February 2007 Premier Magazine is published by Knorr-Bremse for the UK Commercial Vehicle Industry

Inside: M a n s e l D a v i e s H y d r a i r

O p t a r e & T r e n t B a r t o n D a i m l e r C h r y s l e r

Ask The Experts Truck Racing Hints & Tips

Service Centres

c o n t e n t s

Welcome to Knorr-Bremse

Premier Magazine is published by Knorr-Bremse Systemsfor Commercial Vehicles Limited.All articles have been approved by donor companiesand/or organisations before going to press and thereforeunderstood to be correct at the time of going to press.Responsibility for any misinformation contained withinapproved articles supplied by donor companies and/ororganisations cannot be accepted by Knorr-Bremse ortheir agents. Any opinions expressed in any suchinformation are not necessarily accepted or endorsed bythe company.

Should you have any news or viewsabout our magazine please contact:

Tim FordSales and Marketing ManagerMobile: 07977 988851Rebecca StoneSales and Marketing Communications ExecutiveTel: 0117 9846 207

Knorr-BremseSystems for Commercial Vehicles LtdCentury HouseFolly Brook RoadEmerald Park EastEmersons GreenBristol BS16 7FE

Tel: 0117 9846 100Fax: 0117 9846 101

Email: premier@knorr-bremse.comwww.knorr-bremse.co.uk

Mansel Davies:The hills are alive

Simon Craddock

magazine

Welcome...

I'm writing this having just steppedout of the meeting room where we'vebeen holding our first sales conferenceof 2007. The UK sales and marketingteam having been drawing up plansfor the year ahead; new products, newservices and most crucially - new waysto provide even better service to ourcustomers. What really sticks in mymind is their dedication to providingoutstanding customer service.Supported by the rest of the company,I am sure we can bring additionalbenefits to your business in 2007.

I hope you enjoy this edition ofPremier - chronicles from around ourtransport industry of some of themany users of Knorr-Bremseequipment.

Simon CraddockManaging DirectorMobile: 07977 988843

Hydrair:Knorr-Bremse Distributor

Optare & Trent Barton

DaimlerChrysler Axles

Truck Racing:Chris makes his mark

Product informationfrom the

Knorr-Bremse team

Knorr-BremseService Centres

22/23

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18/19

14/17

10/13

08/09

04/07

Technical advicefrom the

Knorr-Bremse team

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Hints&Tips

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The local hilly terrain is demanding of any brakingsystem, says Mansel Davies. “When we had drumbrakes on the trailers, brake fade was a constantconcern with heavily laden vehicles on hilly A-roads.”He reports the switch to disc brakes has greatlyimproved performance. “Disc brakes are much betterat coping with the high temperatures that develop oncontinual braking when travelling downhill. There isno brake fade, which helps increase driver confidencethat in an emergency he can stop the vehicle quicklyif he has to.“ Mansel Davies says its already very-experienced workshop technicians have added moreskill levels to enable them to carry out the diagnosticwork, required by Knorr-Bremse for all its servicecentres. “We attend regular training courses so we areup-to-date with product developments.”Knorr-Bremse also audits the company regularly toensure the standards it demands of its agents aremaintained. “We have no problem with that. Likeourselves, Knorr-Bremse has a reputation to protectand it is important that operators can trust both of usto keep their vehicles safe.” The use of genuinereplacement parts, is part of that trust-building, hesays. “Local companies know we don’t take shortcutswith our own fleet. Specifying non-genuine brakeparts is too risky. Our customers recognise that andalso that they will get maximum service life out offitting genuine replacement parts.“ Mansel Daviesbelieves the company’s own operating experience alsohelps when it comes to diagnosing braking faults incustomers’ vehicles. “We know from our ownoperations what can go wrong in service and whatthe possible causes are.” The Knorr-Bremse TrailerElectronic Braking System (TEBS) together with theKnorr-Bremse diagnostic tool kit supplied toauthorised service centres, has transformed trailerbrake diagnostics, he enthuses. “It’s very easy to use:you simply plug in the computer to the diagnosticport on the trailer, call up the program and TEBS tellsyou where the fault is. That saves a lot of time andmeans the trailers can be repaired and out on the roadagain very quickly.”For operators, TEBS allows them to identify the faultand know immediately if they can fix it themselves orhave to bring it to a service centre. He cites the example of the in-cab ABS warning light.“Once the ABS warning light comes on in the cab, theoperator has to investigate immediately. It’s not one ofthose things that can wait until the next service. Itmay be a simple thing that has caused the light tocome on and the ABS system may still be working.But neither drivers nor operators can afford to takethat risk.” Operators often blame the sensors, hereports, when the more likely cause is incorrect airgaps in the sensing ring gap or damage to the ringitself. “There are no short cuts when it comes to safety.We know that, and our customers know that.”

When the basis of your operations is in the depths of rural Wales, the lastthing you want if your vehicle develops a braking fault is to travel moremiles than necessary to the nearest service centre to get it fixed.That was partly the reasoning behind Mansel Davies and Son’s decisionto become an authorised Knorr-Bremse Service Centre. One company inthe group, Mansel Davies (Garages) Ltd., was already a main Volvo salesand service centre. “By adding dedicated brakes servicing to ourportfolio, we are helping ourselves and other local companies stay safeon the roads,” says managing director Stephen Mansel Davies.

Knorr-Bremse Service Centre

ManselDavies & Son

Sharon Clancy talks to

when we had drum brakeson the trailers, brake fadewas a constant concern“

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”

All of Mansell Davisvehicles are VolvoFLs and FHs, which ishardly surprisinggiven that anothercompany in thegroup, ManselDavies & Son(Garages) Ltd, is amain Volvo dealer.

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it is handily situated to use the ports at bothPembroke and Fishguard.One thing all new trailers have in common is thatthey are specified with Knorr Bremse TEBS brakingsystems. “TEBS is tremendous for ensuring bothtractor and trailer do their share of the braking,” saysMansel Davies. “Wear is more even, which prolongsthe life of the trailer brakes.” Servicing is simpler too,he reports. “Disc brake inspections are quicker and thetime taken to replace pads, for example, is muchshorter than when changing the lining on a drumbrake.”All of Mansel Davis vehicles are Volvo FLs and FHs,which is hardly surprising given that anothercompany in the group, Mansel Davies & Son(Garages) Ltd, is a main Volvo dealer. “We are in arural area and other service dealers were somedistance away. Taking on the Volvo sales and servicedealership meant we could ensure reliable servicesupport for our vehicles without having to travel toofar,” says Mansel Davies. It was then a naturalprogression, he says, to expand that side of thebusiness by becoming a Knorr-Bremse service centre.“Because we are operating in our hilly terrain wecannot afford to take any risks with brakingperformance. As operators, we have a lot ofexperience with various braking systems. We can nowpass on that expertise to customers."

Model CompanyOne sign that a company is well known and respectedin the transport community is the inclusion of itsvehicles and livery in Corgi’s range of diecast modeltrucks. To celebrate its 50th anniversary in 2006, Corgiproduced a range of limited edition models and choseMansel Davies as the representative for Wales. There isan historic link between the two companies– Corgi’sfirst UK factory was in South Wales at Swansea (the“Corgi” name derives from the Welsh dog breed).The anniversary model is a 1:50 replica of a Volvo FHGlobetrotter 6x2 400 h.p. truck with a tank trailer inthe company’s livery. There are 2006 of these, tocommemorate the year of the anniversary. Mansel Davies is also included in Corgi’s 2007catalogue – this time a replica of an FH12 6x2 460h.p. tractor towing one of the company’scurtain-siders.

The hills are alive...There’s an old saying among transport operators thatto be successful in the haulage business, you have torespond to the needs of your customers.Given the variety in its customers’ businesses, it ishardly surprising that the Mansel Davies fleet is avaried one. Tippers, bulk carriers, tankers, refrigeratedbodies, curtain siders and flatbeds are all representedin the fleet, which currently stands at 170 vehiclesand 200 trailers. “We do have a very mixed fleet, butthat is because we have to specify the vehiclescapable of carrying the loads our customers wantdelivering,” points out Mansel Davies. “As a transportcompany, we have always been very focussed on theneeds of the local community and their need to gettheir goods and products delivered to their customers.We are, after all, part of that community ourselves.”The milk tanker fleet comprises both rigids and artics.The rigids have tank capacities ranging from 16,000 to19,000 litres. The tankers are the last leg in a milkcollection round of local Welsh dairy farms. Milkcollected from the farms is delivered to the ManselDavies HQ and transhipped into articulated milktankers for onward delivery to a local dairy forprocessing. “The rigids travel less miles, which savesfuel and servicing costs, but they are moremanoeuvrable than an artic when travelling up tosometimes isolated farmhouses,” explains ManselDavies. The small temperature controlled fleetdistributes cheese from local Welsh creameries.Around a fifth of Mansel Davies’ business involvesdelivering animal feedstuffs to local farmers. For thiswork, the company operates a fleet of bulk dischargedtippers with pneumatic discharge equipment.Tippers, of course, form the backbone of the quarryingand coal-carrying fleet. Another subsidiary, Pembrokeshire Freight Ltd,operates a dedicated freight service between the UKand the Irish Republic. Mansel Davies’ location means

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What is the nature of your business?Hydrair is one of the leading distributors in theindependent CV aftermarket, and certainly one of thelargest here in the north-west of England. We supplyto fleets of all sizes, from owner-drivers to large,well-known clients such as national couriers. We deliver approximately 95 per cent of what we sell,typically making 100 to 120 deliveries per day. Whatmakes us unusual is that to ensure the best possibleavailability Hydrair keeps an entire range of stock –not just the fastest moving parts – and delivers toextremely tight deadlines.

Which parts programmes do you offer?All braking products, clutches, steering, suspension,filtration, exhausts, batteries, starters, alternators,lighting and electrical, radiators, body parts; in fact,the full gamut of replacement CV, bus and trailerparts. We deal with all makes of truck from 7.5 tonnesupwards and also supply diagnostic equipment.We make it our policy to only supply genuine, originalequipment parts from highly respected brands.Trust in product quality is a fundamental part of ourphilosophy and an important reason why we retain somany loyal customers!

How would you describe your businessphilosophy?To make sure we have what the customer wants instock, and make sure we can get it to them whenthey want it!Of course every piece of the jigsaw needs to be rightto achieve this: you need trained people who canidentify the parts customers want; you’ve got to havethe parts on the shelf; and you have to change yourstock profile constantly to keep pace with the market.

What are the key things you need from asupplier like Knorr Bremse to make therelationship work?Alongside OE quality we are looking for productavailability and flexibility from all our suppliers; wewant them to be as flexible with us as we are withour customers.Knorr-Bremse is the principal braking manufacturer ofthe three that we stock. Because they hold all theparts we need in-house in the UK, Knorr can movefast and be extremely responsive. Some suppliers cankeep you waiting for two to three weeks for a part,

our own traffic department, with knowledgeable staff.The volume of vehicles on the road has increaseddramatically in the 20 years since we started thebusiness, so keeping our 12 delivery vans on themove and ensuring we can meet customers’ tightdeadlines is a key priority.We’re also deliberately different in our marketingapproach. Whilst some companies are trying toinstigate an on-line parts ordering system, we havedecided not to go down this route, at least for now.The parts business is very complex and a websitecould not easily replicate the level of knowledge andindustry expertise which our sales representatives canoffer to customers.

We offer clients goodold fashioned customerservice. ”

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which just isn’t acceptable for a fleet operator facingthe expense of keeping a vehicle off the road.It’s also important that we benefit from, and share,the expert knowledge that suppliers can provide.We send our teams on Knorr-Bremse training coursesfor example, and we’ve also arranged training for ourcustomers.

Do your customers specify which brand theyrequire when ordering parts?Not usually. Due to our philosophy of alwayssupplying genuine, original equipment parts, ourcustomers trust the quality of every brand we provide.These days, specifying and cross-referencing originalcomponents is a hugely complex task and it canbe difficult for customers to correctly identify theprecise part they need. So generally they simplytell us the application they require, and let our expertcustomer service team do the rest.

How has the business evolved sinceyou first set up?Spotting a gap in the parts supply market for OEquality parts, we started the business in 1983 as aspecialist business dedicated to the CV sector. We setup in Great Harwood, near Blackburn, initiallyemploying five people. The main product range washydraulic and air brake parts, which is where thename ‘Hydrair’ came from. Hydraulic brakes have pretty much disappeared now,and at the same time truck, trailer and bustechnology along with electronics have become farmore complex, so the breadth and depth of our stockprofile has changed enormously. We’ve alsointroduced new operating systems to make our orderand delivery processing amongst the most efficient inthe industry. Overall our business has grownsubstantially since those early days; we now have 26employees and have outgrown the Great Harwoodsite. We moved into our new, substantially biggerBurnley warehouse and office premises in mid-2006.

What sets you apart from the competition?Hydrair offers a very personal service; that’s whyclients turn to us. What we say we’re going to do,we do; and if we can’t do something, we say so. All our company’s departments are closelyco-ordinated, to maximise efficiency and speed upservice to customers. We are fairly unique in having

Quality replacement parts are an essential requirement for any fleet operator.Angelo Arnone, general manager of Burnley based CV parts distribution companyHydrair, talks shop with industry watcher Michelle Whitefoot.

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HydrairKnorr-BremseDistributor

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O P TOptare is undoubtedly one of the British busindustry’s major success stories and Knorr-Bremsehas helped contribute to its continued growth.

it all works very smoothly“ ”

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Steve Banner talks to Glenn Saint - Group Technical Director of Optare

Its roots go back to 1985, when a determined groupof former employees – led by Russell Richardson, thepresent chairman – of old-established bus bodybuilder Charles H Roe – shut by British Leyland theprevious year – set up shop in the old Roe plant inCrossgates, Leeds. Today, the thriving company has another factory in Rotherham, and builds a range ofattractively styled single-decker buses.The Versa midi-bus has just joined a line-up thatincludes the Alero, Solo and Tempo. Receiving itsworldwide launch in the UK at the recent Euro BusExpo show at Birmingham’s National ExhibitionCentre, in 11m guise the Versa can carry 40 seatedpassengers. “Because we’re a relatively small-volumemanufacturer we have to accept the foundation brakethat is already engineered onto the axles we buy in,”says group technical director, Glenn Saint.“Sometimes it’s Knorr-Bremse, and sometimes it isn’t.Similarly, we have to accept the compressor that isalready fitted to the engines we use. Again that may– or may not – be a Knorr-Bremse product.When it comes to all the braking componentsbetween the compressor and the foundation brake,however, it’s up to us what we specify, andKnorr-Bremse has been our preferred supplier for overten years,” he continues. “It has an extensive range ofcomponents, and when we speak to the people atKnorr-Bremse in Bristol about a new project and givethem all the parameters, they’ve always been able tosatisfy our requirements. Although Knorr-Bremse doesn’t make air tanks itprocures them on our behalf, and they go into the kitsthat are delivered to us,” he says. “As a consequencewe’ve got everything we need for the braking systemimmediately to hand when the vehicle is beingassembled.” That makes assembly much easier andquicker. “We use a click-in air connection system,” hecontinues. “The Knorr-Bremse valves accept areceptacle, and the pipes have a spigot that locks intoit. All the guys on the line have to do is screw in allthe receptacles, bolt the valves to the vehicle, thenclick the pipes into place.”Used on all Optare models – “There are slightdifferences depending on the vehicle,” says Saint –

the kits arrive weekly in large, substantial-looking,boxes, with three kits to a box. “The delivery service isa dependable one,” he remarks.Once the contents have been used, each reusable boxis collapsed and returned to Knorr-Bremse.Each kit also includes the ABS equipment – vitallyimportant on a passenger-carrying vehicle – and theelectronic levelling control for the air suspension,along with the necessary ECUs. “All the itemsintegrate very well with everything else that’s fitted tothe vehicle,” he says.To date, the supply agreement has been renewedonce every two to three years. Between times,Optare’s purchasing staff and Knorr-Bremse’s salesteam are in regular contact to ensure the bus builderis receiving everything it needs. “We give them ourforecasts in good time, and from the logisticsviewpoint it all works very smoothly.” says Saint.“Any shortfalls in the kits are logged and made up forin the next delivery.”Because the service is so efficient, Optare only needsto keep a week’s worth of Knorr-Bremse parts tohand. It can, of course, call on the support ofKnorr-Bremse’s UK distribution centre in Bristol.In turn, the centre can draw on stocks held at thefirm’s warehouses in mainland Europe if necessary.“From our viewpoint we get reliable, qualitycomponents that we can fit and virtually forget, at acompetitive price, and from Knorr-Bremse’s viewpointit gets continuity of business,” Saint says.The relationship between the two companies is aclose one, and there is a lot more to it than that ofbuyer and seller. “When we design buses Knorr-Bremse plays a key role at the very start, andcontinues to do so throughout the design process,”Saint continues.“As well as doing all the braking calculationsKnorr-Bremse are involved in brake-testing, and inproviding all the braking information required by theauthorities for Type Approval. It means we get anintegrated system that we know will work well on thevehicle. We regularly talk to Knorr-Bremse about thelatest component developments. ABS, for example,has become more sophisticated, so we’re fitting the latest standard of ABS to the Versa.

We upgrade with each model change, but wecertainly don’t opt for complexity for complexity’ssake,” he states. “Bus operators prefer a product that isas simple as possible, but with a high degree ofreliability.”Subject to a management buy-out headed by RussellRichardson and group managing director, BobCoombes, from former owner North American BusIndustries in July 2005, and with just over 500employees, Optare builds around 600 vehiclesannually. The Solo dominates production, but interestin the Tempo, its full-sized single-decker, is rising andthere’s a hybrid-drive Tempo in the pipeline.The manufacturer also markets a range of smallcoaches thanks to a tie-up with Spanish coach bodybuilder Ferqui.With 517 registrations and 12.3 per cent of themarket according to figures from the Society of MotorManufacturers and Traders, Optare took the numberfour slot in the UK bus and coach sales league table in2005. That was up from 422 registrations and a 10.5per cent slice of the action in 2004.Exports are starting to rise, with Optare enjoying salessuccess in the Netherlands and Denmark. “We’resupplying a vehicle to Copenhagen Airport – we havea very active dealer in Denmark called MCM – andwe’ve just received an order for a Tempo to bedelivered to a customer in Kiel in Germany,” says Saint.“These are pilot orders and we see establishingourselves on the Continent as a five-year programme.”Optare operates service centres in London,Rotherham, Thurrock and Cumbernauld under theUnitec banner. All locations stock and sellKnorr-Bremse parts for Optare’s buses and coachesand for other makes of vehicle.From time to time Optare naturally looks at whatother component suppliers have to offer.So why does it stick with Knorr-Bremse?“Because it’s an integrated supplier that offers acomplete package, including both technical andlogistical support as well as the parts we need,” hereplies. “It’s a real and valued partnership – and bothsides benefit.”

www.optare.com

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T R E N Ttake the bus, you have got to offer them a highstandard of comfort.“The car is our biggest competitor,” he remarks.Once the rush hour is over, the passenger mixchanges, with large numbers of shoppers and seniorcitizens relying on the firm’s frequent services. Trent Barton brands most of its routes – 42 of them tobe precise – under names such as The Spondon Flyer,Red Arrow, Black Cat and The Ilkeston Flyer, both toraise their profile and to ensure that customers willknow exactly which destinations the route concernedserves. With five depots it maintains its vehicles in itsown workshops.“While we’re increasingly having to call on franchiseddealers to help us with some areas of fault diagnosisnow that buses and coaches have become sosophisticated, in our view it still makes sense for us tohandle as much of the work as we can in-house,” hesays. “We believe it’s the most effective andcost-efficient way to do it. It’s not too difficult to findsuitable technicians, but it tends to be easier in thesmaller towns in our area than in the two major citiesof Nottingham and Derby, where labour costs are driven higher by competing industries,” he observes.“In fact we’ve just recruited three, so our technicianteam is now up to full strength.”Trent Barton always specifies genuine Knorr-Bremsereplacement parts.“On one occasion when we fitted a non-genuinebrake valve, we ended up with a problem with thevehicle,” he says. “Even though it wasn’t aKnorr-Bremse component, the company’s TechnicalService team was good enough to examine it to seewhat the fault was. In the meantime we fitted areplacement genuine part and the problemdisappeared.”Knorr-Bremse brake components are to be found onthe Scanias Trent-Barton runs as well as on theOptares. The Scania line-up includes 92 single-deckerbuses and 8 distinctively styled coaches bodied bySpanish coach body builder Irizar. “To refer to thecompany as Trent Barton is a bit of a misnomer,” saysCounsell. “Trent Barton is in reality a marketing brand,which for our customers implies quality, and hasbecome so successful that it’s how everyone in ourarea describes the business,” he explains.

“The group is in fact made up of four separateoperating companies – Trent Buses, Barton Buses,Kinchbus, and Notts and Derby – all owned by aholding company known as Wellglade. Wellglade wasestablished in 1986, upon the privatisation andderegulation of the industry, when the managementand staff acquired Trent Buses from the government-owned National Bus Company,” he says. “We boughtBarton in 1989 and Kinchbus nine years later, with theNotts and Derby operations being taken over in 2000.”UK Bus Operator of the Year in 1999, 2001 and 2003,and runner-up in 2000 and 2002, one reason for TrentBarton’s success is its heavy reliance on consumerresearch. “We continually go back to our customersand ask them how we’re doing,” says Counsell.“We were the first bus company in the UK tointroduce a no-quibble on-the-spot money-backguarantee that’s available on pretty much all of theTrent Barton routes and our service quality ismonitored throughout the year by an independentpanel of professional mystery customers,” hecontinues.Over the years, Trent Barton has signed a number ofQuality Partnerships with local councils in its catchment area. They involve the bus companygetting together with the local authority and the twoworking as a team in an attempt to drive up quality.The firm places a high priority on ensuring that itsvehicles look spick and span.“Graffiti isn’t a huge problem for us, but when itappears our cleaning contractors have instructions toremove it immediately,” he says. “If it’s left on, thenthe temptation is for somebody to add to it and makethe situation worse.”That would be a pity given the relative youth of theTrent Barton fleet.“We have one of the most modern fleets in the country and at the beginning of 2006 we were proud to announce that all of our bus services are now runwith low-floor, easy-access vehicles,” he says. “That’syears ahead of government targets. What’s more, if forany remote reason we don’t provide an easy-accessbus – if, for example, we have to hire one in anemergency, or use a vehicle from one of our threeexpress-type coach routes – then any such journeywill run free.” You can’t say fairer than that.

And that is a major reason why it is delighted to haveKnorr-Bremse brake parts fitted to its buses andcoaches.Clearly, safety is a key consideration for theindependently owned East Midlands operator, but sois the reliability of Knorr-Bremse products. It results inreduced downtime, increased vehicle availabilityand thus more reliable services for passengers.Other factors influencing Trent Barton’s choice of brakecomponents include their smooth, quiet operation.The last thing travellers want is a jerky, noisy ridecourtesy of an inefficient and badly designed brakingsystem.“Optares equipped with Knorr-Bremse parts make upwell over a third of the firm’s 355-strong fleet runningservices in Nottinghamshire, Derbyshire andLeicestershire,” says Trent Barton director ofservice delivery, Jeff Counsell. On average eachvehicle covers just under 60,000 miles annually.“We like Optares because they appeal to customers,”he says. “Customers like them because they’recomfortable and stylish and because of their interiorlayout. We run 66 Solos, all with 9.2m wheelbases,”he continues. “Around half of them are more recentmodels with ABS and disc brakes all round. On top ofthat we’ve got 60 Excels and six Tempos,” he says.“Our 800 or so drivers like Optares and they especiallylike the Tempo. It runs quietly – a big advantage sofar as a driver on a lengthy shift is concerned – andthe brakes are particularly good.We’ve got another 16 Tempos on order – we like thelook of the new Verso too – and some of the Temposfor 2007 will have very high specifications,” he says.“They’ll include features such as leather seating, airconditioning and 2 + 1 seating layouts. In otherwords there will be one seat on one side of thegangway and two on the other, which will providemore personal space and greater comfort foreverybody.”Surely they won’t be used on regular bus services?“Yes,” replies Counsell.That is because one of Trent Barton’s key roles isferrying rush-hour commuters into Nottingham and Derby from the outlying towns. If you want topersuade commuters to leave their cars at home and

Trent Barton puts customers first

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We like Optares becausethey appeal to customers“ ”

Steve Banner talks to Jeff Counsell - Director of Service Delivery for Trent Barton

www.trentbuses.co.uk

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Les Price isall aboutaxles,disc brakes& reliability

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ce isb ut

,akes

i bility

I don’tthink you’dget thisimpressivelevel ofperformancefrom anyother makeof caliper”

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Steve Banner visits Les Price and his teamat DaimlerChrysler Trailer Axle Systems in Chester

John-Leslie Price and the Chester team are engaged inwhat at times seems like an uphill battle in Britain.As general manager for Northern Europe ofDaimlerChrysler’s trailer axle systems division and aleading Knorr-Bremse customer, he is passionate inhis belief that semi-trailers should be fitted with discrather than drum brakes. It is a message that Continental hauliers have takenonboard, but one that many of their UK counterpartsseem determined to ignore, favouring drums instead.He is equally determined to convince them otherwise.British attitudes have been coloured by the disastrousexperience many operators had with an earlysemi-trailer disc brake – sourced neither fromDaimlerChrysler nor Knorr-Bremse – that provedwoefully unreliable and was not sold widely on theother side of the Channel. That does not mean that alldisc brakes fail prematurely however, Price insists, anddoes not negate the huge number of advantages theyhave over drums.“For a start there’s a major cost-of-ownershipbenefit,” says Price’s colleague, senior engineer,suspensions, Paul Griffiths.“With a drum brake you have to service it in therun-up to every MOT test, if not more frequently,because of the rate at which the performancedegrades,” he continues. “In some cases you get thebrake’s mechanism losing lubrication and seizingthanks to the way in which the bearings and otheritems are exposed. That means increased expenditureand trailer down-time, but that’s certainly not whathappens with disc brakes. In fact we’ve had operatorstell us that they haven’t needed to change the padsfor the past five years.”

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“Interviews we’ve done with operators suggest thatdisc and pad life as high as 600,000km and300,000km respectively can be achieved on certaintypes of trailer and application,” says Price. “What ismore, discs offer faster response times than drums,are less prone to fade when hot, and give a smootherand more progressive performance.”He concedes that disc brake spare parts can be slightlymore expensive than parts for drum brakes, but that isscarcely an issue given that they require replacing soinfrequently. Evidence is price levels are alsobecoming more competitive.What about all the stories you hear about padsglazing? “That doesn’t happen,” says DaimlerChrysleraxles senior engineer, Paul Pentin, “provided that thebrake calculation set for the vehicle is correct in thefirst place. That’s where we can take some control, andwhy we do all the calculations ourselves, wherepossible, for many of the trailer manufacturers.”Surely disc brakes are totally unsuitable for tippersemi-trailers going in and out of quarries orconstruction sites or ejector semi-trailers thatregularly visit landfills? Presumably all the dust anddirt will make them seize up.“That’s another fallacy,” says DaimlerChrysler axlestechnical sales manager, Gary Smith.“In fact tipper and ejector trailer manufacturers are

In what must be a unique arrangement for a Germancompany, all the trailer axle pre-development work(design, analysis and testing) is handled in Britain bya small team of just six people headed by Price. Itreports direct to the Kassel factory.This highly unusual set-up is a reflection of theextensive experience Price and his colleagues have inthe trailer axle business, both with DaimlerChryslerand with another well-known manufacturer.“We do the designing, finite element analysis, stressanalysis, roll stability analysis and so on,” he says.“We don’t carry out the testing at our Chesterheadquarters, but at the old Leyland Technical Centrenow called Mi Technology, and all the tests aredesigned by us,” he continues. “In some cases we’vedesigned the test rigs too.”Chester is also home to the operation’s UK andScandinavian sales organisation managed by RichardFlackett. “In addition there are sales offices inGermany, France, Italy, Spain, the Benelux countriesand Poland,” says Price.Price and his team aren’t afraid of getting their handsdirty. “We do all the UK warranty work from Chesterand we happily get under trailers and strip assembliesdown ourselves rather than employ serviceengineers,” he says. “I know that shocks a lot ofpeople, but it’s the way you learn.”Not that they spend much time on warranty claimsbecause their axles are so reliable. “There are 30,000in service in the UK and some of them are ten yearsold, but it’s rare for somebody to ring us and tell usthere’s a problem,” he says.One reason for this extraordinary reliability is the useof Knorr-Bremse calipers. “They’re the best in the

among our biggest customers, they offer our axles asstandard in many cases, and have done for severalyears,” he contends. “It’s highly unusual for haulierswho run their trailers to suffer any trouble.”“Furthermore, there is no evidence that disc brakescan take on too much work and wear out prematurelywhen matched with drum brakes,” Price contends.DaimlerChrysler’s trailer axles are built at the group’shuge truck axle plant – the biggest in Europe – inKassel in Germany. The main assembly hall ishalf-a-kilometre long and on three levels.The site turns out 662,000 axles annually including animpressive 60,000 trailer axles – all on discs – 6,000of which are typically destined for UK trailermanufacturers. More DaimlerChrysler axles arrive inBritain on imported trailers.“The verdict of the market is that the best-availabletrailer axle with disc brakes is the DaimlerChryslerone,” Price says. “It’s becoming a positive selling pointfor trailer manufacturers and new and used trailerdealers, and application for application we believethat our product is the lightest. Nor do its brakessuffer from premature corrosion,” he contends – “acriticism frequently levelled against discs – and thepads used are no more prone to lose frictionproperties when trailers are running light than aredrum linings.”

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tipper and ejectorbuilders are among ourbiggest customers”

“

business and offer consistency in performance andease of maintenance,” says Price.“Out of the 60,000 calipers in operation on our axlesin Britain an average of just four a year are reported tous as having seized, and those seizures often involve afailure of the boot on the slide rather than themechanism itself.“I don’t think you’d get this impressive level ofperformance from any other make of caliper. In factit’s completely mind-blowing. So – we’re quite happyto publish our failure rates – something nobody elsein the trailer axle business has ever done. What ismore, if a caliper does happen to fail thenKnorr-Bremse usually has the required repair kit andtools available.” Price says. “The caliper doesn’tnecessarily have to be scrapped. Knorr-Bremse’ssupport documentation, manuals and videos are allsuperb as well, and information is available on-linetoo.

We’re passionate about reliability and it seems strangeto us that many people in our industry don’t seem toview it as that much of a priority,” he continues. “OK,we hear a lot of talk about warranty, but a warrantythat lasts for years is meaningless if your trailer endsup spending most of its life in the workshop – and apetrol tanker with unreliable brakes is a catastrophewaiting to happen. So what we’re prepared to do isguarantee a reliability figure expressed in terms of thenumber of our axles likely to fail over, say, two years ifthe maintenance regime we recommend is followed.We would challenge our competitors to do the same.”

Any takers?

Below - left to right:Gary SmithTechnical Sales ManagerPaul GriffithsSenior Engineer - SuspensionsPaul PentinSenior Engineer - Axles

So youthink allTrailer RollStabilityPrograms(RSP) arethe same...

Knorr-Bremse answers your questionsand offers some technical advice.

Trailer Roll Stability Systems

Your questions answered

”“

Andrew LumleyTrailer SalesMobile: 07977 988857andrew.lumley@knorr-bremse.com

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Why have some vehicleshad RSP switched off?

Why does Knorr-Bremseoperate a large retrofitprogram for older trailersthrough our extensiveservice network?

What makes theKnorr-Bremse RSP systemthe best?Knorr-Bremse Trailer RSP and Truck ESP have beenavailable to operators since 2002, many operatorssince have taken advantage of these systems andequipped their fleets with these innovative safetydevelopments.The big problem with trailer RSP systems is that youcannot immediately see what they are doing for yourfleet’s safety. Was the lack of rollovers since it wasfitted due to the technology or good luck? You have torely on the manufacturer to develop the systemsufficiently to operate in the best manner possible inall conditions. You can, of course, check on the interventions that have taken place already, but wasthe intervention really preventing a rollover or justbeing overcautious? You always have to be aware that Newton’s laws still apply; we have not invented

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covers the biggest range of conditions a driver is likelyto encounter. We measure actual lateral accelerationacting on the vehicle and also calculate rate of changeof lateral acceleration to give us the edge when thesituation becomes critical. Knorr-Bremse RSP is theonly system on the market currently to do this. Certainly, from the tests we have conducted on othersystems it can be proved that Knorr-Bremse has theonly system that can deliver consistent results timeafter time. Other systems do not measure rate of change oflateral acceleration. This means the emergencycollision avoidance manoeuvre is not included inthese systems’ capabilities. At best, you haveprotection from rollover situations that give thesystem an element of time to work out what is goingon and then to act. We also operate this type ofintervention and call it a Step 2: the system “checks”the inner wheel lift condition and acts accordingly.With the addition of a rate of change calculation – wecall it a Step 1 intervention – this time delay is notincluded. Precious milliseconds are saved in what isobviously a very time-conscious operation.We are aware of some operators having the RSPsystem disabled on their trailers. A strange request forsomething which attracted additional cost when thetrailer was built! This has not been done on anyKnorr-Bremse TEBS installations. We can onlyconclude that the systems in question have not beenfully developed for all road conditions. Our tests show variability in the performance ofcompetitors’ systems. The best can match ourperformance in Step 2 interventions. The worst has areasonable performance sometimes and negligibleperformance at other times. None of our competitorscan match the Step 1 intervention, because it is notthere. Not really what you want in a crisis! Knorr-Bremse Trailer EBS is ideal for updating an oldertrailer, whether it’s the benefits of RSP you are lookingfor or just a replacement for a failed ABS system. Thesystem is easy to install – only two majorcomponents – and installation times of less than fivehours have been recorded by experienced installers. Ifyour budget is tight, retrofit is a cost-effective way ofadding RSP to your fleet.The graph shows the importance of choosing theright system. Our development trailer was tested on avery typical 30m radius motorway exit. Safe speed(just before rollover speed) for this vehicle on thistype of curve was established at 47km/h. The entryspeed of the trailer fitted with Knorr-Bremse RSPincreased to 64km/h before the trailer rolled over,nearly double the safety margin of one of the otherswe tested. Not difficult to work out which one youshould choose!

anything that can circumnavigate the physics just yet!That said, Knorr-Bremse Trailer RSP does as much as ispossible to overcome any driver or vehicle limitationsto deliver the safe outcome. The rollover resultingfrom a collision, road banking or plain massiveoverspeeding cannot be prevented, but rollovers thatare a product of misjudgment by the driver, the smalloverspeed, the inaccurate steering input, theunexpected collision avoidance incident, are all withinthe scope of a good RSP system.

So, should you bother tospecify RSP?

How do you chose whichsystem is best?

Cheapest?This option is one that we come across mostfrequently.Knorr-Bremse have spent many years and millions ofResearch & Development pounds developing a systemthat has endured the -40 ºC extremes of the ArcticCircle, undergone extensive on-road field trials whichmonitored the systems control algorithms even beforethese controls were allowed to intervene and, finally,been subjected to continuous track testing with different vehicles, road conditions and vehicleloadings. We are unlikely to be the cheapest on themarket because we have aimed for a product that

does “what it says on the tin!” Improved vehicle safetyis the biggest driver to Knorr-Bremse.

Simplest?Since the heart of the system, a lateral accelerationsensor, is fully integrated into the main EBS ECU, wedecided on the simplest system available from the beginning. One of our competitors thought they couldmake it even simpler by using only the wheel speedsensors without an acceleration sensor. They sooncame round to adding the “key” to the RSP’seffectiveness. We have since improved on the productby making it possible to move the ECU off thecentreline of the trailer (usually a prerequisite of anystability system if it is to work equally well in bothleft- and right-hand manoeuvres!) to cope with themore “special” requirements of super, low-floor andother specialised trailers that have other equipmentwhere the ECU is supposed to be. A remote sensorwas cited as a “better” alternative but this idea canonly cover a portion of the requirements. For example,with the low-floor option, the sensor would have tobe mounted on a pallet in the load space between the wheels if it is to work correctly! It also suffers from thepossibility of mounting the sensor incorrectly andfrom the problem associated with external wiring andconnections on trailers – corrosion!

Best?We believe we have the best. We have a system that

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Chrismakeshismark2006 was certainly a good yearfor Chris Levett, making hisdebut on the truck racingcircuits for the British TruckRacing Championship.And with the organisation, racetechnology and MAN hardwareprovided by the legendaryAtkins Racing behind him -Chris was sure to make hismark!

More information:www.atkins-racing.netwww.birds.co.ukwww.truckracing.dewww.btra.co.uk

But what’s in storefor 2007?Actually - quite a lot!

As well as the strengthened relationship betweenAtkins Racing and Bird’s Groupage, and acommitment for another crack at the BritishChampionship, Dave Atkins had been approached byMAN to become one of three official MAN teamsentering the full European season. This contract willrun for the next three years, and trial the new D26engine in the European Championship - all part of adetermined MAN marketing mix.No stranger to the European title, Dave Atkins isalready building the 2007 Race Truck in his team’srace workshops near Baden-Baden - Germany.And the guy in the driver’s seat of the new Bird’s,Knorr-Bremse badged MAN? Chris Levett.

Chris’s ‘day job’ is driving HGV’s for the family businessBirds Groupage Services Limited - based in Olbury inthe West Midlands. Together with father Andy (an exScania works team truck racing driver himself), Chrisenlisted the support of racing supremo Dave Atkins toput himself in the driving seat.(See Premier - August 2006).Sure enough there was the proof that racing runsthrough the family as Chris took to the task like a duckto water.The final round of the 2006 season was again held atthe world famous circuit - Brands Hatch, just twelvemonths after Chris and father Andy had beenspectators to the 2005 event. But this time Chris wasin the Atkins prepared MAN, sporting the Bird’s liveryand carrying the Knorr-Bremse logo. Throughout theyear Chris had managed to build his points score to bein contention with the other big names in British truckracing - Ross Garrett (Foden) and Stuart Oliver (MAN),who not only enter the British events, but the fullEuropean calendar as well. At the end of a toughcompetition, Chris found himself finishingsecond in the championship - with firstplace again going to Ross Garrett.A major achievement for a debut year.Well done Chris!

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The APUintegratesthefunctionsof Air DryerandMulti CircuitProtectionValve

manufacturers (most notably DAF) use an APU whichincorporates a low height cartridge. The very latestAPU features the Knorr-Bremse Oil SeparatorCartridge (OSC); the OSC separates the oil beforedrying the air thus improving the life of the cartridgeand air system components. The OSC is available as anAftermarket service item and it can be used to replacethe standard cartridge.

Bulletins KBP2280/1 (APU) and KBP2282/1 (OSC)provide information on the most popular partnumbers. For copies of these bulletins and moredetails about the APU and its service items contactKnorr-Bremse Technical Department.Tel: 0044 117 9846 222Fax: 0044 117 9846 220Email: technical@knorr-bremse.comwww.knorr-bremsesfn.com

The Knorr-Bremse Air Processing Unit (APU) has beenfitted as original equipment to commercial vehiclessince 1997 and we are now seeing demand in theAftermarket for this product.Initially the APU was fitted to Mercedes trucks (Actrosand Atego), but was then soon utilised by Iveco(Eurocargo and Strallis) and DAF (LF, CF and XF). TheKnorr-Bremse APU rapidly became the “air treatment”component of choice for the modern commercialvehicle.The APU integrates the functions of Air Dryer andMulti Circuit Protection Valve by combining themtogether to make one complete unit. To furtherenhance the product other functions have also beenadded to the assembly, these include; integral safetyvalve, air suspension supply port, external chargingport and electronic pressure sensors to inform thevehicle of reservoir pressure. Some APUs alsoincluded a tyre inflator.Unlike a traditional Air Dryer the APU no longerrequires a separate purge reservoir (with which manyof us are familiar), but instead uses the “cleaned” airfrom the vehicle's main reservoirs which is fed backthrough the Multi Circuit Protection Valve to the dryerto purge any contaminants from the cartridge.For the Vehicle Manufacturer one of the benefits ofthe APU is the reduced costs and installation timecompared with individual air treatment components.However, the Aftermarket has been kept at theforefront of Knorr-Bremse mind when developing thisproduct, and the main components which make upthe APU are available as individual items. Although the most common Aftermarket demand isto supply complete units, it is possible to individuallypurchase the Air Dryers, Multi-Circuit ProtectionValves, Pressure Sensors, Heaters andCartridges which make up the completeunit. Service Kits are also available for theAir Dryer itself. Developments in the design of the desiccantair dryer cartridge have also changed the APU.Whereas the original APUs used the standard spin-on style of air dryer cartridge, some vehicle

Hints&TipsA P U

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Knorr-Bremse UK & Republic of Ireland Service CentresAt your service!United KingdomService CentresAberdeenshireH.F. MoirDerek MoirBirchwood Works, Kinellar, Aberdeen. AB21 0SH01224 790 411

AntrimRent-A-MercNorman McBride87 Dargan Road, Harbour Industrial Estate, Belfast, BT3 9JU028 9077 9755

ArmaghToal Truck ServicesJohn Toal21-23 Rathtrillick Road, Middletown, Co. Armagh, BT60 4HT02837 569 701

AyrshireGrant Welsh CommercialsGrant WelshUnit 12B, Olympic Business Park, Drybridge Rd, Dundonald,Kilmarnock, Ayrshire. KA2 9BE01563 851 015

BerkshireJohn Graham CommercialsJohn Graham115 Blackamoor Lane, Maidenhead, Berkshire, SL6 8RW01628 777 509

BerwickshireBilly CoweBilly CoweTower Farm, Cockburnspath, Berwickshire, TD13 5YU01368 830 242

BuckinghamshireRing RoadStuart ChalmersGawcott Road, Buckingham, MK18 1DR01280 814 741

CambridgeshireR.J. Flack & Son LtdReg Flack19 Longhill Road, March, Cambridgeshire, PE15 0BL01354 657 235

CardiffCardiff Bay Truck ServicesDavid HarrisClipper Road, Roath Dock, Cardiff, CF10 4EW02920 458 625

CardiffTanners ElectricsPhil TannersWhittle Road, Leckworth Industrial Estate, Cardiff, CF1 8AT02920 225 580

CheshireAM BellSam GreavesHawkshead Quarry, Leek Old Road, Sutton, Maclesfield, Cheshire,SK11 0JB01260 253 232

CheshireBibbys CommercialsColin MurraySherbrook House, Winwick House, Warrington, Cheshire,WA3 7EW01925 762 143

CheshireThe Hulme GroupLee DrummondWarren Road, Trafford Park, Manchester, Cheshire, M17 1QR01618 776 071

CheshireTruck Services SandbachDarran TarrantSpringvale Industrial Estate, Millbuch Way, Sandbach, Cheshire,CW11 3HT01270 768 370

ClevelandNorth East Truck & VanWalter WhealdonCowpen Bewley Road, Haverton Hill, Billingham Cleveland,TS23 4EX01642 370 555

CumbriaTitterington Truck & TrailerPeter TitteringtonUnit 7 Sandysike, Longtown, Carlisle, CA6 5SR01228 792 600

DerbyshireTranscare 28 LtdDarren ParkinUnit 1, Lydford Road, Meadow Lane Industrial Estate, Alfreton,Derbyshire, DE55 7RQ01773 832 697

DerbyshireTrucktekMark PollockThe Elms, Moorfarm Road East, Ashbourne, Derbyshire, DE6 1HD01335 340 510

DorsetPLC CommercialAndy Burridge14 St Georges Avenue, Parkstone, Poole, BH12 4ND01202 722 288

DurhamBraketech Northern LtdDavid LeeHetton Lyons Industrial Estate, Hetton-le-Hole, Tyne & Wear,DH5 0RH0191 526 3753

East SussexMick Gould Commercials LtdToby GoldsmithThe Royal Oak Garage, London Road, Flimwell, East Sussex,TN5 7PJ01580 879333

EssexBCSBarry Craven9 New Rd, Rainham, Essex, RM13 8DH01708 522 101

EssexCrusely Trailer Engineering LtdDave ElyBotany Way, Beacon Hill Industrial Estate, Purfleet, Essex,RM19 1SR01708 861 144

FifeSealand Trailers - RosythStephen AddisonCamperdown Rd, Port of Rosyth, KY11 2ZT01383 414 145

GlasgowMackenzies (Cambuslang) LtdGordon MackenzieSomerville Street, Cambuslang, Glasgow G72 7EB01416 419 504

GloucestershireCollett Transport ServicesAndy CollettBibstone Farmhouse, Cromhall, Wotton Under Edge,Gloucestershire, GL12 8AE01454 269 606

GloucestershireMark EdgeworthMark EdgeworthWoodside, 6 St Edwards Road, Stow on the Wold, Cheltenham,Gloucestershire, GL54 1AP07977 849 436

HampshireR & M CommercialsRussell BlackmanBell Road, Daneshill East Industrial Estate, Basingstoke,RG24 8FB01256 840 404

HampshireT. Faulkner ABS EBS SpecialistTrevor Faulkner1 Mandela Way, Fourpost Mill, Southampton, SO15 5RZ07977 132 833

HertfordshireFoulger’s CVS LtdPeter FoulgerMelda Farm, Bury Lane, Melbourn, Royston, Hertfordshire,SG8 6DF01763 262 826

KentCoombe ValleyMartin Husk16a Primrose Road, Dover, Kent CT17 0JA01304 206 498

LancashireLynch TrucksSteven LynchBarnfield Way, Altham Business Park, Altham, Acrington,Lancashire, BB5 5YT01282 773 377

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UK & Republic of Ireland Service CentresCorkTransport ServicesSean LoftusBallyvolane, Cork, Eire+353 214 507 377

DonegalD & M Motor ServicesDoug PeachAssoroe Road, Ballyshannon, Co. Donegal, Eire+353 719 851 242

DublinAutomotive ServicesJohn MurrayUnit 58, Park West Industrial Estate, Lebroquay Avenue, Dublin 12,Eire+353 161 209 22

DublinCP CommercialsPeter Costello42B Baldoyle Industrial Estate, Dublin 13, Eire+353 183 213 16

DublinRing Road LimitedShay MurphyJ19 Greenogue Business Park, Rathcoole Co. Dublin, Eire +353 140 136 43

DublinTransport ComponentsScott Fletcher JonesUnit 10, Parkmore Industrial Est. Long Mile Road, Dublin 12, Eire+353 145 040 90

KerryKerry Coach ServicesMichael BuckleyWoodlands Industrial Estate, Park Road, Killarney, Co. Kerry, Eire+353 643 1945

KilkennyKeogh CommercialsLiam KeoghGrowine, Waterford Road, Kilkenny, Eire+353 567 729 983

LimerickPaddy Dore CommercialsMargaret DoreDock Road, Limerick, Eire+353 612 284 22

OffalyTullamore Test & Repair CentreKieran McManusCloncollig Industrial Estate, Tullamore, Co. Offaly, Eire+353 506 520 57

RoscommonKelly TrucksJimmy KellyDrummond, Strokestown, Co Roscommon, Eire+353 719 637 070

LeicestershireMidland Commercial Services LtdJames BrownHazel Way, Barwell, Leicestershire, LE9 8GR01455 840 994

LincolnshireM.V. GreatrixMerv. GreatrixMain Road, Stickney, Nr Boston, Lincolnshire, PE22 8AE01205 480 459

MerseysideFM EngineeringKen FlowerBurtonhead Road, St Helens, Merseyside, WA9 5EA01744 746 800

MiddlesexPhoenix Motors & Recovery LtdJohn O’NeilPhoenix House, Rivers Gardens, North Feltham Trading Estate,Feltham, TW14 0RD0208 890 8230

MidlothianGeorge StoutGeorge Stout4 Eskvale Court, Penicuik, Midlothian, EH26 8HT01968 673 247

MorayElgin Truck & VanSandy KennedyGrampian Road, Elgin, Moray, IV30 1XN01343 542 171

Newry & MourneO’Hare Truck & Trailer Services & RentalDan O’Hare41, Omeath Road, Newry, Northern Ireland, BT35 8QN028 3026 1272

North East LincolnshireClayden EngineeringDavid MoffittKiln Lane Industrial Estate, Stallingborough, Immingham,N.E. Lincs, DN41 8DU01469 571 203

PembrokeshireMansell Davies & SonDan StandingStation Yard, Llanfyrnach, Pembrokeshire, SA35 0BZ01239 831 631

SomersetBraketechDave MatthewsAnglo Trading Estate, Commercial Road, Shepton Mallet,Somerset, BA4 5BY01749 340 308

SomersetMartock Commercials LtdMalcolm TimbrellGreat Western Rd, Martock, Somerset, TA12 6HB01935 823 901

South Gloucestershire247 Trailer RepairsAndy MorganUnit B8, Backfield Farm Business Park, Iron Acton, Bristol,BS37 9XD07876 751 168

South GloucestershireHalls ElectricalTony HallUnit 16, Dean Court, Great Western Business Park, Yate, Bristol,BS37 5NJ01454 319 722

SuffolkSPR Trailer Services LtdSimon Rivers5 Walton Avenue, Felixstowe, Suffolk, IP11 3HH01394 275 590

TyroneMcLoughlin CoachworksJohn McLoughlin270 Battlefield Road, Dungannon, Co Tyrone, BT71 7NP02837 548 418

West MidlandsTruck EngineeringCraig WilsonUnit 10, Holland Industrial Estate, Bentley Park South, Darlaston,WS10 8LN0121 526 6004

West SussexAlex FreemanAlex FreemanUnit M + N, Ditching Common Industrial Estate, Hassocks,West Sussex, BN6 8SG01444 253 312

West SussexA J FreemanPhil MatthewsUnit 1, Forgewood Industrial Estate, Gatwick Road, Crawley,West Sussex, RH10 9PG01293 544 006

West YorkshireH & P ListerPeter ListerEmbassy Garage, Battye Street, Off Leeds Road, Dewsbury,WF13 1PD01924 454 595

WorcestershireTPS AutomotivesJohn HeidtHoobrook Trading Estate, Worcester Road, Kidderminster,DY10 1HY01562 822 446

Republic of IrelandService CentresCorkJay CommercialsJohn McCarthyUnit 9, Ballycurreen Industrial Estate, Kinsale Road, Cork, Eire+353 214 312 95