Autotechnician magazine: September 2025

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Dear Reader,

We have just a few days until our training event in Cheltenham – turn to page 8 for full details of the day and email me to grab one of the last tickets!

From page 10, Des Davies offers Part One of his focus on Oxygen sensors – explaining how they operate, how to diagnose faults and test them correctly. As MOT season kicks in, we look at the vital role of older workers, futureproofing diesel maintenance and revenue opportunities. Rob Marshall gets 'under the skin' of filter and braking products from page 26 and returns to Hagerty Insurance's Festival of the Unexceptional, page 38, to learn more about the career opportunities old cars can offer, before getting distracted by an immaculate Datsun Stanza. And last, but not least, Autotechnician magazine celebrates ten years of running an independent, family-run business in our upcoming October issue and we would like to celebrate with independent workshops who also started their own business in 2015. Drop me an email if you'd like the chance to win an anniversary gift and share your good news story with the trade!

Nicola St Clair

Editor Nicola@autotechnician.co.uk

* View and download previous digital issues at: www.autotechnician.co.uk

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The Blend speakers highlight mental health and cybersecurity issues

The Blend has announced its first wave of speakers for the conference and networking event in Birmingham on Saturday 18th October.

Edward Cockill of Uckfield Motor Services will candidly share his personal journey through mental health challenges, Dean Lomas of DC Lomas will reflect on the pressures of rapid business expansion and Emma from Lindleys Autocentres will turn the spotlight on service advisors.

Michael Shaikly, pictured, of Shaikly Motor Services will delve deeper into customer profiling, Danny Trageskes, representing The Motor Ombudsman, will shed light on Alternative Dispute Resolution and Prashant Chopra of Autogem will lead a hands-on session addressing the growing significance of Tyre Pressure Monitoring Systems. Laurence Abbott from Autotech Group will caution garage owners about vulnerabilities in their digital defences and Jay Wheatley of Absolutely Automotive will offer expert advice on exit planning, stressing the importance of preparing a garage business well in advance of sale

Tickets for The Blend 2025, including the conference and evening event, are priced at £150 plus VAT and can be purchased online at www.theblend.events/tickets

IAAF Calls for MOT Test Fee Increase to Support Vehicle Safety and Industry Growth

The Independent Automotive Aftermarket Federation (IAAF) is urging for a much-needed increase in the MOT test fee, citing the need to modernise the system in line with today’s advanced vehicle technology. The IAAF argues that the current maximum MOT fee of £54.85, unchanged since 2010, no longer reflects the increasing complexity of modern vehicles or the resources required by garages to perform thorough tests.

Mark Field, IAAF Chief Executive, stated that the fee should have risen to approximately £90 when adjusted for inflation. He emphasised that increasing the MOT test fee would help testing stations maintain high standards, ensuring that vehicles remain roadworthy and that emissions stay within safe limits. The rise in vehicle technology, including advanced safety systems and emissions controls, demands updated testing equipment and training for technicians, which is currently underfunded.

The IAAF also supports proposals to modernise the MOT, including testing exhaust particulate levels for both petrol and diesel vehicles and functional checks on advanced driver-assistance systems (ADAS), technologies vital to road safety. The DVSA forecasts a 16% rise in MOT volumes this month, further stressing the need for change.

Did you start out in 2015 too?

Autotechnician magazine celebrates ten years of running an independent, family-run business in our October issue and we would like to celebrate with independent workshops who also started their own business in 2015.

Get in touch with Nicola@autotechnician.co.uk if you'd like the chance to win an anniversary gift and share your good news story with the trade!

ADAS: Your opinion please…

Autotech Training is running a nationwide survey on ADAS within the independent garage sector until 16th September. Early results are already revealing some striking trends – most notably, that the majority of garages do not offer ADAS calibration or recalibration and have no plans to invest in training or equipment.

A recurring reason cited is that “customers aren’t asking for ADAS work,” which may well stem from a lack of consumer awareness about ADAS itself.

Autotech would love to hear what you think – the technicians, garage managers, and business owners on the front line. The results will help them better understand the challenges facing automotive businesses.

The survey should only take 2 minutes to complete: www.surveymonkey.com/r/W9D3TFZ

LKQ Euro Car Parts Partners with Apprenticeship Central to Address Automotive Skills Shortage

LKQ Euro Car Parts has teamed up with apprenticeship specialist Apprenticeship Central to help tackle the ongoing skills shortage in the automotive aftermarket. The collaboration aims to provide independent workshops with a steady stream of fresh talent by supporting them through the recruitment and retention of high-calibre apprentices.

Members of LKQ’s 1TEC Auto Hub network will gain access to Apprenticeship Central’s RECRUIT programme, which assists with every step of the apprenticeship process. This includes connecting businesses with potential candidates from schools and colleges, managing apprenticeship administration, and securing government funding and training provider support.

Matt Robinson, B2B Director at LKQ Euro Car Parts, highlighted that addressing the skills gap requires collective action. “Workshops can’t solve this problem alone,” he said. “Collaboration is key to investing in new talent and ensuring the continued evolution of the sector.” The program, initially available to 1TEC Auto Hub members, will soon expand to all LKQ Euro Car Parts customers. For peace of mind always use a Garage Equipment Association member. GEA accredited engineers work to an industry code of conduct. Your assurance their skills and knowledge have been independently assessed.

GSF awards top Branch Manager with keys to Chairman’s Ferrari for the weekend

GSF Car Parts rewarded one of its top branch managers with the opportunity to enjoy a Ferrari 296 GTS supercar for a weekend after delivering the highest sales growth during the first half of the year.

The Ferrari, belonging to GSF Executive Chairman Sukhpal Ahluwalia, was presented to Nick Fogg from GSF Heathrow as members of the GSF senior leadership team and trade press gathered to witness the unveiling of the car.

Nick Fogg, Branch Manager, GSF Car Parts (Heathrow), said: “It feels amazing for me and the branch to be recognised for our performance this year. It hasn’t come easy, and I am immensely proud of my team for overcoming many hurdles to achieve the highest rate of growth in the business. It's an incredible achievement. “The commitment I see each day is inspiring. We have a brilliant mix of individuals who all bring energy, dedication and passion to deliver the best in class for our customers.”

Steve Horne, CEO, GSF Car Parts, added: “I’m very grateful to Sukhpal for offering such an incredible prize as we celebrate one of our most valued colleagues and teams. Our Heathrow branch has set the standard for customer service and entrepreneurship. As we’ve seen, the first half of 2025 hasn’t been the easiest period for many motor factors, but GSF Heathrow is living proof that our customer-first approach is absolutely the way to do business. Congratulations to Nick and the team.”

Read an extended article here, which includes a Q&A with CEO Steve Horne, Executive Chairman Sukhpal Ahluwalia and Branch Manager Nick Fogg.

TechFest London to deliver business-boosting opportunities

When TechFest arrives in Wembley on 18th September, independent garages will have the chance to discover new ways to grow their business and will bring together more than 70 suppliers. The event will feature expert-led Tech Talks, exploring the latest technology and business support.

The event runs from 3pm to 10pm, with members of the trade welcome to attend at any time. Complimentary catering will be offered to guests throughout the evening, alongside a host of exclusive on-the-night offers and competitions.

Tom Burgess, Director of Adderley Garage near Market Drayton, explains how TechFest has helped him: “Attending TechFest Midlands helped us update our website and garage system, which will eventually allow us to streamline as a business and make a positive impact on the bottom line. The team enjoyed networking with suppliers, also it gave us a chance to have a good chat with the guys from GSF in a social environment.”

Sign up to attend TechFest London here.

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Don’t miss out!

Last chance to grab one of the last remaining tickets to Autotech Live Cheltenham Saturday 6th September!

We are counting down the days until Saturday 6th September, when we get together at Cleevely EV in Cheltenham for a diagnostic shake up!

You cannot afford to miss this – here’s what to expect...

What is it? A full day of diagnostic troubleshooting side-by-side with a great bunch of technician trainers within Matt Cleevely’s impressive workshop

When? From 9.30 to 4.30 on Saturday 6th September

Where? Cleevely EV, Lansdown Industrial Estate, 41a, Cheltenham GL51 8PS

What’s the format? A morning and afternoon session with just-intime learning from Ali Finch, Matt Cleevely and Gareth Davies, and the opportunity to get hands-on with live faults. A fabulous lunch, refreshment breaks, free parking and the chance to win big in our close of play raffle!

What content will be covered?

VAG specialist, Gareth Davies, says: “I’m very excited to be invited back again this year to Autotechnician’s workshop takeover at Cleevely’s fantastic workshop in Cheltenham. We’ll cover networks, diesel engine electronics, and some ADAS. The format will once again be ‘fault to fix’ as a group, with plenty of opportunity for group discussion on the task, systems, previous experiences and willing volunteers for the ‘doing’ part of the task. I look forward to seeing you all there.”

Ali Finch and Matt Cleevely will host a session on Tesla service and maintenance using the in-vehicle screen interface. Offering technicians a hands-on overview of Tesla's diagnostic capabilities, service mode functions, and system access via the vehicle’s onboard screen. Ideal for workshops looking to understand Tesla’s unique approach to serviceability, this short course provides practical insight to help independent garages stay ahead in the evolving EV market while adding potential revenue streams.

How much will it cost? A ticket to the Saturday training event is just £122. An event ticket plus Friday dinner with the team is £152..

Why is it so cheap? Thanks to ACtronics, Alldata, JLM Lubricants and NAPA, who support the campaign, we are able to offer cost-price tickets to ensure that everyone who is committed to upping their game can afford to do so.

Sign me up! The last few remaining tickets are available at www.autotechnician.co.uk/training.

Unlock Your Potential with Autotech: The Ultimate Free, Confidential Tech Toolbox!

Imagine having a secret weapon in your toolkit – an ever-growing library of expert-led assessments, training material, and exclusive live events – all designed to turn you into a Top Tech. That’s exactly what Autotech offers!

Created to fuel your passion and sharpen your skills, Autotech is your go-to online platform for free, confidential assessments crafted by top independent automotive trainers. Whether you're looking to test your knowledge or learn something new, it’s all just a click away. Simply head over to https://autotechnician.co.uk/registration/, pop in a few details, and watch your skills soar! Once you get the email, just click the link, and you’re in.

And here’s the best part—these assessments are completely confidential, so you can challenge yourself without any pressure. You’ll get instant scores, correct answers, and detailed explanations to boost your understanding. Ready to level up? Dive into as many assessments as you like—absolutely FREE!

Are you ready to become the technician everyone trusts?

Log in or register now at https://autotechnician.co.uk/registration/ and unlock the full library of confidential assessments. Elevate your skills, solve complex problems, and stand out as a true Top Tech!

Watch our exclusive video case study by Ben Johnson

Ben Johnson, fault finder, writer and YouTube creator with 30 years’ experience fixing many brands, specialising in BMW, has joined the autotechnician team. He has created the latest autotech online assessment and provides a 39-minute video case study just for us on a BMW X3 repair Over to Ben: “This involves a common fault I wished I’d known about – it is the worst job I’ve ever done! I have chosen topic because it exposes how systems work and how they can create false fault codes. It also highlights problems with the way the hardware is made and implemented and how bad grounding can confuse almost everything.”

Watch the video at: https://youtu.be/oGC4A89ZpQM

"Gather evidence, work through it methodically and cleanly"

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Oxygen Sensors

– Part One

This article is the first of two on O2 sensors, explaining how they operate, how to diagnose faults and test them correctly

By Des Davies AAE MIMI, Top Gear Motor Services

I am writing this article because I get a lot of vehicles coming into my workshop with fault codes related to the 02 sensor – signal faults, lean and rich codes – and some of these vehicles have come from other workshops having been fitted with brand new 02 sensors installed, not fixing the underlying fault on these vehicles.

Oxygen sensor terminology used by various vehicle manufacturers: Lambda, O2, Oxygen sensor, narrow band sensor, binary sensor, switching sensor and conventional zirconia dioxide sensor (ZrO₂). Now, wouldn't it be easier if they all used the same terminology? There are other O2 sensors used by manufacturers, such as Titanium dioxide, and now for stricter emission control, the Wideband, Broadband or AFR sensors, but this article is only dealing with the Zirconia dioxide sensor (ZrO₂).

Vehicles have come to me either from other garages, or direct from customers, who have sought answers on Google, YouTube, forums and from mates down the pub, after the check engine light symbol comes up on the instrument panel. When I open the bonnet to do a visual check I see a nice shiny new lambda sensor/s and a fault code, such as P0171, P0172, PO174, PO175 and PO420. There are various other fault codes relating to O2 sensor faults.

When the O2 sensor signal fault code appears on the scanner, some will then fit a new O2 sensor because of the fault code description, only for the fault to reappear, costing more time and money (a little knowledge can be dangerous). Test don't guess!

The Zirconia O2 sensor generates its own voltage, may or may not contain a heater (all new sensors have a heater built in), and are cheap to produce.

The O2 sensor is one of the most important sensors on any vehicle, responsible for keeping the right balance between air and fuel for optimal performance and emissions. It is one of the first sensors the ECM flags up because it has deviated from the parameters that have been set for OBD emissions.

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Window

Air/Fuel Strategy

O2 signal voltage output Lean mixture condition 17:1 AFR

AFR

The fault code is set because the ECM has picked up the signal from the O2 sensor that it is above or below the threshold or window of operation set by the manufacturer for emission related faults, this can be caused by engine, air/fuel, ignition and other related faults. This does not explain in detail to you that you must now test the sensor and electrical circuit to confirm a fault with the offending O2 sensor code. If the output of the sensor goes below 0.2V or above 0.8V (newer systems 0.1V to 0.9V) then a code is set to inform the driver of an exhaust emission related fault or faults, see Figure 1

The O2 sensor can have 1 wire, 2, 3 or 4 wires fitted to them, earlier vehicles have 1 or 2 wire sensors. The 1 wire sensor is an output signal and uses its body as an earth wire fitted to the exhaust pipe system and is heated by the exhaust gas. The 2-wire sensor has an output signal wire and the earth circuit is returned to the ECM, it is heated by the exhaust gas. The extra 3 and 4-wire sensors have heaters integral with the sensor, to heat the sensor quicker to its operating temperature for emission related purposes. It operates quicker to lower emissions on modern vehicles. All later model vehicles fitted with the zirconia dioxide sensor now have the 4-wire sensors fitted as standard.

Low O2 signal voltage means more fuel is required, therefore positive fuel trims are seen on your scanner. The ECM needs to add more fuel because the air/fuel ratio is too lean. High O2 signal voltage means less fuel is required, therefore negative fuel trims are seen on your scanner. The ECM is taking away fuel because the air/fuel ratio is too rich.

To understand more on fuel trims, see my previous article, https://autotechnician.co.uk/fuel-trim-analysis/, as this subject is very important, to help you with your testing and diagnosing of O2 sensor related fault codes.

Note:

Narrow band sensors don’t work with diesels or GDI (Charge Stratified Mode) systems; you need Wideband, Broadband or AFR (air fuel ratio) sensors

Typical examples of some 02 sensor output faults:

Air and exhaust leaks, misfires, fuel system delivery, fuel pressure and injector spray patterns, evap system, EGR, MAP/MAF, ECT, IAT, breather system, valve timing, engine mechanical, head gasket. Don't go changing the O2 sensor on fault code information, test don't guess!

You will need to first check the fuel trims to confirm that the AFR is correct, then test the O2 sensor and circuit for a fault after these initial observations.

Above, you can see the Air/Fuel ratio strategy with the fuel trims. The column on the left is displaying the lean mixture conditions, the centre column is displaying the correct air/fuel ratio at Lambda 1, and the column on the right is displaying the rich mixture conditions.

The Zirconia sensor operates between the Air/Fuel ratios of 11.8:1 to 17.6:1. A Zirconia sensor (O2 sensor) does not sense a Rich or Lean mixture, it senses the Oxygen (O2) level in the exhaust.

Figure 1: Lambda

Control,

Most cars have at least two oxygen sensors located throughout the exhaust system; at least one in front of the catalytic converter called a pre/upstream or sensor 1, and one or more downstream post sensor from the catalytic converter called a post sensor/ downstream or sensor 2 – different manufacturers use their own terminology, see Figures 2 and 3

The pre-cat, upstream sensor, regulates fuel supply, whilst the post-cat, downstream sensor, measures the efficiency of the catalytic converter. Oxygen sensors are placed in the exhaust stream to measure the oxygen not burned or consumed during combustion.

O2 sensors are either a narrowband or wideband sensor. A sensing element sits inside the sensor, encased in a steel housing, see Figure 4. Oxygen molecules from the exhaust gas pass through tiny slots or holes in the sensor’s steel shell to reach the sensing element or nernst cell. On the other side of the nernst cell, is oxygen from the air outside (ambient) – the exhaust gas travels down the O2 sensor and makes contact.

The difference in the amount of oxygen between that present in the outside air, and that present in the exhaust promotes the flow of oxygen ions and produces a voltage.

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Figure 2: Pre/Upstream Oxygen sensor 1 location before the catalytic converter

Step-by-step with expected readings

Exhaust gas should have 0.3% to -3% of 02 in the exhaust pipe.

02 with less than 3% in the exhaust is considered (rich) with a 0.8V sensor output.

O2 with 3% in the exhaust is considered (lean) with a 0.2V sensor output.

Before you test oxygen sensors, check the fuel trims first, this is very important! This is where the 4gas analysers are essential when diagnosing faults such as exhaust or inlet air leaks.

Make sure the engine coolant temperature is above 80˚C, modern vehicles now require 90˚C before testing.

Hold the engine speed at around 2,000-2,500rpm. Use an oscilloscope to check the sensor signal at both idle 800rpm and approx. 2,500 rpm engine speed.

The conventional zirconia dioxide sensor is the feedback to the PCM reporting the exhaust stream as rich or lean with a stoichiometric switch point of 450mV.

A voltage reading between 350 and 650mV is said to be at stoichiometric (14.7:1) or Lambda1 air/fuel mixture in the exhaust. Lambda meaning correct Air/Fuel ratio.

A voltage below 350mV represents a lean (high oxygen and/or low hydrocarbon content) air/fuel mixture in the exhaust.

A voltage above 650mV then represents a rich (low oxygen (O2) and/or high hydrocarbon (HC) content) air/fuel mixture in the exhaust.

The lambda sensor should switch at least once a second min, 1Hz = 1 cycle per second. If not, replace with a genuine or OE (original equipment) sensor.

A Lambda sensor starts to work at 300°C and it operates between 350°C and 850°C ,it is then said to be in closed loop.

The O2 signal is used in a closed loop only, using the preset manufacturers’ AFR and fuel trims, the ECM is then maintaining the AFR a little above and below the stoichiometric point.

If the O2 sensor does not go into closed loop, you cannot use the fuel trims (because the figures are frozen), and the ECM may introduce its own built-in strategy that the vehicle manufacturer’s engineers have placed in the software to compensate, called processed data, from the ECM.

It is important to know that when the sensor is in open loop, the O2 signal is ignored. When the engine is cold, initial startup hot or cold, extended idling, WOT (Wide Open Throttle), heavy acceleration and deceleration, fixed lean or rich O2 signals causing a fault code will force an open loop mode.

Figure 3: Post/Downstream Oxygen sensor2 location after the catalytic converter

Figure 4: O2 sensor with heater control circuit

Tip:

When testing the fuel trims go global, as the EOBD global mode is a generic mode that has real live readings not readings supplied by the vehicle manufacturer. This is very good for diagnostic purposes with true, live readings and is normally easier to interpret and understand.

I always use the EOBD global mode when I get difficulty in reading the fuel trims in manufacturer’s mode, as the manufacturer’s mode can be in a limp home mode and you may not know it, and it will use its own fuel strategy in its internal memory from the internal fuel map – this is processed data, EOBD does not use substituted values.

If you have 2 banks of lambda sensors, if one sensor is faulty, the computer can use the good bank lambda sensor to control the AFR, depending on the manufacturer. I discovered this when fault finding on some Ford vehicles and others, so be careful! With these Ford systems, if the fuel trims are not compensating for a faulty sensor, the ECU is not looking at the sensor and is using its internal memory to control fuel trims (you can see on your scanner that the fuel trim figures are not moving).

The vehicle must go into a closed loop with the data PIDs figures moving, to operate and control the fuel trims correctly. You will need to erase the KAM memory (Keep Alive Memory) with a scan tool.

With an AC waveform it may have a bias voltage on one wire, some are 5V when disconnected, and around 0.5V when connected, but some may have different bias voltages, so check the manufacturer’s specifications, they are not all the same!

1V bias is used on the O2 sensor ground for some systems so be careful when testing. This is where it is important to test known good sensors and circuits and save and store the data to compare with the vehicle you are testing.

A good test is to rev to 2,000 rpm until the sensor is hot, then decelerate and snap throttle open, it should go lean to rich in less than 1ms.

Check the O2 sensor is reacting to air/fuel changes by disconnecting a vacuum pipe if the signal voltage is stuck on 0.8V, to see if the sensor output signal then changes to 0.2V, which is a lean mixture signal.

If the O2 sensor output signal is now stuck on 0.2V, then you can either keep snapping the throttle rapidly to see if the output signal changes to 0.8V or spray carburettor cleaner or add propane into the inlet manifold to drive the

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mixture rich (be careful as these are flammable, common sense is needed).

Post cat O2 sensors are used to test the catalyst efficiency and should be on the rich side, ideally around 0.6V to 0.7V, as the catalytic converter should use up the oxygen to convert the gases.

Snap the throttle a few times to see the post lambda change, if not, change the post lambda sensor.

Check the heater circuit as this is very important for the functioning of the Lambda sensor.

Heater resistance is around 7-10Ω but check the manufacturer’s specification because they are all different.

Check heater circuit when cold or on initial start. Probe the sensor signal cable, 5V at start or when sensor is cold and 0.9V when the sensor is hot, see Figure 5. This should take around 30 seconds, new sensors are now within 2.2 seconds. Note, if the voltage reading comes down the heater circuit is good, change the lambda sensor if you still have a fault.

You can also use a low current amps clamp connected to one of the heater cables and monitor the current flow in the heater circuit to confirm correct heater operation. Typical value is around 0.5A but check with manufacturer’s specification to confirm the correct data for the vehicle.

Heater circuit tests

Connect a test light between heater live and earth harness connector, after a few minutes or less, the test light should light (flicker because of the PWM signal 5V bias voltage) ,as it warms up it goes down in voltage quickly –this shows the heater circuit is working. If the heater circuit has a fault, open circuit sensor output or signal wire circuit (open), then you need to replace the sensor.

The ECU monitors this sensor output circuit to tell if the heater circuit is working for 5V bias circuits only.

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5V bias for the heater, ign on 5V, after 30 seconds should go down to 0.2-0.8V, if the heater is not working it will display 5V. The ECU will see 5V as a rich signal and will weaken the mixture causing low power, flat spots and idling issues.

Note: Bias is a voltage applied to a device (such as a transistor control electrode) to establish a reference level for operation.

It also allows the ECM to test and monitor the circuit for correct operation and is used as a feedback signal to the ECM and this is how the fault code description sometimes indicates a circuit high or circuit low fault code, it gives the ECM some intelligence that can help us with our diagnostics.

After fitting a new O2 sensor, especially if the heater circuit was at fault, you may need to use a scanner to inform the ECM to do a relearn for the new sensor, otherwise there could be too much current supplied to this sensor circuit causing it to fail again.

I have had a few vehicles come into my garage where three new sensors have been fitted to the vehicle in a short space of time with the garage thinking the sensors are probably faulty. However, all that was required was a sensor relearn to fix it. Knowledge is key! The ECM does not know that you have replaced the sensor with a new one and will keep the new sensor with a higher current for longer as it thinks the old faulty sensor is still installed. This will destroy your new sensor.

The computer sends an initial 5V check to the sensor signal when cold (heater circuit integrity check).

Quality is key

Fit only genuine or OE sensors only as the cheaper ones don't tend to control the air/fuel mixtures accurately enough and I find they have sluggish performance. I find most of the faults after customer vehicles are fitted with these cheaper sensors, they are slower switching, and the output voltages are incorrect – it is false economy.

I hope you have found this article interesting and informative on the fundamentals of O2 sensor functions. In part 2 I’ll further explore how to test these systems correctly, to diagnose the faults on these vehicle systems correctly.

Figure 5: O2 sensor heater circuit operation test for voltage of sensor1 and current values from start up – this is a good heater circuit

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MOT SEASON IS UNDERWAY!

It’s time for an update on the latest issues affecting MOT testing plus revenue opportunities!

The

vital

role of older workers

According to the DVSA forecast, the expected number of cars with expiring MOTs in September is 16.4% higher than 2024, and 21.3% higher than 2019, signifying a strong need for workshop MOT tester capacity. As technology continues to evolve at pace, there’s a growing concern that some experienced technicians are exiting the industry rather than retraining and taking their invaluable skills with them. Autotech Recruit says the flexibility of contract work is proving to be one solution – giving the most experienced testers a viable way to stay in the trade without sacrificing their work-life balance.

Autotech Recruit has celebrated a remarkable milestone as Geoff, the company’s oldest contract MOT tester, recently turned 80 years old explaining how he is still actively working and in demand, and a powerful reminder of the value of experience and the evolving role of older professionals in today’s workforce.

Geoff has witnessed first-hand the transformation of vehicle technology and the MOT itself – from the catalytic converter to electric vehicles, from clipboard checks to digital testing. Since joining Autotech Recruit in June 2018 as a contractor, he’s been a steady, trusted presence in workshops across East Anglia. His meticulous attention to detail and depth of practical knowledge ensures that every vehicle he inspects meets the highest safety standards, and his willingness to share that wisdom is quietly shaping the next generation of vehicle technicians.

Autotech Recruit states: “Geoff’s story is not a one-off. He is part of a broader shift – a workforce phenomenon dubbed the Great Unretirement. Driven by a mix of rising living costs and a desire to stay active, a record number of older people in the UK are returning to work or choosing to delay retirement. Today, nearly 1 million more people aged 65 and over are working compared to the start of the millennium, and around 11.5% of the UK population now works past the age of 65, double what it was in 2000. Among those returning, self-employment and contracting are proving popular options, offering flexibility without the rigid demands of full-time roles. Autotech Recruit is seeing this trend up close: more than 30 of its contractors are aged 60 and above, using the freedom of contract work to shape careers on their own terms.”

“EBAY research found that between June 2024 and June 2025, almost 400 vehicles had suspension parts missing; 61 with mismatched headlights; 3,485 with an absent wiper blade”

TEXA’s GASBOX2 is an exhaust gas analyser for petrol, LPG, and methane fuelled engines. It comes with a practical trolley for easy movement around the workshop, can be plugged into any standard mains power socket or used with a battery module that can be removed and recharged separately. Thanks to Power Pack and Bluetooth technology, there is no need for awkward cables trailing around the workshop! Request a demo here

Autotech Recruit has celebrated the 80th birthday of its oldest contract MOT tester

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Correct fitting & quality parts key to futureproofing diesel maintenance

Diesel vehicles still form a significant share of the UK car parc, particularly in the used market, so ensuring they run cleanly and efficiently is vital. As emissions regulations tighten and the UK looks towards updating MOT testing procedures to include more accurate particle-counting methods, BM Catalysts says attention is turning to the true performance of diesel particulate filters (DPFs), and how well they are fitted and maintained.

“We’re seeing a real need to re-educate around proper diesel maintenance,” says Mark Blinston, Commercial Director at BM Catalysts. “A failing or poorly fitted DPF doesn’t just fail emissions – it affects vehicle performance, fuel economy, and long-term reliability.”

BM Catalysts is urging garages to go beyond the basics when it comes to DPF replacement. Rather than opting for the cheapest option, workshops should consider investing in premium-grade filters, like those made from Silicon Carbide (SiC) – especially when dealing with higher-spec or performance diesel vehicles. Used widely in OE applications, they are significantly more durable than conventional alternatives with a structure far more resistant to corrosion and monolith fractures.

Alongside using the right DPF, BM Catalysts stresses the importance of installing it with a complete and correct fitting kit. These include all essential gaskets, clamps, and fittings that ensure a tight seal and long-lasting, troublefree operation. Fitting a new DPF without these can result in exhaust leaks, reduced performance, premature part failure, or even MOT failure due to improper installation.

“It’s a small investment that makes a big difference,” Blinston states. “You wouldn’t install a new turbo or EGR without the right accessories, and DPFs should be treated with the same care.”

Identical quality

TPS, supplier of Volkswagen Group Approved Genuine Parts to the independent motor trade, has a comprehensive range of parts available for garages working to get their customers’ vehicles through their MOT, including braking, exhaust, lighting, steering and suspension parts, as well as the new ‘Brands at TPS’ product range and its Quantum Consumables and Oil range.

Adam Hockley, Aftersales Product Manager at Volkswagen Group commented: “There are many benefits to fitting Volkswagen Group Approved Genuine Parts. From a commercial perspective, the fit first-time guarantee that comes with Volkswagen Group Approved Genuine Parts, saves time and money in the workshop and helps retain the residual value of a vehicle.

“They are also identical in quality to parts used in new-vehicle production and subject to rigorous testing procedures, many of which go beyond the required standard for the industry.”

Find out more here

Stay MOT-Ready with Service Essentials

NAPA offers rapid delivery on its range of service and maintenance products for MOT season. Faulty suspension is responsible for 1 in 5 MOT failures and NAPA Steering & Suspension components are reinforced with ten years of anti-corrosive protection to ensure long-lasting performance. Supporting the core S&S range, it also provides rigorously tested coil springs, shock absorbers, top mounts, power steering pumps, and air suspension.

It supplies auxiliary, halogen, xenon (HID), and high-performance halogen upgrade lighting – all of which are manufactured as a direct replacement for OE parts. The NAPA Filtration range — including cabin, oil, fuel, and air filters — consists of over 1,290 parts and a Fluid & Lubricants range spanning engine oil (developed by Valvoline™), transmission oil, hydraulic fluid, brake fluid (5.1 included), antifreeze, maintenance sprays, brake and clutch cleaner, greases, and more.

NAPA Braking covers 99% of all cars and LCVs in the UK and Ireland, including brake pads, discs, shoes, calipers, wear leads, hydraulics, hoses, fitting kits, cleaners and greases.

Its batteries are designed to be a like-for-like replacement, built on the same production lines as the OEM batteries, covering LV standard batteries, LV AGM/AFB (start-stop) batteries, and commercial vehicle batteries, and standard batteries come with extended 5 years’ warranties.

MOT special notice 03-25: Citroën stop drive recall

Citroën has issued an updated communication regarding the urgent stop drive recall affecting certain C3, C4, DS3, DS4 and DS5 models due to a fault with the airbag system. You can MOT test the vehicle as normal. The affected vehicles will only cause a problem in the event of an airbag deployment because of an accident.

Check here if a vehicle is affected on the Citroën website.

Emission failure a growing menace

According to the RAC Foundation, 20% of MOTs carried out in Britain up to December 2023, ended in failure –9.9million vehicles out of the 43.7million tests. Out of the usual culprits, from the 600 different reasons for failure, emissions were cited as a growing menace, especially with older vehicles. "With motorists keeping their cars for longer, failure due to emissions will continue to rise,” says Mike Schlup, JLM Lubricants UK. “We’re talking to garages that are failing more diesel cars than ever, simply because the motorist has chosen to ignore the DPF warning light. Legally they must fail it. Yet, something as simple as a can of JLM DPF Cleaner, added in tank, at the earliest warning light, will often clear the problem. Or a professional on-car-clean using the Diesel DPF Cleaning Toolkit will clear even heavily blocked DPFs. If the DPF has suffered from overheating, not only will the car fail its test, assuming the owner has managed to drag it to the workshop, it will need replacing to the tune of thousands. It’s often at the bad news bearing stage of the MOT that the motorist realises that due to neglect, they have contributed to the ill health of their vehicle. Ignorance is no longer bliss. It’s costly.”

Mike Continues: “The MOT should not be that ‘moment of truth’ when the motorist is shocked at the list of vehicle fixes, yet it is. Research from The Motor Ombudsman revealed that 56% of UK car owners who do not have a service plan in place were considering either missing (33%) or delaying (23%) their vehicle’s annual service to save money, due to the sharp rise in the cost of living. Then motorists wonder why their car has failed its MOT. There are no winners in this race to the bottom. Garages find it challenging to predict work patterns, motorists are driving substandard vehicles which guzzle up more fuel and vehicles end up being scrapped unnecessarily, yet with a little care, they could have been fixed.”

“Every day we’re talking to technicians from all over the UK, many returning to replace repeat orders, some finding us on the back of their peers recommending a JLM product or they’ve seen us in autotechnician. We must carry the message to motorists, that it’s time to return to the workshop – regularly. Their wallet will thank them, and they will gain more years from their car. Plain and simple, cutting costs leads to MOT failures and big bills. Motorists must trust their technician to keep their car on the road and in good health for longer.”

www.jlmlubricants.co.uk

but how?

Rubbing along nicely

It can be easy to underestimate the considerable efforts put into brake friction material, leading Rob Marshall to look into why different formulations are developed at the factory but how their effectiveness can be prejudiced at the workshop.

If you thought all pads and discs are the same, think again. While asking manufacturers for their precise friction material formulations is akin to asking The Colonel for his secret eleven spices, consider that many quality brands offer more than one friction option, such is the complexity of this topic.

Over and above

Let us start with the basics: ECE R90. This is the minimum legal requirement to which brake friction must comply. Ferodo says that R90 covers only basic performance but Ferodo considers other important factors, such as noise and durability. To do this, not only do its friction compounds exceed the standards set by R90 but they also undergo rigorous further tests to gain manufacturer approval, which incorporates other considerations.

Yet, do not imagine that OEM suppliers alone have this stance: OE-quality aftermarket brands do so, too. The bilstein group emphasises the strong relationship it has with its global suppliers, external consultants, tribology (friction material) experts, government departments and test houses. The firm reasons that, once it has satisfied all QC and R90 requirements, it conducts further tests, including for those aforementioned factors, plus vibration, dust production and pedal feel.

Both brake friction manufacturers and technicians work together to reduce braking problems

CHOOSE PRIME CHOOSE SAFETY

The Brembo Prime family of premium pads, discs, calipers and fluids offers a complete braking solution for every European application – from passenger cars and light commercial vehicles to the rigorous demands of heavy-duty trucks. The range’s exceptional 98% parc coverage, along with ready availability and fast-moving references, brings significant business potential for distributors.

Brembo Prime braking solutions deliver optimum braking efficiency for any vehicle, in any conditions. Produced to the highest OE specification, these components are designed and tested together to ensure perfect synergy. The range is a true win-win for everyone in the Aftermarket, as well as for road users.

Brembo’s Prime brake discs and pads for passenger cars and LCVs incorporate every technical advantage to ensure smooth, effective brake control. The OE specification, high-carbon cast iron used for Prime brake discs minimises vibration and noise while maximising performance. Additionally, a patented, internal pillar ventilation system aids cooling and enhances disc resistance. Brembo’s market-first, solvent-free UV surface coatings, developed in collaboration with car makers, protect the discs against corrosion, and have achieved a salt spray test resistance of more than 240 hours. The range also includes lighter-weight, two-piece Prime discs designed specifically for premium cars, featuring options such as Composite, Floating, Cocast, Lightweight and Dual Cast discs. For fitters, Prime discs bring the added convenience of 98% parc coverage and come with all the required fixing hardware for fast, simple installation.

Brembo has paired its Prime discs with a comprehensive selection of Prime brake pads. By specifying the right, eco-friendly friction materials for each vehicle, every pad delivers long-lasting performance, comfort and wear. Careful scorching and directionality of the friction compound prevents fading, resulting in less noise and vibration. Features such as patented damping weights, chamfers, slots and multi-layer piston shims further reduce brake noise. An additional, copper-free Prime Ceramic pad range offers enhanced durability and low dust emissions. For easy servicing and installation, each pad includes an at-a glance wear indicator and comes with a fitting accessory kit.

Completing the range, Brembo’s Prime brake fluids ultimate braking amplification for all sizes and types of vehicles, as well as protecting important components from corrosion. These high-standard, specially developed fluids guarantee safer braking, alongside low viscosity and a reassuringly high boiling point.

BRAKING

Fitting new pads to scored discs can cause increased pad wear, reduced braking efficiency and noise, due to the suboptimal friction interaction.

Persuading the customer

With so many customers prioritising cost above all else, it can be a challenge to persuade them not to plump for the cheapest pads and discs. The bilstein group finds that fitting the cheapest parts can be costlier in the long term, because the reduction in quality is likely to mean that the customer ends up having to buy replacement parts more often. Further compromises include reduced stopping power and the resultant safety compromise, let alone other factors. It highlights also that both the Blue Print and febi braking products are supplied with a 3-year manufacturer's guarantee.

Bosch reminds us of its OEM-supplier pedigree and its prowess with developing life-saving technologies, including ABS, ESP, iBooster and ENV6 Brake Fluids. This expertise is transferred from its OEM to its aftermarket products. Ferodo advises that paying a little extra provides the customer with a lot more value. It reminds garages that all of its pads come with all of the safety-critical installation accessories.

The influence of human error

Many companies provide best practice tips but the technical reasons behind them tend not to be explained. If a customer tries to convince you to fit new pads to worn discs, consider febi's advice that this is shortsighted. Fresh pads that work against a worn contact area will not perform as designed. Braking performance can reduce and noise could increase. Ferodo adds that bedding-in takes longer and the pads wear faster because thinner discs run hotter.

Should you repair binding brakes, consider how the roasted friction material might have changed. Bosch advises that, when brake linings or discs overheat, the composition of the materials can alter. The linings may become hard and lose their ability to grip, thus decreasing the braking ability. The discs can also warp, or crack, causing judder and noise.

Additionally, Bosch warns against trying to clean linings that have been contaminated with oil, grease, or brake fluid. It says that such contaminants can reduce the friction coefficient of the material, leading to compromised stopping power. Replacement is the only safe answer. Using copper grease remains a no-no. At high temperatures, copper changes its behaviour and becomes abrasive. Brembo adds it courts corrosion and swells rubber components.

TEXTAR VIRTUAL ACADEMY!

A new online platform providing brake

Created to deliver industry knowledge from experts to the aftermarket, Textar’s Virtual Academy gives access to the latest updates in the automotive industry.

Featuring individual courses, you can complete the modules in your own time, picking up where you left off and making your way through the easy-to-follow videos.

Your registration, once activated, provides access to the platform for 30 days after creating your account. The registration process is simple, it has never been easier to become a brake friction expert.

How the friction materials work together and how they can be affected in the real world is not always understood.

What causes that racket?

There are also misperceptions about the most common customer complaint: noise. Ferodo testifies that brake squeal is a warning sign. The DRiV brand explains that it originates from vibration within the braking system, which can resonate through other components. Yet, the cause can stem from improper installation, uneven (or severe) wear, contamination, missing accessories or even incorrect tightening torques.

The bilstein group says this vibration can emanate from the pad vibrating against the disc, where full contact is not being made. Yet, failing, or faulty, parts may be responsible, such as shims and pins that have lost their tension. Not removing corrosion from the wheel hub, or disc, might be to blame, because these rough surfaces can also be a noise source.

Why upgrade?

While some reputable brake friction brands offer OE-quality alone, others provide alternatives. These are not necessarily upgrades, per se, but should be considered as more tailored offerings to a specific on-road driving style, or vehicle characteristics.

Ferodo says eloquently that it is not about stopping but how one stops. It highlights the Fuse+ lining, designed for midto-high range vehicles, which is quieter and lasts longer without compromising stopping ability. While the firm's DS Performance range offers a product inspired by its racing products, these parts comply with R90, meaning that they are road-legal.

Brembo is another firm that offers braking personalisation, viewing braking as the ultimate on-road 'upgrade'. Its range starts with Brembo Essential, comprising not just brake friction but also hydraulic components and remanufactured callipers, all of which are to OE quality. Brembo Prime is an enhanced series that is tailored more towards individual model specifications and covers 98% of the car parc, including LCVs. Brembo Beyond focusses on new vehicles with sustainability at its core. Brembo Xtra products are designed for fast-road use, with a grouping that includes drilled and slotted brake discs, high-friction pads and coloured aluminium callipers. Finally, Brembo Upgrade is for driving enthusiasts, who use their cars both on the road and track.

Experience matters.

When developing the program, Bosch draws on more than 10 0 years of experience in the development and production of starters and alternators. Therefore, Bosch knows exactly what matters.

•Strict product approval processes and quality assurance measures

•Ensured functionality and performance by experienced Bosch engineers

• Expanded all-makes program for more and more vehicles

Gently does it: Bedding-in

Alliance Automotive highlights that bedding-in new pads and discs correctly is vital to prevent brake judder. This is because of Disc Thickness Variation, a condition that develops over time, the primary cause of which is uneven material transfer. This is because brake pad friction material must transfer evenly onto the surface of the cast-iron brake disc. Uneven material transfer, caused by, for instance, heavy braking, will create high spots that will experience higher temperatures. These hotter areas transform the cast iron into cementite. As both of these materials wear at different rates, judder results. However, Alliance Automotive highlights that these tremors take time to develop: between 2,000–5,000 miles, typically. This explains why customers can return, complaining of brake judder months after the discs were installed originally.

AI

As we hear from the media and expert talks, including those from respected aftermarket commentators, such as James Dillon, Artificial Intelligence is influencing all of our lives, even where we do not expect it. Brake friction manufacturing is one such example.

TMD Friction (the brands of which include Mintex, Textar, Pagid and Bendix) deployed AI over 20 years ago to predict the friction properties of certain ingredients, based on previous test results. By 2015, the firm was using AI-supported compounding, allowing it to predict how specific raw materials would change the friction properties of a mixture, by using test results from a database. Virtual testing came along soon afterwards, saving the company weeks and thousands of euros, compared with physical evaluations. Five years ago, TMD Friction developed AI to forecast how braking performance changed, by altering the concentration of certain ingredients within a friction lining formulation. Based on its success, the company shall be integrating AI into its other operations, including sales and pricing, to save time and cost.

Environmental implications

Throughout the decades, OEM friction suppliers have been the first to reduce both health and environmental impacts, from brake dust. Some of this has been enacted by legislation. First, asbestos was banned; copper is due to follow. Yet, because next year's Euro VII emissions legislation will be focussing on emissions that stem from areas of the car other than the exhaust tailpipe, OEM suppliers of brake friction material are working hard to meet the current and future requirements.

Exhaust fumes excepted, EIT Urban Mobility says that particulates from brakes are the largest source of emissions from vehicles. While the regulations are tightening in the EU and UK, DRiV expects other countries to follow, including China.

Legislation is leading to brake manufacturers experimenting with new disc coatings and pad friction materials. EIT Urban Mobility views this as making a significant difference. For instance, supplementing cast iron brake discs with those made from a carbon-ceramic composite, reduces PM10 by over 80%. Brembo highlights that it has offered carbon-ceramic to high-performance OEMs for over 25 years, and these are available now in the aftermarket. The firm highlights that these discs are corrosion-resistant and have an on-road lifespan of almost 100,000 miles. Even so, the braking firms and OEMs have to strike a balance between not just cost but also particulate emissions, braking effectiveness and pedal 'feel'.

Quality filters are designed to be easy to install, with consistent performance throughout their lives. As technicians cannot assess the grade and assembly of the filtration medium accurately, all garages can do is trust the supplier and brand.

Filtration: Under the skin

Have you wondered what goes on behind the parts you install? Rob Marshall looks into what lies behind the humble filter.

All well-established filtration brands say the same thing: filters are not parts on which workshops should cut costs. The cynic might argue that they are protecting their profits and that there is very little difference between no-name filters and branded ones, other than the box. Providing the filters fit the car, there should be no problem - and, surely, they are all the same? Yet, as with many things on a motorcar, once you start researching filtration, the topic becomes immensely intricate.

Complex systems: Complex filters

With modern high-pressure fuel injection systems being, perhaps, the most sensitive part of a car to contamination, it is clear that the 'that'll do' approach is inappropriate. The bilstein group explains that, while both petrol and diesel systems require thorough filtering against abrasive contaminants, water molecules in diesel fuel cause corrosion. This moisture enters the system from mainly condensation within the tank and is carried by the fuel into the engine bay. In response, Blue Print diesel fuel filters employ a hydrophobic coalescing material, through which fuel passes but not water. The separated water droplets collect at the bottom of the filter housing, ready for draining.

UFI agrees about the challenges of water contamination but focusses its advice on the winter months, when this moisture freezes and expands. The mandatory addition of biofuel (up to 7% in UK road diesel) is also a problem, because the bio content can possess not only higher water content but also bacteria that creates residues and sludge. As a filter manufacturer, UFI reasons that all of these challenges must influence the choice of materials used in the filter. As pioneers in Deep Filtration Media, UFI says its diesel filter range separates the smallest water particles, up to four microns. Yet, not one filter fits alland not just physically. Internal differences are vital to ensure the engine can run smoothly and its fuel system is protected from water and biofuels. For instance, FormulaUFI.Extreme uses polymer fibres in its 60.H2O.00, or 26.052.00, for Stellantis applications. These fibres might be enhanced with different layers and additional water-repelling materials - again, dependent on the vehicle. Alternatively, UFI's FormulaUFI.H2O uses cellulose fibres that are combined with synthetic, or glass materials, such as the firm's 26.038.00, employed by Volkswagen Group's EA 288 EVO 1.6- and 2.0-litre engines.

Some air filters possess an extra pre-filter. This captures larger particles, such as leaves and insects and extends the lifespan of the main filter.

Trust in OE quality. Mahle Aftermarket's air filters capture up to 99.98% of toxic dust, soot, and tyre particles. This means reduced wear to valves, cylinder surfaces, piston rings and bearings.

UFI highlights that aftermarket garages risk being exposed to low-quality, or even counterfeit, filters with unsuitable filter media that do not perform the function of separating water from diesel fuel properly, if at all. The result can be serious damage to the fuel injection system.

So, what is the difference?

Bosch agrees that low-grade filters differ from high-quality alternatives, but how? When comparing its fuel filters against lowquality alternatives, Bosch found that not only did the cheaper product use inferior filtration materials but it also discovered fewer filter pleats. The result is impaired ability. Bosch highlights also that the low-grade parts may not fit as well, highlighting that its filters are designed to ensure tight and reliable fits, as opposed to the cheaper non-OE quality parts that possess inferior sealing, risking air entering the system and even potentially dangerous fuel leaks.

DO YOU NEED A GAS MASK TO DRIVE A CAR?

Not when you fit DENSO Cabin Air Filters. OE quality design removes major pollutants, however small. Harmful gases and smells are eliminated for a more pleasant in-car environment. It’s a wise choice.

CHOOSE DENSO. Free your thinking.

The filtration requirements of some engines can be challenging for OE filtration suppliers. Pictured is a FormulaUFI.Stratiflex filter for an Alfa Romeo Stelvio, with the different filter combinations shown under a microscope.

Even so, decent filtration is not a requirement of just the fuel system. Again, Bosch found that oil filters are being offered to the aftermarket possessing inappropriate and insufficient filtration materials that are more prone to leaks. It adds that the oil bypass valve tends not to work correctly, resulting in insufficient oil circulation and higher engine wear levels. The bilstein group explains that the bypass valve protects the filter media on start-up and allows unfiltered oil to bypass the filter, should the media become clogged, protecting the engine against starvation. The pressure at which the bypass valve opens is critical. Too high a pressure and the load on the filter media could cause it to collapse, or starve the engine of oil on start-up; too low and the bypass valve will open before the filter reaches its capacity during its service life. This would mean that no filtering takes place and engine wear increases rapidly. The maker of Blue Print filters adds that a silicone diaphragm is built into spinon oil filters, which allows the oil to pass through the filter in one direction only. This prevents oil from draining away from the filter and siphoning back through the oil pump, when the engine is switched off, thus ensuring that oil pressure rises quickly on start-up. Inexpensive filters either have an ineffective drain-back valve, or lack one completely.

With the aftermarket realising that sealed-for-life automatic transmissions can have their lifespans increased significantly by fluid changes, many quality aftermarket companies are offering transmission filters. Blue Print highlights the vigorous filter test procedures that its products must pass, so the filters can withstand the most extreme debris loads at elevated temperatures. This means that oil flow is not compromised, as wear debris accumulates. Mahle Aftermarket advises technicians to combine fitting its high-quality transmission filters with using its FluidPRO ATX 250/280 flushing machine, which removes all of the old oil, instead of leaving between 50 and 70% within the gearbox. This way, Mahle Aftermarket reasons, is the way workshops can ensure a zero-contamination oil change, which will help to extend the transmission's lifespan.

Considering how straightforward they are to fit, it is easy to underestimate the technology that goes into air filters. Bosch highlights that its products boast decent materials that ensure optimum particle-separation rates, moisture resistance and swelling resistance, while the higher number of filter pleats permits a large dust-holding capacity. This can be difficult for a technician to detect from sight alone but Bosch advises that well-dimensioned glue beads are a good indicator of a quality air filter. Yet, low-grade offerings can suffer from poor sealing within the air box, because they can lack the more costly OE-quality polyurethane seal.

With cabin filters, Bosch reports a similar trend. Alternatives that prioritise price over quality use mediocre materials with fewer layers, leading to poor filtration and potential particulate entry into the cabin. These issues, coupled with inferior assembly and design, struggle to maintain stable pleat geometry, even in humid conditions, leading to inconsistent filtration performance. It is possible that the filter could collapse, meaning airflow bypasses it.

Cabin filters – the upgrade option

OE-quality filtration suppliers tend not to offer filter upgrades, cabin filters excepted. Yet, do not forget the importance of using well-established brands. The bilstein group explains that even its standard Blue Print cabin filters possess an electrostatic charge, which attracts particles that measure as little as 0.3 microns. This is important because particles between 0.3 microns and 0.9 microns pose health risks, because they are too small to be filtered by nose hair but are too large to be exhaled, after they have been breathed in.

As offerings vary, garages should research what each brand markets. Generally, most firms provide three options: standard, activated carbon and anti-bacterial filters. Mahle Aftermarket, for instance, offers a trio of cabin filter technologies. The base LA range prevents pollen, soot, dust and tyre particulates from entering the cabin. The LAK range adds exhaust gases, ozone and certain odours to the list, thanks to the filter medium containing activated carbon. Typically, this comprises carbonised and crushed coconut shells, embedded in the filter. They work by channels, within these activated carbon particles, trapping noxious gases, such as Nitrogen Dioxide (NO2), a poisonous gas emitted by petrol and diesel engines. Interestingly, a single gramme of activated carbon has a surface area of over 1,000 square metres and is the main active ingredient in gas masks. Despite this, the carbon becomes loaded eventually, which is why cabin filter replacement is required. The Mahle brand's premium offering, the LAO CareMetix filters out allergens that could be harmful to sensitive, or vulnerable, passengers. These include mould and bacteria.

Denso offers three cabin air filter ranges, too. Whether they are the tandard 'Particle', advanced 'Combination', or the ultimate 'ClearAir+', all variants benefit from the firm's highquality filter media. The range-topping ClearAir+ design combines five filter layers, ensuring that 99% of viruses and bacteria (according to ISO18184 and ISO20743) are removed.

UFI explains that its flagship Argentium antibacterial filters possess a non-woven fabric incorporating a silver metalbased biocide, which inhibits microbial growth by up to 99%, while retaining pollen, dirt and dust and absorbing sulphur dioxides and nitrogen oxides (NOx). This ingredient, coupled with activated carbon, ensures filtration efficiency of more than 98.5% of particles with a diameter of 2.5 microns (PM2.5) and 99.9% of those with a diameter of 10 microns (PM10).

An increasing number of OE-quality and OEM suppliers are introducing transmission filters into the aftermarket. UFI has introduced a range of filters for Hyundai and Kia's six and eight-speed automatic transmissions. The filtration media is used in a ‘dual-layer’ configuration, enclosed between two ‘covers’ made of plastic material combined with carbon fibres. On the inner surface of one of these are ribs, designed specifically to minimise pressure drops and avoid deformations. The two ‘covers’ are sealed, meaning that the filter is replaced as a complete assembly.

Older cars have a following among Gen Z, especially. Pictured is the Austin Ambassador, a former star in Richard Blackwood's oh so short pop career, enjoying a new lease of life with its new owners. Pictured next to it is one of the "Why Reg?" beige Ambassadors used by John Shuttleworth.

HAGERTY FESTIVAL OF THE UNEXCEPTIONAL

Returning to Hagerty Insurance's Festival of the Unexceptional, Rob Marshall learns more about the career opportunities old cars can offer, before getting distracted by an immaculate Datsun Stanza.

If you can take a joke and have more fondness for Skodas than supercars, then the Festival of the Unexceptional is for you. Many of the 4,000 visitors, who flocked to Grimsthorpe Castle in Lincolnshire, exhibited their cars that you could class as either terrible, or wonderful, depending on your viewpoint.

Looking at the future of the past

Aside from the cars, FOTU rebelled against the widespread belief that Gen Z are not interested in personal transport, let alone car ownership. Many of the visitors were aged under 30 - but why would they choose an older car instead of the convenience of a PCP deal on a tech-stacked hybrid, or BEV? Cost is one reason. Many younger owners bought their cars for comparatively lowly sums and, while VED rates are high, Hagerty highlights the insurance benefits for the younger driver being different to the norm.

This does not mean that the cars are run on a shoestring, because owners are lavishing cash on their cars. In some cases, this involves doing the work themselves, but many of them entrust their jalopy to an old-car-friendly garage. A typical example of this is Callum Bailey's base model 1999 Ford Mondeo, which he saved from being turned into a banger racer, before he invested £6,000 in its restoration. Another reason is coolness. Old cars are different and, therefore, cool.

Steve Cootes (left), Gracie Haddon (centre) explain to Charlotte Vowden how StarterMotor is striving to turn enthusiasm into careers.

This couple brought not one but two Méganes to display at the FOTU - a 5-door and a coupé.

Repairing older cars: A career opportunity?

StarterMotor thinks so. The charity was present at FOTU, seeking to turn youthful enthusiasm into careers. After all, the independent motorcar repair industry, from an all-makes garage to a specialist cherished vehicle workshop, is experiencing the same challenges. Typically, these include skills shortages, too few engaged apprenticeships and an increasing age of current employees who are looking towards leaving.

To facilitate enthusiasts mainly under 25 years-old with work experience, apprenticeships and even employment, StarterMotor's General Manager, Steve Cootes, explained the charity's contributions. These include engaging actively with schools, enabling hands-on access to older cars and running careers events at Bicester Heritage to find 'future champions' of the industry. Gracie Haddon (21) joined Mr Cootes on the main stage and emphasised the importance of events, such as the FOTU and others that include the Goodwood Festival of Speed, as fostering interest in driving, preserving and enjoying older vehicles. She highlighted the ecosystem with the old car movement that extends beyond repair and into other areas, including marketing, sales and finance. StarterMotor can also advise more experienced technicians, who are looking for a career change. Check out its website, LinkedIn and Instagram pages for updates.

Winner of both the 'Concours de L’Ordinaire' and the people's choice was Simon Packowski's 1992 Skoda Favorit, which was saved from being scrapped after suffering from cylinder-head gasket failure.

Other FOTU 2025 highlights included a band, entertainment and thousands of cars so unremarkable, they are remarkable. This Polish-registered Talbot Horizon travelled over 1,000 miles to the event.

What other car would a pair of engineering students own but a pair of Citroëns?

PARTS, TOOLS & TIPS

New products, fitting tips & technical advice to ease fault-finding and installation

ALLDATA Repair: Inside Intelligence

A persistent headlight issue plagued a 2013 Mazda 6 Estate, frustrating both the vehicle owner and workshop technician and a full headlight replacement seemed the only option left until ALLDATA Repair shed light on the problem.

The owner, the vehicle’s first and only one, had repeatedly complained about the Xenon headlights becoming increasingly dim over time. Despite a technician replacing both the bulbs and the left-side ballast, the issue remained unresolved. The owner had already spent £1,500, yet the headlights continued to underperform. The next proposed step was to replace both headlight units, which would likely cost between £800 and £1,000 per side.

Solution

Instead of a potential £1,000 repair, the actual solution cost just £25 and, most importantly, resolved the issue completely.

When consulting ALLDATA Repair to access manufacturer-specific technical information, a technician found a Technical Service Bulletin (TSB) identifying the reflector as the likely root cause. Mazda had introduced the reflector as a serviceable part, available for around £25.

Using detailed service instructions, the technician replaced the reflector in just 20 minutes. ALLDATA Repair comprises of more than 90 million articles, over eight-and-a-half million technical drawings and wiring diagrams with electrical connector views from 43 VMs. That is procedures for more than 153,000 year, make, model and powertrain combinations – 97% of vehicles on the road today.

For more information about ALLDATA Repair or sign-up to a trial, visit www.alldata.com/eu/en/repair-europe.

Space-saving Bag-in-Box engine oils

DriveTec has a new Bag-in-Box engine oil range, available nationwide exclusively from GSF Car Parts. Eight of the best-selling grades are offered, covering over 60% of the UK car parc, including hybrids and LCVs from major European and Asian VMs.

Each 20L pack has non-drip taps and clear labelling, the packaging is recyclable and significantly reduces disposable plastic materials, with some garages seeing a 96% reduction in waste costs.

Lowme Sathi, Programme Manager at GSF, commented: “Workshops need smarter oil storage solutions – ones that are space-efficient, environmentally conscious, and cost-effective. Our new Bag-in-Box range ticks all three boxes. It helps garages carry more grades in less space, reduces waste, and boosts profit without compromise.”

Wiper rewards & upgraded packaging across ranges

Valeo Service UK is launching a limited-time promotion from September to November, offering motor factors and garages rewards for stocking passenger car wiper blades. The initiative aims to prepare businesses for the autumn and winter months while rewarding their loyalty to Valeo products.

Garages can earn practical rewards for fitting and stocking Valeo wipers: purchasing 10 wiper packs unlocks Valeobranded socks and a product wall display; 25 sets bring a Valeo cap and 21-hook floor display; and 50 sets secure a premium bodywarmer and a 51-hook floor display for maximum visibility. “These rewards are our way of saying thank you to our trade partners,” says Andy Swann, Managing Director at Valeo Service UK. Orders must be placed between September 1st and November 30th, with applications accepted until December’s end. Supplies are limited, so early participation is encouraged. For details, visit www.valeoservice.co.uk

Meanwhile, Valeo has upgraded its product packaging by replacing printed instruction leaflets with QR codes. Technicians can now scan the QR code inside the box to access an online platform with up-to-date support, including step-by-step installation guides, technical bulletins, FAQs, and a growing library of video tutorials for hands-on learning.

PARTS, TOOLS & TIPS

Turbo kits and more join febi range extensions 862 new part numbers join febi’s stock in the febi Car, LCV, Truck & Blue Print ranges, around half of which enhance its car and LCV programme.

Highlights include 61 new electric components, new NOx sensors for popular car and LCV models including 197492 for the Mercedes-Benz Sprinter (2006>2020) and 197505 for the Renault Master and Vauxhall Movano (2010>). A further 60 Turbocharger Kits are available, one highlight is 188935 for the Hyundai i30 (2007>) and Kia C’eed (2006>2018), the kit includes a brand new OE Garrett Turbocharger, mounting kit and oil feed pipe components. It also introduced 200 new lines for hybrids and fully-electric vehicles – one highlight is part 199161, stabiliser link with lock nuts for the BYD Atto 2 (2025>), Atto 3 (2022>) & Dolphin (2021>).

Hot-end emissions offering broadened

BM Catalysts, Europe's largest independent manufacturer of hot-end emissions products, is expanding its aftermarket offerings with the addition of 16 new part numbers this August. This update introduces 215 new fitments, enhancing coverage for 6.6 million vehicles across Europe. The expansion includes nine Euro 6 references for 136 fitments, two new catalytic converter (CAT) part numbers for approximately one million vehicles, nine diesel particulate filter (DPF) references covering 3.1 million vehicles, and five pressure pipe (PP) part numbers to meet increasing demand in this specialised segment.

Autowave shares tutorial for Nissan Navara key remote

These comprehensive instructions have been produced to help professionals maximise the use of their replacement key and programming equipment, reduce errors and – if new to the practice – show how straightforward it is to benefit from this lucrative revenue stream.

In this latest instalment, Autowave’s Ravi Kotecha explains how to program a key remote on a 2021 Nissan Navara –using the OBD Key Master G3.

View the step-by-step guide here

Brake maintenance requires a complete system approach

Borg & Beck, the premium braking brand from First Line, is advocating for a holistic approach to brake maintenance, urging technicians to consider the entire system, not just individual components. As braking technology evolves, focusing solely on replacing worn pads while leaving other parts unchanged can lead to compromised performance, increased stopping distances, and premature rework.

Borg & Beck emphasises that pads and discs should always be replaced as a matched pair to maintain optimal performance. Technicians are also encouraged to replace ancillary parts like brake hoses, fitting hardware, and fluid, which are often overlooked but crucial for maintaining braking integrity. A full brake fluid flush every two years is recommended to prevent issues like vapour lock due to moisture absorption.

Proper bedding-in of new pads and discs is another key point. Borg & Beck provides guidelines for controlled bedding-in, which ensures uniform friction layers and avoids premature wear or glazing. Additionally, the brand stresses the importance of using premium, OE-quality parts and following proper installation procedures. Mismatched or low-quality components can lead to uneven wear and increased workshop costs. Cleanliness during installation is also critical, as even small debris can affect brake performance.

Supporting customers

Recognising that battery-related issues remain a leading cause of breakdowns, Ecobat Battery promotes a "test every battery" approach to help workshops boost customer service and profits. Silver Street Motors in Tiverton trialled this method using the Ecobat EBT780 battery tester and branded materials. Over three months, every vehicle entering the workshop had its battery tested, regardless of the service booked. Owner Steve Webber, initially sceptical, saw both customer engagement and battery sales improve.

Improved brake fluid

Textar, an OE braking brand by TMD Friction, has launched its new DOT5.1 Ultimate brake fluid, designed for high performance and demanding driving conditions. Featuring a high dry boiling point (≥260°C), low viscosity, and low electrical conductivity, it is designed to provide excellent braking performance, safety, and durability.

The fluid is compatible with a wide range of vehicles, including electric, hybrid, highperformance, and ADAS-equipped vehicles. Meeting ISO 4925 Class 6 and 7 standards, and exceeding DOT 5.1 and DOT 4LV specs, it supports precise brake control, even under high speed or weight stress

Apec Red braking range expands

Apec introduces a significant expansion to its Apec Red braking range, adding 99 new braking components. This latest extension strengthens the range with 80 brake calipers, 8 wear indicators, 6 brake discs, 4 brake pads, 1 brake hose, and 1 ABS sensor, providing comprehensive coverage for a variety of vehicle applications and a 3-year/36k miles guarantee.

Key highlights from the new additions include front brake pad sets for the Mercedes-Benz SL (2022 onwards), front brake discs for the Isuzu D-Max (2019 onwards), and front brake calipers for the Volkswagen Golf VIII (2019 onwards).

https://apecautomotive.co.uk

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