Disc vs. drum brakes: What’s best for semi-trailers?
“cross talk” between diesel injectors.
Also in this issue... An in-depth overview of double diaphragm cylinders ■ Follow along with a clutch replacement on a 2012 Citroën Berlingo van ■ Everything you need to know about the inaugural Road Transport Expo Scotland ■
BUSINESS & TRAINING
Everything you need to know about the upcoming Road Transport Expo Scotland.
We talk to Ben’s CEO Rachel Clift about what the automotive charity is doing to relieve the pressures facing commercial vehicle professionals.
BRAKES
24 MAHA UK explains how workshops can integrate testing and inspection into a wider safety culture and why it's essential to do so.
26 Brake specialist febi provides an in-depth overview of double diaphragm cylinders, highlighting their key functions and the most common faults encountered in practice.
28 SAF Holland gets to the bottom of the great disc vs drum debate when it comes to semi-trailer brakes.
30 Read all about how Capelec units from Liftmaster fit existing bays, keeping workshops and ATFs compliant with minimal disruption.
TRAILER SERVICING
31 Durability and easy maintenance are essential for trailer braking. BPW systems are designed to minimise downtime and maximise efficiency.
32 CVW hears all about Doctor Air Brake's mobile trailer check solution.
35 Landscaping supplier Rocks Off Gravel expands its fleet with a custom-built Krone Profo Liner trailer.
36 TIP Group presents its solution for shaping the workforce of tomorrow while helping operators reduce both costs and carbon emissions.
LIGHT COMMERCIAL VEHICLES
39 A bumper clutch replacement from Schaeffler’s REXPERT Alistair Mason on a 2012 Citroën Berlingo van.
43 With turbochargers remaining central to the LCV aftermarket and demand expected to rise sharply by 2030, Nissens highlights its offerings along with some key technical tips.
43 Find out all about the importance of temperature management within the engine and gearbox for performance in LCVs from AVA.
VIEWPOINT
Editor
FREYA COLEMAN
cvw@hamerville.co.uk
Group Editor
KIERAN NEE
Digital Manager
KELLY NEWSTEAD
Digital Assistant
JOE CLARKE
Senior Account Manager
MATTHEW BOASE
Group Manager
ALEX DILLEIGH
Graphic Designer
GEMMA WATSON
Group Production Manager
CAROL PADGETT
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When discussing the future of the commercial vehicle industry, the conversation almost always turns to fuel: hydrogen or electric? Petrol or diesel? Or perhaps to technology. I’ll admit, I’ve often written about the role artificial intelligence might play in the sector, or what the roadmap to net zero could look like. But today, I want to focus on something different: the role apprentices will play in shaping the industry’s future.
This thought has grown out of conversations I’ve had with companies over the past few months about how they’re preparing for the challenges ahead, particularly when it comes to manpower. Recently, I toured BPW’s new training facility, designed to ensure future generations are equipped to work on trailers. And if you turn to page 36 of this issue, you’ll find what TIP Group is doing to tackle the looming skills shortage.
It’s clear this is becoming a hot topic, and rightly so. The reality is that many experienced technicians are retiring, while fewer young people are entering the trade. If we don’t address this, fleets could face longer downtimes, higher costs, and reduced reliability. Apprenticeships offer a solution, bringing in fresh talent, providing the training they need, and preparing them for the specific challenges ahead.
It’s also important to recognise that modern vehicles are no longer just engines and gears. They’re increasingly complex machines filled with electronics, telematics, driverassist systems, and low- or zero-emission drivetrains like electric or hydrogen (yes, those again!). Apprenticeships ensure new technicians are learning these technologies from the outset. Instead of retraining an ageing workforce, we can build a new generation of experts ready to handle cutting-edge systems with confidence.
For employers, apprenticeships make strong business sense. Apprentices can be trained on their own equipment, to their own standards, which boosts productivity and reduces errors. Well-trained staff also keep fleets compliant with strict safety and environmental regulations, while helping minimise downtime, a crucial advantage in such a time-critical industry.
And for apprentices themselves, it’s an opportunity to gain real qualifications, hands-on experience, and a solid career path, all while earning. Many go on to stay with the company that trained them, giving employers loyal, long-term staff.
Maybe I’m just preaching to the choir here, or maybe I’ve opened your eyes to the endless advantages of training and apprentices!
Editor
Freya Coleman
CVW NEWS
NEWSIN BRIEF
■ Top reason for van fleet adoption of alternative energy revealed. The ability to drive in low emissions zones is the top reason for fleets adopting alternative energy vans, named by 32 per cent of respondents in the 2025 Arval Mobility Observatory Barometer, up from 23 per cent from last year.
■ RHA warns of Eurotunnel delays. Hauliers using the Eurotunnel at Folkestone could face significant delays when a new automated EU border system goes live on the 12th of October, the Road Haulage Association has warned.
■ The UK is facing nationwide bus strikes. Around 7,500 bus workers are either striking or balloting to strike across the country, Unite, the UK's leading union, has said. The disputes are said to be predominantly over pay.
■ Net Zero knowledge gap revealed. A survey by Microlise has revealed that 34 per cent of transport managers do not know how to achieve net zero requirements for their fleets by 2050.
■ Twenty four new electric doubledecker buses taking to the roads in Norfolk. This increase follows an investment from First Bus and Norfolk’s Bus Service Improvement Plan grant.
■ Ben calls for festive support. The automotive charity is inviting its automotive family to get ready and spread Christmas cheer by signing up for its Christmas jumper day and sending Ben Christmas cards.
LCV decline offers opportunity for independents
The sustained decline in UK commercial vehicle registrations presents a significant growth opportunity for independent garages, as businesses focus on maintaining and repairing existing fleets rather than investing in new vehicles.
Eurorepar Car Service highlights this trend as data from the Society of Motor Manufacturers and Traders shows the UK light commercial vehicle market has fallen for seven consecutive months, with a 12.1 per cent drop to 156,048 units in H1 2025 –the worst half-year since 2022 amid weak business confidence. Large vans fell 14.8 per cent, medium vans 20.9 per cent, and 4x4s 6.0 per cent, reflecting businesses’ focus on maximising returns from existing assets.
This shift drives demand for maintenance, repair, and parts, offering independent garages a clear opportunity to capture this spending. The trend is not temporary but a structural change in business behaviour due to economic pressures.
Electric commercial vehicles also present growth potential: registrations rose 52.8 per cent to 13,512 units, yet only represent 8.6 per cent of the market, well below the 16 per cent government target. Infrastructure and regulatory constraints mean businesses still rely on conventional vehicles requiring traditional service expertise. Additionally, recent tax changes on double-cabs demonstrate how quickly regulations can extend vehicle lifecycles.
Logistics UK launches compliance report
The report shows that at the beginning of 2025, the UK's active HGV driver workforce had fallen to 293,714.
This is a decline of 1.9 per cent from 2024, a number driven largely by a reduction in UK-born drivers currently working across the country. This decline in UK-born driver numbers (down 4.5 per cent, or 12,183 drivers) was off-set by an increase in EU drivers working in the UK (up by 15.4 per cent) with the report suggesting this is likely due to improved working conditions or reduced post-EU Exit barriers.
The report also outlines how the longterm trend toward consolidation and
increased market dominance of large operators continues: over the past decade the number of GB operator licences has fallen by 12.4 per cent while the number of vehicles specified on licences has increased by 9.4 per cent. The report describes how this reflects a trend towards fewer operators managing larger fleets and suggests larger operators are likely to be better equipped to weather economic volatility, adapt to regulatory changes and invest in fleet modernisation.
To read the compliance report in full, WWW.RDR.LINK/VBY001
Co-op has taken delivery of 30 new Scania CNG tractor units. These are estimated to contribute an estimated 1,800 tonne CO2 reduction.
NEWSIN NUMBERS
33.2 %
of transport and storage firms employing 10 or more staff say competition is currently impacting their business. No other industry sector reported such a high number. This is based on a survey by the Government’s office for national statistics.
20 %
the amount van insurance prices have fallen in the UK according to Pearson Ham’s van insurance price tracker.
4in10
vehicles on UK roads are running on unsafe tyres according to the TyreCheck 2025 study by the NTDA. It also found that 8 per cent were fitted with tyres below the legal minimum tread depth while a further 32 per cent were on tyres with significantly reduced grip and braking performance.
30 %
of drivers would prefer to sit in hours of Bank Holiday traffic than hit a pothole, while a quarter (24 per cent) said they would rather be slapped with a costly parking ticket, according to new research from Mercedes-Benz Vans Under the Bonnet report.
FOR UP-TO-DATE NEWS, SIGN UP FOR OUR WEEKLY E-NEWSLETTER. SIMPLY SCAN THE QR CODE
HGV registration decline reported
The January to June HGV new registrations volume has fallen compared to the same period last year, with a total of 19,923 HGV registered, down 11.6 per cent compared to the same period last year.
Despite a decrease in volume of registrations, DAF have strengthened their
lead on the HGV market, with 30.2 per cent share in registrations in Q2 2025 YTD, compared to 26.3 per cent the year before. Of the ‘top 4’ HGV brands, DAF are the only brand to have increased their volume in 2025 so far. This data is drawn from the IAAF GiPA Market Intelligence Report.
Workshop efficiency boosted
FedEx has upgraded its UK workshops with the installation of Stertil-Koni 2-post and 4-post vehicle lifts, helping engineers carry out maintenance more safely, efficiently, and with maximum use of space.
The investment, made across five FedEx sites including Kidderminster, Pontyclun, Durham, Bradford and Maidstone, saw the delivery of three ST4120 4-Post Lifts and two SK2055EFA FREEDOMLIFT 2-Post Lifts. All lifts were supplied and installed by trusted Stertil-Koni distributor CCS, based in Leigh, Lancashire.
Designed to handle a diverse range of vehicles – from long-wheelbase vans and light commercials to heavier electric vehicles, the lift aims to deliver safe and precise lifting. Its double-telescopic arms with hinged elbow joints allow engineers to position vehicles efficiently, while the rapid lifting cycle, reaching 2045mm in just 39 seconds, helps FedEx workshops maximise productivity. Additionally, the it offers instant wheel-free access, so no additional equipment such as jacking beams is needed to service the wheels.
Premier Logistics has strengthened its nationwide operations with the addition of 14 brand-new DAF XF 480 FTG 6x2 tractors, supplied by Ford & Slater.
Cross talk in diesel injectors COMMON FAULTS
Diesel injectors are designed to operate independently, but electrical interference between coils, known as cross talk, can disrupt performance in Delphi E3 and F2E injectors. Lee Jacobs from Carwood explains what causes this little-known issue, how to spot the symptoms, and the steps technicians can take to diagnose and resolve it.
Whilst diesel injectors are designed to work independently, there are times when the electrical current from one, may affect the operation of another. A phenomenon known as cross talk, it is a little-known issue for Delphi’s family of E3 and F2E injectors fitted to heavy duty and off highway applications. Following Carwood’s launch of F2 reman capability, head of engineering, Lee Jacobs, ‘chats’ about what injector cross talk is, what it means and how to troubleshoot it.
What is cross talk?
If you’ve ever used a walkie-talkie, you may have experienced complete strangers jumping into your conversation. This is due to cross-channel interference from someone nearby, operating on the same, or similar, frequency. Whether you like it or not, they can listen and talk to you. And you to them. The same thing can happen in electronically controlled injectors in heavy duty applications. Especially in Delphi’s E3 and F2E injectors.
Both families have a unique dual valve arrangement; one valve to control the pressure generation stage, known as a spill control valve (SCV) on E3 or an outlet metering valve (OMV) on F2E applications. The other to control the opening and closing events of the nozzle, aptly called a nozzle control valve (NCV). Each valve is independently controlled thanks to two coils designed into one stator assembly. All of which is housed within the injector body and is accurately controlled to the microsecond, or 0.001 second.
Fitted into a range of Euro 5 and Euro 6 engines, Delphi’s E3 and F2E injectors can feature up to six injectors, all communicating to and from the same ECU. Each will require two drive channels, therefore providing twelve signals which are constantly switching at high speeds with varying electromagnetic fields. Due to the close proximity of the coils within the injectors, their electromagnetic fields can overlap, leading to an unwanted signal coupling, just like the walkie-talkie.
For Delphi E3 and Delphi F2E injectors this is normally the result of electrical interference between the solenoid coils due to a faulty stator assembly. This fault will represent itself on the vehicle as an EOBD injector electrical fault leading to inaccurate injector operation, and potentially issues like misfires, poor fuel delivery, or inefficient engine performance. The fault condition cannot be easily diagnosed and requires the injector to be operated in the same conditions as when fitted into the engine. Note, Carwood achieves this by testing the injector on a dedicated test platform which replicates the same electrical driveway profiles as the vehicle ECU and dynamic operating conditions.
What causes cross talk in diesel injectors?
Signal leakage or interference from one coil to another can be caused by a number of issues, including:
● Faulty stator: Electrical leakage between the pressure generation coil and nozzle control valve coil.
● Faulty injector driver: Electrical leakage between the injector drive circuit within the ECU.
“Due to the close proximity of the coils within the injectors, their electromagnetic fields can overlap, leading to an unwanted signal coupling.”
● Defective injector wiring: The wiring loom from the ECU to the injectors is shielded to prevent interference. If the shielding or wiring is damaged then electrical leakage/crosstalk between the injector channels is possible.
What are
the symptoms of injector cross talk?
Although less common nowadays due to better electrical insulation between coils, cross talk can still happen, so it’s important that technicians working on commercial vehicles are aware of the signs. These include:
● Poor engine performance: Interference between injectors can disrupt the timing and quantity of fuel delivered. This can result in engine misfire, rough idling or hesitation during acceleration.
● Reduced fuel efficiency: Likewise, when the timing and quantity of fuel is off, the engine will not run as it should, resulting in increased fuel consumption.
● Increased emissions: Inconsistent fuel delivery can also affect the fuel-air ratio, leading to incomplete combustion. This increases the production of harmful emissions such NOx and particulate.
● Injector wear: If the injector continues to operate outside of its parameters due to crosstalk, this can cause excessive wear and potentially premature injector failure.
● EOBD fault code: If a fault code that relates to an electrical issue with the injectors is present on the vehicle, then both channels should be checked for crosstalk and interference.
How to diagnose injector cross talk
If you're experiencing reduced engine, fuel and emissions performance, and you suspect cross talk may be to blame, it’s important to check the following key areas:
Injector:
● Start by performing a quick visual inspection of the injectors to ensure they’re not in contact with other components and are seated properly in the fuel rail.
● Next remove the injector connectors and check for any wear, damage, corrosion or debris in the pins, as this can cause intermittent connections.
Wiring and harness:
● Inspect the injector wiring harness for signs of shorts or damage to the wires, insulation and shielding.
● Inspect the injector wiring harness for localised repair. If a non-OE spec repair has been conducted, then the harness should be replaced.
● Use a multimeter to check for continuity. Continuity between two wires/coils, for example, might indicate a short.
● Check that the injector wiring loom is not near any high voltage/current components, such as the alternator, and is routed as specified by the OEM.
Grounding path:
● Ensure that all grounds are connected to a shared, stable ground point. An injector that is grounded through multiple routes, can lead to instability or vantage spikes.
● Use a multimeter to check the resistance between the grounding points. A good ground connection should have close to zero resistance.
Injector driver circuits:
● Plug in a diagnostic scan tool and check for any injector-related fault codes, such as ‘misfire or ‘injector circuit high/low’.
● Next use an oscilloscope to test the injector driver output signals from the ECU. The signals should be consistent. If not the ECU driver may be at fault. Further testing will be required to confirm.
Signal:
● Connect an oscilloscope to the injector wiring harness and analyse the injector drive waveform from the ECU. Compare with adjacent injectors - any noise or distortion on the waveform could indicate cross talk. A clean 50v peak to 12v switching hold voltage should be evident with a controlled peak and hold current waveform profile.
● Also test the signals of adjacent injectors to see if that injector's signal is interfering with another.
Coil resistance:
● Finally connect a multimeter and measure the resistance of each injector coil. Any variation from the OEM specification could signal a problem with the coil. If one injector shows considerably more or less resistance than its neighbours, this might indicate an issue with that specific injector.
If you’re still experiencing issues, you might want to try swapping the injectors between cylinders to pinpoint if a specific injector is to blame. If this doesn’t help, remember Carwood offers a full test and report service to determine the exact cause.
So, whilst it’s always good to talk, in the case of injectors, it’s definitely not. But by knowing what causes cross talk, what to look out for and how to troubleshoot, you can help silence it. Keeping the noise levels down will allow you to maintain accurate fuel delivery, ensuring smooth engine performance, better fuel economy and lower emissions. Critical for any fleet.
Why do voltage regulators and diodes fail? COMMON FAULTS
Delco Remy explores two common causes for alternator failures.
When alternators fail, two of the most common causes are damaged diodes or voltage regulators. Most damaged diodes and regulators result from the harsh environment under the bonnet and from interaction with other charging system components like the battery, wires and connections.
The current generated by an alternator is known as alternating current (AC), while direct current (DC) is required to charge a vehicle’s battery. Diodes are located on a component called the rectifier. Thus, the diodes “rectify” or transform the AC output into DC output. Diodes have the same function as one-way check valves in a hydraulic system. In addition, preventing AC from exiting the alternator is crucial to protecting sensitive vehicle electronics.
The voltage regulator controls the voltage produced by the alternator in order to maintain the proper battery state of charge. If battery voltage falls below a preset threshold, the regulator allows the alternator to charge. This “onoff” switching may occur many times per second. The longer the alternator is “on”, the more amperage it will produce.
Diodes and regulators are normally very reliable. However, both components operate in an extreme heat environment. Coupled with alternator size/weight restrictions, these components perform near their maximum heat tolerances.
What pushes diodes and regulators past their design limits?
● Prolonged maximum charging output: Except for brief periods, alternators should not operate at more than 75 per cent of rated output.
● Corroded wires: Corrosion increases resistance and causes alternators to run abnormally hot. Clean all alternator output wire connections and check for excessive voltage drop.
● Old batteries: As batteries age, they also corrode internally, developing increased resistance and reduced storage capacity, thus overheating the alternator. Batteries should be tested and considered for replacement every three years.
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● Abnormal voltage spikes: The battery absorbs routine system voltage spikes. However, millisecond spikes well over 100 volts may result from an improper alternator/battery hookup or disconnection.
Never momentarily disconnect the positive battery cable and always follow recommended jump-starting hookup sequences. Lastly, when a battery begins deteriorating, it may still be in a sufficient state to crank the engine. The battery is often overlooked as the source of ‘a malfunctioning alternator’.
COMMON FAULTS Air tanks
Suspension specialist febi take CVW through some common air tank failure causes.
FUNCTION
Many important and safety-relevant systems in commercial vehicles are operated with compressed air, such as the air suspension, the transmission control, or the brake system. To make sure the necessary operating pressure is always available, the compressed air must be stored. The air storage in the air tank makes it possible to use more air than the air compressor produces for a short period of time.
CAUSEOF FAILURES
Seams that have not been properly welded can suffer from air leaks or can even experience bursting. The material used also plays an important role: only the use of high-quality steel with a certain yield strength ensures safe operation.
The surface coating plays an important role in preventing corrosion on both the inside and outside of the air tank. If the protective paint layer is too thin or damaged,
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rust can easily take effect. The service life of the tank is then reduced, and the risk of leaks increases – even with the possibility of bursting.
ROADTRANSPORTEXPO
PREVIEW: SCOTLAND BOUND!
THE DETAILS
● When: 19th and 20th November 2025
● Where: SEC, Glasgow – easily accessible by public transport and car
● Cost: Free for all visitors
In case you haven’t yet heard, a brandnew business tradeshow is set to make waves in the road transport sector later this year. RTX Scotland will take place from the 19th to the 20th of November at Glasgow’s SEC, and it promises to be a landmark event for HGV operators, fleet managers and industry professionals.
Brought to you by the experienced team behind the highly successful Road Transport Expo in Warwickshire, RTX Scotland will deliver the same ‘All about the truck’ ethos, but with a distinct Scottish flavour tailored to the needs and interests of local operators.
The show will be officially launched on the morning of the 19th November with a keynote address from Fiona Hyslop MSP, cabinet secretary for transport, marking a significant moment for Scotland’s transport industry.
Having established itself in England, RTX heads north of the border for the first time this year. Here’s what you need to know to plan your visit!
Why attend?
RTX Scotland is shaping up to be a sell-out event, with exhibition space filling fast and many well-known brands already confirmed to take part.
Visitors can expect to see a wide range of products and services on display – from trucks, trailers and bodybuilders to safety systems, electric charging solutions, training providers, and ancillary services.
A wide range of leading vehicle manufacturers will be represented at the show, including DAF, Isuzu Truck UK, Iveco, MAN, Mercedes-Benz Trucks, Renault Trucks, Terberg DTS and Volvo Trucks, all showcasing their latest models and innovations. With more than 60 top manufacturers and suppliers already
signed up to exhibit, attendees will have access to everything they need to keep their fleets running efficiently and compliantly.
In terms of workshop equipment, joining the exhibitor list is MAHA UK, Premier Pitts, Laser Tools, BPW, Schaeffler and Totalkare. To see the full list of exhibitors attending and to plan your visit, head over to the Road Transport Expo website.
Vic Bunby, RTX show director, said: “From cutting-edge vehicle technology and compliance solutions to insightful conference sessions and networking with industry leaders, the show is designed with HGV fleet operators and decision-makers in mind.
“Whether you’re running a single truck or managing a national fleet, RTX Scotland will offer inspiration, innovation and connections that can drive your business forward. Don’t miss the chance to be part
of Scotland’s brand-new road transport event at the SEC this November.”
Knowledge zone
REGISTRATION:
To register, simply scan the QR code!
Just like its sister event in England, RTX Scotland will provide a relaxed and friendly environment where visitors can combine essential business meetings with fantastic stand hospitality and the chance to connect with fellow industry professionals.
It’s free to attend – Book your ticket today!
RTX Scotland is completely free for visitors to attend. Whether you’re looking to upgrade your fleet, stay ahead of regulatory changes, or simply connect with others in the industry, this event is not to be missed.
One of the highlights of RTX Scotland will be the Knowledge Zone stage, where industry experts and Scottish fleet operators will tackle the most pressing issues facing the sector today. Topics will include fleet decarbonisation, compliance, road safety, and more. Confirmed speakers include representatives from Innovate UK, the Office of the Traffic Commissioner, NaVCIS, the RHA, and other influential organisations. The sessions are designed to be interactive, with visitors encouraged to join the conversation using Slido on their mobile phones to ask questions live during the talks. Adding to the buzz, HGV 1 Radio will be broadcasting its Transport News Hour live from the show floor on the first day, giving attendees a chance to see behind the scenes of industry’s popular radio programme. Hayley Tayler, RTX head of content, said: “We’ve been speaking with industry to understand what you’d like to see in the RTX Scotland conference programme. Your input is invaluable as we shape the content to reflect the challenges and opportunities facing operators today.
We’re also keen to hear from Scottish HGV operators who are leading the way in fleet decarbonisation or safety, especially those taking innovative approaches that could inspire others across the sector.”
When it comes to servicing heavy-duty vehicles, in-ground lifts provide an unbeatable combination of wheel-free access and a clutter-free working environment. But for all their advantages, traditional systems have often been held back by high installation costs, fixed positioning, and complex maintenance.
That’s where Stertil-Koni’s ECOLIFT stands apart, delivering all the benefits of in-ground lifting while removing the compromises that have held older systems back.
Why in-ground lifts work so well
In-ground lifts are installed directly into the workshop floor, eliminating the need for columns, fixed platforms, or surfacemounted structures that can restrict movement. This creates a safe, open space around the vehicle, giving technicians unobstructed access to the undercarriage.
When not in use, the lifting units retract fully into the floor and can be covered with roller shutters or flush-fit panels. This creates a strong, level surface that can be walked over, driven over, or repurposed for other tasks. For busy workshops and depots where every square metre counts, this flexibility helps maintain smooth vehicle flow and keeps operations efficient.
Overcoming the pitfalls
While in-ground lifts offer impressive workflow benefits, older designs have
often come with significant challenges. Conventional systems usually require deep pit excavation, which means major civil works, complex drainage solutions, and higher upfront costs. In some cases, ground conditions or the presence of underground utilities make installation even more complicated.
Once installed, these systems are fixed in place, difficult to reconfigure and impossible to relocate without extensive disruption. For workshops anticipating growth, or a potential site move, this lack of flexibility can be a major drawback.
Maintenance can also be an issue. With many hydraulic and mechanical components buried below ground, accessing them for servicing or repairs can be slow and disruptive. This often means downtime not just for the lift, but for the entire bay, something high-throughput operations can ill afford.
ECOLIFT: A smarter in-ground solution
Stertil-Koni’s ECOLIFT is engineered to tackle these long-standing issues head-on. Its shallow pit design (just 870mm deep) dramatically reduces excavation requirements, speeds up installation, and minimises site disruption. Delivered preassembled in a protective cassette, ECOLIFT uses a drop-in/bolt-in method for straightforward fitting.And it’s relocatable. The only in-ground lift system in the world
that can be removed and reinstalled elsewhere. This makes it an ideal choice for businesses that are growing, reconfiguring their facilities, or planning a move.
ECOLIFT at a glance:
■ Wheel-free lifting for full brake, suspension, and undercarriage access.
■ Continuous Recess™ handles ultra-lowclearance vehicles, including low-floor buses and EVs.
■ Flexible lift positioning via moveable scissor units to suit different axle layouts
■ Modular configurations (2, 3, or 4 scissors) lift up to 54 tonnes.
■ Above-ground hydraulics and controls for faster, cleaner maintenance.
■ eBright Smart Control System for clear, intuitive touchscreen operation.
■ Independent mechanical locking for safety and stability on every lift.
Is ECOLIFT right for your workshop?
Whether you’re maintaining refuse trucks, servicing articulated buses, or managing a mixed fleet, ECOLIFT combines the flexibility of a relocatable system with the space-saving advantages of in-ground lifting. For workshops that value throughput, technician safety, and the ability to adapt to future needs, ECOLIFT delivers a truly futureproof solution.
FROM STRESS TO STRENGTH
Rachel Clift, chief executive officer of the automotive charity Ben, talks to CVW about the unique pressures facing commercial vehicle professionals and how Ben is adapting its services to meet their needs.
QFor readers who may not be familiar, can you introduce yourself and tell us a little about Ben?
Rachel Clift: I’m Rachel Clift, and I became chief executive of Ben in November last year, after several years as health and wellbeing director. Ben is the automotive industry charity dedicated to supporting people who work, or have worked, in the industry, along with their family dependents.
We’ve recently gone through a big transformation. Today, Ben is a health and wellbeing charity, here to servce automotive peoplle and their families,
helping them face challenges, overcome difficulties, and ultimately live their best lives. For us, it’s about being proactive as well as reactive: not just stepping in at crisis but giving people the tools to live life well and build personal resilience.
Q
The commercial vehicle sector keeps the UK moving, often under intense pressure. How do you see Ben’s role in supporting this workforce?
Rachel: The commercial vehicle world, like much of the automotive industry, involves long hours, high pressure, shift
patterns, and often working remotely. These conditions can make it harder for people to look after their health and wellbeing.
That’s where Ben comes in. We provide confidential support for any issue, big or small. Whether it’s stress, loneliness, financial struggles, or health concerns, we’re here to listen, identify the root cause, and help people get back on track. Increasingly, our focus is on prevention: giving people the skills and knowledge to manage challenges before they reach crisis point. Ultimately, we want to empower people to live healthier, happier lives at work and at home.
Q What makes the pressures in the CV sector different from other parts of automotive?
Rachel: Commercial vehicle professionals face unique challenges: long and antisocial hours, heavy workloads, high stress, and often isolation, especially for drivers. All of this impacts both mental and physical health.
For example, poor sleep and disrupted routines are common, and loneliness can creep in. That’s why it’s so important people know they can pick up the phone to our helpline or use our online chat services anytime. We’ve recently launched a 24/7 support line, which is vital for a sector that operates around the clock and doesn’t have the luxury of downtime.
Q Awareness seems crucial. How well known is Ben among CV professionals?
Rachel: Awareness is still one of our biggest challenges. We estimate that only about one in six people across the automotive industry know about Ben and the breadth of support available and most importantly where to aaccess it.
“Ultimately, we want everyone entering the industry to know that Ben is here to support them for life.”
“Too often people wait until crisis point, but early support is always more effective.”
Over the next five years, our ambition is to grow that figure to one in three. That means more visibility – whether through trade bodies, employers, social media, events, or digital platforms, so that wherever someone is, whether in a workshop or on the road at two in the morning, they know Ben is there for them. This is a huge task, but it’s one we’re committed to, because every extra person who knows we exist could be someone whose life is changed or even saved.
QWhat services are you prioritising for the CV community?
Rachel: Prevention is key. We want to equip people with the tools to spot early signs of stress or ill-health and know what to do. That could be accessing our counselling services, using SilverCloud, our digital cognitive behavioural platform, or working with a life coach to make lifestyle changes, such as improving diet, sleep, or managing finances.
We also provide more specialist support when needed, such as trauma counselling, bereavement support, or guidance for people with neurodiverse conditions. Whatever the challenge, we take a wholeperson approach – emotional, physical, financial, and social. We want people to feel supported not just in their work, but in every aspect of their lives.
Q The industry is still heavily male-dominated. Do you see unique challenges around men seeking help?
Rachel: It’s often said that men don’t reach out for support, but our data shows they do. The gender split among people accessing Ben reflects the industry average, around 70 per cent male. What we’d like to
see is people, regardless of gender, coming to us earlier. Too often people wait until crisis point, but early support is always more effective.
The harsh truth is that the demographics of the automotive industry ay at risk of higher suicide rates. We believe we could be losing two lives per week in our industry to suicide. That’s why talking openly about mental health and encouraging earlier engagement with support is so important. For us, this is about saving lives as well as improving them.
Q Looking ahead, what’s your vision for Ben’s relationship with the commercial vehicle sector?
Rachel: We want to work closely with employers, trade bodies, and other stakeholders in the CV sector to ensure our services are relevant and accessible. Our new BenLife initiative is designed to package everything we offer in a way that makes sense for employers – helping them build resilient workforces while also supporting our mission.
“We don’t just want to step in at crisis point, we want to give people the tools to stay resilient in the first place.”
Ultimately, we want everyone entering the industry to know that Ben is here to support them for life – not just while they’re working, but even into retirement.
Q Finally, if you could send one message to everyone in the CV sector, what would it be?
Rachel: Ben is here for you. Whatever challenge you’re facing, big or small, you don’t have to deal with it alone. Visit our website, explore the services available, and please spread the word so that more people know help is out there.
WORKSHOP SPOTLIGHT
AJ Fleetcare: A family garage where excellence meets heart
Award-winning and family-run, this Leeds garage excels in servicing cars and light commercial vehicles, blending precision, customer care, and teamwork. CVW recently visited AJ Fleetcare to find out more about its journey to success.
In the heart of Leeds, a family-run garage has been quietly transforming the way people experience automotive care. Winning awards like the Motor Ombudsman’s Star Star Award hasn’t just been a badge of honour – it’s a testament to a philosophy rooted in genuine customer care, family values, and continuous learning.
The journey began over a decade ago when a son, Matthew, challenged his father, Alan, to push himself. That nudge sparked a cultural shift within the garage, emphasising not just technical proficiency but also customer service. “It means a lot to us knowing that customers appreciate what we do for them and how we look after them,” Alan Landale explained. The recognition from both customers and independent judges validates their approach, cementing a decade-long commitment to learning and improving.
Continuous training is a cornerstone of their philosophy. Andy Savva’s courses, for instance, were described as “eye-opening,” offering insights into thinking from a customer’s perspective rather than just a technical standpoint. “You have to take a step outside of your own business,” Alan noted, reflecting how stepping back helps them see challenges in a newlight. They attend training together, fostering a team mentality that strengthens the garage’s overall cohesion. This team approach extends beyond formal learning – every staff member, regardless of experience, is encouraged to participate and contribute.
The family dynamic is at the heart of the garage’s success. With a team consisting of a husband and wife, their son, a daughter, and a long-time employee considered an “adopted family member,” the lines between work and family life blur in a
positive way. Celebrations, trips, and shared responsibilities create a supportive environment that encourages collaboration and mutual respect. Even recreational pursuits like attending motorsport events together reinforce the team spirit, blending work and personal passion.
The garage isn’t just about technical excellence – it’s about empathy and understanding. Customers aren’t just numbers or jobs; they’re people with lives, struggles, and unique stories. One standout example is a customer lovingly nicknamed “Muttonchops,” who helped the family navigate their first trip to London for the Motor Ombudsman awards. Another, Tommy, comes in with personal challenges, and staff members, especially matriarch Jeanette, who manages the front desk, takes the time to sit and talk, offering guidance and support.
Working together
Flexibility and problem-solving define their approach. For example, if a customer cannot afford a full repair, the team devises partial solutions that meet immediate needs while respecting financial limitations. This empathetic approach doesn’t compromise the business –it strengthens loyalty. “We’re not here just to fix the car. If a customer has a problem, we’re here to help,” daughter and technician in training Lindsey explained. This philosophy extends to every interaction, from vehicle diagnostics to casual conversations, ensuring each customer feels heard and valued.
The technical side of the business is equally impressive. The team embraces complexity, from air conditioning services and DPF cleans to full engine rebuilds on rare vehicles like the Strat Jaguar, of which only 50 were ever made. They take pride in their craft, demonstrating both precision and speed, even under extreme pressure, as during motorsport events where cars must be ready on time for races. These highstakes experiences reinforce the team’s technical capability while maintaining the family-centric approach.
Interestingly, the garage has cultivated an environment where staff can explore diverse roles. Front-of-house personnel understand the mechanical side, and technicians appreciate customer service challenges. This cross-training strengthens communication and empathy within the team, creating a cohesive work environment where everyone is aware of each other’s roles and challenges.
Work-life balance is also respected, with boundaries in place to prevent burnout. The family acknowledges the need for downtime, adjusting hours to maintain a sustainable routine while still committing to exceptional service. This balance doesn’t compromise dedication; it enhances focus and ensures every task is executed with care.
Cultural traditions and small personal touches enhance the experience. Music preferences are flexible, and the garage is described by Alan as “a space where you can zone into your work,” whether it’s mechanical diagnostics or customer interactions. Even casual moments, like sharing a cup of coffee with a customer or swapping stories about motorsport events, reinforce a sense of community. It’s an environment that blends professionalism, family values, and enjoyment seamlessly.
The garage’s story is also about adaptability and growth. Staff members have shifted roles, learned new skills, and embraced responsibilities they initially hesitated to take on. From handling complex diagnostics to educating customers in layman’s terms, everyone contributes to a culture of learning and improvement.
Customer service first Awards and recognition play a role in validating these efforts, but the true reward lies in the daily satisfaction of helping customers. From routine maintenance to complex repairs, each interaction reinforces the garage’s ethos: care, integrity, and expertise. The Motor Ombudsman award ceremony, held in the House of Parliament, was a particularly proud moment, illustrating the culmination of years of dedication, teamwork, and family involvement. Jeanette explained to us that when the team found out they’d won the award they were beyong proud, tearing up just by recalling the moment.
Ultimately, this garage exemplifies how a family-run business can thrive by combining technical excellence with emotional intelligence. Employees are not just staff they are part of a family, and customers are more than clients – they are part of a community. By embracing learning, maintaining strong family bonds, and committing to empathetic service, the garage has created a model that other businesses can emulate.
Every vehicle fixed, every customer guided, and every lesson learned contributes to a culture of respect, care, and continuous improvement. In a world where
many businesses prioritise speed and profit over people, this Leeds garage stands as a shining example of what happens when heart and expertise work hand in hand.
In the end, it’s a combination of family, passion, empathy, and excellence that drives this garage forward. Whether it’s tackling a complex engine rebuild, managing a customer’s worries, or celebrating milestones together, the team operates with a shared commitment to quality and care. It’s a testament to what can be achieved when work is approached not just as a job, but as a vocation fuelled by heart and dedication.
PROACTIVE TESTING TO PROTECTFLEETS
UK argues operators need to embed testing and inspection into a broader safety culture.
Vehicle testing is a regulatory hurdle that needs clearing, with a pass certificate essential for staying compliant – but while compliance is the minimum requirement, it is far from the whole story.
Embedding testing and inspection into a broader safety culture means moving beyond a once-a-year MOT mindset and creating a continuous routine to ensure every vehicle is fit for purpose, every day. While the MOT demonstrates that a vehicle was roadworthy on the day of the test, DVSA guidance also requires safety inspections every six to eight weeks. These regular checks help catch issues before they become critical, givingoperators the confidence that their fleet is safe at all times.
A safety culture also depends on people: drivers who report defects, technicians that use equipment correctly and managers that invest in premium equipment and support proactive approaches.
Importance of training
Training is crucial – understanding how to operate equipment and systems, along with knowledge of how to interpret results – as is investment in the right equipment. When staff observe that management are taking safety seriously, that philosophy should be adopted by every member of staff.
Prioritising safety delivers tangible benefits, like less unplanned downtime, reduced maintenance costs and lower insurance risks, all flow from a wellmaintained fleet. Operators with a reputation for professionalism and care are also admired.
Compliance meets confidence
An MOT pass certificate shows that a vehicle was roadworthy on the day of the test, but defects don’t appear on a schedule. Brake performance, for example, can deteriorate gradually, tyres can wear unpredictably, and emissions can fail suddenly. That’s why six-to-eight week safety inspections are vitally important. They also give operators opportunities to make repairs before they turn into critical issues.
Building confidence requires accurate testing at these intervals. Brake checks, emissions testing and headlight alignment assessments all provide priceless data that helps operators understand a vehicle’s condition in real time.
Brake testing under the spotlight
This April’s regulatory changes have brought that proactivity into the spotlight, particularly on braking. According to the DVSA’s Guide to Maintaining Roadworthiness, safety inspection are now expected to include a brake performance assessment. That can be carried out by a laden roller brake test, a suitable electronic braking performance monitoring system or a decelerometer with temperature readings.
The DVSA makes clear that a laden brake test using a calibrated roller brake tester is still the most effective way to measure both individual and overall brake performance. MAHA UK is acutely aware that creating laden conditions isn’t always easy – space constraints, limited access to loading equipment, safety risks and
operational disruptions all create challenges – but the premium workshop equipment supplier offers a compliant solution.
That is why enquiries for MAHA UK’s MBT 7250 commercial brake tester, equipped with a rising roller bed option, have surged. The rising roller system can be elevated to 250mm, simulating axle loads of up to 10 tonnes. This is a reliable alternative
to traditional laden brake testing where external loading is impractical – bolstering safety through meaningful, repeatable testing conditions.
Merging expertise
When everyone is united in feeling responsibility, when inspections every six to eight weeks are not treated as a box-ticking exercise, businesses are stronger, and vehicles are treated with the care and attention required.
MAHA UK managing director, Neil Ebbs, said: “Safety is about ensuring everyone is alert, trained and confident, meaning every vehicle is thoroughly maintained to the highest standard and ready to operate safely on the road every day.
“At MAHA UK, we are already supporting operators and continue to receive enquiries for our rising roller bed option. It provides a reliable, repeatable way to check braking performance where traditional laden testing isn’t practical, helping fleets stay compliant while putting safety first.”
KNOW YOUR PARTS Double diaphragm cylinder
Brakes specialist febi shares everything you should know about double diaphragm cylinders, and some common faults in them.
DDouble Diaphragm
Braking Cylinder
febi 28624
Diaphragm
Cylinder Part
febi 108782
ue to their large mass, heavy commercial vehicles require a particularly powerful braking system. Nearly all vehicles with a gross vehicle weight of more than 7.5 tonnes are equipped with a compressed air brake system.
The compressed air is generated by an air compressor, which is usually powered directly by the engine. The compressed air is stored in air tanks with a working pressure of approximately 8 bar to ensure that sufficient quantities are available. From the air tanks, it is controlled by valves to the loads, e.g. the air suspension, the transmission control, and, of course, to the air brake cylinders.
Brake cylinders serve to convert the energy contained in the compressed air into mechanical force. This takes place with the aid of a diaphragm, which is located in the housing of the brake cylinder. When the driver presses the brake pedal, compressed air flows into the brake cylinders. The diaphragm
“If there is any doubt about the correct function of brake cylinders, they should be replaced.”
moves a piston and a pressure rod, which transmit the force to the wheel brake.
There is a distinction made between brake cylinders with one and with two diaphragms. Brake cylinders with one diaphragm are generally used on non-driven axles. Brake cylinders with two diaphragms, also called double diaphragm cylinders, combination brake cylinders, or tristop cylinders, are installed on driven axles.
Function
Double diaphragm cylinders consist of a combination of a diaphragm brake cylinder and a spring mechanism part. In addition to their function as normal driving brakes, they also serve as parking brakes and as auxiliary brakes. The diaphragm brake cylinder acts as a driving brake, the springloaded part as a parking brake.
In contrast to the driving brake, which is pressurized for braking, the double diaphragm cylinder also brakes when no compressed air is applied. A spring in the spring mechanism part actuates the brake until compressed air reaches the spring mechanism of the brake cylinder. Only then is the spring compressed by the diaphragm and the brake released.
If the vehicle has no compressed air available, for example due to a defect in the engine or the compressed air system, it is first braked by the spring in the spring mechanism. However, this spring can be retracted or tensioned with a reset tool which is inserted at the rear of the brake cylinder. Only then is the braking effect of the spring mechanism released.
Remember: Do not forget to remove the reset tool after use!
Attention!
Great danger is posed by the enormous force of the spring of the spring mechanism. If the clamp of the spring mechanism part is loosened and the spring is not tensioned with the reset tool, there is danger to life.
Reasons for failure:
● Corrosion of the sheet metal parts.
● Leak.
● Spring fracture.
● Torn diaphraghm.
Brake Parts are safety relevant The vents must always be free and must point downwards. If this is not the case, water and dirt can collect inside the brake cylinder and lead to corrosion.
Connections Diaphragm Cylinder
Compressed Air Connections Spring Mechanism
Not only should the brake cylinder be checked regularly for secure fastening, function, and wear, but also the mounting and surrounding components. If there is any doubt about the correct function of brake cylinders, they should be replaced. For safety reasons, the replacement of brake cylinders and work on the brake system should only be carried out by trained specialists.
Rely on tested OE matching quality replacement parts from febi.The febi brand is part of the bilstein group, the umbrella organisation for several other strong brands.
FOR MORE INFORMATION
Make sure to scan the
THE BRAKE DEBATE
Discs vs drums on semi-trailers – SAF Holland gets to the bottom of the debate.
Drum or disc brakes for semitrailers? UK-based transport operators are still polarised about which is best. So, one of Europe’s leading automotive engineering consultancies, Horiba Mira was tasked with determining how each performed under identical conditions, and the results are in.
In the world of commercial transport, the choice of braking systems is a critical decision that affects safety, maintenance costs, and overall operational efficiency. For semi-trailers, the discussion comparing disc brakes and drum brakes continues to be a topic of significant interest. Both systems have their supporters, and each has its own advantages, but recent technological advances and industry trends suggest a shift towards disc brakes.
impartial scientific trials to ascertain the difference in performance of trailers fitted with drum and disc brakes. To determine the performance differences, two identical trailers were commissioned by WH Malcolm Logistics, with the only difference being that one was equipped with disc brakes and the other fitted with drums.
a trailer equipped with disc brakes will consistently stop within a significantly shorter distance compared with drum brakes. A further 31.7 metres was needed by the drum brake equipped trailer to come to a complete stop.
To explore this further, SAF Holland, which manufactures both disc and drum brake systems, teamed up with logistics and transport specialists, WH Malcolm, to facilitate the forensic testing of the systems, side-by-side. Under the strict watch of unbiased, independent experts, their aim was to generate data to help fleet operators and transport engineers make better informed decisions on which system to specify.
Put to the test
SAF Holland and WH Malcolm engaged the services of Horiba Mira, the worldrenowned vehicle engineering, test and development consultancy, to conduct
The trailer and tractor combinations were loaded with a gross mass of 24,000kg and using the trailer brakes only, the braking systems on both trailers were bedded and conditioned by conducting a series of stops, while the brake temperature rise up and cooling were closely monitored.
Again, for the actual tests, only the trailer brakes were used, without any influence from the tractor unit braking system and the ABS/EBS system was disconnected. The trailer brakes were applied by pressure in the service line via an independent tank/valve set-up triggered by an actuator located within the tractor unit.
The tests conducted included repeated brake applications at 1.5-mile intervals from 80km/h, recovery from water immersion from 50km/h and temperature sensitivity tests from 80km/h.
The results make for interesting reading and present a compelling case for the use of disc brakes over drum. Even when operating at higher working temperatures,
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Andy Dyer, managing director of SAF Holland UK commented: “These results give a clear indication of how disc brakes outperform drums, and perhaps explain why 85 per cent of trailers operating in mainland Europe are fitted with disc brakes - they outperform drum in almost every way. Most importantly, discs will stop a semi-trailer within a distance that’s nearly eight car lengths shorter than a drumbraked equivalent. So, when specifying disc brakes operators are contributing to improving UK road safety – surely there cannot be a better reason.”
WH Malcolm’s chief fleet engineer, Gavin Summers added, “We have been a leader in transport and logistics for over a century and we’ve held that position partly as a result of being early adopters of technological advances, although we’ve always insisted on rigorous testing of any new technologies. That’s why we felt that it was important to run these new tests putting drum brakes up against the latest generation of discs. We would then base decisions concerning the specification of braking systems upon current data provided by an unprejudiced and trusted source. Horiba Mira’s results are clear –disc brakes will stop a trailer quicker and more consistently than drums.”
The tests were conducted at Horiba Mira’s Nuneaton Technology Park in the spring of 2024.
READY FOR DECEMBER
From December, DVSA regulations require updated brake testers. Capelec units, installed by Liftmaster, are designed to fit existing bays, aiming to help workshops and ATFs stay compliant without major groundwork or long downtime.
The DVSA’s updated testing regulations coming this December mean many workshops and authorised testing facilities (ATFs) will need to upgrade their brake testers. While meeting the new standards is essential, the challenge is avoiding costly groundwork and extended downtime. This is where the Capelec brake tester comes in.
Capelec, a leading European manufacturer, has designed its brake testers with maximum compatibility in mind. In most cases, they slot seamlessly into existing recesses, avoiding the need for excavation or bay alterations. That means no concrete cutting, no extended lane closures, and no major disruption, a big win for busy workshops.
Upgrading test equipment can bring hidden costs: groundwork, lost productivity, and rescheduled customers. Capelec helps avoid these issues. Whether replacing outdated gear or taking over an existing lane, installation is quick and straightforward.
Each unit’s galvanised chassis and compact frame are built to standard bay dimensions, ensuring they drop into place without altering pits or recesses. This reduces installation time and expense, letting you get back to testing sooner.
Compliance
The DVSA’s December deadline isn’t just about ticking boxes. It’s about ensuring your lane meets updated operational and reporting standards. Capelec brake testers are DVSA-approved and already meet the latest software requirements, including updated print formats and secure test data uploads.
For ATFs and heavy vehicle operators, the flagship Capelec CAP9110 is a proven choice. Built for commercial and HGV testing, it handles axle loads up to 20,000 kg. The reinforced galvanised chassis, nonoxidising aluminium rollers, and twin-chain transmission make it ideal for high-volume, heavy-duty work. Available for pit or floor installation, its compact footprint maximises usable space while maintaining full compliance.
Modern interfaces
Capelec offers a range of interface options to suit different working environments, from fixed touchscreen and multi-screen setups to
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tablet control with wireless remote operation. This flexibility allows operators to work in the way that’s most efficient for them.
All units come with remote support as standard, helping you resolve any issues quickly and keep your test lane running smoothly. This is especially valuable as the December changes come into effect.
In the field
Operators value their reliability, ease of integration, and the fact that upgrades rarely require re-engineering the entire bay.
When deadlines are approaching, the last thing you need is an installation that turns into a major rebuild. Capelec’s approach, fitting into most existing recesses, keeping downtime low, and ensuring DVSA compliance, means you can meet the requirements without weeks of lost productivity.
Future-proofing
The December DVSA updates are just the latest step in evolving testing standards. By choosing a Capelec brake tester now, you can position your workshop or ATF for the long term. With proven durability, full compliance, and designs that integrate into your existing setup, Capelec delivers a solution built to last.
If you’re planning an upgrade before the December deadline, now is the time to act. Capelec’s engineering expertise, combined with Liftmaster’s installation experience, ensures a fast, efficient switch with minimal disruption.
KEEPING YOUR TRAILERS ON THE MOVE
Designed for long service life and simple servicing, BPW braking systems help minimise downtime and maintain fleet efficiency.
For commercial fleets, reliability is essential. Every minute a trailer is off the road impacts efficiency and profitability. BPW braking systems deliver optimal performance and reduced wholelife costs. Choose trusted drum or high-performance disc brakes for durability, safety, and easy maintenance - keeping vehicles on the road.
Drum brakes
The BPW drum brake is a trusted solution in the UK transport industry, valued for its performance and cost-effectiveness. Its encapsulated design protects components from dust, dirt, and water ingress, reducing downtime and maximising mileage. The BPW drum brake features a central pull-off spring, providing rapid reset via high tensile force. Precisely located ‘C’ clips secure the brake shoes. The brake shoe pivot is offset by 30°, which enhances stability and protects the anchor pin. Brake rollers with long-life lubrication ensure smooth operation and consistent efficiency.
Disc brakes
a longer service life. Due to the compact design, the brake is directly connected to the axle beam and fully integrated into the system. This makes it one of the lightest braking systems on the market. In a standard tri-axle setup, the TS2 can achieve a weight saving of up to 12 kilograms. This improves fuel efficiency and increases payload capacity – key benefits for
For drum brakes, the wheel, hub, brake drum, and bearings can be easily removed with minimal effort for faster servicing.For disc brakes, the ECO principle enables disc replacement without caliper removal, saving up to three hours per vehicle.
Design features include DIN ISO tapered roller bearings. These can be inspected, regreased, and repacked easily without fitting a completely new hub. An integrated torque-limiting hub nut also follows the F1 principle. This single threaded nut acts as a puller.
The BPW ECO hub system, patented over 30 years ago, is the foundation of BPW running gear. It is built for high-duty modern transport cycles and offers robust, reliable, long service life.
Minimising downtime
Durable and efficient, the BPW ECO disc brake (TS2) is the next generation of Europe’s most successful trailer disc brake. Building on the robust original ECO disc caliper, the TS2 is lighter.
The TS2 disc brake features single offset tappet technology and an enhanced pad backplate, providing even braking force and
The BPW-patented ECO hub system works in unison with the BPW drum and disc brake braking systems. It aims to simplify brake maintenance and minimises downtime. Inspired by Formula One pit stops, the F1 principle allows quick removal of the entire wheel and hub assembly. No special tools are needed.
Maintaining a trailer’s roadworthiness requires a braking system that can withstand the toughest operating conditions. BPW drum brakes, for example, incorporate a multi-seal unit that prevents contaminants from entering the system. A labyrinth of seals is positioned in front of the grease seal, while an integrated dust lip completely seals the bearings. A grease-retaining sheath ensures optimal retention of grease. This extends service life and reduces maintenance intervals. This combination of advanced sealing technology means fewer servicing requirements.
With over 125 years of experience, BPW leads the industry with advanced braking technologies, including drum and disc brakes, all supported by the ECO hub system. BPW delivers solutions to keep your fleet on the move.
SIMPLIFYING TRAILER DIAGNOSTICS
CVW hears about Doctor Air Brake's mobile trailer check solution, aiming to reshape how you might approach trailer diagnostics and servicing.
In the fast-paced world of commercial vehicle maintenance, time is money, and precision, safety, and efficiency are non-negotiable. Recognising this, Doctor Air Brake is aiming to redefine how fleet operators, workshops, and mobile service providers approach trailer diagnostics and servicing. At the heart of this transformation is the Doctor Air Brakes mobile or workshop trailer check (VTC) service and diagnostics solution that encapsulates full diagnostic functionality within a compact, tractor unit in a box.
This system is designed from the ground up for one-man operation, giving technicians the power to swiftly, safely, and comprehensively assess trailer health.
One connection
The Doctor Air Brake VTC system aims to transform trailer diagnostics into a streamlined, single-step process. By simply connecting the tractor unit’s air and electrical lines to a trailer, technicians can perform an extensive evaluation of lighting circuits, ABS/EBS/CAN networks, and all air brake systems in one go.
Gone are the days of fumbling with separate tools, multiple reconnections, or relying on a noisy tractor engine. The VTC solution aims to consolidate what was once a laborious, multi-person task into a precise and efficient process executed by a single operator. It's a leap forward in trailer service diagnostics that speaks directly to the needs of today's fleet operations.
Flexibility and adaptability
A standout feature of the VTC unit is its dual power source capability. The system can be powered via the technician’s 24V vehicle battery, or, where site conditions permit, through a dedicated 110V or 240V mains power supply unit (sold separately). This ensures the system adapts to your working environment –be it in the workshop, at the roadside, or on the fleet yard –without compromising diagnostic capability or performance.
Safety, simplicity, and speed
Efficiency isn’t just about speed, it’s about safety, and the VTC prioritises both. Traditional brake testing methods often require awkward positioning near axles or the use of cumbersome tractor units. With Doctor Air Brake’s optional remote-control functionality, technicians can safely apply service brakes and check for component issues such as worn slack adjusters or air leaks without ever leaving their inspection position.
This hands-free control allows technicians to monitor air pressure at the
In a market where vehicle complexity grows and margins tighten, tools that deliver precision are no longer optional.
chamber or observe braking components in real-time, all while reducing risk and enhancing precision.
DAB wireless remote
Taking remote functionality a step further, the new wireless remote for the VTC offers technicians an even more fluid, mobile working experience. Designed with walk-around inspections in mind, this remote lets operators activate lighting circuits without repeatedly returning to the VTC unit –saving time and effort. The DAB wireless remote isn’t just a light tester. It’s an advanced diagnostic companion capable of:
● Monitoring air pressure both at the wheel and the trailer’s connection point.
● Activating the service brake directly from beside the axle for up-close inspection.
● Measuring and recording voltage under load, essential for diagnosing elusive electrical faults.
● Checking EBS warning light function at the tractor, confirming the integrity of trailer communication systems.
● Staying powered with a built-in rechargeable USB battery that lasts up to 3 months per charge.
This smart remote doesn’t just enhance trailer inspections –it aims to elevate them to a new standard of mobility, insight, and user-friendly performance.
Code Talk II
Doctor Air Brake doesn’t just stop at testing hardware. The newly enhanced Code Talk II handheld tool brings diagnostic capability directly into the hands of technicians. As a globally recognised fault code reader supporting WABCO, HALDEX, KNORRBREMSE, and other leading ABS/EBS systems, Code Talk II is said to be the cornerstone of any modern trailer diagnostics toolkit.
● No more dongles. The Code Talk II connects directly via its provided breakout lead, streamlining your workflow and eliminating setup errors.
● Real-time data at your fingertips, including:
● Wheel speed readings.
● Air pressure values.
● System voltages.
● Trailer ride height.
● Instant fault code readout and clearance, empowering technicians to fix problems on-site and reduce costly downtime.
Plus, when paired with the VTC system, the Code Talk II doubles as a remote control, letting you manage brake and light testing from inside your vehicle or at your convenience –yet another example of the briding between intelligence and practicality.
Why it matters
With every feature engineered for performance and usability, Doctor Air Brake’s mobile diagnostics suite brings realworld value to operators. From independent workshops to major fleet operators, the benefits are immediate:
● Faster diagnostics and service times = More trailers checked per day.
● Single-operator functionality = Lower labour overhead.
● No subscription fees on Code Talk II = Predictable operational costs.
In a market where vehicle complexity grows and margins tighten, tools that deliver precision, speed, and adaptability are no longer optional –they’re essential. Doctor Air Brake's Trailer Check solutions, powered by advanced tools like the VTC unit, Wireless Remote, and Code Talk II, are purpose-built to give technicians the upper hand in today’s competitive maintenance environment.
Whether you’re upgrading a workshop, scaling a mobile diagnostics service, or equipping your fleet for independent maintenance, Doctor Air Brake provides the trusted hardware, reliable support, and diagnostic intelligenceyou need to stayahead.
For more information or to discuss configuration options –including wired or wireless remote controls –the team is ready to help tailor a solution that meets your operational goals.
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BUILT FOR THE LONG HAUL
West Lothian-based landscaping supplier Rocks Off Gravel has expanded its fleet with a custombuilt Krone Profi Liner trailer, designed with a hydraulic lifting roof, advanced safety systems, and telematics to streamline loading and ensure seamless operations across the UK and Europe.
Rocks Off Gravel has strengthened its logistics capability with the addition of a new high-specification Krone Profi Liner trailer, specially built to support flexible, cross-border operations and demanding loading requirements across the UK and Europe.
Based in West Lothian, Scotland, Rocks Off Gravel is a long-established provider of raw materials and services to the landscaping industry, specialising in all aspects of hard and soft landscaping for both commercial and domestic users.
Trailer features
Supplied by Krone Trailer UK, the new Profi Liner features a hydraulic lifting and sliding roof that can raise by 500 mm from its lowest height of 4.0 metres –ideal for safe and efficient loading of tall or irregular cargo. The roof system is also heightadjustable between 4.0 metres for EU compliance and 4.2 metres for UK domestic operations, offering Rocks Off Gravel the flexibility to operate seamlessly across markets while remaining within legal height limits.
“Adding this trailer is part of our strategy to invest in smarter, more adaptable equipment,” said Scott Mealyou, managing director for Rocks Off Gravel. “The lifting roof alone makes loading faster and safer, especially when handling oversized materials or working in tight yards.”
The Profi Liner also includes a suite of advanced features designed to improve safety, efficiency, and load handling. A Krone TPMS (tyre pressure monitoring system) delivers real-time tyre data to reduce risk and improve fuel economy, while front and rear lift axles provide better manoeuvrability and reduce tyre wear depending on load conditions.
“The lifting roof alone makesloading faster and safer.” Scott Mealyou, managing director, Rocks Off Gravel
For secure and flexible cargo transport, the trailer is equipped with 10 heavy-duty sockets along each side rave and centre line, engineered to accept 80 mm x 80 mm heavy-duty posts and aluminium rigging boards –an ideal setup for transporting construction materials and irregular freight.
Talking telematics
Additionally, the trailer is fitted with Krone Telematics, providing live updates on trailer location, door activity, load status, and brake wear, helping Rocks Off Gravel to maximise efficiency and safety across its operations.
The high spec also includes two spare wheel holders, full LED lighting –complete with LED indicating side markers and LED
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floodlights positioned at the landing legs and rear facing, behind the back axle. Built to EN 12642 XL standard, the Profi Liner’s chassis, side raves, side guards, lamp panels and rear under run are finished in Krone’s KTL-Plus powder paint process, which underpins the Krone 10-year guarantee against perforation corrosion. All are in Rocks Off Gravel’s distinctive dark violet, while the body and curtain are in the company’s complimentary colour of yellow.
Accredited by reputable organisations such as CHAS, RHA, and SMAS, Rocks Off Gravel offers a comprehensive selection of high-quality materials, from screened top soil and hard core to sand, decorative gravels, bark mulch and turf.
TRAIN.RETAIN. REFURB.REPEAT.
With its fast-track Mechanic Academy and booming trailer refurbishment service, TIP Group is building tomorrow’s workforce while helping operators cut costs and carbon today.
It’s a well-publicised secret that the commercial vehicle industry is facing a challenging period, with rising costs, skilled worker shortages, net-zero, and ever-tightening legislation to name but a few obstacles on the horizon. TIP Group –Europe’s largest trailer and fleet rental company – is tackling these challenges headon, with solutions and initiatives that address multiple problem areas simultaneously.
Skills shortage
“The most pressing issue we have is who is going to do the work in 10 years, when a proportion of our industry has retired with fewer skilled technicians ready to fill this gap”, remarks Mark Carlin, fleet and engineering director at TIP Group.
“Environmental targets and legislation changes are one thing, but if we haven’t the right staff equipped to do the job, those targets become redundant.” In 2023, TIP set up its Mechanic Academy initiative to help jumpstart technician careers in the commercial vehicle industry, with a focus on developing technicians specifically to do work on trailers, as opposed to on HGVs in general.
“We were seeing technical colleges that we had great relationships with cancelling apprenticeships due to a lack of uptake, which was discouraging people from joining these courses”, adds Carlin. “It added another layer of obstruction to getting into our industry, which is why we created this programme that anybody –with some mechanical or hands on
engineering background – could partake in.”
The Mechanic Academy is a fast-tracked 12-month programme that combines classroom, independent, and practical learning experiences relating to trailer maintenance and repair. Participants graduate with a CPD accreditation and then go on to achieving qualifications such as the Inspection Technician Accreditation scheme (IRTEC) – as well as being offered permanent placements in TIP facilities across the country, while still being further mentored and technically developed through our internal workshops.
“Our opinion is that the commercial vehicle industry should be open for anyone and everyone to work here. We don’t believe in economic, social or age barriers, so we built this course with the intention of dismantling them. So far, we have had everyone from a TIP yard supervisor to an electrician joining and then graduating through the academy,” says Carlin.
Participants in the academy are paid a salary from day one, and given all the tools needed for the job, which they get to keep after they graduate.
With a long-term pipeline of skilled workers now being built, TIP could turn its attention to other pressing challenges facing operators.
Refurbishment centre
As the Mechanic Academy matures, its link to TIP’s wider operations will only
strengthen. The TIP Trailer Refurbishment Centre, that you might remember reading all about in CVW’s July August issue, is expected to become a natural destination for some Academy graduates. As demand for refurbishment grows, TIP anticipates an even closer relationship between training and operations, which aims to ensure a steady pipeline of skilled technicians ready to support customers for years to come.
Based out of its facility in Stoke-on-Trent, TIP began offering a full trailer refurbishment service in 2024. The process involves a full inspection of the trailer, stripping it down to bare metal, replacing perishable components, and rebuilding trailers from scratch –returning it to an “as new” condition.
“Trailer refurbishment is a two-pronged attack for us,” explains Mark Jones, strategic accounts sales manager. “Many operators are tightening their belts amid rising costs,
and when you pair that with new legislation and environmental targets, it poses quite a challenge. But actually, refurbishment was the answer to all of them at the same time.
“When we [TIP] refurbish a trailer, we’re extending the lifespan of that trailer around five years. The process involves stripping it down to the bare chassis, meticulously inspecting it for any rust, defects, or signs of future defects, and replacing or repairing those sections. When the chassis is solid, we then start to rebuild the trailer around it, including a full visual makeover,” Jones
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reveals. “It’s also a great time to retrofit any new technology – such as EBPMS – if the operator wants it.”
The trailer refurbishment solution tackles financial and environmental considerations, first and foremost. Refurbishing a trailer is cheaper than buying a new trailer, and extending the lifespan is beneficial from both aspects. Trailers are also more roadworthy when refurbished, leading to an overall higher level of operational safety.
At TIP’s facility in Stoke-on-Trent, over 100 technicians split across 41 servicing bays refurbish up to 20 trailers a week. An additional 169 parking bays for inbounded or completed trailers makes the site’s total capacity 210 trailers.
The next cohort of the TIP Mechanic Academy began in September with all vacancies being offered and accepted.
HOW TO Replace the clutch on a Citroën Berlingo1.6 HDI
Schaeffler’s REPXPERT Alistair Mason is replacing the clutch in a 2012 Citroën Berlingo van, that has covered nearly 218,000 miles.
The customer had reported that the clutch was ‘slipping’, which a short road test confirmed, and the clutch replacement was advised and authorised.
With a scheduled book time of six hours and very little investment in equipment, this makes a profitable repair for any independent workshop.
Workshop equipment:
● Vehicle lift (two-post lift is ideal)
● Engine support
● Transmission jack
● Clutch alignment tool
● Gearbox removal
With the vehicle placed on the vehicle lift, open the bonnet, remove the engine cover followed by the battery cover and then disconnect and remove the battery and battery tray. Note – there is a retaining bolt that is accessed from the N/S inner wing hidden behind the plastic wheel arch liner (Fig.1).
With the top of the gearbox now accessible, disconnect the gear cables and the gearbox wiring loom, by disconnecting its multiplugs, then remove the wiring loom bracket from the top bell-housing bolts and stow the gear cables and the loom out of the way. Whilst in this area, the top bell-housing bolts and top starter motor bolt can be removed, followed by the bolts from the gearbox mounting plate to the inner wing (Fig.2).
Raise the lift to waist height and remove the N/S/F wheel, then raise it again to gain access to the underside of the vehicle and remove the plastic under-shield and the front subframe side brace (Fig.3).
Drain the gearbox oil, remove the N/S bottom ball joint nut and disconnect the ball joint from the bottom arm. Lever the inner CV joint out of the gearbox, then pull out on the strut assembly and the drive shaft will come out of the gearbox and can be
There is a bolt located by the DPF, so remove the nut and stud from the DPF bracket as this will allow the bellhousing bolt to be unscrewed from the gearbox.
positioned away from the gearbox (Fig.4).
Remove the three bolts from the O/S inner driveshaft seal housing flange, the final starter motor bolts, the lower bellhousing bolts and then, the lower gearbox pendulum mount. Top Tip – there is a bolt located by the Diesel Particulate Filter (DPF), so remove the nut and stud from the DPF bracket as this will allow the bellhousing bolt to be unscrewed from the gearbox (Fig.5). Remove the two slave cylinder retaining bolts and position the slave cylinder away from the gearbox, without disconnecting the hydraulics.
Support the engine using an engine support and the gearbox with a transmission jack and remove the gearbox mounting. Lower the engine and gearbox assembly slightly to aid its removal, unscrew the final bell-housing bolts, ease the gearbox away from the engine, and when clear, lower and move it away from the vehicle.
Clutch replacement
Remove the clutch assembly from the flywheel. In this case, we could see the clutch plate was at the end of its service life as the lining had worn close to its retaining rivets. Inspect the back of the engine for any oil or coolant leaks and rectify as required, remove the glaze from the solid flywheel face using Emory cloth, and clean with clutch and brake dust cleaner.
Turning to the gearbox (Fig.6), remove the release bearing and arm, but always check the pivot points and guide tube for wear, replacing them if required and then wash out the clutch dust from the bellhousing using clutch and brake dust cleaner.
Fit the new release arm and release bearing, apply a light smear of high melting point grease to the gearbox input shaft splines, mount the new clutch plate onto the input shaft (Fig.7), and allow the clutch plate to travel up and down the input shaft as this will ensure the grease is distributed evenly and that the clutch is correct for the vehicle, but remember to remove the clutch plate and wipe off any excess grease before fitting the cover.
Using a universal clutch alignment tool, mount the clutch plate with “Gearbox side”
facing away from the engine onto the clutch pressure plate and secure in position. Mount the clutch assembly onto the flywheel, insert all clutch bolts, tighten in an even and sequential sequence and finally, torque to the manufacturer’s specification. Then remove the clutch alignment tool.
Gearbox fitment
Before re-fitting the gearbox, so they do not get caught or trapped when refitting the gearbox, ensure all cables etc are clear of the bell-housing area. Place the gearbox on
the transmission jack, ease the gearbox onto the clutch and then the alignment dowels and secure in place with an easily accessible bell housing bolt and tighten. Refit all the other components in reverse order of removal and torque all bolts to the manufacturer’s specification.
Refill the gearbox with oil through the gearbox breather. After the battery lead has been connected, reset all electrical consumers, and always carry out a road test to ensure a quality repair has been made.
WANT
TURBOCHARGED GROWTH
Turbochargers remain central to the LCV aftermarket, with demand set to grow sharply by 2030 Nissens is focusing on reliable parts, installation support and complete repair kits to meet workshop needs.
Despite the rise in the number of electric vehicles, turbocharged internal combustion engines remain dominant in the LCV service and repair sector. In fact, industry forecasts project a 10 per cent plus growth in the turbocharger market by 2030, with the independent aftermarket expected to account for more than 50 per cent of the replacements, within a decade Driving the growing demand are stricter emissions regulations, the prevalence of downsized engines and the increasing complexity of turbocharging technologies
In this vibrant market, Nissens Automotive has aims to offer a reliable, high coverage solution designed to meet the needs of independent workshops, and the distributors that supply them Over the past seven years, Nissens has refined its turbo programme through rigorous research and development, field testing, and strategic commercial planning, ensuring a product that delivers performance, durability, and ease of installation
First time, right installation
For workshops and the technicians undertaking turbocharger replacement, technical support and ease of installation are key considerations, as these factors provide them with extra confidence and help them to carry out a full and thorough repair
As a result, Nissens is offering technical support in the successful installation and maintenance of turbochargers. The company provides a range of technical support services, including a dedicated turbo hotline, e-learning modules, live learning sessions, and technical marketing materials These resources are designed to equip professional technicians with the knowledge and confidence necessary for proficient turbo installation, maintenance, and troubleshooting
Furthermore, the Nissens' First Fit concept aims to ensure that all the essential installation parts, such as gaskets, stretch bolts, and a syringe enabling the prelubrication of the turbo shaft, are included in the product box Other critical installation parts, like oil feed lines, are fully available in the programme to aid efficient turbo installation and ensure their long-term reliability.
All Nissens turbos are new units, manufactured from quality materials, which eliminates the need to return the old unit or pay the surcharge, a requirement that is typical with many remanufactured components In addition, each is safeguarded by robust packaging to ensure their maximum protection both on the shelf and in transit
As a result, the installation process is
made seamless, allowing technicians to achieve a successful installation on the first attempt, which is the most cost-effective solution for the workshop and its customers.
Testing, testing
Nissens takes a distinctive approach to developing its high quality aftermarket turbos. This process involves significant investment in research and development, meticulous testing, and thorough field examinations. By leveraging in house expertise and collaborating with external institutes, Nissens aims to ensure that its turbos meet the highest standards for performance, reliability, and durability. The result is a product that not only matches, but often exceeds the qualities of the original turbo.
For instance, turbos designed for engines that operate under extreme combustion temperatures due to stringent emissions requirements and lean combustion for enhanced fuel economy utilise advanced, heat-resistant alloys such as D5S and 1.4848. Additionally, some Nissens truck turbo models feature highly durable titanium compressor wheels.
Technical advice
Among many technical tips and advice, is this example concerning the 1.6-litre PSA DV6 diesel engine, used in many LCV
applications, which providing it is serviced correctly and in accordance with the vehicle manufacturer’s schedule, is a solid and reliable unit. It is, however, particularly vulnerable to lubrication related issues if regular maintenance is ignored, or subjected to incomplete service where the oil filter has not been replaced.
Although turbo failure will naturally require its replacement, simply carrying out an oil and filter change and replacing the turbo, without finding the underlying cause, risks further turbo failure. So, in addition to highlighting the issue and providing the insight to allow workshops to complete a full and thorough repair, Nissens has four replacement turbo kits (two basic and two with additional parts, designated plus) for the various models of this engine.
As mentioned, although oil degradation and contamination are generally the root cause of these turbo failures, a related issue is oil flow. The two problems are closely linked as the contaminated oil can block or restrict the lubrication channels and oil lines, disrupting the flow with carbon or soot deposits, or sludge that has built up in the oil.
Three other frequent causes of turbo failure on this engine are: DPF regeneration failure, often caused by a build up in back pressure because of restrictions in the filter, foreign objects in the air intake/exhaust system and leakage in the air intake system,
which can cause turbo over speeding.
Both the basic and plus versions of the kits are available for both DPF and non-DPF variants of the DV6 engine, with the basic kits (Nissens part numbers 9300908 and 9300909) containing the oil pick up/strainer, oil feed line, oil return line, oil return line flange and two banjo fitting bolts, whereas the plus kits (9300910 and 9300911) also come with two oil filters, plus their assembly gaskets, as well as vacuum pump and oil cooler gaskets.
These four kits, plus the two replacement turbos (93037 and 93061), combine to provide workshops with a reliable repair solution that is straightforward to install and matches the performance of the original unit.
Market feedback
Workshops and distributors across Europe have been applauding the Nissens turbo programme. The positive feedback concerning reliability, ease of installation and competitive pricing underscores the company's commitment to delivering high quality products that meet the needs of the aftermarket. As the demand for turbocharged engines continues to grow, Nissens stands ready to meet the challenges of the evolving market, ensuring that aftermarket professionals have the products, technical insight and support they need to succeed.
KEEP IT COOL
Management of the temperatures within the engine and gearbox are key to the performance and efficiency of any light commercial vehicle, argues AVA.
Oil coolers are an often overlooked part of the cooling system, but keeping the engine’s oil at a stable, defined temperature is as important as managing the temperature of the engine and gearbox, as consistent internal lubrication is critical.
Low-quality or contaminated oil can clog the thin channels in the oil cooler, limiting its flow and cooling performance. So, ensure the oil and oil filter are changed in accordance with the vehicle manufacturer’s service schedule. As it lubricates, cleans and conditions the seals, the oil is crucial for the correct operation of the gearbox, which is why a leaking or non-performing oil cooler is one of the most common causes of automatic gearbox failure.
In the case of a leak, the lack of oil will cause the engine to overheat and shut down. Furthermore, exposure to high stress, like high temperatures and high mileages, can significantly shorten the oil cooler’s lifespan.
Radiators
Leaks and restrictions in the coolant flow can be the result of several causes such as the incorrect coolant, wrong or reused antifreeze or tap water. Other causes include thread damage due to careless service and the failure to flush the system properly following a previous service.
Electrolysis produces a white powder inside or at the header plates and in the tubes, which is the result of electrochemical reactions due to electrical faults.
Excessive pressure in the system can cause the radiator to deform or burst, which could be the result of something as simple as a defective radiator cap.
Intercoolers
A malfunctioning intercooler causes engine efficiency to drop and can lead to serious damage to the turbocharger, exhaust filters (DPF/FAP) and potentially, the entire engine.
Pay attention to the symptoms of a defective or leaking intercooler, such as a noticeable drop of engine power, increased fuel consumption or unnatural smoke from the exhaust system.
Intercoolers must always be replaced after the vehicle’s turbocharger has failed, and whenever a new turbo is installed, because carbonised oil and metal chips from the damaged turbo can clog the intercooler channels, causing the newly installed turbo to fail.
Engine cooling fans
Depending on the application, the cooling fan can be engaged by means of a thermostatic switch or the vehicle’s ECU.
A malfunctioning fan will have a negative impact on the engine’s cooling performance, which will cause it excessive thermal stress.
As an electrical device, the fan is often exposed to failure due to problems with the vehicle’s electrical system, such as overvoltage, poor fuse, non-performing alternator and thermostatic switch failure.
Meet the range
AVA oil coolers are now available as complete assemblies, including both housing and oil filters. This plug-and-play solution aims to simplify installation, making it easier, faster, and less risky. Each component, as well as the entire assembly, undergoes rigorous testing to ensure optimal performance and durability.
Currently, AVA offers over oil coolers covering more than 1,150 original equipment part numbers, many of which are available as complete assemblies, including both housing and oil filters. This plug-and-play solution simplifies installation, making it easier, faster, and less risky. Each component, as well as the entire assembly, undergoes rigorous testing to ensure optimal performance and durability.
The AVA product range is optimised to provide the coverage that’s needed, but over fewer part numbers. This intelligent option combines quality and value, and so is a clever choice for both distributor and installer.
The complete AVA engine cooling range consists of 5,300 parts, covering more than 17,000 original equipment references and
encompasses fans, fan clutches, intercoolers, oil coolers, radiators and thermostats.
Alongside its optimised range, AVA recognises that workshops need solutions that provide them with not only quality and reliability, but also convenience, which is why it developed the Clever Fit concept, to combine performance, ease of installation and maximum efficiency. Therefore, the products within AVA’s
Clever Fit concept come with everything that’s required for a quick, hassle-free installation – O-rings, clips and washers etc. – all neatly packaged in the box.
As important as range coverage, is the effective identification of the necessary parts and here the brand scores again, as the AVA catalogue is said to be one of the best and most comprehensive on the market. The quality of the product data sets it apart and subsequently guarantees accurate and dependable product identification. In addition, AVA is also a highly experienced and knowledgeable partner that is always willing to share its insight in order to support its valued customers.
TOOL PROMOTION SEALEY
Get ready for winter with the latest tool promotion from Sealey, featuring over 1,570 deals and more than 90 new products. This season’s promotion includes the new LED600FX pocket light with flexi inspection light, a compact yet powerful lighting solution that delivers 600 lumens from its superbright 8W LED, along with a 50 lumen directional torch for precision work. Its flexible goosenecked probe light, is perfect for illuminating tight, hard-toreach spaces and neatly folds away when not in use. Built for hands-free operation, the light features rearmounted magnets and a sturdy metal belt clip, keeping it secure and accessible while you work.
Also included, look out for the gift idea logo throughout the promotion for fantastic gift inspiration, including the new 90-piece junior tool kit, designed to encourage young DIY enthusiasts to develop practical skills through safe, hands-on play.
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CIRCLIP PLIERS KNIPEX
The Knipex range of precision circlip pliers is designed for heavy-duty continuous use. The piano wire tips last up to ten times longer than pliers with turned tips and aim to provide a secure grip every time, while the bolted, backlash-free joint gives controlled, precise movement, especially in confined spaces. Each model comes with non-slip plastic-coated handles for comfort and grip in tough working conditions. The cold-formed, positively inserted tips of the circlip pliers are exceptionally safe, durable and stable, making them ideal for demanding work; they bite firmly into the circlip holes, holding them securely in place for confident fitting or removal in the shortest possible time, while the bolted joint allows manual force to be controlled delicately, particularly important for small circlips or in awkward, tight installation spaces.
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REAR-FACING RED FLASHING LAMP HELLA
The launch of this rear-facing red flashing lamp follows the introduction of UK legislation permitting operators to fit rearfacing red flashing lamps under a vehicle special order (VSO), marking a safety milestone for the industry. Previously, red flashing lamps were reserved exclusively for emergency services. The government first announced the legislation in its plan for drivers. After a review of the evidence, the current rules were introduced, allowing recovery firms to apply to the vehicle certification agency (VCA) for a VSO to use red flashing lamps.
Hella ’s BST 2.0 red flashing lamp features six power LEDs and precision optics to deliver visibility, day or night. Roadside technicians can select from five flashing sequences, single, double, triple, or quadruple flash, along with a permanent light mode. A manual day/night setting allows for light intensity adjustment. The lamp can be mounted horizontally or attached via a bracket and is also available in amber. It meets and exceeds UK safety standards, having been tested and certified to ECE R65 and ECE R10 regulations.
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AUTUMN/WINTER CATALOGUE MACHINE MART
Celebrating its 75th edition, the Autumn/Winter 2025/26 catalogue has over 700 price cuts and new products right across the ranges. This newest edition is revved up with stacks of ‘automotivation’ for you and your garage. The 56 inch CBB213C tool chest is now selling at a reduced rate. There’s also the best-selling Clarke compressor range, with the SHHHAir Max designed to be less noisy than traditional compressors, or the new Clarke boxer vertical xompressor range saving valuable floor space arriving soon! Keeping up to date with welding technology, the MIG120 MULTI leads the way with the option of ARC, MIG & TIG modes to deliver variable options and solutions in the workshop.
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CITY BUS TYRE CONTINENTAL
The Conti Urban HA 5 NXT is the manufacturer’s most advanced city bus tyre to date: up to 60 per cent of the materials used are renewable, recycled and ISCC PLUS massbalance-certified. By reducing rolling resistance by 25 per cent, Continental enables electric buses to operate more efficiently and extend their range by up to 15 per cent. The new city bus tyre also helps fleet operators and vehicle manufacturers meet both environmental and operational requirements. In addition to the materials used, the tyre stands out thanks to its technical design: the rolling resistance-optimised tread increases the range of battery-powered buses by up to 15 per cent.
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LED WARNING LIGHT DURITE
Durite, the leading supplier of vehicle safety and electrical components, has launched a new LED warning light that combines standard amber LED strobing with the market-proven HINVII system to improve visibility in low-light conditions and enhance safety for on-site personnel. The new warning lamp includes multiprogrammable flash patterns and operates on 12/24V systems. Its rugged design is IP67 and IP69K rated, ensuring high performance in demanding environments. Built to last, it withstands vibration, water, and dirt, making it ideal for high traffic areas, roadside incidents, and industrial sites.
Especially relevant for sectors such as waste management, construction, highway maintenance, distribution, recovery, utilities, agriculture, and logistics, the warning lamp is suitable for any vehicle operating in high-risk or variable lighting conditions.
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THERMAL IMAGING CAMERA FLIR
Flir, a Teledyne technologies company, has launched the C8 thermal imaging camera, a new device set to enhance compact thermal diagnostics with highclarity, rapid results. With a rugged, easy-to-use form factor that puts powerful, high-resolution thermography into the hands of users, aiming to ensure accurate, efficient, standardised inspections. In addition, technicians can integrate FLIR Ignite Pro cloud connectivity and newly devised advanced reporting templates. New capabilities for the Flir C8 include 320 x 240 thermal resolution and 35° horizontal field of view to increase the number of pixels on the target and enhance image clarity. In combination with Flir’s patented MSX detail enhancement technology, sharp thermal images become the norm, in turn supporting faster fault and anomaly detection for more accurate diagnostics.
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DIGITAL DIGEST
SEPTEMBER'S TOPFIVE
2 4 5 3 1
business tips, it’s a great source of information right at your fingertips. If you’re not already convinced, this month, CVW takes a look back at the most popular articles on the website from the past month.
1 GREASE LIGHTENING
Kicking off this month’s list of popular online articles is a technical article from Frasle Mobility braking specialist Juratek, warning against the outdated practice of using copper grease when fitting replacement brake pads.
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2
PREDICTIVE FLEETS
Ever wondered how artificial intelligence could help predict fleet breakdowns?
Then look no further than this next popular article from Intangles, outlining its data monitoring AI product.
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3
OIL ADVICE
Knowing which oil, lubricant or antifreeze to use in the commercial vehicle sector can be confusing. That’s where this next article from Morris Lubricants comes in, outlining what might influence your choice such as speed and Euro 7.
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4
BELT FITTING GUIDE
Next up is another technical article, this time a step-by-step guide from Dayco of the correct fitting process for the timing and auxiliary belts on the 2.0-litre EcoBlue diesel engine, in the popular Ford Transit from 2016.
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5 TURBOCHARGER OFFERINGS
Rounding off this month’s list of popular online articles is BorgWarner, outlining its turbocharging technology. This is with over 60 years of experience, and more than 200 million turbochargers produced globally.
