Commercial Vehicle Workshop Summer 2020

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The trade magazine for servicing and repair professionals

COMMERCIAL

VEHICLE WORKSHOP SUMMER 2020

REACH FOR THE SKY How tailored lifting solutions raised three different businesses to new heights

Also in this issue…

■ Identifying and correcting an immobiliser fault ■ The continued issues caused by 5w30 engine oils ■ Looking after a commercial fleet during the COVID-19 crisis

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CONTENTS

Volume 17

14

Issue 6

REGULARS 5

Viewpoint

16 Business & Training

6

News

48 What’s New?

11 Tech Tips

SPECIAL REPORT 20 Why the seal is crucial when it comes to an engine air filter 21 Maintaining a commercial fleet during the COVID-19 crisis 22 How digitalisation is set to shape the next generation of telematics solutions

DIAGNOSTICS 24 The device that can improve the accuracy and speed of a fuel pressure fault diagnosis 26 Identifying and correcting an immobiliser fault on a DAF CF MX11 Euro VI 28 How to avoid frustrating ‘ghost faults’ 30 Tips on spotting signs of water ingress in air brakes

FUELS, LUBRICANTS & ADDITIVES

24

32 VLS provides an update on the continued issues caused by 5w30 engine oils 34 The benefits of lubricant analysis 36 How one man overcame the unprecedented challenges of lockdown

TOOLS & EQUIPMENT 38 Case study: how Stertil Koni's lifting solutions have benefitted three different companies 41 The lifting solution that has your back 42 What to do when specifying compressed air systems 45 Product round-up: the latest promotions from Sealey

COMPETITIONS

38

47 Win an Amazon Echo Dot in this month’s Tea Break Teaser!

SUMMER 2020 CVW 3

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VIEWPOINT

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THE ‘NEW NORMAL’

Editor CIAN BRITTLE Editorial Assistant

S

LAURA GUALDI Consulting Editor SHARON CLANCY Group Editor DANIEL ARON Digital Manager KELLY NEWSTEAD Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Graphic Designer GEMMA WATSON Group Production Manager CAROL PADGETT Publisher BRYAN SHANNON Subscriptions Commercial Vehicle Workshop is a business magazine for companies and individuals involved in all aspects of commercial vehicle servicing.

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

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

Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts WD24 4YF Tel: (01923) 237799 Website: www.hamerville.co.uk Copyright © 2020

lowly but surely, the country is returning to normal – or, at least, as normal as things can be in the grey area between lockdown and freedom. For the most part, our shops, pubs, and restaurants are opening up again, but as anybody who has visited one recently can confirm, things aren’t quite back to ‘normal’ yet.

The same can be said for the commercial vehicle industry. DVSA has announced the restart of testing for heavy vehicles, but certain exemptions will be applied depending on when the original MOT was due. For more information on how this could affect you, turn to page 10 for a table summarising the important dates. In terms of potential knock-on effects, only time will tell if this transition period will reinvigorate the campaign for authorised private testers to conduct MOTs at Authorised Test Facilities (ATFs) instead of DVSA examiners.

What is for certain is that the campaign by the Authorised Test Facility Operators Association (ATFOA) to persuade DVSA to delegate testing to these authorised private testers has garnered the backing of Lord Attlee in the House of Lords. So, whilst this has been a reality for passenger vehicles for some time, it could soon become part of the ‘new normal’ for commercial vehicles in the post-COVID-19 era.

As the lockdown restrictions are gradually eased, the roads will become busier and busier. The rapid increase of people choosing to work from home has meant quieter roads for fleets. Whilst this has certainly provided a benefit for fleet managers in terms of a reduction in fuel consumption and total journey times, this is obviously only a short-term gain before roads return to normal. With employers having woken up to the benefits of working from home, one would hope the roads become permanently quieter to ensure traffic levels remain as low as possible – but this is purely conjecture for the time being.

One would hope that, as working from home becomes more commonplace, that roads become permanently quieter to ensure traffic levels remain as low as possible, but this is purely conjecture for the time being.

This reduction in traffic has also meant lower emissions for the UK throughout the summer – could this accelerate the shift towards electric vans and trucks, especially in cities? Presently, it’s unrealistic for most operators to make the switch, as the infrastructure required for wide-scale adoption hasn’t reached suitable levels. Either way, it would certainly be beneficial for workshops to be as prepared as possible for an electric revolution, even if mass adoption is still a few years away.

One major aspect of the ‘new normal’, at least in the short term, will be influenced by the social distancing measures that are still currently in place at the time of writing.

Technicians will have to ensure that they follow the guidelines in the workshop, and workshops will need to reassure customers that they have taken the requisite steps to become a clean, safe space. Clear signage and good communication with customers should help to promote some confidence. Technicians will also be in and out of cabs regularly, so ensuring that sanitisation becomes a part of a routine service is crucial.

‘Normal’ doesn’t quite seem to do it justice. Enjoy the issue and have a great month,

10,066 From 1 July 2018 to 30 June 2019

Associate member

Cian B rittle Editor

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

SUMMER 2020 CVW 5

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NEWS Coronavirus sees deadline shift for commercial vehicle MOTs Lorries, buses, and trailers have been given three-month exemptions from needing MOTs, as tests were suspended due to the coronavirus. This means that the deadline to get your MOT has changed, the IAAF reports.

You can now book a lorry, bus, or trailer MOT to take place from 4th July 2020 when tests restart. The deadline to get the test done depends on when the MOT was originally due.

The UK light commercial vehicle (LCV) market declined by 24.8% in June, as lockdown measures eased and businesses began to return to work, according to figures released by the Society of Motor Manufacturers and Traders (SMMT).

After a 74.1% fall in registrations in the previous month, this is an improvement, but indicates weak demand. 30,041 vans and pickups joined British roads in the month, some 10,000 fewer than the previous year, as uncertainty kept operator confidence subdued.

Mike Hawes, SMMT Chief Executive, said: “The pandemic has stalled all but a few essential businesses, and those restarting now are doing so at reduced pace to ensure safety of their employees and in response to a cautious buyer appetite.

“A successful restart for the sector will be critical to fleet renewal as well as the UK’s long-term green recovery, given the crucial role light commercial vehicles play in urban areas.”

“A successful restart for the sector will be critical to fleet renewal as well as the UK’s long-term green recovery, given the crucial role LCVs play in urban areas.”

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©Jevanto Productions/AdobeStock

Van market shrinks by 24.8% in June as businesses emerge from lockdown

How the exemption works Your lorry, bus, or trailer will automatically get a three-month MOT exemption from the date it was originally due. Vehicles and trailers originally due an MOT: ■ in March or April 2020 have been given two three-month exemptions ■ in May, June, July, or August 2020 will only get one three-month exemption You will not get a paper exemption certificate.

What you need to do You can check your vehicle or trailer’s MOT history to see when the exemption has been applied here: WWW.RDR.LINK/VR001. This will usually be done at the start of the month the MOT was originally due to expire in.

If your vehicle tax is due You can tax your vehicle straight away if your vehicle tax is due. The MOT exemption will allow you to tax your vehicle.

Transporting dangerous goods If you have been issued a three-month MOT exemption, and you do not get your vehicle tested, you must apply for a waiver to continue transporting dangerous goods here: WWW.RDR.LINK/VR002.

What to do if you have not had an exemption Email the Driver and Vehicle Standards Agency (DVSA) at retrokeyteam@dvsa.gov.uk with the subject ‘Test exemption error’ if your lorry, bus, or trailer did not get an MOT exemption. In the email, include your name, phone number, address, vehicle registration number, vehicle identification number or trailer ID, and test expiry date.

Ben Ball 2020 cancelled Automotive industry charity Ben has announced the cancellation of its annual flagship event, the Ben Ball, in December, due to the coronavirus.

The charity continues to support more and more automotive industry people with their health and wellbeing during this challenging time. Now, more than ever before, automotive people need the support of Ben to help them cope with anxiety, depression, money worries, bereavement and loneliness.

Matt Wigginton, Fundraising Director at Ben, said: “We are living through

unprecedented times and this means making tough decisions, but also being adaptable, so we plan to run a virtual fundraising event on 9th December instead, which we hope our industry will get involved in. So watch this space, we’ll reveal more in the coming months!”

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Lockdown sees boost in Earned Recognition scheme adoption A marked increase in the number of commercial vehicle fleets implementing the DVSA’s Earned Recognition scheme during the earliest months of lockdown has been reported by fleet management software provider, FleetCheck.

Ecobat brings start-stop online training to the fore Following the launch of its One Box startstop battery testing and installation solution, Ecobat has developed its offering with the release of free start-stop battery training, assessment, and certification.

The first element of the training is a comprehensive and easy-to-follow YouTube video, which provides viewers with a stepby-step guide that takes them through the assessment, removal, replacement, and validation processes. The main aim of this new system is to demystify start-stop technology and allow independent workshops to unlock the massive potential that it brings.

Once they have viewed the video, technicians are then able to undertake the online assessment, which covers not just the removal and

installation process, but information concerning the battery and the start-stop system, to discover whether they have achieved the necessary score to have passed.

Due to the importance of following the correct procedure, the assessment has a low margin for error, but provided the technician has demonstrated they have the understood and crucially, can replicate the process, they will pass and can move onto certification.

By visiting the Ecobat website, the successful applicant is then able to download their certificate in a choice of branded Lucas, Numax or multiple (joint Exide/Lucas/Numax/VART A) or non-aligned formats. They are then in a position to put into practice their newfound knowledge to the benefit of motorist and workshop alike.

In the period of March to June, 64% of new corporate customers approaching the fleet management software company cited Earned Recognition as a primary cause, compared to just 22% reported over the course of 2019.

Peter Golding, Managing Director at FleetCheck, said: “It seems that several fleets decided to use the time that lockdown provided to undertake projects which they’d placed on the back burner, including Earned Recognition.

We saw a definite increase in interest.”

“64% cited Earned Recognition as a primary cause.”

Peter Golding

MAY 2020 CVW 7

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NEWS

©Tupungato/AdobeStock

Nationwide wins Royal Mail contract Southampton-based Nationwide Fleet Services (NFS) has won a three-year contract to provide both 24/7 tyre breakdown and planned tyre replacement services for the entire Royal Mail truck, trailer, and van fleet.

The planned support could be where the workshop cannot accommodate the vehicle when the tyre replacement is required or where the distance to the workshop for the van fleet is too far.

The contract includes a booking service tailored for Royal Mail delivery office operating hours. This allows the delivery office managers to report tyre requirements and/or faults at the start of their working day at 5:00am. NFS can then manage requirements to achieve the most cost-effective repair or replacement.

“This could be utilising the Royal Mail workshop network, a planned mobile attendance, or a visit to one of the NFS supplier depots,” explained Nick Diment, Managing Director. “All the work is completed by independent tyre suppliers across the UK and then centrally billed weekly in a format determined by Royal Mail.”

Privately-owned NFS has developed its own in-house managed operating system to manage vehicle data, customer and supplier data, reporting, and central billing. NFS provides a daily high-level report against the number of requests, the locations, and reported faults and actions. A more detailed weekly report covers 36 different pieces of information linked to each vehicle worked on during the previous week.

This reporting is uploaded and shared with Royal Mail, to give visibility of all tyre related activity.

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TecAlliance introduces TecDoc VIN Catalogue for Trucks Automotive data specialist TecAlliance has developed a new standard for CV replacement parts identification for both wholesalers and fleet workshops.

Despite the prevalence of vehicle manufacturer (VM)-derived electronic parts catalogues (EPC), most rely on a variety of search methods to identify a replacement part, which, for wholesalers and CV workshops servicing and repairing multi brand fleets, makes the identification process time consuming, laborious and not cost-effective.

“In order to solve this problem, TecAlliance has developed the TecDoc VIN Catalogue – Truck, a commercial vehicle (CV) specific resource that simplifies and unifies the search process for fast moving items for the main seven brands,” explained Key Account Manager for UK and Ireland,

Jason Meade.

“We have determined which parts should be listed by analysing existing data to find the most popular searches, and by basing its criteria on the vehicle identification number (VIN), users can identify the exact vehicle for which the part is required without relying on a VM specific EPC. This not only saves time by not having to switch between catalogues, but makes the search method consistent.”

When asked about TecDoc VIN Catalogue – Truck, Proprietor Dave Burgess commented: “As all wholesalers will be very aware, part returns and the problems they create are some of the fundamental issues when it comes to profitability, particularly in an industry as fiercely competitive as ours and with such small profit margins.”

Fleet SMR back to 60% of pre-coronavirus levels, says epyx Fleet service, maintenance and repair (SMR) is now back up to 60% of precoronavirus levels, epyx has reported.

The company is basing the assessment on usage of its 1link Service Network, which is used by fleets totalling four million vehicles to manage their SMR processes.

Tim Meadows, Vice President and Commercial Director at epyx, explained: “In April, soon after lockdown, the number of job sheets raised through the platform,

Tim Meadows

which essentially represents the number of separate SMR transactions, fell as low as 18% of the average precoronavirus levels we had seen in February.

“Now, we are seeing definite signs of momentum with a noticeable increase in numbers every day. There is a definite feeling that fleets are getting back to work on a widespread basis.”

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FUCHS Lube Cube slashes number of delivery trucks FUCHS Lubricants’ cardboard packaging system has now been reported to reduce the number of delivery lorries on the roads, as well as saving thousands of tonnes of plastic. ©Irina Fischer/AdobeStock

Less than 25% are ready for the Direct Vision Standard and HGV Permit Scheme A survey of HGV Fleet Managers, conducted by technology specialist CameraMatics, showed that less than 25% are ready for Direct Vision Standard and HGV Permit Scheme.

CameraMatics conducted an anonymous, independent survey on the level of readiness for the Direct Vision Standard (DVS) and HGV Permit Scheme. The new scheme will require all HGVs over 12 tonnes GVW to hold a valid permit to operate in or enter the Greater London area.

Responses were received from over 700 UK HGV Fleet Managers who have HGVs entering or operating in the Greater London area. Responses were categorised by whether the fleet is based in the Greater London area, or elsewhere.

Of Greater London-based respondents, only 22.2% told CameraMatics that ‘Yes, my HGVs are ready’. 14.7% said some of their vehicles were ready, while 26.9% were unsure. However, 36.9%, over one third, reported that none of their HGVs are ready for the scheme. Responses of non-London based HGV Fleet Managers were split along the same lines. An even smaller percentage,

at only 20.1% told CameraMatics that their HGVs are ready.

Although enforcement is delayed and vehicles will not be fined until 1 March 2021, the new legislation will be in place as planned from October 2020, and this date still appears in a number of places. There seems to be confusion about when HGVs need to be ready.

Commenting on the survey results, CameraMatics Technical Director Steve Warne said, “It is concerning that so few HGV fleet managers are reporting their vehicles are ready for the Direct Vision Standard and HGV Permit Scheme. Some operators will find their vehicles are already compliant and simply need to apply online for their permit, but others will be given a zero-star rating. In this instance, a Safe System will need to be retrofitted to each vehicle so the operator can apply for, and receive, a permit.”

Steve added, “I would urge companies not to leave this until the last minute. March 2021 and enforcement of the new rules will be here before we know it and the run-up to the festive season is always a busy time for the freight and logistics industry.”

FUCHS’ Lube Cube solution gives customers the option of buying its leading products in a recyclable cardboard box rather than a plastic container, and its packaging is completely recyclable.

The company revealed that the CO2 savings are not limited to the packaging. The Lube Cube is delivered flatpack to FUCHS prior to the plastic inner bag being filled with oil, meaning that many more units can be delivered in one truck in comparison to empty plastic containers. For 5L Lube Cubes, for example, it takes two trucks to deliver 86,400 units, and eight trucks to do the same quantity of the traditional plastic container – a reduction of 75%.

Rosemary Mellor, UK Automotive Product Manager at FUCHS Lubricants, commented: “Fewer lorries on the roads means less CO2, less congestion and reduced operational costs. It’s good news for everyone.”

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NEWS EXTRA

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TESTING RESTARTS

H

GV testing restarted on 4th July.

Depending on the original date of the test, exemptions operators have until the end of November to ensure vehicle and trailers have their annual roadworthiness check.Vehicles which have already received an exemption will need a test in August. All other vehicles due for a test in August will receive a three-month exemption. The extensions will help DVSA manage the backlog of tests and allow operators to stay legal.

However, operator associations have expressed concerns on whether sufficient test slots will be available to present vehicles having to be parked up, as well as levelling criticism at the DVSA for its decision to suspend testing at the start of the pandemic when the industry has carried on working.

In July, the RHA has told a House of Commons Transport Committee inquiry about the impact of the coronavirus pandemic on the haulage industry, and that the DVSA’s decision to suspend testing of

CVW takes a look at the ins and outs of the restart of testing for heavy vehicles and what it means for you.

HGVs and trailers at the start of the lockdown has created a backlog of thousands of HGV tests and threatens to wreak havoc during the sector’s peak season. Meanwhile, the Authorised Test Facility Operators Association’s campaign to persuade the DVSA to delegate testing to registered technicians has received backing

from Lord Atlee during a House of Lords debate on the Business and Planning Bill designed to help companies recover the from pandemic. “The current situation is wrong,” said Lord Attlee. “If a private individual can be certified to pass an aircraft as fit to fly and a 1,000-tonne crane can be inspected by a private sector operator, then why is it not the same for lorries?”

ATFOA claims the current system restricts supply of testers, and impacts on successful ATF’s ability to provide a service that befits their customer base.

The table below confirms when vehicles with exemptions will be due for test:

Month MOT was originally due

Date your vehicle must pass its MOT by

Reason

March 2020 April 2020 May 2020 June 2020 July 2020 August 2020

30th September 2020 31st October 2020 31st August 2020 30th September 2020 31st October 2020 30th November 2020

Your vehicle has been given two 3-month exemptions Your vehicle has been given two 3-month exemptions Your vehicle has been given one 3-month exemption Your vehicle has been given one 3-month exemption Your vehicle has been given one 3-month exemption Your vehicle has been given one 3-month exemption

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TECH TIP

CLUTCH FITMENT – VOLKSWAGEN CADDY The technical team at Schaeffler Automotive Aftermarket takes CVW through a full clutch replacement on a VW Caddy 1.6 TDI.

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n this month’s article, we are replacing the clutch on a 2011 Volkswagen Caddy fitted with a 1.6 TDI common rail CAYD engine. The suggested problem was that the clutch slips under load and a short road test confirmed that to be the case and with a mileage of more than 92,000, clutch replacement was advised.

Volkswagen introduced the Caddy to Europe in 1982, with the current model being the third generation. It is available in two body sizes and with many variants.

This model Caddy is based on a Volkswagen Touran with Volkswagen Golf Mk 5 front suspension, and was named best small van of the year in 2007 and 2008. The Volkswagen Caddy shares the same platform as other VAG models with a transverse engine/gearbox arrangement, so there is a good chance this will look quite familiar when the bonnet is raised.

We used the following equipment for this repair: a scissor lift, transmission jack and an engine brace. If the vehicle is equipped with locking wheel bolts, locate the locking wheel bolt key before commencing the repair.

With the vehicle positioned on the ramp, open the bonnet and remove the engine cover, air intake duct and air filter assembly, disconnect the battery and remove the battery followed by the battery carrier. This now exposes the top of the gearbox, giving us good access for component removal (Fig 1).

Disconnect the gear change cables from the selector linkage, remove the three bolts from the gear cable support bracket and stow in the bulkhead area. Remove the plastic quadrant (Fig 2) from the selector mechanism by removing the retaining clip.

This will ensure the quadrant is not damaged during the gearbox removal and installation. Take off the centre nut from the selector mechanism and remove the gear change weight. Now remove the clutch slave cylinder assembly, inspect the slave cylinder

“The suggested problem was that the clutch slips under load and a short road test confirmed that to be the case and with a mileage of more than 92,000, clutch replacement was advised.” for any fluid leaks or wear to contact areas.

We found wear on the end of the slave cylinder push rod (Fig 3), so a clutch slave cylinder replacement was advised.

Disconnect the earth cable from the bell housing bolt, followed by the reverse light switch wiring multiplug and then the wiring from the starter motor. At this point the top starter motor bolt and top bell housing bolts can be removed.

Slacken both front wheel locking bolts with a bar and then raise the ramp to waist height, remove both front wheels and the N/S/F wheel arch liner, then raise the ramp to access the underside and remove the engine under tray. Remove the gearbox pendulum mounting (Fig 4), and take out the six driveshaft flange retaining bolts from both driveshafts, disconnect the ball joints from the bottom suspension arms and release. There will now be enough clearance to move and secure the driveshafts away from the gearbox to aid gearbox removal.

The O/S gearbox output flange can now be removed by taking out the centre bolt. Be careful when removing the flange as some gearbox oil can run out (Fig 5).

Now remove the bottom bell housing bolts, bottom starter motor bolt and the starter motor, lower the ramp and support the engine with an engine beam or support frame. Release the gearbox mounting and then lower the engine on a beam to a position where the gearbox can be removed.

Raise the vehicle and support the gearbox

SUMMER 2020 CVW 11

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TECH TIP

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with a transmission jack, so that the gearbox mounting bracket bolts can be accessed from the N/S/F wheel arch area. Remove the three bolts and the bracket (Fig 6), then take out the final bell housing bolts and remove the gearbox with the aid of the transmission jack.

With the gearbox out of the way, the clutch was removed and, as diagnosed, it had reached the end of its service life. The solid flywheel was inspected and confirmed to be okay and the ‘glaze’ was removed from the flywheel face using emery cloth. The flywheel and back plate area should be cleaned to remove the old clutch dust. Remove the clutch release arm, bearing and gearbox input shaft sleeve and clean the clutch dust out of the bell housing area. Lubricate the gearbox input shaft splines with high melting point grease and then slide the new clutch plate onto the input shaft to confirm the splines are correct and to dissipate the grease evenly, then wipe off any excess.

Now fit the new clutch assembly (Fig 7) using a clutch alignment tool. Always inspect the release arm and pivot points. On our Caddy, we noticed some wear to the pivot point, so this was replaced (Fig 8) along with the release arm that is provided in the clutch kit. Fit the new input shaft sleeve, clip the new release bearing into the

12 CVW SUMMER 2020

release arm, apply a small amount of high melting point grease to the pivot points and then fit the release arm and bearing, securing the pivot point with the retaining clip.

Ensure the gearbox alignment dowels are still installed correctly in the engine block and then refit the gearbox. Once secured in position, the free play on the release arm can be felt to ensure correct fitment before full installation is carried out in reverse order of removal. A new clutch slave cylinder was fitted at this point and the clutch hydraulic system was gravity bled, with torque bolts returned to the manufacturer’s specifications. Check and

top up the gearbox oil level as required.

Ensure all electrical items are reset after the battery has been connected, and finally, carry out a full road test to ensure clutch and gearbox operation are correct.

TO GET IN CONTACT WITH THE SCHAEFFLER TECHNICAL HOTLINE, CALL 0872 737 0037, OR TO FIND OUT MORE INFORMATION ON THE LUK PARTS MENTIONED IN THIS ARTICLE, VISIT: WWW.RDR.LINK/VR003

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TECH TIPS

SLIDE SEAL DELIVERED We take a look at how febi goes about manufacturing the commercial vehicle water pump and its most important component: the slide seal ring.

M

odern commercial vehicle engines must work efficiently.

More power and fewer emissions is the name of the game. In terms of design, however, the performance limits of the materials that are used are reached.

Pressures and temperatures in the engine can reach high values. As a result, modern engines must be cooled down more efficiently. This function is performed by the cooling system – especially the water pump.

Besides the bearing package, the most important and most sensitive component is also the smallest. We are talking about the slide seal ring, which cannot be seen from the outside, but whose filigree technology deserves closer examination. The slide seal ring is located on the water pump shaft and serves as a seal between the water pump bearing and the coolant.

Qualitative differences It consists of many parts; some of them rotating, some standing. Sealing is ensured by sliding the sealing surfaces of both rings (sliding ring and counter ring) against each other under the pressure of a spring. The seal ring pairs are made of high-quality and wear-resistant materials such as silicon, graphite, or ceramics. If savings are made in regards to the quality of materials, the life expectancy of the mechanical seal is considerably shorter. This is also one reason why water pumps can be similar in appearance, but very different in quality.

14 CVW SUMMER 2020

“Besides the bearing package, the most important and most sensitive component is also the smallest.”

In order to ensure that the mechanical seal functions continuously throughout its entire service life, constant lubrication and cooling between the two rings is necessary.

This is achieved by means of a lubricating film which forms between the two pairs of slide seals during rotation. This lubricating film of between one and two µm should always be there to reduce friction and dissipate heat.

Leaks can be normal It is normal for a certain amount of leakage to escape between the seal ring and the counter ring. However, this is very small and can still evaporate in the pump. Some coolant can also enter the free space behind the slide seal ring and exit at the drainage hole. This is normal in small quantities, especially after initial assembly, and does not constitute a reason for complaint.

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Some pumps are equipped with small evaporation containers where the coolant is collected and held in the pump until it has evaporated. A permanent coolant leakage at the leakage hole, on the other hand, is a sign of a defective slide seal ring and, thus, a leaking water pump.

How is the water pump made?

This most crucial of pieces in the cooling system is produced over 21,000 times a year by bilstein group Engineering, on-site at Ennepetal.

The raw material for the water pump housing is an aluminium, die-cast blank.

The blank is first processed in a modern, five-axis machining centre. The parts are automatically fed into the machine by a robot arm. In order to guarantee the highest product quality, the water pumps are then tested for 100% tightness.

After the machining, the assembly follows. First the cover, type plate, and electromagnet are mounted. Afterwards, the water pump shaft and the mechanical seal are pressed one after the other by the OE

manufacturer, KACO. A high-quality part is deliberately installed at this point, as the use of inferior mechanical seals often leads to premature failure. After the mechanical seal has been pressed in, the water pump is again tested for 100% tightness. In the last steps before packing, the impeller and drive flange are pressed on.

FOR MORE INFORMATION, WWW.RDR.LINK/VR004

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BUSINESS & TRAINING

FUTURE CALLS We can say with certainty that, in the future, haulage will be different than it is today. But are we able to predict what these changes may bring? Danny Broomfield, Sales Director of JOST UK, reflects on current trends and explains what we can expect over the next few years.

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f I look back to the early days of my career, trucks and trucking were very different. Some of the changes I have seen were slow and steady, others were practically overnight. Driver aids are an obvious example of technology that is commonplace today, but was a mere figment of the imagination just a few decades ago. We’re still seeing developments in this area to the degree that truly autonomous vehicles now seem like an inevitability for the near future.

Technological change is often driven by outside influence, most commonly new laws and standards being introduced. Other drivers for change include new technologies crossing over from other industries or increased focus on corporate social responsibility for both the environment and safety. Not to mention the most common driver of them all – the pursuit of a competitive advantage through improved operational efficiency. In fact, these market influences are all linked at several different levels so can affect one another.

Possibly the most important change to our industry has been the massive improvements in health and safety brought about by new legislation and the introduction of modern technologies. Hauling large, heavy loads

16 CVW SUMMER 2020

over long distances does carry an inherent risk for drivers, loading bay staff, and the general public. So, it’s right that efforts are always being made to improve. Such improvements take many forms – headline grabbing examples include cabs with improved visibility, introduction of disc brakes on trailers, and electronic sensors for fifth wheels and towing hitches.

Health and safety However, there are other developments occurring under the radar that will improve driver comfort and safety for other road users. For an example of a new trend driven by a growing concern for health and safety, look no further than the humble electrically operated landing leg.

JOST originally developed these as a solution to improve productivity in quarries, seaports, and distribution centres, where landing legs are raised and lowered many times a day. However, they are now catching the eye of a number of operators of road-going fleets who see them as a solution to preventing repetitive strain injury and back problems for drivers, as well as ensuring that they are properly deployed and stowed each time.

Of course, whilst safety is important, the purpose of all commercial enterprises is profit. So, it’s hardly a surprise that many of the developments we see are geared towards improving the profitability of vehicles. One way to quickly make such improvements is to reduce vehicle weight, thus increasing payload. With emissions regulations leading to heavier power trains, body builders are working closely with manufacturers to develop components that can keep curb weight down.

One of the heaviest on-board systems used on tipper trucks, ejection trailers, and refuse compactors is the hydraulics – or ‘wet kits’ – so these are now being targeted for weight reduction programmes. Of course, it is not simply a matter of making them lighter; their performance levels must be at least maintained or, preferably, improved.

Edbro’s latest lightweight tipping systems work much faster than their predecessors, so there is an appreciable productivity gain. They are also designed to work at lower pressure so that smaller, more economical pumps can be used. This also reduces wear and tear, which increases component life expectancy and reduces maintenance costs.

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Environment first JOST also supports another long-term trend in haulage: the move to cleaner, more environmentally friendly solutions. The latest development in this area being the introduction of a bio-grease for fifth wheel couplings. This is a high-performance lubricant that is completely biodegradable and suitable for highly demanding duties.

With about 600,000 articulated trucks in Europe alone, each requiring about 10kg of grease a year, the potential for this product to improve the industry’s eco-footprint is substantial. To further encourage its uptake, JOST is offering it at the same price as conventional hydrocarbon-based lubricant.

The bio-grease is compatible with LubetTronic, an electronically controlled dispenser which automatically optimises consumption against usage. This reduces the tendency to over-lubricate, so can lead to a reduction in consumption of 15%-20%.

JOST has an excellent research and development team that is always working on updates and advances that reflect the changing demands of the industry. Put

concisely, the focuses for the team are: reducing the weight of on-truck systems to increase load capacity and reduce fuel consumption; speeding up operations so that time is saved with every load; designing in safety and reducing risk; looking for ‘greener’ solutions; and adding intelligence through sensors, computers, and electronics.

Over the medium-term we can expect to see greater adoption of electronics and

computers, technologies to protect personnel and the environment, and solutions that improve operational efficiency. JOST is proud of its track record in research and development and expects to remain an innovator the industry can rely on.

FOR MORE INFORMATION ON JOST, WWW.RDR.LINK/VR005

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BUSINESS & TRAINING

AIR SUSPENSION SAFET Y CVW combs through the Health and Safety Executive (HSE) guidance on safely working with air suspension systems.

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The main hazards ■ Clearance can suddenly and unexpectedly change due to a drop in air pressure, automatic movements, or air bellows rupturing or deflating. This presents a crushing hazard to those working in a position where they may become trapped – for example, underneath the vehicle or between the wheel and chassis.

■ Work on pressurised systems can potentially result in violent ejection of parts under pressure and failure of components which may become projectiles.

Basic precautions Only carry out minimal repair work at the roadside or third-party premises. The best place to undertake such work is at an adequately equipped vehicle repair facility.

In general: ■ Confirm the configuration of the particular suspension system ■ Assess the risks associated with each task ■ Explain each task so it is fully understood by the technician ■ Provide the necessary equipment to undertake the job safely and developing safe systems of work. These should take into account the specific tasks and control measures required ■ Support your staff if they are being put under pressure by third parties to work in an unsafe manner.

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SE has investigated several serious incidents involving air suspension systems on vehicles, some resulting in fatalities and serious injury to the technicians working on the vehicle. It reports that the accidents typically occur after catastrophic failure of the air bag or unexpected suspension movement during work on the suspension control system or vehicle sensors. Consequently, in June, it updated its safety advice for working on air-suspended vehicles and trailers.

SAFE WORKING PRACTICES ■ Prevent movement of the air suspension. This can be done either by deflating the system or by using suitably rated props or stands to prevent the chassis lowering. Under no circumstances should air suspension be relied upon to maintain a vehicle’s ride height or position whilst people gain access to areas where they may become trapped.

■ If you are working near a lifting axle it should be isolated as it can move without notice.

■ Carry out a visual check of the configuration and condition of the air suspension system.

Roadside repairs HSE says much of the advice published in its guidance ‘Safe Recovery (and Repair) of Buses and Coach fitted with Air Suspension’ is applicable to HGV recovery as there are minimal material differences between systems: ■ Never crawl beneath a vehicle fitted with air suspension unless it is properly supported ■ Never tamper with the ride height for the purposes of recovery or repair ■ Plan the task and allow time to work safely. Recovery operatives should not be pressurised to take short cuts or feel that the police, other officials, or their employer are rushing them

■ Exhaust the air from the air suspension system before working on it.

■ Isolate the air suspension system by physical disconnection of the air supply before working on it. Do NOT use clamping of air suspension pipework as a means of temporary isolation – it is not a secure method. In addition, determine whether dissipation of stored air in the suspension system is required.

■ For leak testing, visually inspect the empty system, then inflate and raise to full travel, leave a short period of time before inspecting for leaks. Should damage be identified, exhaust the air from the system before carrying out ■ Plan and rehearse working procedures; check equipment is in a safe condition.

Assess risks, confirm all technicians have specific knowledge of the casualty vehicle, and carry the necessary equipment to undertake the job safely ■ Ensure technicians know which procedures to follow if their training and instructions do not cover the situation encountered ■ Provide documentation for safe implementation

TO SEE THE PDF OF THE HSE’S GUIDANCE, WWW.RDR.LINK/VR006

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SPECIAL REPORT

THE SEAL IS KEY Developing a high-quality engine air filter is not simply a question of choosing the right filter medium; the seal must also be effective.

Mann-Filter explains why the seal is key.

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“The seals on air filter elements must meet demanding requirements [...] they need to be extremely elastic, and also have a high heat resistance.”

20 CVW SUMMER 2020

he connection between the filter element and housing must be elastic, compressible, and heat- and tearresistant. The seals on air filter elements, which are generally made of polyurethane foam (PUR), must meet demanding requirements if they are to provide a tight seal between the filter element and air filter housing. They need to be extremely elastic, and also have a high heat resistance.

Choosing the correct seal outline is also a decisive factor in determining the quality of the seal between the filter element and the air filter housing. The outline of the seal on Mann-Filter products is, therefore, adapted to fit the individual housing. If the engine is likely to reach particularly high temperatures – for instance, in vehicles with low-pressure exhaust gas recirculation – Mann-Filter uses a silicon which is heatresistant to 150°C, in order to comply with vehicle manufacturer requirements.

If inferior products do not comply with the manufacturer’s requirements in terms of its material properties or shape, this can have serious, negative consequences. If the seal is too hard, the filter element is difficult to install and the housing may be distorted as a result of the increased forces exerted on it. This can quickly cause the air filter seal to loosen and allow small dirt particles to enter around the side of the filter element.

These dirt particles will eventually damage downstream components, such as air flow

meters, turbocharger compressor wheels, pistons, and cylinders.

The dirt particles act like a sand-blasting machine and can hugely distort the shape of components, such as turbocharger compressor wheels. Damage may also be caused to air flow meters. In this instance, the quantity of available air may be incorrectly measured. As a result, optimum combustion does not take place, thus reducing fuel economy. In the worst-case scenario, the engine control unit in modern vehicles will switch the engine to emergency mode (as required by European emission standards, Euro VI), if the engine is not combusting properly and, therefore, does not comply with the standards.

When changing air filter elements, Mann-Filter recommends always using products in OE quality to protect the vehicle against increased wear, prevent damage to the engine, and prevent any reduction in performance. It is also important to check the sales label in the Mann-Filter product catalogue prior to installation, to ensure that you have the right filter for the vehicle. This is in order to clear out the incoming air side of the housing using suction, and to make sure that the new filter element is correctly aligned.

The correct position is generally indicated by a mark on the filter element or the housing.

FOR MORE INFORMATION, WWW.RDR.LINK/VR007

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SPECIAL REPORTS

STICK TO THE BASICS Rotronics explains how to look after a commercial fleet during the COVID-19 crisis and any potential second wave downtime.

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hese are strange times. You could be dealing with the challenges of keeping your essential vehicles on the road (with no option to have roadside defects), you may be keeping critical emergency service vehicles in peak condition, and you may also be trying to keep a stationary fleet in optimal health. And, of course, there are many other options in between these scenarios.

The battery has been one of the most ignored areas of a vehicle – until now.

Battery management specialists and testing and charging manufacturers have been inundated with requests for advice about looking after fleet batteries during this COVID-19 crisis period.

CVW has teamed up with Rotronics, the UK’s leading battery management specialists and UK supplier of CTEK and Midtronics battery testing and charging technology, to provide you with key information which will keep your fleet in prime condition.

Maintenance programmes right now are about doing the essentials, so do what you have to do: ■ Proactively manage the batteries in your fleet to lessen breakdowns, reduce spend, improve fleet efficiency, and this could lengthen battery life by 100%

READER OFFER

■ Keep batteries in a good SOC (state of charge) and in balance ■ Each vehicle coming into your workshop should be tested and charged accordingly.

Don’t just test them and do nothing ■ Keep all battery parasitic drains to a minimum – that means things like lights, security devices and cameras, and any ticketing machines etc. This can all be checked automatically using Midtronics’ EXP1000 FHD ■ When cleaning, switch off all nonessential loads where possible and ensure lighting and master switches are turned off as soon as possible ■ If your vehicles are parked up, test and charge the batteries regularly. This means once a month – at the very least to keep them in good condition and ready for service if required.

For anyone who is interested, CVW can offer our readers preferential rates on Rotronics battery equipment. Get in touch with Rotronics and quote the reference ROTRONICSCVW1 to find out more.

Healthy SOC During this crisis, the number of batteries that require attention (using data from 2.4 million vehicles) has increased from 35% to 43% during lockdown. So, to ensure your keeping your vehicles’ batteries in a healthy SOC, you should: ■ Keep the battery voltage above 12.5V ■ Restore lost power, avoid overdischarging and increased sulphation ■ Don’t allow the depth of discharge ■ Don’t let the batteries go out of balance Furthermore, to keep your battery testing and charging equipment in good working condition, follow these steps: ■ Clear grease and grime from the terminals ■ Watch out for any wear and tear ■ Power packs should be on charge all the time.

If your testing and charging equipment is not in good working condition, this is the time for service and repair.

IF YOU NEED HELP WITH THE SERVICE AND REPAIR OF YOUR BATTERY TESTING AND CHARGING EQUIPMENT, WWW.RDR.LINK/VR008

SUMMER 2020 CVW 21

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SPECIAL REPORT

LET’S GET

DIGITAL Ayse Celebi, Product Marketing Specialist for Astrata, explores how digitalisation will shape the next generation telematics solutions, and how telematics solutions will fit the future needs of the supply chain.

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ata collection and data sharing are the basis of telematics and logistics software. But gathering and processing data can be a complicated process, particularly if the data needs to be extracted from third party data sources. Besides, any data that is being collated is only valuable if it can be presented in a meaningful way that enables companies to make better decisions and add value to their business.

Many transport and logistics companies are dealing with an abundance of unstructured data, struggling to extract useful information and make sense of it.

That’s because they often use a variety of systems, hardware, and sensors, and work with subcontractors who use different systems. This complexity limits their operational capabilities, resulting in lost time, low productivity, poor decision-making, inefficiencies, and lost revenues. It also means that fleet managers have no insight into the performance of their whole fleet.

Plus, monitoring different data sources through multiple interfaces is timeconsuming and results in reduced productivity due to mental and physical fatigue, leading to human errors. This could give rise to hazardous situations on the road, negatively affecting the conditions of the assets on the move, leading to miscommunication and violations. As a result, this could lead to increased operational costs.

These challenges are an open invitation to bring fragmented solutions into an integrated platform approach and they present an opportunity for companies to drive forward their digitisation agenda.

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Pervasive links are needed between these fragmented solutions, as well as a new business model to represent these solutions in a unifying and converging approach. This is where open telematics comes to the fore – a platform that integrates different data sources in a single platform and offers various services to the customer.

Open telematics adds value to customers’ core business by integrating different data sources in a single platform and offering various services for the customer. It utilises data generated by various third party devices and sensors in and around the vehicle to provide information to fleet managers regarding vehicle, trailer, and driver in a single platform.

What are the benefits?

The benefits are numerous. Seamlessly integrating all systems into one platform enables fleet managers to see all their fleetwide information and insight to their business in one place. Having complete visibility of all movements reduces fleet managers’ workload, improves productivity, decreases the chances of human error, increases profitability, and improves business results through greater reliability and customer satisfaction. Value is added to companies’ core business by making vehicles a part of the Internet of Things (IoT), including the cloud, infrastructure, and smart phones.

Transport companies use telematics to get information from and about their vehicles and drivers, enabling them to reduce costs and utilise their fleets at full capacity. Their challenge is to manage every

action and event on a different interface while dealing with a heavy workload. Open telematics can offer them an environment where they can see everything in one place no matter which system(s) or existing solutions they have been using. The right software will integrate with any system without downtime for the fleet or existing back-office solutions, so vehicles and operations can keep on running.

Open telematics helps to achieve comprehensive visibility by implementing effective collaboration as a driver for competitiveness, on-time performance, and profitability. With its standardised data, open telematics creates a social value, which is one of its most powerful qualities, by increasing the connectivity between third party providers, drivers, and back offices, and bringing transport, logistics, and shippers together.

It also has an environmental and social impact at a global level: by using available data from any device, companies reduce their ecological footprint. This helps to use the existing digitised data and design a smart and greener business for the entire supply chain. Perhaps the future is not only digitised, but also greener.

FOR MORE INFORMATION ON ASTRATA, WWW.RDR.LINK/VR009

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DIAGNOSTICS

UNDER PRESSURE Lee Sharp of Pico Diagnostics explains how the PicoScope can be used on trucks to improve the accuracy and speed of a fuel pressure fault diagnosis.

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he truck in question is a 2016 Volvo FMX Tipper with the D11k engine.

The vehicle continually entered limp mode and displayed an engine system failure warning on the dash. It came to me after the owner had spent thousands of pounds over the last two months with another workshop. They had been changing different parts to try to get to the bottom of the fault. The truck’s owner was a new customer for me and he contacted me based on a recommendation by one of my current customers, so the pressure was on to get it right the first time.

í˘ą When the truck arrived, I did a quick check and the engine fault message was on.

A scan of the engine revealed two codes, both current, which were P228F00 and P009400, both of which relate to fuel pressure. The first one means the fuel pressure regulator has reached its limit in trying to control rail pressure, and the second is saying there is a fuel leak. The ECU determines a leak by monitoring the rail pressure at engine shut down and, although I have yet to see it written down, I believe 40 seconds or more is regarded as acceptable for fuel pressure decay on shutdown.

Due to the ECM not giving a data PID for rail pressure – even in the dealer tool – the only realistic way to monitor the pressure is with a scope. As the rail is mounted under the cam cover with the injectors, I back probe the harness where it enters the cylinder head (circled in Fig. 3).

I take a base reading with a start, idle, and then shut-down to confirm that the decay time is excessive. Then, I set about removing the airbox with its frame and the cam cover to get access. In this case, the decay time was less than four seconds, which is by far the worst I have ever seen.

To make sure the sensor could still read, I had to switch the ignition off and wait for the engine to fully stop before switching the ignition back on again.

í˘˛ 24 CVW SUMMER 2020

í˘ł Once I had access, I could get a sense of the fuel system fitted. On the rail, we had the pressure sensor at the rear and the ECUcontrolled pressure regulator (ePRV) at the front. The six injectors are made up of two different types of cylinders. 1, 3 and 5 have standard solenoid injectors, and 2, 4 and 6 are pump unit injectors that supply the rail.

The return is via a common galley that runs through the head.

My next step was to disconnect the injectors one at a time, cap the rail, and redo the decay test each time. Once a bad injector is disconnected from the rail, the decay time should improve. After checking them all, you can establish which ones are leaking back the

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í˘´

most. Aside from the cap on the rail, a pipe is connected to the injector. This is to pump the fuel into a container to stop the sump being filled with fuel. It’s helpful to compare the flow rate from each pump unit.

After checking all six units, it would normally be obvious from the results which injectors are responsible for the fast decay time. However, in this case, the decay remained the same regardless of which injectors were disconnected. Fig. 5 only shows the result with injector number 1 disconnected, as all the captures were pretty much identical.

Next, it was time to establish what else could be leaking high-pressure fuel from the rail. Apart from a physical leak from the rail or pipework, which were all okay, the only other culprit could be the ePRV. This would normally have been checked before the injectors, but since this was one of the parts that had already been replaced, I decided to leave it until last. I checked it by capping the cylinder head where the pipe from the ePRV enters the return passage and fitting a larger bore-reinforced long hose to the pipe and routing it to a container. I did this to reduce the pressure in case anything did escape from the ePRV. It didn’t shed a drop – even at ignition off – yet the decay time was still around four seconds (as shown in Fig. 6).

Even though I have done this kind of job quite a few times now, this is the first time I

have been unable to improve the decay time during the tests. This did confuse me a little at first, as I was thinking that, even if all six injectors were indeed the cause, then surely disconnecting any one of them would have a positive effect on my test. At this point, I decided to step away and get on with some other jobs that were waiting whilst thinking about what could be causing this issue.

With all the results saved, I could always go back and review it later.

As it turned out, one of the other jobs was a similar truck that turned out to have a broken CAN wire. I used the PicoScope to track it down, but it meant I didn’t get back to the fuel issue that day. It wasn’t until I got home that I realized I had the answer in front of me. It could only be all six injectors because there was no other way for the pressure to escape the rail, and the consistency of the waveform confirmed the rail pressure sensor was good.

The only reason I could think of to explain why isolating the injectors didn’t improve things was that the galley in the cylinder head was backing up with all the fuel leaking off. Disconnecting only one injector at a time wasn’t enough. As soon as I got in to work, I ordered all six injectors at a cost of over £2,000 and set about removing the old ones.

Once everything was back together, and the trim codes and adaptions had been

í˘ľ

reset, a quick check showed that the fuel pressure was still holding after 40 seconds and, in other captures, over three minutes!

í˘ˇ Fig. 8 shows a sharp decrease in pressure after three seconds. I mentioned previously that to keep the 5V signal to the rail pressure sensor whilst capturing fuel decay, it meant switching the ignition off and allowing the engine to stop fully before switching the ignition back on again. When the ignition is switched back on, it is clear that the discharge valve relieves the rail pressure. What it fails to do is let all the pressure drop, which is how I know it is fixed. The voltage, as you can see in Fig. 8, doesn’t drop to the 0.5V threshold for the sensor, indicating that there is still some fuel pressure inside the rail.

FOR MORE INFORMATION, WWW.RDR.LINK/VR010

í˘ś

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DIAGNOSTICS

CORRECTING AN

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

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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 increasing technology imbedded in vehicles means that users have 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 this immobiliser fault on a DAF CF MX11 Euro VI model shows how the Eclipse Jaltest package is becoming the go-to diagnostic solution for the commercial vehicle industry.

The problem A DAF CF MX11 has an immobiliser warning on the instrument panel and has failed to start. It has been recovered to the workshop so that the engineers can use the diagnostic equipment to investigate and rectify the problem.

Initial assessment The engineer makes an initial diagnosis of the immobiliser control system to check whether there are any logged faults – present or historic – in the diagnosis memory, which will assist in the possible cause of the immobiliser problem.

One active code is listed showing the ECU has detected a transponder time-out error which indicates that there is either a fault with the vehicle immobiliser or the vehicle key.

Jaltest analysis The Jaltest software can take the vehicle analysis down to component level as well as being able to show the associated wiring diagrams. So, in this case, the engineer can easily access the relevant wiring diagram for the immobiliser and they are able to check that the ECU is getting the correct power and the earths that are required for effective operation. Additionally, the engineer can also use the live measurements within the software to ensure these are all within the set parameters.

Correcting the fault Having established that the key itself is the source of the problem, a new set of keys

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Vehicle Technical Support Team, the fault has been cleared. With the newly recoded keys, the vehicle started successfully.

Customer first

were ordered for the vehicle. However, when these arrive, they will need to be reprogrammed to make them specific for the vehicle and this can be easily carried out using the Eclipse Jaltest package.

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

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

Having followed the diagnostic process, with or without the help of the Eclipse

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 with 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.

FOR MORE INFORMATION ON THE VEHICLE DIAGNOSTIC TRAINING OFFERED FROM ECLIPSE DIAGNOSTICS, WWW.RDR.LINK/VR011

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DIAGNOSTICS

GIVE UP THE

W

hat exactly is a ghost fault? A ghost fault or ghost code is, in short, a fault that your diagnostic tool detects for one component, that has actually arisen from another – clear as mud, right? Here’s an example: When a vehicle arrives for a service or to investigate a potential fault, the technician immediately connects a diagnostic tool to identify potential fault or error codes. When a vehicle arrives for a service or to investigate a potential fault, the technician immediately connects a diagnostic tool to identify potential fault or error codes. As part of this procedure, the memory on the vehicle Electronic Control Units (ECUs) is scanned to see if there are any issues to address. Or, in the case of a vehicle service, the technician needs to reset the service indicator to tell the vehicle that is has been in for a service.

Whilst this procedure is being undertaken, it is vital that the voltage across the vehicle system is correct. Crucially, it’s not a one size fits all approach either – requirements vary from manufacturer to

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GHOST By making sure that a vehicle battery is tested when it first enters the workshop, and then is supported during any diagnostic procedures, technicians can avoid frustrating and misleading ‘ghost faults’ and reduce vehicle service and repair times. Tony Zeal from CTEK explains. manufacturer and, indeed, from model to model – it’s good practice to always check manufacturer recommendations so you don’t run into problems further down the line.

If this diagnostic procedure is undertaken when the battery has low voltage, and it isn’t supported, an error code or fault will be reported by the diagnostic tool. This is because, in the quest to protect against the battery failing, the vehicle Canbus system (the main communication channel between all vehicle control modules) will start to shut down all the systems it doesn´t need, such as the sound system, navigation, air conditioning, heaters etc.

Error codes may be reported for nonfunctioning systems and, if the technician doesn´t know that low battery voltage is the cause of the fault, they will start looking for, and trying to repair, a fault that is not really there – hence the expression ‘ghost fault’.

This will remain a fault until the technician has taken care of the low voltage issue.

To protect against this, I would recommend two important steps as soon as the vehicle enters the workshop:

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■ Battery test – use something like the PRO Battery Tester from CTEK to help identify if the battery voltage is low. This is a 12V tester so, when working with a 24V system, make sure that each battery is tested separately.

■ Battery support unit – hook the vehicle up to a battery support unit in supply mode before undertaking any diagnostic work. Many battery support units, such as the CTEK MXTS 70/50, enable the technician to specify the required voltage so that potentially time consuming ‘ghost faults’ are not reported.

CTEK knows that as many as one in three commercial vehicles entering a workshop have a battery in need of attention. By that, it means the battery is either undercharged or needs replacing – so it’s quite likely the battery will need support. Using a smart battery charger and support unit, like the CTEK MXTS 40 or MXTS 70/50, means that, as well as supporting the battery, it will charge it too – protecting against battery voltage dropping even lower than it was when it arrived in the workshop.

The MXTS 40 from CTEK is a battery charger and battery support unit that provides a stable voltage and up to 40A (12V mode) and 20A (24V mode) of fully regulated power to prevent loss of charge and damage to the battery, so it’s ideal for a wide range of commercial vehicles with average power consumption.

If even more power is required, the MXTS 70 provides up to a 70A of battery support (35A) in 24V. This unit gives the ability to cover all vehicles, including high specification vehicles with large flash programming demands. So, testing and supporting the battery during vehicle diagnostic and service work will give you the confidence that you won’t get ‘ghost fault’ reports that can unnecessarily waste time and resources.

Did you know?

Did you know that low battery voltage can cause ghost failures too? The vehicles Canbus system (the main communication channel between all the control modules) will start to shut down all the systems it doesn´t need if battery voltage is low. That’s because the Canbus system’s main priority is to ensure the engine keeps running at all costs. So, just like it does when a diagnostic procedure is undertaken, it will start to shut down those comfort modules like the radio, heaters, electric windows, air conditioning etc. So, if a driver is reporting that the air conditioning has stopped working, test the battery first – it could save you hours of unnecessary diagnostic and investigative work.

FOR MORE INFORMATION ON CTEK’S BATTERY DIAGNOSTIC SOLUTIONS, WWW.RDR.LINK/VR012

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DIAGNOSTICS

DIAGNOSING WATER INGRESS IN AIR BRAKES Water ingress is the enemy of any braking system, but often goes undiagnosed. MEI Brakes has some tips on spotting signs of potential trouble.

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he brake caliper and air chamber are a system: a caliper is only as good as the air chamber. Air chamber life is often less than the caliper and it needs to be replaced regularly – typically every three years, or according to manufacturer recommendations. MEI analysis of warranty claims in Europe reveals that the highest cause of brake failure is water ingress in the air chamber. So, when brake problems are reported, it pays to check that the fault has not occurred because of air chamber damage.

an air chamber is open to atmosphere and internal parts can corrode. The internal push rod seal is very important for keeping water out, but can be difficult to check if it is okay or not – a good torch helps!

Electronic diagnostics

Diagnosing air chamber damage It takes just 1mm or 2mm of water to cause corrosion damage to a brake caliper and, in many cases, water gets into the brake via the air chamber. How? Air chambers have a pressure side and non-pressure side, and the non-pressure side (closest to the caliper) must be vented to atmosphere.

On a drum brake, the pushrod is detached from the internals of the brake, so water ingress is not an issue, but on an air disc brake, the pushrod must be fully sealed against the non-pressure side of the air chamber to keep water out of the brake.

If this seal is damaged or ineffective, corrosion will permanently damage the brake either very quickly or over time.

Pushrod and inner boot should always be completely clean and dry – if not, the chamber must be replaced

Dust and debris can indicate an air chamber sealing problem

30 CVW SUMMER 2020

When you take off the air chamber, a telltale sign that the push rod seal/boot has split, or is not sealing correctly, is when water and rust staining is present on the pushrod. Alternatively, water tracks on the pushrod are a sign that the air chamber must be replaced, otherwise the caliper will fail. A split purshrod will result in corroded caliper internals.

Air chamber face seal

Water ingress and moisture can cause an electrical fault with the wear sensor. This triggers an error message within the EBS modulator and the warning light comes on in the cab. If the driver reports the brake warning light coming on intermittently, this could also be due to water in the electric sensor.

Brake drag

The air chamber face seal is important, and it’s relatively easy to check if it is okay or not. The seal height should be at least 3mm.

Also, remember that the front chamber of

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A report of brakes on/drag can be down to corrosion on the lever or lever bearings.

This results in the lever not returning to the home position.

How the damage is done

On the release of the brake, the air/water/road dirt is being sucked into the air chamber through the vent holes.

Over a period of time, the road dirt closes the hole in the bottom of the shell. The air chamber is still breathing and sucking in the environment/water on the brake off stroke and then sits at the bottom of the chamber.

The spring sits in water, so the spring starts to rust. When the spring is heavily rusted/corroded, it will break and the spring punctures the rubber boot. On the

“MEI analysis of warranty claims in Europe reveals that the highest cause of brake failure is water ingress in the air chamber.� very next brake application after the spring has broken, all the water inside the chamber gets pushed into the caliper. This causes the caliper to fail.

Water present

Failure to keep those holes clear can result in the sort of damage seen here. This is a three-year old air chamber, where the bottom hole is completely blocked resulting in the return spring cording and breaking.

Check vent holes aren't blocked

The important preventative thing to do is to keep the holes clear. Use a 6mm drill bit on blocked holes.

FOR MORE INFORMATION ON MEI BRAKES AND TO SEE SERVICE VIDEOS, WWW.RDR.LINK/VR013

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FUELS, LUBRICANTS & ADDITIVES

STAYING ALERT CVW spoke to Andrew Goddard, Chairman of independent industry trade body the Verification of Lubrication Specifications (VLS), as 5w30 engine oils continue to cause issues in the marketplace.

U

sed in LCVs, 5w30 engine oils represent a huge part of the lubricants market. In this highly competitive sector, it is perhaps no surprise that manufacturers strive to create products that can meet as many specifications as possible in order to minimise stock holding for workshops.

But it’s vital that engine oils can deliver what they claim and that mechanics can have confidence in selecting the right products for the vehicles they are servicing. That is why the Verification of Lubricant Specifications (VLS) was set up in 2013 to help maintain standards in the lubricants industry. At the time, there were concerns about some products being sold on the market making claims that sounded too good to be true.

Although the vast majority of lubricants were compliant in making valid claims based on their technical specification, the industry nevertheless came together to form VLS which acts as an independent trade body to investigate lubricant specifications and uphold industry standards.

Since then, VLS has investigated 65 cases of complaints regarding lubricants, working with manufacturers and distributors to ensure products are accurately described and their performance claims match their own technical specification. The programme has

32 CVW SUMMER 2020

made significant strides to remove poor quality or inaccurately labelled products from sale and improve standards.

Lubricants producers now know that products can and will be investigated, including escalation to Trading Standards if required. Recently, VLS has had to take that exact step and escalate case 154 – a case relating to a fully synthetic 5w30 engine oil – to Trading Standards, following months of investigation.

Revise and review VLS received a complaint regarding Kerax Hyperdrive (now Hyperdrive Lubricants) Fully Synthetic 5w30 C3 motor oil in 2019.

The complaint alleged that the product failed its own technical specification for High Temp/High Shear (HTHS) and NOACK evaporation properties for a product of this type.

HTHS relates to the ability of an engine oil to resist shearing (or breaking down) at high temperatures, which is necessary for today’s high temperature modern engines.

NOACK relates to an engine oil’s ability to resist evaporation under the same conditions. The standards are laid down by ACEA, the European association of major motor manufacturers, in its engine oil sequences which state the technical parameters for products claiming to be

suitable for modern motor vehicle engines.

VLS procured and tested a sample of the product and, through independent testing, found that the product failed to meet both the HTHS and NOACK test limits with respect to the claim against the manufacturer’s specification for Mercedes-Benz (MB) 229.51, claimed on the product’s description.

Although, it did meet the claim against ACEA’s engine oil sequences against the specification ‘C3’, which is suitable for gasoline and diesel passenger car vehicles with exhaust after treatment devices such as a catalytic converter or diesel particulate filter.

VLS entered into discussions with the Named Party to address the issues raised.

The Named Party reformulated the product which was then tested by an independent testing house. The results confirmed that the reformulated product was compliant regarding HTHS and NOACK properties against the stated performance claims.

After further assurance from the Named Party's technology provider, VLS was satisfied that the product had been brought back into compliance and the investigation was concluded.

In April 2020, in line with its stated purpose, VLS conducted a six-month case review to ensure continued compliance. A sample of the reformulated product was procured and tested by an independent

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testing house. The results showed that the product met the minimum standards for NOACK, but failed to meet the minimum specification for HTHS laid down by ACEA. The Named Party has been unable to identify the cause of the issue and so the issue has been escalated to Trading Standards.

Andrew Goddard, Chairman of VLS, explains: “Due to the continued noncompliance of the product, the VLS Board has decided to raise this issue with Trading Standards for enforcement. The product is not as described and fails to meet the stated technical specification regarding its HTHS value. As a result, the product does not exhibit the correct resistance to shearing customers should expect, which could lead to issues of fuel economy and engine durability, which would impact upon the vehicle’s operation.”

The fair and anonymous nature of the VLS investigation process is vital to ensure that it remains independent and credible within the industry. Two recent cases have demonstrated the rigorous nature of that technical review process, with VLS recently closing investigations into two different 5w30 engine oils after finding no case to answer.

Case-by-case basis In November 2019, VLS received a complaint regarding a 5w30 engine oil. The complainant claimed that the CCS failed the SAE J300 limit and that a non-proven formulation was used in relation to the VW 504 00 / 507 00 claim. The CCS was independently tested and the result was within the specification limit for this grade.

The product was further analysed and, on this occasion, no significant evidence could be found to substantiate the claim relating to it being a “non-proven formulation”.

Based on these test results, VLS found that that there was no case to answer and case 165 was closed with no action required.

Also in 2019, VLS received a complaint regarding another 5w30 engine oil. VLS investigated the product and found that it was not available on open sale in the United Kingdom and instead was being made to order by the Named Party. Consequently, the product did not meet the VLS criteria for investigation as it was not currently available on open sale in the UK and case 162 was closed.

Andrew Goddard continues: “VLS‘s role is to maintain an open and transparent playing field for all lubricants marketers and distributors, not just our members. VLS has a stringent investigation process to ensure that every case is correctly investigated and, if there is no case to answer, then the case will be closed with no further action.”

In a new step to uphold standards in the lubricants industry, particularly in 5w30 engine oils, VLS approached the Institute of Materials (IOM) to procure samples of UK 5w30 automotive engine oils for proactive testing. Each year, the IOM undertakes a comprehensive procurement and oil sample testing programme which is used as part of the European technical association ATIEL’s global lubricants compliance programme. The samples, including independent manufacturers as well as the major ones, had all been tested against common industry standards to ensure they were compliant with their own stated technical specifications.

Andrew Goddard concludes: “Whilst VLS has done a great job of reacting to cases that have been reported, the Board were keen to take the next step in proactively testing market samples. Overall, the products tested were broadly in compliance and, therefore, no further action is required at this time, which is positive news for the industry.

“We will continue to monitor samples in this way in the future and work with ATIEL on any issues relating to UK lubricants. Workshops face a difficult challenge to select the correct lubricants for their vehicles in an increasingly complex and competitive market. Our advice is to always check the vehicle handbook and consult the OEM or use online databases if clarification is required.”

FOR MORE DETAILS ON ANY OF THESE CASES AND TO FIND OUT MORE ABOUT VLS, WWW.RDR.LINK/VR014

SUMMER 2020 CVW 33

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FUELS, LUBRICANTS & ADDITIVES

THE IMPORTANCE OF

LUBRIC ANT ANALYSIS Bob Wood, a technical engineer at Total Lubricants with some 45 years’ experience, explores lubricant analysis and how it can benefit commercial vehicles.

L

ubricants are often thought of as the lifeblood of an engine. Effective lubrication can maximise service life, improve engine cleanliness and wear protection, and reduce unplanned and unnecessary maintenance costs and unscheduled downtime.

It is vital that oils and coolants are performing effectively and doing their job to keep hard working vehicles running smoothly. Incorporating regular lubricant analysis into a programme of proactive vehicle maintenance will ensure lubricants are in good condition and can reveal useful diagnostic information that can be acted on before major problems arise.

Like a blood test, lubricant analysis can help identifgy potential ‘health issues’ within a vehicle’s components. A small representative sample of in-use oil is taken which is analysed in a laboratory to assess the condition of a truck’s engine and to check features such as the lubricant’s viscosity and whether it contains any contaminants that could reduce the effectiveness of the oil and cause increased wear on vehicle components.

Lubricant analysis can find out the following: ■ How worn the engine’s components are ■ Whether the lubricant is contaminated ■ Characteristics of the lubricant, such as its viscosity ■ Additives and elements present in the oil ■ The engine’s wear compared to other identical engines The results of lubricant analysis enable the workshop or fleet manager to take any appropriate action needed.

Oil contaminants Engine oil may become contaminated with water, fuel, dust, soot, and coolant. All of these contaminants can lead to degradation of the lubricant, which reduces its effectiveness. When water gets into the oil, it can cause sludging of the oil ways which can prevent the oil circulating around the engine. It can also cause corrosion.

Fuel dilution, which can happen when the fuel injectors leak, or when the fuel is not

fully burned off in the combustion process, can lead to the viscosity of the oil being too thin to withstand heavy loads and speeds, resulting in greater friction between metal surfaces and wear on the components.

Dust, or fine silica particles, can also infiltrate into the oil through the air filter.

When dusty air is sucked into the engine for combustion, it can affect the engine. It is like diamonds scratching glass – the silica scratches the metals which produces abrasive wear particles that can damage the engine components. This could indicate that it is time to change the air filter and the oil.

In diesel engines, the soot can be generated through incomplete combustion that can escape into the oil and thicken it.

Too much soot in the oil will block the oil wells and can cause engine seizure.

Another oil contaminant to monitor for is the anti-freeze (or coolant) from the cooling system. This can leak into the oil, which can be caused through negligence, because there is a leak in the head gasket, or because the cylinder liner has become porous. The coolant can chemically react with the engine oil and form a sludge, preventing the oil getting to the oil wells.

Coolants

It is vital for commercial fleets that oils and coolants perform as intended

34 CVW SUMMER 2020

Coolants are usually checked less frequently than oil but often remain in an engine much longer. However, as well as oils, coolants are essential to engine operation and ensuring coolants are in good condition helps promote engine health.

It should not be overlooked because failure of the coolant system can cause engines to overheat, which reduces the lubricity of the oil

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and leads to deterioration, which is one of the most common causes of engine failure.

Simply observing the colour and appearance of the coolant can also indicate whether it is time for it to be replaced or if further investigation may be needed; for example, if the colour has changed significantly, or the presence of wear metals are visible. Coolant effectiveness does of course deteriorate over time, so it is wise to periodically check the concentration of the coolant. If it is too low, corrosion will occur, and if it is too high, the cooling effectiveness can be reduced.

The pH should also be checked to determine the coolant’s acidity or alkalinity. If there is too much acid, it will be corrosive, so the reserve alkalinity should be measured, which will show the amount of additive remaining and, therefore, its ability to neutralise acids and prevent corrosive damage.

Just as wear metals can infiltrate the oil, so too they can get into the coolant.

Analysis can identify what wear metals are

present in the coolant and indicate the likely cause of the problem.

Total ANAC Total ANAC is Total’s engine oil analysis service. ANAC specialists have performed lubricant diagnoses on millions of samples sent in by HGV fleets across the world, creating and expanding a database of engine problems based on the composition of the oil samples. By comparing the wear metals of the engine to the expected wear of the engine at a certain number of kilometres

driven, Total ANAC can calculate the wear coefficient for the engine at the time the oil sample was taken. So, assuming the engine is following the expected wear patterns, the wear coefficient is one. Anything above one can be a problem.

By comparing samples against its comprehensive database, Total ANAC finds exact matches to diagnose potential troubles within the engine. Other tests can be used to look at the condition of transmissions, hydraulics, and coolants.

As well as pre-warning of mechanical issues, understanding engine health by using lubricant analysis enables the accurate planning of maintenance schedules, optimised oil change times, and improves the reliability and performance of vehicles, in turn increasing their lifespan and reducing the total cost of ownership (TCO).

TO WATCH A VIDEO EXPLAINING THE CAPABILITIES OF TOTAL ANAC, WWW.RDR.LINK/VR015

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FUELS, LUBRICANTS & ADDITIVES ©Graham Holborn

WHATEVER IT TAKES

I

t was during a quiet moment in the early days of lockdown that worry caught up with championship winning truck racer Dave Jenkins, a family man and key worker. “I experienced my lowest point at the beginning, I didn’t know how we were going to cope,” says Dave, who owns two vehicle repair garages that service domestic and commercial transport – including fleets responsible for delivering food across the country during the pandemic.

He continues: “I’m quite a practical, pragmatic, and organised person, but this was completely out of my control. That day I didn’t finish work until very late, and when I got home I watched the news and got so panicked and wound up that I didn’t sleep a wink.”

With the pressure on to keep his business operational, the Morris Lubricants racing ambassador prioritised reassuring his team.

He explains: “I thought ‘you can’t let that happen to yourself again’. I didn’t want this feeling to filter through to my staff, so I got them in and said ‘no matter what happens, ©Graham Holborn

36 CVW SUMMER 2020

Dave Jenkins, Morris Lubricants’ racing ambassador, talks about what it took to overcome the unprecedented challenges during lockdown and reveals why he can’t wait to get back to Donington.

I’ve got this covered’. I didn’t quite know how I was going to do it, but I didn’t want them to feel like I’d felt.”

With renewed focus, Dave dealt with the challenges that each day brought. At home, this meant alleviating the anxiety that his family were experiencing and doing what he could to keep them safe. At work, it was adapting shift patterns and implementing COVID-19 secure practices. His diligence paid off, with only 20% of his staff needing to go on furlough and the business able to function at a sustainable level throughout lockdown.

“I had a huge level of assurance from Morris Lubricants that they were going to stand by me, that we would pull through this and get out the other side together,” says Dave, who admits that racing his jetblack MAN TGX 12000cc truck was never far from his mind – despite the season being indefinitely postponed, and potentially cancelled altogether, back in March.

Under normal circumstances, the buildup to racing season is frantic, with lots of late nights and rushing around, something which

©Graham Holborn

Dave says he couldn’t do without the support of his family: “This is my passion and hobby, but I can’t go racing on my own. I have to have the complete support of my family, they have to be behind me. If they weren’t, there’s no way I could free up the time, or have the motivation to go and do it.”

This year, Dave has enjoyed working on his truck at home under more relaxed circumstances, and finally, the time is coming to put the changes he has made to the suspension and wheel alignment to the test.

Reduced from the usual nine rounds of racing to four, the streamlined 2020 British Truck Racing Association (BTRA) season will start at the end of August. The first race takes place at Donington, followed by Snetterton in September, Pembrey in October, and Brands Hatch in November.

Dave concludes: “I get a huge sense of pride and emotion about racing because of the effort you have to put into it, and the people that come to support you. This year, whether it becomes a four-race championship, or whether it’s four standalone races, we are going to try and win every one of those races. Last season, we finished second in the championship, and we were still winning races at the end of the year. That’s exactly what we’re going to do again. We go racing to win, so that’s what we need to do.”

FOR MORE INFORMATION ON MORRIS LUBRICANTS, WWW.RDR.LINK/VR016

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TOOLS & EQUIPMENT

REACH FOR THE SKY Ensuring that your commercial fleet is operating at maximum efficiency is crucial. So, Stertil Koni’s lifting solutions provide a safe and reliable solution to a company’s servicing needs.

Three businesses – Go-Ahead Ireland, Courtney Coaches, and O’Connor Utilities – explain how Stertil Koni has helped them.

GO-AHEAD IRELAND Established in September 2018, Go-Ahead Ireland is the Dublin’s newest bus company, trading as a subsidiary of the Go-Ahead Group. The company’s Ballymount depot in Dublin opened in July 2018 and operates 24 routes in the Outer Dublin Metropolitan Area (ODMA). The business has a team of over 450 colleagues – based at Go-Ahead Ireland’s second depot in Naas, Co. Kildare – who ensure the smooth travel of over five million passengers annually.

Following the successful use of 12 sets of Stertil Koni 7.5 tonne wireless mobile column lifts at the Dublin and Naas depots since 2018, Go-Ahead Ireland realised that the introduction of a drive-on lift would ensure greater flexibility within the Dublin workshop. Accordingly, the company specified a 25 tonne capacity heavy duty Skylift – model SKY250-10 – which, due to its compact design, occupies minimal floor area, thereby ensuring maximum use of valuable workshop space.

The surface-mounted Skylift simplifies a wide range of duties including servicing, maintenance, repairs, and the checking of wheel alignments on the Go-Ahead Ireland’s fleet of 140 single- and double-decker buses.

Versatility is assured by the lift’s ten-metre long platforms which offer an extremely low drive-on height of just 350mm and a generous lifting space of 1.75 metres. Also, with no base frame, no cross beams and only a lifting leg at each end of the platform, the Skylift provides engineers with unobstructed access to raised vehicles from all sides.

In common with all Stertil Koni products, safety is paramount and the SKY250-10 incorporates an independent mechanical locking system which is always

38 CVW SUMMER 2020

active. Each leg also has an individual measuring device, ensuring smooth and level synchronisation to within 15mm.

Furthermore, to safely accommodate lowfloor buses, the Skylift was specified complete with three-and-a-half-metre long approach ramps. These safety features are welcomed by Go-Ahead Ireland which is always keen to conform to a Group policy that promotes the use of lifts rather than inspection pits for health and safety reasons.

Andy Cross, Engineering Manager at Go-Ahead Ireland, comments: “We rely on the Skylift to help our engineers meet a demanding work schedule. In a typical day, the lift is in use for up to 12 hours to simplify seven daily inspections, three full services, and as many as 20 unplanned tasks. Based on the performance and reliability of our existing mobile column lifts, we had no hesitation in adding the Skylift to our list of Stertil Koni equipment.”

COURTNEY COACHES Established in 1973 as a taxi hire business in Bracknell, the company moved into coach hire during the 1980s. Steady investment and expansion followed and, as a subsidiary company of Reading Buses, Courtney Coaches now operates a network of commercial and contracted local bus services and school buses in Berkshire, Hampshire, and Oxfordshire.

To cope with an increasing workload, and as part of a major upgrade to its workshop facilities, Courtney Coaches decided to replace existing vehicle lifting equipment with three sets of Stertil Koni wireless mobile column lifts – type ST1075FWA. Each heavy-duty lift provides a lifting capacity of 7.5 tonnes so, when used as a set of four, the combined capacity is 30 tonnes to ensure safe, smooth, and controlled lifting.

A varied fleet of over 60 buses and coaches comprising Volvo, Scania, Mercedes, Optare, and ADL vehicles, both single- and double-deckers, operates out of the Bracknell site where the Stertil Koni lifts simplify a wide range of servicing, repair and maintenance work. The ST1075FWA provides an impressive maximum lifting height of 1.85 metres which is reached in just 75 seconds, making it one of the fastest commercial vehicle lifts available. Also, each column is fitted with the eBright smart control system which enables workshop staff to operate the columns individually, in pairs, or in any other configuration from a single location.

Incorporating wireless mesh network connectivity and full-colour touch screen consoles, the eBright smart control system has been designed and developed to simplify operation by providing maximum visual information about every lifting operation – all at the fingertips of the technician. For added safety and performance, the eBright smart control system also shows how many columns in the set are being used, the battery status of each column, and when the independent mechanical locking system is engaged.

Long-life deep cycle batteries will power the lifts for at least a week on average before recharging is necessary. The batteries can then be charged overnight via a 230v single phase supply. With no cables on the workshop floor, the risk of tripping is removed, providing valuable health and

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safety benefits and, with no power supply necessary, the system can be used safely inside or outdoors.

Sunni Cheema, Head of Engineering at Courtney Coaches, is very pleased with the performance of the Stertil Koni products.

He says: “Our lifts work around the clock, day after day. They really don’t get any rest but are proving to be extremely reliable.

Also, we had experience of working with Stertil Koni lifts at other companies in the past so we knew they offered excellent value for money. They also look very smart in our new clean and open workshop!”

O’CONNOR UTILITIES Established in 1994, O’Connor Utilities has its headquarters in Manchester and provides a nationwide service via a network of strategically-located depots and offices in Manchester, London, Leeds, Newcastle, Stockton-on-Tees, Sheffield, and Hull, together with North and South Wales.

With a workforce of over 950 site operatives, supported by back office and management structures, the company

provides comprehensive utility contract services across numerous sectors including electricity, gas, water, wastewater, telecommunications, directional drilling, and concrete supply. Essential to this operation is the use of hundreds of vehicles ranging from 3.5 tonnes vans and trucks to super-heavy construction equipment weighing in at 80 tonnes.

Typical use of Stertil Koni mobile column lifts is evident throughout the company. At all locations, a set of six ST1085FSA heavy duty mobile vehicle lifts is used to simplify a range of maintenance, repair, and servicing operations. Each of the Stertil Koni ST1085FSA heavy duty columns provides a lifting capacity of 8.5 tonnes which means that, when used as a set of six, the combined capacity of 51 tonnes ensures complete safety during workshop activities.

Featuring full-colour touch screen consoles, each column incorporates the ebright Smart Control System, which has been designed and developed to simplify operation by providing maximum visual information about every lifting. An integral advanced hydraulic lifting system incorporates a microprocessor-controlled synchronisation feature to ensure safe, smooth and precise movement at all times.

FOR MORE INFORMATION ONLINE, WWW.RDR.LINK/VR017

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TOOLS & EQUIPMENT

A MATE THAT HAS YOUR BACK BrakeMate is said to eliminate the lifting of heavy brake calipers and hubs, and keeps the lifting of discs to a minimum. CVW investigates.

Safety justification ■ Eliminates heavy lifting in awkward

positions under the wheel arch ■ Removal of 70kg hub assembly is no

■

■ ■ ■

B

rakeMate is designed as an elevated service platform for servicing heavy vehicle disc brake assemblies; it is reported to eliminate all manual lifting of the caliper and hub, and substantially reduces service time, saving both time and money. The equipment is actually manufactured in Australia by Tulip Corp, a company that has been engineering products for 75 years, and is distributed in the UK by pit specialist, Premier Pits.

The brake disc assembly on heavy commercial vehicles, buses and coaches can weigh up to 70kg, much higher than the 25kg limit recommended by HSE. Lifting such weights can often lead to injuries, which are not only painful to the employee, but also financially painful to employers through lost time and compensation claims, ranging anywhere from £10,000 to £30,000.

The system comprises two trolley-based working platforms. Firstly, using the

adjustable clamp mechanism, the caliper, which can weigh up to 30kg, is easily removed and stowed on the platform for reassembly later in the process. The clamp can be used on calipers situated in the three, nine and 12 o’clock positions.

Once the caliper is removed, the disc/hub trolley is moved into position and located onto the studs. Adapter plates allow for connection with common eight- and 10-stub patterns. A manual hydraulic ram separates the hub assembly from the vehicle, which allows the user to feel the force being applied.

After removal, the two trolleys are then mated together to form a completed workstation in order to separate the disc from the hub. The used disc is rolled onto the built-in rotor rack, which is turned 180° to allow for the new disc to be moved into position. The process of removal is reversed and the unit is easily, safely and accurately fitted to the vehicle.

longer a two-person job and requires no physical lifting Splitting the hub is difficult and may not be done as accurately as required. BrakeMate keeps all parts aligned when splitting and gives the feel required by using manual hydraulic 10-tonne puller Handling of 30kg hubs is made simple with rotating service trolley Realigning the hub is simple and safe Final assembly is fitted back on the vehicle again safely and accurately with the hydraulic lift control

Cost justification ■ Using BrakeMate gives a reported

one-hour-per-disc saving ■ Save six hours per vehicle (based on

average three axle vehicle) ■ 6 hrs x 52 weeks = 312 hours saved

per year ■ 312 hrs at £60/hr (Workshop Rate) =

£18,720 saving ■ BrakeMate cost paid back in less than

6 months ■ Additional savings from 312 hours to

use on other jobs

Based on a tri-axle vehicle

FOR A FULL VIDEO DEMONSTRATION WWW.RDR.LINK/VR018

SUMMER 2020 CVW 41

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TOOLS & EQUIPMENT

Chris Ferriday, National Sales Manager at Atlas Copco Compressors, advises vehicle workshop managers to give priority to pressure and flow when specifying compressed air systems in order to optimise performance and energy consumption.

GO WITH THE FLOW

E

nergy expenditure is the dominant factor in a compressed air installation’s overall cost, often representing up to 80% of a compressor’s life cycle operating budget. So, it follows that when specifying equipment for workshop applications, every care should be taken to ensure the system’s performance and output is closely matched to the application need. This precaution applies as much to the latest designs of rotary screw compressors installed in multibay commercial service operations and body repair shops, as it does to simple reciprocating units in a tyre fitting supplier’s premises.

In less energy-conscious times, air compressors were regarded as something of an ‘easy-fix’ when setting up a workshop operation. There was no real attempt to match equipment specification and performance – with any degree of precision – to actual air applications, and it was not an uncommon practice to allow equipment suppliers to over-specify air compressors’ power and output ratings without challenge or regard to outcome. The legacy of that era still remains today in many areas of the vehicle workshop industry, whereby the common benchmark for equipment performance comparison is restricted solely to the kW power rating of the installed motor drive as opposed to calculating the actual pressure and flow required to optimise productivity and energy efficiency.

It is the compressed air equipment – the consumers – in an installation which determines the requisite working pressure,

42 CVW SUMMER 2020

not just the air compressor but the design of the compressed air system. In a large installation that means all of its pipework, valves, dryers, receivers, and filters. At the outset, the nominal air requirement for an application should be determined by calculating the air consumption for all the tools, machines, and processes that will be connected to it. Also to be considered are additions for leakage, wear, and any future changes in the compressed air requirement, which, experience shows, should be based on a probability factor that is close to 60%.

What to consider A simple rule to bear in mind when determining the required size of an air compressor based on its rated motor power is that an increase in pressure creates a decrease in flow. For example, a basic seven-bar air compressor, driven by a 15kW motor, will deliver compressed air at a maximum volume of approximately 45l/s.

However, the free air delivery from a tenbar version will deliver only 37l/s from the same power unit. Therefore, an increase in working pressure by one bar increases the power requirement by approximately 6%.

For this reason, energy-conscious manufacturers of stationary oil-injected air compressors adopt the mantra ‘pressure + flow = energy = cost’ and so offer potential customers several pressure/flow variants in each kW category. The enhanced performance of modern compressed air equipment when correctly matched in terms of pressure and

flow to application demands may actually allow for a lower kW rated machine to be specified at a correspondingly smaller purchase price and for reduced running costs in comparison to higher rated equipment.

It pays to apply a few essential rules when deciding on a new compressor: assess present and future needs by first checking out the existing system with a thorough air audit. Take account of all variables from air end output right through to point of use.

Do not rely solely on stated motor power rating to match the compressor performance to the process air demand.

Start with the pressure and flow requirement and then find the best fit in terms of drive motor power. Always keep in mind: ‘pressure + flow = energy = cost’.

FOR MORE INFORMATION FROM ATLAS COPCO, WWW.RDR.LINK/VR019

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TOOLS & EQUIPMENT

THROUGH THE PROMOTIONS We take a look through a selection of the latest promotions from Sealey to ensure your workshop has the latest tools at its disposal.

GARAGE & WORKSHOP

ENGINEERING

The 3001CXP 3tonne Trolley Jack with Foot Pedal can be found within Sealey’s Garage & Workshop Promotion, valid until the end of August 2020. This single-piece hydraulic unit with a heavy-base design is ideal for loaded vans up to 3.5 tonnes GVW. It comes complete with a foot pedal which acts as a fast lifting alternative method of raising the saddle which is especially useful in confined spaces.

The 16-page Engineering promotion from Sealey has over 200 products on offer and it contains discounts of up to 51% off. The promotion runs until the end of August 2020. It features pillar drills, grinders, vices, industrial & workshop products, power tools, punches, and storage items. Sealey’s complete product range can be viewed on their website. You can also search for spare parts, register your warranty, search for setting and locking kit, and view the new help and support pages, amongst other things.

It is fitted with heavy-duty castors, a universal joint release mechanism, long two-piece handle, and its design incorporates an extra-large saddle which helps to ease positioning under the vehicle. For safety, this Trolley Jack is fitted with both a safety overload valve and pump-through valve to prevent the handle locking at maximum ram extension. Plus, for the safety of the vehicle, the protective jack handle sleeve helps to prevent accidental damage to the vehicle bodywork when pumping the handle.

HAND TOOLS Sealey’s Hand Tool Promotion is valid until 31st October 2020 and contains discounts of up to 55%. It has over 250 products to choose from, including its Cordless Power Speed Ratchets.

SPR001 and SPR002 combine the high torque of traditional hand ratchets with the faster efficiency of an electric power tool. Also included are the Siegen Socket Sets range, which are supplied in either a durable storage case or a metal cantilever toolbox.

They are designed for light trade and are manufactured from hardened and heat-treated Chrome Molybdenum steel with a manganese phosphate finish for added corrosion resistance.

The additions to the Premier Hand Tool range of hammers are manufactured from drop-forged carbon steel and have a graphite core for improved durability, as well as a textured rubber grip for secure handling. There are also models with straight-grain hickory shafts available.

STORAGE & WORKSTATIONS Available until the end of December 2020, the Storage & Workstations promotion from Sealey has over 300 products with discounts of up to 57%. It includes tool chests, tool trays, mobile workstations, cabinets, trolleys, workbenches, site boxes, and the company’s Retro Style stacks.

The Superline Pro 10pc Garage Storage System can be freestanding or fixed, and all ten units are supplied on single pallet. The base units are fitted with black MDF worktops, adjustable feet, ball bearing drawer runners and magnetic door latches. The system incorporates the pegboard design backing panels for additional storage and all the units are fitted with locks and supplied with two keys. There are also extra units available to extend the storage system if required.

Constructed from polypropylene and available in black, blue, grey, green, red, white, and yellow, Sealey’s heavy-duty floor tiles click together easily without the need for tools. They provide an anti-slip and durable surface for workshops, and they include corners and edge pieces.

FOR MORE INFORMATION ON SEALEY’S RANGE OF PROMOTIONS AND PRODUCTS, WWW.RDR.LINK/VR020

SUMMER 2020 CVW 45

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TEA BREAK

teaser

RIDDLE ME THIS If two men were to each take the other’s mother in marriage, what would be the two relationships be between their sons?

If you send the two relationships in, you can be in with a chance of winning an Amazon Echo Dot! Text ‘ALIGN CVW’…followed by the answer and your email address to 66777 (standard text costs apply). Alternatively, email your answer to info@steertrak.co.uk. All answers to be submitted by 10/10/2020. T&Cs apply.

ANSWER:

CAN YOU GUESS THE SONG?

✘

OF

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ANSWER:

FIND THE STEERTRAK TRUCK We’ve hidden the Steertrak truck somewhere within this issue of CVW. Find it and email info@steertrak.co.uk, with the page number it’s located on, to be in with a chance of winning some Steertrak goodies.

Contact Steertrak today on 01684 276900, or visit www.steertrak.co.uk

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ANSWER TO CAN YOU GUESS THE BAND: New York State of Mind

048_CVW_SUMMER20_Layout 1 21/07/2020 15:21 Page 48

WHAT’S NEW?

PICO PICOSCOPE

MEYLE MEYLE-ORIGINAL-NOX SENSOR In line with the 25th anniversary of Meyle spare parts for trucks, Meyle is now adding the Meyle-Original-NOx sensor to its range. This sensor complements the truck electronics range and ensures the best possible performance under extreme loads. The Meyle-Original-NOx sensor supports optimum exhaust gas aftertreatment and, thus, enables compliance with the strict emission values from Euro V. Non-compliance may lead to the expiry of the operating licence.

The Meyle-Original-NOx sensor measures the nitrogen oxide (NOx) content of the exhaust gases before and after the so-called SCR catalyst (Selective Catalytic Reduction). The SCR catalytic converter converts the harmful nitrogen oxides into harmless nitrogen and water by adding the urea solution AdBlue. At the same time, the Meyle-Original-NOx sensor enables the optimum dosage of AdBlue by the engine management system and, thus, an effective reduction of nitrogen oxides which are harmful to the environment and health.

WWW.RDR.LINK/VR021

SNICKERS

WORKWEAR

SUMMER RANGE Everyone needs to be cool, dry, and safe at work this summer, in order to maintain wellbeing and efficiency on site. Snickers’ Topwear range of lightweight shirts, shorts, and trousers is sure to make summer a breeze. There are also LITEWork Trousers and Shorts available, plus a special offer two-pack of 100% cotton tshirts. You can choose from three different easy-care colour and design options to compliment whatever you’re wearing.

Also available are hoodies, sweatshirts, and hi-vis ProtecWork protective wear in a range of styles and colours. They are super-light and quick drying with advanced ventilation to keep you cool when it’s warm. The body-mapping designs ensure a good fit, functionality, and long-lasting comfort.

WWW.RDR.LINK/VR022

48 CVW SUMMER 2020

TEXTAR BRAKE DISCS RANGE TMD Friction, through its Textar brand, has extended its wide range of brake discs for the commercial vehicle (CV) market, introducing an additional ten references for truck, trailer, and bus applications.

As braking is a safety critical product category, Textar recognises that the optimum braking result can only be achieved with brake discs precisely tailored to the brake pad, and therefore, the new products complement its growing range of brake discs, accessories, and wear indicators.

This results in a decrease in downtime as less time is spent repairing pad/disc wear and damage, ultimately providing increased value for money and total cost of ownership. Utilising cutting-edge brake technology, Textar brakes are precision engineered to offer maximum safety, performance and comfort.

The Textar brake disc range is manufactured in strict accordance to OE tolerances and meets the ECE R90requirements. CV operators can find the products in the revamped online catalogue system Brakebook, which allows customers to create printable catalogues tailored to their individual requirements and in the desired formats.

Alongside the web-based version, the online catalogue is available via a free mobile app, which gives CV operators and distributors an optimised version of Brakebook, available for both iOS and Android. Like its web-based equivalent, the app shows images of brake products, enabling users to easily compare the measurements of a vehicle’s pads or linings to the phone’s reference.

WWW.RDR.LINK/VR023

Pico has launched the PicoScope 4425A and 4225A diagnostic oscilloscopes, available in fourchannel and two-channel configurations.

This latest diagnostic PicoScope combines all the strengths of the existing 4425/4225 labscopes, but adds a smart interface for powered and intelligent accessories (PicoBNC+). This combines the standard BNC with an active digital connection and power. The 4425A and 4225A continue to work with all existing BNC probes and accessories, preserving any previous investments.

The PicoBNC+ connection is a plugand-play design – all that is required is for the user to push to connect. Interactive LEDs on the scope match colour-coding on probes when connected. Probes are automatically recognised in the software and set up accordingly, making diagnostics even faster and easier.

WWW.RDR.LINK/VR024

HJS RETROFIT EXHAUST SYSTEM Enabling owners and operators of Euro V LCV applications to upgrade from Euro V to Euro VI emission standards, HJS has developed retrofit exhaust systems. Using Selective Catalytic Reduction (SCR), harmful emissions can be vastly reduced providing compliance with various emission reduction zones being introduced in towns and cities throughout the UK. Fleet operators and owners will be able to continue to operate freely in these zones without having to pay a daily charge.

The system is supplied as an add on SCR exhaust and Adblue dosing system and the original factory fit DPF is retained.

The system operates independently of the vehicle’s original control system and can normally be installed within around one day.

WWW.RDR.LINK/VR025

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MS MOTORSERVICE OIL PUMPS

WABCO W.EASY DIAGNOSTICS Just in time for its ten year anniversary, Wabco has launched the next generation W.EASY multi-brand diagnostics for commercial vehicles. W.EASY 2.00.0 has an optimised user interface and includes innovations such as Smart Guide, VIN Decoder, and VIN Search.

In addition to the time-saving functions of the W.EASY diagnostic software, such as the Quick Scan (fast complete vehicle scan in less than five minutes) and the maximum full text search, functions such as the VIN Decoder (a module for automatic vehicle identification for trucks and buses) also significantly shorten the time needed for diagnosis. At the touch of a button, the chassis number of the connected vehicle will be automatically read out. Alternatively, the chassis number can also be entered in the W.EASY search bar. Both functions ensure fast and direct access to the connected vehicle.

Once the vehicle has been read out, the optimised display of the error memory enables the user to select the error they were looking for even faster using the error code and description.

Through direct real-time comparison via the Internet with modern data sources, the Smart Guide for trucks, buses, and trailers allows the read-out error codes to be supplemented with additional information (possible causes of errors and test notes).

This minimises the time-consuming search for information for error correction.

WWW.RDR.LINK/VR026

With its BF-branded oil pumps, MS Motorservice is providing the aftermarket with high-quality spare parts for the MAN engines D20.66 and D26.76.

When developing the oil pumps, the designers at the spare-parts specialist focused on preventing familiar causes of damage which can occur in the oil pumps originally installed ex works. Their aim was to improve the pump’s durability. As a result, the pump rotors were redesigned, meaning the number of oil chambers in the internal geometry of the rotors could be reduced from eight to seven. However, their size was increased so that they provide the same technical specifications. Additionally, the drive ring gears were manufactured from nitrided steel, which makes them more resistant to porosity and wear and gives them the necessary strength.

Once the development stage was successfully completed, the pumps underwent intensive validation testing on a test rig. They also had to withstand hundreds of hours of operation under full load in an original MAN engine before the engineers were prepared to give the go-ahead for series production. The pumps are available as a complete spare parts kit, including all the required screws and gaskets.

WWW.RDR.LINK/VR027

LASER TOOLS ALLDRIVE SOCKET SET Laser Tools has introduced the Low Profile Bit and Go thru Alldrive socket set (part number 7799). The 13mm flexi head ratchet ring spanner is designed to take the selection of low-profile bits and Go Thru sockets (bit and socket height just 21mm) that are provided in the set.

Twenty low profile bits are included manufactured from strong 8660-grade alloy steel — hex: 3, 4, 5, 6, and 8mm; Star*: T10, T15, T20, T25, T30, T40, T45, T50, and T55; and spline: M4, M5, M6, M8, M10, and M12.

The nine sockets feature Laser’s unique Alldrive design that is capable of removing and tightening metric, AF, spline and Star* fixings, this set even fits some Whitworth and BA sizes — and the Go Thru design that lets you reach fixings that even conventional deep sockets cannot reach — 5, 6, 7, 8, 9, 10, 11, 12, and 13mm Alldrive sizes are included.

For example, the 5mm Alldrive socket will fit (as well as metric 5mm), T30 Star*, spline M6, 3/16"AF, and 6BA; the 12mm Alldrive fits metric 12mm, 7/16"AF, 3/16" Whitworth, and 1/4"BSF. A 1/4"-squaredrive adaptor is also included.

The Go Thru design lets the socket and the ratchet ring spanner run down the length of the threaded bolt or screw to reach the fastener. Particularly suited for adjusting tappets or handbrake mechanisms where access is needed to hold the threaded rod as the adjusting nut is tightened.

WWW.RDR.LINK/VR028

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ADVERTISEMENT INDEX

Brown Brothers Distribution .................. (inside front cover)

Maha UK ................................................................ (page 43)

Boydell & Jacks .................................................... (page 31)

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

Checkpoint Safety ................................................ (page 10)

Merridale Limited .................................................. (page 43)

Conren Limited ...................................................... (page 43)

Morris Lubricants .................................................. (page 27)

Continental Automotive Trading Limited .............. (page 29)

Norbar Torque Tools Limited ................................ (page 44)

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

Premier Diagnostics Limited .................................... (page 7)

Eclipse Automotive Technology Limited ................ (page 39)

Premier Pits Limited ................................................ (page 9)

Energizer Group Limited ........................................ (page 17)

Robert Bosch Limited ...................................... (back cover)

Ferdinand Bilstein UK Limited .............................. (page 23)

Schaeffler (UK) Limited .......................................... (page 35)

Jack Sealey Limited .............................................. (page 19)

Stertil UK Limited .................................................. (page 13)

Juratek Limited ...................................................... (page 40)

Totalkare Heavy Duty Workshops .......................... (page 15)

Knorr Bremse Truck Services ........................................ (37)

Volvo Group UK Limited (Roadcrew)...................... (page 44)

Liftmaster Limited .................................................. (page 49)

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