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Makers "draw a line in the sand"
Page 16
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by Robin Meczes
As promised In February (CM 27 Feb-5 Mar), UK truck manufacturers have drawn what one of them terms "a line in the sand" over the issue of third-party telematics equipment fitted to their vehicles.
In a joint statement Just released, MAN, ERF, Iveco, Volvo and Seaga have all stipulated that telematics systems not fitted in accordance with their requirements can and will invalidate vehicle warranties, as well as potentially affecting residual values and buyback arrangements. Those wishing to avoid this must meet two main requirements, says the statement. These are that: • Third-party telematics equipment must be fitted in full compliance with individual bodybuilding manuals. Failure to do so is likely to result in parts of the warranty becoming invalid, particularly where antennas are installed in vehicle roofs or when connecting to a vehicle's electrical supply.
• in addition, where vehicles use a CAN-bus, thirdparty equipment must be approved by the vehicle manufacturers for use on specific models, and vehicles must be equipped with an appropriate manufacturer's FMS standard interface (firewall) to protect the CAN-bus from possible corruption. Proven corrup tion of the CAN-bus by a third-party telematics system will render the supplier and installer of the third-party equipment liable for damage to the vehicle and any associated claims.
The statement has been drafted as a direct reaction to the recent dispute between Leicester-based Widdowson Group and Minorpianet Systems after the former was told by its Scania dealer that the way the latter's system was fitted to its vehicles may invalidate its warranty (CNN Jan-5 Feb).
Mike Leeming, general manager of MAN Telematics, suggests most of the major truck builders have already had similar experiences. "We have all encountered this problem," he says—a point confirmed by a source at one of the other manufacturers, who told CM his firm alone had seen "six or seven cases in the last couple of months".
While corruption of the CAN-bus by a third-party system is an almost negligible possibility, Leeming concedes, it could in the worst possible case affect crucial truck systems, like brakes. "These days, trucks are fly-by-wire and you cannot just bolt things on and expect them to have no influence whatsoever. It is a very robust system, but if you don't use the right Interfaces then, remote as the possibility may be, It could Just happen," he warns.
The document also highlights the need to check on ownership of vehicles before fitment takes place— something vehicle operators and third parties often fail to take into account, despite the high percentage of trucks supplied on contract hire, leasing or rental arrangements, says Leeming. Future MAN/ERF contract-hire agreements, he says, will now Include a clause specifically requiring customers to obtain the vehicle owner's permission before having a system fitted. Customers who don't could be forced to pay for repairs, and those seeking to fit an unapproved system could be vetoed, he adds.
Looming says customers approaching third parties for telematics systems need to check three things. "Customers should ask: is the equipment approved? Are the installers trained to install in this type of vehicle? And will it Invalidate any warranties?"
But he denies the statement is a cynical attempt to cut third-party suppliers out of the market. "We will approve other systems, as long as they are installed properly," he says. "We're not looking to ringfence the business—we just want it done professionally and safely."
• There's no sign yet of similar alliances on the light CV side, but van makers including Toyota, Citroen, Ford and Vauxhall have all confirmed to CM recently that the fitting of a third-party telematics system could at least partially invalidate the warranties if it affects their operation or if damage is caused to other components.