Important information: Changed opening hours from 24.12.2024 to 02.01.2025
Dear Sir or Madam,
We would like to inform you that our company will be closed from 24.12.2024 to 01.01.2025 and that we have therefore adjusted our order acceptance and shipping times as follows:
- Stock orders (pallet shipments)
Last order acceptance: Monday, 23.12.2024, if you wish a delivery/invoice within 2024 please order latest 16.12.2024 - Parcel-shipments via DHL
Last order acceptance: Monday, 23.12.2024 - Express orders
Last order acceptance: Monday, 23.12.2024 until 2:00 p.m.
We will be back at our usual opening times from Thursday, 02.01.2025.
We wish you, your colleagues and your families a Merry Christmas and a good start to 2025!
Your Herth+Buss team
Corporate Blog
A new EU-wide repair clause will soon be here!
It appears that the design protection for visible vehicle spare parts integrated into the body will soon become a bit more liberal. At least, the EU Minister Council adopted the proposal from the European Commission for the revision of the Design Directive and the Design Regulation, thus laying an important foundation. The proposal stipulates that there should be a uniform repair clause throughout the EU. In concrete terms, the focus is on spare parts that help to restore the original appearance of the car/vehicle during a repair. Until now, this only seemed possible with genuine spare parts.
This could apply to parts such as headlights and rear lights, for example. But there is also the windscreen, outside mirror, bonnet and fender.
There must also be a price competition for visible spare parts
Until now, fair competition was difficult, as car manufacturers could take legal action against imitations. So far, there have hardly been any rules on this issue, only a repair clause under national design law (from 2020). But only for designs that are already registered at this point in time. Owners of older car models are therefore still at a disadvantage. And this applies for designs that are up to 25 years old, as the German repair clause provides very long protection here.
An alternative to the original has therefore been practically impossible so far. After all, the spare part to be replaced during a repair must match again, i.e. the shape and dimensions have to be identical. There is not much room for other designs.
A transition period of eight years is planned for the new EU-wide repair clause. This applies to EU countries that previously had no repair clause. However, if designs are registered for the entire European Union and not for individual member states under their national law, the Repair clause shall apply without a transition period.
Conclusion
For the future, this means that even repairs to the body do not always have to be carried out using original spare parts that may be more expensive. These spare parts can also lead to fair competition and reduce repair costs. A user-friendly solution is therefore in sight! Only owners of older models in Germany have to stay patient for a while, as the new EU-wide regulation for designs before December 2020 will only take effect in eight years due to the existing repair clause.
Changing gearbox oil and gearbox oil filters: Why is this necessary?
When changing fluids, most drivers don't necessarily think about the gearbox oil. It is important to change the gearbox oil at regular intervals to prevent damage to the gearbox. However, it does not have to be replaced as frequently as the engine oil. But gearbox oil also becomes contaminated over time and should be changed after a mileage of 60,000 to 100,000 kilometres or alternatively after 6 to 8 years depending on the vehicle. Even if there is often no corresponding recommendation from the manufacturer for this, it is advisable to replace the gearbox oil at this age/mileage. The gearbox oil filter should also always be replaced during this process. This is because it can only absorb a limited amount of material abrasion.
The task of the gearbox oil is to lubricate the gearbox wheels so that they mesh together precisely and wear as little as possible. It also absorbs microscopically small abrasion particles and transports them to the corresponding filter. However, over time, it can become increasingly contaminated and no longer fully perform its task. At this point at the latest, it is time to change the gearbox oil and the gearbox oil filter.
How can we tell if the gearbox oil needs replacing?
Contaminated gearbox oil can also be noticeable in running behaviour, for example by the fact that the gears can no longer be inserted easily or a rattle can be heard when switching. Speed fluctuations may also occur. In the case of automatic gearboxes, these signals are often barely noticeable to start with, but become clearer over time. This can also result in jerking. A leaking gearbox is also usually noticeable. Oil spots can often be seen under the gearbox.
Function of the gearbox oil filter
Hydraulic filters, also known as gearbox oil filters, are required in every hydraulic system. The task of the hydraulic filter is to clean the oil required to operate the hydraulic components in the vehicle. To do this, the liquid is fed through the filter and the filter element separates all particles from a defined size. Without the hydraulic filter, the particles would accumulate in certain places and lead to malfunctions. The filter has a limited service life and must therefore be replaced at regular intervals. Each vehicle manufacturer specifies how often a hydraulic filter has to be replaced. These specifications must be complied with at all times to prevent damage.
Gearbox oil change versus gearbox oil flushing
A distinction should be made between a simple gearbox oil change and gearbox oil flushing. The latter is particularly recommended for automatic transmissions, but is also much more expensive. The difference is that when changing gearbox oil, the oil is simply drained using the drain plug and then new oil added. In the case of gearbox oil flushing, on the other hand, the old oil is pumped out of the gearbox with pressure and new gearbox oil is then flushed through the gearbox with cleaning additives while the engine is running. New gearbox oil is then filled in. The advantage of the gearbox flushing is that the used oil and abrasion are removed much more effectively.
Our gearbox oil filters/hydraulic filters for automatic gearboxes
In our extensive filter range, you will find various versions of gearbox oil filters/hydraulic filters. So we offer the right spare part for a wide range of vehicles with automatic gearboxes! Our filters also meet the highest quality standards. They filter abrasion from the gearbox oil and protect against wear. We currently offer more than 30 hydraulic filters. The range is being continuously expanded.
Conclusion
Changing gearbox oil and gearbox oil filters should never be neglected. In the best case, it prevents gearbox damage, which would ultimately be much more expensive. Your trusted workshop will be happy to advise you on this topic as well.
Electric car repairs: An expensive matter, especially in the event of accidents
Recent studies show that the repair costs for electric vehicles are significantly higher than for combustion engine vehicles. A study by the German Insurance Association (GDV) concluded that electric vehicles are one third more expensive to repair than comparable combustion engine vehicles. This can quickly put the lower operating costs of electric vehicles into perspective. This is a bitter message for all drivers of electric vehicles, as not only do they have to accept higher insurance contributions, but their vehicle can also turn into a complete write-off faster from a financial perspective.
According to the findings of the vehicle insurers, there are many reasons why the repair costs of electric vehicles are so high.
Why is repairing electric vehicles more expensive?
The main reasons are the more difficult diagnosis, the greater effort required for replacing the drive batteries and the high-performance electronics in the vehicles. The longer downtimes are also a factor. Further reasons include higher hourly rates and often also uncertainties associated with damaged electric cars, such as quarantine storage. All of this also leads to significantly higher costs in the event of an accident. The battery poses a particular risk. Replacing the battery usually involves significant effort and even slightly damaged batteries can increase the risk of fire. After an accident, it is therefore usually advisable to replace the battery completely to rule out this risk. The battery is also the most expensive component in an electric vehicle and replacement can easily cost into the four to five-digit figures.
The car body as a weak point
The body of electric vehicles also often looks different than we are used to with combustion engine vehicles. The rear is often made entirely of cast aluminium. The problem: Even small deformations can lead to cracks. This means that these components also have to be examined in detail after an accident. This is also very time-consuming and costly. Under certain circumstances, the entire rear vehicle may need to be replaced.
What can manufacturers and workshops do to combat high repair costs?
To combat this issue, the German Insurance Industry Association (GDV) is calling on manufacturers to protect the batteries from damage in the event of an accident as early as the vehicle design phase. Clear diagnostic data is also helpful for better assessing the condition of a battery. Economical and ecologically sustainable repair and replacement instructions would also be helpful. Clear guidelines for dealing with accidents could also help. The emergency workers at the accident scene, such as towing companies and fire brigades, also need appropriate knowledge. Workshops could, in turn, attempt to increase instruction and further training for repair work on electric vehicles. The repair process also needs to be speeded up. This means that faster battery testing should be possible, while ruling out the risk of fire and with shorter quarantine times.
Sensors can also make repairs more expensive
Admittedly, this is not just an electric car problem, but also applies to combustion engine vehicles. However, the large number of sensors for assistance systems in modern vehicles also results in higher repair costs. The sensors themselves are often expensive and make repairs more difficult. On the other hand, the repair process often requires calibration or readjustment to ensure optimal function after the repair.
A new EU-wide repair clause will soon be here!
It appears that the design protection for visible vehicle spare parts integrated into the body will soon become a bit more liberal. At least, the EU Minister Council adopted the proposal from the European Commission for the revision of the Design Directive and the Design Regulation, thus laying an important foundation. The proposal stipulates that there should be a uniform repair clause throughout the EU. In concrete terms, the focus is on spare parts that help to restore the original appearance of the car/vehicle during a repair. Until now, this only seemed possible with genuine spare parts.
This could apply to parts such as headlights and rear lights, for example. But there is also the windscreen, outside mirror, bonnet and fender.
There must also be a price competition for visible spare parts
Until now, fair competition was difficult, as car manufacturers could take legal action against imitations. So far, there have hardly been any rules on this issue, only a repair clause under national design law (from 2020). But only for designs that are already registered at this point in time. Owners of older car models are therefore still at a disadvantage. And this applies for designs that are up to 25 years old, as the German repair clause provides very long protection here.
An alternative to the original has therefore been practically impossible so far. After all, the spare part to be replaced during a repair must match again, i.e. the shape and dimensions have to be identical. There is not much room for other designs.
A transition period of eight years is planned for the new EU-wide repair clause. This applies to EU countries that previously had no repair clause. However, if designs are registered for the entire European Union and not for individual member states under their national law, the Repair clause shall apply without a transition period.
Conclusion
For the future, this means that even repairs to the body do not always have to be carried out using original spare parts that may be more expensive. These spare parts can also lead to fair competition and reduce repair costs. A user-friendly solution is therefore in sight! Only owners of older models in Germany have to stay patient for a while, as the new EU-wide regulation for designs before December 2020 will only take effect in eight years due to the existing repair clause.
Changing gearbox oil and gearbox oil filters: Why is this necessary?
When changing fluids, most drivers don't necessarily think about the gearbox oil. It is important to change the gearbox oil at regular intervals to prevent damage to the gearbox. However, it does not have to be replaced as frequently as the engine oil. But gearbox oil also becomes contaminated over time and should be changed after a mileage of 60,000 to 100,000 kilometres or alternatively after 6 to 8 years depending on the vehicle. Even if there is often no corresponding recommendation from the manufacturer for this, it is advisable to replace the gearbox oil at this age/mileage. The gearbox oil filter should also always be replaced during this process. This is because it can only absorb a limited amount of material abrasion.
The task of the gearbox oil is to lubricate the gearbox wheels so that they mesh together precisely and wear as little as possible. It also absorbs microscopically small abrasion particles and transports them to the corresponding filter. However, over time, it can become increasingly contaminated and no longer fully perform its task. At this point at the latest, it is time to change the gearbox oil and the gearbox oil filter.
How can we tell if the gearbox oil needs replacing?
Contaminated gearbox oil can also be noticeable in running behaviour, for example by the fact that the gears can no longer be inserted easily or a rattle can be heard when switching. Speed fluctuations may also occur. In the case of automatic gearboxes, these signals are often barely noticeable to start with, but become clearer over time. This can also result in jerking. A leaking gearbox is also usually noticeable. Oil spots can often be seen under the gearbox.
Function of the gearbox oil filter
Hydraulic filters, also known as gearbox oil filters, are required in every hydraulic system. The task of the hydraulic filter is to clean the oil required to operate the hydraulic components in the vehicle. To do this, the liquid is fed through the filter and the filter element separates all particles from a defined size. Without the hydraulic filter, the particles would accumulate in certain places and lead to malfunctions. The filter has a limited service life and must therefore be replaced at regular intervals. Each vehicle manufacturer specifies how often a hydraulic filter has to be replaced. These specifications must be complied with at all times to prevent damage.
Gearbox oil change versus gearbox oil flushing
A distinction should be made between a simple gearbox oil change and gearbox oil flushing. The latter is particularly recommended for automatic transmissions, but is also much more expensive. The difference is that when changing gearbox oil, the oil is simply drained using the drain plug and then new oil added. In the case of gearbox oil flushing, on the other hand, the old oil is pumped out of the gearbox with pressure and new gearbox oil is then flushed through the gearbox with cleaning additives while the engine is running. New gearbox oil is then filled in. The advantage of the gearbox flushing is that the used oil and abrasion are removed much more effectively.
Our gearbox oil filters/hydraulic filters for automatic gearboxes
In our extensive filter range, you will find various versions of gearbox oil filters/hydraulic filters. So we offer the right spare part for a wide range of vehicles with automatic gearboxes! Our filters also meet the highest quality standards. They filter abrasion from the gearbox oil and protect against wear. We currently offer more than 30 hydraulic filters. The range is being continuously expanded.
Conclusion
Changing gearbox oil and gearbox oil filters should never be neglected. In the best case, it prevents gearbox damage, which would ultimately be much more expensive. Your trusted workshop will be happy to advise you on this topic as well.
Electric car repairs: An expensive matter, especially in the event of accidents
Recent studies show that the repair costs for electric vehicles are significantly higher than for combustion engine vehicles. A study by the German Insurance Association (GDV) concluded that electric vehicles are one third more expensive to repair than comparable combustion engine vehicles. This can quickly put the lower operating costs of electric vehicles into perspective. This is a bitter message for all drivers of electric vehicles, as not only do they have to accept higher insurance contributions, but their vehicle can also turn into a complete write-off faster from a financial perspective.
According to the findings of the vehicle insurers, there are many reasons why the repair costs of electric vehicles are so high.
Why is repairing electric vehicles more expensive?
The main reasons are the more difficult diagnosis, the greater effort required for replacing the drive batteries and the high-performance electronics in the vehicles. The longer downtimes are also a factor. Further reasons include higher hourly rates and often also uncertainties associated with damaged electric cars, such as quarantine storage. All of this also leads to significantly higher costs in the event of an accident. The battery poses a particular risk. Replacing the battery usually involves significant effort and even slightly damaged batteries can increase the risk of fire. After an accident, it is therefore usually advisable to replace the battery completely to rule out this risk. The battery is also the most expensive component in an electric vehicle and replacement can easily cost into the four to five-digit figures.
The car body as a weak point
The body of electric vehicles also often looks different than we are used to with combustion engine vehicles. The rear is often made entirely of cast aluminium. The problem: Even small deformations can lead to cracks. This means that these components also have to be examined in detail after an accident. This is also very time-consuming and costly. Under certain circumstances, the entire rear vehicle may need to be replaced.
What can manufacturers and workshops do to combat high repair costs?
To combat this issue, the German Insurance Industry Association (GDV) is calling on manufacturers to protect the batteries from damage in the event of an accident as early as the vehicle design phase. Clear diagnostic data is also helpful for better assessing the condition of a battery. Economical and ecologically sustainable repair and replacement instructions would also be helpful. Clear guidelines for dealing with accidents could also help. The emergency workers at the accident scene, such as towing companies and fire brigades, also need appropriate knowledge. Workshops could, in turn, attempt to increase instruction and further training for repair work on electric vehicles. The repair process also needs to be speeded up. This means that faster battery testing should be possible, while ruling out the risk of fire and with shorter quarantine times.
Sensors can also make repairs more expensive
Admittedly, this is not just an electric car problem, but also applies to combustion engine vehicles. However, the large number of sensors for assistance systems in modern vehicles also results in higher repair costs. The sensors themselves are often expensive and make repairs more difficult. On the other hand, the repair process often requires calibration or readjustment to ensure optimal function after the repair.
Dr. CrankPrint – This testing unit doesn’t just check the state of health
With CrankPrint, you can test the starter batteries in your vehicles and check the starter and charging system. Thanks to the advanced conductivity measurement method, the cold-start performance and/or the state of health (starting capability) of a starter battery can be determined precisely, reliably and safely. What's more, the testing unit supports technicians in the workshop with easy and time-saving troubleshooting.
What can the testing unit be used for and which batteries can it test?
The testing unit is suitable for all vehicle starter batteries (AGM, spiral, flat plate, gel, EFB and conventional wet-cell batteries). Start-stop batteries can of course also be tested. The range is therefore above average. Users are vehicle workshops, automotive and battery manufacturers, as well as battery dealers.
The CrankPrint features the "Customer number" function among others. If this function is activated, you can enter the customer number and the vehicle number before printing out the test report. You can either save the report for use later on or print it out directly with the integrated thermal printer. Incidentally, you can also have the name of your company printed on the report.
https://www.youtube.com/watch?v=LGh9YN7UtEw
Other functions of CrankPrint
- Immediate detection of defective battery cells
- Automatic temperature compensation
- Reverse polarity protection, device and battery protection
- The ten most common test standards are saved in the device and can be selected.
- 5-language menu guidance (German, English, Spanish, Italian, French)
- Handy extra functions, e.g. integrated voltmeter, thermometer and ECU memory retention function
- Stores the last 100 test results for future reference or printout.
- With starter test (measures voltage drop when starting)
- With alternator test (testing charging voltage and rectifier diodes)
- Test facility for discharged batteries
Three tips for preparing the test
- To reduce contact resistance, clean the battery terminals thoroughly with a steel wire brush and, if necessary with an alkaline cleaning agent before connecting the battery pliers.
- Check that the ignition and all electrical consumers on the vehicle are switched off and all doors are closed. Give the control units enough time to shut down so you don't get incorrect measurement results.
- If necessary, move the battery pliers back and forth slightly to ensure that the pliers fit well and thus ensure optimum contact/connection.
Example of a possible test result
SOH (State of Health) – Indicates the battery's "state of health".
SOC (State of Charge) – Indicates the battery's charge.
12.20 V – Battery voltage
440A – Cold-start performance
R – Resistance
16.89MΩ – Internal resistance
BATT OK, CHARGE – The battery is OK, but the starting current is very low. This means that the battery does not need to be replaced, but should be charged.
If you'd like to learn more about our CrankPrint tester and are also interested in how our in-house training course went, take a look at our article!
Back soon!
Your P.T.