisely engineered internal components, such as between the piston and cylinder, so increasing friction and causing the compressor to overheat and potentially seize. In addition, universal oils do not mix the same way with the refrigerant as PAG oil does, thus, the lubricant’s circulation in the system may be restricted, so as well as exposing the compressor components to potential damage, the system’s other components, such as the expansion valve or seals, could also be at risk.

Recommended solution Always follow the compressor or VMs guidelines for the right specification of lubricant, but helpfully, Nissens compressors are always pre-filled with the right quantity and viscosity PAG oil and double end-capped, so there is no need to add any extra oil to the compressor. Double end-capped PAG oil is chemically inactive and stable, offering exceptionally good lubrication characteristics, high moisture tolerance at high temperatures, and does not react chemically to form harmful acids/compounds. To further assist workshops, Nissens compressors are always delivered with an installation guide book describing the correct installation procedure and are covered by a comprehensive warranty.

FOR MORE INFORMATION ON NISSENS’ AVAILABLE RANGE FOR AIR CONDITIONING SYSTEMS, WWW.RDR.LINK/VY022 Before mixing

46 CVW MARCH 2021

Mixing

After mixing

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THE

A-Z OF

BATTERIES It’s round two of the A-Z of batteries and we have teamed up with Ken Clark at Rotronics, the UK’s battery management experts, to provide you with some interesting facts, vital guidance, and some light reading.

IS FOR DISCHARGING

Batteries typically discharge or lose 0.1V per month in ambient temperatures and as much as 0.2V in winter. Add in parasitic drains, and this can mean considerable discharge over a month. Why does this matter? Without regular testing and charging, the net result is that the battery will start to sulphate, causing irreversible damage to the internal plates – this can get costly. This does not just affect your automotive or commercial vehicle batteries, equal attention should be paid to booster and power packs, so that they remain ready for action when required. Do not let your booster pack run flat because it will degrade.

✓

To combat discharging, keep batteries charged; regular testing and charging is essential. This includes batteries in vehicles, on the shelf, and in booster packs. Boosters come with a charger; just plug it in.

IS FOR ELECTROLY TE

The power juice for the battery. When dissolved in a polar solvent (i.e. distilled water), electrolyte produces an electrically conducting solution. When removing the filler cap on the battery, you should expect to see electrolyte covering the plates. Ensure the plates are covered before charging. Do not be tempted at this stage to fill the cells to their maximum levels, as this often leads to an excess of electrolyte as the cells expand through charging, causing excess acid being expelled from the battery. If a battery is flat, the electrolyte may naturally be at a lower level.

TAKE AWAY TIP

IS FOR FL AT BAT TERIES

No one wants a flat battery, because this leads to premature battery failure and roadside non-starts; this means unhappy customers, disrupted transport schedules, and late deliveries. That all means bigger bills. To avoid this, opt for a comprehensive battery management programme of regular testing and charging. Have a look at testers and chargers on the market. The EXP1000FHD tester WWW.RDR.LINK/VY023 is designed for workshops and the PRO52 charger WWW.RDR.LINK/VY024 has a unique twin output, providing fast, controlled and balanced charging for 24v battery sets, or two separate 12v vehicles simultaneously. The CTEK 12 volt range WWW.RDR.LINK/VY025 contains intelligent smart chargers, which are easy and safe to use.

TAKE AWAY TIP

✓

Before charging, make sure that the electrolyte is above the plate level inside the battery, a couple of millimetres will do. Then, check the electrolyte levels thereafter. Do not overfill as you then run the risk of acid spillage and overflow.

TAKE AWAY TIP

✓

To help you make the right decisions about workshop equipment needed in any battery management programme, WWW.RDR.LINK/VY026 for guidance.

Why not let us know what you’d like to see in the next ‘A-Z of Batteries’, please email your suggestions to ken.clark@rotronicsbms.com. For more information on Rotronics, available products, and the battery management programmes, you can call Ken Clark on 0121 526 8185, email info@rotronicsbms.com, or

WWW.RDR.LINK/VY027.

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WHAT’S NEW?

BOSCH COMMERCIAL VEHICLE BATTERY RANGE Reliability: On average, modern trucks cover some 145,000 km every year. Often, the drivers sleep inside the cab up to five nights per week. And yet, the batteries need to provide enough starting power to start the engine the next day. Performance: Even in case of stationary operation, the batteries power a wealth of safety and convenience features. And yet, they are to cope with frequent charge and discharge cycles. Economy: Low maintenance efforts help reducing the fleet operating costs. Vibration resistance: As commercial vehicle batteries are installed close to the rear axle more and more often, they are subject to increased vibrations. High robustness and vibration resistance are thus required. As batteries have to cope with increasing strains, according to several statistics, they are one of the key reasons for breakdowns. Good to know, you can fully rely on Bosch commercial-vehicle batteries. They are powerful, vibration-resistant and even maintenance-free. This will cut the fleet operating costs. The new Bosch TA AGM Truck battery is the most powerful truck battery in the Bosch range thanks to the AGM technology and the patented PowerFrame grid. This battery supports start/ stop systems and especially designed for advanced hoteling-functions with parking cooler/heater, providing energy reliably for commercial vehicles with the extensive electrical demand of long-distance traffic, even for many days on the road or at low stage of charge. The Bosch TE EFB Truck batteries are extremely powerful and vibration-resistant. The battery is designed to cope with the huge energy demands of long-distance traffic, numerous convenience and comfort functions as well as off-highway and heavy-duty applications. The T5 battery range is particularly powerful and deep-cycle-resistant and has the patented PowerFrame flow-optimised grid design providing for high energy demands on long distance trips. The T4 battery range has the patented PowerFrame® grid for optimised current flow and reduced corrosion, perfect for average energy demands. The T3 batteries from Bosch are reliable and include the patented PowerFrame® (grid) for optimised current flow and reduced corrosion, ideal for vehicles with low energy demands. WWW.RDR.LINK/VY032

EXOL LUBRICANTS 5W-30 OIL Exol Lubricants has unveiled the new Optima C3 LSRN 5W-30 oil, a fully synthetic, low SAPS engine oil designed for modern Renault light commercial vehicles that require the RN17 specification. The new oil, from the UK’s largest independently owned oil blender, has been formulated from fully synthetic base oils, shear stable polymers, and carefully balanced performance additives to prolong the life of after-treatment systems, including catalytic converters and petrol and diesel particulate filters. While designed for modern Renault vehicles, the oil is also backwards compatible with previous Renault RN700 and RN710 specifications, making it suitable for service fill applications in older models too. Being part of the expanded Exol range of motor oils, the specification has been designed for turbocharged petrol direct (TGDI) engines and includes petrol particulate filter (GPF) protection and includes specific tests to ensure oxidation performance, piston cleanliness, and valve train wear performance. WWW.RDR.LINK/VY033

SNICKERS WORKWEAR HIGH-PERFORMANCE JACKETS With street-smart designs for men and women, all Snickers Workwear jackets include musthave features that focus on fit and freedom of movement as well as using innovative fabrics that deliver long lasting protection and stretch comfort. Whatever you need – if it’s for work, play, or protection against hazards – Snickers Workwear has jackets that will work on site, are ideal for leisure, always ensuring optimal performance, comfort, good looks, and visibility. AllRoundWork Jackets are just what the name suggests, delivering a great all-round performance. There’s also FlexiWork Jackets that provide superb comfort and weatherproofing if you’re always on the move, and LiteWork Jackets that keep you feeling cool and looking good whatever you’re doing in warm weather. So, check out the performance, comfort, and protection features of Snickers Workwear jackets, there will be one to suit you – wherever you are, whatever you need, whatever you’re doing. WWW.RDR.LINK/VY034

48 CVW MARCH 2021

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ADVERTISEMENT INDEX AP Air Europe Limited ...................................... (page 35)

Morris Lubricants .............................................. (page 14)

Ben .................................................................... (page 49)

Norbar Torque Tools Limited ............................ (page 23)

CVW Online ...................................... (inside back cover)

Osram .............................................................. (page 49)

Dayco Europe .................................................. (page 11)

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

Eclipse Automotive Technology Limited .......... (page 29)

Robert Bosch Limited ........................................ (page 9)

Energizer Group Limited .................................. (page 43)

Rotronics .......................................................... (page 33)

Henkel Limited .................................................... (page 4)

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

Hope Technical Developments Limited ............ (page 41)

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

Jack Sealey Limited .......................................... (page 21)

The WP Group .................................................. (page 25)

Knorr Bremse .................................................... (page 31)

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

Merridale Limited .............................................. (page 49)

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