DD55309 Rev05 Combined Tacho Training

Stoneridge Electronics Ltd
Combined Tachograph
Training Course
© Stoneridge Electronics Ltd

DD55309 Rev 05 1
Stoneridge Electronics Ltd

COPYRIGHT
This training course and all material used and issued
throughout this course is the sole Copyright of Stoneridge
Electronics Ltd.
The information contained in this document is the Property of

Stoneridge Electronics Ltd. and should not be disclosed,
reproduced in whole or in part, or used under any condition by
anyone without the written authority of Stoneridge Electronics
Ltd.

DD55309 Rev 05 2
Course Daily Plan
Day 1 Tachograph History & Legislation,

Methods of Recording – Charts & Smartcards,
Calibration Methods, Senders & Cables,
Sealing and Plaques
Day 2 Mechanical & Electronic Circular Tachographs,

The MKII Tachograph Programmer
Day 3 Radio Sized Tachographs,

Visit to the Calibration Centre, Practical Tests
Day 4 The Digital Tachograph: Theory, Operation & Installation
Day 5 Digital Tachograph Decommissioning, Digital Course Summary,

Warranty
There will be an exam at the end of days 1, 2, 3 & 5

DD55309 Rev 05 3
Day 1
8:45 Introduction, Health & 12:30 Calibration Methods &

Safety Information Understanding W, K &
L Factors
9:00 Company Profile & 13:30 Senders & Cables
Course Outline
14:30 Tea Break
9:15 Tachograph History 14:45 Sealing & Plaques
9:30 Tachograph Regulations 15:45 Questions?
16:00 Exam – Written & Multiple
10:00 Tea Break Choice
10:15 Paper Charts 16:40 Finish
11:30 Smartcards
12:00 Lunch

DD55309 Rev 05 4
Statement
This course has been written and created in conjunction

with the VOSA published document
‘The Approved Tachograph Centre Manual’
Please consult your copy of the VOSA manual
This is a VOSA approved training course

DD55309 Rev 05 5
Section 1.1
Health & Safety

DD55309 Rev 05 6
Health & Safety
In the event of the fire alarm sounding, personnel should leave the building
by the nearest practical exit, keeping traffic routes clear for emergency
services, and gather at assembly point 6 at the front of the building
DO NOT STOP TO TAKE POSSESSIONS WITH YOU OR GO BACK FOR THEM
DO NOT RE-ENTER THE BUILDING UNTIL INSTRUCTED BY THE EVACUATION

COORDINATOR OR HIS DEPUTY

DD55309 Rev 05 7
Health & Safety
ASSEM BLY AREAS
1 2 3 4 5 6
Assemble
CAR PARKING
Here
CAR PARKING
CAR PARKING FIRE ROAD

DD55309 Rev 05 8
Health & Safety
This is a no smoking facility
Smoking is only permitted in the designated area at the side of the facility
Please ensure that mobile phones and all other electronic devices are
switched off at all times
Lunch, Coffee & Tea are provided free of charge in the Canteen
Toilet Facilities are at the front end of the building
High Visibility Vests must be worn during the rolling road site visit

DD55309 Rev 05 9
Section 1.2
Company Profile

DD55309 Rev 05 10
Stoneridge
Warren, OH, USA
Stoneridge Sales Finance
Stoneridge Pollak
Alphabet Actuator/Sensor Products
Electronics Group Switch Products
Warren, OH Stoneridge Electronics Canton, MA Pollak Actuators - Boston, MA

- Stockholm, Sweden
Chihuahua, - Örebro, Sweden Juarez, Mexico Hi-Stat - Lexington, OH
Mexico - Tallinn, Estonia
- Dundee, Scotland, UK Cheltenham,
Monclova, Hi-Stat Sensors
England, UK
Mexico Pollak Electronics - Sarasota, FL
- El Paso, TX - Lexington, OH
- Juarez, Mexico
PST Electrônica (1)

- Campinas, Brazil
(1) – 50% Ownership - Manaus, Brazil
(2) – 20% Ownership
Minda/Stoneridge (2) China Representative Office
-Pune, India

DD55309 Rev 05 11
Stoneridge Electronics Locations
Bromma, Sweden
Dundee, Scotland Örebro, Sweden
Tallinn, Estonia
Sales & Support:
Stuttgart, Germany
Frankfurt, Germany
Nuremberg, Germany
Madrid, Spain
Paris, France
Bayonne, France
Rome, Italy

DD55309 Rev 05 12
UK – Design, Manufacture & Sales
• Dundee
• 100+ employees
• 7400 m²

DD55309 Rev 05 13
Overview Stoneridge Electronics Products
Instrument Clusters
Tachographs
Multiplex Systems
Power Distribution Centre
ECU’s
Telematics Systems

DD55309 Rev 05 14
Stoneridge Electronics Customers
Bus
Trucks Scania
Scania Volvo Off Road
DAF EvoBus VCE
Daimler Chrysler Jonckheere Same Deutz-Fahr
Volvo Plaxton Case New Holland
MAN IRISBus
Renault
Hino
Nissan Light Vehicles
Isuzu Ford Peugeot
Mitsubishi Renault Citroen
Mazda Landrover
Mercedes Nissan
Fiat Volkswagen
Hummer LDV
DD55309 Rev 05 15
Section 1.3
Tachograph Introduction & History

DD55309 Rev 05 16
Tachograph Introduction – What is a Tachograph?
A Tachograph is an instrument that is fitted in a vehicle and which displays

speed, time and distance visually to a driver in the same way that a
speedometer and dashboard clock would do
It records the above parameters, and the driver’s duty mode for the vehicle
driver and, if the vehicle is double-manned, the co-driver’s duty mode
The Tachograph recordings are made either on a wax coated paper chart, or
a smart card, that is inserted at the start of a working day and removed only
at the end of the working day unless the driver changes vehicles
It is a legal requirement to have a Tachograph chart fitted or Driver

smartcard inserted, depending on vehicle Tachograph type, whilst driving a
non-exempt vehicle

DD55309 Rev 05 17
Tachograph Introduction - Why is a Tachograph Required?
All EU member countries must adhere to EU legislation
Under the latest EU Tachograph legislation, all vehicles that are used for
commercial purposes and have a maximum permissible weight of greater
than 3.5 tonnes and all vehicles that are used for non-commercial
purposes and have a maximum permissible weight of greater than 7.5
tonnes must have a Tachograph installed
Tachographs must also be fitted to passenger carrying vehicles that either

are used for commercial journeys and have more than 9 seats, or are
used for non-commercial journeys and have more than 17 seats
There are a number of examples of vehicles that are exempt to these

rules as listed in sub-section 3.4 of the supplementary Training manual.
The legislation also defines the specification that any type approved
Tachograph must meet

DD55309 Rev 05 18
Tachograph History - General
The first record of a Tachograph appears to be around 1911 when a model

known as the Jones Recorder was marketed by an English company Markt &
Co. London Ltd. The instrument owed a marked similarity to modern
equivalents in that it used a circular chart, upon which it recorded time,
movement and distance in half-mile zig-zags, over a 24 Hour period
More than 10 years later a less refined instrument was introduced in

Germany which had a vibrating stylus that operated with vehicle movement,
causing a trace to be drawn on a chart. Although these instruments were
used by some truck owners to achieve more profitable use of their vehicles,
largely there was little demand and device development stagnated. During
the late 1930’s and early 1940’s the devices were used more extensively as
an aid to conserving fuel by monitoring vehicle movement

DD55309 Rev 05 19
Tachograph History - General
The first ever Tachograph legislation was introduced in Germany in 1952

The legislation applied to all vehicles over 9.5 tonnes
Due to a significant drop in accidents by the 1960’s, the Tachograph legislation
was then applied to all vehicles over 3.5 tonnes in weight, and to all public
service and passenger carrying vehicles with at least nine seats
In the UK no Tachograph legislation was applicable until the UK joined the EEC
on 1st, January 1973, although initially the legislation was not adhered to
UK agreed on 14th, January 1980 to introduce the EEC Tachograph legislation
in force at that time, regulation 543/69 on driver’s hours and regulation
1463/70 on the recording equipment, the Tachograph
A two year UK retrofit programme was carried out to have tachographs fitted
to most goods vehicles of over 3.5 tonnes and most passenger vehicles at that
time with more than 17 seats, more than 9 seats for international journeys
The programme ended at midnight on 31st, December 1981, and thereafter it
became mandatory to fit a Tachograph to all non-exempt UK vehicles

DD55309 Rev 05 20
Tachograph History - Standard & Automatic Tachographs
Mechanical Tachographs, Veeder-Root 1100 series, and the early circular

Electronic Tachographs, Veeder-Root 1200 and 1400 series, can be further
divided into two categories namely Standard and Automatic versions
The name ‘Standard’ refers to a Tachograph which requires manual switching

of the driver’s duty knob between all four duties, i.e. drive (), work (),
available () and rest (). An ‘Automatic’ Tachograph is one that
automatically records ‘drive’ duty mode whenever a vehicle moves
All modern Veeder-Root analogue Tachographs, 8300, 8400 and 2400, and
all Digital Tachographs automatically select ‘drive’ duty mode when a vehicle
moves regardless of which position the duty switch is set to
For the Automatic versions of the older style Tachographs i.e. 1100
Mechanical Tachographs, and 1200 and 1400 Electronic Tachographs, the
duty switch has to be manually set to available () before driving or ‘drive’
duty mode is not recorded properly

DD55309 Rev 05 21
Tachograph History – Mechanical Tachograph
The first type of Tachograph introduced by

Veeder-Root was in the 1970’s and was the 1100
series Mechanical Tachograph
This was similar in design to existing mechanical

drive circular speedometers of that time
The 1100 Tachograph utilises a mechanical

flexible rotating shaft drive cable, that is
connected between the gearbox rotating shaft
output and the rear of the Tachograph, to drive
the mechanical speed and distance measuring
systems within the instrument
An electrical supply to the Tachograph is

required, but only to power the clock and the
lamps
DD55309 Rev 05 22
Tachograph History – Electronic Tachograph
An Electronic Tachograph was first introduced

by Veeder-Root in the early 1980’s and was the
1200 series. This was superseded by the more
advanced 1400 series Tachograph in early 1984
The 1200/1400 exterior design was very similar

to 1100 Mechanical Tachographs
The 1200/1400 Tachograph eliminates the need

for a mechanical flexible rotating shaft gearbox
drive cable and instead uses an electronic
gearbox motion sensor and electric cable to
connect to the gearbox output
Microprocessor technology was used for the

internal speed and distance measuring systems
within the instrument

DD55309 Rev 05 23
Tachograph History – Advanced Circular Electronic Models
In 1987 the 8300 Tachograph was introduced

and used a microcontroller to perform the
basic measurement, calculation and control
functions
The 8300 Tachograph was the first Veeder-
root Tachograph to utilise the four 8-way Amp
mini-timer rear connectors that have since
become the industry standard
In 1991 the 8400 series Tachograph was
introduced. It is visually and dimensionally
identical to the 8300 Tachograph but uses
more modern electronics
The 8400 has electronically programmable
engine rev bands, overspeed, ignition-on-
record and pulses-per-rev settings
The 8300 and 8400 Tachographs are
automatic in terms of ‘drive’ recording
DD55309 Rev 05 24
Tachograph History – Radio Sized Electronic Tachographs
The 2400 series Veeder-root Tachograph

was introduced in 1999
2400 tachographs fit inside a standard
ISO7736 radio enclosure allowing for an
integrated cluster in the vehicle
A 2400 can be driven from an 8-pulse
sender, but unlike older tachographs it can
also accept speed pulses from an
encrypted sender, type KITAS 1. This
device provides the Tachograph with a
secure speed signal that cannot be
tampered with without the tachograph
sensing and memorising the event
The 2400 was designed to function under
CANbus and/or K-line control
It also has a real time clock with a 10 year
battery life
DD55309 Rev 05 25
Tachograph History – Digital Tachographs
The Digital Tachograph was first

introduced by Stoneridge in 2005 in the
form of the SE5000
The SE5000 Digital Tachograph is
designed to fit inside a standard ISO7736
radio enclosure
The SE5000 can only be driven from a
gearbox motion sensor device known as
an encrypted sender, type KITAS 2
The SE5000 was designed to comply with
regulation 1360/2002 and thus displays
and records, in a digital format, speed,
distance and driver duties in internal
memory and duties on a driver smartcard
The EU type approval number for the
SE5000 Tachograph is e5 0002
DD55309 Rev 05 26
Section 1.4
Tachograph Regulations

DD55309 Rev 05 27
Tachograph Regulations – Recording Equipment
The UK joined the European Economic Community (EEC) on the 1st January
1973 and the legislation on Tachograph Recording Equipment in force at that
time was Council Regulation (EEC) No. 1463/70
Due to political and economic reasons the UK did not implement this EEC
legislation for a number of years and instead continued to only enforce the
UK Transport Act of 1968 which required drivers to complete log books of
driving time
Following European legal proceedings, on the 14th January 1980 the UK

agreed to adhere to EU Tachograph legislation and a 2-year retrofit
programme to fit Tachographs compliant with EU Recording Equipment
legislation in force at that time i.e. Council Regulation (EEC) No. 1463/70.
The programme ended at midnight on 31st, December 1981, and thereafter
it became mandatory to fit a Tachograph to all non-exempt UK vehicles

DD55309 Rev 05 28
Tachograph Regulations – Recording Equipment
In 1985 new EU Tachograph Recording Equipment legislation was issued in

the form of Council Regulation (EEC) No. 3821/85. This legislation, which is
commonly known as ‘Annex 1’ is the basis for all modern Analogue
Tachographs that are currently available on the market e.g. 8400/2400 etc
Subsequently there were various amendments to the Annex 1 legislation in

the form of Commission Regulations (EC) 3314/90, 3688/92, 2479/95 and
1056/97. These amendments are regarding new chart marking requirements
for equipment power disconnection and for speed sensor signal failure, for
the requirement for armoured speed sensor cable fitting, for the introduction
of speed sensor signal encryption and for the fitting of armoured cable into
small vehicles respectively

DD55309 Rev 05 29
Tachograph Regulations – Digital Tachograph
The ‘Annex 1B’ Digital Tachograph was first announced in Council Regulation
(EC) No. 2135/98. However it was not until the 5th August 2002 that the
final Annex 1B Technical Specification publication was made in the form of
Commission Regulation (EC) No. 1360/2002
In March 2004 Commission Regulation (EC) no. 432/2004 was introduced
and this contained some amendments to the technical specifications
The original Annex 1B legislation stated that Digital Tachographs must be
fitted to all vehicles registered new as from 2 years after the publication of
the Annex 1B specification, i.e. from 5th August 2004. However no
manufacturer gained type approval for a Digital Tachograph system within
the required 12 month period from the date of Annex 1B publication, i.e. by
5th August 2003. Thus on 21st April 2004 the EU commission announced a
moratorium to extend the deadline for the mandatory introduction of the
Digital Tachograph for a period of 12 months and thus the new date of
introduction would be from the 5th August 2005

DD55309 Rev 05 30
Tachograph Regulations – Digital Tachograph
On the 12th of August 2005 the EU commission made an announcement that

it had decided to grant a final period of tolerance for the mandatory
introduction of Digital Tachographs until 31st December 2005. It was also
stated that all member states must legally recognise and accept Digital
Tachograph fitment as an option from then on. Thus the initial non-
compulsory fitment of Digital Tachographs in the UK began in late summer
of 2005
Finally in April 2006, Council Regulation (EC) No 561/2006 was published

and this stated that Digital Tachograph fitment was mandatory for all non-
exempt vehicles registered on or after 1st May 2006
Non-exempt vehicles registered on or before 30th April 2006 can be fitted

with either a Digital Tachograph or Analogue Tachograph at the customers
request

DD55309 Rev 05 31
Tachograph Regulations – Drivers’ Hours Laws
When the UK joined the European Economic Community (EEC) on the 1st
January 1973 the legislation on Tachograph Drivers Hours Laws in force at
that time was Council Regulation (EEC) No. 543/69
In 1985 a new set of EU Drivers’ Hours Laws was issued in the form of
Council Regulation (EEC) No. 3820/85 and these Laws were applicable for
the next 20 plus years
However, Council Regulation (EC) No 561/2006 repealed and replaced

3820/85 from the 11th of April 2007 onwards and hence drivers had to
adhere to an amended set of Hours Laws from that date forward

DD55309 Rev 05 32
Under Council Regulation (EC) No 561/2006 drivers must comply with the
Drivers’ Hours requirements that are listed over if they are driving:
• Vehicles that are used to carry passengers commercially and have

more than 9 seats,
• Vehicles that are used to carry passengers non-commercially and

have more than 17 seats,
• Commercially used goods vehicles that have a maximum

permissible weight of greater than 3.5 tonnes
• Non-commercially used goods vehicles that have a maximum

permissible weight of greater than 7.5 tonnes
Note: maximum permissible means the maximum authorised operating

weight when fully laden including a trailer or a semi-trailer

DD55309 Rev 05 33
The above requirements apply whether on National (i.e. within the UK) or
International journeys (i.e. to Republic of Ireland or to E.U. Countries)
There are however, a number of examples of vehicles that are exempt to

these rules as listed in sub-section 3.4 of the supplementary Training
Manual and this list includes vehicles undergoing road tests for technical
development, repair or maintenance purposes, and new or rebuilt
vehicles which have not yet been put into service

DD55309 Rev 05 34
Tachograph Regulations – Driving Limits
Continuous Driving – the maximum period of continuous or cumulative driving

allowed, before a 45 minute break is required, is 4 Hours 30 minutes
Daily Driving – this is defined as the total time spent driving between two
consecutive daily rest periods or between a daily rest and a weekly rest
period or vice-versa. Daily driving is limited to a maximum of 9 Hours,
although this may be extended to 10 Hours two times per week
Weekly Driving Limit – this is defined as the total time spent driving during a
week, i.e. 00:00 Monday to 24:00 Sunday, and is limited to a maximum of 56
Hours. Note: under Council Directive 2002/15/EC the average weekly
working time over a four month period may not exceed 48 Hours and any
individual working week must never exceed 60 Hours
Two Weekly Driving – The total accumulated driving time during any two
consecutive weeks is limited to a maximum of 90 Hours

DD55309 Rev 05 35
Tachograph Regulations – Breaks & Rest Periods
Breaks while Driving – once the allowed limit of 4 hours 30 minutes of

continuous or cumulative driving has been reached, a driver must take a
break of a minimum of 45 minutes. This break may be replaced by a break
of at least 15 minutes followed by a break of at least 30 minutes. Each
break must be taken either during or after the 4hour 30min driving period.
The total cumulative driving must never exceed the 4hour 30min limit
NOTE: The European Court of Justice has ruled that after a total of 45
minutes break has been taken, a new 4hour 30min driving period can begin
Daily Rest – in each period of 24 hours after the end of a previous Daily
Rest or Weekly Rest period, a driver must have taken a rest period of at
least 11 consecutive hours to form a Regular Daily Rest period. However
this may be reduced to 9 hours to form a Reduced Daily Rest period.
Between any two weekly rest periods a driver may have at most 3 Reduced
Daily Rest periods

DD55309 Rev 05 36
Alternative Daily Rest – An Alternative Regular Daily Rest period consists

of firstly an uninterrupted period of at least 3 hours followed by an
uninterrupted period of at least 9 hours
Interrupted Daily Rest – When a driver accompanies a vehicle that is

being transported by ferryboat or a train and takes a Regular Daily Rest
period, that period may be interrupted not more than twice by other
activities that do not exceed one hour in total. During the Regular Daily
Rest period, the driver must have access to a bunk or couchette

DD55309 Rev 05 37
Weekly Rest – in the course of a week, i.e. Monday 00:00 hours to 24:00
hours the following Sunday, one of the Daily Rest periods must be
extended to a total of at least 45 consecutive hours to form a Regular
Weekly Rest period. A Weekly Rest period shall start no later than at the
end of six 24 hour periods from the end of the previous Weekly Rest
period. A Weekly Rest period that falls in 2 weeks may be counted in
either, but not in both
Reduced Weekly Rest – only once in any 2 week period a Regular Weekly
Rest period may be reduced to at least 24 consecutive hours to form a
Reduced Weekly Rest period
Rest Compensation – any reduction in a Regular Weekly Rest period must

be compensated by an equivalent period of rest taken en bloc before the
end of the third week after the week in which the Weekly Rest was first
reduced. Any rest compensation periods must be added onto another
rest period of at least 9 hours

DD55309 Rev 05 38
When a vehicle is manned by at least two drivers the rules listed above still
apply. However during the period of 30 hours from the end of a previous
Daily Rest or Weekly Rest period all drivers engaged in multi-manning must
have taken a Daily Rest period of at least 9 consecutive hours. All drivers
must take the rest period at the same time and if the rest period is to be
taken in the vehicle, it must be stationary and all drivers must have a bunk
With the exception of the first hour of multi-man driving, if for any reason a
driver is left on his own whilst driving the vehicle, at any time, then single
manning rules will apply for the whole day
With a daily rest period of 9 Hours in a 30 Hour period, this means that
multi-manning drivers can be on duty for a maximum of 21 consecutive
hours, however normal driving limits still apply, i.e., 9 Hours normally,
extendable to 10 Hours on two days in a week

DD55309 Rev 05 39
Tachograph Regulations – Other 561/2006 Changes
From the 1st of January 2008, Drivers must have available for inspection,
whilst present and on duty in an ‘In-scope’ vehicle, any Tachograph charts
and Digital Printouts from the current day and from the previous 28
calendar days
Drivers must correctly operate Tachograph duty mode switches for

recording periods or work () and availability ()
Any commercial Out of Scope Driving done in a vehicle without a

Tachograph must be recorded as Other Work ()
Any driving of an Out of Scope vehicle without a Tachograph, to or from a

vehicle which is in Scope and away from base must also be recorded as
Other Work ()

DD55309 Rev 05 40
Tachograph Regulations – VOSA
The Vehicle and Operator Services Agency, VOSA, was formed in 2003
following a merger of the Vehicle Inspectorate, VI, and the Traffic Area
Network, TAN, divisor of the UK government Department for Transport, DFT
The aims of VOSA are to contribute to the improvement of road safety and
environmental standards, and to the reduction of vehicle crime
VOSA are the government body responsible for enforcing all drivers’ hours
and Tachograph legislation, including the fitment and calibration of
Tachograph systems
The limits of accuracy for speed, distance and time, both visually and
recorded, are summarised below and are as listed in Council Regulations
(EEC) 3821/85 for Analogue Tachographs, 1360/2002 for Digital
Tachographs and in the VOSA Approved Tachograph Centre Manual for both
Analogue and Digital systems

DD55309 Rev 05 41
Tachograph Regulations – Tachograph Tolerances
The tolerances for a Bench Test of an Analogue Tachograph at Initial or

6 Yearly Inspection, also for 2 Yearly Inspection for Centres using non-
roller test equipment i.e. a Tachograph portable drive test unit, are as
follows,
• Distance Travelled: ±1%, where that distance is at least 1km

• Speed: ±3 km/h
• Time: ±10 minutes per 7 days, or ±2 minutes per day if clock
cannot run for 7 days continuously
The tolerances for a Bench Test of a Digital Tachograph VU at Initial or 2

Yearly Inspection are as follows,

• Speed: ±1 km/h
• Time: Not Applicable
DD55309 Rev 05 42
The tolerances for an Installed Analogue Tachograph system at the Initial

calibration stage are as follows,

• Speed: ±4 km/h
The tolerances for an Installed Digital Tachograph at the Initial or 2

Yearly Inspection calibration stage are as follows,

• Speed: ±2 km/h

DD55309 Rev 05 43
The tolerances for an Installed Analogue Tachograph system that is In

Use, including as part of the 2-Year or 6-Year Inspections, are as follows,

• Speed: ±6 km/h
The tolerances for an Installed Digital Tachograph system that is In Use,

i.e. when carrying out a post installation Vehicle-Tachograph speed-for-
speed check, are as follows,

• Speed: ±6 km/h

DD55309 Rev 05 44
Section 1.5
Analogue Tachograph Charts

DD55309 Rev 05 45
Charts - Introduction
A Tachograph chart is a circular disc of specially prepared paper that is

covered on one side with fine layers of special wax. The top layer is white
and overprinted with the various graduation lines for the chart recordings
and the bottom layer is black
Pressure from the Tachograph stylus causes the top white layer of wax to
be displaced allowing the black layer to show through. In this way a
permanent unalterable mark is left on the chart

DD55309 Rev 05 46
Charts - Introduction
All EU approved Tachographs must use a chart that is graduated into 24-hour
sections, this is known as a one-day Chart. The hour sections are marked in
circular scales on the outer rim of the chart and also approximately half way
towards the centre of the chart
Early Veeder-root Tachographs, 1100 Mechanical and 1200 & 1400 Electronic,
used a type of chart that has three mounting holes and is thus commonly
known as a ‘3-hole’ one-day chart
8300, 8400 and 2400, and all other analogue Tachographs use a different
type of chart that has a single pear-shaped mounting hole which is commonly
known as a ‘pear-hole’ one-day chart
Charts are available with different speed ranges for use in different types of
Tachograph. When fitting a chart into a Tachograph, it is essential that the
chart being fitted is approved for use in the Tachograph in which it is being
inserted. On the chart rear, there is a list of EU approval numbers which
highlight the Tachograph types in which the chart can be legally used
A Tachograph approval number can be determined from the manufacturers’
descriptive label that is fitted either on or inside the Tachograph

DD55309 Rev 05 47
Charts – 3 Hole Charts – Description
There are four sections into which a chart is subdivided
• Activity Mode, Speed, Distance, Centrefield
24 Hour Markings Activity Mode
Speed
Distance
Centre Field

DD55309 Rev 05 48
Charts – 3 Hole Charts – Activity Mode Traces
The activity of the driver, or the crew when a chart is fitted as a second
chart in a two-man vehicle, is recorded in the activity mode area of the
chart. A 3-hole chart has four bands in the activity mode area of the chart
to record driver activity. These are drive, used when driving, work used
when actively working, available, used when on duty but not actively
working and rest, used when on a break or resting
Driving  – Thick Trace at outside
Work  – Thin trace in middle
Available  – Thin trace at outside
Rest  – Thin trace at the bottom

DD55309 Rev 05 49
Charts – 3 Hole Charts – Speed and Distance
Speed Trace Distance Trace ‘V’ = 10km Travelled
Speed Lines

DD55309 Rev 05 50
Charts – 3 Hole Charts – Centre Field Information
It is a legal requirement that before driving a driver must insert a chart with
certain centrefield information completed, i.e. Name, Start Location, VRN,
Date for start of duty and Odometer reading at the start of the journey
Driver Name
Location at Start
Location at Finish
Vehicle Registration Number (VRN)

Date at Start
Date at Finish
Odometer at Finish
Odometer at Start
Distance Travelled

DD55309 Rev 05 51
Charts – 3 Hole Charts – Reverse Side
Manual Entries
Chart and Tachograph EU

Approval Numbers, Always
Check compatibility
Additional Changes of Vehicle

DD55309 Rev 05 52
If a driver changes vehicle during the course of a working day they may enter
the new vehicle details on the rear of the chart and may do this for up to
three vehicle changes for a 3-hole chart. The vehicle information that must
be entered for each vehicle change is
• The vehicle registration number
• The time of the change of vehicle
• The new vehicle odometer reading at the time of the vehicle change
• The odometer reading at the end of the journey and distance
travelled during journey
Also included on the rear of the chart are the EU type approval ‘e’ numbers.
Firstly the approval number of the chart itself and secondly the approval
numbers of the types of Tachograph in which the chart can legally be used.
A Tachograph approval number can be determined from the manufacturers’
descriptive label that is fitted either on or inside the Tachograph

DD55309 Rev 05 53
Finally on the rear of the chart, there is a 24 hour marked band around the
inner area of the chart that is reserved for driver manual entries. This area
allows a driver to make a record of any duties carried out whilst their
Tachograph chart was not fitted into a Tachograph, i.e. away from vehicle
The manual entries area may also be used to record duties carried out whilst
a chart is fitted into a faulty Tachograph. It should be noted that a faulty
Tachograph should be repaired as soon as is possible, and within 7 days if
away from base
A vehicle must not be driven from base with a faulty Tachograph fitted

DD55309 Rev 05 54
Charts – Pear Hole Charts – Description
Pear hole charts are detailed below. There are two 24 Hour time scales
which are standard to all one-day charts, subsections for speed, 4th
trace/events recording, activity mode, distance and centrefield
The main differences from 3-hole charts, are that for pear hole charts the
speed trace is recorded on the outer band of the chart and also there is a
band set aside for 4th trace/events recording
24 Hour Markings Speed Trace
4th Stylus/Events
Activity Mode
Distance Trace
Centre Field

DD55309 Rev 05 55
Charts – Pear Hole Charts – Activity Mode Traces
The activity of the driver, or the crew when a chart is fitted as a second chart
in a two-man vehicle, is recorded in the activity mode area of the chart. A
pear hole chart has four bands in the activity mode area of the chart to
record driver activity. These are drive (used when driving), work (used when
actively working), available (used when on duty but not actively working) and
rest (used when on a break or resting)
Available  – 25% Full trace
Driving  – Full Trace
Work  – 75% Full trace
Rest  – Single line trace

DD55309 Rev 05 56
Charts – Pear Hole Charts – Speed
The speed trace is recorded in exactly the same way as for a 3-hole chart.
However the actual positioning of the speed trace is on the outside band for a
pear hole chart
For ‘pear-hole’ charts, there are three speed ranges commonly in use in the
EU, namely 125 km/h, 140 km/h and 180 km/h
Care must be taken when fitting a chart that it is the correct type for the
Tachograph in which it is being inserted
Speed Trace
Speed Lines

DD55309 Rev 05 57
Charts – Pear Hole Charts – Distance & Centre Field Details
The distance trace on a pear hole chart is recorded in the same position
and has the same meanings as that for the 3-hole chart as described
previously
As for the 3-hole chart described previously, a pear hole chart centrefield
is in the centre portion of the chart and the driver and vehicle information
that can be recorded is exactly the same for 3-hole and pear-hole chart
versions

DD55309 Rev 05 58
Charts – Pear Hole Charts – Fourth Trace Recording
A pear hole chart has an area set aside for 4th trace revs/event recordings
which is between the driver activity and speed trace recording areas. A
special 4th trace Tachograph is required for these recordings to be possible
The fourth stylus can be used as an event recorder, indicating the absence or
presence of one or two events. These events may occur singly or together
This can be very useful to the fleet operator, where an electrical switch can
be fitted and power supplied to the event input when a function is operated
The fourth stylus can also be used to record Engine Revs information. This
information can be of particular interest to vehicle owners, with the engine
revs recorded in bands which can be set either with switches or via an
electronic programmer depending on the Tachograph type

DD55309 Rev 05 59
Charts – Pear Hole Charts – Fourth Trace Recording
The engine revs bands are low power, economy and poor economy. The 4th
trace engine rev height recorded is dependant on which band the engine revs
fall into, i.e. less than low power – negative 25% trace, within low power to
economy setting – positive 25% trace, within economy to poor economy –
positive 75% trace, more than poor economy full height trace
The 4th stylus can also be used to record ‘out of scope’, or ‘off-road’ driving –
but again a special ‘off-road’ Tachograph must be used

DD55309 Rev 05 60
Charts – Pear Hole Charts – Reverse Side
Manual Entries
Chart and Tachograph EU

Approval Numbers, Always
Check Compatibility
Additional Changes of Vehicle

DD55309 Rev 05 61
Charts – Pear Hole Charts – Reverse Side
The reverse side of a pear hole chart has an area set aside for recording
up to 3 vehicle changes
There is an area for the EU type approval ‘e’ numbers for both the chart
and the types of Tachograph in which the chart can be legally used. A
chart must always be checked for compatibility with the Tachograph type
in which it is about to be used
Finally there is also a 24 hour marked band around the inner area of the
chart for recording manual activity entries in exactly the same way as was
previously explained

DD55309 Rev 05 62
Charts – Tachograph Chart Usage
A Tachograph chart is a record of driver or crew-members own work. If a

driver and crew-member change places during their shift, their charts must
also change places so that the new driver can record speed and distance on
their chart
If the driver or crew-member transfers to another vehicle during their shift

they must take their chart with them. Details of the new vehicle and
changeover time should be entered on the rear of the chart
If the Tachograph in the new vehicle is not compatible with the chart from
the first vehicle, a new chart to suit the new Tachograph type must be made
out, entering on it the vehicle details and the time of changeover
The first chart must be retained as part of the complete record of duty for
the shift

DD55309 Rev 05 63
Charts – Tachograph Chart Usage
If part of a shift is done in a vehicle fitted with a Digital Tachograph all

records of driving that vehicle must be recorded on the driver’s own personal
driver smartcard
Driver card printouts are not legally required, but a driver may take a daily
drive printout and store it with any paper charts produced over the rest of
the shift via non-digital Tachographs
In the event of the Tachograph instrument breaking down during a journey,

a driver can mark the details of his shift work on the wax side of the chart or
in the Manual Entries area provided on the reverse side
A vehicle which is unable to return to base within 7 days of a Tachograph

defect occurring, must have the fault repaired en route

DD55309 Rev 05 64
Section 1.6
Digital Tachograph Smartcards

DD55309 Rev 05 65
The Driver Card
White in colour
Valid for 5 years
Personal to the driver
Data can be manually entered via

a VU
Can store 28 days of typical driver

activity
A typical day is defined as 93 duty

changes per day

DD55309 Rev 05 66
Driver Responsibilities
Must obtain a Driver Card prior to driving a vehicle fitted with a Digital
Tachograph
Retain the card for their personal use – a card is not transferable
Get printouts as required, e.g. before starting driving in a vehicle not fitted
with a Digital Tachograph VU
Report a lost, stolen or faulty card to DVLA within 7 days – a replacement

card after loss can be collected from any nominated VOSA test station
Printouts should be taken during the time the card is lost, stolen or faulty.
This can be for a period of a maximum of 15 days. At least one complete
spare paper roll must be carried at all times
A driver must learn to operate the VU correctly

DD55309 Rev 05 67
The Workshop Card
Red in colour, valid for one year. In

UK expires 31st March. Will not be
re-issued if training certificate details
held by VOSA are out of date
Workshop may only hold one card
per technician
PIN issued to technician, card to
workshop
Card self-locks after 5 consecutive incorrect PIN entries

Card/PIN must NEVER be used by anyone other than the named technician
on the card
Card lost, or PIN forgotten, means new Card and PIN
Enables activation, calibration parameter programming and data
downloading
DD55309 Rev 05 68
Workshop Responsibilities
Obtain approval from relevant authorities

• Arrange approved training and Workshop cards for technicians
Carry out full VU installation procedures
Carry out VU Inspections e.g. 2 yearly – must use own paper for
calibration printouts etc
Decommission unserviceable VUs & Return data to “owner”
A technician must use a ‘Driver’ card for all driving out with a Road test,
which is not covered under legislation
Workshop cards not being used MUST be securely stored in the safe
and must NEVER leave the workshop premises
Lost workshop cards must IMMEDIATELY be reported to VOSA. Initially

report loss to police to get crime incident number which can be quoted
to VOSA when getting a replacement card
DD55309 Rev 05 69
The Company Card
Yellow in colour
Valid for 5 Years
Company may hold up to 2232 cards
Allows for locking of company data
Allows for the downloading of

company locked data

DD55309 Rev 05 70
Company Responsibilities
Ensure all vehicles are used to within current EU drivers’ hours laws i.e.
561/2006 compliance
All drivers and support staff must be properly trained on VU usage and
interaction
Obtain company cards to enable ‘company locking’ of VU stored data
Ensure all drivers of their vehicles obtain driver cards
Download Data, or arrange externally, from all driver cards and VUs.
Recommend download times are 21 days for driver card and 56 days for VU
Data must be made available to authorities on request
Arrange workshop inspections of VUs, 2 yearly maximum
Recommended they carry-out ‘company’ VU inspections

DD55309 Rev 05 71
The Control Card
Blue in Colour
Valid for 2 years
Issued to enforcement officer or

enforcement authority
Allows read only access to driver and

recording equipment data
Tied to the officer and the authority

DD55309 Rev 05 72
Control Responsibilities
Control authorities must obtain control cards for each of their

enforcement officers
Ensure card is only used by named officer and authority – card is not
transferable
Download and check VU and driver or workshop smartcard stored data
Carryout enforcement VU inspections
A Control card only allows the authority to download data from the VU.
The Control card carries no legal authority

DD55309 Rev 05 73
Digital Tachograph Modes of Operation
Operational Mode - Driver Card Inserted ()
Calibration Mode - Workshop Card Inserted ()
Control Mode - Control Card Inserted ()
Company Mode - Company Card Inserted ()

DD55309 Rev 05 74
Section 1.7
Calibration Methods &

Understanding W, K & L Factors

DD55309 Rev 05 75
W, K & L-Factor Definition
When fitting a Tachograph into a vehicle there are 3 calibration

parameters that must be taken into account
The W-factor – this is the characteristic coefficient of the vehicle
The K-factor – this is the characteristic coefficient of the Tachograph also

known as the Tachograph constant or the Tachograph control value
The L-factor – this is the effective circumference of the vehicle drive wheel
tyres
THE OBJECTIVE IN CALIBRATING THE TACHOGRAPH SYSTEM IS TO

DETERMINE THE W-FACTOR OF THE VEHICLE AND TO MATCH THE K-
FACTOR OF THE TACHOGRAPH WITH THE DETERMINED W-FACTOR
VALUE

DD55309 Rev 05 76
W-Factor
The W-factor is defined as the number of turns or revolutions from the

vehicle gearbox at the speedometer take-off per kilometre travelled
For Mechanical Tachographs, which are cable driven, the W-factor is

expressed in revolutions/km, rev/km
For Electronic Tachographs, which use electronic gearbox senders, the W-

factor is most commonly now expressed in impulses/km, imp/km
The impulses/km value can be calculated by multiplying the revs/km value by

the sender’s pulses/rev value

DD55309 Rev 05 77
K-Factor
The K-factor is expressed in revolutions/km or impulses/km depending on the

Tachograph type, mechanical or electronic
For most Mechanical Tachographs the K-factor is factory set and fixed at 1000
revs/km
In all cases of Mechanical Tachograph the fixed K-factor value is found on the
manufacturer's information label fitted inside the Tachograph
With a mechanical Tachograph, matching the vehicle W-factor to the fixed

Tachograph K-factor is achieved by placing a corrector gearbox in the
Tachograph drive line
The gearbox takes as its input, the revolutions/km of the vehicle and corrects
this to the required fixed revolutions/km for the Tachograph

DD55309 Rev 05 78
K-Factor (continued)
Electronic Tachographs can have their set K-factor modified to suit installation
into different vehicles
Round electronic Tachographs mostly have a set of calibration switches which

are used to adjust the set Tachograph K-factor constant value
The radio sized electronic Tachograph K-factor value is programmed using a

Tachograph programming device, such as the MKII programmer
For electronic Tachographs, with the exception of Digital tachographs, the

manufacturer's information label fitted on or inside the Tachograph has a
space for recording the K-factor value set during the calibration process

DD55309 Rev 05 79
L-Factor
The L-factor is the rolling circumference of the drive wheel tyres at the
time of calibration and is always expressed in millimetres
The size of the drive wheel tyres has a direct bearing on the number of
turns from the vehicle gearbox and hence the calibration of the
Tachograph system
The tyres cannot be sealed, therefore recording the measured L-factor at

the time of calibration is a necessity
Recording the L-factor is done on a Tachograph record sheet and on the

sealed installation plaque which is attached to the Tachograph at the end
of a calibration procedure

DD55309 Rev 05 80
Establishing the Vehicle W and L-Factor Calibration Parameters
The W and L-factors vary for different vehicle and tyre combinations
A calibration must be performed on all new Tachograph installations,

including new vehicles, to determine these factors
These parameters must be re-determined every 6 years for Analogue and

Mechanical Tachograph systems and every 2 years for Digital Tachograph
systems - this is known as re-calibration of the Tachograph system
For an analogue or mechanical system these parameters must also be

checked at intervals of every 2 years to ensure that the system remains
within allowed tolerance levels
There are other situations where a Tachograph system must be recalibrated,

such as whenever a seal is broken in the Tachograph drive system, but these
are more fully described in the section on Tachograph legislation

DD55309 Rev 05 81
In the U.K. all Tachograph centres, other than remote centres, are required
by law to have an electronic test rig to obtain the W and L-factors
The electronic test rig takes the form of a Rolling Road combined with a
Tachograph Calibration system
There are several types of system available. The Stoneridge Rolling Road
and MKII programmer are shown below. This system calculates using a
measured distance roller
The Hartridge system, although having been designed in the 1970’s, is still
the most commonly used rolling-road system in UK Approved Tachograph
centres. This system calculates using a fixed measuring speed of exactly
50 km/h

DD55309 Rev 05 82
Where an electronic Tachograph Calibration system is not fitted, e.g. in

Ireland or remote stations in the U.K., or where the Tachograph calibration
system has failed, the ‘physical method’ must be used instead to determine
the vehicle calibration parameters
The physical method for determining W-factor consists of measuring, over a

calibrated fixed distance, usually 20 metres, either the number of gear-box
turns for a mechanical output system or the number of gearbox sender pulses
for an electronic output system
The measured W-factor value can be easily multiplied by a factor of 50, for a
20m track, to provide the required “per kilometre” value
The L-factor can be determined by marking the ground and measuring the
distance travelled for a revolution of the drive wheel. It is customary to
measure the distance travelled by five rotations of the driven wheel
In the case of a failed calibration system, permission must be obtained

from VOSA before using the physical method
DD55309 Rev 05 83

– Stoneridge Rolling road
Distance Roller
Infra-red Transducer
Bogie Rollers
Console with MKII Programmer
Vehicle Support Roller

DD55309 Rev 05 84
Rolling Road Calibration Method
A Rolling-Road is designed to carry out a dynamic measurement of the W and

L-Factors, without driving the vehicle on the road. The equipment comprises
of the "rolling road" itself i.e. various rollers and associated parts which are
mounted in the workshop floor, and a control console as shown above
The rolling road is robustly constructed and consists of rollers mounted on

frames that will support an axle weight of up to 15 tonnes. There is a 1000
pulses/rev shaft encoder that is connected to a ‘distance’ roller that accurately
determines the distance "travelled". This roller must be cleaned regularly to
maintain accurate measurement. There is also a set of bogie rollers which
are used to support the vehicle wheels
To count tyre revolutions, an infra-red reflective transducer is mounted on the

frame. It is important that the transducer is kept free of dirt etc. to ensure
the beam is strong enough to be reflected by a reflection patch placed on the
tyre wall. The other part of the equipment is the instrument console which
utilises a MKII Programmer to determine the vehicle calibration
parameters
DD55309 Rev 05 85
Rolling Road Calibration Method – Pre-test Vehicle Checks
The vehicle must be unladen at the time of calibration and in the case of
tractor units, the trailer must be disconnected
With regard to the tyres the following should be noted,

• Tyre size
• The tyre pressure - check against the manufacturers recommended

rating and adjust if necessary
• The condition and wear of the tyres - do not test the vehicle if tyres
are illegal or potentially dangerous
• Check for stones in the tread, to avoid the hazard of flying stones
during the test
• If the tyres are wet, prior to driving the vehicle onto the rollers,
dry the tread on the drive wheel tyres
DD55309 Rev 05 86
Rolling Road Calibration Method – Procedure
The procedure described below is for a Hartridge rolling road system using a
mechanical gearbox output drive. For other rolling roads the procedure will
be similar although the rolling road manufacturer’s literature should be
consulted for exact details of any differences
For vehicles which use an electronic gearbox sender a Stoneridge MKII

programmer can be used when determining W-factor. However L-factor can
still be determined using the method described below
The full procedure is as follows,

• Apply the brakes to the rollers. Drive the vehicle onto the rollers and
release the roller brakes
• Ensure that the relevant drive wheel is between 15 and 50 mm from the
photoelectric cell on the frame. For safety purposes it is advisable that
the front wheels have chocks applied in case the vehicle
inadvertently moves off the rollers
DD55309 Rev 05 87
• Attach a reflective patch to the tyre wall and set the lamp beam
• Connect the mechanical pickup transmitter to the Tachograph drive
output on the vehicle gearbox
• Engage the odometer roller onto the tyre
• Set the tyre factor counter to the figure given in the console table for
the relevant tyre size
• Position the console so that it is visible from the cab and take the hand
set into the cab
• Run the vehicle in suitable gear so that a steady 50km/h speed is
maintained and is shown on console
• Select ‘W-factor’ on the handset and press the start button. The
number of turns from the vehicle gearbox will appear on the display
and will cease counting when 1km is reached. The final number shown
is the vehicle W-factor expressed in revs/km

DD55309 Rev 05 88
• Change the handset switch to 'L' and press the start button. With the
vehicle running at a steady speed of 50km/h, the circumference
measurement will start counting on the display and will stop when the
measurement is complete. The final number shown is the vehicle L-
factor expressed in millimetres
• With the vehicle drive wheels stopped, apply the roller brakes,
disconnect the test equipment from the vehicle and drive the vehicle off
the rollers
• The rolling road must NOT be left with the brake applied as this could
cause binding rollers which leads to erroneous readings. Also do NOT
prolong the test as overheating of the tyres will cause inaccurate results
• When determining the W and L-Factor, the results should be verified by

pressing the reset button and repeating the test until CONSECUTIVE
SIMILAR RESULTS ARE ACHIEVED

DD55309 Rev 05 89
Rolling Road Calibration Method – Dual Axle Vehicles
For vehicles with twin axles a rolling-road fitted with Bogie rollers must be
used. These are idler rollers fitted at the rear of the calibration rollers
When calibrating a twin axle vehicle it is important to ensure that all axles are
running freely. Should a binding axle occur it is possible that random
readings may result. This is caused through the other wheels "flying". To
overcome this difficulty, it may be necessary to engage the inter axle diff lock
to stabilise the readings. Once the vehicle is calibrated DO NOT FORGET to
disengage the diff lock

DD55309 Rev 05 90
W-Factor Determination - The Physical Method
This method of determining the W-Factor is carried out by rolling the vehicle
over a measured distance and either,
• measuring the number of turns from the gearbox mechanical drive
using a turns counter
• or for an electronic gearbox sender, counting the number of pulses
output from the sender with a pulse counter such as the Stoneridge
MKII programmer
Both methods, are very accurate with the turns counter accurate to 0.01 of a
revolution and the programmer accurate to the nearest pulse
The rolling distance is usually a fixed 20 metres and therefore, the turns or
pulses figure determined must be multiplied by 50 to achieve a ‘per km’ value
When using a MKII programmer this is done automatically and only the final
pulses/km value is shown

DD55309 Rev 05 91
W-Factor Determination - The Physical Method –

Turns Counter Procedure
The procedure for measuring W-Factor using the physical method with a
turns counter is as follows,
• Select a straight, flat distance and mark off 20 metres or use the
marked fixed track if it exits
• Check the vehicle tyre pressures and the condition of the tyres
• Mount a pointer on to the driver's side of the vehicle, ensuring that the
pointer is suitably positioned
• Attach a turns counter to the gearbox drive with a suitable length of

flex drive. Ensure a good cable run. Mount the counter in a
convenient position for viewing throughout the test
• Position the vehicle with pointer 'P' approximately 3 metres from mark
'A', i.e. the start of the 20m track

DD55309 Rev 05 92
• Drive the vehicle slowly forward until pointer ‘P’ is aligned with point
‘A’. This initial movement will eliminate any backlash in the
transmission. Take the reading on the counter and note. Do not take
the vehicle out of gear
• Drive the vehicle forward slowly until the pointer aligns with mark 'B'.
Again note the reading on the counter
• Drive the vehicle forward past mark 'B' by about 3 metres and then
reverse slowly back to mark 'B'. Again note reading on the counter.
Do not take the vehicle out of gear
• Reverse slowly back to mark 'A' and note the reading on the counter
• Repeat the above procedure starting with the vehicle 3 metres from
point ‘A’ and this will give 4 readings at marks 'A' and 'B‘

DD55309 Rev 05 93

• Subtract the readings at mark ‘A’ from the readings at mark ‘B’. This
will give the number of turns over the fixed 20 metre track distance
• The tolerance of the 20m track is ±10mm
• Take the average of the 4 readings
• Multiply this average reading by the figure required to make the
measured distance, i.e. 20 metres x 50 = 1000 metres = 1km.
Therefore the average turns will require to be multiplied by 50. This
will give the W-Factor, or number of turns per kilometre
Turns
Counter
Pointer
3m 20 m
Gear
Box A B
DD55309 Rev 05 94
Turns Counter Example
Measured distance = 20 metres
Turns Counter Readings

READING AT MARK A READING AT MARK B DIFFERENCE (B – A)
10.12 20.24 10.12
10.20 20.36 10.16
10.24 20.38 10.14
10.21 20.35 10.14
TOTAL 40.56
AVERAGE 10.14
Average is 10.14 revolutions over 20 metres, 10.14*50 = 507 revs over 1000
metres
Therefore W-Factor = 507 revs/km
If an 8-pulse/rev sender is connected to the gearbox,

W-factor = 8*507 = 4056 imp/km
DD55309 Rev 05 95

MKII Fixed Distance Method 2
This method also uses a 20m measured distance and is the best physical
method that can be used for vehicles that have a proximity sender where
turns cannot be measured
Care must be taken to ensure that the Fixed Distance Length set via the MKII
Diagnostics menu and the actual track length are the same, otherwise the W-
Factor determined will be incorrect
The vehicle is driven along the measured track but all measurements are
automatically carried out by the MKII, which then automatically determines
the W-Factor
To simplify the measurements made, a flexi-switch is used and makes contact

with a marker at each end of the track. There is then no requirement for any
operator intervention. The only requirement is to drive the vehicle the length
of the track at a reasonably constant speed, a few km/h, such that the flexi-
switch hits the markers at either end of the track

DD55309 Rev 05 96
The benefits of this method are many -
• Easy to use
• No manual intervention required
• Works with all types of pulser including those which stop generating
pulses at low speeds
• Cheap to use. Avoids the need to invest in a rolling road
• Very accurate. The measurement accuracy is greater than that of

an older Hartridge style rolling road
• This method can thus be used to check the accuracy of older style
rolling roads

DD55309 Rev 05 97

MKII Fixed Distance Method 2 Procedure
Fixed Distance Method No. 2 requires the vehicle to be driven such that a
flexi-switch attached to the vehicle strikes a marker consistently at either end
of the fixed track. To maintain the measurement accuracy the flexi switch
should be attached to a part of the vehicle rigidly attached to the chassis
such as the front bumper
Ideally the flexi-switch should be mounted with its operating lever pointing
vertically downwards and the markers should be placed on the ground.
Alternatively, the flexi-switch may be mounted with its operating level
pointing horizontally to strike against vertical posts
The markers at either end of the track are best implemented using wooden or
concrete blocks, ideally about 1m long with sides 100 to 150mm. Steel joist
material is particularly suitable. The requirement is to have a marker which
will have a well defined point of contact with the flexi-switch and which will
not move during the test

DD55309 Rev 05 98
MKII Fixed Distance Method 2 - Procedure
Although it is perfectly acceptable to mount the flexi-switch on the side

of the vehicle with the markers to the side of the vehicle, some difficulty
may be experienced in ensuring that the switch hits the markers
consistently. A better arrangement is to mount the switch centrally on
the front of the vehicle and arrange the markers such that the vehicle
passes directly over them
Select FIXED DISTANCE #2 from the MKII Main Menu, and follow the
instructions displayed in the step-by-step screens that follow
MKII Programmer
Marker
Flexi-switch Posts
3m 20 m
Gearbox
Sender A B
Output
DD55309 Rev 05 99

For best accuracy two runs should be carried out in each direction rather
than four in one direction since this will take account of any slight
gradient of the track
The repeatability of the Fixed Distance Calibration No 2 method is such

that the effect of a slight gradient of the fixed track is easily measurable
By taking the average of runs in opposite directions the effect of the

gradient is removed

DD55309 Rev 05 100
L-Factor Determination – Physical Method
This can be done on a flat surface, using a measuring tape and chalk, and
using the following method,
• Mark the drive wheel tyre with chalk and make a corresponding chalk
mark on the ground
• Drive the vehicle in a straight line so that the drive wheel turns through
5 revolutions and then chalk a mark on the ground a second time
• Measure the distance between the two chalk marks on the ground and
divide by 5
• This will give the effective circumference of 1 turn of the drive wheel
tyre, which is the L-factor
Distance measured for 5 revolutions of tyre = 16.14metres
Therefore L-factor = 16140/5 = 3228mm

DD55309 Rev 05 101
Implementing the Determined W and L-Factor Values
Once the W-Factor of the vehicle is determined, the K-Factor of the

Tachograph must be matched with the determined W-Factor value as was
explained previously
The L-factor value determined must be programmed into the Tachograph if

the Tachograph is of a type that allows this, e.g. radio sized Analogue
Tachograph or Digital Tachograph. In all cases the L-Factor value determined
must be recorded on the Tachograph Installation plaque and also on the
Tachograph calibration record sheet

DD55309 Rev 05 102
Section 1.8
Senders & Cables

DD55309 Rev 05 103
Senders & Cables - Introduction
Mechanical Tachographs use a mechanical flexible rotating shaft drive, which

is connected to the vehicle gearbox, to drive the speed and distance
measuring systems that are housed within the instrument
An electronic Tachograph eliminates the need for a mechanical rotating shaft

drive by using an electronic speed sensor, or sender as it has become
traditionally known for Analogue Tachographs, that is coupled directly to the
gearbox
An electrical cable connects the output speed signals from the sender directly
to the Tachograph rear connectors
Electronic Tachographs contain circuitry that measure the frequency of pulses

received from the sender to calculate the vehicle speed and distance travelled

DD55309 Rev 05 104
There are a number of different sender types that have been made available
over the years for different analogue Tachograph types, namely the 2-pulse
sender, the 8-pulse sender, the non-encrypted proximity sender and the
KITAS1 encrypted proximity sender
Digital Tachographs may only be connected to a KITAS2 type encrypted

sender. It should also be noted that a Digital Tachograph sender is referred
to in the Digital Tachograph legislation as a Motion Sensor
Unlike a mechanical drive cable installation, the installation of an electronic

gearbox sender and cable is not critical in terms of bend radius or length.
Because of this it is feasible to provide a range of ready made sender and
cable assemblies. Stoneridge provide encrypted, standard 4-wire and
armoured 4-wire sender cable assemblies in lengths of 4, 6, 10 and 14 metres

DD55309 Rev 05 105
Any length of electric cable may be used between the sender and the
Tachograph head. Any cable unused after fitting one of the standard
length sender cables can be left at the gearbox end as long as it is safely
secured, coiled and clipped to the chassis rail
Having extra sender cable available at the gearbox end allows the gearbox
to be dropped to replace a clutch, for example, without the need to break
any seals in the Tachograph system which would result in the need for the
vehicle to be sent to an Approved Tachograph Centre for re-sealing
This will result in reduced vehicle downtime and hence savings for the
vehicle operator. If the gearbox is to be dropped without disconnecting
the sender cable, extra care must be taken to ensure no damage is done
to the sender or sender cable when lowering

DD55309 Rev 05 106
Senders & Cables – 4-Wire Non-armoured Cables
An example 4-Wire non-armoured sender cable is

shown. It consists of 4-wire electric cable that has
one end fitted with a yellow ‘B’ socket Amp
minitimer connector that fits into the rear of a
Tachograph. The other end is fitted with a round
4-pin spade terminal connector that mates with
non-encrypted senders
This type of cable must only be used in vehicles

registered before 1st January 1996. Vehicles
registered on or after this date, and which are not
fitted with an encrypted sender, must by law be
fitted with armoured versions of the cables to
minimise tampering risk
4-Wire cable assemblies are available in standard

lengths of 4, 6, 10 and 14 metres

DD55309 Rev 05 107
Senders & Cables – 4-Wire Armoured Cables
An example 4-Wire armoured sender cable is shown. The cable and cable
connections are identical to that for the non-armoured version described
above except that the cable must be protected by steel sheath to minimise
the tampering risk
This type of cable must, by law, be used in any vehicle, not fitted with an
encrypted sender, registered on or after 1st January 1996. 4-Wire armoured
cable assemblies are available in standard lengths of 6, 10 and 14 metres

DD55309 Rev 05 108
Senders & Cables – Encrypted Sender Cables
An encrypted sender cable is shown. This, like the non-encrypted cables, also
has one end fitted with a yellow ‘B’ socket Amp minitimer connector to fit into
the rear of a Tachograph. However, the other end of the cable is fitted with
a 4-pin round terminal connector that mates with an encrypted sender
This type of cable must only be used in vehicles that are fitted with a gearbox
encrypted sender. Due to the unique encryption signal code that is generated
by pairing a sender with a Tachograph there is no requirement for the cable
to be armoured, regardless of the vehicle date of first registration
Encrypted sender cables are available in standard lengths of 6, 10 and 14m

DD55309 Rev 05 109
Senders & Cables – 2-Pulse Gearbox Sender
The first Veeder-Root sender device comprised a one-pole permanent magnet

mounted on a slotted shaft running on a bearing pressed into a steel housing.
The speed signal is generated by two Hall-effect magnetic switches that are
mounted diametrically opposite, adjacent to the rotating magnet assembly.
As the magnet passes by, each Hall-effect switch turns on and then off again
one after the other to produce one pulse each for each revolution of the
gearbox drive shaft
A separate wire is used to connect each Hall-effect switch to the Tachograph

but the Tachograph combines the signals from each of the two sender
channels and thus two pulses are received for each revolution of the gearbox
shaft. Consequently this sender device became known as the 2-Pulse Sender

DD55309 Rev 05 110
1 Revolution of
Sender Input Shaft
Pulse from Pulse from Pulse from

Switch 1 Switch 2 Switch 1
180° 180°

DD55309 Rev 05 111
The initial 8-Pulse sender devices (2155 and 2157) were developed by
Kienzle. These devices use a Hall-effect IC generator and utilise an 8-pole
magnet to produce a sender output speed signal that gives 8 output pulses
for each revolution of the gearbox shaft. The resolution of the 8-pulse
sender is 4 times better than a 2-Pulse sender
Stoneridge have also developed a range of 8-pulse senders
The initial 8-pulse sender devices had only one speed signal channel and
thus these early devices were known as 3-wire 8-Pulse Senders. Because
the devices only had one speed signal channel, it was easy to tamper with
the speed signal without detection. Subsequently it became necessary to
develop an 8-Pulse sender that had a second complimentary speed signal
channel that made tampering with the speed signal more detectable
These devices with two speed pulse channels are known as 4-Wire 8-Pulse
senders

DD55309 Rev 05 112
Stoneridge 8-pulse senders also utilise a Hall-effect IC that produces 8

impulses for each revolution of the gearbox shaft. Stoneridge only
produce 4-Wire senders
Stoneridge Tachographs such as the 8400 and 2400 will enter error modes
if the input signals from the two speed signal channels do not match. The
Kienzle 2159 sender is also an equivalent 4-Wire 8-pulse sender
An 8400 Tachograph will not work with a 3-wire sender although an

electronic 3-wire to 4-wire converter can be used if a vehicle is fitted with
an old style 3-wire 8-pulse sender
The 8-Pulses per rev signal and complimentary signal are shown below.
Examples of 3-Wire and 4-Wire 8-pulse senders and some example
Stoneridge 8-Pulse senders are also shown below

DD55309 Rev 05 113
1 Revolution of
Sender Input Shaft
Pulses from Channel 1
4-Wire 3-Wire

DD55309 Rev 05 114
Senders & Cables – Proximity Gearbox Sender Devices
Proximity senders also utilise a Hall-effect IC to generate a speed pulse train

that is proportional to the speed of the vehicle to output to the Tachograph.
However unlike 8-pulse senders where the sender fits directly onto the
gearbox drive shaft to count gearbox revolutions, the proximity devices
generate a speed pulse for every tooth on the gearbox tone-wheel that
passes the sender as shown below,
Gearbox Tone-Wheel
Proximity Sender
Hall-Effect IC

DD55309 Rev 05 115
Senders & Cables – Proximity Gearbox Sender Devices
Stoneridge proximity senders are all 4-Wire devices, i.e. they have a second
speed pulse channel that is used for tamper detection purposes, and come in
a range of different lengths to suit various different gearbox types as shown
below. The senders have an M18x1.5 thread for screwing securely into the
gearbox and have a 4-pin bayonet connector for attaching to the sender cable
Note: The sender cable must be of an armoured type for all vehicles
registered on or after 01/01/1996
DESCRIPTION PART NUMBER

Proximity Sender 19.8mm 9954-004

DD55309 Rev 05 116
Senders & Cables – KITAS1 Gearbox Encrypted Senders
Stoneridge KITAS1 Encrypted senders are also proximity devices and their
construction is very similar to standard 4-wire proximity sender devices.
KITAS1 Encrypted devices must only be used with Analogue Tachographs
that are compatible with them e.g. 2400 series Tachograph
The main difference between an encrypted sender and a 4-wire proximity

device is that the encrypted device has an encryption communication
channel instead of the standard ‘complimentary’ channel that the 4-wire
devices have. The encryption channel has encryption data embedded into
the complimentary signal as shown below,
Encryption Signal
DD55309 Rev 05 117
At installation the encrypted sender must be ‘paired’, i.e. matched, with

the Tachograph. After pairing, during normal operation, as well as the
speed signal the sender also sends an encrypted signal to the Tachograph
and any tampering will thus be detected and recorded
Stoneridge KITAS1 proximity encrypted senders also come in a range of

different lengths to suit various different gearbox types as shown below.
Like standard proximity senders, encrypted devices have an M18 x 1.5
thread for screwing securely into the gearbox and have a 4-pin bayonet
connector for attaching to the sender cable
Note: due to the encryption signal provided by an encrypted sender there

is no requirement to use armoured cable for the sender cable to the
Tachograph

DD55309 Rev 05 118

KITAS1 Encrypted Proximity Sender 19.8mm 9954-112
(1.2mm Washer)
(1.2mm Washer)
(1.2mm Washer)
(1.2mm Washer)
(1.2mm Washer)
(1.2mm Washer)
(1.2mm Washer)
(1.2mm Washer)
(1.8mm Washer)
(No Washer)
(Ford Transit 6-speed Gearbox)

DD55309 Rev 05 119
KITAS2 Encrypted senders are very similar in construction to KITAS1 devices,

but can only be used with Digital Tachographs. KITAS1 and KITAS2 are not
interchangeable as KITAS2 uses a more advanced encryption method
A KITAS2 encrypted sender must be ‘paired’, i.e. matched, with the Digital
Tachograph. After pairing, during normal operation, as well as the speed
signal the sender also sends an encryption signal to the Tachograph and thus
any tampering will be detected and recorded
Stoneridge KITAS2 proximity encrypted senders come in a range of lengths to

suit different gearboxes as shown in the table below. KITAS2 senders also
have an M18 x 1.5 thread for screwing securely into the gearbox and have a
4-pin bayonet connector for attaching to the sender cable
Note: due to the encryption signal provided by an encrypted sender there is

no requirement to use armoured cable for the sender cable to the
Tachograph
DD55309 Rev 05 120
There is also a KITAS2 8-pulse sender with a M22 x 1.5 thread that can be
connected to a standard gearbox 3mm spade drive shaft. This device can
be used to fit a Digital Tachograph system into a vehicle that cannot be
fitted with a KITAS2 proximity device
KITAS2 Encrypted Proximity Sender 9954-200
19.8mm (1.2mm Washer)
KITAS2 Encrypted 8-Pulse Sender 9954-205

DD55309 Rev 05 121
Senders & Cables – M1N1 Adaptor
For M1 and N1 vehicles requiring a Digital Tachograph that cannot be fitted

with a Kitas2 sensor directly or via a Mechanical adaptor, the solution for
these vehicles comes in the form of an M1N1 Adaptor
The M1N1 Adaptor legislation, Commission Regulation (EC) No 68/2009,

came into force on 24th July 2009
A Type Approved Adaptor can only be installed in M1 or N1 class vehicles

registered from 1st May 2006 to 31st December 2013 inclusive, where it is
not mechanically possible to install any other type of existing approved
motion sensor

DD55309 Rev 05 122
Senders and Cables – Mechanical Adaptors
The Solutions for some vehicles were found and approved in the form of
Mechanical adaptors, either an intermediate device fitted between a
standard Kitsas2 sensor and the gearbox or a mechanical adaptor that
allows the sensor to be located in the differential housing
Example Stoneridge mechanical solutions are shown below, i.e. Hummer

H2 and Ford Ranger / Mazda BT-50, 2007+
KITAS2 Sensor Stoneridge Adaptor Complete Unit

– Hummer H2 – Hummer H2 – Ford/Mazda

DD55309 Rev 05 123
Senders & Cables – Gearbox Sender Installation
A variety of senders can be connected to a gearbox in order to obtain the

speed pulses required for Tachograph operation. The most common
sender types available are 8-pulses per rev, both 3-wire and 4-wire, non-
encrypted proximity and encrypted proximity. Both proximity types are
available in a variety of lengths for fitting to different gearbox types
The 8-pulse sender units are made to a DIN standard and have a 3mm
slot coupling and female M22 x 1.5 thread. The 8-pulse sender can be
fitted directly to a vehicle gearbox that has a drive arrangement that also
complies with the DIN standard, i.e. a 3mm tongue and male M22 x 1.5
thread. The 8-pulse sender has a 4-pin spade terminal and bayonet-type
connector for attaching the sender cable
Stoneridge proximity senders, encrypted and non-encrypted, come in a

range of lengths and have an M18 x 1.5 thread. A sender of the correct
length should be screwed into the gearbox with a maximum torque of
50Nm. The sender has a four round-pin, bayonet-type connector for
attaching the sender cable
DD55309 Rev 05 124
Senders & Cables – Gearbox Sender Installation
Should the gearbox not be compatible with any of the standard senders
available, a range of adaptors are available to allow one of the sender types to
be fitted
Two fibre washers are supplied with the sender to make a seal between the
gearbox and the sender unit to prevent water ingress and oil leakage. It also
ensures adequate axial clearance between the tip of the 3mm tongue and the
bottom of the slot
Also ensure that the connecting nut is secured. Loose nuts will cause wear
and tear in the shaft and erroneous pulsing
Note: It is essential that the 3mm tongue is properly engaged in the

sender slot before tightening the nut. Failure to do this may result in
damage to the sender unit by forcing the slotted drive shaft into the
body of the sender

DD55309 Rev 05 125
Senders & Cables – Sender Cable Installation
Most Stoneridge sender cables are available in standard lengths of 6, 10

and 14 metres. The cable assembly should be laid in the vehicle to
ensure that the length is adequate bearing in mind the criteria that follows
below. As was explained previously, the excess length of the cable should
be coiled and clipped to the chassis rail
Wherever possible the cable should be protected from possible damage by

routing alongside other cables
Loose connections should be avoided as they may catch or drag
The cable must not be clipped or tied to any moving parts
Ensure that the Tachograph may be removed from the vehicle panel with
all its cables still plugged in

DD55309 Rev 05 126
Senders & Cables – Sender Cable Installation
Do not pull the cable tight at either end - cable bend radius should be at
least 15 cm for an armoured cable and 2 cm for a non-armoured cable
With tilt cabs, care should be taken that the cable cannot be nipped, cut or
stretched when the cab is tilted
The cable should be routed well away from sources of intense heat such as
an exhaust manifold or a turbocharger
Sufficient cable should be left at the gearbox end so that the gearbox can
be removed without breaking seals
Having satisfied the above conditions, the cable assembly should be

secured at least every 45cm using cable ties

DD55309 Rev 05 127

DD55309 Rev 05 128
Section 1.9
Sealing & Plaques

DD55309 Rev 05 129
Sealing – General Description
For Tachograph installations on vehicles within the scope of EU legislation,

it is necessary to seal all specified parts of the system against unauthorised
interference
To comply with the law, a Tachograph system must be sealed at all times
Provision must be made for vehicles to be driven to a VOSA approved

Tachograph centre for re-calibration where maintenance work, e.g.
gearbox repair, has involved the breaking of a Tachograph system seal
The approved Tachograph centre is allowed to insist that an appointment

for the sealing and calibration work is made in advance

DD55309 Rev 05 130
Sealing – General Description
If a vehicle, which requires a sealed Tachograph system, comes in to an

approved Tachograph centre with any Tachograph system seals not
intact, then a full calibration and re-seal of the system MUST be carried
out
Should a vehicle come for a Tachograph repair with all seals intact, the
repair work may be carried out on the system under the MINOR WORK
PROCEDURE depending on the nature of the work
In the case of a minor work procedure, re-sealing can be carried out

without recalibration. The minor work procedure is explained in greater
detail later on in the section

DD55309 Rev 05 131
Sealing Parts - Lead & Red Seals
A lead seal is compressed around a loop of sealing wire using a pair of

sealing pliers 7955-008. These pliers should be equipped with anvils
supplied by Stoneridge and marked with the appropriate manufacturer
symbol and a valid VOSA Approved Tachograph centre number, e.g.
GBL 300. Lead seals are used to seal the sender, and parts of the
sender cabling system
Red plastic seals must be embossed with the relevant station number.
This is done using sealing pliers 7955-255 equipped with anvils
supplied by Stoneridge and marked with a valid VOSA Approved
Tachograph centre number, e.g. GBL 300. Red seals are used to seal
various areas of the Tachograph system
The Tachograph seals required vary depending on the exact

Tachograph model but include a calibration switch cover, a
programming socket cover, rear connector seals, jack plug seals and
round plastic seals. The exact requirements for each Tachograph are
described in the sub-sections on each Tachograph that follow
DD55309 Rev 05 132
Sealing - Drive Line Seals
A seal is made on every junction in the drive line by

compressing a lead seal around a join in a loop of sealing wire.
The wire and lead seal are positioned in the area to be sealed
so that the wire cannot be removed or parted without breaking
the lead seal
To assure the security of this type of seal, the sealing wire

should always be pulled taut before sealing. The lead seal
should always be positioned in such a way that it keeps the
sealed wire taut
The wire used is stainless steel sealing wire part number

6955-448 and the lead seals are part number 4058-001

DD55309 Rev 05 133
Plaques
The remainder of the Tachograph system seals are labels, examples of which
are described below. In most cases a clear overlay is used to avoid any
corruption of what is written on the label
For the Digital Tachograph the VOSA approved Stoneridge installation/

calibration plaque is a metallised plaque that is of a type that cannot be
removed without damaging it and hence no overlay is required
Vehicle calibration details are recorded on or in the Tachograph using a

calibration label and overlay with the combined part no. 7955-111. This
method of recording vehicle calibration details is VOSA approved for use on
both analogue and mechanical Tachographs
In early 2006 VOSA approval was gained for using the metallised Digital
installation/calibration plaque with analogue and mechanical Tachographs

DD55309 Rev 05 134
Plaques – Different Types
Installation/Calibration Label with

Coverlay, 7955-111
• Vehicle calibration details are
recorded using a combined
calibration & overlay label.
Suitable for both mechanical &
analogue Tachographs
2-Year Inspection Label, 6955-579

• Once the Tachograph system
passes all the 2-year tests, this
label should be fitted beside the
current Installation label.
Coverlay for the written version is
6955-562

DD55309 Rev 05 135
Minor Work Label 6955-561

• To be used on a Tachograph system
that is repaired under the Minor Work
Procedure scheme. Coverlay for this
label is 6955-562
Previous Odometer Meter label 6955-557

• Used when the odometer is advanced
on a replacement Tachograph to match
the distance recorded on the old unit.
The distance at changeover should be
noted on this label and fitted into the
odometer housing

DD55309 Rev 05 136
Calibration Label Metallised - Analogue and Digital

Approved
• This plaque it is of a type that cannot be
removed without damaging it
• Plaque must be fitted on or beside the VU
and must be visible at all times
Information on the plaque must include

• Name and address of approved technician
or workshop
• W, K and L factors
• Tyre size
• VIN
• Date of W & L factor determination

DD55309 Rev 05 137
How and Where to Seal an Electronic Tachograph System
Sender at the Gearbox - To prevent unauthorised disconnection of the

gearbox sender, regardless of type, the retaining nut is cross-drilled so that it
may be wired and sealed to a suitable drilled bolt in the gearbox as below
Sealing the gearbox sender is mandatory for all Tachograph systems
For a non-encrypted system, the sender cable must also be sealed at both
ends
For vehicles registered on or after 01/01/1996, and fitted with a non-

encrypted system, the sender cable must be of an approved armoured type
For an encrypted system, only the gearbox sender seal is required and non-
armoured sender cable can be used for all encrypted systems
Should an adaptor be fitted, the sealing wire must also pass through a hole
cross drilled in that component

DD55309 Rev 05 138
How and Where to Seal an Electronic Tachograph System
Sealing Sender at the Gearbox -
Wired Seal
Sensor Cable Gearbox
Sensor Connector
and Retaining Nut

DD55309 Rev 05 139
Sealing - Breaks in the Sender Line
Any breaks in the sender line must also be sealed
It may be necessary from time to time to fit a Triplex Box in order to use 2
outputs from the gearbox. This could be due to automatic chassis
lubrication unit or a speed limiter sensor, etc. In this case, since this
accessory equipment is on the Tachograph drive line, it is necessary to seal
the triplex box
It is also possible to fit the transmitter on the output side of the lubricator
pump or air control unit in some cases and therefore the pump or air
control unit must also be sealed as part of the Tachograph drive line

DD55309 Rev 05 140
Sealing - Other Senders and Stoneridge Tachographs
When a Stoneridge Tachograph is to be used in conjunction with an existing

8-pulse per revolution sender, then it may be necessary to convert the cable
connector for the Stoneridge Tachograph
In order to connect this type of sender to the Stoneridge Tachograph, it is

necessary to use a FLYING LEAD converter
One end of the flying lead is terminated with the appropriate Stoneridge
Tachograph plug, the other end of the flying lead is terminated with the
mate of the sender plug
When joined, the sender/flying lead connection must be sealed using a

sealing box, part number 6955-596. The sealing box itself should be sealed
using sealing wire and a lead seal

DD55309 Rev 05 141
Sealing for the 1400 Series Tachograph – Rear Sockets
On the rear of a 1400 Tachograph there are up to 4 connecting sockets of

which 2 are in general use, power socket A and sender socket B
The third and fourth sockets are only used where one or more of the
accessory outputs are in use or the two-speed axle input is required. To
simplify the sealing of the rear of the 1400 Tachograph, a sealing plate has
been designed which covers all 4-plug locations, whether or not all 4 plugs
are fitted
The plate is held in place by a screw with a cross-drilled hole. Sealing wire is
passed through the hole in the cross-drilled screw and through the hole
drilled in the sealing plate. It is now impossible to remove the electrical plugs
without breaking the seal

DD55309 Rev 05 142
Sealing for the 1400 Series Tachograph – Factory Seals
The inner rear cover on the 1400 Tachograph is a different style to that fitted
to the 1100 mechanical Tachograph, however, the method of sealing the
securing screws is the same
The sealing of the odometer housing is the same as for the 1100 mechanical
Tachograph
A 1400 Tachograph is calibrated by means of a set of 8 switches situated
inside the instrument at the top left hand side of the rear cover
The calibration switch aperture must be sealed to prevent tampering. This is
done by means of a cover that is placed over the calibration switches on
grooves in the plastic rear cover. Two types of cover were produced for this
task, a metal cover and a plastic cover
Both covers seat on grooves in the rear cover plate below the calibration
switches and completely cover the calibration switches aperture
Removal of the cover is prevented by a sealing label marked with the date,
the W-factor of the vehicle in which the Tachograph is fitted, and the number
of the Approved Tachograph Centre that carried out the work

DD55309 Rev 05 143
Calibration Plaque Position – 1400 Tachograph
Having carried out the calibration procedure as defined previously, the

following information must be recorded on a calibration label –
• The name and address of the Approved Tachograph Centre that

carried out the calibration procedure
• The Vehicle W-factor in either revolutions per km (U/km) or impulses

per km (Imp/km) - score out the unit which does not apply
• The Vehicle L-factor, measured in mm
• The Date on which the calibration took place
• The Seal number of the Approved Tachograph Centre that carried out
the calibration

DD55309 Rev 05 144
Calibration Plaque Position – 1400 Tachograph
The Stoneridge calibration label is designed to fit inside the Tachograph on

the inner rim of the rear case as shown,
Calibration Label
(with Plastic Overlay
applied on top of
label) fitted either on
rim or on inner panel
(as shown)
IMPORTANT - The calibration label should not be applied to the plastic rear
cover within the Tachograph as free rotation of the chart may be prevented if
the label or overlay is wrinkled or not properly fixed along the edges

DD55309 Rev 05 145
Sealing for the 8300 and 8400 Series Tachographs - Rear

Sealing Shroud
Having made all the necessary connections at

the rear, the sealing shroud is fitted
For a standard cable the wires run out

through the slots in the shroud
For armoured cable the sender cable ferrule

should be clipped into the top of the sealing
shroud. The shroud is retained in position by
inserting a red seal, 6952-377, into the hole
in the shroud
The seal must be embossed with the

Tachograph Centre number prior to fitting as
shown

DD55309 Rev 05 146
Sealing for the 8300 and 8400 Series Tachographs – Rear
Sealing Shroud Additional Requirement
If the Tachograph is fitted with armoured cable the following procedure

must be carried out as a VOSA requirement
Check the rear Sealing Shroud that is used to secure the power and signal
cable plugs at the rear of the Tachograph
If no sealing label has been previously fitted, or if the fitted seal is no

longer intact, conduct checks on the integrity of system and then seal, or
re-seal, as follows,
• Seal the rear shroud in the normal manner using the embossed red
seal as described and shown above

DD55309 Rev 05 147

• Take a K-factor label, 6953-266, and cross through the “Imp/km”

marking and enter the Tachograph Centre Seal Number in similar
style to that shown in Appendix N of VOSA Approved Tachograph
Centre Manual
• Affix the white K-factor label vertically so that it is affixed to both

the side of the rear sealing shroud and the casing of the
Tachograph. Ensure that label is ‘tucked’ over the lip to ensure a
good seal
• Complete the sealing process by covering the white K-factor label

with the normal blue edged plastic adhesive overlay, 6953-267

DD55309 Rev 05 148
White K-factor Label
GB (X)
Centre Number (XXX)
Cross Through
Must Be Entered Imp/km
K-factor Label with

Plastic Overlay
Applied on top

DD55309 Rev 05 149
Sealing for the 8300 and 8400 Series Tachographs –

Calibration Switch Cover
The DIL switches require sealing after

calibration
Sealing must be carried out using a

black plastic cover - a clear plastic
cover MUST NOT be used GB (X)
(XXX
Imp/km
The cover is inserted into place and

moved upwards. The red seal locks it
into place. It is essential that the seal
is inserted into the hole and fully
pushed home
Similarly to the rear shroud, as a VOSA

requirement, a K-factor label and
protective overlay must be placed over
the fitted calibration switch cover seam
as shown
DD55309 Rev 05 150
Sealing for the 8300 and 8400 Series Tachographs – Other
Seals
Red Plastic Seal is used to seal the Tachograph
A special pair of sealing pliers are required to de-boss these seals with the
Approved Tachograph Centre number
It should be noted that it is NOT possible to use the sealing pliers as used for
lead seals for de-bossing the red plastic seals
Grey/White Jack Socket Seal
This seal is not a legal seal and does not therefore have to be embossed with
an Approved Tachograph Centre number. Slightly larger than the red seal, it
is used to cover the jack plug socket that is used for Tachograph Self Test, K-
factor tests and reprogramming of the 8400 Tachograph

DD55309 Rev 05 151
Data Plate Label – 8300, 8400 & 2400
The Data Plate Label is factory fitted and gives the specification details of
the Tachograph
When the unit is calibrated, the exact K-factor in impulses per kilometre
is recorded on the data plate, or on a K-factor label and affixed to the
Data Plate Label in the space provided
The K-factor recorded value must be protected by a plastic coverlay
K-factor Label With

6872 Plastic Overlay Applied
on top of Label

DD55309 Rev 05 152
Installation Plaque – 8300 & 8400
After a Tachograph system has

been installed or re-calibrated, an
installation plaque should be
completed
The label and a protective

coverlay must be positioned
carefully, with the recommended
position being inside the front
case of the Tachograph as shown

DD55309 Rev 05 153
Sealing Requirements for the 2400 Series Tachograph
All electrical connections are made at the rear of the 2400 Tachograph using
industry standard AMP Mini-timer type connectors
There is no requirement to fit a rear connector sealing shroud if the 2400 is
paired to an encrypted sender. Note: must fit if speed limiter is 2400 driven
For non-encrypted sender types, a sealing shroud must be used at all times
Only the A and B sockets are sealed because only these have signal
connections that require protection from tampering
The shroud is then held in place by a red seal that has been embossed with the
appropriate Approved Tachograph Centre number prior to fitting
It is a VOSA requirement that the rear shroud must also be secured with a
completed K-factor label and protective overlay in the same manner as was
described for the 8400 rear connector shroud

DD55309 Rev 05 154
Sealing the 2400 Tachograph Programming Socket
After programming the 2400 Tachograph the socket must be sealed with
a cover clip and standard red seal that has been embossed with the
appropriate Approved Centre number as shown

DD55309 Rev 05 155
Factory Seals for the 2400 Tachograph
The 2400 Tachograph uses 6 manufacturer red seals to seal its side cases
and to prevent unauthorised opening of the Tachograph
These manufacturer seals must never be removed
If any of the seals are missing or have been tampered with in any way,
then this invalidates the Tachograph warranty

DD55309 Rev 05 156
2400 Data Plate Label
The 2400 Tachograph Data Plate Label

is factory fitted and gives specification
details of the Tachograph
When the Tachograph is calibrated, the

exact K-factor in impulses per kilometre
should be recorded on a K-factor label.
2400 Data Plate Label
The K-factor label should be fixed to
the Data Plate Label in the space
provided also as shown. The K-factor K-factor Label With
label recorded value must be protected Plastic Overlay Applied
by covering the completed label with a on top of Label
blue edged plastic adhesive overlay as 6872
described previously for the 8400
Tachograph

DD55309 Rev 05 157
2400 Installation plaque
After a 2400 Tachograph system has been installed or re-calibrated, an

installation plaque should be completed with the usual details, i.e.
Tachograph Centre name and address, W and L-factors, calibration date and
Sealing Number of the Approved Centre. The label and a protective coverlay,
7955-111, must be positioned carefully on the front panel of the Tachograph
Cover clip fitted and red

seal embossed with the
Approved Centre number
Installation Plaque and

K-factor label and plastic Protective Overlay are
overlay applied on top of Applied Here
Data Label

DD55309 Rev 05 158
Sealing & Plaques – Mechanical Tachograph System
The Mechanical Drive Line must be sealed

The number of seals required on each installation will vary depending on
the complexity of the fitting. If the fitting contains a 2-speed converter, or
a remote fitted Triplex corrector box or an intermediate cable, these will
require extra sealing. However, considering a standard simple fitting, the
essential seals are as follows,
• The Tachograph head to the Flex drive nut
• The Flex drive nut and Triplex corrector box
• The Triplex corrector box itself
• The Triplex corrector box to the gearbox through adaptors
The method of sealing is to feed sealing wire through appropriate holes in
the components then through a lead seal and fasten the seal to the wire
using sealing pliers. The wire should always be pulled taut before sealing
with the lead seal
Where an appropriate hole does not exist, a hole must be drilled to
accept the sealing wire
DD55309 Rev 05 159
When sealing a corrector box to the vehicle gearbox, use should be made of
casing screws on the corrector box which have through-drilled holes in
them. Some corrector boxes have moulded lugs in the casing, which are
suitable sealing holes. If no sealing hole exists on a gearbox, one should be
created by drilling a hole through the head of a suitably located screw on
the gearbox or through a nearby rib on the gearbox
Feed the sealing wire through the drilled hole in the gearbox screw, through
the hole in the adaptor and onto the correcting box
Pieces of equipment which use the straight through drive of a triplex box
such as chassis lubricators, etc. do NOT require sealing. However, should
any extra equipment be on the Tachograph drive line, then these MUST
be appropriately sealed

DD55309 Rev 05 160
Sealing a Triplex Box on the Gearbox,
• The drive cable must be sealed to the rear of the Tachograph

and to the output of the triplex corrector box, the corrector box
must be sealed to the gearbox and the corrector box itself must
be sealed
Sealing a Two Speed Converter in the Drive Line,
• The drive cable must be sealed to the rear of the Tachograph

and to the output side of the two speed converter. A second
drive cable must be sealed to the input of the two speed
converter and also to the output of the triplex corrector box.
Again the corrector box must be sealed to the gearbox and the
corrector box itself must be sealed

DD55309 Rev 05 161
Sealing & Plaques – Mechanical Tachograph System – Sealing

Corrector Boxes
Corrector Box Information Tabs,

• The corrector box information tabs contain the calibration
information relating to correction ratio and gears required.
This information is stamped on the tab
Triplex boxes can be sealed by one of two methods -

• Method 1: The box is sealed utilising cross-drilled screws A and B.
Use screw B to retain the information tab
• Method 2: The box is sealed using two moulded lugs that are on
the box casing, with the information tab secured in the same was as
for method 1
4-Gear Corrector boxes can be sealed using sealing wire attached between
screw A on the top end cap and screw A on the bottom end cap. The
corrector box may be sealed to the vehicle gearbox by using either screw B
or screw C on the bottom end cap

DD55309 Rev 05 162
Sealing & Plaques – Inside the Mechanical Tachograph
On opening the Tachograph, a plastic rear cover secured by screws can be

seen. To prevent any unauthorised access to the internal parts of the
instrument, one of the screws retaining the plastic rear cover and one of the
screws retaining the metal odometer housing are covered by a lead seal. The
seals are marked in the factory with an appropriate manufacture symbol,
typically V/R
To provide a true record of distance travelled by a vehicle when a

replacement Tachograph is fitted, Approved Tachograph centres may be
required to advance the odometer roll to the final reading of the previously
installed Tachograph
When the odometer is placed back in the Tachograph, the screw should be
re-sealed using a new red seal. A previous odometer reading label 6955-557
should be placed on the odometer housing showing the reading to which the
new odometer has been set

DD55309 Rev 05 163
Sealing & Plaques – Inside the Mechanical Tachograph
Having carried out the calibration procedure as defined previously, the

following information must be recorded on a calibration label,
• The name and address of the Approved Tachograph Centre that
carried out the calibration procedure
• The Vehicle W-factor, which will be in revolutions per km (U/km) for a
mechanical system - score out the ‘Imp/km’ unit as it does not apply
• The Vehicle L-factor, measured in mm
• The Date on which the calibration took place
• The Seal number of the Approved Tachograph Centre that carried out
the calibration
A Stoneridge calibration label is designed to fit inside the Tachograph on the

inner rim of the rear case. It is important that the calibration label should not
be applied to the plastic rear cover within the Tachograph as free rotation of
the chart may be prevented if the label or overlay is wrinkled or not
properly fixed along its edges
DD55309 Rev 05 164
Documentation – Paperwork for Registration
When a vehicle has been calibrated, the Tachograph fitted, and the whole
installation sealed, the appropriate paperwork for the installation has to be
made out for record purposes. This paperwork consists of a Tachograph
Record Sheet, any test charts generated during the procedure and the
updating of the official VOSA Register of Tachograph Plaques Issued, GV212
The Tachograph Record sheet is traditionally in the form of a duplicate sheet.

The top sheet is handed to the customer with all the calibration information
and serves as a record of the calibration and sealing since the record contains
the Approved Tachograph centre number that is marked on their seals. The
duplicate copy, which is of a stiffer material, is retained by the Approved
Tachograph centre and has a slot cut into it to accommodate any test charts
generated during the procedure so that the paperwork for that vehicle can be
kept together. An example of the Stoneridge Tachograph record sheet is
shown below,

DD55309 Rev 05 165
Documentation – Tachograph Record Sheet

DD55309 Rev 05 166
Documentation – Tachograph Record Sheet Information
6-Yearly Calibration of a Vehicle (Mechanical & Analogue Systems) or Any

Digital Tachograph Inspection or Any New Tachograph Installation:
A record sheet must contain the following information. Completion of each of

the fields is dependant on the type of Tachograph being calibrated,
• Vehicle registration number
• Date the work was carried out
• Customer's name and address
• Vehicle make
• Tyre pressures
• Tyre size and make

DD55309 Rev 05 167
• Serial number of the Tachograph relating to the named vehicle
• Signature of the approved Tachograph technician who carried out the

work
• Name and address of the Approved Tachograph Centre where the work
was carried out
• Sealing number of the Approved Tachograph Centre
• Effective circumference of the vehicle drive wheel tyres, L-factor
• Characteristic co-efficient of the vehicle, W-factor
• Calibration switches settings where applicable
• Corrector box gears required where applicable

DD55309 Rev 05 168
2 Year Inspection on Mechanical and Analogue Systems,

• Customer's name and address and the date the work was carried out
• Vehicle make
• Tyre pressures, size and make
• Signature of the approved Tachograph technician who carried out the work
• Name and address of the Approved Tachograph Centre where the work was
carried out
• Effective circumference of the vehicle drive wheel tyres, L-factor, as is currently
recorded on the Tachograph installation plaque
• Effective circumference of the vehicle drive wheel tyres, L-factor as per the
current 2-year inspection
• Renewal date for the next 2-year inspection
Note: this is usually 2-years exactly from the date of the current 2-year
inspection but the date recorded must not come after the due date for
the next 6-year inspection
DD55309 Rev 05 169
Minor Repairs to a Mechanical or Analogue Tachograph System,
• Customer's name and address and the date the work was carried out
• Vehicle make
• Tyre size and make
• Signature of the approved Tachograph technician who carried out the work
• Name and address of the Approved Tachograph Centre where the work was
carried out
• Brief details of the Minor repair carried out

DD55309 Rev 05 170
Documentation – Test Charts
Any test charts that are used during a procedure to check a Tachograph
installation should be retained by the Approved Tachograph Centre and
kept with the Tachograph Record Sheet. Information on any test chart
generated should include,
• Chart identification, i.e. record that it is a test chart
• Name of the Technician who carried out the work
• Vehicle registration
• Tachograph make and serial number
• Date the test chart was generated
• Tachograph odometer recording at the start of the test
• Tachograph odometer recording at the end of the test
• Total distance covered during the test
Test charts should have the appropriate speed and distance traces and
duty mode traces recorded in accordance with the legislation. Test
charts should be created during a 2-year check, a 6-year check and a
Tachograph system recalibration. They should be retained in the
same manner regardless of which procedure is carried out
DD55309 Rev 05 171
Documentation –
Official Register of Tachograph Plaques Issued GV212
The Vehicle and Operator Services Agency, VOSA, require that each
Approved Tachograph Centre generate record sheets for all Tachograph work
carried out by that centre
The VOSA register of Tachograph Plaques Issued, form GV212, is a detailed

log of Tachograph work carried out. Individual vehicle details and details of
the work carried out on that vehicle MUST be recorded on a GV212 form.
GV212 forms must be kept in a secure place for at least 6 years and be
made available for inspection by VOSA officials. Five categories of work are
available and one of the following five should be assigned to each job logged
• Initial Calibrations (I)

• Re-Calibrations (R)
• 2 year Checks (2)
• Minor Repairs (M)
• 6 Year Checks (6)

DD55309 Rev 05 172
Documentation –
Official Register of Tachograph Plaques Issued GV212

DD55309 Rev 05 173
Documentation – Minor Work Procedure
Minor work applies only to vehicles that are submitted for repair with all seals
intact on an analogue or mechanical Tachograph system. Should any seal be
broken then a full calibration and re-seal would be required
Minor work allows a Tachograph Centre to repair and re-seal any part of an
analogue or mechanical Tachograph system. The Approved Tachograph
Centre number and date must be entered on a minor work label 6955-561,
which is placed inside the Tachograph and covered with a protective overlay
6955-562. Details of the repair must be recorded on a Tachograph record
sheet and retained for 6 years
From July 2005 VOSA decreed that replacement Tachographs could not be
carried out under minor work. When fitting any replacement Tachograph the
full calibration procedure must be carried out

DD55309 Rev 05 174
Documentation – Minor Work Procedure - Recording
A Tachograph record sheet must be completed for every minor repair. The
record sheet is the ideal method of recording the work that was done and for
storing any test charts generated
VOSA or the police can ask for these records at any time and a Tachograph
Centres’ authorisation may be at risk if their Technicians fail to make and
keep these records
VOSA requires that all Tachograph work carried out should be included on the
GV212 form ‘Register of Tachograph Installation Plaques Issued’. Minor work
repairs should be recorded on this form and identified by the letter 'M‘
In the past it has been highlighted that some Approved Tachograph Centres
have not recorded Minor repairs on the GV 212 form, so that proper records
were not being kept in some cases
It is a VOSA REQUIREMENT that procedures are fully understood and

complied with
DD55309 Rev 05 175
Any Questions?

DD55309 Rev 05 176
Combined Analogue & Digital
Tachograph Course
Day 2

DD55309 Rev 05 177
Day 2
08:30 Exam Results, Questions from yesterday

08:40 Using the 1100 & 1400 Tachographs
10:00 Tea Break
10:15 Using the 8300 & 8400 Tachographs
12:30 Lunch
13:00 The MKII Programmer
14:00 Using the MKII Programmer with the 8400 Tachograph
15:00 Tea Break
15:10 Exam – Practical Group 1
15:30 Exam – Practical Group 2
15:50 Questions?
16:00 Exam – Written & Multiple Choice
16:30 Finish

DD55309 Rev 05 178
Section 2.1
Using The 1100 Mechanical

Tachograph

DD55309 Rev 05 179
The 1100 Mechanical Tachograph - Introduction
The Veeder-Root 1100 Series Mechanical Tachograph was the first

developed in the 1970’s
The 1100 was initially used in the U.K. to meet the requirement of the U.K.
retrofit programme of 1980 and 1981 and as a result, a great many
mechanical Tachographs were fitted to U.K. registered vehicles
The 1100 Tachograph was similar in design to existing mechanical drive

circular speedometers of that time i.e. it utilised a mechanical flexible
rotating shaft drive cable that is connected between the gearbox rotating
shaft output and the rear of the Tachograph. The mechanical cable
connected to the rear of the Tachograph is used to drive the mechanical
speed and distance measuring systems within the instrument
An electrical supply to the 1100 Tachograph is required, but only to power

the clock and lamps
Production of 1100 Tachographs stopped in the early 1990s

DD55309 Rev 05 180
The 1100 Mechanical Tachograph – Standard Model
The standard model was the 1111 model, an example will be shown later
This unit has all the functions and features required of a Tachograph by law
It was supplied as a dual-driver device, approved for installation on all

vehicles, including dangerous goods vehicles
The EU type approval number for a 1111 Mechanical Tachograph is

e11-0011

DD55309 Rev 05 181
The 1100 Mechanical Tachograph – Automatic Model
The 1100 was also produced in automatic form, under the model number
1116 Tachograph
The difference between the standard and automatic models is in the

method of operation of the driver duty mode switch, the duty trace on the
chart, and hence the type of chart
Principally, an automatic Mechanical Tachograph eliminates the need to

switch between drive (‘3’) and other work (‘1’) using the driver's duty
knob. A Veeder-Root automatic Mechanical Tachograph will not switch
automatically between either active work (‘4’) or rest (‘2’) and drive (‘3’),
so the driver must take care to set the switch to ‘other work’ (‘1’) for
successful automatic operation
The 1116 and 1111 Mechanical Tachographs are otherwise the same unit
The EU type approval number for a 1116 Mechanical Tachograph is

e11-0016
DD55309 Rev 05 182
The 1100 Mechanical Tachograph – Front View
Lock
Crew Duty Knob Driver Duty Knob
Road Speed
Warning Light
Clock
Speed Pointer Clock Tell-Tale
Odometer

DD55309 Rev 05 183
The 1100 Mechanical Tachograph – Rear View
Mechanical Drive Input

DD55309 Rev 05 184
The Mechanical Tachograph – Competitors Unit - Kienzle 1311

DD55309 Rev 05 185
The 1100 Mechanical Tachograph – General Description
Speed is displayed on the front of the Tachograph by a speedometer needle

indicating against a circular speed scale. The range of this scale is from 0 to
140 km/h on a 1100 Mechanical Tachograph
The clock is found on the front case of the Tachograph, offset to the right
of the centre. The clock indicates hours and minutes on a 12 hour face.
Successful clock operation is indicated by a clock 'tell-tale' indicator which is
a red and white disc that moves once every second
Distance travelled by a vehicle is indicated by the odometer in the lower

half of the front case. For all E.U. instruments, the distance, by law, must
be shown in kilometres. The odometer has a ‘tenths of kilometres’ wheel
which is a different colour to the other 6 wheels for easy identification
The 1100 Tachograph has a locking mechanism that is situated between

the duty switches. Once the Tachograph charts have been fitted the front
case must be closed and then locked. If the lock is not closed the
Tachograph will not operate correctly
DD55309 Rev 05 186
The 1100 Mechanical Tachograph – Road Speed Warning
The Road Speed Warning Light is a

facility which provides the driver with a
warning of when the vehicle exceeds a
road speed that has been preset by the
driver. When the vehicle exceeds the
preset speed, the light illuminates and
remains lit until the road speed drops
again below the preset speed
The driver sets the speed he wishes to

be warned of using the road speed
warning slide inside the Tachograph as
shown

DD55309 Rev 05 187
The 1100 Mechanical Tachograph – Clock Setting
Setting the clock is achieved by using the

square ‘clock adjusting’ key that is part of the
chart locking clamp. The key must be located
into the square in the slot next to the chart
table and rotated anti-clockwise as shown.
Never attempt to turn the clock
Mechanism by any other means than
using the key provided
The clock has a 12 hour display but a 24 hour
chart drive. It should be ensured that the
time on the 24 hour graduation at the
perimeter of the chart corresponds with the
correct time of day, i.e. a.m. or p.m. An
arrow on the curved edge of the clear plastic
moulding covering the crew stylus lines up
with the time to which the chart has been set
to allow a check to see if the time has been
set correctly on both the clock and the chart
DD55309 Rev 05 188
The 1100 Mechanical Tachograph – Driver & Crew Duty
Switches
The duty mode switch is the means by which the driver or co-driver sets
the Tachograph to record the type of duty they are about to undertake, i.e.
driving, driver only – (‘3’), working (‘4’), other work/available (‘1’) or
resting (‘2’). The knobs are marked ‘1’ for driver, and ‘2’ for crew
The 1111 Mechanical Tachograph is a standard Tachograph and thus the

switches must be set manually for all duty modes
The 1116 is an automatic Mechanical Tachograph and eliminates the need

to switch between drive (‘3’) and other work (‘1’) on the driver's duty knob
The knob must be rotated so that the appropriate symbol is lined up as

required against the ‘1’ for the driver or the ‘2’ for the co-driver

DD55309 Rev 05 189
The 1100 Mechanical Tachograph – Crew Chart Fitting
Open the Tachograph and remove the chart clamp by rotating it about one
1/8th of a turn anti-clockwise and remove any previous charts
If only one man operation is required, only a driver's chart needs to be fitted.
Assuming dual-driver operation is required, first complete the chart centrefield
information as described previously then insert the crew chart as shown. With
the printed side uppermost, slide the edge of the chart under the clear plastic
cover at the front of the rear case. The chart will curve and slide under the
crew stylus. Line up and fix the 2 locating holes in the chart centre field with
the 2 locating pins on the chart table. The pins are offset and of different size
to suit the holes in the chart, making it very difficult to fit the chart incorrectly
The co-driver or crew stylus is situated in the front case under a clear plastic
cover and a crew chart must be curved to meet this stylus. If a vehicle is
double-manned the crew chart must be inserted first. If the crew becomes
the driver and vice versa, the driver and crew must change the positions of
their charts in the Tachograph

DD55309 Rev 05 190
The 1100 Mechanical Tachograph – Driver Chart Fitting
First complete the chart centrefield information as described previously in

the section on charts. With the printed side of the chart uppermost, place
the driver’s chart on top of the crew chart and on top of the transparent
platform as shown. Again locate the chart over the pins
Replace the chart clamp and lock it by turning it up to the stop as shown.
It should be noted that this operation requires little effort and the chart
clamp should not be forced
At the end of the day or when changing vehicles, or drivers, the charts
should be removed from the Tachograph by reversing the above listed
process
The centrefield of any chart’s removed from the Tachograph at the end of
the day or journey should be completed by adding the relevant details

DD55309 Rev 05 191
The 1100 Mechanical Tachograph – Chart Fitting
Crew Chart Fitting Driver Chart Fitting Chart Clamp Fitting

DD55309 Rev 05 192
The 1100 Mechanical Tachograph – Driving the Tachograph
from the Vehicle Gearbox – Gearbox Adaptors
A basic drive system for a mechanical Tachograph consists of

• an adaptor at the vehicle gearbox
• a corrector gearbox to alter the revs/km relayed to the Tachograph
- which has a fixed K-factor of usually 1000 revs/km
• a length of mechanical drive cable
The connections on a gearbox rotating shaft output drive often vary

dependent on the make of vehicle and the type of gearbox. This
connection may therefore have to be converted to suit the DIN standard
connections for the corrector box and cable end, i.e. 3mm spade
connection with a M22 x 1.5mm pitch thread
This is done by fitting a gearbox adaptor, which will fit on to the existing
take-off rotating drive spindle, the output of which will then conform to the
DIN standard. A list of gearbox adaptors available from Stoneridge is given
in the training manual

DD55309 Rev 05 193

from the Vehicle Gearbox – Correction of the Vehicle Drive
The majority of mechanical Tachographs manufactured had a fixed K-factor

of 1000 revs/km. In all cases the K-factor was fixed at the factory
Unless the Tachograph had been specifically designed to suit one type of
vehicle only, then the W-factor of the vehicle is unlikely to match the K-
factor of the Tachograph. For the Tachograph to operate correctly in the
vehicle the 2 different values for W-factor and K-factor must be matched
In a mechanical Tachograph installation, the W-factor of the vehicle is

modified mechanically using a corrector gearbox in the driveline so that the
revs/km output from the corrector gearbox is equal to the revs/km required
at the input to the Tachograph i.e. matches to the fixed K-factor of the
Tachograph
The ratio of the corrector gearbox can be varied to suit a particular

installation by selecting different corrector gears

DD55309 Rev 05 194
from the Vehicle Gearbox – Correction of the Vehicle Drive
There are two types of corrector gearbox that can be used to match the vehicle
W-factor to the Tachograph K-factor as follows,
• Triplex Corrector Gearbox – these employ 3 gears with the input and
output gears determining the ratio and the middle 'idler' gear only used
to reverse the rotation. This design has the advantage of a ‘straight
through' output on the input shaft which can be used to drive a variety
of onboard devices which require a distance or speed related input e.g.
automatic chassis lubricator
• 4-Gear Corrector Gearbox – these employ 4 gears, 2 of which are on

the same shaft and are used to reverse the rotation. By varying the
number of teeth on these 2 gears, all 4 gears can affect the box ratio
and a greater variety of ratios can therefore be achieved by a 4-gear
corrector box than by a triplex box. This gives a potential for greater
accuracy. Unlike the triplex corrector gearbox, the gears are all on
fixed centres and the meshing conditions do not therefore
require adjustment
DD55309 Rev 05 195

from the Vehicle Gearbox – Corrector Gearbox Ratio
Before assembling a corrector gearbox it is necessary to establish the modifying

ratio required of the gearbox. The method of determining the exact ratio is the
same for either type of corrector gearbox
The procedure is as follows,

• Establish the vehicle W-factor using an approved method as described
previously
• Identify the K-factor of the Tachograph to be fitted to the vehicle. The
K-factor will be marked on the serial number label and is usually 1000
revs/km for Mechanical Tachographs
• To arrive at the correct ratio for the gearbox it is necessary to divide W-
factor expressed in revs/km by the K-factor also expressed in revs/km
• Example: W = 744 revs/km, K = 1000 revs/km
• Exact correcting value = W/K = 744/1000 = 0.744
This is usually expressed as a ratio in the form, i.e. 0.744:1

DD55309 Rev 05 196
Having established the exact ratio required for the gearbox, it is necessary
to select the correct gears to achieve this ratio. The tables in the Training
manual Mechanical Tachograph section - Appendix A for triplex and
Appendix B for a 4-gear corrector box - give the correct gear selections
It is not possible to achieve all ratios exactly. As was previously

highlighted, more ratios are available using a 4-gear corrector box.
However, both types of gearbox give sufficient accuracy within the
tolerances laid down for installation provided the nearest ratio in the tables
to the one required is selected
Where the required ratio falls approximately midway between 2 ratios in

the tables, it is best to select the higher ratio in the tables to allow for tyre
wear on the vehicle

DD55309 Rev 05 197

Using the above example of a required ratio of 0.744:1,
• The triplex corrector gearbox tables give 2 ratios which are close to
the required ratio, these being 0.738:1 and 0.750:1. The required
ratio falls midway between the two and you should therefore select
the gears for the higher ratio of 0.750:1, which gives gears of,
A=40 B (position 2)=20 C=30
• The 4-gear corrector gearbox tables also give 2 possible ratios but
in this case the available ratios are much closer to the required
ratio. The tables give 0.7432:1 or 0.7449:1 as options and the
closer option is to select the gears for a 0.7449:1 ratio, which gives
gears of,
A=23 B=31 C=38 D=21

DD55309 Rev 05 198
from the Vehicle Gearbox – Drive Cables
The purpose of the drive cable is to transmit the revolutions from the
gearbox, corrected via a corrector box, to the drive input of the Mechanical
Tachograph
In order to avoid transmission errors and fluctuations which could affect the
performance of the Tachograph it is important that great care is taken in
the design, manufacture and installation of drive cables
The inner cable consists of fine strands of high tensile wire bound together
with alternative layers of left and right hand winding with the outer layer
bound with a left lay. The outer cable is made from two formed steel strips
spirally wound and covered with a tough P.V.C. coating to absorb the
weathering and vibration expected in a commercial vehicle. The shaft ends
are made from steel and the ferrules from extruded steel. The nuts and
connectors are made from a mixture of materials, some being plastic,
others aluminium and steel

DD55309 Rev 05 199

from the Vehicle Gearbox – Drive Cables
The responsibility for assembling these components into an effective and

reliable drive cable of the required design rests with the Tachograph
technician. Once the drive cable is installed in the vehicle, the technician
must ensure that the Tachograph operation is satisfactory and must make
any adjustments to the cable installation as necessary
The Training manual Mechanical Tachograph section fully describes the

equipment required, the skills involved in preparing and assembling the
drive cable and the installation of the drive cable, including how to establish
the length of cable to be manufactured for a vehicle installation

DD55309 Rev 05 200
from the Vehicle Gearbox – Drive Cable Installation
No part of the installed cable should have a bend radius of less than 20cm
Cable runs should miss chassis cross members, or parts of the vehicle that due
to movement, or loading of the vehicle could either trap or chafe the drive cable
Cable run should be clipped to vehicle chassis, or bulkhead at least every 60cm
On leaving a component, e.g. Tachograph, corrector gearbox, etc., the drive
cable should run straight for at least 8cm before the start of a bend
In the case of tilt cabs, care must be taken to ensure that there is sufficient
freedom of movement on the drive cable when opening and closing the cab and
at the same time avoiding floating as much as possible
For long cable runs, e.g. 11 metres plus, the drive cable should be made up in
several sections joined by adaptors. The centre section or sections should be
as long as possible but not greater than 5 metres each. The end sections to the
gearbox output or corrector box and to the Tachograph head drive input
should be kept as short as possible
DD55309 Rev 05 201
The 1100 Mechanical Tachograph –

System Installation Procedure
Initially, a calibration of the vehicle should be carried out to establish the

vehicle calibration parameters
The corrector gearbox ratio required should be established and the chosen
type of corrector gearbox should be assembled with the correct gears as
discussed previously
Next, the required mechanical drive cable run should be designed and
manufactured using the methods discussed previously
The Tachograph to be fitted should be bench tested to ensure satisfactory

operation before installing it in the vehicle
Fit the corrector gearbox in the planned location on the vehicle – preferably
on the vehicle gearbox itself, but close by, if direct fitting is not possible

DD55309 Rev 05 202
System Installation Procedure
Test the drive cable for freedom of movement of the inner cable and for
adequate end float. Lightly grease the cable ends and install the drive
cable in the vehicle to the previously planned route
Install the Tachograph
Once the installation of the Mechanical system into the vehicle is completed
the system installation must be checked by testing the operation of the
Tachograph system
If operation of the newly installed system is satisfactory the system must be

sealed and the required documentation completed as was described
previously

DD55309 Rev 05 203

Checking the System Installation
It is a VOSA requirement to prove that a Tachograph installation is correct by

carrying out a Tachograph test after installation into a vehicle
The procedure for testing a Mechanical Tachograph that has been installed in a
vehicle is as follows:
• Switch off the vehicle ignition & check that the clock indicator is turning
• Switch on ignition, switch on the vehicle sidelights and check that the
Tachograph dial lights are illuminated
• Drive the vehicle onto a rolling-road and accelerate the vehicle on the
rolling road rollers until the speed reading on the rolling road console is
50 km/h. Hold the speed at 50 km/h and check that the Tachograph
displays a speed of 50 km/h ±4 km/h. Decelerate the vehicle to a stop
and check that the Tachograph speed returns to zero

DD55309 Rev 05 204
Fault Finding the System Installation
Since the speed stylus is directly connected to the speed pointer on the
Tachograph the performance of the pointer will give an indication of the quality
of the chart recordings being produced. Therefore, when checking the
Tachograph installation it is necessary to observe the pointer function to
ascertain what corrections may be necessary to obtain satisfactory recordings
When checking the operation of a Mechanical drive installation the following

table will indicate possible faults and reasons so that the appropriate checks
can be made:

DD55309 Rev 05 205

Fault Finding the System Installation
Fault Reason
1. There are tight bends in the drive cable.

2. The corrector gearbox gears are tight.
3. The drive cable is pulled tight at the gearbox (i.e. the
Pointer Shudder cable is too short or far too long).
4. The drive cable is pulled tight at the Tachograph
(noisy instrument).
5. There is a tight loop in the drive cable.
1. The drive cable is unsupported (cable floating).

2. Snag on the drive cable inner cable is causing ‘wind
up’.
Pointer Sweep 3. The two speed converter is sticking – this can result
in ‘spikes’ on the Tachograph chart.
4. The drive cable is unclipped.

DD55309 Rev 05 206
Section 2.2
Using The 1400 Electronic

Tachograph

DD55309 Rev 05 207
The Electronic Tachograph – Introduction
Electronic Tachographs were first produced by Veeder-Root in 1980. The initial

model was the 1200 Series Tachograph. Although because the initial Electronic
Tachographs were very similar to Mechanical Tachographs in terms of their
appearance, the driver operation and the records made on a paper chart, they
initially tended to be referred to as ‘the Electronic Tachograph’ to distinguish
them from similar looking Mechanical models. The main difference between the
early Electronic and Mechanical Tachographs was that the rotating shaft drive
and corrector box of the mechanical system was replaced by an electronic
sender unit and a 4-core electrical cable to drive the Electronic Tachograph
In April 1984, the 1400 series Tachograph was introduced to replace the 1200
series Tachograph. The 1400 incorporated many improvements and extra
features against the 1200 series Tachograph. Although from a driver’s point of
view, again the appearance and basic operation was still very similar to the 1100
Mechanical Tachograph
Note that, in spite of the similar appearance between early Electronic
Tachographs and older Mechanical Tachographs, the charts are not
interchangeable between Electronic and Mechanical versions
DD55309 Rev 05 208
The Electronic Tachograph – Introduction
In Electronic Tachograph systems, the elimination of Mechanical corrector

gearboxes, which match the vehicle gearbox output to the fixed K-factor of the
Mechanical Tachograph, meant that another method was required for matching
the gearbox output to the Electronic Tachograph. Matching was achieved
electronically by setting calibration switches in the Tachograph, with each
combination of switches representing a different Tachograph K-factor
Elimination of the corrector box and mechanical drive cable offers considerable
advantages to the Distributor and the end user. Also, the Electronic Tachograph
is capable of producing many output signals which can be used to control other
equipment on the vehicle. For some models, direct transfer of data such as
speed and distance etc. to on-board computers or data loggers is possible. This
enables Tachograph data to be used for fleet management purposes without the
need to read the chart. Nevertheless, the chart still has great importance as it is
the official legal record of driver's hours

DD55309 Rev 05 209
The Electronic Tachograph –

Benefits Compared to Mechanical Tachographs
Quicker Installation - Because installation of the sender and cable is not critical
in terms of bend radius or length it is technically feasible to provide a small
range of ready made sender and cable assemblies. This reduces the installation
time by eliminating the cable assembly operation necessary for a Mechanical
Tachograph system. Time is also saved because the run of the electric cable is
not critical and cannot produce 'needle swing', nor is there a minimum bend
radius limitation
Reduced Vehicle Downtime - Because any length of sender cable may be used
between the sender unit and the Electronic Tachograph, extra cable may be left
at the vehicle gearbox end. This allows the gearbox to be removed to replace a
clutch, for example, without breaking any seals in the Tachograph system. As a
result vehicle downtime and therefore cost is minimised for the operator
Reduced Calibration Costs - With an Electronic Tachograph, calibration is
achieved by setting switches in the Tachograph. This eliminates the cost of
new gears etc. which would be necessary on a Mechanical Tachograph system,
should adjustment be required to achieve legal standards of accuracy

DD55309 Rev 05 210
The Electronic Tachograph – Benefits Compared to Mechanical
Tachographs
Reduced Maintenance Costs - Mechanical drive cables are subject to wear and
tear and damage during maintenance etc. The electric sender-cable is
maintenance free and therefore reduces maintenance costs
Reduced Inventory - As calibration of Electronic Tachographs requires no

parts, inventory of gears etc may be reduced. In the UK in 1998,
approximately 95% of all Tachographs in the field were of the electronic type
and since then the number of Mechanical systems has steadily declined
Outputs as Standard - Electronic Tachographs take a signal produced by the

electronic sender unit, which is driven by the vehicle gearbox, and processes
it to produce the vehicle road speed and distance outputs. These outputs are
used to drive motors to actuate the styli which in turn make traces on the
Tachograph chart. The speed and distance outputs are also made available
via the connections on the back of the Tachograph to control, or pass data to,
other vehicle mounted equipment such as speed limiters, automatic chassis
lubrication, computers and data loggers, etc

DD55309 Rev 05 211
The 1400 Electronic Tachograph – Front View
Lock
Road Speed
Warning Light
Clock
Clock Tell-Tale
Speed Pointer
Odometer

DD55309 Rev 05 212
The 1400 Electronic Tachograph – Rear View
Auxiliary Cable Sockets
Sender Cable Input
Power Cable Input

DD55309 Rev 05 213
The 1400 Electronic Tachograph – Model Variants
1401 / 1406 – These are standard and automatic versions of the 1400 series
Tachograph respectively. These versions only work with a Veeder-Root 2
pulse/rev sender. When the 1400 series was first introduced, the 1406
automatic Electronic Tachograph was fitted as a regular production option by
all UK vehicle manufacturers except Ford where a standard mechanical model
was standard specification. All 1406 models are directly interchangeable but
some incorporate special cosmetic features such as special dial graphics and
lighting, long duty knobs and keys
1416 – This version was the first Veeder-Root electronic Tachograph which
would work with the Kienzle 8 pulses/rev impulse generator and produce a
proportional speed output equivalent to that found on the C3 terminal of the
Kienzle 1314 series Electronic Tachographs
1426 – This version combined all the features of the 1406 and 1416 models.
It was known as the 'Universal' automatic Tachograph because it works with
either a Veeder-Root 2 pulse/rev sender or an 8 pulse/rev impulse generator.
This is achieved simply by selecting different pin connections on the
Tachograph 'B' sender socket
DD55309 Rev 05 214
The 1400 Electronic Tachograph – General Description
The Speed is displayed on the front of the Tachograph by a speedometer

needle indicating against a circular speed scale. The range of this scale is
from 0 to 125 km/h for the variant of 1400 shown
The clock is found on the front case of the Tachograph, offset to the right of
the centre. The clock indicates hours and minutes on a 12 hour face.
Successful clock operation is indicated by a clock 'tell-tale' indicator which is
a red and white disc that moves once every second. Clock setting uses the
same method as was described previously for an 1100 Tachograph
Distance travelled by a vehicle is indicated by the odometer in the lower half
of the front case. For all E.U. instruments, the distance, by law, must be
shown in kilometres. The odometer has a ‘tenths of km’s’ wheel which is a
different colour to the other 6 wheels for easy identification
The 1400 Tachograph has a locking mechanism that is situated between the
duty switches. Once the Tachograph charts have been fitted the front case
must be closed and then locked. If the lock is not closed the
Tachograph will not operate correctly
DD55309 Rev 05 215
The 1400 Electronic Tachograph – Chart Fitting
The method for Chart fitting for a 1400 Tachograph is identical to that for an
1100 Mechanical Tachograph as was described previously and is shown below
Crew Chart Fitting Driver Chart Fitting Chart Clamp Fitting

DD55309 Rev 05 216
The 1400 Electronic Tachograph –
Sender Cable Connections to the Tachograph
The connections for a 1400 Tachograph sender input Rear ‘B’ connector 5-pin
socket are as listed in the table below. Pin 2 is only used when connecting to
an 8-pulse sender for 1416 or 1426 models and pins 4 and 5 are only used
when connecting to a 2-pulse sender for 1401, 1406 or 1426 models. A full
description of all Tachograph rear connections is included in Appendix A of
the 1400 Tachograph section in the Training manual
SOCKET B DESCRIPTION
Pin 1 Ground (negative supply to sender)
Pin 2 8-pulses per rev input signal
Pin 3 +12 Volt (positive supply to sender)
Pin 4 2-pulses per rev channel 1 input signal
Pin 5 2-pulses per rev channel 2 input signal

DD55309 Rev 05 217
The 1400 Electronic Tachograph – Calibration Switches
The vehicle should be calibrated using an approved method as was previously

described. When the vehicle ‘W-factor’ calibration parameter has been
determined this value should be matched to the ‘K-factor’ calibration
parameter for the Tachograph
The K-factor for a 1400 Electronic Tachograph is set using the bank of 8
calibration DIL switches that are accessed by opening the Tachograph. In a
sealed system the calibration switches are covered by a sealed calibration
switch cover, which can be removed by breaking the seal to expose the
switches as shown
The switch settings for a required K-factor value may be determined using the
MKII programmer DIL calculate function. Alternatively they may be found
using the calibration look-up tables as shown in Appendix D of the Training
Manual 1400 Tachograph section. The required W-factor value should be
looked up in the table and the corresponding DIL switch settings should be
read from the next column of the table

DD55309 Rev 05 218
The 1400 Electronic Tachograph – Calibration Switches
For example, if the vehicle W-factor was found

to be 860 revs/km, the nearest W-factor
available in the table is 862 revs/km. For the
1400 Tachograph to operate accurately in this
vehicle the 8 calibration switches should be set
as follows
↓↓↓↓↓↑↓↑
Note: The 8 calibration switches can be set UP

or DOWN as required – make sure each of the
switches is fully pressed down into the required
position. Use a small screwdriver or other thinly
pointed instrument to set the DIL switches as
required

DD55309 Rev 05 219
The 1400 Electronic Tachograph – Checking the System

Installation

carrying out a Tachograph test after the installation into a vehicle
The procedure for testing a 1200/1400 Electronic Tachograph that is installed in

a vehicle is as follows,
• Switch off the vehicle ignition and check that the clock indicator is
turning
rolling road rollers until the speed reading on the rolling road console is
50 km/h. Hold the speed at 50 km/h and check that the Tachograph
displays a speed of 50 km/h ±4 km/h. Decelerate the vehicle to a stop
and check that the Tachograph speed returns to zero. If a rolling-road
is not available the vehicle must be road tested to ensure the
Tachograph responds to vehicle speed changes
DD55309 Rev 05 220
The 1400 Electronic Tachograph – Output Signals
One of the main advantages of Electronic Tachographs over equivalent

Mechanical versions is that Electronic Tachographs are capable of producing
output signals which can be used to control other equipment on the vehicle.
Output signals available from a 1400 Tachograph are as follows,
Low-Speed Output - The low-speed switch operates at 8 km/h and can be used
to control automatic door closing on P.S.V.'s. Pin A2 on the rear connector is
used for this output. Because the output from the Tachograph is not adequate
to control equipment directly, a changeover relay with built-in amplifier will be
required
Distance Output - This output is available on 1400 Tachographs only via Pin A3
of the rear connectors. This output changes its logic level every half metre. It
is an open-collector output and the output transistor will sink 20mA over the full
temperature range. It is important to note that the output is not synchronous.
That is to say a batch of pulses is transmitted when the microprocessor has
time to do it. Therefore the time between pulses at constant road speed is not
fixed. However over a period of time, say one second, the error in the
frequency of the signal is negligible
DD55309 Rev 05 221
The 1400 Electronic Tachograph – Output Signals
Speed Output (variable pulse width) - This output is available on Pin 3 of the D
connector and is directly equivalent to the Kienzle 1314 Tachograph C3 output.
The pulse output has the same pulse rate as the incoming pulses from the
sender unit, but the pulse width 'T' is a function of the vehicle W-factor setting.
The pulse width 'T' is generated automatically by the vehicle calibration
switches and has an accuracy of better than 1%
Serial Data Communications - The 1416 and 1426 Tachographs output a
comprehensive range of information, which can be used by peripheral
equipment. This data is output from Pins 1 and 4 of auxiliary socket D in the
form of a two-wire serial data communications transmission. The following data
is encoded within the transmitted message,
• W-factor, Speed, Distance, Overspeed indicator status, Overspeed
switch status, Zero speed switch status
Peripheral equipment receiving the data can extract the part or parts of the
message which they require

DD55309 Rev 05 222
Section 2.3
Using The 8300 & 8400

Tachographs

DD55309 Rev 05 223
The 8300 & 8400 Tachographs – Introduction and Differences
In 1987 the 8300 series Tachograph was introduced to meet the

requirements of the new, at that time, EU regulation 3821/85. It was a
more advanced version of circular analogue Tachograph than the 1400 series
Tachograph and also provided a Veeder-Root replacement for the
competitor’s equivalent, the Kienzle 1318 Tachograph. In 1991 the more
advanced 8400 series Tachograph was introduced to replace the 8300 series
Tachograph, an example is shown below
The 8300 Tachograph is visually and dimensionally identical to the 8400

Tachograph. However the 8400 Tachograph being a more modern design
uses more modern electronics, including a more advanced microcontroller,
and is thus much more efficient. The 8300 & 8400 Tachographs utilise the
microcontroller to perform the basic measurement, calculation and control
functions as well as ancillary signals and the options, which are included in
the higher specification versions of the Tachographs

DD55309 Rev 05 224
The later versions of 8300 Tachograph from serial number 730007 onwards,
and all 8400 Tachographs were also designed to perform to the basic
Tachograph requirements of the EC regulation, 3821/85, but also meet the
regulations for power disconnect and gearbox sender failure as per
amendments 3314/90, 3688/92 and 2479/95. The main differences in
operation due to these amendments are,
• The Tachograph will give a full scale deflection of the speed pointer
after a power interrupt
• The Tachograph speed pointer will deflect from 0 to 30 km/h every few
seconds during a ‘sender disconnect’ condition
The main functions of the 8300 & 8400 Tachographs are the same and these
are:
• To display and record speed, distance and driver duty

DD55309 Rev 05 225
Recent 8300, and all 8400 Tachographs must receive their speed signal from a
4-wire, 8-pulses per rev electronic gearbox sender
The calibration of the 8300 and 8400 Tachographs, the K-factor setting, is
achieved by means of a 10 position DIL switch bank
The 8300 uses a second bank of 10 DIL switches for engine revs bands and
overspeed setting and a third bank of 8 DIL switches is used for pulses per rev
setting. However, unlike the 8300, the 8400 Tachograph has electronically
programmable engine rev bands, overspeed, ignition-on-record and pulses-per-
rev settings, hence no second or third bank of DIL switches
The 8300 and 8400 Tachograph rear connections are identical with two
exceptions. For the 8300, pin A1 is used for the clock positive connection and
pin A4 is used for electronics positive connection. Whereas for the 8400, pin A1
is used for a combined clock and electronics positive connection and pin A4 is
not connected
All 8300 and 8400 Tachographs are fully automatic. Thus ‘drive’ mode
recording is achieved whenever a vehicle moves
DD55309 Rev 05 226
The EU type approval numbers for the 8300 Tachograph are e11-18 for 125
km/h and e11-19 for 140 km/h versions respectively
km/h, e11-21 for 140 km/h and e11-24 for and 180 km/h versions
The 8300 Tachograph is interchangeable with the 8400 series and similar
competitor Tachographs such as the Kienzle 1318 when used with a 4-wire
sender in non-dangerous goods vehicles.
Note: The 8300 series Tachographs were specifically designed for installation in
vehicles carrying hazardous goods. The 8300 is intrinsically safe and carries full
BASEEFA approval for use in hazardous goods vehicles when used in
conjunction with an 8300 safety network (barrier device). The 8400
Tachograph and 8400 barrier were approved by the LCIE as a system to the
[EExib] IIB standard. Barrier devices are NOT interchangeable
Production of the 8300 ceased in 2002. Stoneridge Replacement 8300

Tachographs and 8300 & 8400 barrier devices are no longer available
DD55309 Rev 05 227
The 8400 Tachograph – Front View
Lock
Clock Tell-Tale
Speed Pointer
Clock
Chart Detect/
Over-speed
Odometer Warning Light

DD55309 Rev 05 228
The 8400 Tachograph – Rear View
Rear Connectors –
‘A’ – Voltage, White

D C B A
‘B’ – Vehicle Speed, Yellow
‘C’ – Engine Speed, Red
‘D’ – Auxiliary Signals, Brown

DD55309 Rev 05 229
The 8300 & 8400 Tachograph - Competitors Unit, Kienzle1318

DD55309 Rev 05 230
The 8300 & 8400 Tachograph – Other Competitor Units,
Kienzle1319 and Motometer EGK-100
Kienzle 1319 Motometer EGK 100

(Mercedes) (VOLVO)

DD55309 Rev 05 231
The 8300 & 8400 Tachographs – Overspeed Warning Light
This is a multifunction indicator which shows the following,

Overspeed Indicator - This is set in the factory to illuminate at 80km/h. For an
8300 this is adjusted within the range 50 – 120 km/h by means of the DIL
switches. For an 8400, this setting can be easily re-programmed using a
Tachograph Programmer. Whenever the vehicle travels at a speed greater
than the set overspeed limit, the light will illuminate, and will remain
illuminated until the vehicle speed reduces to less than the set overspeed limit
Chart Detect Indicator - If no chart is fitted in the Tachograph, the warning
light will flash whenever the vehicle ignition is switched on. If the vehicle
ignition is switched off, the warning light will continue to flash for up to 30
hours after which the unit will switch into a power save mode. Fitting a chart
will cause the warning light to extinguish. Should the vehicle be driven with no
chart fitted, the warning light will flash continuously unless the overspeed
setting is reached at which point the light will remain on. Dropping below the
overspeed setting will start the warning light to flash again
Self Test Indicator - 8300 & 8400 Tachographs can initiate a self-test mode
with the aid of a shorted jack plug. The warning light indicates that
the self-test mode is active by flashing intermittently
DD55309 Rev 05 232
The 8300 & 8400 Tachographs – Bulb Replacement
The glass envelope of the bulbs used in

an 8300 or 8400 Tachograph is an
integral part of the holder. The bulb is
retained in the housing with a bayonet
type fitting. To insert the bulb into the
Tachograph a quarter turn clockwise is
required as shown. The 8300 or 8400
Tachographs are voltage conscious
units, 12V or 24V. It is important that
the correct bulbs are used,
• 24Volt – GREY
Bulb Part Number: 6953-236
• 12Volt – BLACK
Bulb Part Number: 6953-237

DD55309 Rev 05 233
The 8300 & 8400 Tachographs – Automatic Power Down
To minimise battery drain when the vehicle is left unattended for a

prolonged period, an 8300 or 8400 Tachograph will automatically go into a
Power Save mode after 30 hours of inactivity
In the Power Save mode all electronic functions of the Tachograph are de-
activated except for the clock, which remains operational and draws only a
very small current
Should a chart be fitted or the ignition be switched on, the Tachograph will
automatically re-activate itself out of the Power Save mode

DD55309 Rev 05 234
The 8300 & 8400 Tachographs – Chart Fitting
The Tachograph chart is a record of the driver's activity and therefore each
driver and co-driver must have their own chart, which they must take with
them when they change vehicle. The instrument is designed so that the
driver's chart records duty mode, speed and distance, whilst the co-driver's
chart only records duty mode
If the vehicle is double manned, it is important that the charts are inserted
correctly and in sequence, i.e. co-driver first and main driver second. Also
if the co-driver takes over the driving duties and the driver becomes the co-
driver during the shift, their charts must also change places so that the new
driver can record speed and distance on his chart. If a dual-driver
Tachograph is to be used in a vehicle by a single driver then a plastic chart
(part number 6953-932) must be fitted instead of the co-driver chart prior
fitting the driver chart. If the plastic chart is not fitted chart detector light
will flash continuously as was described above

DD55309 Rev 05 235
To fit the co-driver's chart the hinged chart separation plate must be lifted.
The chart, with the front, waxed, side uppermost is carefully slid under the
separation plate and positioned so that the pear shaped hole in the chart
aligns with the boss on the chart turntable. The chart is pushed down
gently and then the separation plate is returned to its operating position as
shown below
The driver's chart is placed front, waxed, side uppermost over the co-
driver's chart, or plastic chart if no co-driver chart is required, on top of the
separation plate as shown below. The chart is positioned so that the pear
shaped hole aligns with the chart turntable boss and then pushed gently
home. Having fitted the charts the front case should be closed and locked
by turning the key clockwise

DD55309 Rev 05 236
Crew Chart Fitting Driver Chart Fitting
Co-Driver’s Chart Driver’s Chart
Chart Separation Plate

DD55309 Rev 05 237
The 8300 & 8400 Tachographs – Clock Setting
A driver must ensure that the Tachograph clock

indicates the correct time before driving the
vehicle. Should adjustment be necessary, open
the Tachograph and rotate the thumb wheel, as
shown, in the direction of the arrow until the
time is accurately set
An 8300/8400 Tachograph clock displays time in

a 12 Hour format, whereas the Tachograph chart
records over a 24 Hour period. When setting the
time, it must be ensured that the chart time is
correct compared to the actual 24 Hour time.
For an 8300/8400 Tachograph the allowed
tolerance between the Tachograph displayed
time and the recorded chart time is ± 5 minutes.
If the clock hands have to be wound back always
take up gearing backlash by winding back 1 hour
before the required time and then forwards to
the correct time
DD55309 Rev 05 238
The 8300 & 8400 Tachographs – Bench Testing
Before installing an 8300/8400 Tachograph, the unit must be bench tested to

ensure its operation is satisfactory prior to fitting. Semi-automatic Bench
testing of a Tachograph is possible using a MKII Tachograph programmer.
Full details of the procedure will be covered later
The Tachograph bench test can be carried out manually using the procedure
described below. The equipment required to carry out the procedure is a
D.C. power supply, an 8400 Power lead, part number 7952-595, and a
calibrated speed pulse source such as a Tachograph Head tester

DD55309 Rev 05 239
The 8300 & 8400 Tachographs – Bench Test Procedure
Connect the Tachograph to the power supply, leave switched off at this stage,
using an 8400 power lead. Before starting the bench test it is essential to fit a
switch in the Ignition line, A3, and the 8400 power lead provides this
Ensure that all the manufacturers’ seals are intact. If they are not the
Tachograph must not be used in a vehicle
Adjust the calibration switch settings to correspond to the simulated W-factor

from the speed pulse source e.g. if the speed pulse source output is 8000
pulses/km, the Tachograph K-factor is also 8000 pulses/km and thus the 8400
calibration switches 2, 3 and 9 are ON with all others OFF
Connect the head tester, or equivalent, to the Tachograph, ensuring that the
speed output is set to zero before switching on

DD55309 Rev 05 240
Set the Power Supply to the required voltage for the Tachograph, either 12V or
24V and switch ON. The Tachograph speed pointer will go to full-scale
deflection, and will only return to zero when charts are fitted and the front
case is closed and locked
Check that the Tachograph clock indicator tell-tale is stepping correctly and
that the bulbs are illuminated
Check the Tachograph clock accuracy using a clock tester
Complete the centre field information on 2 charts, indicating that they are test
charts and ensure that the Tachograph odometer reading is included. Insert
the charts in the driver and co-driver positions using the method as described
previously
Set both Tachograph driver duty knobs to work i.e. ‘4’
Carry out a sweep test to 120 km/h as shown on the head tester and then
rapidly decrease the speed to zero. This should create a radial line on the
speed trace section of the driver chart

DD55309 Rev 05 241
The 8300 & 8400 Tachographs – Bench Testing
Open the Tachograph and check that the time for the radial speed recording
marked on the chart corresponds with the clock hands and also that the speed
trace went to 120 km/h on the chart
Close the Tachograph and using the head tester progressively adjust the
speed output so that the speed pointer on the Tachograph moves to the
speed scale markings at 40, 80 and 100km/h respectively. Hold each of these
speeds for a period of exactly 2 minutes and check that for each speed the
head tester and Tachograph readings are within the tolerance of +/-3 km/h
Rapidly decrease the head tester output speed to zero and check that the
Tachograph speed pointer returns to zero
With the head tester output speed at zero and the duty knobs still at ‘4‘
continue to record ‘work’ duty for 2 minutes exactly
With the head tester output speed still at zero, switch both duty knobs to ‘1‘
and record ‘available’ duty for a period of 2 minutes exactly

DD55309 Rev 05 242
With the head tester output speed still at zero, switch both duty knobs to ‘2‘
and record ‘rest’ duty for a period of 2 minutes exactly
Switch off the power supply unit for about 30 seconds. Switch back on again
so that that Tachograph records a power-fail detection full-scale sweep. Note:
this is a legal requirement only for vehicles registered after 1st January 1996
Disconnect the head tester from the Tachograph and check that the ‘pulser
disconnect’ signal is recorded by the Tachograph i.e. a 0 to 30 km/h sweep
every few seconds. Note: this is a legal requirement only for vehicles
registered after 1st January 1996
Leave the ‘pulser disconnect’ condition running for a few minutes then
reconnect the head tester to the Tachograph and ensure that the ‘pulser
disconnect’ condition clears
Switch off the power supply unit and the head tester and disconnect
from the Tachograph
DD55309 Rev 05 243
Open the Tachograph and remove the driver and co-driver charts. Record the
final odometer reading and note the difference from the reading at the start of
the test
Examine the driver and co-driver test charts and check that:
All the chart speed, duty and distance traces are clearly legible
The 40, 80 and 100 km/h speeds selected during the test were each recorded
for a period of 2 minutes on the driver chart and that the recorded speeds
were within ±3 km/h of the true speed
The non-driving modes, work, available and rest, were correctly recorded each
for a period of 2 minutes on both the driver and co-driver charts
The difference in the odometer reading from the start and the end of the test
is within the tolerance of ±1% the actual distance travelled and recorded on
the head tester
The distance trace is consistent with the difference in the odometer
readings
DD55309 Rev 05 244
The 8300 & 8400 Tachographs – Power Connections
An AMP mini timer plug, 2714-265 and terminal 2714-270, are used with
automotive insulated cable 1 mm2, to make up the appropriate power
loom for an 8400 Tachograph as shown. For an 8300 Tachograph, the
only difference would be that the Tachograph electronics are powered
separately via the A4 connection
2714-265
(Housing Natural)
LAMPS
AND
2714-270 (tabs)
IGNITION

DD55309 Rev 05 245
The 8300 & 8400 Tachographs – Sender Connections
The connections for the standard yellow Amp mini-timer 4-wire

Tachograph sender input connector are as listed in the table below. Pins
5 to 8 are not connected to the sender. A full description of all 8300/8400
Tachograph rear connections is included in Appendix A of the 8400 section
of the Training Manual
SOCKET B VR 8 PULSE SENDER (4-WIRE)

Pin 1 Positive supply to sender Black
Pin 2 Negative supply to sender Brown or Red
Pin 3 Main channel input Blue
Pin 4 Complimentary Input White
Pin 5 -
Pin 6 -
Pin 7 -
Pin 8 -

DD55309 Rev 05 246
The 8300 & 8400 Tachographs –
Dangerous Goods Vehicles Fitment
Extra care must be taken when installing or repairing Tachographs on this

type of vehicle due to the dangers involved – a Technician must only work
on a dangerous goods vehicle Tachograph system if they are ADR certified
The 8300 Tachograph was designed to be intrinsically safe and carries

BASEEFA approval for use in hazardous goods vehicles when used in
conjunction with an 8300 barrier device – check that the [EExib] label is
attached before fitting an 8300 Tachograph
The 8400 Tachograph carries LCIE approval for use in hazardous goods
vehicles when used in conjunction with an 8400 barrier device – again
check the [EEXib] label is attached before fitting an 8400 Tachograph
The 8300 and 8400 when used specifically with their own barrier device
have approval to the [EEx ib] IIB standard. This standard allows for
Tachograph fitment in vehicles carrying all flammable materials except
hydrogen, acetylene, carbon disulphide and ethyl nitrate

DD55309 Rev 05 247
The 8300 & 8400 Tachographs – Dangerous Goods

Vehicles Fitment
8300 and 8400 Tachographs MUST ONLY be fitted in a Dangerous Goods

Vehicle if they are fitted in conjunction with a 8300 or 8400 barrier device
respectively
An 8300 Tachograph must NEVER be used with an 8400 barrier device or

any competitor barrier devices
An 8400 Tachograph must NEVER be used with an 8300 barrier device or

any competitor barrier devices
When repairing a Tachograph/barrier system in a Dangerous Goods

Vehicle, a faulty part may only be replaced by an identical replacement
part. If an identical replacement part cannot be found, the whole
Tachograph/barrier system should be removed and replaced by an
equivalent approved Tachograph/barrier system

DD55309 Rev 05 248
The 8300 & 8400 Tachographs – Calibration Switches
The vehicle should be calibrated using an approved method as previously

described. When the vehicle calibration parameter, W-factor, has been
determined this value should be matched to the calibration factor for the
Tachograph, K-factor
The K-factor for a 8300/8400 Tachograph is set using the bank of 10

calibration DIL switches that are accessed by opening the Tachograph. In a
sealed system the calibration switches are covered by a sealed calibration
switch cover, which can be removed by breaking the seal to expose the
switches as shown below
The switch settings for a required K-factor value may be determined using the
MKII programmer DIL calculate function. Alternatively they may be found by
using the calibration look-up tables as shown in Appendix C of the Training
Manual 8400 Tachograph section. The required W-factor value should be
looked up in the table and the corresponding DIL switch settings should be
read from the next column of the table

DD55309 Rev 05 249
For example, if the vehicle W-factor was found to be 4885 pulses/km, the
nearest W-factor range available in the table is 4880 to 4890 pulses/km. For
the Tachograph to operate accurately in this vehicle the following of the 10
calibration switches should be set ‘ON’,
1-34-6-89-
Note: The 10 calibration switches can be set ON or OFF as required – make

sure each of the switches is fully pressed down into the required position.
Use a small screwdriver or other thinly pointed instrument to set the DIL
switches as required

DD55309 Rev 05 250
8300 Bank1 DIL Switches 8400 Bank1 DIL Switches

DD55309 Rev 05 251
The 8300 & 8400 Tachographs – Checking the System

Installation

carrying out a Tachograph test after installation into a vehicle
The procedure for testing a 8300/8400 Tachograph that is installed in a

vehicle is as follows:
• Switch off the vehicle ignition and check that the clock indicator is
turning
rolling road rollers until the speed reading on the rolling road console
is 50 km/h. Hold the speed at 50 km/h and check that the
Tachograph displays a speed of 50 km/h ±4 km/h. Decelerate the
vehicle to a stop and check that the Tachograph speed returns to
zero. If a rolling-road is not available the vehicle must be road tested
to ensure the Tachograph responds to vehicle speed changes

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The 8300 & 8400 Tachographs – Features and Output Signals
Electrical Terminations - Electrical connections are made by means of 4

sockets to suit AMP mini timer plugs. The mini timer plugs are colour coded;
white - power, yellow - sender, red - engine speed, brown - auxiliary signals.
The connections are of similar format to the equivalent competitors’ units
Tachograph Charts - Both 8300 and 8400 Tachographs use a conventional

wax coated pressure sensitive paper chart with a pear-shaped centre
mounting hole. The format of the chart is the same as used in competitors’
Tachographs, i.e. speed trace on the outside part, then duty trace, distance
trace and finally centrefield at the middle of the chart. Before inserting a
chart, the rear of the chart should be checked for the correct type approval
number being shown i.e. e11-18 for 125 or e11-19 for 140 km/h 8300
versions or e11-20 for 125, e11-21 for 140 or e11-24 for 180 km/h 8400
versions respectively

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Voltage Requirements – 8300 and 8400 series Tachographs are available in

either 12V or 24V versions depending on the type of vehicle in which the unit
is to be fitted
Intrinsically Safe – The 8300 is BASEEFA approved and the 8400 is LCIE
approved for installation in hazardous goods vehicles when used respectively
in conjunction with an 8300 or 8400 Safety Network (Barrier Device)
Automatic Operation - All 8300 and 8400 Tachographs are automatic in

operation. This means that the Tachograph will record driving time
automatically whenever a vehicle moves, irrespective of the position of the
duty mode switch. As the Tachograph will only record driving when the
vehicle is in motion, the driver can, for example, select rest (2) just before
stopping but rest will not be recorded until the vehicle stops. Similarly, even
if the driver forgets to operate the duty switch after his break and before
driving off, the Tachograph will automatically record driving. As long as the
duty switch is moved to work (4) or available (1) as required before the next
stop is made, the chart will provide a true record of the day’s work

DD55309 Rev 05 254
Switched Overspeed Output, A8 – This output switches to 8 volts when the

speed is greater than overspeed setting. This can be used to operate an
indicator or buzzer to warn the driver of any overspeed infringements
Proportional Speed Output, B7/D3 – This is a positive going pulse output

signal that is triggered by each pulse from gearbox sender. Commonly, the
signal is used for operating a road speed limiter, but it can also be used for
any piece of equipment requiring a secure and reliable speed related signal,
e.g. automatic gearbox control or inhibition, raising and lowering of Coach
air suspension systems and computers to help improve driver fuel economy
Distance Output, B8 - The Tachograph generates a ‘4-pulses per metre’

distance output signal. This is a string of positive pulses generated at a rate
where 4 pulses correspond to 1 metre of distance travelled. This output is
suitable for use with automatic chassis lubrication systems for example. The
signal is unaffected by the vehicle calibration factor and the same frequency
is produced for a given speed. Note: this output is not synchronous

DD55309 Rev 05 255
Modified Revs Output, C7 - Pin C7 provides a pulse train output, which is the
same frequency as the signal being fed into the Tachograph C3 input from
the pulser on the engine or the alternator W terminal. This signal can be
used to drive an external rev counter or revs indicator
Revs/Minute Warning Output, C8 - This output is pulsed at 250Hz when the

revs are recorded in the upper economy band and switches continuously to
8V when another revs band is being recorded
Serial Data Output, D7 - The 8300 and 8400 Tachographs have a serial data
output channel which allows access to information relative to W factor,
speed, distance, driver duty and other functions within the Tachograph
Switched Low Speed Output, D8 - This is a switched output operating at

3km/h. It is designed to make safe the operation of automatic doors on
coaches. The signal is suitable for any other applications where a vehicle
function must be stopped or started when the vehicle starts to move

DD55309 Rev 05 256
Power Failure and Sender Disconnection Detection - The 8300 & 8400
Tachographs will force their speed pointer to fully deflect on reconnection
after a power interrupt and it will oscillate from 0-30km/h if the sender is
interrupted as is required by EU regulations. On the 8300 tachograph, this
is from Serial No. 730007 or greater only
Ignition on Joggle Recording - This is an optional feature that may be

programmed ON or OFF. If the feature is ON, then when the vehicle is at
zero speed and the ignition is switched on, the speed pointer ‘joggles’ and
this results in an approximately 1mm wide speed trace being recorded on
the chart at the 0km/h part of the speed trace band
4th Stylus Tachograph - This is a special version of the Tachograph. As well

as having the three normal styli for recording speed, driver duty and
distance, there is a fourth stylus that can be used for engine speed
recording or for event recording and in some rare cases an out-of-scope
driving, off-road, version was produced. The extra stylus is situated
between the driver duty and speed styli
DD55309 Rev 05 257
Engine Speed Recording - This feature is only available with the 4th stylus
versions of Tachograph. Engine speed information can be of particular
interest to vehicle operators and the method of recording is designed for easy
interpretation. The trace is recorded on the chart, between the driver duty
trace and the speed trace, and is made up of different thickness bands that
relate to ‘low power’, ‘economy’, ‘poor economy’ and ‘engine over-revving’
engine speeds. The actual revs/minute values that define the range of each
engine speed band can be set by DIL switches for an 8300 or easily
programmed with a MKII Tachograph programmer for an 8400
Event Recording - This feature is also only available with 4th stylus versions of
the Tachograph. The Tachograph can detect signals at the event input pins
D1 and D2 and subsequently record the absence or presence of one, two or no
events. Thus the events may occur singly or together. This can be very useful
to the fleet operator, and can be used to record a variety of occurrences such
as power take off or tail gate operation etc. The trace is recorded on the
chart, between the driver duty trace and the speed trace, and is made up of
different thickness bands that relate to ‘no events’, thin line, ‘event 1’,
25% trace height, ‘event 2’, 75% trace height or ‘both events’, full
trace height
DD55309 Rev 05 258
Section 2.4
The Stoneridge MKII Tachograph

Programmer

DD55309 Rev 05 259
The MKII Programmer – Introduction and Overview
Socket C
Socket A
Socket B
LCD Display
2 x 16
Keypad
Socket D Socket E

DD55309 Rev 05 260
Connectors - The MKII Programmer has three connectors on the end of the
unit above the display and two others on the side and on the bottom, as
shown above,
• Connector A - This is a 6-pin DIN socket for connection of the battery

charging unit, the bench test leads, the pulser leads for rolling road or
fixed distance calibration and the Stoneridge VR8400 programming lead
• Connector B - This is a 4-pin DIN socket for connection of a flexi-switch
and the Stoneridge VR8300, 8400, 2400 & SE5000 serial data lead
• Connector C - This is an 8-pin DIN socket for connecting to a Stoneridge
VR2400 or SE5000, Continental-VDO Kienzle1319, 1324 or 1381DTCO,
MotoMeter EGK-100 or Actia Smartach Tachographs
• Connector D - This is an RJ11 Socket that is used for upgrading the
Programmer Software version
• Connector E - This is a Smartcard Connector, used for programmer
calibrations only
DD55309 Rev 05 261
Menu options are navigated using the ‘left/right’

arrow keys
‘Enter’ key is used to select options or to terminate

a parameter entry
‘Menu’ key is used to return to the main menu and

abort the current menu item
‘Send’ key is used to transmit parameters to any

connected Tachograph
‘Delete’ key allows the deletion of an entered value
‘0..9’ keys are alpha-numeric for the entry of data

strings
‘ON/OFF’ key is used for turning unit on and off

DD55309 Rev 05 262
What Does the MKII Programmer Do?

• Determines the characteristic coefficient (‘W-factor’) of a vehicle using a
rolling road or either of two different fixed-distance methods
• Carries out bench tests of Tachographs semi-automatically
• Checks the K-factor setting of Tachographs
• Calculates the DIL switch settings for any valid K-factor
• Can be used as a Tachograph speed simulator
• Determines the appropriate pulses per engine revolution (PPR) setting
for a vehicle
• Allows Tachograph internal parameters to be Read, Checked and
Reprogrammed if required
Note: Stoneridge VR8400, VR2400 & SE5000
Motometer EGK100 and Actia Smartach
Continental-VDO Kienzle 1319, 1324 & 1381DTCO
DD55309 Rev 05 263
• Allows the initiation of self-test modes
• Allows the resetting of the memory to default values
• Can carry-out a Tachograph Clock Test
• Can analyse the Diagnostic Trouble Codes (DTC) stored internally in

the Stoneridge VR2400 & SE5000, Continental-VDO Kienzle1324 &
1381DTCO and Actia Smartach Tachographs. A full list of DTCs for
VR2400 and SE5000 is included respectively in the 2400 and SE5000
Sections of the Training Manual
• Includes internal diagnostics routines to confirm that the

Programmer is functioning correctly

DD55309 Rev 05 264
With Which Tachograph Types can the MKII Programmer be Used?
• A MKII Tachograph Programmer can be used with all types of

electronic Tachographs, i.e.
• Stoneridge VR1400, 8300, 8400, 2400 & SE5000
• Continental-VDO Kienzle1314, 1318, 1319, 1324 & 1381DTCO
• MotoMeter EGK-100
• Actia Smartach

DD55309 Rev 05 265
The MKII Programmer – Software Version and Upgrading
How do you Check the Programmer Software Version?
• The MKII Programmer software version is displayed each time the

unit is switched on. It can also be displayed via the Diagnostics
Menu/ROM test as described below. The software version must be
2.0 or greater for use with Digital Tachographs
How do you Upgrade a Programmer’s Software Version?
• A MKII Programmer’s software version can be upgraded using a

Standard PC running a dedicated Stoneridge installation program
which is available on a Programmer specific Upgrade CD. The PC -
Serial Communications Port is connected to the Programmer, Socket
D above via a Field Download Cable, Part Number: 7780-953
All MKII Programmers are upgradeable using this method

DD55309 Rev 05 266
The MKII Programmer – Power Supply and Charging
The MKII Programmer is powered from a rechargeable nickel-metal-hydride

battery pack. The voltage of the Battery Pack may be checked by selecting
‘Diagnostics Menu/Battery Detect’ as described below. The 9.6V Battery Pack
has a capacity of 600mA/hr. The idle current of the programmer is 30mA,
rising to a maximum of 78mA when in normal use. Using the communications
features results in a current of around 45mA. The OFF state current is around
35µA, which maintains the function of the Programmers internal temperature
compensated real-time clock. A fully charged new battery pack will give a
continuous power on time of 13 hours. Assuming a badly degraded battery,
the programmer should have an expected worst case power-ON time of around
7 hours before recharge is required
The battery is recharged using the AC charger supplied with the Programmer.
When fully discharged, the battery will take about 14 hours to recharge. To
conserve battery charge, the unit will switch off automatically after 10 minutes
of non-use, except when in a bench test mode, or if the Voltage drops below
8V, below which tests become inaccurate. The Programmer should NOT be
continuously connected to the charger - this can greatly reduce the
batteries performance, and in extreme cases can destroy the battery
DD55309 Rev 05 267
The MKII Programmer – Diagnostics Menu
There are a number of additional functions provided in the Programmer

Diagnostics Menu which carry out various self-test functions and which allow
setting of various default values. To gain access to the internal utilities, first
ensure that the Tachograph Programmer is turned off. Press and hold the
ENTER key and then turn on the unit by pressing the ON key. As the unit turns
on it will emit a beep as usual, but in this case will request a code; type ‘8642’
and press ‘ENTER’, the Programmer will then enter the DIAGNOSTICS MENU
The functions included in the Diagnostics Menu are as follows,
• Language Select - The MKII Programmer may be operated in a number
of different languages. The available languages are dependant on the
Programmer type
• Set Time and Date - This is used to set the time, 24 hour clock, and
date (ddMMyyyy format) used by the Programmer
• Fixed Distance Length - This allows the Length of the Fixed Distance
Track to be altered between 20 and 1000m. This must be set
to 20m for use in the UK
DD55309 Rev 05 268
• Backlight Select - This is not available for the Standard MKII

Programmer
• Hardware Test - This function is used in conjunction with an external
test jig for conformance testing. It is for use by SE personnel only
• Keyboard Test - This enables the user to check that the keyboard is
fully functional by pressing each key in turn
• Display Test - This causes the unit to display a visual routine so that
the user can check that the display is functioning correctly
• ROM Test - This function can be used to check the Programmer’s

internal read-only memory (ROM) and display the result
• Battery Detect - This is used to check the Voltage of the Programmer’s
internal battery pack. If within tolerance, the message “Battery OK!”
will be displayed. If not, then the battery requires charging

DD55309 Rev 05 269
• Frequency Test - This is used during conformance testing to calibrate

the accuracy of the clock within the Tachograph Programmer. This
function is for use by SE personnel only
• Set calib no. - This enables a user to enter a default identification

string for a particular Approved Tachograph Centre. Generally this is
the identification issued by the Tachograph Centre approvals
authority
• Bench test type - This allows the selection of the appropriate bench
test for any given country. Standard bench tests are pre-
programmed for several countries; selecting the Custom bench test
option allows a user to define a different test sequence. For the UK,
the Bench test type option must be set to ‘UK’ as this is the only
Bench test type approved by VOSA

DD55309 Rev 05 270
The MKII Programmer – Tachograph Type Selection
Before using the Programmer, the model of

Tachograph to be interfaced with must be selected
VR8400 MAIN MENU
from the Main Menu. When the Programmer is
:TACHO SELECT
switched on the first item displayed on the ‘MAIN
MENU’ is ‘TACHO SELECT’. From elsewhere in the
‘MAIN MENU’ press the ← or → keys until ‘TACHO
SELECT’ is displayed
Press ENTER and the ‘TACHO TYPE’ menu will be

displayed. Press ENTER again and then use the ←
or → keys to select the appropriate Tachograph TACHO TYPE
type i.e. Stoneridge VR2400, 8400, 8300, 1400 or :8400 Series
SE5000 series, Continental-VDO Kienzle1324, 1319,
1318, 1314 or 1381DTCO, Motometer EGK-100 or
Actia Smartach. Press ENTER to make the selection
and then MENU to return to the MAIN MENU

DD55309 Rev 05 271
The MKII Programmer – Pulser Type Selection 8300 & 1400
For Stoneridge VR8300 or VR1400 series

Tachographs, the pulser (or gearbox sender) type VR8300 MAIN MENU
to be used must also be selected. This is to ensure :PULSER SELECT
that any calibration factor determined is correct
Press With the Programmer at the MAIN MENU and

displaying PULSER SELECT, press ENTER and
PULSER TYPE will be displayed. Use the ← or → PULSER TYPE
keys to select the appropriate pulser type. Press :8 Pulses/Rev ← →
ENTER to make the selection and then MENU to
return to the MAIN MENU
Note: The 2 pulse/rev option should only be selected if the Tachograph is

fitted with a Stoneridge Veeder-Root 2-pulse sender. The 8 pulse/rev option
must be selected for all other pulser types regardless of the actual number
of pulses per rev from the sender

DD55309 Rev 05 272
The MKII Programmer – Sender Selection 2400
For Stoneridge VR2400 series Tachographs, the

VR2400 MAIN MENU
sender type must be selected
:PULSER SELECT
With the Programmer at the VR2400 MAIN MENU

and displaying ‘PULSER SELECT’, connect a Cable U SENDER TYPE
between the Programmers’ Socket ‘C’ and the 2400 :Encrypted ← →
Tachograph 6-way D-shaped socket and then press
ENTER
Note: Use the ← or → keys to scroll through the options until the
preferred sender type is displayed. Press ENTER and again to confirm the
selection. The four choices available for sender Type are,
• Encrypted, 4-Wire, 3-Wire and Magnetic.
For all other Tachograph types no sender type is selectable

DD55309 Rev 05 273
The MKII Programmer – Programmer Functions
Listed below are the Functions available in the MKII programmer along with a
brief description of the function and to which Tachograph types the function is
applicable. Note: all Tachograph types if not specified
Tacho Select - this function allows the operator to specify the Tachograph
type that is to be calibrated or tested by the Programmer, as described above
Pulser Select (Stoneridge VR8300, 1400 & 2400 and Continental-VDO
Kienzle1314) – this function allows the operator to specify the pulser type (or
sender type for VR2400) that is being used with the current Tachograph, as
described above
Rolling Road Test - this function is used to determine the “W” factor of the
vehicle using a Hartridge (or similar) Rolling Road
Fixed Distance #1 Test - this function is used to determine the “W” factor of
the vehicle using the Physical method 20m track
Fixed Distance #2 Test - this function is used to determine the “W” factor of
the vehicle using the Physical method 20m track with a Flexi-Switch

DD55309 Rev 05 274
Bench Test - this semi-automatic function assists a Workshop Technician

when bench testing a Tachograph using a series of commands displayed on
the screen
Speed Simulator Test - this function injects speed pulses into a
Tachograph for the purpose of checking a Tachograph speed pointer, the
overspeed warning, the stylus positions on chart or the speed limiter
operation
RPM Pulse Test - Stoneridge VR2400, 8400 & 8300, Continental-VDO
Kienzle1318, Motometer EGK100, 4-stylus Tachographs only. This function is
used to determine the “Pulse Per Engine Rev” from the “W” terminal on the
alternator or a revs sender
Clock Test - this function checks the accuracy of a Tachograph clock. The
function is automatic for Motometer EGK100, Stoneridge VR2400 & SE5000,
Continental-VDO Kienzle 1324 & 1381DTCO and for Actia Smartach, but
uses an optional external clock-tester for all other Tachographs
DD55309 Rev 05 275
Tacho Control - Stoneridge VR8400 & 2400 and Continental-VDO

Kienzle1324. This function is used to force the Tachograph to enter either a
“Self Test” or an “Extended Test” mode, to Reset the Tachograph memory to
the “Default state” or to pair a Tachograph with a sender for the 2400 and
1324 only
Identify Tacho - Stoneridge VR2400 & SE5000, Continental-VDO

Kienzle1324 & 1381DTCO and Actia Smartach. This function interrogates a
Tachograph via its K-line connection and determines the System supplier,
Manufacture date, Serial number, Hardware version, Software number,
Software version and System name
Read/Erase DTCs - Stoneridge VR2400 & SE5000, Continental-VDO

Kienzle1324 & 1381DTCO and Actia Smartach. This function enables the
Diagnostic Trouble Codes (DTCs) stored in the Tachograph to be displayed on
the Programmer and then erased in the Tachograph if required

DD55309 Rev 05 276
Read all data / Modify data / Send all data - Stoneridge VR2400 &
SE5000, Continental-VDO Kienzle1319, 1324 & 1381DTCO, EGK100 and Actia
Smartach. These functions interrogate the Tachograph via the K-line or serial
data line. They allow a Workshop Technician to change various Tachograph
settings in the programmer and then re-program the Tachograph with all the
data set-up in the Programmer in a single operation
Program Tacho - Stoneridge VR8400. This function can be used to select

and modify various settings such as “Ignition Recording On” and “Overspeed
Setting”
K-factor Test - Stoneridge VR8400 and Continental-VDO Kienzle1319, 1318

& 1314. This function determines the K-factor currently set on a Tachograph

DD55309 Rev 05 277
DIL calculate - Stoneridge VR8400, 8300 & 1400, Continental-VDO

Kienzle1318. This function eliminates the need to look up DIL switch
calibration tables
Time/Date - Stoneridge SE5000, Continental-VDO 1381DTCO and Actia

Smartach. This function allows the UTC time/date, and time offset in a
Tachograph to be read and modified
Pair/Test - Stoneridge SE5000 and Continental-VDO 1381DTCO. This

function can be used to force the Tachograph to pair with a KITAS2 sender
for SE5000 & 1381, and allow a number of functionality tests to be carried
out on an SE5000

DD55309 Rev 05 278
Section 2.5
Using The MKII Programmer With

the 8400 Tachograph

DD55309 Rev 05 279
Using the MKII with 8400 – Rolling Road Test
This uses the MKII Programmer in conjunction with a

rolling road. The vehicle to be calibrated is positioned
with its driving wheels on the rollers of the rolling road
and is then driven at a constant speed of 50km/h.
The Tachograph Programmer will then determine the
W-factor. The programmer is connected to the 8400
using a Jack-socket cable and a crocodile clip to a
vehicle earth connection. The method of the test is as
shown,
From the MAIN MENU select ROLLING ROAD VR8400 MAIN MENU
using the ← and → keys. Press ENTER. :ROLLING ROAD
Increase the speed of the vehicle as Hold at 50km/h

indicated by the rolling road ENTER to Start
equipment until it is steady at 50km/h.

DD55309 Rev 05 280
Using the MKII with 8400 – Rolling Road Test
Press ENTER and the Programmer will start Hold at 50 km/h

counting pulses. The pulses will be audible Reading pulses
as low-pitched clicks.
After about 15 seconds it will emit an W=8000 K=8000

audible beep and the measured W-factor DIL=_23_____9_
will be displayed. The measured K-factor
and the required DIL switch settings will be
displayed.
Note: In the case of the message ‘ERROR! ERROR! CHECK

CHECK CONNECTIONS’ being displayed, CONNECTIONS
ensure that the ground connection is made
correctly. Otherwise check the other
connections.

DD55309 Rev 05 281
Using the MKII with 8400 – Fixed Distance 2 Test
This method uses the 20m measured distance track available

at UK approved Tachograph Centres. Care must be taken to
ensure that the set Fixed Distance Length (as adjusted via
the Diagnostics Menu) and the actual track length are the
same otherwise the W-Factor determined will be incorrect
The vehicle is driven along the measured track but all
measurements are automatically carried out by the
Programmer, which then automatically determines the W-
factor
To simplify the measurements at each end of the measured distance a flexi-
switch is used which makes contact with an identical marker block at each end
of the track. There is then no requirement for any operator intervention - the
only requirement is to drive the vehicle the length of the track at a reasonably
constant speed, roughly walking pace, such that the flexi-switch hits the
markers at either end of the track. The programmer is again connected to the
8400 using a Jack-socket cable and a crocodile clip to a vehicle earth
connection. The method of the test is as shown
DD55309 Rev 05 282
A B
20 metre track
Flexi-Switch End-of-track Markers
Select FIXED DISTANCE #2 on the MAIN VR8400 MAIN MENU

MENU using the ← and → keys and press :FIXED DIST #2
ENTER.
Move the vehicle to a position a short distance Drive to point A

before the beginning of the 20m track Press <ENTER>
(position A) such that the flexi-switch lever is
in line with the marker at the beginning of the
track and then press ENTER.

DD55309 Rev 05 283
Drive the vehicle at a reasonably constant Drive to point B

speed past markers at points A and B. A low Reading pulses .
pitched click will be heard as each pulse is
Drive to point B
received and, at the same frequency as the
Reading pulses
clicks, a visual indicator will be displayed as

shown. When a marker is passed a louder Drive to point B

audible beep will be heard. Reading pulses
After the second marker has been passed the End of run #1
Programmer will display the measured W- W-factor = 8000
factor for that run. Stop the vehicle and press
ENTER.
Repeat steps 2 and 3, this time moving back Drive to point B

from position B to position A. Press ENTER

DD55309 Rev 05 284
Repeat steps 2 and 3 once more in each End of run #4

direction giving a total of two runs in each W-factor = 8000
direction. After passing the last marker the W-
factor for the last run will be displayed.
Press ENTER again and the average of the W=8000 K=8000

measured W-factors for the four runs will be DIL=_23_____9_
displayed as well as the K-Factor. The 8400
DIL switch settings will also be displayed.
For best accuracy two runs should be carried out in each direction rather than
four in one direction since this will compensate for any slight gradient of the
track. The repeatability of this method is such that the effect of a slight
gradient of the fixed track is easily measurable. By taking the average of
runs in opposite directions the effect of the gradient is removed

DD55309 Rev 05 285
Using the MKII with 8400 – Bench Test
Before installation and during recalibration it is a Legal requirement to carry

out a Tachograph Bench Test with the Tachograph removed from the vehicle.
This requires the unit to be run at different speeds for different periods of
time and with different driver duty modes selected
The Tachograph Programmer provides a test signal simulating the pulser

output which gives the required speed outputs for the required times. The
only operator intervention is then to set the duty switches at the appropriate
times as indicated by the Programmer. The Programmer is connected to the
8400 using a Tachograph drive lead, 7780-981, similar to that shown below

DD55309 Rev 05 286
Before performing the Bench Test it must be ensured that the UK Bench Test
is selected via Diagnostics menu. It is recommended prior to Bench Testing a
Clock Test should be performed on the Tachograph
From the MAIN MENU select BENCH TEST VR8400 MAINMENU
using the ← and → keys, and press ENTER. :BENCH TEST
Select the Tachograph scale (125, 140 or Select the scale
180 km/h) using the ← and → keys, and : 125 km/h ← →
press ENTER.
Set the Tachograph to a K-factor of 8000 Select K-factor
(remember to note the original setting first). :8000 Pul/km?
Press ENTER.
Check DIL switches 2,3 & 9 are ON with Check tacho
others OFF. settings
Check the Tachograph drive cable Connect drive

connection is made. lead to tacho

DD55309 Rev 05 287
Set power supply voltage to the correct level for Switch on at

the Tachograph (12V or 24V). correct voltage
Make sure clock tell-tale is moving. Check clock is

Stepping OK
Check both bulbs are lit. Check bulbs are
illuminated
The clock time should be adjusted if necessary. Check clock for
accuracy
Perform the task displayed. Press ENTER on Prepare and
completion. insert 2 charts
Note: For dual driver Tachographs, 2
charts have to be inserted. For a single
driver, only 1 chart has to be inserted.
Perform the task displayed. Press ENTER on Close the

completion. tachograph

DD55309 Rev 05 288
Set the driver and crew duty to active (4). Driver=Active

Press ENTER on completion. Crew=Active
The speed will now be maximum speed for the Speed: 125 km/h
selected scale for 10 seconds and the time will Time: 10 s
count down to zero and then an audible beep
will be heard.
The speed displayed will then go to 0km/h for Speed: 0 km/h
10 seconds (the time will count down to zero) Time: 10 s
and an audible beep will be heard again.
Make sure the FSD speed marking on the chart Check clock
is within 5 minutes of the Tachograph time. to chart time
Note the current odometer reading on the Note odometer
Tachograph. This will be required later to check reading
the accuracy of the odometer. Press ENTER.
DD55309 Rev 05 289
The speed will now go to 40km/h and will be Speed: 40 km/h

held for 2½ minutes (the time will count down Time: 150s
to zero). At the end of the 2½ minute test
there will be an audible beep.
The speed will then go up to 80 km/h. After a Speed: 80 km/h
further 2½ minutes (the time will count down to Time: 150s
zero) there will again be an audible beep
indicating the end of that test.
The speed will move up to 100 km/h for a Speed: 100 km/h
further 3 minutes (the time will count down to Time: 180s
zero). At the end of the time there will be a
further beep and the speed will return to zero.
The unit will record Active (4) duty for 2 Recording duty
minutes (the time will count down to zero). Time: 120 s
After that time an audible beep will be heard.
DD55309 Rev 05 290
Set the driver and crew duty to passive (1). Driver=Passive

Press ENTER on completion. Crew=Passive
The unit will record Passive (1) duty for 2 Recording duty
Set the driver and crew duty to rest (2). Press Driver=Rest
ENTER on completion. Crew=Rest
The unit will record Rest (2) duty for 2 minutes Recording duty
(the time will count down to zero). After that Time: 120 s
time an audible beep will be heard.
Compare the new odometer reading with that Check odometer

noted above - a difference of 10km is expected. added 10 km

DD55309 Rev 05 291
Note: carry out ‘sender disconnect’ and ‘power interrupt’ tests to

complete the bench test
Remove the two charts and check the traces Check chart
recorded (speed, duty and distance on driver recordings
chart and duty only on crew chart). Press
ENTER.
The DIL switches must be returned to the Set K-exact

correct settings for the vehicle in which the for vehicle
Tachograph is to be fitted.
Switch off the power to the Tachograph and SWITCH OFF

disconnect the power cable. POWER SUPPLY
Press the ENTER key to complete the test and VR8400 MAIN MENU
return to the MAIN MENU. :BENCH TEST

DD55309 Rev 05 292
Using the MKII with 8400 – Speed Simulator Test
The speed simulator function is used to inject speed pulses into a Tachograph.
This can be used to check the accuracy of the Tachograph speed pointer or
speed stylus position. The final distance displayed also enables the
Tachograph odometer to be checked. When the Tachograph is still fitted in
the vehicle, the speed simulator function is also useful for verifying the
operation of speed or distance related ancillaries such as a Road Speed Limiter
The programmer is again connected to the 8400 using a Jack-socket cable and
a crocodile clip to a vehicle earth connection, although a flexible jack
extension cable is also required to enable the Tachograph to be closed during
the test. The method of the test is as shown below,

DD55309 Rev 05 293
Select SPEED SIMULATOR from the MAIN VR8400 MAIN MENU

MENU and press ENTER. :SPEED SIMULATOR
Press the DELETE key, and enter the value of Select K-factor
K-factor that the Tachograph is currently set to :8000 Pul/km?
into the Programmer. Then press ENTER.
Key in the speed required and press ENTER. Enter speed

Note that there is a minimum detectable speed : km/h
for each Tachograph type, which depends on
the K-factor but may be up to 20km/h. Below
this, the speed will reset to 0km/h.
The Programmer will now inject speed pulses K=8000 Pul/km

into the Tachograph. Speed=50 km/h

DD55309 Rev 05 294
Use the ↑ and ↓ (1 and 4) keys to increase or K = 8000 Pul/km

decrease speed. Speed=51 km/h
When the test is completed press ENTER. The Distance=1090 m

unit will now display the total distance covered Press <ENTER>
(in metres).
Press ENTER to key in a new speed or MENU to VR8400 MAIN MENU

return to the MAIN MENU. :SPEED SIMULATOR

DD55309 Rev 05 295
Using the MKII with 8400 – Clock Test
A Tachograph clock test can be carried out on radio-sized Tachographs using a

direct programmer-Tachograph connection. However for circular Tachographs
such as the 8400 an independent clock tester as shown, must be connected to
the programmer socket C and there is no direct connection to the Tachograph
Initially set both the Tachograph duty knobs to Rest. Ensure that the
Tachograph is powered with speed pointer at rest. When the test starts, hold
the adapter against the Tachograph face. For the correct location, a regular
clicking sound will be heard. Please note that the correct location is not
necessarily near the clock face, as the Tester detects the clock motor. If the
duty knobs are not at Rest or the speed pointer not at zero, the Tester may
detect the chart motor instead of the clock motor. Also, the Tester must not be
within 12 inches of a mains transformer. The method of the test is as shown
below

DD55309 Rev 05 296
Using the MKII with 8400 – Clock Test
From the MAIN MENU select CLOCK TEST VR8400 MAIN MENU
using the ← and → keys. Hold the clock- :CLOCK TEST
tester at the correct location on the
Tachograph face (as described above).
Press ENTER to start the test.
The Programmer will display the message Testing clock

Testing clock, and will make a regular
clicking sound.
After a short time the clock accuracy in Clock Accuracy

seconds per day will be displayed. +0.2s/day
In the case of loss of signal or inconsistent ERROR! No signal

signal from the Tachograph (usually
caused by movement of the clock-tester
away from the clock motor), the
Programmer will display an error message.

DD55309 Rev 05 297
Using the MKII with 8400 – K-factor Test
This provides a simple way of determining the K-factor

currently set on the Tachograph
The programmer is connected to the 8400 using a Jack-

socket cable and a crocodile clip to a vehicle earth
connection. The method of the test is as shown
From the MAIN MENU select K-FACTOR TEST VR8400 MAIN MENU
using the ← and → keys. :K-FACTOR TEST
Press ENTER. The programmer will send test Sending Pulses
pulses to the Tachograph. Please wait
After a few moments the Programmer will Sending pulses
beep, and then display the K-factor setting of K=8000 < >
the Tachograph. If the K-factor is different
from the previous test, then the Programmer
will beep and display “<>“.

DD55309 Rev 05 298
Using the MKII with 8400 – K-factor Test
Step 3 will then repeat until the MENU or Sending pulses

ENTER button is pressed. Three repetitions are K = 8000
recommended. If a significantly different K-
factor (>10 pulses/km difference) is displayed,
this usually indicates a cable fault or bad
connection. It may also be due to a faulty
Tachograph.
Note: In the case of the message ERROR! ERROR! CHECK

CHECK CONNECTIONS being displayed, ensure CONNECTIONS
that the vehicle earth connection is made
correctly. Otherwise check the other
connections.

DD55309 Rev 05 299
Using the MKII with 8400 – DIL Calculate Test
The DIL Calculate function determines the appropriate combination of switches

for any K-factor, thus avoiding the need to use calibration look-up tables
No connections are required for this test and the method of the test is as shown
From the MAIN MENU select DIL VR8400 MAIN MENU

CALCULATE using arrow keys ← → and :DIL CALCULATE
press ENTER.
With the unit display as shown, press W=8000 K=8000
ENTER. DIL = _23_____9_
The W-factor of the vehicle may then be Enter W-factor
entered using the numeric keys; terminate :
the entry by pressing ENTER again.
The exact K-factor setting will be displayed, W=5000 K=5002
together with the required settings of the DIL = 12___6_89_
DIL switches.

DD55309 Rev 05 300
Using the MKII with 8400 – Programming the Tachograph
The MKII Programmer supports programming of the Stoneridge VR8400, 2400

& SE5000 series, the Continental-VDO Kienzle1319, 1324 & 1381DTCO series,
the MotoMeter EGK-100 and the Actia Smartach Tachographs
It should be noted that in all cases that, once settings have been altered, the
SEND ALL DATA command may be used to transfer all the information at the
end. It is however possible, to send each individual setting after alteration by
pressing the SEND key - although not with the 1319, EGK-100 and Smartach
Care must be taken when using SEND ALL DATA that no parameters are
accidentally overwritten with a wrong value which in extreme cases may cause
the vehicle to malfunction. Using the SEND key to individually transmit
parameters is more time consuming but is much safer in terms of accidentally
overwriting a Tachograph parameter with a wrong value

DD55309 Rev 05 301
8400 Parameters which may be Programmed are,
• Pulses Per engine Revolution (PPR) setting
• Low Power band, Economy band & Poor Economy engine speeds
• Ignition-on recording
• Overspeed
The programmer is again connected to the 8400 using a Jack-socket cable and
a crocodile clip to a vehicle earth connection. The method of the test is as
shown below

DD55309 Rev 05 302
From the MAIN MENU select PROGRAM VR8400 MAIN MENU

TACHO and press ENTER. :PROGRAM TACHO
Pulses per Rev - Press ENTER and the Pulses per Rev
cursor will appear on the display. Use the :8
numeric keys to enter the required value. This
is usually 8 pulses per rev.
Engine Speed Recording - Select each of Low Power band

the engine speed recording bands (Low :700 Revs/min
Power, Economy and Poor Economy) in turn.
Economy band
Press ENTER and characters ← → will appear. :900 Revs/min
Use the ← and → keys to select the required
value and terminate by pressing ENTER. Poor Economy
:1100 Revs/min

DD55309 Rev 05 303
Note: the Programmer will not allow entry of

inconsistent engine speed bands. For
example, the user may not set a minimum
speed for the Economy band which is lower
than the speed defined for the Low Power
band.
Ignition On Record - Press ENTER and ← Ign On Record

→ will appear on the display. Use the ← or :OFF
→ keys to select ON or OFF and press ENTER
to terminate the selection.
Overspeed - Press ENTER and a cursor will Overspeed

flash. Key in the required overspeed value :80 km/h
and terminate the entry by pressing ENTER.
Select SEND ALL DATA from the MAIN VR8400 MAIN MENU
MENU and press ENTER. :SEND ALL DATA

DD55309 Rev 05 304
Using the MKII with 8400 – Practical Exercises
Use a MKII Programmer to verify the K factor is set to 9600. If the K factor is
not set to 9600, change the DIL switch settings accordingly, and verify
Use a MKII Programmer to Program an 8400 Tachograph with an overspeed

setting of 100 km/h
Use a MKII Programmer to Program an 8400 Tachograph for the ‘Ignition on

record’ function switched ON
Reset the K factor to 8000, and verify

DD55309 Rev 05 305
Any Questions?

DD55309 Rev 05 306
DD55309 Rev 05 307

DD55309 Rev 05 308
Tachograph Course
Day 3

DD55309 Rev 05 309
Day 3
08:30 Exam Results, Questions from Yesterday

08:40 Introduction and Development of Radio Sized Tachographs
09:00 The 2400 Tachograph
10:15 Tea Break
10:30 Using the MKII Programmer with the 2400 Tachograph
12:30 Lunch
13:00 Questions?
13:10 Exam – Written & Multiple Choice
13:40 Explanation of the Calibration Exercises which will take
place at the Rolling Road Facility including Health & Safety
Instructions for Visit
14:00 Travel to the Rolling Road Facility
14:15 Vehicle Calibration Practical Demonstrations & Practical Exams
18:00 Finish

DD55309 Rev 05 310
Section 3.1
Introduction to and Development

of Radio Sized Tachographs

DD55309 Rev 05 311
Introduction to and Development of Radio-sized Tachographs
Until the late 1990’s all Tachographs installed into Heavy Goods vehicles and
larger buses were also used as the main speedometer/odometer display for
the vehicle
This had been the case for all Mechanical Tachographs, for early circular
electronic Tachographs, such as the 1400, and for more modern circular
Tachographs such as the 8400
Truck and Bus manufacturers wanted to introduce electronic instrument

clusters, which included a speedometer, an odometer, clock, revs indication
etc., all in the same sealed unit
This meant that there was no requirement for a traditional type Tachograph
for speedometer/odometer display

DD55309 Rev 05 312
Nevertheless, under Tachograph legislation a Tachograph was still required to

be fitted that met the requirements of the EU legislation 3821/85 as discussed
previously
As vehicles had already started to incorporate various different dashboard

modules that fitted into a standard ISO 7736 radio enclosure it was decided
to develop a Tachograph that met this size requirement. Hence Stoneridge
developed the 2400 radio-sized Tachograph to meet this requirement
As the Tachograph is still the legal instrument for determining the speed of
the vehicle and the distance travelled, these parameters must be passed to
the instrument cluster so that the cluster can display the correct legally
calculated speed and distance values. Information is passed from a 2400
Tachograph to the vehicle electronic instrument cluster via the vehicle
CANbus, K line or the D6 output

DD55309 Rev 05 313
2400
Tachograph
CANbus, Kline or D6
Instrument
Cluster

DD55309 Rev 05 314
Section 3.2
The 2400 Tachograph

DD55309 Rev 05 315
The 2400 Tachograph – Introduction
The Stoneridge 2400 automatic Tachograph was introduced in 1999 and

comprises an electronically controlled chart recorder within a drawer, which in
turn locates in an ISO 7736 standard radio enclosure. The Tachograph was
designed to comply with EU Regulations and thus displays (‘with-display’
version only) and records speed and distance in kilometres per hour and
kilometres respectively. In addition, the Tachograph can display and record
driver and co-driver activity as defined in the EC council regulation 3821/85.
The Tachograph incorporates an internal clock, which controls the mechanism
that rotates the charts and indicates the current time on the display. The
2400 Tachograph is available in EU approved 1-day versions for use in both
12 and 24 Volt vehicle systems
The drawer, which contains the charts, the display and the controls, is
electro-mechanically held in the locked closed position whilst a vehicle is
moving, and can only be opened, in order to facilitate access for inserting or
removing charts, with the vehicle stationary and ignition on

DD55309 Rev 05 316
The 2400 Tachograph is designed for use by up to two drivers, and thus two
identical sets of driver-specific controls are provided adjacent to the display,
each of which comprise a Driver Duty push-button and three Light Emitting
Diodes (LEDs) that indicate the various activity modes. Three further control
push buttons are provided on the Tachograph below the display. The left-
hand control is a Mode Change push-button, the centre control is an Advance
push-button and the right-hand control is an Eject push-button
2400 Tachographs use the same pear-hole charts that are used in modern
circular Tachographs, such as the 8400. Although, as with the 8400, different
charts are required for each different speed scale version. Normally there are
three trace types representing speed, duty and distance. However, if
requested by the customer, the Tachograph can be enabled to produce a
fourth trace to record events such as off-road driving or engine revolution
recording

DD55309 Rev 05 317
All 2400 Tachographs are designed to perform the basic Tachograph

requirements of the EC regulation, 3821/85 but also meet the regulations
for power disconnect and gearbox sender failure as per amendments
3314/90, 3688/92 and 2479/95. The main differences in operation due
to these amendments are,
• The Tachograph will record a full scale deflection on the chart after a
power interrupt
• During a ‘sender disconnect’ condition the Tachograph speed

indicator will indicate, and a chart record will be made of a 0 to 30
km/h sweep every few seconds
km/h, e11-26 for 140 km/h and e11-25 for 180 km/h 2400 versions
respectively

DD55309 Rev 05 318
A 2400 Tachograph must receive a speed signal from a electronic gearbox

sender. 2400s are programmable to accept signals from 3-wire, 4-wire 8-
pulses/rev senders, magnetic, and also from proximity senders in encrypted
Kitas1, and non-encrypted forms
The calibration of a 2400 Tachograph, the K-factor setting, is achieved by

means of an external programming device, such as the MKII programmer.
The K-factor range is much larger than for circular Tachographs, 500-64255
pulses/km
The duty LEDs are also used to indicate the presence of error conditions such
as a missing chart
A battery-backed Real-time-clock is used to ensure the correct time is

permanently available, even if the Tachograph is disconnected from the
vehicle battery. Note: not all versions

DD55309 Rev 05 319
Available in ‘No display’ form specifically for use on vehicles fitted with an
instrument cluster that displays speed, distance, time etc
Error codes can be displayed and are stored in non-volatile memory
During inactivity periods with ignition off, the duty trace will remain on rest
and the speed trace will remain at zero. Traces will be recorded for a
maximum of 24 Hours from the time of last chart insertion ensuring that no
traces will be overwritten
OEM specific CANBus versions are available for different vehicle manufacturer
types
Can be set-up to have a dedicated speedometer output for vehicles fitted with
a separate electronic speedometer
2400 are NOT approved for use in hazardous goods vehicles

DD55309 Rev 05 320
The 2400 Tachograph – Front View ‘With-Display’ Version
Driver Duty Button LCD Display Crew Duty Button
Driver Mode Drawer Crew

Advance
Duty Change Eject Duty
Button
LEDs Button Button LEDs

DD55309 Rev 05 321
The 2400 Tachograph – Front View ‘No-Display’ Version
Driver Duty Button Crew Duty Button
Driver Drawer Crew

Duty Eject Duty
LEDs Button LEDs

DD55309 Rev 05 322
The 2400 Tachograph – Rear View
D C B A
Rear Connectors –
‘C’ – Engine Speed, Red ‘A’ – Voltage, White
‘D’ – Auxiliary Signals, Brown ‘B’ – Vehicle Speed, Yellow

DD55309 Rev 05 323
The 2400 Tachograph - Competitors Unit, Kienzle1324

DD55309 Rev 05 324
The 2400 Tachograph – Driver-Duty Buttons
Two individual push buttons are provided, respectively for the current driver
and the co-driver or crew, for initiating a period of recorded duty. The
current driver is allocated the left hand Driver Duty push-button 1, while the
crew is allocated the right hand Driver Duty push-button 2
The mode of duty for the Driver or the Crew is selected by the appropriate
Duty push-button and displayed by LEDs immediately below the relevant
push-button. In order to change a mode of activity the Driver or Crew
member will press their respective Duty push-button a number of times,
until the LED indicating the required mode of duty is illuminated
The 2400 is a fully automatic Tachograph which means that the driver duty
status automatically reverts to Drive when the vehicle begins to move,
reflected by a Drive trace on the Driver 1 Chart, although the LED’s will
continue to reflect the most recently selected mode for Driver 1. Similarly
for the Crew, if the 2400 Tachograph ‘Crew Auto-Duty’ parameter is
enabled, when the vehicle begins to move the Crew duty status recorded
will automatically change from rest to available (1). The Crew Auto-Duty
parameter can be enabled or disabled using a MKII programmer as
described in section 3.3
DD55309 Rev 05 325
The 2400 Tachographs – Mode Change & Advance Push

Buttons
The Mode Change push-button, which is identified by a

circular white dot ●, is used to select whether the display
indicates the odometer reading or the odometer trip
reading, and to adjust the time
If a 2400 Tachograph has been configured to display engine

Revs in RPM, then the mode change push-button will select
between RPM, Odometer and Trip distance
The Advance push-button, which is identified by a white

plus sign +, is used to reset the trip value to zero – press
and hold for 3 seconds in trip-mode, and to alter individual
field settings of the time and date as described below

DD55309 Rev 05 326
The 2400 Tachograph – Eject Push Button
The Eject push-button, which is identified by the white

legend ▲, is pressed to open the drawer. When the Eject
push-button is pressed, a 3 mm radial line is drawn on the
Driver chart between the Duty and Distance traces to
record that the drawer is being opened, then the styli are
withdrawn from the charts
While the styli are retracting, the LED mode changes to the automatic
sequence shown below indicating that the Tachograph is carrying out
internal functions, in this case stylus retraction. Once the styli are fully
retracted, the LED mode reverts back to the flashing sequence also shown
below, indicating that the drawer can now be opened by the operator by
pushing the drawer at the oval emboss next to the eject button
It is not possible to open the drawer when the vehicle is in motion or when
the vehicle ignition is off, or if the power to the Tachograph is removed

DD55309 Rev 05 327
The 2400 Tachograph – Eject Push Button – LED Sequences
LED Automatic
Sequence - styli
Retracting
LED Sequence –
Drawer Opening

DD55309 Rev 05 328
The 2400 Tachograph – Display Modes
The display area of the fascia provides a continuous LCD indication of all
information that the operator will require during a journey
Four distinct modes of display are normally available,

• Two by pressing the Mode change button (●),
• NORMAL MODE, TRIP MODE,
• Two by pressing the Mode change button (●) and the advance
push-button (+) simultaneously,
• DTC VALUE DISPLAY MODE, DTC TIME AND DATE DISPLAY MODE
Note: The Diagnostic Trouble Code (DTC) modes are only available for
display if the internal ‘DTC Enable’ option is set

DD55309 Rev 05 329
The 2400 Tachograph – Display Modes
NORMAL MODE TRIP MODE
DTC VALUE DTC TIME AND DATE

DISPLAY MODE DISPLAY MODE

DD55309 Rev 05 330
The 2400 Tachograph – Display
The standard display features the following three distinct information areas,
• The upper right hand area of the display alternatively indicates,
• the odometer reading - the total cumulative distance travelled in
kilometres
• or the trip reading - the total distance travelled, in kilometres,
since the trip figure was last reset, up to a maximum of
9999.9km
In order to identify the display mode that is active, the trip
distance is prefixed with the letters ‘Tr’
• The lower right hand area of the display indicates the time in 24-hour
clock format as a four-figure number, with a flashing colon separating
the hours from the minutes. The colon flashes when the correct
chart time has been found and indicates chart recording has started
• The left-hand side of the display indicates the current speed of the
vehicle, expressed in kilometres per hour, km/h

DD55309 Rev 05 331
The 2400 Tachograph – Adjusting the Time
The time setting actions for a 2400 Tachograph is dependant on whether or

not the unit has an internal battery-backed real-time clock, RTC, fitted
For units with an RTC fitted, the master time and date for the Tachograph
can only be set using a MKII Tachograph programmer as described in
section 3.3. The user controls can only be used to set a local time which is
based on an offset value applied to the master RTC time
For units without an RTC fitted, the master time and date and the local
(offset) time are always the same and they can be set using either a MKII
programmer or by using the user controls on the front of the Tachograph

DD55309 Rev 05 332
The 2400 Tachograph – Adjusting the Time – Non-RTC Units
The displayed time can only be changed with the drawer open. A 2400 must
be switched to the Time Adjust mode by pressing the Mode Change push-
button (●) for more than 3 seconds. In this mode, the Mode Change push-
button (●) is used to switch between the various time/date fields while the
Advance push-button (+) is used to increase the displayed value in the
current field
The adjustment process can be carried out on six fields as follows,

• hours (two digits) and minutes (two digits) colon (:) separated,
• month (two digits) and day (one or two digits) colon (:) separated,
• 1st two digits for the year and the 2nd two digits for the century
If no key is pressed for 10 seconds during the clock setup procedure, then
the settings changed only up to that point are retained. On completion of the
clock setup procedure, i.e. after all six fields have been set, press the Mode
change (●) push-button again to save the settings and to exit the Time
Adjust Mode
DD55309 Rev 05 333
The 2400 Tachograph – Adjusting the Time – RTC Units
In a unit with a battery-backed real-time clock, the master internal time is

‘remembered’ by the unit when power is removed. A user can only adjust an
OFFSET around that time i.e., for setting a local time. The ranges of the
offset are –23h 59m to +23h 59m
To adjust the time Offset, press the Mode Change push-button (●) for more
than 3 seconds with the drawer open to initiate the change mode. Adjust the
Offset using the Mode Change push-button (●) to switch between hours and
minutes and the Advance push-button (+) to increase the displayed value in
the current field. If no key is pressed for 10 seconds during the Offset time
setting procedure, then the current displayed time will be retained. On
completion, press the Mode change (●) button again to save the settings
When the clock adjust mode is entered, both time and date are shown on the
display, i.e.

DD55309 Rev 05 334
The 2400 Tachograph – Chart Fitting
The Tachograph chart is a record of the driver's activity and therefore each
driver and co-driver must have their own chart, which they should take with
them when they change vehicle. The instrument is so designed that the
driver's chart records work mode, speed and distance, whilst the co-driver's
chart only records work mode
If a vehicle is double manned, it is important that the charts are inserted

correctly and in sequence - co-driver first and main driver second - as the
chart insertion method for driver and co-driver differs slightly. Also if the
co-driver takes over the driving duties and the driver becomes the co-driver
during the shift, their charts must also change places so that the new driver
can record speed and distance on his chart
A co-driver chart must not be fitted when a 2400 is being used for single
Driver operation. However, after the driver chart is installed and the
drawer is closed, the crew LEDs will indicate that a chart is missing, but
these may be ignored

DD55309 Rev 05 335
The 2400 Tachograph – Chart Fitting – Co-driver
The Tachograph drawer must be opened by pressing the Eject push-button.

The vehicle must be stationary with the ignition switched on
The LEDs will illuminate in turn, as described above to indicate that the styli
are being withdrawn, and then to alternately flashing, Driver LEDs and
Crew LEDs, to indicate that the drawer can be opened
Push the front of the drawer in the position shown - DO NOT press on the
display

DD55309 Rev 05 336
This will cause the drawer to unlatch and spring forward to the partly open
position
The drawer can now be carefully pulled out to its fully extended position, as
shown. The chart table, upon which the chart locates, is now exposed to
facilitate easy insertion of the chart

DD55309 Rev 05 337
Rotate the chart table so that the thin end of the pear shaped drive
spindle on the table is facing 12 o’clock
With the face of the chart uppermost, insert the edge of the chart
through the transverse slot between the front and rear chart platens, as
shown. Then carefully locate the chart over the pear-shaped drive
spindle such that the thin end of the pear-shaped hole in the centre of
the chart is located first
Fit crew chart

under chart
table plate

DD55309 Rev 05 338
The 2400 Tachograph – Chart Fitting – Driver
Again rotate the chart table so that the thin end of the pear shaped drive
spindle on the table is facing 12 o’clock
With the face of the chart uppermost, insert the edge of the chart such
that its edge locates under the two location fingers at the rear of the
chart table, as shown. Carefully locate the chart over the pear-shaped
drive spindle such that the thin end of the pear-shaped hole in the centre
of the chart is located first – make sure the chart is located over the pips
on the spindle
Fit driver chart

under location Locate chart
fingers over pips

DD55309 Rev 05 339
The 2400 Tachograph – Chart Fitting
After the charts are inserted, close the drawer by pushing it forward only
in the position as shown above until it is mechanically latched
The Tachograph will then carry out internal procedures to align the
charts to correspond with the correct time and to deploy the styli
These procedures, which are automatic operations, are usually

completed after a short time, typically 40 seconds, but may take up to 90
seconds in some cases. The Tachograph will only start recording when
the colon in the clock begins flashing

DD55309 Rev 05 340
The 2400 Tachograph – Chart Recording in Stationary Vehicle
with Ignition Off
When a vehicle is stationary with ignition off, the stylus movement is

minimised, thus reducing the overall acoustic output of the 2400. This is
known as the quiet running mode
If the following conditions are present,

• Driver duty (and if appropriate, Crew duty) set to Rest,
• Zero speed,
• Ignition OFF,
• Fourth trace OFF (i.e. no events and/or zero engine speed)
Then the speed rack will remain positioned at the zero speed mark. The
duty rack will position itself in the Driver duty Rest position. The chart
table will continue to rotate and this will cause a 0km/h Speed trace
and a driver Duty Rest trace to be drawn but NO distance trace will be
recorded as shown below

DD55309 Rev 05 341
The 2400 Tachograph – Chart Recording in Stationary Vehicle

with Ignition Off
Duty trace
remains in
‘Rest’ position
No distance
trace recorded
Speed trace
remains at
0 km/h mark
If the vehicle moves, or the ignition is switched on, or the drawer is

ejected, then the speed, duty and distance traces will revert to being
recorded in the usual manner
DD55309 Rev 05 342
The 2400 Tachograph – Bench Testing
Bench testing of a 2400 Tachograph must be carried out in conjunction

with a MKII Programmer and with the 2400 Tachograph REMOVED from
the vehicle
The method of Bench testing a 2400 Tachograph is fully described in the

next section

DD55309 Rev 05 343
The 2400 Tachograph – Installation - Power Connections
An AMP mini timer plug, 2714-265 and terminals, 2714-270 are used with
automotive insulated cable 1 mm2 to make up the appropriate power loom
for a 2400 Tachograph as shown
2714-265
ILLUMINATION (Housing Natural)
AND
IGNITION 2714-270 (tabs)

DD55309 Rev 05 344
The 2400 Tachograph – Installation - Sender Connections
The connections for a standard 4-wire Tachograph sender input connector

are as listed in the table below. Pins 5 to 8 are not connected to the
sender, but are used for output signals as described. A full description of
all 2400 Tachograph rear connections is included as Appendix A of the
2400 section of the Training Manual
Socket B Function
Pin 1 Positive supply to sender
Pin 2 Negative supply to sender
Pin 3 Main channel input
Pin 4 Encrypted or Complimentary Input
Pin 5 Dual-axle setting
Pin 6 V-pulse – customer specified
Pin 7 V-pulse – ISO
Pin 8 4-pulses per metre

DD55309 Rev 05 345
The 2400 Tachograph – Installation - General
A Tachograph Installation Kit, 7450-330 is available to aid fitting the 2400

Tachograph in a vehicle. The kit consists of,
• a 2400 power harness - 1 metre long, 7450-360
• a self-threading nut with integral washer, 6450-132
• a universal mounting strip, 6450-130
• a Tachograph cage, 6450-129
• a rubber acorn, 6450-061
• a pair of Tachograph removal tools, 6350-023
When installing a Tachograph, first pull the wires through from the back of
the cavity and insert the radio cage into the enclosure. It is very important
that the wires are of a suitable length to allow the unit to be moved in and
out of the slot when connected. Equally important is to allow the wires
enough space at the rear of the unit so that it can sit in place without
crushing the wires as this puts strain on both the wires and the
Tachograph
DD55309 Rev 05 346
The 2400 Tachograph – Installation - General
After installation, the Tachograph must be supported at the rear of the

unit. Placing the rubber acorn onto the peg at the rear of the unit and
using this to support the unit will achieve this
Alternatively a universal mounting strip and self-threading nut can be used

to aid the support of the Tachograph. One end of the mounting strip is
placed over the Tachograph rear peg and then secured with the self-
threading nut screwed onto the peg. The other end of the strip can then
be fixed to the vehicle to secure the rear of the Tachograph
The angle of installation of a 2400 Tachograph must not be greater than

45° from the horizontal to prevent the drawer from slamming open or
shut

DD55309 Rev 05 347
The 2400 Tachograph – Removing the Tachograph
The 2400 Tachograph may be removed with the drawer open or closed.
With the drawer closed, four small holes can be seen at the sides of the
plastic front fascia, as shown. To remove the unit, a pair of Tachograph
extraction tools, 6350-023, should be inserted into the two pairs of holes,
with the tools perpendicular to the Tachograph. Once pushed in, both
extraction tools should be pushed out sideways and then pulled at the
same time. The tools will grip the unit and enable it to be pulled out
Four
Removal
Holes

DD55309 Rev 05 348
The 2400 Tachograph – Opening the Drawer Whilst
Disconnected
In the event of a power disconnection or failure the 2400 drawer may only
be opened - to access charts - after removing the unit from the dashboard
to gain access to the release mechanism at the rear of the Tachograph
At the rear of a 2400 as shown, there is a small hole. If a Drawer-Eject

tool (6450-131) is inserted and light pressure is applied to the fascia, the
drawer will unlock and spring out. This method must only be used when
there is no power present. Opening the drawer using this method,
when the unit is powered, may result in damage to the
Tachograph
Drawer Release Hole

DD55309 Rev 05 349
The 2400 Tachograph – Calibration and Programming
The vehicle should be calibrated using an approved method as previously

described. When the vehicle calibration parameter (W-factor) has been
determined this value should be programmed as the calibration factor for the
Tachograph (K-factor)
The K-factor for a 2400 Tachograph can be set using a MKII Tachograph
programmer, or any other VOSA approved programming device. The method
for programming this parameter and other 2400 parameters is fully explained
in section 3.3

DD55309 Rev 05 350
The 2400 Tachograph – Checking the System Installation
It is a VOSA requirement to prove that the Tachograph installation is correct

by carrying out a Tachograph test after the installation into the vehicle
The procedure for testing a 2400 Tachograph that is installed in a vehicle is as

follows:
Tachograph display lights are illuminated and that the duty LEDs are
on and that all driver duties can be selected
rolling road rollers until the speed reading on the rolling road console/
controller is 50 km/h. Hold the speed at 50 km/h and check that the
2400 displays a speed of 50 km/h ±4 km/h. Decelerate the vehicle to
a stop and check that the 2400 speed returns to zero. If a rolling-road
is not available the vehicle must be road tested to ensure the 2400
responds to vehicle speed changes

DD55309 Rev 05 351
The 2400 Tachograph – Input and Output Signals –

Communication Interfaces – CANbus
CANbus Interface - The CANbus interface connections and descriptions are

shown in the Table below,
PIN NUMBER DESCRIPTION

A4 CAN HIGH
A7 CAN GROUND
A8 CAN LOW
C5 CAN HIGH
C6 CAN GROUND
C7 CAN LOW
C8 Internal resistor to CAN HIGH

DD55309 Rev 05 352
CAN – Controller Area Network – a versatile vehicle communications system.

It is a serial bus system useful as an open communication system for
intelligent devices such as the 2400 Tachograph. It functions as an interface
between the Tachograph and the vehicle instrument cluster
CANbus types supported by the 2400 are,
• Daimler-Chrysler Renault,
• MAN Volvo,
• DAF Iveco,
• Scania ISO

DD55309 Rev 05 353

The CANbus capability of the 2400 must be disabled using the MKII
Programmer when no CANbus is present in the vehicle. The CANbus driver
integrated circuit is used as an interface between the CAN controller and the
data bus. The transmitter outputs CAN LOW and CAN HIGH are protected
against short circuits and electrical transients, which may occur in an
automotive environment
In case of short circuit, CAN HIGH to CAN LOW, CAN HIGH to ground, CAN
LOW to ground, the protection circuit recognizes this fault condition and the
transmitter output stages are disabled
Typical parameters that can be transmitted through the CANbus network

include:
• Speed, Time, Driver Duty, Distance Travelled (odometer)

DD55309 Rev 05 354
Communication Interfaces – K-line
K-line Interface - A K-line driver integrated circuit is used to implement

the K-line interface
This is a bi-directional serial communication interface in accordance with

ISO 9141. The K-line interface is used for device diagnostics and for the
configuration of the Tachograph
The Stoneridge MKII Tachograph Programmer uses the K-line Interface to

communicate with the 2400 Tachograph via the front D-shaped connector

DD55309 Rev 05 355
The 2400 Tachograph – Input and Output Signals
Events Inputs - These inputs are used to record events on the Tachograph
chart
Events inputs respond to signal levels in excess of 4V
Event input 1 is the input that signals that ‘event 1’ will be registered on the
Event Trace
• Rear Connector Pin D1 is used for the Event 1 Input
Event input 2 is the input that signals that ‘event 2’ will be registered on the
Event Trace
• Rear Connector Pin D2 is used for the Event 2 Input

DD55309 Rev 05 356
Engine Revs Input
The Revs 1 input signal is monitored by the processor and is used to

determine engine speed. The input line is normally connected to the W-
terminal of the alternator
The Revs 2 input signal is monitored by the processor and is used to

determine engine speed
Engine speed can be measured by monitoring either the signal from a revs
sender, rear connector Pin C4, or from the W-terminal of the alternator rear
connector Pin C3

DD55309 Rev 05 357
Dual Ratio Rear Axle Input - When a 2400 Tachograph is configured to

accommodate Dual Ratio Rear Axle units this input is used to monitor the
status of an electrical switch integrated with the rear axle ratio setting
control mechanism
When the input line is pulled low the speed displayed and recorded by the
Tachograph is multiplied by a factor that reflects the change in gear ratio
implemented by the dual speed rear axle mechanism. A MKII Programmer,
can be used to modify the multiplication factor
• Rear Connector Pin B5 is used for the Dual Ratio Rear Axle Input
Signal
Real-time Input from Sender - This input interface monitors and

conditions the pulse signal from the speed sender mounted on the vehicle
transmission system. This signal is referred to as the Real-Time signal
• Rear Connector Pin B3 is used for the Real-time input from the
sender
DD55309 Rev 05 358
Complimentary Input from sender - This interface has two modes of

operation depending on whether the 2400 is configured for connection to a
4-wire sender or an encrypted sender
For a 4-wire sender, the input is purely an interface that monitors and
conditions the pulse signal from the speed sender. This signal is the
complement of the Real-Time speed sender signal and is referred to as the
Complementary signal. It is compared with the Real-Time signal to verify
sender signal integrity. For an encrypted sender, the input supports a bi-
directional data link between the processor in the 2400 Tachograph and the
encrypted sender. The data on this channel is used to verify the signal
integrity of the sender
• Rear Connector Pin B4 is used for the sender Complimentary Input

Signal

DD55309 Rev 05 359
V-Pulse Output - The V-Pulse output interface is a positive going pulse

output signal that is triggered by each pulse from the speed/distance
sender
• Rear Connector Pin B7 is used for the standard ISO V-Pulse output
signal
• Pin B6 can be used as an alternative customer variant V-Pulse
signal available in ISO or Open Collector formats
4-Pulses per Metre Output - The 4-Pulses Per Metre output interface
is an output string of positive pulses generated at a rate where 4 pulses
correspond to one metre
• Rear Connector Pin B8 is used for the 4-Pulses Per Metre signal

DD55309 Rev 05 360
Overspeed Output - The Overspeed Output is active when an overspeed

condition is detected
• Rear Connector Pin D5 is used for the Overspeed Output signal
Speedometer Output - The Speedometer Output signal is a rectangular

output waveform that is used to drive the vehicles’ speedometer so that it
displays the correct speed. A speedometer output calibration factor must be
programmed into the Tachograph in order for the correct speed to be
displayed
• Rear Connector Pin D6 is used for the Speedometer Output signal,
and it should be noted that for some 2400 customer types, this
output would have been factory initialised as an open-collector output
as opposed to the standard ISO configuration

DD55309 Rev 05 361
Serial Data Output - The Serial Data Output channel is used to

continuously transmit speed, distance, time, date, engine revs, driver and
crew duty information in a Stoneridge Electronics proprietary serial data
format
• Rear Connector Pin D8 is used for the Serial Data Output signal
General Warning Output - The General Warning Output allows options

for Low-Speed, DTC Warnings or Chart Change Warnings, or the output may
be disabled
• Rear Connector Pin D4 is used for the General Warning Output

DD55309 Rev 05 362
Section 3.3
Using The MKII Programmer With

the 2400 Tachograph

DD55309 Rev 05 363
The MKII Programmer – Tachograph Type Selection
Before using the Programmer, the model of

Tachograph to be interfaced with must be selected
VR2400 MAIN MENU
from the Main Menu. When the Programmer is
:TACHO SELECT
switched on the first item displayed on the ‘MAIN
MENU’ is ‘TACHO SELECT’. From elsewhere in the
‘MAIN MENU’ press the ← or → keys until ‘TACHO
SELECT’ is displayed
Press ENTER and the ‘TACHO TYPE’ menu will be

displayed. Press ENTER again and then use the ← TACHO TYPE
or → keys to select the appropriate Tachograph :2400 Series
type i.e. Stoneridge VR2400. Press ENTER to make
the selection and then MENU to return to the MAIN
MENU

DD55309 Rev 05 364
The MKII Programmer – Sender Selection 2400
For Stoneridge VR2400 series Tachographs, the

VR2400 MAIN MENU
sender type must be selected
:PULSER SELECT
With the Programmer at the VR2400 MAIN MENU

and displaying ‘PULSER SELECT’, connect a Cable U SENDER TYPE
between the Programmers’ Socket ‘C’ and the 2400 :Encrypted ← →
Tachograph 6-way D-shaped socket and then press
ENTER
Note: Use the ← or → keys to scroll through the options until the
preferred sender type is displayed. Press ENTER and again to confirm the
selection
The four choices available for sender Type are,

• Encrypted, 4-Wire, 3-Wire and Magnetic

DD55309 Rev 05 365
Using the MKII with the 2400 – Interfacing the MKII to the
Tachograph
Interfacing of the MKII Programmer to a 2400 Tachograph is done via the

MKII 8-pin DIN connector and the 2400 6-way front calibration connector
Both connectors are keyed so that wrongly inserting them is not possible
The 2400 6-way connector is exposed by first opening the drawer and
removing the sealed programming socket cover-clip as shown below
For most tests, the programmer is connected to the 2400 using a special
2400 calibration/programming cable, part number 7780-936, as shown

DD55309 Rev 05 366
Using the MKII with the 2400 – Interfacing the MKII to the
Tachograph
Insert DIN Connector into MKII

Programmer 8-Way DIN Socket
2400 6-way Programming Socket

with Sealed Cover-clip removed

DD55309 Rev 05 367
Using the MKII with the 2400 – Bench Test
Before installation, and during recalibration it is a Legal requirement to carry

out a Tachograph Bench Test with the Tachograph removed from the
vehicle. This requires the unit to be run at different speeds for different
periods of time and with different driver duty modes selected
The Tachograph Programmer provides a test signal simulating the pulser

output which gives the required speed outputs for the required times. The
only operator intervention is then to set the duty modes at the appropriate
times as indicated by the Programmer. The programmer is connected to the
2400 using a Tachograph drive lead, 7780-981 similar to that shown below

DD55309 Rev 05 368
Before performing the Bench Test it must be ensured that the ‘UK’ Bench Test
is selected via the Diagnostics menu. It is recommended that a Clock Test is
performed on the Tachograph prior to Bench Testing
From the MAIN MENU select BENCH VR2400 MAINMENU
TEST using the ← and → keys, and press :BENCH TEST
ENTER.
Select the Tachograph scale (125, 140 or Select the scale

180 km/h) using the ← and → keys, and : 125 km/h ← →
press ENTER.
Set the Tachograph to a K-factor of 8000 Select K-factor

(remember to note the original setting :8000 Pul/km?
first). Press ENTER.
Note: for a 2400 it is easier to read in the
current K-factor value prior to the bench
test and then use this value.

DD55309 Rev 05 369
Select whether changing the driver Duty is Auto Duty

to be automatically or manually. :Off ←→
Press Enter to accept current setting or the
← and → keys to change.
Make sure the 2400 LCD display backlight is Check backlight

illuminated. illuminated
Note: this task should be ignored for a ‘No-
display’ version of the 2400.

charts must be inserted. For a single


DD55309 Rev 05 370
The speed will now be maximum speed for Speed: 125 km/h
the selected scale for 10 seconds and the Time: 10 s
time will count down to zero and then an
audible beep will be heard.
The speed displayed will then go to 0km/h Speed: 0 km/h

for 10 seconds (the time will count down to Time: 10 s
zero) and an audible beep will be heard
again.

Tachograph. This will be required later to reading
check the accuracy of the odometer. Press
ENTER.
The speed will now go to 40km/h and will Speed: 40 km/h

be held for 2½ minutes (the time will count Time: 150s
down to zero). At the end of the 2½
minute test there will be an audible beep.

DD55309 Rev 05 371
The speed will then go up to 80 km/h. After Speed: 80 km/h

a further 2½ minutes (the time will count Time: 150s
down to zero) there will again be an audible
beep indicating the end of that test.
further 3 minutes (the time will count down Time: 180s
to zero). At the end of the time there will
be a further beep and the speed will return
to zero.

After that time an audible beep will be
heard.

DD55309 Rev 05 372

heard.
Set the driver and crew duty to rest (2). Driver=Rest

Press ENTER on completion. Crew=Rest
The unit will record Rest (2) duty for 2 Recording duty
heard.
Compare the new odometer reading with Check odometer

that noted above - a difference of 10km is added 10 km
expected.

DD55309 Rev 05 373
Note: carry out ‘sender disconnect’ and ‘power interrupt’ tests to complete
the bench test – DO NOT EJECT the 2400 drawer until the clock colon is
flashing to indicate the Tachograph is recording
Open the 2400 Tachograph and check that Check clock

the time on the chart corresponds with the to chart time
time indicated on the clock. Press ENTER
on completion.
Remove the chart(s) and check the traces Check chart rec.
have been completed satisfactorily – speed, Set K for veh.
duty & distance traces on driver chart and
duty trace on crew chart (if fitted). Press
ENTER on completion.
Press the ENTER key to complete the test VR2400 MAIN MENU
and return to the MAIN MENU. :BENCH TEST

DD55309 Rev 05 374
Using the MKII with the 2400 – Clock Test
A Tachograph clock test can be carried out on 2400 Tachographs using a

direct MKII-Tachograph connection via a 2400 calibration cable, 7780-936
The method of the test is as shown below,
From the MAIN MENU select CLOCK TEST VR2400 MAIN MENU
using the ← and → keys. Press ENTER to :CLOCK TEST
start the test.
The Programmer will display the message Testing clock

‘Sending Data’ then ‘Testing Clock’ as shown.
After a short time the clock accuracy in Clock Accuracy

seconds per day will be displayed. +0.2s/day
In the case of a lack of signal from the ERROR! No signal

Tachograph (caused usually by a faulty cable
connection to the Tachograph) the
programmer will display an error message.

DD55309 Rev 05 375
Using the MKII with the 2400 – Control Menu Functions
For a 2400 Tachograph, this menu can be used to reset the Tachograph or to
pair the Tachograph with a KITAS1 encrypted sender
The Programmer is connected to the 2400 using a 2400 Calibration cable,

7780-936. The method of the test is as shown,
From the MAIN MENU select ‘TACHO VR2400 MAIN MENU

CONTROL’ using the ← or → keys, and :TACHO CONTROL
press ENTER.
From the CONTROL MENU make the CONTROL MENU

required selection - using the ← or → : Pair sender
keys to select Reset tacho or Pair
sender. Press ENTER to confirm the
selection.

DD55309 Rev 05 376
Using the MKII with the 2400 – Control Menu Functions
In the case of ‘Reset tacho’, the CONTROL MENU

programmer will cause the Tachograph to : Reset tacho
simulate a Power Off/On Condition.
In the case of ‘Pair sender’, press ENTER Sending data

and the sender will pair automatically Data transfer OK
within 60 seconds.
Note: When paired to an encrypted sender,

the Tachograph recognises only that
sender. The signal from the sender
becomes unique to the Tachograph that it
is paired with.

DD55309 Rev 05 377
Using the MKII with the 2400 – Identify Tachograph Function
This function interrogates a 2400 Tachograph via its K-line connection.

Parameters that can be observed for a 2400 are; System supplier,
Manufacture date, Serial number, Hardware version, Software number,
Software version and System name
The Programmer is connected to the 2400 using a 2400 Calibration cable,

The From the MAIN MENU use the ← and VR2400 MAIN MENU
→ keys to select IDENTIFY TACHO. :IDENTIFY TACHO
Press ENTER and the Programmer will

interrogate the Tachograph. Use the ←
and → keys to scroll through the available
Tachograph parameter options as listed
above.

DD55309 Rev 05 378
Using the MKII with the 2400 – Read / Erase DTCs
Function
This function interrogates a 2400 Tachograph via its K-line connection and
enables the Diagnostic Trouble Codes (DTCs) stored in the Tachograph to be
displayed on the Programmer and then erased from the Tachographs
memory if required. A full list of 2400 DTCs is included as Appendix B of the
2400 section in the Training Manual
The programmer is connected to the 2400 using a 2400 Calibration cable,

From the MAIN MENU select VR2400 MAIN MENU

READ/ERASE DTCS using the ← or → :READ/ERASE DTCS
keys, and press ENTER.
If no connection is made, an error TRANSFER FAILURE

message will be displayed, before
returning to the main menu.

DD55309 Rev 05 379

Function
If the connections are made, the Reading Data

programmer will read the DTCs data from
the Tachograph and messages will be Please Wait
displayed to indicate this.
For a 2400 Tachograph, a DTC screen DTC=A423 Cnt=1

will then be displayed, typically as shown 14:42 10/07/2005
opposite.
Use the ↑ and ↓ keys to check all the
other Tachograph stored DTCs.
Press the DELETE key to delete an
individual displayed DTC from the
Tachographs memory.

DD55309 Rev 05 380
Function
Press the ENTER key to erase all the Press <ENTER>

stored DTCs from the Tachographs to clear DTCs
memory.
Press the MENU key to return to the main VR2400 MAIN MENU
menu without erasing any of the :READ/ERASE DTCS
Tachograph stored DTCs.

DD55309 Rev 05 381
Using the MKII with the 2400 – Programming the Tachograph
The MKII Programmer supports programming of the Stoneridge 2400 series

Tachograph
The Programmer is connected to the 2400 using a 2400 Calibration/

Programming cable, 7780-936. The method of the test is as shown below
It should be noted that in all cases, once settings have been altered, the
SEND ALL DATA command can be used to transfer all the information at the
end. It is, however, possible to send each individual setting after alteration
by pressing the SEND key
Care must be taken when using SEND ALL DATA that no parameters are
accidentally overwritten with a wrong value which in extreme cases may
cause a vehicle to malfunction. Using the SEND key to individually transmit
parameters is more time consuming but is much safer in terms of
accidentally overwriting a Tachograph parameter with a wrong value

DD55309 Rev 05 382
Using the MKII with the 2400 – Programming the Tachograph,
Reading Parameters
All interaction between a MKII Programmer and a 2400 Tachograph is

controlled by the MKII Programmer
Initially the parameters must be read from the 2400 Tachograph and a copy
transferred to the Programmer. The MKII ‘READ ALL DATA’ 2400 Main menu
option is used to do this
The Programmer menu screens should be scrolled through using the ‘Left’ and
‘Right’ arrow buttons until the ‘READ ALL DATA’ option is shown
2400 MAIN MENU

:READ ALL DATA

DD55309 Rev 05 383

Reading and Modifying Parameters
Press the Programmer ‘ENTER’ button to initiate the parameter data transfer
from the 2400 Tachograph to the MKII Programmer. The Programmer will
display the message shown while the data is being transferred and then a
second message as shown once the parameter transfer is completed
Reading data Data transfer OK

........
Once the VU parameters have been ‘read’ into the Programmer they can
then be modified individually

DD55309 Rev 05 384
Modifying and Sending Individual Parameters
The 2400 parameters can be modified using the Programmer ‘MODIFY DATA’
Main menu option. A full list of the ‘read’ parameters that can be modified is
given below
2400 MAIN MENU

:MODIFY DATA
Once a parameter has been modified the new value can then be ‘sent’
back to the 2400. The Programmer ‘SEND’ key can be used to transmit
individual parameters. The display will be as shown
Sending Data Sending Data

Data transfer OK

DD55309 Rev 05 385

Sending All Parameters
It is also possible to reprogram a 2400 Tachograph with a whole set of

updated parameters. The ‘SEND ALL DATA’ Main menu option can be used to
do this
2400 MAIN MENU

:SEND ALL DATA
Press the MKII Programmer ‘ENTER’ button to initiate the parameter data
transfer from the Programmer to the Tachograph. The MKII will display
the message shown whilst the data is being transferred
Sending data
........
DD55309 Rev 05 386
Sending All Parameters & Checking Updated Parameters
Once the parameter transfer to the Tachograph is completed, the Programmer

will display the message shown
Data transfer OK
The successful transmission of the parameters can be confirmed by ‘reading’

back the parameters from the Tachograph as described previously and then
using the ‘modify’ function to check the new values have been programmed
correctly
2400 MAIN MENU 2400 MAIN MENU

:READ ALL DATA :MODIFY DATA

DD55309 Rev 05 387

Parameters that can be Modified
As explained above, once the 2400 parameters have been ‘read’ into the MKII
Programmer, they can be modified using the MKII ‘MODIFY DATA’ Main menu
option. Press the Programmer ‘ENTER’ button to enter the ‘Modify Data’ sub-
menu
2400 MAIN MENU
:MODIFY DATA
Press the ‘Left’ and ‘Right’ Programmer arrow buttons to scroll through the
parameters that can be modified, e.g. K-factor as shown. The updated
parameters can then be ‘sent’ back to the 2400 as explained previously
K-factor
:8000

DD55309 Rev 05 388
2400 Parameters which may be Programmed are:
• K-Factor, Current Date, Ign On Record,

• Odometer reading, Time Offset, Crew Auto Duty,
• Pulses Per Engine Revolution, Output Shaft Factor, 7 Day Eject PIN,
• Engine Speed Recording, 4th Chart Trace, VIN,
• CANBus RPM, CANBus Enabled, Service Delay,
• RPM Display, Customer Type, Install Date,
• Odo Leading 0s, Dual Axle, Reset Heartbeat,
• Overspeed Flash, Dual Axle Ratio, Analogue Revs,
• DTCs Enabled, Speedo OP Factor, Pin D4 Function,
• Overspeed, D6 Pin Function, Low Speed Limit,
• Current Time, Serial Comms, Kline Speedo

DD55309 Rev 05 389

K-factor – Press ‘ENTER’ and key in the new value. Press ‘ENTER’ again to
confirm the value
K-factor
:8000
Odometer – Press ‘ENTER’ and key in the new value. The last digit input is
tenths, thus an odometer reading of 100.0 km should be input as 1000. Press
‘ENTER’ again to confirm the new value. Note: the value can be programmed
above 1000 km ONLY ONCE
Odometer
:000548.7

DD55309 Rev 05 390
Pulses Per Engine Revolution – Press ENTER and a cursor will flash. Key
in the required PPR value and press ENTER. Bear in mind that the last three
digits are thousandths and the number 19.000 must be typed in as 19000
Pulses per Rev

:19.000
Engine Speed Recording – Select each of the engine speed recording

bands (Low Power, Economy and Poor Economy) in turn. Press ENTER and
characters ← → will appear. Use the ← and → keys to select the required
value and terminate by pressing ENTER
Note: the Programmer will not allow entry of inconsistent engine speed
bands. For example, the user may not set a minimum speed for the Economy
band which is lower than the speed defined for the Low Power band

DD55309 Rev 05 391

Engine Speed Recording (continued) –
Low Power Band

:700 Revs/min
Economy Band
:900 Revs/min
Poor Economy
:1100 Revs/min

DD55309 Rev 05 392
CANBus RPM – Press ENTER and use the ← and → keys to select ON or
OFF. Press ENTER to confirm the selection
CANBus RPM
:Off ←→
RPM Display – Press ENTER and use the ← and → keys to select ON or OFF.
Press ENTER to confirm the selection
RPM display
:Off ←→

DD55309 Rev 05 393

Odo Leading Zeros – Press ENTER and use the ← and → keys to select ON
or OFF. Press ENTER to confirm the selection
Odo leading 0s
:Off ←→
Overspeed flash – Press ENTER and use the ← and → keys to select ON or
Overspeed flash
:Off ←→

DD55309 Rev 05 394
DTCs Enabled – Press ENTER and use the ← and → keys to select ON or
OFF to enable or disable DTC display. Press ENTER to confirm the selection
Note: DTC recording is NOT affected by this parameter
DTCs enabled
:Off ←→
Overspeed – Press ENTER and a cursor will flash. Key in the required over
speed value and press ENTER
Overspeed
:90 km/h

DD55309 Rev 05 395

Current time – Press ENTER and a cursor will flash. Key in the current time
and press ENTER. The time can also be set via the keys on the fascia of the
2400 Tachograph for non-RTC units
Current time
:10:35
Current date – Press ENTER and a cursor will flash. Key in the current date
and press ENTER. The date can also be set via the keys on the fascia of the
2400 Tachograph for non-RTC units
Current date
:05/06/2007

DD55309 Rev 05 396
Time offset – Press ENTER and use the up/down arrow keys to choose a
time offset between +23:00 and –23:00 hours
Time offset
:+1:00
Output shaft factor – This value should not be changed from the vehicle
factory set value
O/P shaft factor

:8.140

DD55309 Rev 05 397

4th Chart Trace – Press ENTER and use the ← and → keys to select ON or
4th chart trace

:Off ←→
CANBus enabled – Press ENTER and use the ← and → keys to select ON or
CANBus enabled
:Off ←→

DD55309 Rev 05 398
Customer Type – Press ENTER and use the ← and → keys to select the
CANBus type required. Press ENTER to confirm the selection. Options are:
ISO, Renault, Scania, MAN, DC, Ford, VW, DAF, Volvo Bus and Volvo AH
Customer type
:ISO ←→
Dual Axle – Press ENTER and use the ← and → keys to select ON or OFF.
Press ENTER to confirm the selection
Dual Axle
:Off ←→

DD55309 Rev 05 399

Dual axle ratio – Press ENTER and type the value of the Dual Axle Ratio
required. Press ENTER to confirm the selection
Dual axle ratio

:1.3750
Serial comms – Press ENTER and use the ← and → keys to select Standard
or Extended data. Press ENTER to confirm the selection
Serial comms
:Standard data ← →

DD55309 Rev 05 400
Speedo output factor – Press ENTER and a cursor will flash. Key in the
required value and press ENTER to confirm the selection
Speedo OP factor
:4971
D6 pin function – Press ENTER and use the ← and → keys to select OFF,
Revs warning or Speedometer as required
D6 pin function
:OFF ←→

DD55309 Rev 05 401

Ignition on Record – Press ENTER and use the ← and → keys to select ON
or OFF. Press ENTER to confirm the selection
Ign On Record
:OFF ←→
Crew auto duty – Press ENTER and use the ← and → keys to select ON or
Crew auto duty

:OFF ←→

DD55309 Rev 05 402
VIN – Press ENTER and key in the Vehicle Identification Number. This must
be 17 characters long. Press ENTER to confirm the selection
VIN
:1234567890ABCDEFG
Service Delay – Press ENTER and a cursor will flash. Key in the number of
WEEKS left until the compulsory check (maximum 104 weeks) or next
calibration of the Tachograph and press ENTER
Service delay
:104 weeks

DD55309 Rev 05 403

Install date – Press ENTER and a cursor will flash. Key in the date of
installation for the Tachograph and press ENTER
Install date
:04/05/2006
Reset Heartbeat – Press ENTER and use the ← and → keys to select ON or
Note: when set to ON the vehicle cluster presence is confirmed by the
Tachograph
Reset Heartbeat
:OFF ←→

DD55309 Rev 05 404
Analogue Revs – Press ENTER and use the ← and → keys to select ON or
Analogue Revs
:OFF ←→
Pin D4 Function – Press ENTER and use the ← and → keys to select the
Pin D4 function required. Press ENTER to confirm the selection from: Off,
Dynafleet, Low Speed, Functions, DTC Warning and Chart Change
Pin D4 Function
:OFF ←→

DD55309 Rev 05 405

Low speed Limit – Press ENTER and a cursor will flash. Key in the required
low speed value and press ENTER
Low Speed Limit

:5 km/h
Kline Speedo – Press ENTER and use the ← and → keys to select the Kline
Speedo function required. Press ENTER to confirm the selection. Options are
Off or On
Kline Speedo
:OFF ←→

DD55309 Rev 05 406
Using the MKII with 2400 – Practical Exercises
Use a MKII Programmer to execute a Bench test on an 2400 Tachograph
Use a MKII Programmer to Program an 2400 Tachograph with an overspeed

setting of 100 km/h
Use a MKII Programmer to Program an 2400 Tachograph for the ‘Ignition on

record’ function switched ON

DD55309 Rev 05 407
Any Questions?

DD55309 Rev 05 408
Section 3.4
1324 Radio Sized Tachograph

DD55309 Rev 05 409
The 1324 Tachograph – Drawer Ejection
Open the Tachograph drawer by pressing and holding the Eject push-button
as shown. Speed input must be zero and ignition switched ON
The Tachograph screen will change to that shown, at which point the eject
button should be released
The Tachograph drawer will automatically eject to the position shown below.
If hours/minutes are flashing, the chart table needs to find the correct
position for the current time. Remove charts and close the drawer to
achieve this, then eject the drawer again as above and re-fit charts
DD55309 Rev 05 410
The 1324 Tachograph – Drawer Ejection
The drawer should then be manually pulled forward as shown until the
chart table is fully exposed

DD55309 Rev 05 411
The chart table separator plate should be lifted as shown. With the face of
the crew chart uppermost, insert the edge of the chart underneath the rear
of the separation plate and then carefully locate the chart over the pear-
shaped drive spindle such that the thin end of the pear-shaped hole in
centre of the chart is located first. The chart separation plate may then be
dropped over the fitted crew chart to enable the driver chart to be fitted
Fit crew chart

under chart
table plate

DD55309 Rev 05 412
The 1324 Tachograph – Chart Fitting – Driver
With the face of the driver chart uppermost, insert chart such that its edge
locates under the location sensor at the rear of the chart table, as shown.
Carefully locate the chart over the pear-shaped drive spindle such that the
thin end of the pear-shaped hole in the centre of the chart is located first
Fit driver chart

under location
sensor
After the charts are inserted, close the drawer by pushing it forward
until it is mechanically latched
DD55309 Rev 05 413
The 1324 Tachograph – Bench Test Connections
The connections for a 1324 Bench Test are shown. The Power supply
powers the Tachograph at its Rear ‘A’ socket via an ignition switch box.
The MKII programmer is used to generate the Tachographs Bench Test
speed signals and is connected to the Tachograph Rear ‘B’ socket via a
MKII ‘Cable C’ Tachograph Drive lead

DD55309 Rev 05 414
Before performing a Bench Test it must be ensured that the UK Bench Test is
selected via the MKII Diagnostics menu. It is recommended that prior to
Bench Testing a Clock Test is performed on the Tachograph
From the MAIN MENU select BENCH TEST KZ1324 MAIN MENU
using the ← and → keys, and press ENTER. :BENCH TEST
Select the Tachograph scale (125, 140, 180, Select the scale
100 or 160 km/h) using the ← and → keys, : 125 km/h ← →
and press ENTER.
Set the Programmer K-factor to 8000 (press Select K-factor

‘DELETE’ to change). Press ENTER. :8000 Pul/km?
Set to ‘Off’ to enable the Driver Duty ‘manual Auto Duty

change’ function and Press ENTER to accept. : Off ← →
This parameter must be set OFF when using
a Tachograph Rear ‘B’ socket drive cable ‘C’.

DD55309 Rev 05 415
Check Tachograph ‘W-factor’ and ‘K-factor’ Check tacho

(Read Only) are set to 8000 using ‘READ / settings
MODIFY DATA’ functions.
Check the Tachograph drive cable connection is Connect drive

made to rear socket ‘B’. lead to tacho
Set power supply voltage to the correct level for Switch on at

the Tachograph (12V or 24V). correct voltage
Make sure the clock colon is flashing. Note: if Check clock is

hours/minutes flashing do not continue as the Stepping OK
chart position is not correct for the current time
Make sure the 1324 LCD backlight is illuminated Check bulbs are
with ignition ON and dull with the ignition OFF. illuminated
The clock time should be adjusted if necessary. Check clock for

accuracy

DD55309 Rev 05 416

charts must be inserted. For a single

The speed will now be maximum speed for the Speed: 125 km/h
selected scale for 10 seconds and the time will Time: 10 s
count down to zero and then an audible beep
will be heard.
The speed displayed will then go to 0 km/h for Speed: 0 km/h

10 seconds (the time will count down to zero) Time: 10 s
and an audible beep will be heard again.

DD55309 Rev 05 417
Make sure ‘Full Scale’ speed marking on chart is Check clock

within 5 minutes of the Tachograph time. to chart time


Tachograph. This will be required later to check reading
the accuracy of the odometer. Press ENTER.
The speed will now go to 40 km/h and will be Speed: 40 km/h

held for 2½ minutes (the time will count down Time: 150 s
to zero). At the end of the 2½ minute test
there will be an audible beep.
The speed will then go up to 80 km/h. After a Speed: 80 km/h

further 2½ minutes (the time will count down to Time: 150 s
zero) there will again be an audible beep
indicating the end of that test.

DD55309 Rev 05 418
further 3 minutes (the time will count down to Time: 180 s
zero). At the end of the time there will be a
further beep and the speed will return to zero.



DD55309 Rev 05 419
Set the driver and crew duty to rest (2). Press Driver=Rest
ENTER on completion. Crew=Rest
The unit will record Rest (2) duty for 2 minutes Recording duty
(the time will count down to zero). After that Time: 120 s
time an audible beep will be heard.
Compare the new odometer reading with that Check odometer

noted above - a difference of 10 km is added 10 km
expected. Press ENTER on completion.
Note: carry out ‘sender disconnect’ and ‘power interrupt’ tests to

complete the bench test

DD55309 Rev 05 420
Remove the two charts and check the traces Check chart
recorded (speed, duty and distance on driver recordings
chart and duty only on crew chart). Press
The W-factor and K-factor (Read Only) must be Set K-exact

returned to the correct settings for the vehicle for vehicle
in which the Tachograph is to be fitted. Press
Switch off the power to the Tachograph and SWITCH OFF

disconnect the power cable. POWER SUPPLY
Press the ENTER key to complete the test and KZ1324 MAIN MENU
return to the MAIN MENU. :BENCH TEST

DD55309 Rev 05 421
The 1324 Tachograph – Checking the Bench Test Recordings
Once the Tachograph Bench Test is completed, the drawer can be

ejected again to check that the chart markings are satisfactory as shown

DD55309 Rev 05 422
Section 3.5
Calibration Exercises at Approved

Tachograph Centre

DD55309 Rev 05 423
Calibration Exercises at Approved Tachograph Centre –

Physical Method – 20 m Track
1. Use the physical method to determine the L-factor of the vehicle under
test. Hint: chalk tyre and ground then rotate drive wheel for 5
revolutions
2. Use the physical method to determine the W-factor of the vehicle under
test. Hint: use a MKII Programmer and flexi switch running the
Fixed#2 method as described previously
A B
20 metre track
Flexi-Switch End-of-track Markers

DD55309 Rev 05 424
Rolling-road Method
1. Use the Rolling-road method to determine the W-factor of the vehicle

under test. Hint: use MKII programmer Rolling-road function as
described previously
2. Use the Rolling-road method to determine the L-factor of the vehicle

under test. Hint: use reflective patch/rolling-road light beam method

DD55309 Rev 05 425

Health & Safety Issues
1. 20m Track: In a working commercial vehicle garage there are vehicle

movements all the time, thus,
• Yellow safety Jackets MUST be worn at all times
• Safety Cones MUST be used to mark the 20m track – use flashing
lamps at extremities
2. Rolling-road:
• Vehicles under test generally will be reversed onto a rolling road
• The driver must be able to see the rolling-road console at all times
• Do not stand in front of or behind any vehicle on the premises
• Chocks must be placed in front of a vehicle’s ‘non-drive’ wheels
• If a 4-wheel drive vehicle’s wheels have to be jacked-up, axle
stands MUST be used
• Roller brakes MUST NEVER be activated during a vehicle test
• The rolling road MUST not be used at speeds of greater
than 63 km/h
DD55309 Rev 05 426
Section 3.6
VOSA Analogue Tachograph

Installation/6-Yearly Inspection
Procedure

DD55309 Rev 05 427
Tachograph Regulations – Installation / 6-Yearly Periodic

Inspection Procedure
The full procedure is described in the VOSA Approved Tachograph Centre

Manual – please consult for the full current up-to-date procedure
Prior to carrying out the procedure, any previously fitted charts must be
removed and returned to the driver. The procedure is as follows:
• For a mechanical installation, any adaptor gearboxes must be stripped,

cleaned and re-greased before continuing
• Check Legal Requirements for installation

– Manufacturers Data Label / EU type approval number
– Check all Tachograph manufacturer seals are valid and intact
– For vehicles registered on or after 01/01/1996, check Tachograph
can automatically record driving. Check Tachograph-vehicle
motion sensor connection is made with armoured cable that is
sealed at both ends – not required if a signal encryption
type motion sensor is fitted
DD55309 Rev 05 428
• Bench Test the Tachograph with the Tachograph removed from the
vehicle using an approved method and equipment
– Check all displayed and recorded speeds and distances are within
the legal tolerances listed previously
– Check all non-driving duty modes are displayed and recorded
correctly
– Check clock for accuracy to within legal tolerances
– For vehicles registered on or after 01/01/1996 check that power-
failure and sender disconnect conditions are detected and
recorded
• Calibrate the Vehicle

– Measure the characteristic coefficient of the vehicle (W-Factor in
imp/km or rev/km)
– Measure the effective circumference of the drive wheel tyres
(L-Factor in mm)
DD55309 Rev 05 429

• Set the Tachograph Constant (K) using an approved programming

device or by adjusting DIL switches as appropriate
• Carry out a speed-for-speed check on the rolling road at a 50 km/h

test speed
• Seal the Tachograph Installation as per authority instructions
• Remove all existing plaques and fit a new installation plaque
• Complete documentation – GV 212 and Tachograph Record Sheet
• Retain Tachograph Test Charts and Tachograph Record sheet for 6

years

DD55309 Rev 05 430
Section 3.7
VOSA Analogue Tachograph

2-Yearly Inspection Procedure

DD55309 Rev 05 431
Tachograph Regulations – 2-Yearly Periodic Inspection

Procedure
The full procedure is described in the VOSA Approved Tachograph Centre

Manual – please consult for the full current up-to-date procedure
A 2-yearly inspection is due 2 years after the most recent calibration was
carried out or 2 years since the last 2-yearly inspection was carried out
unless a 6-yearly inspection is due. Note: a 6-yearly inspection must
NEVER be delayed
Prior to carrying out the procedure, any previously fitted charts must be
removed and returned to the driver. The procedure is as follows:
• Check Legal Requirements for installation

– EU type approval number / Tachograph descriptive plaque valid
– Check all Tachograph system seals are valid and intact

DD55309 Rev 05 432
Procedure
• Test the Tachograph using an approved method and equipment

– Fit test charts
– Check clock for accuracy to within legal tolerances
– Check illumination
– Check chart to clock time ±5 minutes maximum
– Check all non-driving duty modes are recorded for 2 minutes and
displayed correctly
– For vehicles registered on or after 01/01/1996 check that power-
failure and sender disconnect conditions are detected & recorded
– Measure L-factor and check to within ±4% of L-factor recorded
previously on installation plaque
– Using roller test equipment drive at 40 km/h and then 60km/h for
2 minutes each – check displayed speeds are within tolerances
– Record odometer reading and distance travelled during test

DD55309 Rev 05 433

Procedure
• Remove test charts and check all recorded speeds and distances are
within legal tolerances and duty mode traces are correct
• If installation meets all tolerances, remove all existing 2-yearly

plaques and fit a new 2-yearly plaque & seal – unless it is a type that
cannot be removed without destroying
• Complete documentation – GV 212 and Tachograph Record Sheet
• Retain Tachograph Test Charts and Tachograph Record sheet for a

minimum of 2 years
• If criteria not met, carry-out minor repair if possible e.g. external

electrical connections, odometer, front bezel to complete the
inspection
• If criteria not met and W and/or L out with VOSA tolerances, then a
6-yearly inspection including system recalibration must be
carried out
DD55309 Rev 05 434
Any Questions?

DD55309 Rev 05 435

DD55309 Rev 05 436
Tachograph Course
Day 4

DD55309 Rev 05 437
Day 4
8:30 Exam Results, Questions from yesterday

8:50 Introduction and Development of Digital Tachograph
10:30 Tea Break
10:45 Using the SE 5000
13:00 Lunch
13:30 Using the MKII programmer with the SE 5000
15:00 Break
15:15 CITO Download Tool Overview
15:45 Using the CITO Download Tool
16:45 Finish

DD55309 Rev 05 438
Section 4.1
Digital Tachograph Presentation

DD55309 Rev 05 439
Digital Tachograph Presentation
The Digital Tachograph System
Using the Vehicle Unit
Workshops and Digital Tachographs
Downloading of VU Stored Data
Workshop Requirements
Questions

DD55309 Rev 05 440
Section 4.1.1
The Digital Tachograph System

DD55309 Rev 05 441
Digital Tachograph System
Vehicle Unit
Motion Sensor
Cluster
Driver Smartcard

DD55309 Rev 05 442
Description of the VU System
The Vehicle Unit

Radio sized unit containing
printer, display, user controls &
two smartcard slots
Information stored consists of
vehicle parameters, driver duties
(1 year typical), events & faults
information, speed (24 hours)
and distance information
Can supply signals to other
vehicle systems that require
speed or distance information
The Smartcard
A Driver smartcard is used when
a vehicle is being driven to store
driving data relating to the
named driver on the card
DD55309 Rev 05 443
Description of the VU System
The Motion Sensor

Provides VU with speed signal pulses
from the vehicle gearbox
Speed signal is encrypted to ensure
integrity of signal, any tampering will
be detected and recorded
Paired with VU at installation to work as
a mutually inclusive pair
The Remote Display

Usually takes the form of an instrument
cluster
Used to display speed and distance,
using information passed from the VU

DD55309 Rev 05 444
Other Digital VUs
Continental-VDO
1381 Vehicle Unit
Actia SmarTach
Vehicle Unit

DD55309 Rev 05 445
1B System Overview & Interaction
Digital Tachograph Vehicle System
Vehicle Unit Motion Sensor

- Printer
- 2 SMC readers
- Data memory Driver Card
- Display
- Buttons
- DL interface Instrument
Cluster
Workshops Control
Companies
Authorities
Workshop Cards
Installation Company Cards
Control Cards Data Download
Calibration / Road checks
Equipment Data Analysis
Print outs Storage of vehicle
Inspection / Checks Data Download
Data Download & driver data
Data Analysis
Decommissioning VUs

DD55309 Rev 05 446
Section 4.1.2
Using The Vehicle Unit

DD55309 Rev 05 447
Description of Controls
Return Display Confirm Paper

Button Button Cassette
Driver Driver Duty- Crew Duty- Crew

Up Down Printer
Smartcard Change / Change / Smartcard
Button Button Paper Slot
Drawer Smartcard Smartcard Drawer
Eject Button Eject Button

DD55309 Rev 05 448
User Control Buttons
Duty-Change / Eject Buttons

‘1’ for Driver, ‘2’ for Crew
‘short-press’ – duty change, ‘long-press’ - eject
Return Button
Is used for returning to the driver display screens and for
cancelling selections
Up/Down Buttons
Scroll through menu options or increment/decrement
displayed values
Confirm Button
Enter main menu, confirm selectable options, acknowledge
and clear warning messages

DD55309 Rev 05 449
Universal Time Co-ordinated - UTC
ALL VUs operate using UTC as their master reference time – all driving
event times stored, displayed or printed are UTC times
UTC replaced GMT in 1986 as the world standard for time
UTC does not change due to seasonal adjustment i.e. no concept of

“Summer time”
Workshops MUST set VU master time to UTC
Local time is available to a VU user for display purposes only

DD55309 Rev 05 450
Driving – Normal Operation
Insert Smartcard
in Drawer This includes entry of the start location
Manual Entries This is for duties carried out prior to the card insertion
Drive This includes setting the current duty and any out of
scope driving periods
Withdraw This includes entry of the end location

Smartcard
Note: The purpose of the manual entry of driver duties is to provide a driver
with the opportunity to store a record of any duties that have been carried out
since their smartcard was last withdrawn from a VU

DD55309 Rev 05 451
Driving – Manual Entry of Duties
When a driver or workshop smartcard is inserted in a VU, if manual entries

are requested, i.e. ‘Rest until now?’=‘No’ then ‘Add manual entries?’=‘Yes’
selected,
Then a User has two options to continue in terms of manual entry input:
Firstly the manual entries are for a continuation of the current daily
work period and the user can manually input any duties carried out
from the ‘last card withdrawal’ to the ‘card insertion’ times
Secondly the manual entries are for a new daily work period and the
user can then manually input any duties carried out firstly from ‘last
card withdrawal’ up to ‘end of daily work period’ and secondly from
‘new daily start time’ to ‘card insertion time’

DD55309 Rev 05 452
Standard Driving Display
Top line relates to driver and shows from left side; current activity and
duration, cumulative break time, and VU mode of operation
Bottom line relates to crew and shows from left side; current activity and
duration, and the current local offset time in 24-hour format

DD55309 Rev 05 453
Printouts
Drivers must take printouts if

Their driver smartcard is lost, stolen or faulty -
take printout at the start and finish of driving
They are mixing driving in vehicles fitted with
Digital Tachographs and paper chart based units
Printouts must be stored along with any paper charts

and be readily available for any enforcement checks
Printouts must be taken on approved paper – the

rear of the paper has approval number E5 0002
shown for SE5000

DD55309 Rev 05 454
Printouts
There are 6 legally required types of VU printout available

Daily driver activities from card
Daily driver activities from VU
Warnings from card - events and faults
Warnings from VU - events and faults
Technical data
Overspeed data
Note: Additional non-legal printouts are available to show ‘Local-time’

versions of Daily Driver Activity for a card or a VU, and where applicable,
occurrences of D1/D2 events, vehicle engine speed bands and vehicle
speed bands

DD55309 Rev 05 455
VU Warnings - Events & Faults
A VU can detect a number of different types of Events and Faults conditions
The VU will warn a user of a detected event or fault condition by displaying

an appropriate warning message
Messages can be acknowledged and cleared by pressing the ‘Confirm’

button
A printout of any Events and Faults stored in a VU or on a smartcard can be

obtained as required
There are 6 types of VU Warning Message, as described below

DD55309 Rev 05 456
VU Warnings - Events & Faults
There are 6 types of VU Warning message:
General events
VU related security breach attempt events
Sensor related security breach attempt events
Recording equipment faults
Card faults
Manufacturer specific events and faults

DD55309 Rev 05 457
Section 4.1.3

DD55309 Rev 05 458
Workshop Approval
All workshops must have VOSA approval before they can work on Digital
Tachograph systems
Workshop Technicians must be holders of valid in-date analogue and digital

certificates or a combined certificate before they can work on Digital
Tachograph systems. In the UK, renewal certificates must be faxed to
VOSA. See VOSA ATC manual for further details
To complete certification a workshop Technician must work at a VOSA

approved Tachograph Centre
Workshops must have a Designated Manager responsible for Tachographs.

In their absence, a deputy must fill this role

DD55309 Rev 05 459
Workshop Approval
VOSA approved equipment must be used for all Digital Tachograph work
Workshops must operate as a secure environment
Workshops must ensure that all workshop cards are properly used and
securely stored when not in use

DD55309 Rev 05 460
Workshop VU Functions
Workshops will be required to interact with VU systems in a number of

ways
Full Installation of Digital Tachograph Systems
Inspection of Digital Tachograph systems
Decommissioning and Repair of VU systems

DD55309 Rev 05 461
Pre-Installation of a Digital Tachograph System
It is essential that prior to fitment of an SE5000

VU the following items are checked
The VU data label must show the correct

Stoneridge VU type approval number, i.e. E5
0002
The tamper label must be intact
The Stoneridge hologram must be correct
The VU should have no evidence of physical

damage or tampering

DD55309 Rev 05 462
Installation of a Digital Tachograph System
Fitting the gearbox motion sensor and the sensor cable
Making required power and signal connections
Mounting the VU
Pairing the VU and motion sensor. This will automatically occur as part of
the activation process – all VUs will always auto-pair
Activating the VU, verify the activation symbol, , disappears
Calibration and programming of the VU system
Sealing the VU system
Completion and fitment of a VU installation plaque. Complete paperwork

and update GV212. GV212 must be in VOSA accepted electronic format
from 1st January 2010
DD55309 Rev 05 463
Activating the VU for Use
A VU is delivered non-activated
Access to Calibration functions is granted while non-activated, even when

not in Calibration Mode
Must activate VU after installation before vehicle leaves the premises
Activation occurs automatically on first insertion of a valid PIN authenticated

workshop card
After activation, VU is fully operational including recording functions

DD55309 Rev 05 464
Calibration and Programming
A Workshop smartcard is required to program calibration parameters into a

VU
Programming should be carried out using a VOSA approved device such as

the Stoneridge MKII Digital Tachograph Programmer
Determination of the vehicle calibration parameters is done using an

approved method
Program all calibration parameters into the VU
1st calibration of the VU system must be within 2 weeks of installation or

VRN allocation

DD55309 Rev 05 465
MKII Tachograph Programmer
New updated version of software for Digital

Tachographs
Supports analogue and Digital Tachograph types
All existing MKII Tachograph Programmers are

software upgradeable

DD55309 Rev 05 466
Calibration Records – Digital Tachograph, VU
After programming a VU with new calibration parameters, a calibration

record is generated and stored in the VU. The record includes,
The calibration purpose
Workshop details
VIN & VRN
The W, K & L factors
The tyre size
Speed limiter setting, if appropriate
The odometer value
The UTC time
Due date of next calibration
DD55309 Rev 05 467
Calibration Records – Workshop Card
A similar calibration record is also generated and stored on Workshop cards

that are used to perform calibrations. This record includes,
A count of all calibrations performed with the card
The calibration purpose
VIN & VRN
The W, K & L factors
The tyre size & speed limiter setting
The odometer value
The UTC time
Due date of next calibration
VU & motion sensor serial number and VU part number
A count of the number of calibrations performed since the workshop
card stored calibration records were last downloaded
DD55309 Rev 05 468
Sealing the VU System
Sealing the motion sensor to the gearbox is a necessity – an approved

method must be used
Notes: 1. plastic gearbox sender sealing shrouds that are fitted by some
vehicle manufacturers are not VOSA approved and are to be replaced by
sealing wire and a soft-metal seal embossed with the workshop
identification number
2. the gearbox seal identification number must always match the centre
details shown on the Tachograph installation plaque
Any VU system presented with a broken seal must be re-sealed and re-
calibrated but a report must also be prepared and made available to the
relevant authorities as to why the seal was broken
The VU installation plaque must be sealed unless it is of a type that cannot
be removed without damaging it
All sealing of Digital Tachograph systems must be done by an approved
Digital Tachograph workshop technician

DD55309 Rev 05 469
Sealing the VU System – SE5000 Rear Shroud
If an output speed related signal is being used, i.e. B7, then an SE5000 Rear
sealing shroud must be fitted as shown,
Stoneridge SE5000 Rear Shroud

– kit part number is 7800-006
Stoneridge SE5000 Rear Shroud

– Fitted and Sealed with
Embossed Red Seal

DD55309 Rev 05 470
Installation Plaque
The final part of the Digital Tachograph installation procedure is the

generation and fitment of an installation plaque. Note: the installation
plaque must be generated automatically
Installation Plaque must be fitted on or beside the VU and must be visible at

all times. The plaque is valid for 2 years
After each inspection a new plaque must be fitted in place of the previous
one

Name and address of approved technician or
workshop
W, K and L factors
Tyre size
VIN
Date of W & L factor determination
DD55309 Rev 05 471
Workshop Inspections – Reasons for Inspection
After any repair of the equipment. Replacement of the paper cassette does
not constitute a repair of a VU
If the motion sensor seal is broken
After any alteration to the W or L factors
If the VU UTC clock time is inaccurate by more than 20 minutes
When it has been 2 years since the last inspection
If the VRN has changed

DD55309 Rev 05 472
Workshop Inspections – Inspection Procedure
A visual inspection must be carried out to ensure that the

unit has not been tampered with and no security breach
attempts have been made. In cases of tampering see VOSA
warning notice GV215 for further advice
The VU manufacturers’ label and type approval mark must

be checked, i.e. E5 0002
Check all system seals are intact
Bench Test the Digital Tachograph
The tyre size and actual circumference of the drive wheels

must be checked
The presence and content of the current installation plaque

must be checked – record any anomalies on the Inspection
report
DD55309 Rev 05 473
Check that the recording equipment functions correctly, including data

storage on smartcards
Check the integrity of the Motion Sensor/VU connection using an

independent cable connected directly from the sensor to the VU
Confirm that the unit operates to within maximum tolerances for both
speed and distance and check that its UTC time is set correctly
A mandatory vehicle re-calibration must be carried out. Program the new

VU calibration parameters and also the ‘Next Calibration Date’ to 2 years
on. Check all other VU programmable parameters are set correctly
A new installation plaque must be fitted after the inspection is completed

and an inspection report/calibration certificate must be issued to the
vehicle owner to confirm the inspection completion. Update the GV212 –
2009 VOSA manual indicates that this must be in a VOSA accepted
electronic format from 1/1/2010
DD55309 Rev 05 474
Workshop Inspection Procedure – 1381 Extra Requirements
The VDO 1381 Digital Tachograph has a 3.6V, ½-AA Lithium back-up
battery that MUST be replaced every two years maximum, usually as part
of the Digital Inspection. The back-up battery must first be exposed by
breaking the red seal on the battery compartment rear cover as shown
The Tachograph MUST be powered through it’s rear ‘A’ socket as shown
before the back-up battery is disconnected and replaced. Failure to do
this will result in the Tachograph losing its internal memory settings and
will cause the Tachograph to permanently malfunction
Remove seal, open 1381 MUST remain Connect Fit battery in

compartment and powered whilst replacement compartment, close
expose back-up disconnecting battery battery and re-seal to
battery secure battery
DD55309 Rev 05 475
Workshop Inspection Procedure – 1381 Extra Requirements
The VDO 1381 has a type approval/security label inside its printer paper
compartment. It must be ensured that the label is present and completely
intact as part of a Digital Inspection procedure
It must also be ensured that the 1381 front security red-seal is intact and
has not been tampered with or replaced, i.e. must be original VDO seal
If the 1381 Ignition Key On/Off parameter settings are updated solely, this
change does not require a full VU inspection/calibration. However, as
indicated in the 2009 VOSA manual ‘Minor Work to a Digital Tachograph’
section, the GV212 must be updated with a manual entry marked ‘Minor
Work’, although Minor Work plaque fitment is NOT required

DD55309 Rev 05 476
Workshop Inspection Procedure – SmarTach Extra
Requirements
It must be ensured that the SmarTach type approval label is present and
completely intact on the side of the unit as part of a Digital Inspection
procedure
It must also be ensured that the three metallic strip seals, as seen from
above the VU, and front-panel side red-strip seals are all present and intact
Red Strip Metallic Type approval label

Seal Strip Seal
DD55309 Rev 05 477
Workshop Inspections - Bench Test
Take technical printout from VU whilst it is fitted in the vehicle
Remove VU from the vehicle
Visually check the following items

Installation plaque
Type approval label
Tamperproof label
Sealing of the VU
Insert a Workshop card into slots 1 & 2 verifying they can be authenticated
in each drawer by entering the PIN code through the keys on the VU front
panel

DD55309 Rev 05 478
Perform a 1000m test using the MKII programmer, using a test speed of
50km/h
Verify the VU odometer is accurate to 1%
Confirm the speed displayed on the VU is accurate to 1km/h
Verify that each duty can be selected by the duty buttons on the VU,
checking that the appropriate symbol is displayed on the VU
Perform a speed test using the MKII programmer, checking the three
speeds 40, 80 and 180km/h are all displayed on the VU to an accuracy
of 1km/h

DD55309 Rev 05 479
Workshop Inspections – Inspection Report
After each Workshop inspection an

inspection report should be issued to the
owner of the VU
Information on the inspection report will

typically include,
The VU owner
The VU manufacturer
The VU model and serial number
The VIN and VRN
The result of the inspection
The date of the certificate issue

DD55309 Rev 05 480
Repair and Decommissioning of Vehicle Units
Due to the security requirements of Digital Tachograph systems there

are no repairable parts in a Stoneridge VU
A VU case must never be opened as this would be a breach of Digital

Tachograph security, making the VU invalid
Replacement of the paper cassette is permitted – this is NOT classed

as a repair
Faulty VUs must be decommissioned using the method described as

follows –

DD55309 Rev 05 481
Decommissioning Procedure
Remove the VU from the vehicle
Download the VU data memory contents
The downloaded data must be securely stored for at least 1 year
The workshop must inform the current vehicle owner in writing that they
are holding data that belongs to the owner
After a written request, a copy of any Company-locked decommissioned

data can be exported to the data owner. Note: keep a copy of the written
customer request
If download is not possible, a certificate must be issued and a copy of the

certificate must be kept for 1 year

DD55309 Rev 05 482
Opening Smartcard Drawers Without Power
Crew Driver
Drawer Drawer
Breakout Breakout
Slot Slot
Drawer VU
Latched Display
Open
Note: This method is normally applicable to Workshops only and must NEVER
be used by a driver. Controllers/vehicle owners should only use this method if
a Tachograph Workshop is not available to retrieve a trapped card

DD55309 Rev 05 483
Section 4.1.4
M1N1 Adaptor

DD55309 Rev 05 484
M1N1 Adaptor – Legislation Requirements
M1 and N1 vehicles are defined in the Framework Directive 70/156/EEC as

follows:
• Category M1: a Vehicle that is used for the carriage of passengers and
that comprises no more than eight seats in addition to the driver
• Category N1: a Vehicle that is used for the carriage of goods and that
has a maximum permissible weight not exceeding 3.5 metric tonnes
If an M1 or N1 vehicle has a trailer or semi-trailer attached such that it

exceeds 3.5 tonnes, then the vehicle is subject to Tachograph legislation,
as long as the vehicle is being used commercially
Due to the design of certain M1 and N1 vehicles, their gearboxes cannot be

fitted with a standard Kitas2 sensor. The solution for these vehicles is to fit
an M1N1 Adaptor

DD55309 Rev 05 485
M1N1 Adaptor – Legislation Requirements
The M1N1 Adaptor legislation, Commission Regulation (EC) No 68/2009,

came into force on 24th July 2009
A Type Approved adaptor can only be installed in M1 or N1 class vehicles
registered between 1st May 2006 and 31st December 2013 inclusive, where
it is not mechanically possible to install any other type of existing approved
motion sensor. The adaptor must always be fitted between the Digital VU
and part of the vehicle where the speed/distance pulses are generated
If a VOSA approved mechanical solution, either with or without a Mechanical
adaptor exists for a specific vehicle, then an M1N1 Adaptor must not
be used in the vehicle
DD55309 Rev 05 486
M1N1 Adaptor – Installation Requirements
M1N1 adaptor installations must only be performed by approved workshops.

Stoneridge Workshop Technical Support have M1N1 application sheets that
provide full information on where to fit adaptor and the connections to make
The adaptor must be securely sealed so that it cannot be opened without

obvious tampering. If damaged, the M1N1 adaptor must not be used
The connections from the adaptor to the vehicle are positive supply (red),
negative supply (black) and speed/distance pulse source (yellow)
The Adaptor must be mounted and secured to the vehicle chassis, or to

another part of the vehicle that cannot be removed. The position of the
adaptor should be as close as possible to the part of the vehicle providing
the incoming speed/distance pulses

DD55309 Rev 05 487
The Adaptor to the chassis and to

the external connections must be
secured using sealing wire and
embossed seals in a similar way Information to
to that shown. A Product plaque be added at
installation
must be fitted and the installation stage
date and vehicle VIN should be
manually added as highlighted,
and then sealed
If the vehicle W-factor is >8000

or <250, a re-calibration must
be carried out with an M1N1
Connect adaptor
Adaptor programmer connected. programmer to
The MKII will automatically Adaptor and MKII
reprogram the adaptor internal

ratio to an appropriate value for
the W-factor determined
DD55309 Rev 05 488
Once the installation is complete, a new style M1N1 adaptor installation

plaque must be fitted to the vehicle
The plaque must contain additional information to a standard Installation

Plaque as follows,
• Part of the vehicle where the M1N1 Adaptor is installed
• Colour of cable between adaptor and part of vehicle providing impulses
• Serial number of the embedded motion sensor of the Adaptor
Finally, the VOSA official record of Tachograph plaques issued, GV212, must
be updated with the plaque details. The entry must be annotated with
“ADAPTOR” to indicate an M1N1 adaptor has been fitted

DD55309 Rev 05 489
M1N1 Adaptor – Periodic Inspection Requirements
During the periodic inspection of a Digital Tachograph system, if an M1N1

adaptor is fitted, then as part of the inspection procedure it must be
confirmed that the,
• Adaptor carries the appropriate type approval marking, i.e. e11 0042
• Seals on the adaptor and its connections are intact
• Adaptor installation location is as indicated on the installation plaque
• Adaptor is installed as specified by the adaptor manufacturer
• Use of adaptor is authorised for the inspected vehicle type

DD55309 Rev 05 490
Section 4.1.5
Downloading of VU Stored Data

DD55309 Rev 05 491
Data Downloading
Downloading is the copying of a partial or a complete set of data that is

stored in VU memory or on a smartcard
All VU downloading when decommissioning must be done when the vehicle

is stationary or the VU is removed from the vehicle
Workshops
Must download the memory contents with the VU in the calibration

mode, when decommissioning “failed” VUs
Must read Workshop Card calibration records

DD55309 Rev 05 492
Data Download Process
Download MUST be carried out using VOSA approved equipment that is

compliant with the protocol as laid out in the legislative document
1360/2002 Annex 7
The Stoneridge Workshop Download tool, CITO, meets this requirement
The actual download process is controlled by the download tool, with the
VU automatically responding to download requests from the download
tool, assuming the vehicle is not moving or the VU is removed from the
vehicle
Downloading can be very easily achieved using the ‘Quick VU Download’

and ‘Quick Smartcard Download’ Buttons on the CITO Download tool

DD55309 Rev 05 493
Workshop Download Tool - CITO
Sufficient Memory space for 20 full VU data

downloads
Data download from VU via RS232 communications

interface, front 6-way connector
Data upload to PC via USB interface
PC CITO Software for legal data storage, printing

reports and exporting data to owners

DD55309 Rev 05 494
Section 4.1.6

DD55309 Rev 05 495
New style of GV212 form
Must declare Digital or Analogue

tachograph type

DD55309 Rev 05 496
Workshops must comply with all aspects of the VOSA ‘Approved Tachograph
Centre Manual’. All newly qualified Technicians must read the manual as a
VOSA legal requirement. Technicians breaking any rules will be subject to
VOSA disciplinary procedures as described in the manual
Downloaded data must be kept safe and secure, preferably using a firesafe
or off-site security storage system. This data must be encrypted or password
protected
Workshops must have a Designated Manager
Workshop cards must be kept in a secure facility within the workshop. This
will be a safe secured in the Workshop floor. VOSA manual describes the
rules which apply
Improper use of a Workshop card is fully traceable

DD55309 Rev 05 497
Useful Websites & E-mail Contacts
For the Digital Tachograph
Government Bodies
• VOSA: www.vosa.gov.uk,
e-mail: tachosection@vosa.gov.uk
• UTC: wwp.greenwichmeantime.com/info/utc.htm
Trade Associations
• FTA: www.fta.co.uk
• RHA: www.rha.net
Manufacturer
• Stoneridge Electronics:
www.stoneridgeelectronics.info
www.SE5000.com
e-mail: workshop.support@stoneridge.com
DD55309 Rev 05 498
Any Questions?

DD55309 Rev 05 499
Section 4.2
Digital Tachograph VU Functions

DD55309 Rev 05 500
Digital Tachograph VU Functions
VU Menu Navigation
VU Printer Paper Replacement
Inserting And Removing Smartcards
Adjusting The VU Settings
VU Normal Driving Operation
VU Printouts

DD55309 Rev 05 501
Section 4.2.1
VU Menu Navigation

DD55309 Rev 05 502


Up Down Printer

DD55309 Rev 05 503
VU Menu Navigation – Practical Exercise
Learn to navigate through the various VU menu and sub-menu options – use
the Workshop training manual Digital Section to determine the function of
each menu item
Remember - Use the ‘Confirm’ button to move down a menu level and use the
‘Return’ button to get back to the previous menu level screen
Note: Repeated pressing of the ‘Return’ button will always return the VU to
the ‘Standard Driving Display Screen’
The following ‘Menu-Navigation’ diagram should help to complete the

exercise:-
DD55309 Rev 05 504
VU Menu Navigation – Driver Display Screens

DD55309 Rev 05 505
VU Menu Navigation – SE5000 Menu
Press ‘Confirm’ button to enter the Tachograph Menu and again to

enter one of the sub-menu’s shown
Press the ‘Return’ button to leave the Tachograph Menu and return to
the Driver display screens

DD55309 Rev 05 506
VU Display Symbols
VU Display Symbols – Annex 1B

 Operational/Drive  Company  Control  Card
 Calibration/Workshop  Display  Printer  Download
 End of daily work  Sensor  Power  Vehicle/VU
 Start of daily work ! Event  Fault  Clock/Time
OUT Out of Scope  Location  From/To  Activation
 Ferry 24h Daily  Two Weeks  Tyre Size
VU Display Symbols – Stoneridge Electronics

 Settings  Busy  Speed  Invert
 Lock/Key  Enter  Case opened  Paper
 High  Low  High/Low  Temperature
New Symbols SE5000 Rev7 – Stoneridge Electronics

Print Places Settings

DD55309 Rev 05 507
Section 4.2.2
VU Printer Paper Replacement

DD55309 Rev 05 508
VU Printer Paper Replacement – Practical Exercise
Change the VU Printer Paper. The Stages in the replacement of the VU

Printer Paper are as follows:-
Remove the Paper Cassette from the VU housing
Insert the paper roll into the Paper Cassette bucket ensuring that the
paper orientation is correct
Carefully re-insert the Paper Cassette into the VU housing, gently

pushing on the bottom lip of the cassette until it latches fully into the
VU cassette housing
The following ‘Printer Paper’ diagrams should help to complete the

exercise:-

DD55309 Rev 05 509
VU Printer Paper Replacement – Paper Cassette Removal
1. Gently press the fascia in the middle near the top of the VU. 2. This will result in the fascia tilting outwards at the bottom.
3. Hold the fascia at the bottom where it is tilting outwards. 4. Gently pull the fascia/mechanism forward out of the VU.

DD55309 Rev 05 510
VU Printer Paper Replacement – Printer Paper Orientation
Insert paper roll in removed cassette and then carefully re-

insert paper cassette in VU

DD55309 Rev 05 511
Section 4.2.3
Inserting And Removing Smartcards

DD55309 Rev 05 512
Inserting and Removing Smartcards – Practical Exercise
Learn how to insert and remove smartcards from a VU
Eject required smartcard drawer – long-press smartcard eject button - ‘1’

for Driver or ‘2’ for Crew
Complete ‘Card Withdrawal’ Procedure – required only if a Driver or a

Workshop card is currently inserted in the VU
Insert smartcard in ejected drawer – “ Ejecting card”, ‘’ for crew,

will be displayed for a short period before the drawer opens

DD55309 Rev 05 513
Inserting a Smartcard
Insert the smartcard, with the card orientation as shown,

Close smartcard drawer – after a short delay, name of card holder and last
card withdrawal details will be briefly shown, followed in turn by “Rest
Until Now?”, “Entries printout?” and “Confirm entries?” screens.
Select each option as shown and the card will be accepted by the VU. If
card insertion is first for new day, select “Begin Country” as ‘United Kingdom’

DD55309 Rev 05 514
Ejecting a Smartcard
Long-press the smartcard eject button - ‘1’ for Driver or ‘2’ for Crew
Enter “End country” as ‘United Kingdom’ – required for Driver or Workshop
card only
“Ejecting card”, is displayed to indicate smartcard ejection sequence
is under way
Remove card from drawer as shown

DD55309 Rev 05 515
Section 4.2.4
Adjusting The VU Settings

DD55309 Rev 05 516
Adjusting The VU Settings – Settings Menu Options
Preferred Language Selection
Local time adjustment - up to ±12Hours from UTC in 30 minute offsets
Universal Time Coordinated (UTC) adjustment
Invert the display - i.e. light becomes dark, dark becomes light
Execute built-in tests - to check functionality of VU parts

DD55309 Rev 05 517
Adjusting The VU Settings – Practical Exercises
Use settings menu to invert the VU display for ‘night-time’ driving. Change
back to the original normal setting (i.e. select ‘NO’ option)
Check VU UTC time via the settings menu. UTC can only be adjusted by
±1 minute every 7 days in operational mode via the VU keypad
Larger UTC adjustments can only be made in the calibration mode of

operation, via the VU keypad or by using a Tachograph programmer
VU UTC adjustments of more than 20 minutes would require the VU to be

fully inspected and re-calibrated
Set the local time via settings menu - this may be adjusted in 30 minute
offsets up to ±12 Hours from the UTC master time
Use settings menu to select ‘English’ as the preferred language

DD55309 Rev 05 518
Adjusting The VU Settings – Practical Exercises
Execute the 5 VU Settings menu ‘Built-in’ tests, i.e.
Display test – test the VU display
Invert display test – test inversion of the VU display
Printer test – print a test printout
Keypad test – check the operation of the VU buttons
Smartcard test – check any smartcards inserted in a VU

DD55309 Rev 05 519
Section 4.2.5
VU Normal Driving Operation

DD55309 Rev 05 520
VU Normal Driving Operation – Overview
Insert Smartcard in Drawer – This includes entry of the start location
Manual Entries – This is for inputting duties prior to the card insertion
Drive – This includes setting the current duty and any out of scope driving
periods
Withdraw Smartcard – This includes entry of the end location

DD55309 Rev 05 521
VU Normal Driving Operation – Practical Exercises
Introduction
These exercises are to be carried out in conjunction with the
Stoneridge Electronics Digital Tachograph Workshop Manual
Equipment Required
Stoneridge VU, Paper Roll, Power Supply, KITAS2 Motion Sensor &
Cable, VU Speed Simulator, Driver Smartcard

DD55309 Rev 05 522
Method
Insert a Driver smartcard into slot 1 of the VU as described in Section

4.2.3 ‘Inserting and Removing Smartcards’
Bypass ‘manual entries’ option by selecting the option screens as shown
If card insertion is on a new day, select the “Begin country” as ‘United

Kingdom’

DD55309 Rev 05 523
Method
Record the VU UTC time at card insertion. The VU UTC time can be
found on the ‘Date and Time’ alternative driving display. This will be
similar to the display shown below, i.e. press ‘up’ or ‘down’ buttons
when showing the ‘Standard’ driving display screen that was described
in Section 4.2.1 ‘VU Menu Navigation’

DD55309 Rev 05 524
Method continued
Change the driver duty to available () and crew duty to rest () and
check the VU displayed duties on the ‘Standard’ driving display are as
shown below
Record the odometer reading and the VU UTC time. Wait for at least 2
minutes

DD55309 Rev 05 525
Method continued
Start driving at 30km/h by adjusting the speed simulator control.
Record the exact time that the speed was changed from zero. Check
the VU displayed driver and crew duties on the ‘standard’ driving
display automatically change to drive () and available () respectively.
Check that the VU displayed speed is accurate to ±1km/h
After 4 minutes exactly change the speed to 60km/h, again by

adjusting the speed simulator control. Check again that the VU
displayed speed is accurate to ±1km/h and the VU displayed duties
remain at drive () and available ()
DD55309 Rev 05 526
Method continued
After 2 minutes exactly change the speed to 90km/h, again by adjusting
the speed simulator control. Check again that the VU displayed speed is
accurate to ±1km/h and the VU displayed duties remain at drive () and
available ()
After 2 minutes exactly, change the speed back to 0km/h by adjusting

the speed simulator control. Check the VU displayed driver and crew
duties on the ‘standard’ driving display automatically change to work ()
and available () respectively. Check that the odometer has added
7.0km ± 0.14km (2%). Wait for at least 2 minutes

DD55309 Rev 05 527
Method continued
Change the driver duty to rest (). Check the VU displayed driver
duty is now rest. Wait for at least 2 minutes
Select ‘Out of Scope’ driving mode via the ‘Places’ sub-menu. Start
driving at 20 km/h. Check ‘Out of Scope’ driving mode is selected on
the VU display. Wait at least 1 minute. Stop driving
Deselect the ‘Out of Scope’ driving mode to end the exercise

DD55309 Rev 05 528
Section 4.2.6
VU Printouts

DD55309 Rev 05 529
VU Printouts – Practical Exercise
Navigate through the various VU Printout options and learn the need for
each printout type, as listed on the next slide
Generate a “Daily Driver Activities From Card” printout from the driver
smartcard that was used previously in the “VU Normal Driving Operation”
practical exercise
Check the printout against the duties/times input during the previous “VU
Normal Driving Operation” Practical Exercise
For an explanation of the different sections on the printout a ”sample

printout” is included in the workshop training manual
Finish the exercises by ejecting the driver smartcard from the VU
When prompted by the VU, input the ‘End country’ as UK

DD55309 Rev 05 530
VU Printouts – Types
There are 6 legally required types of VU printout available:
Technical data
Overspeed data

speed bands

DD55309 Rev 05 531
Section 4.3
Using and Programming the VU

DD55309 Rev 05 532
Using and Programming the VU
Interfacing a Stoneridge SE5000 VU to the Stoneridge MKII Tachograph

Programmer
Interaction Between the Stoneridge MKII Tachograph Programmer and

a Stoneridge VU
Modification of VU Stored Parameters Using a Stoneridge MKII

Tachograph Programmer
Bench testing a Stoneridge VU

DD55309 Rev 05 533
Section 4.3.1
Interfacing a VU to the Stoneridge


DD55309 Rev 05 534
Interfacing a Stoneridge VU to the Stoneridge MKII
Tachograph Programmer
Interfacing of the MKII Tachograph Programmer to a Stoneridge VU is

done via the programmer 8-pin DIN connector and the VU 6-way front
calibration connector
Both connectors are keyed so that wrongly inserting them is not possible
The VU 6-way connector is exposed by first removing the paper cassette as

shown in the slides that follow

DD55309 Rev 05 535
Interfacing a Stoneridge VU to the MKII Programmer –

Paper Cassette Removal

DD55309 Rev 05 536
Interfacing a Stoneridge VU to the MKII Programmer – VU
Calibration Connector
VU Front 6-Way Calibration Connector

DD55309 Rev 05 537
Interfacing a VU to the MKII Programmer – Continental

VDO 1381 Calibration Connector

DD55309 Rev 05 538
Interfacing a VU to the MKII Programmer – Actia
SmarTach Calibration Connector

DD55309 Rev 05 539
Interfacing a Stoneridge VU to the MKII Programmer –

Programming Cable

Insert D-shaped 6-Way Connector into VU

6-Way Programming Socket

DD55309 Rev 05 540
Section 4.3.2
Interaction Between the Stoneridge

MKII Tachograph Programmer and
the Stoneridge VU

DD55309 Rev 05 541
Interaction Between the MKII Tachograph Programmer

and the Stoneridge VU
All interaction between the MKII Programmer and a Stoneridge VU is

In the operational mode, the VU will only allow its internal parameters to be
read by an external device
In the calibration mode of operation, i.e. VU has an authenticated Workshop

card inserted, the VU will respond to bench test, speed simulator and
parameter re-programming signals
A Workshop card that is inserted into a VU can be PIN code authenticated

using the VU keypad. However an SE5000 can also be remotely
authenticated using a MKII Programmer. Note: for VDO and Actia VUs the
number of digits in the PIN code must be entered and accepted before the
PIN code itself
Always set the clock on the MKII Programmer to UTC time

DD55309 Rev 05 542
Using MKII Programmer for Workshop card PIN
Authentication
Pin authentication by entering the PIN using the MKII Programmer can only
be used with an SE5000 VU
When a Workshop card is inserted in a VU, the VU will wait for the PIN code
entry to authenticate the Workshop card
Note: for an SE5000, if the wrong PIN is entered, the number of PIN code
authentication attempts left before the card will be locked is displayed – a
maximum of 5 consecutive wrong attempts are allowed. A ‘locked’ card
will be rejected by all VUs and then a replacement card must be
applied for any future Digital work
The MKII Tachograph Programmer ‘SE5000’ VU option should first be selected

via the ‘Tacho Select’ menu option
SE5000 MAIN MENU

:TACHO SELECT
DD55309 Rev 05 543
Using MKII Programmer for Workshop card PIN

Authentication
The Programmer menu screens should be scrolled through using the ‘Left’
and ‘Right’ arrow buttons until the ‘ENTER PIN’ option is shown
SE5000 MAIN MENU

:ENTER PIN
Press the Programmer ‘ENTER’ button to initiate the PIN code entry and
enter the PIN code digits using the alpha-numeric buttons. When the
correct PIN code is displayed press the ‘ENTER’ button again to transfer the
PIN code to the VU to authenticate the Workshop card
Enter Code
:

DD55309 Rev 05 544
Using MKII Programmer for Workshop Card PIN
Authentication – Non-Activated VU
A non-activated VU standard display will be similar to that shown below,
When a workshop card is first inserted in the VU and the VU ‘Confirm’ button
is pressed following successful PIN Entry, as shown below, or if the MKII is
used for successful PIN entry as described above, the automatic activation of
the VU will begin, including pairing to the sensor, as shown over
Note: The VU UTC time MUST be set to within the date validity period for the
Workshop card being inserted or the card will be rejected by the VU

DD55309 Rev 05 545

Pairing is done automatically as part of activation. The VU display will be as

shown to highlight the VU is pairing to the motion sensor,
When pairing is complete, the VU display will automatically be as shown,

press ‘Confirm’ to acknowledge and clear the message

DD55309 Rev 05 546
The VU will then automatically display the message as shown to indicate the
VU activation process is complete. Again press ‘Confirm’ to acknowledge and
clear the message
The VU display will then be the standard display as shown, but the unit is now
activated, as indicated by the calibration mode symbol in the top right corner
of the display

DD55309 Rev 05 547

Authentication – Activated VU
For an activated VU, once the Workshop card PIN is authenticated, the VU
displays will be as shown. Bypass the manual entries option by selecting
the option screens as shown
If card insertion is on a new day, select the “Begin country” as ‘United

Kingdom’
Again, check the ‘calibration mode’ symbol is shown on the top right corner of
the VU display to confirm the card has been authenticated

DD55309 Rev 05 548
Using MKII Programmer for VU UTC / Local Time Updating
A MKII Tachograph Programmer can also be used to update the VU ‘UTC’

and ‘Local’ times
The Programmer ‘TIME/DATE’ SE5000 menu option is used to modify these

VU times. Press the Programmer ‘ENTER’ button to initiate the time/date
change - the VU must be in the Calibration mode of operation or non-
activated
SE5000 MAIN MENU

:TIME/DATE

DD55309 Rev 05 549
Using MKII Programmer for VU UTC / Local Time Updating
Press the ‘left’ or ‘right’ arrow keys to highlight either the ‘Current Time’,
‘Current Date’ or the local ‘Time Offset’ options. Press the Programmer
‘ENTER’ button again with the desired option highlighted and then modify
the date or time as required
Current time
:10:35
Press the Programmer ‘SEND’ button to transfer the new UTC date or time
or local offset time to the VU

DD55309 Rev 05 550
Section 4.3.3
Bench Test of the SE 5000

DD55309 Rev 05 551
Take a technical printout from VU
Remove VU from the vehicle

DD55309 Rev 05 552
Visually check the following items and ensure that the unit has not been
tampered with
Installation plaque Tamperproof Label
Type Approval Label
Sealing of the VU

DD55309 Rev 05 553
Insert a Workshop card into slot 2 and then slot 1. For each slot, verify
the card can be authenticated by entering the PIN code through the keys
on the VU front panel. Note: ‘Long Press’ the ‘Confirm’ button to
authenticate the input PIN code

DD55309 Rev 05 554
Workshop Inspections - Bench Test Using MKII
Perform a 1000m Distance Test

using a MKII programmer
Use a test speed of 50km/h for the

current VU K-factor setting
Confirm the speed displayed

on the VU is accurate to
±1km/h
Verify the final distance for the

test is accurate to ±1% and
also the VU odometer
advanced accurately

DD55309 Rev 05 555
Workshop Inspections - Bench Test Using MKII
Perform the ‘Bench Test’ option from the MKII programmer
Initially the MKII programmer will perform speed tests using three speeds
40, 80 and 180km/h. Check all three test speeds are displayed on the VU
to an accuracy of ±1km/h
Verify that each duty, in the order; work, rest and available, can be
selected by the duty buttons on the VU. Check that the appropriate
symbol is displayed on the VU for each duty selected. Record each duty
for a minimum of one complete ‘VU’ minute

DD55309 Rev 05 556
Section 4.3.4
Modification of VU Stored
Parameters Using a Stoneridge

DD55309 Rev 05 557
Using a MKII Programmer for Programming a VU - Reading
A MKII Tachograph Programmer is used to Program a VU
Initially the VU parameters must be read from the VU and a copy

transferred to the Programmer. The Programmer ‘READ ALL DATA’
SE5000 menu option is used to do this
SE5000 MAIN MENU

:READ ALL DATA

DD55309 Rev 05 558
Press the Programmer ‘ENTER’ button to initiate the parameter data

transfer from the VU to the Programmer. The Programmer will display the
message shown while the data is being transferred and then a second
message as shown once the parameter transfer is completed

........

DD55309 Rev 05 559
Using a MKII Programmer for Programming a VU –

Modifying & Sending
The VU parameters can be modified using the Programmer ‘MODIFY

DATA’ SE5000 menu option. Examples of the main VU ‘read’
parameters that can be modified are given later in the section
SE5000 MAIN MENU

:MODIFY DATA
back to the VU. The VU must be in calibration mode or it will reject any
attempts to reprogram. The Programmer ‘SEND’ key can be used to
transmit individual parameters. The display will be as shown
Sending Data Sending Data

Data transfer OK

DD55309 Rev 05 560
It is also possible to reprogram a VU with a whole set of updated

parameters. The ‘SEND ALL DATA’ SE5000 menu option can be used to do
this – great care must be taken when using this function
SE5000 MAIN MENU

:SEND ALL DATA

transfer from the Programmer to the VU – the VU must be in the
calibration mode of operation. The Programmer will display the message
shown while the data is being transferred
Sending data
........

DD55309 Rev 05 561

Once the parameter transfer to the VU is completed, the Programmer will

display the message shown
Data transfer OK
The successful transmission of the parameters can be confirmed by

‘reading’ back the programmed data and then checking the parameters
from the VU via ‘modify data’ as described previously,
SE5000 MAIN MENU SE5000 MAIN MENU

:READ ALL DATA :MODIFY DATA

DD55309 Rev 05 562
Modification of VU Stored Parameters Using a Stoneridge
Press the ‘Left’ and ‘Right’ Programmer arrow buttons to scroll through the
parameters that can be modified, e.g. K-factor as shown. The updated
parameters can then be ‘sent’ back to the VU as explained previously
K-factor
:8000
The full list of VU parameters that can be modified is vehicle OEM specific
and thus differs for different OEM specific VUs e.g. Scania, MAN, DC etc.
The main ‘common’ parameters are as follows:

DD55309 Rev 05 563
K-factor – Press ‘ENTER’ and key in new value. Press ‘ENTER’ again to
confirm the value
K-factor
:8000
Odometer – Press ‘ENTER’ and key in new value. Last digit input is
tenths, thus an odometer reading of 100.0 km should be input as 1000.
Press ‘ENTER’ again to confirm the new value
Odometer
:001548.7

DD55309 Rev 05 564
Current time – This is the VU UTC time. Press ‘ENTER’ and a cursor will
flash over the first digit. Key in the current time and press ‘ENTER’ to
confirm the new time
Current time
:10:35
Current date – This is the VU UTC date. Press ‘ENTER’ and a cursor will
flash over the first digit. Key in the current date and press ‘ENTER’ to
confirm the new date
Current date
:17/11/2009

DD55309 Rev 05 565
Time offset – This is used to update the VU Local Time. Press ‘ENTER’ and
use the ‘up’ and ‘down’ arrow buttons to select the Local time offset from the
VU master UTC time. Press ‘ENTER’ again to confirm the new value
Time offset
:+1 :+00
Output shaft factor – This value should not be changed from the factory
set value
O/P shaft factor
:8.140

DD55309 Rev 05 566
CANBus Enabled - Press ‘ENTER’ and use the ‘left’ or ‘right’ arrow
buttons to select ‘ON’ or ‘OFF’ as required, depending on the presence or
absence of CANBus in the vehicle. Press ‘ENTER’ again to confirm the
setting
CANBus enabled
:ON
Install date – This is the date that the VU was first installed in the vehicle.
Press ‘ENTER’ and a cursor will flash over the first digit. Key in the date of
VU installation and press ‘ENTER’ to confirm
Install date
:22/06/2006

DD55309 Rev 05 567
Speedo Output Factor - Press ‘ENTER’ and key in a new value. Press
‘ENTER’ again to confirm the setting
Speedo OP factor
:6000
D6 pin function – Press ‘ENTER’ and use the ‘left’ or ‘right’ arrow buttons
to select ‘OFF’, ‘Revs Warning’ or ‘Speedometer’ as required. Press ‘ENTER’
again to confirm the setting
D6 pin function
:OFF

DD55309 Rev 05 568
VIN – Press ‘ENTER’ and key in the Vehicle Identification Number. This is
17 characters long. Press ‘ENTER’ again to confirm the VIN
VIN
:1234567890ABCDE
Service delay – This is a read-only parameter and is the time left to the
next 2-yearly inspection. The value is reset to 104 weeks each time the VU
is re-programmed with new calibration parameters
Service delay
:104 weeks

DD55309 Rev 05 569
Reset Heartbeat – Press ‘ENTER’ and use the ‘left’ or ‘right’ arrow buttons
to toggle the setting between ‘Off’ and ‘On’. Press ‘ENTER’ again to confirm
the setting. This parameter when ‘On’ causes the vehicle cluster presence to
be confirmed by the VU
Reset Heartbeat
:ON
L-Factor – Press ‘ENTER’ and a curser will flash over the first digit. Key in
the new value as required. Press ‘ENTER’ again to confirm the new value
L-factor
:3159 mm

DD55309 Rev 05 570
Tyre Size – Press ‘ENTER’ and key in the Tyre Size. This can be up to 15
characters long. Press ‘ENTER’ to confirm the new size
Tyre Size
:295/80R22.5
Next Calibration Date – Press ‘ENTER’ and a cursor will flash over the first
digit. Key in the date when the calibration is next due and press ‘ENTER’
again to confirm the date
Note: this parameter must be set each time a VU is reprogrammed as part
of a vehicle calibration or inspection
Next Calib. Date

:19/05/2008
DD55309 Rev 05 571
Vehicle Registering Nation – Press ‘ENTER’ and key in the new value –
this can be up to 3 characters long. Press ‘ENTER’ again to confirm the
nation. This parameter is also referred to as the Registering Member State
Veh. Reg. Nation

:UK
Vehicle Registration Number – Press ‘ENTER’ and key in the new

value – this can be up to 13 characters long. Press ‘ENTER’ again to
confirm the new VRN. There must be no spaces between the characters
in the VRN and the ‘space’ character must be used for any unused digits
at the end of the VRN
VRN
:SE06SED
DD55309 Rev 05 572
Speed Authorised – Press ‘ENTER’ and a cursor will flash over the first
digit. Key in the Speed authorised value (3-digits maximum). Press ‘ENTER’
again to confirm the new ‘overspeed’ setting. Note: it is a VOSA requirement
that the programmed speed authorised setting MUST be as per the VOSA
ATC Manual Digital Speed Setting table (Appendix A)
Speed Authorised
:90 km/h
Illumination Input – Press ‘ENTER’ and use the ‘left’ or ‘right’ arrow
buttons to toggle between ‘Off’, ‘A2 only’ and ‘CAN only’. Press ‘ENTER’
again to confirm the setting
Illum. Input
:A2 only
DD55309 Rev 05 573
Preferred Language – Press ‘ENTER’ and a cursor will flash over the first
digit. Key in the required preferred language code i.e. ‘en’ for English, ‘de’
for German, ‘fr’ for French etc, and press ‘ENTER’ again to confirm the new
‘preferred language’ setting
Pref. Language
:en
Next Calibration Pre-warning time – Press ‘ENTER’ and key in the new
value. Press ‘ENTER’ again to confirm the value. This can be from 0 to
255 and is the time in days before the next calibration date that a VU will
start to warn a user that a calibration is due
Pre-Next Calib.
:30

DD55309 Rev 05 574
Warranty Time – This parameter defaults to 24 months at the Activation

of a VU. Prior to VU activation, the parameter can be set between 0 and
36 months where applicable. Once the VU is activated, press ‘ENTER’ and
the display will update to show the VU warranty time left from the current
date
Warranty Time
:24 months
W-factor – Press ‘ENTER’ and key in new value. Press ‘ENTER’ again to
confirm the value
W-factor
:8000

DD55309 Rev 05 575
MKII Programmer and VU Practical Exercise
Use a MKII Programmer to ‘Read All Data’ from a Stoneridge VU
Use the ‘Modify Data’ function to update the W & K-factors to 4567 pul/km,
the L-factor to 2345 mm and to program the ‘Next Calibration Date’
appropriately
Update the VU with the modified parameters using the Programmer individual
parameter ‘SEND’ function
‘Read’ the VU parameters again with the Programmer to confirm the VU

parameter update has been successful
Remove workshop card from the VU to close the calibration session
Take a Technical Data printout to confirm the calibration update

DD55309 Rev 05 576
Section 4.4
Using the CITO Download Tool

DD55309 Rev 05 577
Using the CITO Downloading Tool
Overview of the Stoneridge CITO Tool
Stoneridge CITO Tool Downloading of Workshop Card Calibration Records
Uploading Data from a Stoneridge CITO Tool to a PC
CITO Workshop Software Installation Plaque Generation Procedure

DD55309 Rev 05 578
Section 4.4.1
Overview of the Stoneridge

CITO Tool

DD55309 Rev 05 579
Overview of Stoneridge CITO Tool
Principal functions are to download data either from

a Digital VU or a Workshop Smartcard
Interfaces with the CITO Workshop Software for

data storage, file management and printing
Supports data downloads from all Digital

Tachograph types
Can store 20 full VU downloads or more than 500

smartcard downloads
Data downloaded into CITO unit is automatically

erased following successful upload of data to PC
database
DD55309 Rev 05 580
Backlit LCD
Powered by 4 removable AA batteries
4-Pin DIN socket for connection to VU download

RS232 communications interface. The CITO unit
automatically adjusts to faster data transfer rate
Smartcard socket used for downloading of

Workshop cards
USB socket for connection to PC data upload USB

port

DD55309 Rev 05 581
‘Fast Key’ VU downloading by a single

keypress
‘Fast Key’ Workshop Smartcard

downloading by a single keypress when
calibrating & programming VU
Individual download transfer request

messages selectable
Automatic unit switch off when not used

for 10 minutes to increase battery life

DD55309 Rev 05 582
Simple Menu Structure
Diagnostics menu for checking battery and

memory status
Settings menu for time setting, backlight

selection, LCD contrast adjustments and
language selection
Download menu for individual VU data

downloading
Always set CITO tool to UTC time

DD55309 Rev 05 583
Section 4.4.2
Stoneridge CITO Tool

Downloading of Workshop Card
Calibration Records

DD55309 Rev 05 584
Downloading Workshop Card Records
The CITO unit should initially be powered by pressing the ‘ON/OFF’ button
– wait for the unit to initialise
The required workshop smartcard to be downloaded should be inserted

into the CITO unit smartcard socket with the smartcard chip facing
upwards

DD55309 Rev 05 585
Downloading Workshop Card Records
For downloading the entire smartcard data memory contents the

‘download-smartcard’ ‘Fast-Key’ should be pressed and the data download
will then begin
Whilst the download process is continuing, the CITO unit will display a
‘Reading data’ message as shown
Once the download process is complete, the CITO unit will display a ‘Data
Transfer OK’ message as shown to confirm the download

......

DD55309 Rev 05 586
Section 4.4.3
Uploading Workshop Card Data

from a Stoneridge CITO Tool to
a PC

DD55309 Rev 05 587
Uploading Data from CITO - Interfacing CITO Tool to a PC
Insert USB Cable Connector into CITO USB

Socket
Insert USB Cable Connector into PC USB

Port
Insert USB Software key (Dongle) into PC

USB Port. Note: when the Centre is not
operating the software key must be securely
stored in the Workshop floor safe

DD55309 Rev 05 588
Uploading Data from a CITO Tool to a PC
Upload of data held in a CITO Tool can be carried out by a PC running the
CITO Workshop PC software
All interaction between the Stoneridge CITO Tool and the PC is controlled
by the PC with the CITO Tool acting as the slave
The CITO Tool will automatically respond to upload signals from a PC
For upload to be possible by a Workshop Technician, the PC CITO

Workshop software must be operating in a password protected mode of
operation for data security purposes, and the software key (dongle) must
be present in the USB port

DD55309 Rev 05 589
The CITO Tool must be switched on or the data upload to the PC CITO
Database will not be possible
The data upload USB cable must be connected between the CITO Tool and
the PC USB port as shown above
The CITO Workshop PC software must be ‘run’ on the PC by clicking on the

CITO Icon on the Desktop
Initially the CITO login screen will be displayed on the PC

DD55309 Rev 05 590
A valid User Name and Password must then be input to access the CITO
database
The Password is personal to each workshop technician and must not be

given to other workshop personnel

DD55309 Rev 05 591
If the correct Password is input for a valid User Name then the main menu
will be displayed as shown below

DD55309 Rev 05 592
To upload data from the CITO Tool to the CITO PC database, the
‘Download Centre’ should be executed by clicking on the correct
Icon
Highlight the CITO Download Tool option then Click ‘Next’ and the
Download wizard will automatically begin the data transfer to the
PC database

DD55309 Rev 05 593
The PC software will then search for the connection to the CITO Tool

DD55309 Rev 05 594
Once the CITO device is detected the data transfer to the PC will
automatically begin

DD55309 Rev 05 595
Once the data transfer to the PC is complete, the software then saves
the data received from the CITO Tool to the database
After the data has been safely stored in the PC database, the data in
the CITO Tool will be automatically deleted

DD55309 Rev 05 596
Once the Card data, as listed, has been saved to the database click
‘Finish’ to return to the CITO software main menu

DD55309 Rev 05 597
Section 4.4.4
CITO Workshop Software

Installation Plaque Generation
Procedure

DD55309 Rev 05 598
CITO Workshop Software Main Menu Options - Reports
From the main menu the ‘Report Centre’ option should be

selected by clicking the appropriate Icon
The screen will then be as shown and the required report option
should be highlighted before selecting ‘Next’ to proceed

DD55309 Rev 05 599
CITO Workshop Software Report Centre Options –

Assuming the ‘Digital plaques not yet printed’ option was selected previously,
the next stage is to select the vehicle for which the plaque is to be produced
The screen will be similar to below and the required vehicle option (VIN/VRN)

DD55309 Rev 05 600
Once the vehicle is selected, the next stage is to select the date for which
the plaque is to be produced
The screen will then be similar to that shown and the required date option

DD55309 Rev 05 601

The installation plaque details to be printed will then be automatically created

from the database stored information, and the screen will be as shown
below. The ‘Print’ option should be selected to print the plaque and the
‘Finish’ option selected to end the operation and return to the main menu
Click ‘Sign out’ to return to the log-in screen for security purposes
DD55309 Rev 05 602
Any Questions?

DD55309 Rev 05 603

DD55309 Rev 05 604
Tachograph Course
Day 5

DD55309 Rev 05 605
Day 5
8:30 Exam Resit if applicable (days 1 to 3 only)

9:00 Questions from yesterday
9:10 Digital Tachograph Decommissioning and Backing Up the Database
10:30 Tea Break
10:45 Digital Course Summary
11:45 Warranty
12:15 Lunch
12:45 Questions pre Digital Exams
13:00 Exam – practical group 1
13:30 Exam – practical group 2
14:00 Tea Break
14:15 Written Digital Exam
14:45 Exam Finish
15:15 Exam Results and Course Feedback
15:30 Course End
DD55309 Rev 05 606
Section 5.1
for a VU

DD55309 Rev 05 607
The workshop must inform the current vehicle owner in writing that they
are holding data that belongs to the owner
After a written request, a copy of any Company-locked decommissioned

data can be exported to the data owner. Note: keep a copy of the written
customer request


DD55309 Rev 05 608
Section 5.1.1
Downloading VU Memory
Contents

DD55309 Rev 05 609
Interfacing of the CITO Tool
Interfacing of the CITO Tool to a VU is done via the CITO 4-pin DIN
connector and the VU 6-way front download connector
Interfacing of the CITO Tool to a PC is done via the CITO USB interface
and a PC USB Port
All connectors are keyed so that wrongly inserting them is not possible
The VU 6-way connector is exposed by first removing the paper cassette as

shown in the slides that follow,

DD55309 Rev 05 610
Interfacing the CITO Tool to a VU

DD55309 Rev 05 611
VU Front 6-Way Download Connector

DD55309 Rev 05 612
Insert 4 way DIN Connector into CITO 4

Way DIN Socket
Insert D-shaped 6 Way Connector into VU

6 Way Download Socket

DD55309 Rev 05 613
Downloading Data from a VU to the CITO Tool
All interaction between the CITO Tool and a VU is controlled by the CITO
Tool
The VU will automatically respond to download signals from a CITO Tool as

long as the VU is not fitted in a moving vehicle
For a download to be possible by a Workshop, the VU must be in the

calibration mode of operation with an authenticated Workshop card
inserted
Download is also possible in the Company mode of operation, for company

specific data downloads only
Control officers may download with the VU in the Control mode of

operation

DD55309 Rev 05 614
CITO Fast-Key VU Data Download
The CITO unit should initially be powered by pressing

the ‘ON/OFF’ button as shown – wait for the unit to
initialise
The download cable should be connected between the

VU and the CITO Tool as described above and a
workshop card should be inserted into the VU as is
required
For downloading the VU data memory contents, i.e.

when decommissioning a faulty VU, the ‘download-VU’
‘Fast-Key’ should be pressed, as shown, and the data
download will then begin

DD55309 Rev 05 615
Whilst the download process is continuing, the VU will display a

‘Downloading’ message and the CITO unit will display ‘Reading data’ as
shown
Reading data
......
Once the VU download process is complete, the CITO unit will emit an
audible beep and then display a final ‘Data Transfer OK’ message as
shown to confirm the download is completed successfully
Data transfer OK
Press the ‘MENU’ button to acknowledge the message

DD55309 Rev 05 616
CITO Menu Driven Data Download
Individual data segments can be downloaded from a VU via

the CITO ‘Download Menu’
The CITO unit should initially be powered by pressing the

‘ON/OFF’ button
The download cable should be connected between the VU and

the CITO Tool as described above and a workshop card
should be inserted into the VU as is required
Press the ‘left’ or ‘right’ arrow buttons until the ‘Download

Menu’ option is shown on the CITO unit

DD55309 Rev 05 617
Press the ‘Enter’ button to enter the download sub-menu
Press the ‘left’ or ‘right’ arrow buttons until the required

download option is displayed from:- Overview, Full Download,
Events & Faults, Detailed Speed, Technical Data and Activities
The overview data will always be downloaded as part of any

download
Press the ‘Enter’ button again to select the required download

option in the CITO unit
The date of the data to be downloaded will have to be entered if

the ‘Activities’ option is selected, and then the download process
will begin
DD55309 Rev 05 618
Whilst the download process is continuing, the VU will display a

‘Downloading’ message and the CITO unit will display ‘Reading data’ as
shown
Reading data
......
Once the download process is complete, the CITO unit will emit an
audible beep and display a ‘Data Transfer OK’ message as shown to
confirm the requested download is completed successfully
Data transfer OK
Press the ‘MENU’ button to acknowledge the message

DD55309 Rev 05 619
Section 5.1.2
Uploading VU Download Data

from a Stoneridge CITO Tool
to a PC

DD55309 Rev 05 620
Interfacing the CITO Tool to a PC

Socket

Port
Insert USB Software key (Dongle) into PC


DD55309 Rev 05 621
Upload of data held in a CITO Tool can be carried out by a PC running the
CITO Workshop PC software
All interaction between the Stoneridge CITO Tool and the PC is controlled by
the PC with the CITO Tool acting as the slave
The CITO Tool will automatically respond to upload signals from a PC
For upload to be possible by a Workshop, the PC CITO Workshop software

must be operating in a password protected mode of operation for data
security purposes, and the software key (dongle) must be present in the USB
port

DD55309 Rev 05 622
The data upload USB cable must be connected between the CITO Tool and
the PC USB port as shown above

Initially the CITO login screen will be displayed – login in exactly the same
way as described previously

DD55309 Rev 05 623
Icon from the Main Menu
Highlight the CITO Download Tool option then Click ‘Next’ and the
Download wizard will automatically begin the data transfer to the
PC database

DD55309 Rev 05 624
The PC will then automatically find the CITO tool and download the
data. Once the data transfer is complete, the PC software then saves
the data received to the PC CITO database
After the data has been securely stored in the PC database, the data in

DD55309 Rev 05 625
Once the VU data, as listed, has been saved to the database click
‘Finish’ to return to the CITO software main menu
Click ‘Sign out’ to return to the log-in screen for security purposes

DD55309 Rev 05 626
Section 5.1.3
Exporting CITO Workshop

Software Stored Data

DD55309 Rev 05 627
CITO Workshop Software Main Menu Options Data Centre
From the Main Menu the ‘Data Centre’ option should be selected by
clicking the Icon
The screen will then be as shown and the required Data Centre
function should be highlighted before selecting ‘Next’ to proceed.
Note: access to ‘Restore database’ is restricted

DD55309 Rev 05 628
CITO Workshop Software Main Menu Options -
Export Authority Data
This function is used to give a copy of any vehicle decommissioned data to a

requesting authority such as VOSA
Highlight the ‘Export authority data’ option before clicking ‘Next’

DD55309 Rev 05 629

If the ‘Export authority data’ option was selected, the next stage is to select
the vehicle for which the authority data export is required
Highlight the required vehicle before clicking ‘Next’

DD55309 Rev 05 630
Once the vehicle is selected, the next stage is to select the download date for
which the authority data export is required
Highlight the required date before clicking ‘Next’

DD55309 Rev 05 631

Once the required date has been selected, the next stage is to select the
location for the authority export data file
Click ‘Browse’ and select the required location before clicking ‘Next’

DD55309 Rev 05 632
Once the authority export data file has been saved to the desired location,
the screen will be as shown below to confirm completion
Click ‘Finish’ to end the ‘Export authority data’ operation

DD55309 Rev 05 633

Export Company Data
This function is used to give a copy of any vehicle decommissioned data to a

requesting Company who owns the data, as identified by Company Locking
information stored in the VU
Highlight the ‘Export company data’ option before clicking ‘Next’

DD55309 Rev 05 634
Export Company Data
If the ‘Export company data’ option was selected, the next stage is to select
the ‘Company’ for which the data export is required
Highlight the required Customer before clicking ‘Next’. Note: if the requesting
company is not listed, data must not be exported

DD55309 Rev 05 635

Export Company Data
Once the required customer has been selected, the next stage is to select the
vehicle for which the Company data export is required
Highlight the required vehicle-date before clicking ‘Next’

DD55309 Rev 05 636
Export Company Data
Once the required vehicle-date has been selected, the next stage is to select
the location for the Company export data file
Click ‘Browse’ and select the required location before clicking ‘Next’

DD55309 Rev 05 637

Export Company Data
Once the export data file has been saved to the desired location, the screen
will be as shown below to confirm completion
Click ‘Finish’ to end the ‘Export company data’ operation

DD55309 Rev 05 638
Section 5.2
Other Functions of the CITO

Workshop Software

DD55309 Rev 05 639
CITO Workshop Software Main Menu Options
Download Centre – this is for transferring data from a

CITO Tool into the CITO PC software database, as
described previously
Report Centre – this is for creating digital and hardcopy
reports, as described previously
Tools and Settings – this displays data relating to the CITO
Workshop PC software that can be used for support
purposes
Data Centre – this option is used for the handling of data
including backing up, restoring files and exporting data
Sign Out – this is for logging out the current user and
returning to the initial ‘Log-in’ screen
Exit – this is used for ending the CITO Workshop program

DD55309 Rev 05 640
CITO Workshop Software Main Menu Options Tools and
Settings
From the Main Menu the ‘Tools and Settings’ option should be
selected by clicking the Icon – the screen will then be as shown
This information is technical support purposes – when calling for

support you will be asked to quote these figures along with the
relevant ‘dll’ file names

DD55309 Rev 05 641

Backup Database
The ‘Backup database’ option should initially be highlighted as shown
Select ‘Next’ to proceed the ‘Backup database’ operation

DD55309 Rev 05 642
Backup Database
Backing-up the database must be regularly carried out in case the primary
data store fails
If the ‘Backup database’ option was selected, the next stage is to select the
location for the backup file to be saved i.e. ‘Browse’

DD55309 Rev 05 643

Backup Database
When ‘browsing’ for the location the screen will be similar to that shown
When the desired location has been found a suitable file name should be
input and then ‘Save’ selected to create the backup file

DD55309 Rev 05 644
CITO Workshop Software Main Menu Options Backup
Database
Once the filename and location have been selected then the confirmation
screen will be similar to that shown below
Click ‘Next’ to save the file

DD55309 Rev 05 645

Database
Once the database backup file has been securely ‘saved’, the screen will be
as shown below to confirm the completion
Click ‘Finish’ to end the database backup operation

DD55309 Rev 05 646
Database
After the database backup file has been ‘saved’, it is recommended that
a copy of the securely stored backup file is copied to a CD-ROM or a
memory stick or off-site secure network in case the primary storage area
fails
CD burning capability is not part of the CITO software package. The

software package present on the PC should be used for this purpose
The back-up CD-ROM or memory stick if used should be safely stored in

the Workshop safe
It is important that the backed up data is kept in a structured format.

We would recommend that the following filename system is used year-
month-day.sbf, 2005-03-22.sbf

DD55309 Rev 05 647
Any Questions?

DD55309 Rev 05 648
Section 5.3
Digital Tachograph Course

Summary

DD55309 Rev 05 649
Digital Tachograph Course Summary
Using and Programming the Vehicle Unit
Downloading and Uploading of Stored Data
Questions

DD55309 Rev 05 650
Section 5.3.1
Using And Programming

The Vehicle Unit

DD55309 Rev 05 651
Digital Tachograph System
Vehicle Unit
Motion Sensor
Cluster
Driver Smartcard
DD55309 Rev 05 652


Up Down Printer

DD55309 Rev 05 653
Universal Time Co-ordinated - UTC
ALL VUs operate using UTC as their master reference time – all driving
event times stored, displayed or printed are UTC times
UTC replaced GMT in 1986 as the world standard for time
UTC does not change due to seasonal adjustment i.e. no concept of

“Summer time”
Workshops MUST set VU master time to UTC
Local time is available to a VU user for display purposes only

DD55309 Rev 05 654
Printouts
There are 6 legally required types of VU printout available:
Technical data
Overspeed data

speed bands
DD55309 Rev 05 655
Overview of the Stoneridge MKII Tachograph Programmer
New updated version of software for VUs
MKII Tachograph Programmer Supports analogue

and digital Tachograph types
All existing MKII Tachograph Programmers are

software upgradeable

DD55309 Rev 05 656
Interfacing a Stoneridge VU to the MKII Programmer

Insert D-shaped 6-Way Connector into VU

6-Way Programming Socket

DD55309 Rev 05 657
Interaction Between the MKII Tachograph Programmer

and the Stoneridge VU
All interaction between the MKII Programmer and a Stoneridge VU is

In the operational mode, the VU will only allow its internal parameters to
be read by an external device
In the calibration mode of operation, i.e. VU has an authenticated

Workshop card inserted, the VU will respond to bench test, speed simulator
and parameter re-programming signals
A Workshop card that is inserted into a VU can be PIN code authenticated

using the VU keypad. However, for the SE5000 it can also be
authenticated directly from a MKII Programmer. Note: for VDO and Actia
units the number of digits in the PIN code must be entered before the PIN
code itself
Always set the clock on the MKII Programmer to UTC time

DD55309 Rev 05 658
A MKII Tachograph Programmer is used to Program a VU
Initially the VU parameters must be read from the VU and a copy

transferred to the Programmer. The Programmer ‘READ ALL DATA’
SE5000 menu option is used to do this
SE5000 MAIN MENU

:READ ALL DATA

DD55309 Rev 05 659

transfer from the VU to the Programmer. The Programmer will display the
message shown while the data is being transferred and then a second
message as shown once the parameter transfer is completed

........

DD55309 Rev 05 660
Modifying & Sending
The VU parameters can be modified using the Programmer ‘MODIFY

DATA’ SE5000 menu option
SE5000 MAIN MENU

:MODIFY DATA
back to the VU. The VU must be in calibration mode or it will reject any
attempts to reprogram. The Programmer ‘SEND’ key can be used to
transmit individual parameters. The display will be as shown
Sending Data

DD55309 Rev 05 661

Sending and Verifying Parameters
Once the parameter transfer to the VU is completed, the Programmer will

display the message shown
Sending Data
Data transfer OK
The successful transmission of the parameters can be confirmed by

‘reading’ back the programmed data and then checking the parameters
from the VU via ‘modify data’ as described previously
SE5000 MAIN MENU

:READ ALL DATA

DD55309 Rev 05 662
Section 5.3.2

DD55309 Rev 05 663
Workshop Approval
All workshops must have VOSA approval before they can work on Digital
Tachograph systems
Workshop Technicians must be holders of valid in-date analogue and digital

certificates or a combined certificate before they can work on Digital
Tachograph systems
Workshops must have a Designated Manager, and must operate as a secure

environment ensuring that all workshop cards are properly used and
securely stored when not in use
VOSA approved equipment must be used for all Digital Tachograph work

DD55309 Rev 05 664
Pre-Installation of a Digital Tachograph System
It is essential that prior to fitment of an SE5000

VU the following items are checked
The VU data label must show the correct

Stoneridge VU type approval number, i.e. E5
0002
The tamper label must be intact
The Stoneridge hologram must be correct
The VU should have no evidence of physical

damage or tampering

DD55309 Rev 05 665
Installation of a Digital Tachograph System
Fitting the gearbox motion sensor and the sensor cable
Making required power and signal connections
Mounting the VU
Pairing the VU and motion sensor. This will automatically occur as part of
the activation process – all VUs will always auto-pair
Activating the VU, verify the activation symbol () disappears
Calibrating and programming of the VU system
Sealing the VU system
Completion and fitment of a VU installation plaque. Complete paperwork

and update GV212. GV212 must be in VOSA accepted electronic format
from 1st January 2010
DD55309 Rev 05 666
Activating, Calibrating and Programming the VU for Use
A VU is delivered non-activated, activation occurs automatically on first

insertion of a valid PIN authenticated workshop card
Access to Calibration functions is granted while non-activated, even when

not in Calibration Mode
After activation, VU is fully operational including recording functions
A Workshop card is required to program calibration parameters into a VU
Programming should be carried out using a VOSA approved device such as

the Stoneridge Digital Tachograph Programmer
1st calibration of the VU system must be within 2 weeks of installation or

VRN allocation

DD55309 Rev 05 667
Calibration Records – VU and Card
After programming a VU with new calibration parameters, a calibration

record is generated and stored in the VU. The record includes
• The calibration purpose

• Workshop details
• VIN & VRN
• The W, K & L factors
• The tyre size
• Speed limiter setting, if appropriate
• The odometer value
• The UTC time
• Due date of next calibration
A similar calibration record is generated and stored on the Workshop card

used to perform the calibration

DD55309 Rev 05 668
Installation Plaque
The final part of the Digital Tachograph installation procedure is the

generation and fitment of an installation plaque. Note: the installation
plaque must be generated automatically
Installation Plaque must be fitted on or beside the VU and must be visible at

all times. The plaque is valid for 2 years
After each inspection a new plaque must be fitted in place of the previous
one

Name and address of approved technician or
workshop
W, K and L factors
Tyre size
VIN
Date of W & L factor determination
DD55309 Rev 05 669
Workshop Inspections – Reasons for Inspection
After any repair of the equipment. Replacement of the paper cassette does
not constitute a repair of the VU
If the motion sensor seal is broken
After any alteration to the W or L factors
If the VU UTC clock time is inaccurate by more than 20 minutes
When it has been 2 years since the last inspection
If the VRN has changed

DD55309 Rev 05 670
A visual inspection must be carried out to ensure that the

unit has not been tampered with and no security breach
attempts have been made. In cases of tampering see VOSA
warning notice GV215 for further advice
The VU manufacturers’ label and type approval mark must

be checked, i.e. E5 0002
Check all system seals are intact
Bench Test the Digital Tachograph
The tyre size and actual circumference of the drive wheels

must be checked
The presence and content of the current installation plaque

must be checked – record any anomalies on the Inspection
report
DD55309 Rev 05 671
Check that the recording equipment functions correctly, including data

storage on smartcards
Check the integrity of the Motion Sensor/VU connection using an

independent cable connected directly from the sensor to the VU
Confirm that the unit operates to within maximum tolerances for both
speed and distance and check that its UTC time is set correctly
A mandatory vehicle re-calibration must be carried out. Program the new

VU calibration parameters and also the ‘Next Calibration Date’ to 2 years
on. Check all other VU programmable parameters are set correctly
A new installation plaque must be fitted after the inspection is completed

and an inspection report/calibration certificate must be issued to the
vehicle owner to confirm the inspection completion. Update the GV212 –
2009 VOSA manual indicates that this must be in a VOSA accepted
electronic format from 1/1/2010
DD55309 Rev 05 672
Workshop Inspections – Inspection Report
After each Workshop inspection an

inspection report should be issued to the
owner of the VU
Information on the inspection report will

typically include,
The VU owner
The VU manufacturer
The VU model and serial number
The VIN and VRN
The result of the inspection
The date of the certificate issue

DD55309 Rev 05 673
Repair and Decommissioning of Vehicle Units
Due to the security requirements of Digital Tachograph systems there

are no repairable parts in a Stoneridge VU
A VU case must never be opened as this would be a breach of Digital

Tachograph security, making the VU invalid
Replacement of the paper cassette is permitted – this is NOT classed

as a repair
Faulty VUs must be decommissioned using the method described as

follows –

DD55309 Rev 05 674
The workshop must inform the current vehicle owner in writing that they are
holding data that belongs to the owner
After a written request, a copy of any Company-locked decommissioned data

can be exported to the data owner. Note: keep a copy of the written customer
request


DD55309 Rev 05 675
Workshops must comply with all aspects of the VOSA ‘Approved Tachograph
Centre Manual’. All newly qualified Technicians must read the manual as a
VOSA legal requirement. Technicians breaking any rules will be subject to
VOSA disciplinary procedures as described in the manual
Downloaded data must be kept safe and secure, preferably using a firesafe or
off-site security storage system. This data must be encrypted or password
protected
Workshops must have a Designated Manager
Workshop cards must be kept in a secure facility within the workshop. This
will be a safe secured in the Workshop floor. VOSA manual describes the
rules which apply
Improper use of a Workshop card is fully traceable

DD55309 Rev 05 676
Section 5.3.3
Downloading and Uploading of VU

Stored Data

DD55309 Rev 05 677
Data Downloading
Downloading is the copying of a partial or a complete set of data that is

stored in VU memory or on a smartcard
All VU downloading must be done when the vehicle is stationary or the VU

is removed from the vehicle
Workshops
Must download the memory contents with the VU in the calibration

mode, when decommissioning “failed” VUs
Must read Workshop Card calibration records

DD55309 Rev 05 678
Workshop Download Tool - CITO
Sufficient Memory space for 20 full VU data

downloads
Data download from VU via RS232 communications

interface, front 6-way connector
Data upload to PC via USB interface
Software for Data Storage, Management and

Printing

DD55309 Rev 05 679
Insert 4 way DIN Connector into CITO 4

Way DIN Socket
Insert D-shaped 6 Way Connector into VU

6 Way Download Socket

DD55309 Rev 05 680
Interfacing the CITO Tool to a PC

Socket

Port
Insert USB Software Key (Dongle) into PC


DD55309 Rev 05 681
The CITO unit should initially be powered by pressing

the ‘ON/OFF’ button as shown – wait for the unit to
initialise
The download cable should be connected between the

VU and the CITO Tool as described previously and a
workshop card should be inserted into the VU as is
required
For downloading the VU data memory contents the

‘download-VU’ ‘Fast-Key’ should be pressed, as shown,
and the data download will then begin

DD55309 Rev 05 682
CITO Fast-Key Smartcard Data Download
For downloading the entire smartcard data memory contents the

‘download-smartcard’ ‘Fast-Key’ should be pressed and the data download
will then begin
Whilst the download process is continuing, the CITO unit will display a
‘Reading data’ message as shown
Once the download process is complete, the CITO unit will display a ‘Data
Transfer OK’ message as shown to confirm the download

......

DD55309 Rev 05 683
All interaction between the Stoneridge CITO Tool and the PC is controlled
by the PC with the CITO Tool acting as the slave
For upload to be possible by a Workshop, the PC CITO Workshop software

must be operating in a password protected mode of operation for data
security purposes, and the software key must be present in the USB port

Initially the CITO login screen will be displayed on the PC

DD55309 Rev 05 684
A valid User Name and Password must then be input to access the CITO
database
The Password is personal to each workshop technician and must not be

given to other workshop personnel

DD55309 Rev 05 685
If the correct password is input for a valid User Name then the main menu
will be displayed as shown below

DD55309 Rev 05 686
Icon
Click ‘Next’ and the Download wizard will automatically begin the
data transfer to the PC database

DD55309 Rev 05 687
Once the data transfer to the PC is complete, the software then saves
the data received from the CITO Tool to the database
After the data has been safely stored in the PC database, the data in

DD55309 Rev 05 688
CITO Workshop Software Main Menu Options - Reports
From the Main Menu the ‘Report Centre’ option should be selected
by clicking the Icon
The screen will then be as shown and the required report option

DD55309 Rev 05 689
CITO Workshop Software Main Menu Options Installation

Plaque Generation
Assuming the ‘Digital Plaques not yet printed’ option was selected previously,
the next stage is to select the vehicle for which the plaque is to be produced
The screen will then be similar to below and the required vehicle option
(VIN/VRN) should be highlighted before selecting ‘Next’ to proceed

DD55309 Rev 05 690
CITO Workshop Software Main Menu Options Installation
Plaque Generation
The installation plaque details to be printed will then be automatically created

from the database stored information, and the screen will be as shown below
The ‘Print’ option should be selected to print the plaque and the ‘Finish’
option selected to end the operation

DD55309 Rev 05 691
From the main menu the ‘Data Centre’ option should be selected by
clicking the Icon
The screen will then be as shown and the required Data Centre
function should be highlighted before selecting ‘Next’ to proceed.
Note: access to ‘Restore database’ is restricted

DD55309 Rev 05 692
CITO Workshop Software Main Menu Options – Backup
Database
When ‘browsing’ for the location the screen will be similar to that shown
When the desired location has been found a suitable file name should be
input and then ‘Save’ selected to create the backup file

DD55309 Rev 05 693
Any Questions?

DD55309 Rev 05 694
Section 5.4
Warranty

DD55309 Rev 05 695
Stoneridge Warranty Statement
Subject to the conditions stated herein, Stoneridge Electronics warrants to

purchasers thereof that Tachographs, Programmers, and accessories sold
by Stoneridge Electronics as original equipment or service parts,
(individually and collectively referred to hereafter as the "Product") will,
when properly assembled and installed on vehicles approved for such
purpose, be free from defects in material and workmanship under normal
use and proper maintenance for the applicable warranty period as stated
below
Stoneridge Electronics assumes no responsibility, in the absence of

Stoneridge written approval, for the selection of Product for specific
applications and makes no general representation whatever in respect of
any such selection

DD55309 Rev 05 696
Stoneridge Warranty Statement (continued)
Product supplied by Stoneridge but manufactured by others (i.e.

Hubodometers, Road Speed Limiters etc) shall be warranted only to the
extent of the manufacturer's warranty
If any product supplied fails to comply with this warranty, Stoneridge

Electronics agrees to supply a replacement product for the defective
product, or in the case of Hand Held Programmers, Speed Simulators, or
TCAS Scanners, repair the product at Stoneridge’s discretion Stoneridge’s
obligation to satisfy a warranty claim as contemplated herein is subject to
the following conditions,

DD55309 Rev 05 697
• All such claims must be submitted to Stoneridge no later than

ninety (90) days from the date of the failure occurrence, unless
otherwise agreed in writing with Stoneridge Electronics, and shall
be supported by satisfactory evidence in respect of the conditions
stated
• The product involved must be returned to Stoneridge Electronics

for examination. Stoneridge must be satisfied on examination of
the product that none of the Warranty Exclusions described herein
are applicable, and that said product was defective when originally
delivered to Purchaser or became defective due to a
manufacturing or design fault. In all cases, Stoneridge shall make
the final determination and interpretation as to the warrantability
of the Product. The repaired or replaced Product shall be
warranted hereunder for the unexpired portion of the original
warranty period

DD55309 Rev 05 698
• Warranty Exclusions. Stoneridge Electronics warranty shall not

extend to any Product that has been subjected to the following,
• Accident, damage, negligence, abuse or misuse

• Improper installation or maintenance
• Abnormal operating conditions
• Alteration or modification including removal of factory seals
• A purpose or application in any way different from that for
which it was designed
• Normal wear is not warrantable
• Limitations on Reimbursement
Stoneridge’s liability is limited to replacing faulty product

DD55309 Rev 05 699
• Warranty Period,
• Product Warranty Periods are stated below and commence
from the date of installation for vehicle products or the date
of purchase for products not installed within vehicles
• Claims Procedure,
• Warranty claims must be submitted through an Authorised
Stoneridge Electronics Distributor with an appropriately
completed Warranty Claim Form and a bench test chart or
drivers chart in the case of Tachograph returns
• Warranty Disclaimer,
• Stoneridge's Warranty is limited to replacement or repair of
the defective product and excludes liability for incidental,
special, consequential or any other damages, or loss of use
or damage to any other property arising from the use of
Stoneridge products. Nothing contained within this warranty
statement affects your statutory rights as a consumer

DD55309 Rev 05 700
Warranty Periods
Tachographs manufactured by Stoneridge Electronics

• 8400 NEW 2 years, 8400 FRU 2 years
• 2400 NEW 2 Years, 2400 FRU 1 year
Tachograph warranty periods commence from the date of installation
Programmers & Simulators

• 1 Year from the date of purchase
Accessories
• 1 Year from the date of purchase
Products not manufactured by Stoneridge Electronics

• Manufacturers warranty periods apply

DD55309 Rev 05 701
Warranty Periods (continued)
Warranty claims must be made within 90 Days following the date of failure
unless otherwise agreed with Stoneridge Electronics
Stoneridge Electronics endeavour to examine all warranty returns within 14

days of receipt at the factory
Written reports detailing the examination of any product returned under

warranty can be obtained by indicating that a report is required on the
Warranty Claim Form

DD55309 Rev 05 702
Procedure for Warranty Claims
Tachographs
• Note the drivers complaint regarding the Tachograph and examine
any drivers charts provided for faults. Take a copy of faulty charts
if permitted by driver
• Check the Tachograph is within its warranty period
• Check the installation of the Tachograph in the vehicle
• Remove the Tachograph from the vehicle
• Visually inspect the Tachograph for damage or misuse
• Bench Test the Tachograph to check operation
• Examine the bench test charts for errors or faults

DD55309 Rev 05 703
Procedure for Warranty Claims (continued)
• If the Tachograph is found to be faulty, complete an R2

Warranty Claim Form and return the pink and blue copies with
the unit to Stoneridge Electronics. Do not use photocopies
• An individual R2 claim form must be used for each warranty

claim. Pads of R2 warranty claim forms are available from
Stoneridge Electronics
• All fields on the R2 Warranty Claim Form must be completed -

see example below
All Other Products

• Complete an R2 Warranty Claim Form with details of the
complaint and return with the unit to Stoneridge Electronics

DD55309 Rev 05 704
R2 Warranty Return Form

DD55309 Rev 05 705
Course End

DD55309 Rev 05 706

DD55309 Rev05 Combined Tacho Training

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Stoneridge Electronics Ltd

© Stoneridge Electronics Ltd

Stoneridge Electronics Ltd

The information contained in this document is the Property of

© Stoneridge Electronics Ltd

 Day 1 Tachograph History & Legislation,

 Day 2 Mechanical & Electronic Circular Tachographs,

 Day 3 Radio Sized Tachographs,

 Day 4 The Digital Tachograph: Theory, Operation & Installation

 Day 5 Digital Tachograph Decommissioning, Digital Course Summary,

There will be an exam at the end of days 1, 2, 3 & 5

 8:45 Introduction, Health &  12:30 Calibration Methods &

 10:15 Paper Charts  16:40 Finish

© Stoneridge Electronics Ltd

This course has been written and created in conjunction

Please consult your copy of the VOSA manual

This is a VOSA approved training course

© Stoneridge Electronics Ltd

Health & Safety

© Stoneridge Electronics Ltd

 DO NOT STOP TO TAKE POSSESSIONS WITH YOU OR GO BACK FOR THEM

 DO NOT RE-ENTER THE BUILDING UNTIL INSTRUCTED BY THE EVACUATION

© Stoneridge Electronics Ltd

Health & Safety

ASSEM BLY AREAS

CAR PARKING FIRE ROAD

© Stoneridge Electronics Ltd

 This is a no smoking facility

 Toilet Facilities are at the front end of the building

© Stoneridge Electronics Ltd

© Stoneridge Electronics Ltd

Stoneridge Sales Finance

Warren, OH Stoneridge Electronics Canton, MA Pollak Actuators - Boston, MA

PST Electrônica (1)

© Stoneridge Electronics Ltd

Stoneridge Electronics Locations

Sales & Support:

© Stoneridge Electronics Ltd

© Stoneridge Electronics Ltd

Overview Stoneridge Electronics Products

 Power Distribution Centre

© Stoneridge Electronics Ltd

Tachograph Introduction & History

© Stoneridge Electronics Ltd

 A Tachograph is an instrument that is fitted in a vehicle and which displays

 It is a legal requirement to have a Tachograph chart fitted or Driver

© Stoneridge Electronics Ltd

Tachograph Introduction - Why is a Tachograph Required?

 All EU member countries must adhere to EU legislation

 Tachographs must also be fitted to passenger carrying vehicles that either

 There are a number of examples of vehicles that are exempt to these

© Stoneridge Electronics Ltd

 The first record of a Tachograph appears to be around 1911 when a model

 More than 10 years later a less refined instrument was introduced in

© Stoneridge Electronics Ltd

Tachograph History - General

 The first ever Tachograph legislation was introduced in Germany in 1952

© Stoneridge Electronics Ltd

 Mechanical Tachographs, Veeder-Root 1100 series, and the early circular

 The name ‘Standard’ refers to a Tachograph which requires manual switching

© Stoneridge Electronics Ltd

Tachograph History – Mechanical Tachograph

 The first type of Tachograph introduced by

 This was similar in design to existing mechanical

Day 1 Tachograph History & Legislation,

Day 2 Mechanical & Electronic Circular Tachographs,

Day 3 Radio Sized Tachographs,

Day 4 The Digital Tachograph: Theory, Operation & Installation

Day 5 Digital Tachograph Decommissioning, Digital Course Summary,

8:45 Introduction, Health & 12:30 Calibration Methods &

10:15 Paper Charts 16:40 Finish

DO NOT STOP TO TAKE POSSESSIONS WITH YOU OR GO BACK FOR THEM

DO NOT RE-ENTER THE BUILDING UNTIL INSTRUCTED BY THE EVACUATION

This is a no smoking facility

Toilet Facilities are at the front end of the building

Power Distribution Centre

A Tachograph is an instrument that is fitted in a vehicle and which displays

It is a legal requirement to have a Tachograph chart fitted or Driver

All EU member countries must adhere to EU legislation

Tachographs must also be fitted to passenger carrying vehicles that either

There are a number of examples of vehicles that are exempt to these

The first record of a Tachograph appears to be around 1911 when a model

More than 10 years later a less refined instrument was introduced in

The first ever Tachograph legislation was introduced in Germany in 1952

Mechanical Tachographs, Veeder-Root 1100 series, and the early circular

The name ‘Standard’ refers to a Tachograph which requires manual switching

The first type of Tachograph introduced by

This was similar in design to existing mechanical

The 1100 Tachograph utilises a mechanical

An electrical supply to the Tachograph is

An Electronic Tachograph was first introduced

The 1200/1400 exterior design was very similar

The 1200/1400 Tachograph eliminates the need

Microprocessor technology was used for the

In 1987 the 8300 Tachograph was introduced

The 2400 series Veeder-root Tachograph

The Digital Tachograph was first

Following European legal proceedings, on the 14th January 1980 the UK

In 1985 new EU Tachograph Recording Equipment legislation was issued in

Subsequently there were various amendments to the Annex 1 legislation in

On the 12th of August 2005 the EU commission made an announcement that

Finally in April 2006, Council Regulation (EC) No 561/2006 was published

Non-exempt vehicles registered on or before 30th April 2006 can be fitted

However, Council Regulation (EC) No 561/2006 repealed and replaced

Note: maximum permissible means the maximum authorised operating

There are however, a number of examples of vehicles that are exempt to

Continuous Driving – the maximum period of continuous or cumulative driving

Breaks while Driving – once the allowed limit of 4 hours 30 minutes of

Alternative Daily Rest – An Alternative Regular Daily Rest period consists

Interrupted Daily Rest – When a driver accompanies a vehicle that is

Rest Compensation – any reduction in a Regular Weekly Rest period must

Drivers must correctly operate Tachograph duty mode switches for

Any commercial Out of Scope Driving done in a vehicle without a

Any driving of an Out of Scope vehicle without a Tachograph, to or from a

The tolerances for a Bench Test of an Analogue Tachograph at Initial or

The tolerances for a Bench Test of a Digital Tachograph VU at Initial or 2

The tolerances for an Installed Analogue Tachograph system at the Initial

The tolerances for an Installed Digital Tachograph at the Initial or 2

The tolerances for an Installed Analogue Tachograph system that is In

The tolerances for an Installed Digital Tachograph system that is In Use,