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[GRATING T E SERVICES
Page 40
Page 41
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Converting a new Oaf chassis for Pet-Reg and ADR use revealed an initial shortage of a factory-option master switch, part of the latest engine management system. Oaf dealer Channel Commercials resolved the problem with a new, add-on circuit that replicates the old pre-Euro-3 system, and protects the electronic circuitry.
Bryan Jarvis visited the Ashford site to watch the conversion come together.
vir hen Daf finally changed from conventional fuel injection to electronic engine management systems, many Pet Reg and ADR chassis converters became fearful of damaging the central control module.
The great worry was what might happen if batteries were disconnected while the engine was running.
At the time, Daf didn't have a factoryoption master switch able to cater for the latest engine management systems. To resolve the problem, Channel Commercials' technical manager Bill Fowler set about developing an add-on circuit that would replicate the old system and, at the same time, protect the electronic circuitry.
The resulting device combines the old industry standard Lucas master switch with an electronic time-delay that safeguards the engine management system.
This allows you to safely turn the vehicle's starter switch off, stop the engine and after a few seconds pause, cut off the battery supply too.
The vital time-delay unit is a proprietary item which offers fine adjustment, On Daf tankers, its six-second setting is sufficient to allow the electronic circuits to be shut down in a timed sequence, stopping the engine before the batteries disconnect.
Key to the Pet-Reg/ADR conversion is the extension loom that slips into the Daf harness at the 12-point applications connector on the chassis.
It uses just seven wires, but accesses another to fire up the starter motor.
This provides engine stop and restart facilities on each side, plus one in the cab, and also carries the PTO engine management speed control interface and up to three pumping speed settings too.
Importantly, it also allows the tank builder to connect its delivery system to the chassis harness.
The option's short fly-loom also feeds the discharge pump and hose reel, and engine revs are dependent on what the system needs.
"We couldn't have made it simpler," says Bill. 'They no longer have to delve about and fathom out what every wire supplies, or worry about upsetting things when connecting into the truck harness."
Conversions
Even though both Eindhoven and Leyland supply the options, Channel is still asked to convert factory-standard vehicles.
It would be cheaper to have the work done on the production line, says Bill, but many don't plan their vehicle requirements far enough ahead.
"They don't really understand exactly what's required," he adds. "That's why we question them carefully and discuss our conclusions with them, before considering final specification."
Each option figures on Bill's internal pricing matrix, so he can pinpoint the cost of any particular one, or indeed a mix of options.
Some involve high material costs: the full electrical conversion includes £700 worth of master switch and electronic extensions to shut down the engine management electronics when the switch is turned off.
On the standard CF chassis, one replacement that must be made is a corrugated plastic conduit which replaces the polyurethane-sheathed harness. Regulations say the original Isn't effective enough and must be replaced.
Consequently, Channel removes the sheathing, every multi-plug and connector from the loom to the cab, then re-covers it with the same corrugated conduit used on Oaf's Leyland built product.
"It's time-consuming and expensive," says Bill, "and we only just break even on the deal."
Having to fit an 'intrinsically-safe' tachograph and barrier unit is also costly but again, material costs are high: a new tacho head is over £400 and a barrier unit £300 plus.
In all, it adds nearly £1,000 on to a new chassis, which is an expensive penalty for not specifying the factory option in the first place.
Firescreens The huge variation in the positioning of air filters, power steering reservoirs, exhaust system brackets and gearbox linkages, makes A nigh-on impossible to mould individual chassis-mounted firescreens to suit all models.
However, Channel is developing some quite smart, compliant fibreglass panels; one covers all CF road tanker chassis, another for the LP range is now available.
Tankers also need their engine intake and exhausts shielding 'to protect all hot areas of the engine assembly from a potential spillage'.
A standard LF longitudinal exhaust, for example, is usually replaced with a Wasey shielded side outlet system, and an extra external sleeve protects the pipe to the turbocharger.
Despite its plastic cover, the battery box is encased for further protection.
The standard LF air intake is on the wing but spilled fuel could be ingested into a running engine, so that also needs shielding. However, there's a perfectly compliant optional one that goes over the roof.
Daf's popular CF FAN 6x2, with its lift and steer rear axle, is excellent for getting into tight corners to deliver heating oil to homes or farms. A good example is Southern Counties Fuels' new CF76.310 6x2 with 20,000-litre tank, seen at the recent Kent Agricultural Show.
If views out the rear are a must, Channel will rivet in a special aluminiumframed window, but opening sunroofs are verboten under Pet-Regs and are sealed shut. Specific earthing points have to be clearly labelled, with layout diagrams in the cab too.
Despite Dafs having an air-processing unit (air dryer) with system charging point, Pet-Regs want one at the front too or it won't qualify for a Safe Loading Pass into any of Britain's oil terminals.
Channel's four workshops maintain most other makes of CV, but it is unlikely to take on Pet-Reg conversions on anything other than Dafs.
Bill is extremely wary about tackling non-Oaf models. 'We'd be back to making very expensive one-offs," he says, "and forever chasing rival manufacturers for very detailed technical information to ensure engine management systems are fully protected."
"This low-volume specialist sector is important to us and, having taken so long to get it right, we'll stick to our own product; certainly for the foreseeable future."