Garagewire Aftermarket September 2023

MOTUL NEGEN: VEHICLE LUBRICATION FOR A SUSTAINABLE FUTURE

WHY ELECTRIFICATION WON’T KILL THE INDEPENDENT GARAGE

IN FOCUS: GARAGE WORK

PROVIDER WEBSITES

04 NEWS LIQUID ENGINEERING IS BACK

Hello and welcome to issue two of the renamed and newly designed Garage Wire Aftermarket magazine. In this well-oiled issue, we’re looking at lubricants of the past, present and future, including the welcome return of a classic oil and the introduction of a new breed of oils designed specifically for hybrid vehicles. Speaking of electrification, we look at whether EVs represent an opportunity or a threat for independent garages.

Editor

Gavin Braithwaite-Smith gavin.braithwaite-smith@garagewire.co.uk

Commercial Manager

Stuart Woolley stuart.woolley@garagewire.co.uk

Designer

Roy McCarthy

Contributors

Luke Robinson, Graham Stoakes

While Garage Wire Limited prides itself on the quality of the information it provides, the company reserves the right not to be held legally responsible for any mistakes or inaccuracies found within the text of this magazine.

All trademarks are acknowledged.

© Garage Wire Limited 2023

06 DISCUSSION DEATH OF THE MECHANIC? NOT LIKELY

10 OPINION GARAGE WORK PROVIDER WEBSITES

12 DISCUSSION LIQUI MOLY: TASKS OF MOTOR OILS

14 NEWS CASTROL HYSPEC OILS FOR HYBRID VEHICLES

18 COVER STORY MOTUL NGEN OILS REVVING UP FOR A SUSTAINABLE FUTURE

21 MOST COMMENTED MECHANIC’S LIGHTBULB MOMENT

23 MOST READ THE FUTURE FOR SPECIALIST GARAGES

24 OPINION ARE EVS AN OPPORTUNITY OR THREAT?

28 DISCUSSION DAYCO BELT-IN-OIL TECHNOLOGY

CASTROL GTX – LIQUID ENGINEERING IS BACK

CASTROL CLASSIC OILS HAS ANNOUNCED THE REINTRODUCTION OF AN ORIGINAL PREMIUM ENGINE OIL FOR YOUNGER AND MODERN CLASSICS: CASTROL GTX

Widely remembered as the oil that popularised the Liquid Engineering slogan, Castrol GTX is a premium 10W/40 mineral engine oil specifically developed to meet the day-to-day motoring needs of vehicles built between 1978 and 1993.

Cars from the late 20th Century are now highly collectible among the next generation of classic enthusiasts aiming to experience the cars that were unattainable in their youth.

After two years of painstaking research, Castrol Classic Oils has responded with the reintroduction of Castrol GTX Classic 10W-40. Using the latest modern additives matched to the engine technology of that era, this full mineral formulation offers the same balanced, period-correct antiwear and anti-corrosion additives to equal or exceed the specifications required by each vehicle manufacturer. The result is a lubricant ideally suited to most contemporary engines: petrol or diesel, naturally aspirated or turbocharged, and with or without a catalytic converter.

First introduced in 1968, Castrol GTX was immediately acclaimed by professional drivers and the general driving public, with the new and distinctive design tins appearing

CASTROL GTX CLASSIC 10W/40 – LIQUID ENGINEERING:

• SUITABLE FOR VEHICLES FROM 1978 TO 1993 WHERE 10W/40 OIL IS SPECIFIED

• BALANCED ADDITIVES FOR SUPERIOR WEAR AND CORROSION PROTECTION

• SUITABLE FOR NATURALLY ASPIRATED AND TURBOCHARGED PETROL AND DIESEL ENGINES

• SUITABLE FOR VEHICLES WITH AND WITHOUT A CATALYTIC CONVERTER

• THE ORIGINAL HANDBOOK RECOMMENDATION FOR MANY VEHICLES

• FIVE-LITRE SIZE IN THE ORIGINAL STYLE TIN

in service stations and garage forecourts in more than 140 countries worldwide.

Lauded as the result of over 80 years of single-minded technical genius, it was described as: “Thin in cold, thick in heat; cooling, smoothing protecting: pliant as liquid, tough as steel, always busy under gigantic stress.”

REPORTS OF THE DEATH OF THE MECHANIC ARE GREATLY EXAGGERATED

IN AUGUST, A NATIONAL NEWSPAPER PUBLISHED AN ONLINE STORY WITH A RATHER DOOM-LADEN

HEADLINE: ‘DEATH OF THE MECHANIC? I’M A MECHANIC – ELECTRIC CARS ARE GOING TO DRIVE US OUT OF BUSINESS, AND IT’LL COST MOTORISTS A FORTUNE’

GAVIN BRAITHWAITE-SMITH

The article pointed to “shocking statistics” from the IMI (Institute of the Motor Industry) which show that 18 percent of UK mechanics are currently trained to work on electric cars – and many cannot afford to retrain. It also suggested that manufacturers are forcing independent garages out of business by refusing to pass on essential servicing and repair data. One mechanic told The Sun on Sunday: “A lot of independent garages are going to close. I bet by 2030 half of them will be shut. Customers will be forced to go back to the main dealer, and they’ll be able to charge whatever they like, as they’ll be the only ones who can fix them.” Another mechanic said the cost of training and specialist equipment, along with the new safety regulations, will drive technicians away from the sector. These views were echoed by a mechanic from Newcastle, who said: “If I was speaking to a politician, I would say, ‘Before you push the green agenda, make sure the infrastructure is there’.”

To expose this tabloid-led doom-mongering as wide of the mark, Garage Wire sought the views of experts in the industry, notably Paul Darwell, RMI Standards and Certification (RMIC) commercial director; Andy Hamilton,

CEO at LKQ Euro Car Parts; Ben Stockton, Our Virtual Academy (OVA) managing director; and Luke Robinson of Marchwoods Motor Engineers in Folkestone.

Paul Darwell tells us: “It is not uncommon for industries to experience significant changes and challenges as technology evolves. The transition from traditional internal combustion engine vehicles to electric vehicles is a major shift that has implications for mechanics and vehicle repair businesses. The concerns raised by mechanics about the impact of electric vehicles on their businesses are worth considering, but the change is not impassable.”

Andy Hamilton admitted that mechanics are right to be nervous about the shift to EV, saying: “Workshop owners and technicians are rightly concerned over the investment required to get EV-ready. There’s no doubt that many will need more support. We estimate that garages and bodyshops need to find at least £3,000 to be able to get started and to diagnose faults and carry out basic repairs on an EV, such as coding, isolating circuits and working under the bonnet. This covers entry-level training for one technician up to Level 3, EV diagnostic software – on the assumption the garage

Photo: Bigstock

already has a diagnostics unit – and an EV safety kit.”

Ben Stockton argues that articles with such a grim outlook for mechanics are unhelpful, saying: “It won’t be the lack of equipment or training that drives garages and technicians out of business, it will be the luddite attitude and unwillingness to change with the times.”

Regarding the “shocking” fact that one in five mechanics are trained to work on electric cars, Ben adds: “That’s an achievement, not a shocking stat. If 100 percent of the cars on the road are electric, then we’d need 100 percent of the technicians to be trained to work on them. Currently, 18 percent is a great figure. It’s also a percentage which is growing rapidly. A quick online search indicates 4.5 percent of the vehicles on the road have high voltage systems on them, that includes hybrids, plug-in hybrids and full electric cars. For the moment, 18 percent is fine.”

The newspaper article raised concerns about the lack of specialist training for working on electric vehicles, but as Paul Darwell points out, this is incorrect: “Training is available and cheaper than you think; the Retail Motor Industry (RMI) offers a reduced price for members, and the Independent Garage Association (IGA) offers subsidised EV Level 3 for £250 plus VAT.

WILL ELECTRIFICATION KILL THE INDEPENDENT GARAGE?

WORDS BY LUKE ROBINSON

The biggest challenge we all face is training. Forget data access and specialist tools, because if we don’t train for electrification then the rest is pointless. If the genuine reason you can’t train is cost, then increase prices, increase efficiency, or maybe just close the doors?

The training is easily accessible and discounts are available, so there’s no reason why a technician can’t get trained up to Level 3 within a few days. Then, as time moves on, you can start to invest more time and money towards Level 4 or specialist courses if your workload or specialism dictates.

The tools, once again, are simple and easy to access. A decent starter kit with all your PPE, signage and a few insulated tools will set you back between £1,000 and £2,000. Almost every supplier has a kit ready for next-day delivery.

So if tools and training are readily available, the question must be, is it worth it? Absolutely. If you plan to stay in the motor trade then it’s a no-brainier; it’s no scarier than when lambda sensors first came along. We just don’t like change.

At Marchwoods, we embraced EV training early on and have since put five technicians through up to Level 3. While we don’t work on hybrid or EV vehicles all day, every day, it gives us the skills, knowledge, and confidence to safely service and maintain electrified vehicles. Currently they account for about 5 percent of our workload, but this number is growing. We tend to find most of the work is routine service and maintenance rather than repair, which is easy to slot into our busy schedule.

It’s worth remembering, this isn’t new technology that’s just appeared, it’s been here for a long time. Only recently, we had a 22-year-old Toyota Prius in for a service and it’s still going strong. There’s plenty of time to plan, train and adapt. And it’s just a car: four tyres, steering wheel, suspension, and brakes. Routine oil changes will gradually become coolant changes and air conditioning repairs, both vital for a modern EV. Some garages will close, but those that remain will be willing to think outside the box, adapt, train, and raise the bar. This can only be good for the customers, the industry and, crucially, the technicians.to attract more talent to become tomorrow’s much needed technicians.

Similarly, Ben Stockton is quick to highlight the range of online and face-to-face training courses available at Our Virtual Academy, saying: “There is no lack of specialist equipment nor is there a lack of available training. We have an abundance of training available for budding EV technicians.”

Andy Hamilton added: “As EVs become the dominant vehicle type on our roads, garages will need to upskill more team members – and to a higher level – and invest in more kit, so further investment will be required. Level 4 training costs £550 per technician, and as an example, EV battery lifts start at around £1,000.”

The IGA offers an Insulated Hybrid/EV Toolkit for £1,775 plus VAT, nearly half price, while specialist companies like the Hybrid and Electric Vehicle Repair Alliance (HEVRA) can assist in diagnostic and repair, even hiring out some specialised tools. Similarly, discounted access to technical vehicle data from ALLDATA and Autodata is available via the IGA, while HEVRA is on hand with technical support and advice.

Far from the grim forecast laid out in the article, Garage

Wire’s contacts suggest a brighter future for mechanics in the age of electrification. Paul Darwell tells us: “Independent garages are beginning to specialise in EV and are picking up business from far and wide, including repairs from dealers. Independents need to take advantage of training and equipment offers and ready the business for EV, then tell people they do it before all that potential work goes elsewhere.” Ben Stockton agrees, telling us he has hundreds of “happy technicians” who are embracing the change. “Good training isn’t a chore; good training is a pleasure,” he says.

Concluding, Paul Darwell says: “It’s worth noting that the concerns raised by technicians reflect the challenges of any major technological transition. As electric vehicle adoption continues to grow, the industry will likely adapt over time to address these challenges. Mechanic training programs, incentives for skill development, and increased collaboration between manufacturers and independent repair shops could help mitigate some of these issues. The government also has a role to play in providing support and guidance for a smooth transition to electric vehicles.”

Photo: Bigstock

THERE’S STILL TIME TO BECOME A BONUS POINT PROFESSIONAL TECHNICIANS:

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Every time you use the REPXPERT app to scan an INA product label to collect your bonus points between June and August, you will get an entry into the draw to win One Million bonus points! There is also a fantastic second prize of a two-day Garage Inspector business training course with Andy Savva. It’s simple: the more INA products you fit = the more points claims you make = the more chance you have to win the prize! Products you can scan include our market leading range of Timing Belt Kits and Front End Auxiliary Drive Belt Kits. For more information and full terms & conditions, visit: www.repxpert.co.uk/millionaire www.repxpert.co.uk

The Markhams Garage team - our first millionaires!

Next phase: June to August = INA product scans

A GARAGE WORK PROVIDER WEBSITE WILL SEND YOU CUSTOMERS, BUT AT WHAT COST?

COLUMNIST

Work provider websites promote themselves as offering an endless supply of new customers to keep our ramps busy, but at what cost? And do they really bring in all the work they say they do?

They are to garages what Just Eat is to the takeaway industry, and they’re spending millions in advertising to drive customers through our doors. The way they operate, however, can differ hugely, potentially undermining the hard work we do. If you consider using one of these sites, there are several questions you need to ask yourself.

WHY CHOOSE A WORK PROVIDER SITE?

Firstly, they fill the workshop, hopefully with the premium work that we are targeting, which for us is servicing and MOTs. They offer efficiency with online bookings, which frees up phone lines while allowing us to confirm the bookings at a time that suits us. They also direct new customers who are usually searching for a garage in their local area.

The quality of work offered by these companies does and will differ hugely; I have experience with three companies, and of them, BookMyGarage is the only one I’d recommend.

DO THEY OFFER VALUE FOR MONEY?

No two garages are the same, but something to think about is whether we own the customer or we’re effectively acting as a contractor. If we own the customer – i.e., we can invoice them directly and are free to market our business to them – then how much did that customer cost us compared to other measurable forms of advertising? If we can turn them into a regular customer, this could represent good value but only if the customer is not purely driven by price.

Unfortunately, many of these customers base their decisions on the quote, so if you’re offering big discounts how profitable is the work? At what point do we become more like a national chain and start recreating the race to the bottom? This is something I feel the aftermarket industry has been working exceptionally hard to change, so we need to be careful not to take a step backwards.

DO THESE WEBSITES FOCUS TOO MUCH ON PRICE?

I’m going to contradict myself here, because on the surface it is all driven by price; due to the impersonal nature of the web it could be the only differentiator between garages. However, a quick search on the BookMyGarage website shows we are the most expensive service and combined

LUKE ROBINSON SHARES HIS VIEWS ON GARAGE WORK PROVIDER WEBSITES

Photo: Bigstock

MOT provider listed within a 12-mile radius, yet we have 228 more reviews than any other competitor. Is this because we have a bigger workshop and more capability? Not necessarily. I like to think that it’s because we try to deliver a great customer experience, which then drives more reviews and gives potential customers more confidence. Maybe it’s also down to research, word of mouth and reviews.

What’s interesting is that a quick Google search of just four provider sites for an MOT and collection and delivery on my car started at a frankly ridiculous £18 and went up to an outrageous £84. There is absolutely no consistency between offerings, so this clearly demonstrates that different sites are targeting different demographics. Why we can’t just settle on one price is beyond me, but that’s a story for another opinion piece.

WHICH WORK PROVIDER WEBSITE SHOULD YOU CHOOSE?

Research, research, and more research. Gather opinions from other garages. Do they like the provider? Would they recommend using it? Use the work provider’s website as a potential customer; is it enticing, and does it instil trust? I have experience with three of the biggest

providers and I am more than happy to give my honest opinion on all of them.

I’d avoid providers which take a yearly free upfront. Once they have your money where is the incentive to direct work to your garage? Paying a fee or a percentage per job is a better way as you can factor this into your pricing and the company has a vested interest in sending you work.

We welcomed these work provider websites with open arms, but do we need them? We probably didn’t, but now they are here we may need to work with them. They can send us servicing and MOT work that could be going to garages with bigger advertising budgets, so they help to level the playing field for independents. They remove obstacles for us, which is why we started using them and why our customers choose them too.

I’ll leave you with the fact that in 2021, one of these companies paid out £1.2 million dividends, so how much of your profit margin are you willing to give away?

YOU’LL FIND LUKE ROBINSON AT MARCHWOODS MOTOR ENGINEERS IN FOLKESTONE, KENT.

TASKS OF MOTOR OIL

WHY IS IT IMPORTANT TO USE THE RIGHT OIL? CAN MONEY BE SAVED ON ENGINE OIL AND WHY DOES IT NEED TO BE CHANGED? LIQUI MOLY PROVIDES THE ANSWERS

Proper oil lubrication is vital to engine protection. A protective lubricating film is necessary for minimum wear and to prevent engine damage. While wear protection is extremely important, using a high-quality oil with an OE approval or specification can also help to further reduce internal friction while maximising performance and efficiency. An oil will need to protect well in all operating conditions and during extreme engine loads. It will also need to provide max flow during cold start while at the same time prevent lubrication film break down at extremely high temperatures.

WHY IS IT NECESSARY TO CHANGE THE MOTOR OIL?

Over time oil loses its ability to provide the required protection, thus regular oil changes are necessary. Oil change intervals vary depending on factors such as engine design, engine wear, infrequent usage, ambient temperature, fuel quality and type, etc.

With time and distance driven, motor oils are affected by such factors as fuel dilution, heat cycles, condensation and mechanical wear, etc.

TASKS AND ADDED VALUES OF MOTOR OIL LUBRICATION

Lubrication of mechanical engine components is an oil’s most important function. An oil’s strong lubrication film prevents metal-to-metal contact while reducing friction between internal components.

COOLING

A motor oil contributes to cooling by removing heat from areas such as cylinder walls and piston rings. This is necessary for overall protection of sensitive areas and to keep the engine from overheating.

CLEANING

Eliminating combustion by-products, metal debris, sludge and deposits from engine internals is another motor oil function. A motor oil needs to help clean engine internals and transport residue to the oil filter for removal.

SEALING

Motor oils support piston rings sealing for reduced compression loss, thereby increasing efficiency, and preventing excess oil consumption. A thin oil film on rubber seals reduces wear, overheating and prevents premature leaks.

CORROSION PROTECTION

A protective oil film on all internal surfaces prevents corrosion and/or erosion of metals. This protective film prevents oxygen, moisture, and acidic by-products from affecting metals.

PRESSURISE

Ensuring accurate oil pressure for hydraulically operated systems is also one of the tasks of modern motor oils.

ENVIRONMENTAL PROTECTION

The use of effective exhaust aftertreatment systems such as particle filters etc. is only possible if modern motor oils with the correct oil specification are used.

WHY IS IT IMPORTANT TO USE THE CORRECT OIL?

Every engine design is different and needs to always use a specific oil. A motor oil needs to provide maximised engine and emission system protection during sometimes very long oil change intervals. Full protection can only be guaranteed when an OE approved oil is used. If using an oil with specifications outside the

required parameters, excess wear and reduced efficiency can be expected. Using an oil with an incorrect viscosity may affect a variable valve timing systems ability to control timing and/or cause an increase in fuel usage, due to lower engine efficiency. An OEM approved oil guarantees full protection and engine efficiency while also making sure emission system components like catalytic converters and particle filters can operate without loss of efficiency.

CAN MOTOR OIL HELP YOU SAVE MONEY?

Using a high-quality motor oil with the correct OE specifications can save on repairs and prevent premature break-down. Using a cheap oil may save a penny now but is almost guaranteed to cost more later. Many cheaper oils in the market have their usage and place but they are not always meant to be used in modern cars. When performing an oil change on a modern vehicle, it’s extremely important to use an oil that fulfils all OEM specifications for maximised protection. By doing so you will guarantee best fuel mileage and engine longevity while also being able to follow extended oil change schedules. A cheap oil may not have the necessary performance reserves to go for extended oil change periods and therefore needs to be changed quite often, which increases costs. A highquality LIQUI MOLY motor oil, on the other hand, frequently exceeds the manufacturer specifications and extends the engine’s service life. Many LIQUI MOLY motor oils are officially approved by manufacturers.

ADDITIVES IN THE OIL

All motor and gear oils use individual additive packages as part of the formulation. Additive packages are matched to the oil specification needed. Some more advanced additive packages can be used to make an oil that meets more than one specification. For an oil to get an official manufacturer approval a high-quality additive package must be used.

WHAT IS THE DIFFERENCE BETWEEN A MOTOR OIL AND A GEAR OIL?

Fundamentally, gear oils carry out the same task as motor oils. But the main difference with gear oils is that they are designed specifically to protect, lubricate, and cool gearing systems that are mainly found in transmissions, differentials, and transfer boxes. These are usually exposed to much higher pressure and shearing forces than an engine oil. Another difference is gear oil is not diluted by fuel input. In principle, gear oils therefore require other

CASTROL LAUNCHES NEW ENGINE OIL PERFORMANCE STANDARD FOR HYBRID CARS

CASTROL HAS LAUNCHED HYSPEC, ITS NEW TECHNICAL QUALITY STANDARD FOR THE COMPANY’S EXPANDING RANGE OF ENGINE OILS FOR HYBRID VEHICLES. HYSPEC IS A TECHNICAL BENCHMARK TO MEASURE THE PERFORMANCE OF CASTROL’S ENGINE OILS FOR HYBRIDS TO ENSURE THEY PROVIDE EXCEPTIONAL PERFORMANCE WHEN FACED WITH THE UNIQUE CHALLENGES ASSOCIATED WITH THE WORKINGS OF MODERN HYBRID POWERTRAINS

The launch of Castrol’s HYSPEC standard comes at a time when the demand for hybrid technology continues to grow – by 2025, a quarter of cars sold globally are expected to have a hybrid powertrain. Castrol’s HYSPEC standard is a first-of-its-kind in the industry for hybrid vehicles and will support both car workshops and their customers in identifying the most suitable engine oil for their hybrid car.

While Castrol’s portfolio already includes many hybridready engine oils, those badged with the new HYSPEC logo have been specifically tested against the HYSPEC standard to offer strong resistance, protected switching, and fuel economy. These products also demonstrate at least 25 percent benefit against the HYSPEC standard, across the critical areas of contaminants, engine intermittency and system efficiency.

HYBRID TECH CREATES CHALLENGING OPERATING CONDITIONS

The switch between an internal combustion engine (ICE) and electric motor challenges engine oil in three key areas: increased contamination due to cooler engine temperatures; reduced performance and protection due to engine intermittency; and a reduction in system efficiency due to cooler running and lower oil temperatures.

Switching between an electric motor and ICE can cause hybrid engines to run at cooler temperatures, which can lead to water and fuel build-up in the oil. This can disrupt the effectiveness of some oils and cause engine deterioration. The switching between two power sources also means hybrid engines can operate at lower speeds, and then ramp up to high engine speeds quickly. Some oils can’t keep up, resulting in reduced engine performance

and protection. Cooler running and lower oil temperatures can also lead to reduced engine efficiency and in turn, poorer fuel efficiency and charging of the battery.

COMPREHENSIVE RESEARCH AND DEVELOPMENT PROCESS

Castrol has spent over 25 years researching, testing, and reporting on the characteristics of hybrids, as well as utilising this expertise to ensure its engine oils for hybrids deliver against the highest technical parameters and meet its HYSPEC standard. Castrol conducted a year-long road trial using mild, full, and plug-in hybrids to capture over two billion pieces of data. Combined, the cars travelled over 300,000kms,

for more than 7,000 hours – the equivalent of driving 24/7 for more than 42 weeks.

Castrol has also worked closely with some vehicle manufacturers to develop hybrid testing techniques to enable them to constantly refine their vehicles and improve performance. In addition, Castrol has worked closely with motorsport teams including the BWT Alpine F1 team and Ford M-Sport WRC to test its engine oils under the toughest conditions.

To validate its findings, Castrol commissioned a third-party consultancy and external experts to conduct research with service centres, fleet operators and car owners to deliver a wider perspective on global markets.

NEW CASTROL MAGNATEC HYBRID WITH DUALOCK TECHNOLOGY

NGEN: THE NEXT STEP FORWARD IN VEHICLE LUBRICATION

MOTUL’S NGEN RANGE HAS DEBUTED WITH THREE NEW SUSTAINABLE AND RESOURCE-SAVING HIGHPERFORMANCE ENGINE OILS. THE MOTUL NGEN RANGE OF MOTOR OILS EITHER CONSISTS LARGELY OF HIGH-QUALITY REGENERATED OILS (NGEN 5 AND NGEN 7 FOR MOTORBIKES) OR CONTAINS A HIGH PROPORTION OF RAW MATERIALS FROM RENEWABLE RESOURCES (NGEN HYBRID FOR HYBRID CARS) AND OFFERS PERFORMANCE THAT MATCHES OR EVEN BETTERS OTHER PRODUCTS CURRENTLY AVAILABLE ON THE MARKET.

“In the more than 170 years of the company’s history, MOTUL has not only always adapted to new technological challenges and regularly set new standards but has also remained true to its own demands for uncompromising performance”, said Motul UK and Ireland sales and marketing manager Andy Wait. “After all, MOTUL is the brand that introduced the automotive world to, arguably, the three biggest advances in lubricants in the second half of the 20th Century: Mutligrade Motor Oil in the 1950s, Semi-synthetic oils a decade later and then, in 1971, the world’s first fully synthetic motor oil - MOTUL 300V - in 1971.”

All MOTUL NGEN products use either high-quality regenerated raw materials in their formulation, i.e., oils that have already been used and recycled in a complex process, or oils from renewable biological sources. This not only reduces production-related CO2 emissions, but also saves fossil raw materials and enables more sustainable production.

“High performance is firmly anchored in our DNA. When

it comes to the reliability of our lubricants even under the toughest conditions, we make no compromises. In the development of new sustainable products from the care and cleaning sector, such as our BioClean system, we have already successfully proven that resource and environmentally friendly products and maximum effectiveness do not have to be a contradiction in terms. Now, for the first time, we are extending this claim to our engine oils for everyday use and are once again pioneers in the industry with our NGEN products,” said Armin Bolch, managing director of MOTUL Germany.

NGEN HYBRID

After MOTUL presented MOTUL HYBRID in 2016, the first engine oil tailored to the requirements of hybrid vehicles, the product now receives a real sustainability upgrade. MOTUL NGEN HYBRID contains up to 25 percent oil from renewable raw materials and supports better fuel efficiency as well as

improved response and starting behaviour. The special formula with various additives and ester core technology protects the engine better against deposits and provides reliable lubrication even at the low engine temperatures typical of hybrid vehicles. MOTUL NGEN HYBRID meets the latest API SP and ILSAG GF-6 standards as well as JASO GLV-1.

NGEN 5 AND 7 FOR MOTORBIKES

In the motorbike sector, MOTUL’s NGEN 5 is a highperformance, reliable engine oil for everyday use - tackling the challenges of both urban and rural environments. The focus is on optimised starting and shifting behaviour, as well as best fuel efficiency. NGEN 5 uses an additive and ester formulation like the conventional MOTUL 5100 engine oil, but it relies on up to 75 percent regenerated engine oil.

NGEN 7 is the first choice for all motorcyclists for the demands of sporty driving behaviour. The highperformance oil offers improved response for powerful

engines as well as high temperature resistance and strong clutch grip. NGEN 7 is identical to MOTUL 7100 in terms of additive and ester formulation, but it uses up to 50 percent regenerated motor oil. Both products are suitable for the entire powersports range – i.e., also for quads, ATVs or side-by-side vehicles – and meet the current API standards. They are also JASO MA2 certified.

“The intensive development work has paid off: our new NGEN products show once again how forward-looking we are at MOTUL, consistently designing new solutions for tomorrow’s mobility. These current engine oils are just the beginning. We will continue to expand our range of sustainable products,” says Has Tahier, Motul UK and Ireland technical specialist.

In addition to the contents, the packaging of MOTUL NGEN products is also designed to be sustainable. All bottles consist of 50 percent recycled plastics and are made to be 100 percent recyclable.

LIGHTBULB MOMENT: MECHANIC’S CREATIVE RESPONSE TO CUSTOMER’S NEGATIVE REVIEW

A MECHANIC AT A GARAGE IN GREATER MANCHESTER CAME UP WITH A CREATIVE RESPONSE TO A NEGATIVE ONLINE REVIEW LEFT BY A DISGRUNTLED CUSTOMER

GAVIN BRAITHWAITE-SMITH

Chris Hogan of Eddie’s Motor Spares was enjoying a 15-minute lunch break when a customer demanded that he stopped eating his pie to attend to her car’s faulty brake light.

He told the customer he’d fix the light in ten minutes, at which point the customer left and took her business elsewhere.

In a review posted on Facebook, she said: “Needed a brake light fitting. 5 minute job. Unhelpful lady behind the counter said everyone was on their dinner – saw two blokes in the back.

“I get everyone needs a lunch break but for the sake of 5 mins?!

“Phoned back later and still no joy so went to Formula One in Farnworth. No probs there and no charge. Guess who I’ll be using in the future?!!”

Even though the negative review robbed the garage of its five-star rating, staff at Eddie’s Motor Spares saw the funny side, with Mr Hogan adapting a tray to enable him to eat and work at the same time.

He told reporter Harriet Heywood of Bury Times: “I couldn’t believe it. We had been working without a break all morning and just sat down at 1pm for a hot pie.

“I took my first bite and a customer demanded I put it down and fix her brake light ‘because it only takes five minutes’.

“Now, if it had been a bad pie, I might have done just that, but it was so tasty and I have been looking forward

to it, so I asked her to wait ten minutes.”

Posting a photo of his hands-free food serving solution, Mr Hogan said: “The next reviewer won’t leave me a bad review for not leaving my half-eaten lunch so she can have a bulb fitted immediately on demand.”

Eddie’s Motor Spares’ customers have been quick to support the garage, leaving several five-star reviews. As a result, the rating has improved from 4.6 to 4.9.

Photo: Eddie’s Motor Spares/Facebook

A long-standing tradition of OE partnerships

Being fi tted as Original Equipment on a new car model is the ultimate validation of our quest for braking excellence. JURID has a longstanding tradition of OE partnerships with vehicle manufacturers - from the most popular to the most iconic brands in the world.

SCAN ME TO FIND YOUR NEAREST STOCKIST The Rapid Group are exclusive distributors of JURID Parts.

WHAT’S THE FUTURE FOR SPECIALIST GARAGES?

CARS ARE MORE TECHNICAL THAN EVER. EVEN THE DACIA SANDERO, BRITAIN’S CHEAPEST NEW CAR, IS PACKED WITH THE KIND OF TECH THAT WOULD HAVE BEEN ALIEN TO ANYONE OTHER THAN MERCEDES S-CLASS OR BMW 7 SERIES OWNERS JUST A COUPLE OF DECADES AGO

GAVIN BRAITHWAITE-SMITH

For the most part, cars are also more reliable than ever and, aside from the need for tyres and other consumables, are unlikely to require a visit to a garage between services.

This complexity is a double-edged sword, because while many motorists enjoy the improved reliability and safety net of the array of ADAS features, they’re blissfully unaware of the tech at their disposal.

Frank Harvey, head of member services at the Independent Garage Association (IGA), says: “What people don’t realise is that a car is a collection of computers on wheels; the everyday motorist is totally unaware of the machine they’re driving.

“The interface hasn’t changed; a car still has four wheels, a steering wheel, seats, pedals and a gear selector. A car looks familiar on the outside, but what lies beneath is anything but. This creates a problem for the industry.”

Harvey says the IGA is seeing more garages specialising in fewer brands. “To do everything is very expensive,” he told us, pointing to the high cost of equipment. Gaining access to technical information is a challenge, especially securityrelated data.

Changing a steering wheel on a modern car is one example; a small independent garage should be able to do the physical work, but it’ll hit a dead end if it requires coding.

In 2018, Kevin Brackley of Jaguar specialist Chilterns of Bovingdon, told Autocar: “From around 2006, it’s very difficult to use second-hand electrical parts on Jaguars because they are particular to the car. When you programme a new module into the car it will lock to the VIN number.”

To specialise on a single brand, a garage will require the right diagnostic equipment, up-to-date data and marque-training technicians. This could lead to a rise in the number of specialists at the expense of traditional independents.

“We need garages to do the wider, fast turnaround stuff. If everyone specialises, we’ll have a problem where everyone has to travel miles to do something basic like changing brake discs and pads,” Harvey warned.

It’s not just a marque-specific issue; a vehicle with a stop-start system requires a battery that needs coding to the car.

The added concern is that consumers will be unwilling to pay for the specialist service, especially when an increasing amount of the work doesn’t involve oily rags, moving parts and a lift. Consumers are being asked to pay for work they can’t see.

Harvey added: “You’re not just paying for that hour of labour on the car; you’re paying for the training, knowledge and expertise that has been built up over the years.”

Garage Wire spoke to a mechanic in the North West of England, who told us he’s expecting a rise in the number of specialists “due to the push for electrification and manufacturers wanting a ‘closed shop’ by trying to keep their products under the company umbrella for the life of the vehicle.

“Nearly every independent single-make specialist was established by an ex-dealership employee trained by that manufacturer. Some diversify when a factory-trained mechanic joins the team,“ he said.

He has seen examples of “fancy dealerships farming out work on older models due to a skills shortage, no patience or a lack of welding equipment… often without the customers’ knowledge.”

“I’m sure some 20-year-old main dealer technicians would struggle with a set of points, but not with reading the results of an ADAS calibration machine, and vice versa with a 50-year-old mechanic,” he concluded.

According to What Car?, the UK has more independent garages than any other European country; 64 percent of the nation’s service and repair outlets are independent, so there’s room for both specialist and generalist workshops.

As more electric vehicles enter the used car parc, will we see a rise in the number of EV specialists? Frank Harvey thinks so, saying: “We’re seeing more garages specialise in EVs. The garages need more cars to sell the hours because there’s less maintenance. Customers are prepared to travel for the specialism because they don’t have to do it on a regular basis and there’s less maintenance to do.”

Could the future of specialists lie less in marque-specific work and more in task-based services? After all, electric and ICE cars both require tyres, brakes, wipers, headlights and the like.

Will we see a network of independent garages dedicated to the decreasing but overwhelmingly dominate number of non-electrified cars, leaving fast-fit workshops to handle quick turnaround tasks, and Apple store-like manufacture-owned outlets for tech-based diagnostics and updates?

Photo: Bigstock

CHANGE IS COMING, WHETHER YOU LIKE IT OR NOT. BUT IS THIS CHANGE A THREAT OR AN OPPORTUNITY?

INDEPENDENT AUTOMOTIVE TRAINER GRAHAM

With the looming prospect of a ban on the sale of traditional petrol and diesel-engined vehicles by 2030, it’s understandable that current headlines are filled with doom and gloom from various sectors of society, including the motor trade. However, every argument has two sides, and it’s crucial to maintain a balanced perspective. If someone with an agenda shouts louder than anyone else, it’s likely that their viewpoint is the only thing you’ll hear and believe.

Let’s consider some of the arguments put forth by the automotive aftermarket regarding how the transition to electric vehicles will impact the independent garage sector, potentially putting many mechanics and technicians out of work.

TIMESCALES

The government often cites a ban on the sale of new petrol and diesel vehicles by 2030. However, as stated in my opening remarks, this only applies to ‘traditional’ engine vehicles. Many are interpreting this as the cut-off for internal combustion engine vehicles, but that’s not entirely accurate. Hybrid vehicles, alternative fuels, and innovative engine designs will still be permitted. Current targets indicate that all vehicles must have zero carbon emissions at the tailpipe by 2035, which is still

over 12 years away. Furthermore, legislation is already being adjusted to include alternatives like synthetic fuel, provided they meet specific conditions. These targets are not set in stone and are likely to change. Having a target gives us time to weigh our options, plan ahead, and address potential issues. In reality, 12 years is a fairly generous timeframe.

MINDSET

Many mechanics argue that they joined the motor trade to repair cars, and an electric vehicle is still a car. Most systems and technologies remain relevant, even when the vehicle is electric. When it comes to propulsion systems, many technicians already possess more knowledge than they realise. My current workload often involves delivering electric vehicle training and qualifications. Participants in these courses come from diverse backgrounds, and some may arrive with a negative attitude, especially if they were sent rather than attending voluntarily. If participants have a solid understanding of fundamental automotive electrical concepts and enough experience with vehicle repairs, it’s safe to say they already possess the skills needed to maintain and repair electric vehicles. They simply need reassurance of their existing knowledge. It’s not starting from scratch; it’s building upon their current

STOAKES ON HOW THE TRANSITION TO EVS WILL IMPACT THE INDEPENDENT GARAGE SECTOR

Photo: Bigstock

expertise. Many don’t give themselves enough credit for their skills and experience. By the end of the course, most participants are enthusiastic about advancing to the next level or pursuing further training, regardless of their initial opinions about electric vehicles. It’s those who are resistant to training due to preconceived objections that are more challenging to convince.

EXPENSE

A valid argument revolves around the cost of training and equipping a workshop to handle the maintenance and repair of electric vehicles. Financial situations vary, so it’s difficult to determine what is considered expensive or not. However, regarding training, it’s crucial to view it as an investment rather than an expense. I’ve come across articles stating that training costs thousands of pounds, but most courses and qualifications are far more affordable. I understand that travel, accommodation and living expenses can be factors, but there are subsidised pathways to becoming trained in EV maintenance. High voltage personal protective equipment (PPE) is essential and an unavoidable expense. Yet, with proper use and maintenance, it can last a significant amount of time. Damaged or worn-out PPE should be replaced immediately. Most workshop equipment, including ramps, will be suitable for most of the work on electric vehicles and can be utilised until they need replacement, at which point EV-specific equipment could be considered. In fact, much of the new equipment is already designed for EVs. Although insulated tools can provide additional protection against electrocution, they should mainly be used as precautions against short circuits. Many tools are now available with high voltage insulation, but a lot of the work can still be carried out using an insulated socket set and screwdrivers as a starting point. Additional insulated tools can be added as the need arises. Good electrical HV test equipment is important and might

be costly, but it can also be used on traditional internal combustion engine (ICE) vehicles. As a mobile EV trainer, I need to be able to teach, diagnose, dismantle, and repair an electric vehicle on the road with only what I can fit in the boot (and sometimes the back seat). It doesn’t require as much as you might think to get started.

WORK

Reports suggest that many independent repair garages might go out of business due to manufacturers withholding information and the push for repairs to be carried out at franchised dealerships. Lack of information or data is also a concern with traditional vehicles, and protecting intellectual property justifies this to an extent. Information for servicing and repairing electric vehicles is readily available, especially in the context of the secondhand market. As long as technicians are adequately trained in high voltage safety and follow recommended guidelines and precautions, there will likely be an increase in available work. Not all of it will return to the manufacturer. The potential work volume is highlighted whenever figures regarding the shortage of trained technicians are mentioned. This should be viewed as an opportunity rather than a threat.

Having spent over 39 years in the motor trade, I can attest that it’s never too late to acquire new skills. Give it a try for yourself; you might discover that you enjoy it.

WITH FOUR DECADES WORKING IN THE MOTOR INDUSTRY, INCLUDING 22 YEARS IN TRAINING AND EDUCATION, GRAHAM STOAKES AAE MIMI MSET CERT-ED IS AN INDEPENDENT AUTOMOTIVE TRAINER WORKING WITH PROMOTO EUROPE. HE’S A RENOWNED AUTHOR, WITH OVER TEN BOOKS COVERING A RANGE OF VEHICLE TECHNOLOGY TOPICS FROM LEVELS ONE TO FOUR. TO FIND OUT MORE ABOUT GRAHAM AND HIS AUTOMOTIVE BOOKS, VISIT HIS WEBSITE GRAHAMSTOAKES.COM

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BELT-IN-OIL TECHNOLOGY IS GOOD NEWS FOR THE AFTERMARKET, REMINDS DAYCO

LARGELY FOR THE EMISSION REDUCTIONS AND FUEL SAVING BENEFITS THEY HELP TO ACHIEVE, BELT-IN-OIL (BIO) TIMING DRIVE SYSTEMS CONTINUE TO BE A FAVOURED SOLUTION AMONG VEHICLE MANUFACTURERS, WHICH IS GOOD NEWS FOR THE SERVICE AND REPAIR SECTOR, AS THEY WILL BECOME AN EVER MORE REGULAR REPLACEMENT REQUIREMENT FOR THE LONG TERM

Although some might question the validity of the concept, preferring the traditional chain drive solution, the fact that many vehicle manufacturers have long since moved to belt driven timing systems and a growing number are adopting the BIO route, means that the replacement process, driven both by the scheduled service interval and by a repair requirement, will be a more frequent workshop activity.

To help ensure the ongoing reliability of these engines, Dayco, the company that pioneered the BIO innovation on behalf of vehicle manufacturers such as Ford, PSA and Volkswagen, has for some time been highlighting the importance to workshops nationally of carrying out regular maintenance in line with the vehicle manufacturers’ scheduled service intervals. This is because, apart from the catastrophic consequences that would result from belt failure, belt degradation can also have serious implications to several other components, such as the oil pump and brake system vacuum pump.

“The BIO innovation is a fantastic solution that helps these small and efficient engines to deliver incredible levels of power, alongside exceptionally low emissions and excellent fuel economy, primarily because it reduces friction in the drive system by up to 30 percent,” explains Dayco’s national sales manager, Steve Carolan. “However, to maintain this level of performance and to continue to operate as the manufacturer designed, they need to be serviced regularly and the condition of the belt assessed.

“Naturally, should the belt need to be replaced, as the original equipment supplier for many BIO applications, we have replacement kits in the Dayco aftermarket range, and this provides factors with a genuine revenue opportunity because over the last year, our sales of BIO kits have doubled, which proves there is a growing demand for the parts and means factors can directly benefit from the BIO revolution.”

Following evolutionary developments at the OE level,

Dayco has superseded its original replacement kits for the 1.2 petrol engine used in many PSA applications, such as the C-Elysee, C3, DS3 and Expert, and the 1.2 diesel engine for models including C3, C3 Picasso, C4 Cactus, 208, 2008, 308 and 3008, previously KBIO07 and KBIO08, with KBIO14 and KBIO15 respectively.

Alongside the positive revenue generation benefits that the growth in BIO applications provides, Dayco remains active with its customers in the workshop, delivering technical messages, ongoing training and general support, all of which helps to promote sales and reduce the risk of returns and unnecessary warranty claims.

“Part of this process is to react effectively when problems appear, quickly diagnose why they are occurring and then highlight the issues to workshops and technicians, so they are able to follow the correct fitting procedure to replace them successfully, which will increase customer satisfaction and avoid unnecessary

warranty claims back to the factor,” Carolan continues.

“A perfect example is the two-stage tensioning process that must be carried out when replacing the timing belt on the 1.6 and 2.0-litre HDI engines that are widely used by Fiat, Ford, PSA and Vauxhall, in many of their popular models in both passenger car and light commercial vehicle applications. Although the consequences of not following the procedure may not be immediate, because both units are of an interference design, the effect of a subsequent belt failure is likely to be catastrophic to the engine.

“Another topical example concerns oval crankshaft sprockets, which also require specific belt tensioning requirements that if not followed, can end up stripping teeth from the timing belt for example.

“What these examples demonstrate is that even a scheduled service requirement on comparatively common engines requires technicians to follow a specific procedure, not apply a general rule.”

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DON’T FORGET

The auxiliary belt system is notorious for being ignored, with little advice available apart from ‘check the condition’ on recommended service intervals –but Schaeffler suggests technicians take a different approach.

INA engineers recommend reminding customers that the front end auxiliary drive (FEAD) system powers engine and safety critical components such as PAS or vacuum pumps, and that the tensioner and pulleys will have done the same mileage as the timing belt system that is routinely changed as a kit. Also, the FEAD system is usually subjected to worse conditions than the timing belt system, as it is often uncovered and exposed, and the failure of any component could lead to complete engine failure, especially if the belt wraps around the crank pulley and enters the timing system. But by far the most compelling reason not to ignore FEAD is that in many applications the auxiliary belt must be removed to access the timing belt, so renewing it will incur a minimum cost to the vehicle owner.