MW Hydraulics dives into wet kits

Truck Wet Kit

Bridlington-based MW Truck Parts has launched a division to provide customers with a cheaper alternative to hydraulic wet kits. MW Hydraulics will sell new wet kits for a range of vehicle gearboxes, including Volvo, Scania, Mercedes-Benz, DAF, MAN, ZF and Eaton. The equipment, which includes hydraulic oil tanks, hydraulic pumps and PTO units, are manufactured to TUV Austria standards and come with a six-month warranty.

MW Hydraulics director Hazem Watti said: “We are expanding as a business and becoming more known in the marketplace for our used truck parts. Market leaders such as Edbro and Hyva are already in the market, but to buy a wet kit from us it would be £1,800.”

A standard wet kit from Edbro can be brought for £1195 including an aluminium tank and fittings.

Watti believes the new range will help diversify its business, with the company selling new equipment rather than used parts that MW Truck Parts is best-known for. “It’s a good alternative to the market leaders,” Watti continued. “Hydraulics are expensive, so we’re a good-quality alternative option to the market leaders.”

MW Hydraulics, which in the interim will operate as a sub-brand within the parts business’s main website, only stocks hydraulic equipment rather than the cylinders or rams needed to lift a body or run a crane, but will sell all the components either individually or as part of a full kit with aluminium tank, 45-tonne max-lift pump and the directional valve including all hoses, fixtures and fittings.

“If someone has never had a hydraulic application on their truck they can buy the full thing from MW Hydraulics and will then be able to get a crane or whatever else they need,” Watti explained.
MW Truck Parts was established in 2015 to fill a gap in the market for supplying used and recycled truck parts. The transition into new hydraulics parts is a step into new territory for the business, but is not an indication of where the core business might be heading.

“There’s millions of people selling aftermarket patented parts,” Watti said. “We give customers original equipment that is used but in good condition. We don’t concentrate on mirror arms or housings because you can get those from anyone. We give customers the option of buying quality used parts – like fuel tanks – that would otherwise cost a lot from a manufacturer if bought new.

“You can’t get aftermarket doors. A new door with all the trimmings from a manufacturer is about £1,500, from us it’s about £400.”

Hydrogen trucks will encourage cleaner passenger cars

Hyundia Fuel Cell Truck

Wider usage of hydrogen-powered trucks will lead to a drop in overall transport emissions as refuelling networks expand. That’s according to the CEO of H2 Energy Group, Dr Phillip Dietrich, who believes that as operators embrace the alternative fuel and invest in its infrastructure, hydrogen passenger car uptake will increase accordingly.

Swiss-based H2 Energy plans to establish a nationwide network of hydrogen filling stations, as well as developing the production plants in which electrolysis splits water (H20) to create oxygen (O2) and hydrogen (H2) molecules. The company is already supporting several operators with hydrogen vehicles and at last year’s IAA in Hannover signed a memorandum of understanding with Hyundai to help bring 1,000 heavy-duty fuel cell trucks and a renewable hydrogen network to the country over a five-year period.

Giving the example of Switzerland, which has rewarded zero-emission vehicles since 1994 with zero taxation on road miles (compared to a c.£80,000 cost for a Euro-5 truck running 100,000kms), Dietrich said that hydrogen can prove to be a cost effective option for operators providing they were prepared to pay a small premium for the upfront cost of their vehicles in the short term.

“Every country has to find its own setting to establish a profitable eco system,” Dietrich said while speaking at the Movin'On sustainability conference in Montreal, Canada.

In order to work successfully Dietrich believes, hydrogen production must be established along with hydrogen refuelling network and a logistics network using and distributing the fuel. Once in place and with roughly 10 trucks or buses using a facility it becomes sustainable and the viability of these heavy users will then prompt growth in hydrogen passenger car uptake.

“We already see that private users will go a long way to save one or two cents on their fuel. We cannot replace the 3,000 filling stations [in Switzerland] with hydrogen filling stations, but one covering 20km will be enough to bring in private passenger cars.”

While, fossil fuel prices and that of hydrogen are currently on a par in Switzerland, Dietrich adds that heavy trucks, and the refuelling network built around them, will encourage wider uptake of the zero-emission fuel.