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PROFESSIONAL

FEBRUARY 2022

MOTOR

F R T E R E A

T T O H E

D E

S E R V I C I N G ■ R E P A I R ■ D I A G N O S T I C S ■ M O T

THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

CODE BREAKERS Explore the evolving world of diagnostics Also inside... PMM discovers the latest in braking technology

TECHNICAL TIPS AND CLINICS ‘HOW TO’ GUIDES AND BEST PRACTICE ADVICE BUSINESS ESSENTIALS AND TRAINING UPDATES

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Contents Regulars 6-8

NEWS & VIEWS

11-13

TROUBLESHOOTER

14 -15

CLUTCH CLINIC

17-18

BELT FOCUS

20 - 24

TECH TIPS

26 -27

BUSINESS & TRAINING

PRODUCT TEST: WD-40

30 - 35

SPECIAL REPORTS

PIT STOP

61- 63

WHAT’S NEW?

64 - 65

ONLINE ROUND UP

VOLUME 23 ISSUE 2 FEBRUARY 2022

Features

37-43 BRAKES & CLUTCHES

Editor’s Picks 27

HIGH SECURITY ASC Finance explains what asset finance is and how it could help your workshop

PRODUCT TEST: WD-40 Dixons of Pudsey tests WD-40 Specialist Penetrant, finding out how good it is on hard-

45- 50 STEERING & SUSPENSION

to-budge parts

BRAKING NEWS Jonathan Allen from Ferodo tells us about the company’s latest technological advancement in braking technology – Fuse+

53-60 WINTER SERVICE & LIGHTING

SOMETHING OLD, SOMETHING NEW Shaftec’s Joe Toakley talks us through the process of remanufacturing a brake caliper – highlighting the importance of remanufacturing for workshops

Total Average Net Distribution 54,426 1st July 2020 – 30th June 2021

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VIEWPOINT

Pound logic

Editor KIERAN NEE Editorial Assistant FREYA COLEMAN

Digital Manager KELLY NEWSTEAD Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Magazine Designer GEMMA WATSON Group Production Manager CAROL PADGETT Distribution Manager KARL CLARK Subscriptions

PROFESSIONAL MOTOR MECHANIC is a business magazine for firms and individuals involved in all aspects of the motor trade. It is published eleven times a year and is available nationally FREE to the trade through leading motor factors. It is also available through the post at a cost of £30. EUROPE and OVERSEAS 1 year (11 issues) £50 Airmail 1 year (11 issues) £65 Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts, WD24 4YF. Tel: Watford (01923) 237799 Fax: (01923) 246901 E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk Website: www.pmmonline.co.uk Facebook: /ProfessionalMotorMechanic Twitter: @pmmmagazine Copyright © 2022 Pg. 33 ©AdobeStock/domiiw Pg.42 ©AdobeStock/Lucky Business

Associate member

or many, last year saw the coming of the Great Resignation. You might imagine from the moniker that this was an example of collective action – workers joining together across sectors, industries and classes to agree that 2021 would be the year that we all quit. And after quitting? Well, this might be where visions of some sort of radical lurch towards commune-based living fall short of reality. Perhaps 2021 might have been better dubbed, the Great Job Switch. Workers across a range of sectors left their old job, not to wander in the wilderness, foraging and beckoning nine-to-fivers waiting at the bus stop to join them, but instead to do the same, or similar, job for a different company. This quieter, less provocative angle on the same story is nonetheless worth investigating. Let’s dismiss any notion of individual workers being swept up in a tide of dissatisfaction and instead look at the facts. Thousands of people left their jobs in 2021 for better paid jobs, with better benefits. Thousands of people looked at their own situation, their monthly income and expenses, the amount they were paying on rent or mortgages and decided that either they could earn more doing something other than what they were currently doing, and be confident about being qualified enough to do that other job, or that they were being underpaid for the job they were currently doing, and another company would be willing to pay them more. Either way you look at it, you can only find the logic that we are told underpins the whole of western civilisation – do what’s best for you and things will, inevitably, improve. So, the two big questions are, what are the other companies doing that is so attractive to new recruits, and what have companies that have lost employees not done to keep those employees? Whilst it costs employers a lot of money to take on and train new staff, it’s also a huge inconvenience for the staff members themselves. Every time you change job, you need to spend time sending out CVs, finding potential new employers, go through the stress of interviewing and quitting – losing friends in the process. Then you need to familiarise yourself with a new workplace, new rules and new people. For many, a small rise in pay just isn’t worth all that. I’m not saying money is the only factor in an employee’s decision-making process, but it certainly comes well ahead of many of the things employers are willing to change before they change salaries. When asked what they would be willing to change to retain employees, only 23% of employers said they would be willing to up someone’s salary to get them to stay. Small wonder, then, that people leave. I can’t help but wonder whether some companies could well pay more, but are simply reluctant to. On one level, it makes no financial sense to suddely start paying an employee more to do the same job that just the month before they were doing for less. It’s less about what the company thinks you’re worth and more about how little they think you’ll accept. Unfortunately, not all companies have the capacity to raise wages, even to retain the most valuable employees. This is truer in the independent aftermarket than anywhere else. When margins are already tight, spare cash for wages can be difficult to find. Maybe now is the time to start raising prices and asking customers to pay a fair amount for the professional repairs they receive? After all, if there’s no one left to fix their car because everyone’s left for higher wages elsewhere, then what will they do? They’ll have to take the bus – if there are any bus drivers left, that is.

Kieran Nee Editor

The publishers and editor do not necessarily agree with the views expressed by contributors, nor do they accept responsibility for any errors of translation in the subject matter in this publication.

PMM FEBRUARY 2022 5

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NEWS

& VIEWS

GET YOUR DAILY FIX OF INDUSTRY NEWS AT WWW.PMMONLINE.CO.UK

Charging on the move PMM attended the event at the Roundhouse

Ben Ball 2021 raises £96,500 Bringing 600 automotive industry people together for the first time since the pandemic, the Ben Ball made a return to London’s Roundhouse

hroughout the evening there were many opportunities for guests to donate funds, including an exciting live auction hosted by TV auctioneer and presenter, Jamie Breese. The generosity of the industry during these highpressure, post-pandemic times will allow Ben to reach more of those who need help and to better support members of the automotive community and their

loved ones who are in crisis or struggling. Furthermore, pledges made from automotive industry guests at the event are expected to take the figure raised for Ben’s urgent Christmas Appeal past its £500,000 target. Matt Wigginton, Director of Partnerships, Engagement & Income at Ben, said: “During the pandemic, the number of people who have been reaching out to us for help has skyrocketed and we need to be able to provide support right away – vital support really does save lives”

A team of engineers at Denso have outlined a future where EVs will be charged while on the move

ireless power transfer technology is already widely used to charge devices such as smartphones and electric toothbrushes. By applying it to the world of electric mobility, EV batteries will be able to be charged on the move, more specifically when the vehicle comes to a stop during a journey. With this development, driving an EV has a less harmful

impact on the environment, and avoids competition to find and use public charging points. This concept may be particularly helpful when city driving, as in busy areas many vehicles spend time sitting at red lights or at rest due to congestion. Want to know more? WWW.RDR.LINK/AAI003

MOT garages fuelled by flexible Toughest trade 2022 finance Fisherman Jack West scooped the coveted title of Toughest Tradesperson 2021, winning a £200 voucher prize. But, will the next win slip through their nets allowing for a mechanic to take the top spot once again?

o enter, post a picture of yourself or a colleague battling a tough task on the Swarfega Facebook or

6 FEBRUARY 2022 PMM

Want to know more?

WWW.RDR.LINK/AAI001

Twitter page, along with the hashtag #ToughestTrade and a short reason why you think your trade should win. The top four entries will be put to a social media vote and the tradesperson crowned the 2022 winner will receive £200 in Amazon vouchers and will represent Swarfega’s New Toughest Trade for 2022. Want to know more? WWW.RDR.LINK/AAI002

MOT garages opting for more merchant cash advance funding now than before pandemic.

rior to the national lockdowns last year, MOT garages were eighth on the list of most frequent clients for this form of fast and flexible finance, now coming in fifth place according to the latest data. Due to extended MOTs offered to some

motorists during the first lockdown, a new spike in demand for MOTs towards the end of the calendar year has formed. Managing Director at 365 Business Finance, Andrew Raphaely, said “The pandemic has certainly interrupted the normal pattern of annual MOT bookings for garages, for many years to come.” Want to know more? WWW.RDR.LINK/AAI004

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FOLLOW PMM ON TWITTER @PMMMAGAZINE

NEWS

& VIEWS

Race to futureproof the industry The IAAF has urged the industry to gear up for change in its virtual conference, ‘Aftermarket for the Future’, as it provided a detailed and in-depth look at the upcoming opportunities and challenges the trade is set to face

programmes that can clarify rules and regulations that affect the aftermarket. Ronan McDonagh and Pierre Thibaudat, Technical Director, Governmental Affairs & Communication Manager at FIGIEFA then stepped up next to discuss Motor Vehicle Block Exemption Regulation (MVBER). The second guest speaker of the day, Martin McCourt, was the

he conference saw Mark Field kick off the proceedings by celebrating the hard work the aftermarket has carried out over the course of what has once again been a difficult but rewarding year for the trade. He was followed by speakers Le Hetet who provided an informative insight into the future of the industry, David Bailey who discussed the hot topic of Brexit and its effects, Christoper Lowe and Sophia Mir from the DVSA’s MSU who outlined their

previously long-standing CEO of Dyson. McCourt provided members with expert advice on meeting and overcoming adversity and how to turn this into positive opportunities, as well how to retain a business’ identity, while scaling up and continuing to grow. Field was then welcomed back to outline the successful activity the IAAF has been undertaking to help support its members and the future of the federation in the coming years. He concluded the conference on a positive note, commenting: “It’s been another eventful, yet exciting year for our sector, and it’s been great to see aftermarket businesses do what they have always done best and step up to the challenges and tackle them head on. Want to know more? WWW.RDR.LINK/AAI005

‘Pride of the Aftermarket’ Also at the conference, the IAAF announced the winners of its ‘Pride of the Aftermarket’ awards, celebrating the individuals that have gone above and beyond

resented by IAAF chief executive, Mark Field, awards were handed out such as Car Distributer, won by GSF Car Parts, Service Providers, won by Autotech Recruit, and Car Supplier which was won by Shaeffler Automotive Aftermarket UK with First Line as the runners up. Lastly, the Outstanding Individual Achievement award was won by Steve Fisher from Apec Braking. Commenting on their award, Schaeffler’s Country Manager for UK and Ireland, Mark

Dolloway, said: “On behalf of the entire Schaeffler UK team, I am extremely honoured to receive such an important industry award…The team always works extremely hard to ensure that workshops and technicians are provided with the highest quality products, services and training, so I am proud that Schaeffler has been recognised for this by our peers and customers alike – especially during such a turbulent year”. Want to know more? WWW.RDR.LINK/AAI006

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NEWS

& VIEWS

FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE

Halfords acquisition Halfords announces that it has signed a sale and purchase agreement to purchase Axle Group Holdings for £62 million.

The IGA is proud to present the BIG Awards – a night of well-deserved recognition for Britain’s best and brightest independent garages and technicians.

ollowing the acquisition, a further investment of c.£17 million will be made post acquisition on associated capital expenditure and c.£2 million on integration costs. National is a well-established business in the tyre and automotive servicing, maintenance and repair market, operating under the following brands: National Tyres and Autocare, Viking Wholesale Tyres and Tyre Shopper. On completion of the Acquisition, National will be integrated into Halfords’ Autocentres business. The directors of the Company believe that the Acquisition is both strategically and financially compelling, delivering on Halfords’ objective of evolving into a business more heavily weighted

A towards Motoring Services. Graham Stapleton, Chief Executive Officer of Halfords, commented: "Given our recent track record of successfully acquiring and integrating businesses, and the potential we see to further grow our Motoring Services business in other areas of the country, I am very excited about our future growth prospects, and I look forward to welcoming the new teams to the business.”

hey invite guests from all across the UK that work within the trades industry to come and talk about their experience within their field of work. They cover topics of working within the industry, using social media as a tool to promote businesses, and most importantly mental health. Following the first episode, they

8 FEBRUARY 2022 PMM

ll shortlisted garages will receive two complimentary tickets to an extraordinary evening of entertainment, celebration and partying on Friday 19th August 2022 at Farnborough International Exhibition & Conference Centre. All finalists will also receive a four day family ticket to The British Motor Show 2022. The BIG Awards are open to all and will recognise garages

WWW.RDR.LINK/AAI007

have gained over 1.3K followers on YouTube and over 6.6K followers on Instagram in just the first few months. Unilite has also had another record year, growing in sales, launching a store in the EU, taking on more staff and is also looking to expand whilst continuing to make workspaces more eco-friendly. Want to know more? WWW.RDR.LINK/AAI008

across the length and breadth of Britain, with categories highlighting all aspects of running a successful, local garage business. They have designed awards with meaning that garages can take pride in, as well as creating a fun awards evening that’s welcoming and enjoyable for workshops and teams of all sizes. Want to know more? WWW.RDR.LINK/AAI009

Ben and Wellonomics partnership

Want to know more?

Trade Legends New podcast from Unilite launched on YouTube.

Entries open for BIG awards 2022

Working together to provide a customised digital wellbeing platform for automotive businesses

utomotive industry workers will be given expert help to tackle everyday issues such as poor sleep, low mood and job worries through a digital platform specially developed to support automotive businesses across the UK. This will give businesses the tools to review their employees’ health and wellbeing through monthly online assessments. The anonymised results will

enable automotive businesses to identify areas where their team may be struggling so that they can better support their people – to help address employee absence and high attrition rates and at the same time helping improve the overall economic and emotional wellbeing of their company. Want to know more? WWW.RDR.LINK/AAI010

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The vehicle’s instrument cluster registered the charger, yet the vehicle wouldn’t charge

TROUBLESHOOTER

PART ONE Plug-in charger failure on an Audi Q7 e-tron In the first part of this feature, Pico technician Steve Smith tackles an Audi Q7 e-tron which is failing to charge. Customer’s description The vehicle fails to charge from the mains charger unit supplied with the vehicle. Such charging methods are referred to “Mode 2 charging” and utilise the domestic mains supply via a 3-pin plug. Their typical consumption is around 10 A with a power output of approx. 2.2 kW

Technical description Verifying the customer complaint is an essential step in the diagnostic process but quite often a time-consuming task without success. On this occasion, the fault was apparent using either the owner’s charger unit or “Mode 3 charging”, which refers to an AC wall mounted charging pod with a consumption rate of 32 A and power output of 7.2 kW Upon connection of the Type 2 charging plug to the vehicle, the charge inlet locking pin could be heard to cycle three times before a red warning LED would illuminate to inform the owner of a charging error.

Vehicle Information Manufacturer: Model: Year: Model code: Engine code: Transmission: Mileage: Failed part:

Audi Q7 e-tron Hybrid 2017 4M CVZA (3.0 TDI V6) ZF 8-Speed Automatic 33,406 miles On-board Charger (OBC)

The vehicle instrumentation recognised connection of the mains charger, however charging would not commence. Note: Whilst mains charging was inoperative, the HV battery could be charged by running the engine until sufficient charge could be achieved to drive the vehicle a short distance on electric alone. We can therefore surmise the battery can accept charge and deliver sufficient current to power the electric drive motor.

Diagnosis With the customer complaint verified, the Vehicle’s ID and Specification were confirmed. Confirmation of vehicle specification is of the utmost importance when it comes to diagnosis as there is often a temptation for customers to modify their car with fashionable accessories that lack the fundamental quality control and engineering that was intended for the vehicle. A brief evaluation of the vehicle did not reveal any concerns in the form of aftermarket accessories; however, it was discovered the vehicle had been purchased from an auction and so questioning the original owner was not possible. The Customer Interview follows the four “targeted” open question principle below in order to establish facts from fiction. How long has the problem been evident? Vehicle recently purchased from an auction with the fault evident

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TROUBLESHOOTER

When did you first notice the problem? Upon purchase

“Prior to diving in here, taking a step back and checking for technical bulletins is paramount.”

Has any work been carried out on the vehicle recently? No history supplied with the vehicle on purchase and no access to previous owner. A new charge inlet socket complete with cabling and locking pin had been installed since purchase

2 charger plug into the charge inlet socket. In addition, a number of parameters have been stored at the time of fault code detection (i.e., Freeze frame data) – so what do these parameters reveal? Fault status 00000001: Fault is present

When do you experience the problem? When attempting to charge the HV battery via Mode 2 or 3 charging. Based on the above, we have very little to go on in terms of historical facts which often provide essential clues to accompany symptoms. Not to worry, let’s march on. The Basic Inspection confirmed no fluid leakages, no visible signs of damage to hoses, connections, wiring harnesses or indeed that favourite discovery, “accident repair” A vehicle scan of all on board control units revealed multiple fault codes, including the code of relevance to HV charging, “Charging Socket A; Charging Plug Lock P33E8 00 [008] - Mechanical Malfunction”. Additional data surrounding this fault code can be seen in Fig.1.

Fault frequency 4: Four detected events of this fault Lock for high-voltage charging connector not locked: OBC can detect charging plug is not locked (should be “locked”)

conclude the OBC is detecting the presence of a charging plug and CP/PP lines appear to be interpreted correctly, yet the position of the charge plug lock pin remains “not locked”. Could the failure of the charge plug lock pin result in no charge? Prior to diving in here, taking a step back and checking for technical bulletins is paramount. None were relevant and so based on the vehicle history and symptoms, we can move on.

Possible causes ■ Wiring harness error between Type 2

Charge inlet socket and OBC Status connect. recognition: present: OBC can detect presence of charging plug via Proximity circuit (PP)

■ Incorrect signals/values relayed between

Max. current of charge connector: 0 A: Charging is not taking place as we have no current flow

■ Faulty OBC (AX4)

Charge inlet socket and OBC ■ Charging inhibited by other on-board

systems (Perhaps via CAN messaging)

The action plan

Charge sensor temperature sensor DC: 55.0°C: Default charge socket temperature value as DC charging is not applicable

The action plan is predominantly governed by accessibility, probability and cost. Based on the acquired fault code and description of the fault, the focus is placed on the Type 2 lock pin circuit:

Current: 15.7 A: Charging current available from the connected charger (communicated to the OBC)

■ Wiggle testing and visual inspection of

OBC wiring and connectors ■ Measurement of locking pin actuator and

Frequency: 1,000 Hz: Frequency of Control Pilot (CP) PWM signal

position sensor ■ “Pin out” testing of all low voltage

inputs/outputs at OBC Control voltage: 9006 mV: CP Line voltage at peak of + 9 V suggesting OBC has paired with mains charger but not charging (normally peak of + 6 V when charging)

�� To summarise the data: “AX4” is the VAG code for On Board Charger (OBC) which has reported a mechanical problem with the lock pin designed to lock the Type

12 FEBRUARY 2022 PMM

Duty cycle: 26.2 per cent: Positive duty cycle of Control Pilot (CP) PWM signal (26.2 per cent approx. 16 A charge current available) Signal recognized: 00000001: OBC can detect charger plug connection and interprets charge information relayed from charger (via CP) From the above freeze frame data, we can

A variety of trim panels and under-shields were removed for access to the rear of the charge inlet socket, OBC and associated wiring. Given we are trying to establish the functionality of the Type 2 charger plug lock pin and associated circuits, an element of reverse engineering is required and this is where 8-channels of the PicoScope 4823 come into their own. The advantage here is that we can see how each of our chosen circuits interact with one another in order to evaluate the sequence of events when

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�� attempting to charge the vehicle. The disadvantage is that we are applying an 8channel scope within an HV environment and therefore the appropriate precautions must be adhered too. Note: The necessary and relevant risk assessment, training, PPE, signage, measurement hardware and best practices are paramount before commencing and during diagnosis so as to ensure the safety of all

Evaluation of Type 2 charge inlet circuit: Day 1 In Fig.2 we are connected to connector B (THRL) at the rear of the charge inlet socket in order to remotely obtain an overview of the interaction between CP, PP, lock pin actuation and position. Note how the lock pin is “cycled” three times over the entire capture before returning to the disengaged position Let’s break down the capture in Fig.2 into useful data and refer to the capture in Fig.3:

��

�� Channel A displays PP voltage and captures the change of state at the point of charger plug insertions �� Channel B captures the CP line voltage and PWM signal from the mains charger unit to the OBC. Note: The peak positive voltage, frequency and duty of the CP line match the freeze frame data supplied with our DTC P33E8 00 [008] �� Channels C and F measure each side of the lock pin actuator with reference to chassis ground. Note how any differential between these channels results in current flow (lock pin actuation) which is captured on channel G �� Channel D is the ground return from the lock pin position sensor �� Channel E captures the lock pin position voltage. Note how the voltage rests at approx. 3 V with the lock pin disengaged and approx. 6.5 V when engaged. Interestingly the lock pin is then cycled 3 times before coming to rest in the disengaged position. At this point the red warning LED adjacent to the charge inlet

illuminates to inform the owner of a charging error. On the surface, everything looks to be normal!

Note: Our lock pin is physically engaging with the charger plug as I could not remove the plug when the pin was momentarily engaged

■ Our PP line voltage changes to indicate

charger plug insertion (also confirmed within freeze frame data) ■ Our CP line voltage changes upon charger plug insertion (peak + 9 V) and communication between mains charger/OBC commences with a 1 kHz PWM signal at 25 per cent positive duty (again confirmed within freeze frame data) ■ However, in order for charging to commence, our CP line voltage must change from + 9 V .. -12 V to + 6 V ..-12 V and this event does not occur. ■ Our lock pin position switch informs the OBC of engagement and disengagement

The question is, therefore: Why does the vehicle not charge? At this stage I do not know! Read next month’s issue of PMM to find out what was causing Steve so many problems.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI011

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CLUTCH CLINIC

HOW TO Replace the clutch on a Hyundai ix35 In this month’s Clutch Clinic, Charles Figgins, Technical Marketing Manager at Blue Print, takes readers step-by-step through a clutch replacement on a 1.7 Hyundai ix35.

Vehicle Information Make Model Year(s) Engine Transmission Mileage

Hyundai ix35 2009-2015 1.7-litre diesel Six-speed, FWD 97,000

his popular Hyundai model range was introduced in 2004 and is a high-seller worldwide as demand increases for sport-utility crossover vehicles. The model featured in this article is a second-generation ix35 – also known as the Tucson in some markets between 2009 and 2015. This example is front-wheel drive, equipped with the 1.7-litre diesel engine and a six-speed transmission. An intermittent clutch ‘squawking’ noise in slow-moving traffic had been reported – this required investigation. The vehicle was brought into the workshop and the bonnet was opened. On inspection, some common items needed to be removed in order to gain access to the top of the transmission. Firstly, the key was removed from the vehicle and stored in a safe place. This ix35 is equipped with a push-button start and electronic ignition lock, so it’s important to have access to the key in case of any possible issues during the battery disconnection and reconnection process. The plastic engine cover was removed, followed by the air cleaner assembly, air duct and upper intercooler hose. Next was the removal of the battery and battery tray, leaving the engine control unit connected to the wiring harness. With the top of the transmission exposed, the reverse lamp switch and neutral switch were disconnected and the earth cable unbolted. (Fig. 1)

14 FEBRUARY 2022 PMM

Then, the two “R” clips were removed, retaining the gear-selector cables which were disconnected from the bracket. The three bracket bolts were removed along with the bracket, so as to gain access to the two top transmission-housing bolts. This was followed by the removal of the crankshaft position sensor, including unclipping it from the wiring harness. If the sensor was not removed, it would be damaged against the flywheel upon removal of the transmission. (Fig. 2)

The vehicle was raised to remove the wheels and the hub nuts retaining the driveshafts. Afterwards, the split pins were removed from the tie rod ends and nuts, along with the lower control arm ball joint split pins and nuts. The tie rod ends were separated from the hubs so that the hubs could be turned independently of the steering rack in order to remove the driveshafts, because the ignition lock is activated with the battery disconnected. Next, the lower ball joint retaining bolts

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��

�� a

were removed and the ball pins were released from the hubs. This was followed by the removal of the transmission oil drain plug, to drain the oil. Once the oil was drained, both driveshafts were removed from the hubs and a suitable lever bar was used to release the inner driveshaft joints from the differential. It is important to be careful not to damage the oil seals. Working from underneath the vehicle, the plastic engine undercover was removed – as well as the left-side cover – to gain access to the other components that required removal. The clutch slave cylinder was unbolted and removed, including the hydraulic hoseretaining bracket from the transmission. Then, the two starter motor bolts were removed – but not the starter motor itself. The lower transmission mounting was taken off – including the retaining bracket attached to the base of the transmission – along with the dust cover, to reveal any hidden bell housing bolts. (Fig. 3) Ensuring the engine was supported, the bolts holding the top transmission mount to the transmission were removed and the lower intercooler hose was released from the metal pipe that connects to the turbo. After all remaining bell housing bolts were removed, the transmission was separated from the engine and lowered to the floor. With the transmission removed, the clutch pressure plate and friction disc were removed from the flywheel and inspected for any unusual wear issues in order to diagnose the possible cause of the clutch’s ‘squawk’ noise.

The release bearing was found to be worn and noisy, and the pressure plate diaphragm spring was worn

�� b

The release bearing was found to be worn and noisy, along with a worn pressure plate diaphragm spring. (Fig. 4 a&b) After 97,000 miles of mixed-traffic driving, the solid flywheel was found to be in good condition and only required cleaning before fitting a new clutch kit. Blue Print clutch kit ADG030203 was chosen as the replacement, along with clutch slave cylinder ADG03644. The new pressure plate and friction disc were aligned and attached to the flywheel, and all nine bolts were tightened in a star pattern to the required torque. This is to give an even spread of pressure during the tightening process – preventing twisting and vibration of the cover and the lifting of the pressure plate.

The bell housing was cleaned and inspected, followed by the replacement of the release bearing. A small amount of grease was applied to the input shaft and then the transmission was ready to be refitted to the engine. The transmission was aligned to the engine and secured in place with a few of the bell housing bolts. This was followed by fitting all of the parts to the transmission. Additionally, all other parts that were taken out in the transmission removal process were refitted. All of the bolts and fixings were tightened accordingly, and all the split pins were renewed along with the new hub nuts retaining the driveshafts. The transmission was filled with fresh oil through the level plug until the desired level was reached, and then the plug was refitted. Following this, the brake/clutch fluid reservoir was topped-up with fresh fluid and the new clutch slave cylinder was bled of any excess air. The battery tray – along with all the associated wiring – was refitted, as well as the battery and other covers. This was followed by resetting the clock, windows, steering wheel angle sensor and a check of the clutch pedal operation. Finally, a road test was carried out to make sure the clutch was back to full operational order. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK/AAI012

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BELT FOCUS

HOW TO Replace the timing belt on a Vauxhall Zafira In this month’s timing belt focus, Schaeffler INA REPXPERT, Alistair Mason, is replacing the timing belt and auxiliary belts on a 2006 1.9 Vauxhall Zafira. Vehicle Information Manufacturer:

Vauxhall

Model:

Zafira

Year:

2006

Engine:

1.9 CDTI (Z19 DTH)

Mileage:

150,000

he timing and auxiliary belts on this 2006 Vauxhall Zafira, fitted with a 1.9 CDTI (Z19 DTH) engine, need to be replaced. This vehicle has covered more than 150,000 miles, with an interference type engine, so the likelihood of engine damage if the timing belt fails is very high. The Zafira is a very popular car in the UK and Ireland and with the manufacturer’s recommended replacement interval of 100,000 miles or 72 months, a repair time of 1.6 hours and the workshop repair instructions available on the REPXPERT workshop information system, belt replacement is a great repair for any independent garage.

Always remember to disconnect the battery earth lead before starting the repair and to only turn the engine in the direction of rotation during belt removal and replacement. In addition, if fitted with a timing belt-driven water pump, it is also recommended that the water pump is replaced at the same time. However, in this instance, the customer declined the recommendation.

SCHAEFFLER’S ‘4TS’ RULE Temperature – Always carry out timing belt replacement on an engine that is at ambient temperature, as this can affect the tension of the belt Tools – Timing/locking tools are essential for the correct and accurate timing on today’s engines Torque – Ensure all bolts are torqued to the manufacturer’s specifications Tension – Always tension the belt correctly, ensure the tensioner is set in the correct rotation, that tension marks align and pulley movement is available where required

�� Timing belt removal With the INA timing belt kit ordered and service information checked, place the vehicle on the ramp, open the bonnet and disconnect the battery earth lead, then remove the plastic engine cover followed by the air filter assembly (Fig.1). Slacken the O/S/F wheel, then raise the vehicle lift to gain access to the underside and remove the engine undertray, lower the ramp to waist height and remove the O/S/F wheel,

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BELT FOCUS

disconnect the front section of the wheel arch liner and then remove the lower splash guard to expose the auxiliary drive belt area. It is always advised to replace this auxiliary belt when replacing the timing belt, so with the auxiliary belt still installed, slacken the four front pulley bolts and then remove it to inspect for wear. Also check the over-running alternator pulley for its correct function and the idlers for smooth operation. The next part of the removal process is to support the engine. In this instance a subframe-attached engine support was used under the vehicle, but an engine brace works equally well. With the engine supported, lower the vehicle lift to gain access to the engine bay. Remove the upper timing belt cover (Fig.2) and then the engine mounting and engine bracket assembly (Fig.3), to make the timing belt fully visible and accessible. Rotate the engine in a clockwise direction until the notch on the camshaft pulley is aligned with the pointer on the cam cover (Fig.4), then raise the vehicle lift to gain access to the crankshaft pulley, remove the pulley and inspect it for any cracking on the rubber damper area and replace if necessary. With the pulley removed, unscrew the bolt from the oil pump housing and insert and tighten the locating pin (Fig.5), then fit the crankshaft locking plate (Fig.6). With the crankshaft locked, slacken the timing belt tensioner bolt, ease the timing belt off the upper pulleys, remove the crankshaft locking plate and then the timing belt.

Timing belt replacement With the timing belt removed, check for any leaks that may contaminate the new timing belt kit and rectify as required. Remove and replace

�� 18 FEBRUARY 2022 PMM

��

the timing belt tensioner and idlers and secure them using the new bolts supplied in the INA timing belt kit. Before installation of the new timing belt, ensure the camshaft pulley and high-pressure fuel pump are aligned. Locate the new timing belt onto the crankshaft pulley and refit the crankshaft locking plate. Working in a clockwise direction, ensure that the white lines on the new timing belt align with the marks on the high-pressure fuel pump and camshaft pulley. With the belt installed, check all timing marks align, set the tensioner so the pointer aligns with the hole/reference point on the base plate (Fig.7), tighten and torque the

�� tensioner bolt. Remove the crankshaft locking plate, rotate the engine two complete revolutions, refit the crankshaft locking tool and check that the camshaft and high-pressure fuel pump timing marks align to ensure the timing is correct and check the pointer is still aligned correctly on the tensioner. Installation is in reverse order of removal, in this instance the multi ribbed auxiliary belt and tensioner were also replaced.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI013

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DPF Doctor, Chay Blyth

TECH TIPS

JLM Lubricants turns to its DPF Doctor network to explain why workshops need to avoid forced DPF regenerations.

BEST PRACTICE Dealing with DPF problems

et Darren Darling, founder of The DPF Doctor Network, on the subject of DPFs and why thousands are unnecessarily damaged beyond repair – before they even make it to a DPF Doctor for assessment – and you’ll need a comfortable seat. That’s because Darren and his global team of DPF specialists are witnessing first-hand on a daily basis the avoidable damage caused to DPFs by mechanics who think they’re doing the right thing – when the stark reality is they’re consigning them to scrap because they have not had proper and thorough DPF training. Many are simply hitting the Forced Regen button – something DPF Doctors never do. “Too many technicians promote themselves as DPF specialists when they have neither the skillset nor the diagnostic expertise to meet the standard required for a first-time fix. Yet there’s a massive financial

20 FEBRUARY 2022 PMM

gain for garages with genuine DPF knowhow to capitalise on the increase in blocked/damaged DPFs due to the stop-start short journey driving that’s been established in the last few years. They need to invest in their technical development,” says Darren. Chay Blyth, DPF Doctor, agrees: “Out of every 10 DPF assessments I undertake six to seven are damaged beyond repair. The main issue is a lack of understanding from the customer, but also from other garages. There is widespread use of cheap additives with a high iron content being applied regularly (fire juice as it’s commonly referred to in the DPF Doctor network), incorrect cleaning techniques and

mechanics simply hitting that forced regen button on the scan tool, hoping for the best. What they don’t realise is that too many forced regens – as few as three – will melt the DPF. Yet I see mechanics not even asking a customer if their car’s had a forced regen before or whether products with a high iron content have been used, and if so, in what quantity. “All too often I take a call from a desperate customer and upon asking the initial question: ‘Has your car been seen by another garage?’ I’m met with the standard reply of: ‘Yes. They initially told me to put some DPF cleaning stuff in the fuel tank from Halfords and to thrash it for twenty miles on the motorway. That didn’t work so the garage tried several

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forced regens. Then I was advised to come to you.’ Unfortunately, by this stage, we’re almost always dealing with a damaged beyond repair DPF – across all makes of car. “Within a few minutes of an assessment it’s clear that the car has not been serviced correctly with service indicators overdue, filthy air filters; filthy oil contaminated with fuel etc,” says Chay. “The customer has been reluctant to pay for a service that keeps their car running well. It’s a false economy.”

The DPF Doctor approach With the DPF Doctor assessment the car is road assessed and live data monitored using the scan tool to see how certain things like DPF pressures and DPF temperatures show up on the road. It’s at this stage that any damage to the DPF is discovered. Says Chay: “We have to inform the customer that a new OEM DPF is required alongside anything else we’ve found to be causing the problem – whether this is a faulty

Examples of damaged DPFs

sensor or a component that has caused ongoing DPF problems because it has never been fixed. After a new DPF has been fitted, we have even cut the old damaged one open just for our own satisfaction and you can see how hot it has got at the centre. It’s almost turned to volcanic rock. Heat damage can sometimes be seen from the rear of the DPF with a camera but using our training we are able to determine this without having to

manually strip the vehicle.” Chay relays the tale of a 2012 Mercedes C class 2.2 engine which became the stuff of nightmares for the owner: “The car had an ongoing engine management fault that was causing the DPF to fail at regeneration despite several trips to the dealer garage. The customer had been told to try an in-tank DPF additive from a local supplier, followed by some forced regens. At the initial assessment we found the DPF pressure to be fluctuating excessively and as the exhaust heated the pressure was increasing continuously. Knowing this DPF was damaged, we removed the rear DPF clamp to take a photo and show the customer that the DPF was melting itself. He had to pay £3,000 for a new DPF.”

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI014

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TECH TIPS

BEST PRACTICE Battery maintenance Rotronics outlines some of the steps independent workshops need to take to reduce battery failure in customers’ vehicles.

ith nearly 4.5 million independent battery tests in the bag via their customer web-based dashboard and battery performance reporting system, ROBIS, Rotronics has taken a look at data from a leading workshop group with multiple companies, focusing on the vehicle batteries from 30 workshops in the UK and combine with main dealer data. The aim is to help PMM readers find a way forward with current battery management issues and declining battery performance and look at revenue generating solutions. Ken Clark, Managing Director at Rotronics, says: “We would expect to see better battery performance data from main dealers as the vehicles in their care are most likely to be under two years old. But from a sample of the multiple group’s 40,000 battery tests, nearly 30 per cent indicate that charging is required. From the data sample, this picture is worse in the independent sector vehicle tests, and we have seen through the year that only 50 per cent of vehicle batteries can be recovered if they are charged. Not charging these batteries will lead to premature failure and expensive replacement. “Our ROBIS data from main dealer battery tests shows that nearly 40 per cent of vehicles have batteries requiring attention. This increases significantly with independent workshops, to just under 80 per cent of all vehicle batteries tested requiring charging or replacement. “This cumulative data tells us that independent workshops and main dealers are crying out for battery management programmes.”

your customer service and provide increased revenue opportunities.

Test and charge for excellent customer service ■ Test every vehicle entering your workshop ■ Charge every battery, we know that 50 per

cent will prematurely fail unless charged ■ Testing and charging will prevent the

short-term failure of batteries and prolong battery life

Revenue generation ■ Make sure that each car does not have

■

As we remain in a confusing pandemic state, in a situation that is not going away, many people are still working from home, leading to vehicle batteries being in a poor state of charge. The temperature cooling in the winter months also leads to further decline in battery performance. Ken Clark continues: “Of the nearly 30 per cent of independent batteries and 10 per cent OE batteries that need replacing, only 0.1 per cent have failed due to manufacturer defects. That tells us the extent of battery mismanagement is significant and reinforces the message about low charge and cyclic issues being the main problem. It also tells us that it’s about time we got our collective act together regarding battery management programmes.” Rotronics has created an easy-to-achieve template of activity relevant to all PMM readers and workshops, which will improve

■

battery failure if you are the last person to touch it Look after each battery: one in every two vehicles coming into your workshop needs charging Because we are seeing an increased level of battery replacements, you have an opportunity to increase revenues Unlike breakdown organisations, who cannot charge batteries at the roadside, you can Charge for charging: you can charge for battery charging during all routine servicing Under usual battery warranty rules, abuse and cyclic issues are not acceptable in warranty periods. Of the high percentage of vehicles with batteries requiring recharge or replacement, the majority of these are heading for a warranty that will not be valid Look after your equipment – keep it repaired, calibrated and serviced

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI015

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TECH TIPS

Know your parts: Electropneumatic valves MS Motorservice explains everything you need to know about electropneumatic valves.

lectropneumatic valves are small, unobtrusive and frequently fitted within areas of the engine compartment which are difficult to see or access. The function of the valves within the pneumatic system of the vehicle is equivalent to the function of switches and dimmers in electric circuits. In connection with a pneumatic actuator it is thus possible to operate valves or to control turbochargers, for example. They offer the following advantages: ■ High actuating forces from within a small space ■ The necessary low pressure as auxiliary energy is available in almost all vehicles (due to the low-pressure in the intake manifold or generated by a vacuum pump) ■ Only a small amount of electric power is necessary for the actuating processes In newer vehicles often several electropneumatic valves have been built in.

Pulse width modulation In order to drive the newer types of electropneumatic valves by the engine controller, a control current is necessary. However, this control current is not DC but is instead a current which is clocked at a constant frequency (“pulse width modulation”). The switch on duration of a pulse is here termed “duty cycle”. Depending on whether the current or the duty cycle is used as the command variable, such an electropneumatic valve is designated as being “current controlled” or “duty cycle controlled” (respectively “clock controlled”).

Pressure transducer Pressure transducers are used in large numbers in exhaust gas return systems and VTG chargers. Their operation resembles that of a “dimmer” in an electric circuit. From the low pressure and the atmospheric pressure, a mixed pressure (control pressure) is generated within the pressure transducer

Intake manifold with electropneumatic valves (highlighted in red) as used in Mercedes-Benz C Class vehicles

through which the pneumatic actuators can be adjusted in a continuously variable manner. Pressure transducers are driven by means of pulse width modulation. Frequently several pressure transducers have been built into a vehicle. For identification purposes at the workshops, the vehicle manufacturers frequently use different colours for head section and body of an pressure transducer.

Common faults Since electropneumatic valves are used in many systems of a vehicle, the symptoms which indicate a malfunctioning or failed valve can be highly varied and include: insufficient power; turbo lag (in the case of turbochargers); black smoke; jerkiness; and emergency operation (in case of a malfunctioning valve in the EGR system). Electropneumatic valves are monitored by the ODB (on board diagnosis system) not as to their operation but instead as to continuity, short-circuit and short-circuit to ground. For this reason failures are not reliably detected and malfunctions are frequently attributed to other components.

Possible causes Switchover valves Operation of a switch over valve is comparable to a switch in an electric circuit: Pressure/low pressure is “switched over” between two connections. Switchover valves are used wherever a simple open-close function of the pneumatic actuators is needed. For example, for controlling boost pressure valves (wastegate), secondary air valves, intake manifold flaps and bypass flaps on EGR coolers. Newer switchover valves may also be driven by means of pulse width modulation.

24 FEBRUARY 2022 PMM

Pressure transducer and VTG charger (highlighted in red)in the Audi A4 TDI

Causes for a valve malfunctioning or failing include: water and dirt which have entered into the system of the controlling lowpressure; high ambient temperatures can cause intermittent malfunctions; in rare cases malfunctions are caused by confused connection hoses; or a defective vacuum pump may be delivering an insufficient low pressure for properly driving the valves. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI016

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BUSINESS

& TRAINING

COURSES AVAILABLE ARE AS FOLLOWS: Hybrid and Electric Vehicle Awareness (Level 1)

Online, Virtual Classroom – 4 hours Hybrid and Electric Vehicle Systems (IMI Levels 2 & 3 Combined)

Blended Learning or Face-to-Face – 3 days Hybrid and Electric Vehicle Systems (IMI Level 4)

Blended Learning – 3.5 days

Hybrid and electric training Bosch offers hybrid and electric vehicle training for all levels at its headquarters in Denham.

he shortage of electric vehicle trained staff in the independent aftermarket has been well documented and whilst this may seem a challenge to many aftermarket workshop businesses, there is a significant opportunity for the independent sector, with a relatively small investment required to gain the relevant qualifications in order to cater for these vehicles. Bosch offers a comprehensive solution to this, with a complete suite of hybrid and electric vehicle training courses available to suit all needs and requirements, ranging from essential EV knowledge and awareness, right up to fully-qualified ‘expert’ technician at Level 4 (IMI Accredited). What’s more, for added convenience, much of this training can be attended online, with the courses adopting

Bosch’s unique virtual classroom and blended learning delivery methods. For those staff wishing to gain an overview of electric and hybrid vehicles, covering the technology involved and safety precautions, the new online virtual classroom module HEV awareness is ideal. With the course being suitable for all staff members within the business, including front of house, drivers, valeters and technicians alike, it’s the perfect starting point for workshop owners and employees wishing to begin their journey into the realms of electric vehicles. Technicians looking to gain a recognised qualification can enrol onto the combined Levels 2 & 3 IMI accredited course, which runs over two days online as a virtual classroom, with an additional face-to-face

assessment taking place later at one of Bosch’s dedicated training centres. Those technicians looking to become fully-fledged experts in EV will be pleased to know that Bosch has recently launched a brand new Level 4 training course in EV Systems technology. This qualification contains the knowledge and skills required to carry out diagnosis and repairs on live high voltage vehicle electrical components and associated systems, whilst working safely. It is the highest level of qualification currently available. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI018

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FINANCE High security Asset Finance could help your business grow. Here, ASC Finance explains what it is and how it could help workshops specifically.

hen you get a loan from a bank, lenders will look for a security as collateral for the loan. A security is an asset, such as a vehicle or property, which the borrower pledges against that loan in case the borrower is not able to keep up with the loan payments. Lenders have the legal right to liquidate the asset to recover the loan amount. Lenders use security to reduce their risk when lending money to borrowers. Security is often in the form of a property, but there are other solutions. One of them is Asset Finance, where the lender uses the borrowers' assets as a security to the loan. In other words, the concept of asset finance is rather simple – instead of paying to purchase the asset up front, the payments are spread over an agreed period, varying from a few months to a few years, depending on the nature of the business and the type of asset involved.

What are the types of Asset Finance available? There are two main types of Asset Finance – Hire Purchase and Finance Lease. We know that in the independent aftermarket most businesses are looking to raise funds to purchase a key piece of machinery or technology or update their capital equipment on a regular basis – and this is where Asset Finance can be useful. Hire Purchase allows you to purchase a piece of machinery and spread the purchasing costs over its working life. It also offers flexibility on the cost of a deposit, regular monthly payments, and final lump sum. Finance Lease allows you to rent the equipment for a fixed period. You would generally have full ownership to use the equipment and be liable for its upkeep. The business does not own the underlying asset as the name suggests – it is merely rented.

Is it for all workshops? Purchasing an asset allows you to buy machinery (or other items) and benefit from their use as the business pays for it through time. The business’ capital will not be locked up as in a large purchase. Also, you can spread the cost over time and in some cases the cost of machinery maintenance is covered by the lender. This type of finance can be cheaper in the long term and allows you to use capital elsewhere. Working capital off an asset allows a business to use the asset for regular renting costs without paying upfront for the full cost of the asset. The rental period is specified and often at the end of the lease, the owner of the asset may renew the lease at a lower cost. Generally, the terms are fixed, and usage parameters are set in the beginning of the lease.

How could you benefit? What will work best depends on your business and what you are looking to do with the loan. Your business may need to purchase a major asset (or a group of assets) be it machinery for repair, or a fleet of vehicles. Unsurprisingly, this sort of purchase requires high upfront expenditure, which depending on your cash flow, you might not be able to afford. That is where forms of asset finance can play their part in easing the process of securing finance. ASC Finance for Business knows that many businesses don’t know what their finance options are, and this is where we are able to help. We take away the hassle and have been helping businesses for over 50 years. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI019

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PRODUCT TEST

WD-40 Product Test: WD-40 Specialist Penetrant Dixons of Pudsey gets to work on some particularly hard-to-budge parts and finds that a few sprays of WD-40’s Specialist Penetrant were enough to save a lot of hassle and money.

fter being lucky enough to take part in the previous promotion for WD-40, we were pleased to be part of the extended promotion and trials this time around to really put the products through their paces. Here at Dixons of Pudsey, we work on a wide variety of vehicles – from vintage bikes and cars, the occasional plant items through to new vehicles. We have found, presumably like many others, the uses for WD-40 are limitless. After looking through the products we were sent, as we all do, we popped them on the shelf waiting for the ideal opportunity to grab that spray that was equipped for the job. When the opportunity arose to use the penetrant spray on a particularly awkward rusted jeep suspension job, the expectations were high. The promises on the can were that the spray “specifically targets corroded or rusted components and mechanisms. Its formula loosens stuck or seized parts quickly and easily…” – now was the opportunity to see whether it lives up to the hype or not. We used it with and without the spray straw, using the straw to get into the harderto-reach areas and gave the bolts and ball joint a thorough coating. We left it to work

28 FEBRUARY 2022 PMM

its magic and kept returning to try and spanner off the nuts. It did eventually work. One application wasn’t enough for this job and in the end, it took three coatings to get there, but get there we did – without the use of added heat. After leaving the penetrant to soak, we removed the nut and could see where it had done its job. The alternative in this situation would have been to use heat and possibly cut through the nuts. This would have been time consuming and costly.

“Soaking the area in the penetrant spray made this job so much easier in a situation where cutting the clamp and pipes was just not a viable option.” The spray was also used on a rusty exhaust clamp, in a situation where we were unable to obtain a full exhaust in the same day and the customer only had the budget to replace the broken part. Soaking the area in the penetrant spray made this job so much

easier in a situation where cutting the clamp and pipes was just not a viable option. We also used the spray with straw to remove a rusted keyway on a classic Austin. This was a very successful job and we found that by using the products with the straws, we used less. This made it better value with less waste. In conclusion, the main questions asked are “Would we recommend this product?” and “Is the product overall value for money to be an asset to the workshop?” The simple answer to both is, in our opinion, yes. When compared to other similar products on the market, some of which are more expensive, we would not hesitate in all honesty to recommend WD-40, especially when used with the straw. As for negatives, we have yet to find some. We are not saying there aren’t any, but to date it has been a positive experience with this spray, especially with the bonus that, according to the product description, it also acts as a rust and corrosion preventative. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI020

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A closer look WD-40 Specialist Penetrant is a fast-acting penetrant with capillary action to penetrate deep into crevices, threads and seams to break the rust bonds that hold stuck parts together. It is a low odour formula that works on contact to free rusted nuts, bolts, threads,

locks, and chains leaving behind a protective layer that prevents rust and corrosion from reforming. It can also “Spray 2 Ways” – up for stream and down for a wider spray.

WIN! To be in with a chance of winning a tin of WD-40 Specialist Penetrant, simply WWW.RDR.LINK/AAI021 and answer the

following question:

■ Use on metal, alloys, rubber, plastic and

What temperature range can the spray withstand?

■ Highly water-resistant.

A) -20° to -90°C

■ Withstands temperatures of -20° to 90°C. ■ Penetrates rust to free up stuck, frozen, or

most paints.

B) 20° to 90°C C) -20° to 90°C

seized equipment and parts Deadline for entries is 10/03/2022

■ Safe to use on metal, rubber and plastic parts ■ Ideal for use on nuts, bolts, threads and locks

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SPECIAL REPORT

Q&A Interview with Airtex’s Sam Robinson PMM speaks to Airtex’s Marketing Manager Sam Robinson about the company’s plans for 2022.

O ABOUT AIRTEX Airtex is a leading global water and fuel pump manufacturer which was established in the early 1930s. The Airtex European Division, known as Airtex Products S.A.U., based in Zaragoza, Spain, is a European market leader selling to over 60 different countries. Today, Airtex/ASC is the world’s largest pump manufacturer and owns and operates state-of-the-art manufacturing facilities in three continents, with sites in the USA, Mexico, Spain and China. 10 Million Water Pumps and 2 Million Fuel Pumps are produced annually.

ne of the world’s largest automotive pump manufacturers, Airtex, has revealed its new brand identity and with it, its new strapline – ‘The Power In Pumps’. As part of a larger brand awareness campaign in the UK and European aftermarket, Airtex is overhauling its image, with a new strapline, product packaging and marketing materials, which will make the brand instantly recognisable to motor factors, workshops and technicians. The iconic red Airtex logo has been maintained but is now supported by bold, industrial imagery, darker colours and the introduction of linear flow lines as part of company graphics that adapt and change across different media, represent flowing water and fuel. An original equipment manufacturer, the Airtex range encompasses fuel pumps, water pumps and water pump kits, which include an OE belt, manufactured

“It’s crucial that our branding identifies us as exactly who we are – modern and forward thinking, but with a long history and decades of combined experience in our research and engineering teams to draw on.” Sam Robinson, Airtex

30 FEBRUARY 2022 PMM

in Italy by a recognised OE supplier. Group Brand & Marketing Manager (Europe), Sam Robinson, said: “We’re thrilled to reveal our new look to the industry. Airtex has been a leader in water and fuel pump manufacturing and development for more than 85 years. It’s crucial that our branding identifies us as exactly who we are – modern and forward thinking, but with a long history and decades of combined experience in our research and engineering teams to draw on. “We believe this brand refresh does exactly that, giving us an eye-catching identity for Airtex that more and more technicians are already beginning to recognise and trust.” We decided to catch up with Sam to find out a bit more about Airtex and the new image. Where does Airtex stand now in the market? I can almost guarantee that every technician in the industry has fitted an Airtex water pump at some point in their career. We supply OE products to many suppliers, but we remain relatively unknown in our own right. We’ve got the pedigree, we’ve got the products and the proper OE quality. Now, we want to step out of the shadows and stand on

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our own two feet. Firstly, we want to grow and do that off the back of our own reputation. Secondly, we no longer want to be at the mercy of other manufacturers. How are water pumps changing? What we’re seeing now are intelligent systems getting used. Historically, you would turn the engine on and this would start the water pump. You’re now seeing electronic switchable pumps, which can help reduce emissions. Because the pump doesn’t come on straight away, the engine can come up to temperature quicker. More and more vehicles are being fitted with these switchable pumps now. The other big development is that increasingly water pumps are being sold as part of a kit with a timing belt. We sell them on their own or along with a kit. This is the way the market is going, as it is better to take a holistic approach. Whilst technicians are in there, they might as well replace all the parts that might fail – preventative maintenance. Tell us about the rebrand It’s a refresh of the brand. We’ve kept the logo but added the new strapline. We’re incorporating more, hands on imagery too. We need to reinforce the message that we’re a company with a lot of practical, technical knowledge behind the products. This will include a new website with technical zones and training. We want to be a source of information for technicians fitting water pumps. This is also why we’ve joined OESAA, as that’s a great platform for sharing knowledge and best practice. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI022

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PIT STOP

In need of a refuel?

QUIZ WORD WHEEL How many words of four letters or more can you make from the letters provided? You have to use the central letter in each word, and there is one nine-letter word that can be made from every letter in the wheel. See how many you can get! Here’s what you should aim for: 11 four-letter words, 11 five-letter words, 10 six-letter word, 4 sevenletter words, 3 eight-letter words and 1 nine-letter word. Good Luck!

S O

I E

M S

How many time zones are there in Russia?

When was the London Underground established?

Which driver has won the most Formula 1 championships?

What is the name of the coffee shop in the sitcom Friends?

Which bones are babies born without?

In the scooby doo franchise, what is the name of their vehicle?

In bowling, what is it called when three strikes are made in a row?

What type of pasta has the name meaning “little worms”?

Which singer was nominated for seven Grammys in the 2022 season?

10.

How many minutes are in a year?

WIN! To find out the answers to the quiz, as well as the nine-letter word hidden in the Word Wheel, follow the link in the ‘Win!’ box above

TO FIND OUT THE ANSWERS TO THIS MONTH’S QUIZ GO TO WWW.RDR.LINK/ AAI059

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SPECIAL REPORT

‘ WOOL’ you believe it? PMM takes a look at a new range of lubricants from the Witham Group, designed to be more environmentally friendly.

n recent years there has been a global move towards more environmentally sustainable products and people are increasingly looking for more environmental alternative lubricants and greases. Prolan lubricants offer protection and are suitable for use in the fight against corrosion.

Distribution in the UK Witham Group has previously been a distributor of Prolan products, but is now the sole importer and distributor for the UK and Ireland. The concept was originally created in New Zealand and is now a growing global, environmentally friendly, and high quality lubricant range that Witham is involved with. The choice of products has been expanded by Witham to create five new viscosities, from light grade to extreme grade. Prices have also been drastically reduced, due to the reorganisation of the import structure. As more companies address the use of chemicals in their supply chain, and want to improve their sustainability credentials, this lubricant is a popular choice for many businesses. The products are made with lanolin derived from sheep’s wool. Lanolin is a powerful natural product often known as

‘wool grease’. It has been used for centuries as a natural moisturiser. Raw lanolin is a natural substance secreted by sheep to provide a protective coating on their fleece for protection in harsh conditions. Once the sheep have been shorn, the fleece undergoes a scouring and refining process to extract the lanolin and clean the fleece. Lanolin’s strong lubricating and protective qualities have been used to outstanding effect in many industries, particularly on metal surfaces and moving parts, by forming a long-lasting natural barrier that protects and prevents corrosion. Its unique formula enables the lubricants to stay in place and not evaporate.

Healthy choice Our planet is under threat from the long term use of chemicals. Many customers require a high quality lubricant but now wish to have a more environmentally safe product to protect staff and the environment in which they work. Prolan products are non-toxic, non-carcinogenic and good for health and well-being. Powered by New Zealand-based lanolin experts, the product range has been formulated by qualified engineers and lubricant specialists.

“Lanolin is a powerful natural product often known as ‘wool grease’. It has been used for centuries as a natural moisturiser.”

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI023

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SPECIAL REPORT

DIAGNOSTICS yesterday, today and tomorrow: Part one PMM hears from Maverick Diagnostic’s Managing Director, Andy Brooke, as he gives an honest appraisal of the diagnostic life.

ver the last 25 years, I have worked as a diagnostic technician, running my own workshops. I have sold and supported aftermarket and OEM diagnostic tools, I work with manufacturers to develop diagnostic tools and have developed and carried out diagnostics training programmes.

34 FEBRUARY 2022 PMM

I am now helping the IAAF and UK AFCAR to build a case to fight for the UK aftermarket workshops right to keep block exemption (MVBER) beyond 2023. Having the right to use OEM tools and data in the future is the single most important thing to ensure our future. I will explain why, and more importantly, what you need to do, to prepare for the future and what you can do right now. Let’s start with a bit of honesty: I’m a diagnostic tool hoarder. I have cupboards full of old defunct diagnostic tools – some are useful, some are not. I have found most workshop owners are guilty of this. Most of these relics were out of subscription years ago, some cost me over £3,000, and I often wonder did they ever pay for themselves? To find the answer we need to look back to the beginning of modern diagnostics, which truly started (post flash code era) in the late ‘90s. Most workshops were happy if they had a tool that could communicate with a car at all. Diagnostics method in the early days was to ‘clear the code’ and hope for the

best. If the MIL came back on, replace the component mentioned in the fault description – all very hit and miss. Thankfully, we are all a little more educated now. However, if you are still using the ‘replacement part diagnostic’ technique please carry on reading! Most workshops (I include myself in this) did not charge for an initial diagnostic check, we offered ‘a quick look for free’ or ‘I will just knock the light out for you Mrs Jones’. What we did, in effect, was lower the value of the tools and service we were providing, a position it is hard to track back from. The real questions are, did we even get a return on investment from any of these tools, were we simply keeping ‘Mrs Jones’ on the road at a staggering £50 per diagnostic session? How do we get a return on these modern tools and how do we keep up? 20 years on and with the benefit of hindsight, the smart, successful workshops

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have an initial diagnostics assessment fee and an hourly diagnostic fee, in addition to a normal labour fee. We all need to pay for the additional training, software subscription, OEM fees, updating fees etc. that are needed to use and run these tools. So why do we need to all align with these ideas of what makes a smart successful workshop profitable? Let’s start with the basics. A modern vehicle is basically a collection of laptops on wheels, if you are a bit of a technophobe, this scenario is only amplified when you investigate the latest fully digital vehicles with multiple systems including driver assistance, EV and hybrid technology. You may be thinking as an independent workshop: How on earth do I keep up with all of this? In simple terms, there is no quick fix. A ‘does it all’ diagnostics tool just does not exist. My experience has shown that your response needs to be to readjust your view of diagnostics and business and make an opportunity out of complexity.

“You may be thinking as an independent workshop: How on earth do I keep up with all of this?” How to understand the diagnostic tools available Aftermarket tools, what are they? All legitimate aftermarket diagnostic tools are reverse engineering from an OEM tool. This reverse engineering is totally legal as you are replicating a process, not copying it. In the case that they are not reverse engineered, but copied, this inevitably ends in very expensive legal action with the OEM in question. Vehicle software is now recognised as the key component of all vehicles. OEMs are understandably very protective about copyright as they spend hundreds of millions a year on development. To keep vehicles in their own dealer network and to safeguard their huge investments, OEMs make software and vehicles very secure and extremely difficult to reverse engineer. They

achieve this by storing software on their cloud portals and to add security gateway modules to vehicles. These changes have given the manufacturers the ability to change the software on a daily basis, to make improvements, add new chassis numbers and to fix historic software issues. The aftermarket tool manufacturers simply cannot keep up with the changes. Be sure to pick up next month’s copy of PMM to read part two of Andy’s reflections on the past, present and future of vehicle diagnostics. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI024

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BRAKES

& CLUTCHES

CASE STUDY Choosing parts to rely on PMM hears from one clutch specialist workshop which has used LuK’s products to provide an exemplary service to customers for many years.

stablished in 1990, A1 Clutches is a passenger car and light commercial vehicle clutch and transmission specialist operating from four sites across the Midlands, which annually undertakes around 20,000 clutch replacements. LuK has been A1’s preferred clutch brand throughout the company’s 31-year history and has played no small part in helping build the reputation that it now enjoys as one of the country’s leading clutch and transmission specialists. “Schaeffler is at the forefront of OE transmission design and the company that developed the dual mass flywheel and the concentric slave cylinder, so we prefer to fit LuK to the vehicles we repair”, explains A1 Clutches’ proprietor, Amrik Singh. “At the moment it’s crazy, crazy busy, whether that’s because other businesses have closed down since the outset of the pandemic, or people have experienced social change in their lives, I don’t know, but after shutting for a couple of weeks during the initial lockdown, we just haven’t stopped. “Although we immediately signed up with the NHS to provide support for keyworkers, which made up a lot of our work during the first lockdown, it’s now the average motorist

that’s our typical customer – and they demand a reliable repair as well as value for money. “Sometimes those customer demands can lead to requests to fit other brands and, although you can’t completely ignore their wishes, we’d always choose to fit a LuK clutch in preference to anything else if it was solely our decision. We know that when we fit Schaeffler products we are fitting quality components that were most likely the original part fitted to the vehicle when it was manufactured, and as we like to replace likefor-like, we can fit them with confidence. “It’s clear that they work hard on the products and in supporting customers with technical instructions and training, which is

why once fitted they are so reliable. We also like the fact that we get all the parts we need in one box, as our policy is to replace the entire system when carrying out a repair, so the fact that Schaeffler encourages the same and crucially provides all the parts we need to do so, makes the LuK brand the perfect solution for our replacement clutch requirements.” WANT TO KNOW MORE? FOR MORE INFORMATION ON LUK WWW.RDR.LINK /AAI025 FOR MORE INFORMATION ON A1 CLUTCHES WWW.RDR.LINK /AAI026

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BRAKES

& CLUTCHES

STAR performer Brake inspection is a breeze with this checklist from performance brakes expert Meyle.

he Hamburg-based manufacturer Meyle continues to expand its range of brake components: With these further extensions, the company has strengthened its brake portfolio with reliable and performance-oriented solutions. With almost 4,000 items on offer in the brake sector, the firm is specialised on brake discs and pads. This is why out of the total portfolio, Meyle offers 3,000 brake discs and pads with an EU coverage of 95 per cent. – more than 450 of these are Meyle-PD brake pads for passenger cars that meet the demand for high-performance and low-noise braking. Let’s have a look at the performance brakes and see what mechanics should always consider when checking and assembling brake components. With more than 25 years of experience as a manufacturer in the independent aftermarket, Meyle knows exactly the high demands placed on brake components: the company’s experts analyse market needs and tailor new components precisely to drivers’ requirements. The high degree of customisation is particularly evident when it comes to the Meyle-PD brake pads: To ensure the goal of performance-oriented brake pads and at the same time low-noise braking, the shims, chamfers and slots of the pads have each been individually matched to the vehicle model and driver type. But that’s not all: the

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firm’s experts also know precisely what mechanics need to pay attention to when it comes to checking and installing these brake components. Thus, to make installation and removal in workshops as efficient as possible, Meyle has developed a helpful checklist.

�� TEST The first steps must be carried out with the vehicle on the ground: After conducting a first test drive, the mechanics should test the brake function on a roller test bench, paying particular attention to the brake fluid. The key questions are: Is the boiling point within the tolerance? Is the level of brake fluid inbetween minimum and maximum levels? Also, a visual check for leakage of the brake master cylinder should be performed at this point.

“To ensure the goal of performance-oriented brake pads and at the same time low-noise braking, the shims, chamfers and slots of the pads have each been individually matched to the vehicle model and driver type.”

�� CHECK As soon as the vehicle is on the lift, a detailed check of all other components corresponding to the brake system should be undertaken. Start with examining the wheels and tyres for damage, cracks, tread and pressure. Continue with checking the wheel bearings for play. Then proceed to the service and parking brake and look for wear, damage and leakage. Continue with checking suspensions, shock absorbers, drive/half shafts, axle bearings, stabiliser bars and links as well as the steering for play, damage, leakage and porosity. After that, it is all about the load-dependent brake, assessing its function, or possible damage and leakage. Then check the cables of the hand parking brake. Make sure that it is functioning correctly and not damaged. Before starting the repairing/installation, check the brake line for rust, porosity or leakage.

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�� REPAIR

�� BE SAFE

When repairing and installing brake components, there are more components to test for proper functioning. These include brake calipers, slides and support elements that might be loose, damaged or leaking. Continue with looking at the wheel cylinder and check for any damage and leakage. Also, check if the accessories and mounting seats work correctly. Clean the wheel hubs and check them for damage, axial and radial run-out and fix, if necessary. As the last step, check the wheel bolts threads for damage and tightness.

To be sure that all repairs and installations were conducted successfully, build up pedal pressure and check the level of the brake fluid which should be at max. Then, again, test the brake function on the roller test bench and make a test drive. Be sure to re-tighten the wheel bolts after 50km.

You can download a detailed checklist with every step mentioned above, simply WWW.RDR.LINK/AAI027

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI028

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BRAKES

& CLUTCHES

BEST PRACTICE NVH Design Solutions: Part one Brembo takes a look at noise, vibration and harshness in brakes and what can be done to reduce them.

rembo works with vehicle manufacturers that provide exact information such as the weight and specifications of the parts surrounding the brakes to produce the most efficient braking systems for the vehicle. Using this information, we design the brake components of the exact type and dimension for optimum performance, while maintaining the utmost level of comfort when braking, without sacrificing any friction coefficient. One of the highest demands from potential car owners is comfort while driving.

40 FEBRUARY 2022 PMM

However in order to provide more comfort with our brakes, we need to understand what NVH is and how it is caused. In part one of this series, we will go through NVH produced by brake discs and discuss the solutions taken to reduce uncomfortable braking. NVH is defined as Noise, Vibration and Harshness and affects ride quality, driveability and occupant comfort. The examples of NVH commonly experienced in braking systems range from the high pitched annoying squeal to an uncomfortable sensation from vibration and harshness. Although most of the time these issues rear their head when braking, there are instances

that this can be experienced without the brakes being applied and this occurs with mechanical defects of components usually through wear and tear. To reduce NVH, there are several factors that the engineers need to bear in mind when designing the braking systems of a vehicle. They need to bear in mind not only the components of the braking systems, but the surrounding components, how they perform or react when in motion, exposed to heat and what happens to them through normal wear and tear. They need to factor in that these elements are variable subject to the amount of use or exposure to the environment, so it is important to bear in mind that although the design of a brake component will reduce NVH when components are new, there are still preventative measures that need to be followed to prevent NVH as the components age. Noise, vibration and harshness are closely related to each other in the way that they are produced. Noise is unwanted sound. Any object that vibrates will create a sound. When an object vibrates, it tends to vibrate at a particular frequency or a set of frequencies. The frequency or frequencies at which an object tends to vibrate when “disturbed” is known as the natural frequency of the object.

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If the amplitudes of the vibrations are large enough and if natural frequency is within the human frequency range, then the vibrating object will produce sound waves that are audible. The slower the vibration or lower the frequency will manifest from a low pitched sound into more of judder sensation as the frequency decreases. Low frequency vibrations can form due to the natural characteristics of the brake disc material referred to as “thermoelastic deformation” when exposed to heat and in motion. Brake discs are mostly made out of metal and when exposed to heat their natural characteristics cause them to expand but also flex slightly. There are two main vibrations groups: cold judder and hot judder. Cold judder is a vibration phenomenon occurring during braking caused by geometrical irregularities due to machining, mounting, uneven wear, or uneven friction. Hot judder is a vibration phenomenon occurring during braking caused by the formation of dark 'hot spots' on the disc. These are caused by a transformation of the cast iron itself (due to overheating) or by localised deposits of friction material. There are several solutions taken to prevent NVH in the design of a brake disc. Brembo uses more than 40 different variants of cast iron, to reduce hot and cold judder by using a high carbon cast iron that has different elasticity to improve damping thus reducing the effects of judder. The surface of the brake disc must be smooth to prevent pad vibration as it makes contact. Corrosion will affect this. To prevent corrosion of the brake discs before being fitted to the vehicle, Brembo brake discs are finished with UV paint treatment that provides a smoother finish, with no risk of remnants embedding the friction material during the bedding in process.

“Noise, vibration and harshness are closely related to each other in the way that they are produced.” The microstructure of the brake discs is individually tested to ensure that it can withstand braking forces. Besides strength, the physical structure of the brake disc must be in tolerance. When a disc is brand new, the maximum tolerance of run out measurement and Disc Thickness Variation is less than 5080 per cent the width of a human hair. And these measurements need to be this exact to prevent brake torque variation that would replicate that judder symptom. The way the disc is connected together in terms of the hat to the braking surface can influence NVH, there has been innovation more commonly known as the two piece brake discs. This innovation not only offers a 30 per cent weight saving on the unsprung mass by the hat being manufactured in lighter materials but also provides for flexibility of the braking surface without distorting the hat. The braking surface can be attached to the hat by fastening bushings to connect the two parts, allowing the braking surface to expand without deforming. Another alternative is joining the two surfaces together by co-casting. These solutions should not be swapped with a single piece brake disc. Doing this can affect the overall stability by increasing the unsprung mass and decrease the NVH damping effect without the before mentioned technology.

NVH prevention goes further than just the surface of the brake disc – the internal venting designs are much more complex due to the ventilation chambers inside used to dissipate the heat as quickly as possible. The shape and distribution of the pillars creates air circulation inside the ventilation chamber, which allows for greater heat removal, as well as an increased resistance of up to 40 per cent against the formation of cracks. The latest-generation of Brembo brake discs, the patented pillar ventilation technology are designed with pillars with a different geometry and are arranged along three rings on the braking surface. Each disc is checked and, if necessary, balanced automatically during production. Discs are checked on an electronic test bench which spins the disc and measures any imbalance. If any imbalance is detected, the excess material is ground away to balance the disc perfectly. If unbalanced, this will affect the comfort of the driver and cause premature wearing of surrounding components. Not all discs need correction, and the majority are already perfectly balanced, making it unnecessary to machine material from the outer edge. This means that some discs may have a notch while others do not.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI029

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BRAKES

& CLUTCHES

Q&A Interview with Ferodo’s Jonathan Allen PMM ’s Kieran Nee talks to Ferodo’s Marketing Manager Jonathan Allen about the company’s latest technological development – Fuse+. Hi Jonathan, let’s jump right in. Could you explain the traditional difference between “comfort” and “performance” in braking technology?

stronger or weaker performance in one camp or the other i.e., be comfort driven or performance driven. In simple terms this is because a friction material cannot achieve all these things really well, until now that is.

Brake pads must fulfil a multitude of requirements. When we talk about comfort factors, we address characteristics such as wheel dust, brake noise and pad and disc life. When we refer to performance, we mean things like stopping power and brake fade. There has always been a compromise to be made when developing friction materials and brake pads have tended to deliver

What are some of the technical obstacles in the way of making more effective, quiet brakes? How has Ferodo overcome those obstacles?

42 FEBRUARY 2022 PMM

As I have already outlined, there has always been a compromise to be made when developing friction materials. It is possible to create a virtually silent brake pad but in doing so another performance characteristic becomes less effective. The skill is in the science of creating the friction formulation which optimises as many of the requirements of a good brake pad – such as noise reduction – as possible. Fuse+ Technology has removed the compromises and successfully bridges the gap between performance, environmental needs, and quieter, longer lasting brakes.

How did Ferodo develop its Fuse+ technology? It’s taken three years of engineering, extensive laboratory and real-world testing of 75 different materials, and the careful selection and combination of 20 of those materials, to produce this latest innovative and unique pad. For those fitting and replacing brakes, is there anything about the new pad that poses a problem or a new challenge? This is a short answer – no! There is absolutely no change to the fit and form of a Fuse+ Technology brake pad when compared to any other. The benefits are delivered through the friction material formulation. Sustainability is a big issue these days and one that even affects brake pads, how does Fuse+ ensure

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cars are fitted with the most environmentally sustainable option? By including our exclusive zero-copper EcoFriction Technology, which cuts pad emissions by 60 per cent, Fuse+ Technology helps to protect the environment and workshops can be assured they are providing motorists with a sustainable solution. Ferodo’s parent company Tenneco was one of the first companies to offer low- and zero-copper brake pads. Its zero-copper formulations were developed using a tribological fingerprinting process to identify alternative materials that can provide the same stopping performance; noise, vibration and harshness characteristics; durability performance as traditional copper brake pads. Many in the aftermarket will look for OE quality and a wide range of vehicle models to be covered. Is this something Ferodo can satisfy?

“It’s taken three years of engineering [...] to produce this unique pad.” OE quality is in our DNA. Ferodo parts are chosen as original equipment for nearly 25 million vehicles each year? We have 100 years of OE expertise. The parts we supply to our aftermarket customers are tested and produced to the same standards as OE pads and far beyond the requirements of R90. Fuse+ technology will be deployed for high-end vehicle applications, typically 0 to 3 years. In 2021 we launched with 11 new Fuse+ Technology pads covering 120+ applications for vehicles from Audi, BMW, Mercedes-Benz and Volkswagen. This will ramp-up in 2022 with a further 80 pads covering hundreds more applications. Distributors and workshops will enjoy the technology and its benefits as we introduce it

to more applications. There is no change to part numbers or requirement to stock a second range. The Fuse+ Technology logo will be prominently displayed on our box so the technology is immediately visible to installers. Looking forward to the future, how will the new pad technology interact with EVs? Electric and Hybrid Vehicles are served by Ferodo with our standard Eco-Friction and Fuse+ Technology brake pads, as they meet the optimum requirements for these cars. The advantage for the distributor, wholesaler and installer is that they do not have to carry a separate range in stock. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI030

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STEERING

PROPS to you

& SUSPENSION

Detail of a propshaft for the Audi Q5

We take a look at automative propshafts with GKN Automotive.

KN Automotive propshafts offer several advantages to workshops: All parts are of the highest OEM quality and available from specialist stores and all major parts suppliers. What’s more, customers also profit from the company’s unrivalled portfolio range. GKN Automotive provides all the necessary components, from partial shafts to complete power trains. Regardless of whether it’s a passenger car, SUV or light commercial vehicle – when replacing propshafts, quality is everything. These parts are genuine high-tech components, requiring high-precision production systems and comprehensive expertise. Workshops operating in this segment are therefore advised to order spare parts from GKN Automotive, as they precisely match the propshafts supplied to OEMs. As a leading producer of original equipment shafts, the company works closely with a large number of important manufacturers to ensure the highest quality.

Ballspline sliding unit from the VW Amarok, which enables the component to be shortened in the event of a crash

occupants. GKN Automotive propshafts meet the manufacturers’ high safety standards – with the best state-of-the-art technology needed in worst case scenarios. Another important aspect in terms of driving comfort is the vibration characteristics of the shafts. In extensive test runs, GKN Automotive precisely matches the specific requirements of the individual vehicle types and their

High tech for power transmission Propshafts are one of the high-tech components in modern vehicles, especially those with fourwheel drive. The new generation is no longer comparable to the “good old cardan shaft”. For instance, propshafts are nowadays an important element when it comes to vehicle safety. In the event of a crash, simply constructed joint shafts can corrupt the interior of the vehicle – with potentially serious consequences for its

“NVH behaviour” (noise, vibration, harshness) in order to avoid annoying noises and vibrations. This process requires the selection of suitable high-quality materials as well as weight optimisation and precision balancing of the propshaft. In short, replacement shafts from are manufactured precisely according to OEM specifications, which means that the end customer enjoys the same driving comfort as in a new vehicle. “As one of the world’s leading OEMs for

propshafts, we work with the manufacturers’ engineering departments on the development of new vehicles. This enables us to offer automotive companies products tailored to the specific requirements of the individual vehicle types and manufactured precisely according to the factory specifications,” says Holger Freese, Sales Manager at GKN Automotive Aftermarket Business. “Our workshop customers also benefit from this technology, because our propshafts for the spare parts market deliver exactly the same performance as the original parts.” The growing number of SUVs and other vehicles with 4x4 drives, which often have multi-part configurations for propshafts, means that demand for technically advanced spare parts solutions for workshops is continuously increasing. With a broad portfolio of OEM quality complete propshafts for the independent spare parts market, GKN Automotive offers this growth segment exactly what it needs. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI031

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�� STEERING

& SUSPENSION

Something

OLD, something NEW

Remanufacturing has never been more important or more topical, and this month, Shaftec’s marketing manager Joe Toakley talks our readers through the actual physical process of remanufacturing a brake caliper.

he UK’s garage mechanics fit them every day of the week – but do you really know what goes into the process: what parts of the component are remanufactured and what are new, what quality standards the part has to meet and what tests it goes through before it ends up back in the supply chain. Well, read on and you will find out… First of all, we need to be crystal clear about the benefits of remanufacturing. Remanufacturing is not a poorer substitute for new. It’s a process which results in components that are as good as new, tested as new and perform in that way for the lifetime of the part. We need to dispel the myth that a remanufactured part is somehow inferior. It’s not. The only things on a brake caliper which are remanufactured are the casting, and sometimes the levers. Literally everything else is brand new. And the core is only remanufactured if it passes our stringent quality tests – namely that there are no cracks or weak points in the casting. Following the remanufacturing process, each caliper is tested beyond the OE specification. It is important to understand that at Shaftec we do not carry out batch

46 FEBRUARY 2022 PMM

testing. Every single component is tested individually – and this is the same for all of our remanufactured products, not just calipers. And at Shaftec, we believe in controlling as much of the process as we can. In line with this, everything: all the sorting of the core, the remanufacture of the original casting, through to the reassembly using OE quality replacement parts and product testing – including pressure testing past normal working conditions – is all done under one roof. This gives us full accountability for our processes and ensures the highest level of quality control. Remanufacturing is an excellent compromise in terms of the environment by reducing emissions, energy use and reusing existing materials. Remanufactured parts generally carry the same warranties as OEM parts and VMs are becoming increasingly aware of the opportunities provided by remanufacturing to extend service life agreements and provide cost-effective solutions for older vehicles. Obtaining core in a fit state to remanufacture can be difficult. We are working with safety critical parts which need to be disassembled, reprocessed, rebuilt and tested. Damaged core isn’t suitable and so we invest

heavily in the quality of the return and the source of collection. The importance of core quality varies from product to product. When remanufacturing calipers so long as the casting isn’t corroded or cracked we can generally remanufacture them as everything else is replaced using new, high quality hardware and perishable parts (and new motors in the case of Electric Parking Brake calipers (EPB). Prediction is a big part of the job of a remanufacturer and forecasting reverse material flow can be problematic. We use bespoke formulas in order to forecast demand and production routines. We have a team who concentrate solely on this and sourcing core. Getting this bit right is a key ingredient for our processes to flow and keep our renowned availability as high as possible. To compensate for this, and to be as prepared as it is possible to be, on site we hold 50,000 caliper core units awaiting remanufacturing and actively source rare and required core to keep availability high. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI032

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��

THE PROCESS �� Core enters at goods in. It’s checked against reference using the bar code label on the box to ensure it’s the correct part number and also checked for its suitability for remanufacture. If it passes, it goes into core reserves ready to be remanufactured. Having the core returned in the Shaftec box is really important – firstly, our boxes are well made and robust and will protect the core unit during transit, but also the label allows an instant reference surrounding what should be in that box. Without this, it is a manual process of part identification before it can pass through. It literally takes ten times longer. The processes have to be stringent right from the word go.

�� The caliper is degreased and thoroughly cleaned. Investing in machinery is pivotal to Shaftec’s success and although we do still perform some cleaning by hand, a new Technowash machine is the main method used and has significantly speeded up the cleaning process.

��

�� Caliper is disassembled by hand to protect the delicate parts of the component.

��

�� Caliper is shot blasted to remove any lingering debris. Historically this was done by hand, however Shaftec’s new shot blasting rig has significantly increased production times. All calipers are individually inspected afterwards and finished off by hand if/where necessary.

The caliper is then inspected again before being painted.

�� The caliper is fully pressure tested (every single one – no batch testing).

�� The caliper is then assembled by hand. All accessories, such as the pistons and seals are brand new. In fact, the seals are often over engineered due to improvements since the original caliper was released. The only original piece is the casting, and if acceptable, the levers.

��

�� Caliper is bagged in a sealed bag and then placed on shelf ready for dispatch.

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STEERING

& SUSPENSION

PRECISE answer KYB argues the case for prioritising quality over price when specifying replacement parts.

n today’s economic climate, it is becoming increasingly likely that the decisions drivers make in relation to work on their vehicle is driven by price – they want the best solution at the cheapest price. However, as a garage, you understand that when it comes to replacing components on a car, quality is significantly more important than price. So… what are the benefits to you choosing premium suspension components and how do you explain to your customers why they should pay more?

�� Explain the importance of safety Many motorists will understand that the primary function of a shock absorber is to absorb road conditions, but they often fail to recognise that they are also fundamental to keeping your tyres safely pushed in contact with the road. Make sure your customer understands that replacing shock absorbers is not only a matter of comfort, but also safety. With just one worn shock absorber, a vehicle’s stopping distance can increase by up to 2 metres when driving at 30mph – that could be the distance between stopping safely and hitting a hazard. For cars with Electronic Stability Control (ESC), the role of the shock absorber is critical, impacting your vehicle’s ability to

48 FEBRUARY 2022 PMM

take over in an emergency. ESC senses when a vehicle is leaning too far or when tyres are beginning to lose traction, and instantly reduces engine speed and can apply one of the individual wheel brakes at just the right amount to attempt to keep the vehicle in control. ESC is calibrated when a car has new, high quality OE shock absorbers. If you replace with inferior quality product then this will have an effect on every single calculation made by the vehicle’s ESC. The vehicle won’t react and perform in the manner expected of it, increasing the likelihood of an accident. Put simply: don’t compromise on your safety.

�� Replacing with cheaper parts will inevitably cost more in the long run KYB recently commissioned testing of budget coil springs. When compressed a million times, KYB found that the budget brand coil springs will compress an average of 183,000 times before breaking. By contrast, all of the KYB coil springs tested survived the million rounds of compression. Ask your customers how long they plan on keeping their vehicle to steer the conversation towards long term maintenance. Explain to your customers that by paying a little more now, they will eventually save money in the long-run due to the fact that they will not have to replace sooner. KYB’s premium quality and reliability is reflected in our UK warranty rate – less than 0.2%.

�� Replacing with cheaper parts could also cost you your reputation When it comes to automotive repair, it is a topic most motorists know very little about, so they need to trust that as the experts, you’ll make the right decisions on their behalf. As shown above, using budget brands means that these parts are more likely to fail prematurely. Not only will this reflect badly on your business, but it could also cost you

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money. Studies show that nowadays, most people take to Google or a similar search engine to research a business before using their services or product. It’s also incredibly easy for customers to leave reviews online about your business and ideally, you want as many of these to be positive to encourage new custom.

�� OEM Quality When purchasing shock absorbers from an Original Equipment Manufacturer like KYB, you’re guaranteed that you’re restoring to OE or more, never less. If trusted by vehicle manufacturers across the world, you can be sure that you can trust KYB for your replacement parts. All KYB aftermarket shock absorbers are produced in exactly the same factories and using the same rigorous testing processes and materials as OE shock absorbers. Using OEM manufacturers also means you’re guaranteed the perfect fit – because

“All KYB aftermarket shock absorbers are produced in the same factories and using the same processes and materials as OE shock absorbers.” who knows the specification better than the manufacturer that was responsible for manufacturing the part as original equipment? This means that they’re not only easier to install, but you’re also less likely to encounter problems, leading to higher customer satisfaction and less returns.

�� Support Tools KYB supplies you with world class quality products, backed up by world class technical support. Not only do we have a customer service and technical team on hand to answer

any telephone queries you might have about KYB product, but we also have a Support Zone available 24/7. KYB’s Support Zone is designed for technicians, aimed at assisting with the fitting of suspension components. These tools include: 360° images, fitting videos, recommended tools, part specific fitting advice, technical bulletins, and training materials. KYB also has the KYB Suspension Solutions App, available to download for free from the App Store and Google Play. It is designed to help you to complete the job easily and also to help you inform your customer of the dangers of driving with worn suspension, increasing your sales. For more information, WWW.RDR.LINK /AAI033

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI034

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STEERING

& SUSPENSION

Off the

WALL Comline has launched a useful poster as a guide for technicians.

omline has demonstrated its knowledge and desire to share its expertise with technicians by launching a new campaign designed to highlight the intricate pieces of its stabiliser links. Throughout 2021, the company has spoken of its desire to expand its steering and suspension range by a third and as 2022 gets underway, the brand is keen to not just showcase an extended range but to support technicians with material that will help them understand the anatomy of the parts they’re fitting.

From lock nut and retaining ring to ball pin and dust cover, the stabiliser link is stripped down, with each detail explained, to ensure every single attribute is covered and technicians can be confident that they’re fitting a quality replacement part – backed up by a three-year (36,000mile/60,000km) warranty. What’s more, users with a smartphone can scan the QR code stamped onto the poster, which will transfer them into a world of Comline Augmented Reality (C.A.R). Within selected 3D renders, C.A.R lets users delve into ‘hotspots’, which provide details on the features of each part.

“What’s more, users with a smartphone can scan the QR code stamped onto the poster, which will transfer them into a world of Comline Augmented Reality (C.A.R).”

Technicians can download The Anatomy of a Stabiliser Link by using the RDR Link below. Comline’s Marketing and Communications Manager, Jo Emmerson, said: “The deconstructed breakdown of the stabiliser link highlights Comline’s product know-how. It’s a crucial component within the suspension set-up, so any support we can offer technicians when they’re faced with replacing these parts should be well-received. “We hope technicians will pin this poster up in their workshop and remember Comline when considering their buying decision.” WANT TO KNOW MORE? FOR MORE INFORMATION ABOUT COMLINE WWW.RDR.LINK /AAI035

TO DOWNLOAD THE POSTER WWW.RDR.LINK /AAI036

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WINTER SERVICE

& LIGHTING

LED the way forward! New Phillips Xperion 6000 workshop lighting range launched by Lumileds.

hilips lighting products are known the world over for quality. The latest automotive product line follows this long-established trend, as Lumileds – the manufacturers for Philips automotive products – launches the Philips Xperion 6000 series of workshop lights. Instantly distinguishable from previous models with the new high visibility green colour scheme, the Xperion 6000 range initially launches with five workshop light products: The 6000 UV Pillar, the 6000 Pillar, the 6000 Pocket, the 6000 Slim, and the 6000 Line as well as a Multi Dock station and a handy “Find My Device” accessory. All of the lights have features in common – the customary durability and resistance to workshop hazards, whether that is the devices being dropped, or exposed to water and chemicals – and they all feature at least one magnet, with which to attach them to metal surfaces, a 360° hook, and ABS (Acrylonitrile-butadiene-styrene copolymer) rubber grips for optimum handling.

The range Top of the range is the Philips Xperion 6000 UV Pillar, which is a multi-purpose work light with several powerful light sources. It has a premium LED movable main light, with three different outputs ranging from 100-500 lumen(lm) and a wide 100° beam angle; a high Colour Rendering Index (CRI) light and a unique UV light which allows leak detection. The 6000 UV Pillar has a longlasting battery and allows the user to locate it with the “Find My Device” function, which comes as standard. The Xperion 6000 Pillar offers many of the features of the 6000 UV Pillar, with the same advanced main light and a powerful 180

lm spotlight instead of the CRI and UV units. The “Find My Device” function, is available as an accessory for the unit and the light offers outstanding battery performance, allowing a technician to work all day using the light, without it requiring charging. The compact, powerful Xperion 6000 Pocket is perfect for confined spaces. Its wide-beam light offers up to 300 lm in Boost mode. And the 6000 Pocket scores with an ultra-flexible 100 lm, 25 cm long spotlight, which pulls out of the main body of the light and can be bent to

just about any angle to allow light into even the most difficult-to-access areas. If ultra-narrow spaces are an issue, the Xperion 6000 Slim features a wide 100° beam angle from its long slim lighting unit which rotates through 270°, allowing the operator almost unlimited vision, through even the narrowest of gaps. Like its 6000 Pillar siblings, the 6000 Slim has three different outputs ranging from 100-500 lm and a long operating time of up to 9 hours – depending on the levels of light required. The Find my Device function is also available as an option on this model. Completing the current range is the Xperion 6000 Line, which offers the widest beam of all the current Xperion range, with a 110° broad beam of 150 lm in Eco and 300 lm in Boost mode. 6000 Line is ideal for lighting up larger areas and it is also equipped with a powerful 120 lm spotlight beam to direct the light where itis needed.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI037

PMM FEBRUARY 2022 53

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WINTER SERVICE

& LIGHTING

RAIN, RAIN, go away! Borg & Beck has been encouraging wiper replacement this winter.

ith the winter weather continuing, First Line is urging technicians to promote the importance of appraising and potentially replacing the wiper blades. Being constantly exposed to changing weather conditions and temperatures, First Line is warning that over time the rubber on the blade will inevitably deteriorate, which could affect visibility and potentially become dangerous, not just for the driver, but other road users as well. The company advises that it is therefore best practice to change wipers annually as a matter of course and not leave them to deteriorate to the point where smearing impacts the driver’s visibility. Jon Roughley, Global Marketing Director for First Line, comments: “As they are the driver’s main defence against rain to allow them to see clearly, it’s vital that they get them checked each winter.” Every Borg & Beck wiper blade is supplied with a complete selection of fitting adaptors to ensure the widest possible vehicle coverage for minimum stock investment.

All the blades are manufactured from 100 per cent natural rubber, with a liquid graphite coating that not only delivers a smooth, streak-free and silent operation, but has the additional benefit of providing excellent longevity. The conventional blades are available in sizes from 11 to 28 inches, while the spoiler blades, which are mainly fitted on the driver’s side and ensure extra contact, and therefore improved visibility, especially at motorway speeds, are available from 18 to 28 inches. Both feature a high strength zinc galvanised steel frame and stainless-steel backing, which means they are robust, while remaining corrosion free. For superior all-weather performance combined with the most up-to-date aesthetics, the Borg & Beck flat blade features a unique design with a flatter spoiler, which minimises drag but maximises screen-clearing performance. Not only incorporating the liquid graphite coating, these blades also come with a multi functioning mounting base and clips, for easy fitment and are

available from 15 to 30 inches. Also in range are the 16 to 28 inch hybrid blades, which provide drivers with a modern replacement to a conventional blade that combines the aerodynamic properties of the flat blade and the reliable wiping performance of a traditional blade. Its stylish look comes from an integrated spoiler that runs the whole length of the blade, reducing wind lift at high speed, while providing a constant downforce for an even load distribution across the windscreen. This design offers a chatter free, smooth wiping action, which prolongs the life of the blade and has become the choice blade for many, whether that’s as a direct replacement or to replace the conventional blades that were fitted as standard. No range is complete without a rear blade offering and the high strength zinc galvanised frame with UV coating and liquid graphite coated blade, combined with multiple mounting clips, means that these blades make the ideal rear wiper replacement and provide the final element in the premium quality Borg & Beck wiper blade range. Sizes range from 8 to 16 inches. To support garages to encourage drivers to replace their wiper blades, First Line has produced a handy poster, outlining key information on when to replace wiper blades, which is available on request, simply WWW.RDR.LINK /AAI058

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI038

54 FEBRUARY 2022 PMM

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WINTER SERVICE

& LIGHTING

Time for a BOOSTER Got your jabs done? Let’s take a look at another kind of booster this winter. GYS’ Marketing Manager, Richard Fothergill explains to readers the differences between the three types of booster packs offered by GYS.

n winter we see many more problems starting vehicles. The once humble booster pack was always the solution but, as with all things, technology has created more options for the technician. As well as conventional booster packs, we now see super small Lithium Booster packs and the very exciting development of batteryless boosters which operate with supercapacitors. Booster packs are a popular and effective means of starting a vehicle where no mains supply is available. Traditionally and still very much the popular are the units with a specially designed starter battery inside. However, technology has now enabled alternative solutions; there are now three technologies each offering different advantages to help you get a vehicle started.

Traditional booster packs When choosing the right product for your application, you must consider the following points: �� Output of the Booster Pack ■ PEAK–Maximum boost for a very short burst ■ CRANKING – Maximum boost for approximately five seconds

■ START – Best guide to performance – the

higher the number, the better the unit �� Internal Charger ■ The more advanced the battery charger is,

the better the charge and you increase the longevity of the booster pack. The GYSPACK 900 has GYS’s most advanced charger

Lithium booster packs Lithium boosters may be compact and lightweight, but they pack a punch. Ideal for those emergency situations, they can also charge your phone, tablet and other mobile devices when you are on the move.

Super Capacitor booster packs Battery-less smart booster Traditional booster packs use conventional batteries, the GYSCAP has no internal battery. Instead, it employs powerful super capacitors. This brings many advantages: More power, longevity – they will last for 1 million starts and more. This is the perfect tool for professional use in workshops, car supermarkets, bodyshops and vehicle storage yards.

Safe These GYSCAP Super Capacitor Boosters are equipped with the smart starter management system, it is protected against reversed polarity/short-circuited clamps/deep discharge. This system guarantees the safety of the on-board electronics, the battery of the vehicle, the booster and the user. Incorporates a digital display capable of continuously and accurately providing the voltage of the vehicle’s battery and alternator clamps. The state of charge of the capacitors is indicated by the LED bar graph. Fast Charging ■ Charges/Loads – from a running vehicle in about one minute ■ Can be kept topped up by connecting to 12V aux socket (cigarette lighter) Always ready to use ■ Can always be used in about 1 minute –

Ultra-fast charge ■ Never be caught out with a flat booster pack ■ Never needs connecting to the mains

supply – No charge storage Start one vehicle after another and another

TRADITIONAL

LITHIUM

SUPER CAPACITOR

STARTER BATTERY

BATTERY BOOSTER

BATTERY-LESS BOOSTER

Advantage

Simple & effective Wide range of performance & price

Small, portable & powerful Can be used to mobile devices via usb

Lasts ‘forever’ – 1 million starts Can start unlimited cars consecutively

High cranking rate

Maintenance-free Ultra-fast charge

Disadvantage

Needs recharging correctly

Reduced effectiveness in cold weather

Needs a running vehicle

Battery life can be reduced

56 FEBRUARY 2022 PMM

Only retains ‘charge’ for a few hours

■ After starting a car simply leave it

connected to the running vehicle for about one minute and it is ready to start another Long Lasting ■ Will outlast conventional booster packs ■ Super capacitors are able to deliver over 1

million cycles and unlimited starts WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI039

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What’s in store? Autoelectro UK Sales Manager, Nick Hood, outlines how the company stays ahead of demand, especially during the winter months.

ess daylight and generally harsher weather conditions equate to an increase in wiper blade, heater and headlight usage, to name but a few, which increases demand on the alternator. This demand, dependent on the age and wear of the alternator, can result in failure. However, the demands on the alternator have increased exponentially over the years – air conditioning and climate control are standard on a lot of vehicles – meaning the alternator is worked hard throughout the warmer months as well. Dashboard electronics, daytime running lights, USB ports and charging docks all add to those pressures. It’s not just the alternator that has a tough time either; the prominence of emission control, with the addition of stop-start, for example, means the starter motor is put under more duress. The seasonal surge in sales of starter motors and alternators is still apparent, but workshops should be wary of greater sales coming through the spring and summer months for the reasons I’ve outlined. With customers wanting an all-round service, 12 months of the year, we have to ensure we’re top of our game with range and availability. In April 2021, we put our own confidence to the test, to see if we stocked starter motors and alternators for each of the UK’s top-10 bestselling vehicles – we held every single one. With 35 years under our belts, we have a good understanding of what types of vehicles are likely to create early demand. We bring new references to market each week. The product development team forecasts which references will sell, but more than that, work on the basis that if a vehicle exists on the roads, then there is a possibility that we can sell a starter motor or alternator for it. Of course, there is an element of risk; some parts may sit in the warehouse and not sell immediately, but these generally relate to vehicles with a lower production volume; however, we’ll have that reference ready to go, a strategy which enables Autoelectro to be recognised as a market leader when it comes to availability. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI040

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WINTER SERVICE

& LIGHTING

ALL YEAR round Air conditioning systems should be serviced all year round, Nissens reminds readers of PMM .

here are many misconceptions that remain in the industry and one of those is that air conditioning service and maintenance is only relevant to the spring and summer seasons. However, for drivers of any kind of vehicle, as well as being a comfort system, AC is an important safety feature as good visibility is a necessity, whatever the time of year. Although many only associate AC as a means of remaining cool when the weather is hot, the fact that the system also dries the air coming in to ventilate the cabin, significantly reducing its humidity, means that using the AC is the quickest and most effective way of reducing condensation inside the vehicle and preventing the windows from misting up. In addition, using the AC regularly keeps the oil/refrigerant mixture moving around the system, which ensures its internal components, particularly the compressor, remain sufficiently lubricated. So, using it all year round really is the best, and safest, option.

58 FEBRUARY 2022 PMM

As a result, AC system repair and maintenance should be equally important to the independent workshop in the autumn and winter as it is in the spring and summer, and AC system specialist Nissens Automotive is on hand to provide them with the technical advice and replacement components they need for them to do so. Irrespective of the primary reason why a vehicle visits the workshop, technicians should always carry out a visual inspection of the AC system looking out for leaks, oil residue on component surfaces, around joints and couplings.

Focus on the condenser A faulty condenser, even if it is still partially working, can lead to severe AC problems and sometimes result in damage to, or even seizure of, the compressor, which is a very

costly component and its replacement will take the vehicle off the road as the rest of the AC system will need to be examined, flushed and the oil/gas refrigerant mixture changed. The condenser is typically attached to other heat exchangers in the engine compartment and is crucial for the AC system’s operation as it ensures that the refrigerant changes from a gas to a liquid state. This is achieved through the condensation process, where the refrigerant heat is extracted, which cools the condenser. The airflow then passes the colder air through to the cabin.

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Mechanical damage to the condenser is often disregarded as a reason for reduced system performance or for compressor failure, because leakages and surface perforations are generally considered as the most common reasons for system failure. However, even light mechanical deformation of the condenser tubes and fins can result in serious system performance limitations. Only one deformed condenser tube is needed to restrict refrigerant flow inside the unit, which can reduce the system’s performance significantly. Furthermore, limited flow will cause abnormally high pressures and temperatures in the loop. These will increase the compressor workload and effectively reduce its lifespan or, in the worst case, cause it to break down.

The solution Always handle the condenser with proper care and do not disregard any light damage on its surface. If the tubes and/or fins are visibly damaged, replace the condenser with

a new unit. In addition, regular visual inspection of the condenser surface can save expensive system and compressor repairs. So, any signs of corrosion or leaks on the condenser surface must be considered as serious threats to the efficiency and operation of the system. Pay particular attention to the bottom part of the condenser, where tubes and fins are mostly exposed to humidity and aggressive salt spray. If there is any sign of leakage, or missing/deteriorated fins are seen, the condenser must be replaced. When replacing condensers, choose one that has corrosion protection applied, as this will considerably prolong its lifespan. Advanced saltwater tests have shown that condensers that are treated with corrosion protection can function up to eight times longer than a non-protected condenser, which is why, as part of its genuine Nissens quality standards, Nissens applies this protection to its condenser range.

“Regular visual inspection of the condenser surface can save expensive system and compressor repairs.”

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAI041

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WINTER SERVICE

& LIGHTING

TESTING TIMES

‘‘L

ots of cars have been stood unused for many months, and some car owners are now doing far less journeys than pre-pandemic” says Andy Cook, Senior Technical Trainer at Varta. “This means the battery won’t have been charged as regularly as it used to be, and in many cases, where the car has been parked for months on end, not at all” continues Andy. When a car battery falls below a certain voltage, internal damage can begin to occur, and a new battery should be installed into the vehicle. “Varta have been advising technicians to check the battery status for many years, but now really is the time to implement this process into every customer’s job list. It’s not just about generating revenue for your business, it’s also ensuring that the customer has a battery in good working order, which is particularly important over the colder winter months” advises Andy, “it keeps them moving and satisfied”.

“When a car battery falls below a certain voltage, internal damage can begin to occur.”

60 FEBRUARY 2022 PMM

With vehicle usage having been irregular for many drivers since March 2020, Varta is advising it is now more imperative than ever for cars to have their battery tested when entering the workshop. With over a third of vehicles now having a start-stop system, it’s vital that a workshop has an up-to-date tester, that can also accurately test Absorbent Glass Mat (AGM) and Enhanced Flooded Batteries (EFB). If it’s an older tester that doesn’t have the capabilities to test AGM or EFB batteries, then it’s worth upgrading the tester; otherwise the test results will likely be inaccurate. Andy Cook highlights: “It shouldn’t take long to complete a battery test, not much longer than five minutes, but by explaining the results to the customer, you are giving them peace of mind that the battery is operating properly, or advising that it might be time for a replacement. By doing this you’re ensuring they have a functioning battery and will be ready for upcoming journeys.” Batteries face greater demands than ever before, as they have to serve increasingly complex and power-hungry car electronics. Whereas digital dashboards, inbuilt screens and parking cameras used to be limited to

high-end vehicles, they are now commonplace on even entry-level models, all placing additional strain on the battery. Andy commented: “Many drivers are also plugging in their mobile devices to charge them whilst on-the-move, again drawing power from the vehicle. This is why it’s paramount to ensure the battery is in a condition to support all the comfort and safety features; it’s the heart of the car.” The Varta Partner Portal provides assistance to technicians; the online platform uses Original Equipment information to help identify the correct battery for every vehicle, and also includes step-by-step fitting instructions.

WANT TO KNOW MORE? FOR MORE INFORMATION ON THE VARTA PARTNER PORTAL WWW.RDR.LINK /AAI042

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WHATS NEW?

■ JUMP STARTER According to the AA, a flat battery is one of the most common causes of breakdowns in the UK, especially in Winter. To combat this, Launch UK has designed their ESP-150 Battery Booster which they claim is easy to use, store and charge. It’s portable and has a battery capacity of 1500mAh to enable it to jump start a car up to 10 times, and also features two USB ports which can be used to operate a scanner or other devices. This product comes in a hard-shell, zipped case with a mains charger and all cables so it can be stored easily. Additional features include current up to 500 amps, multiple outlet cable and multi-function torch with SOS sequence.

Want to know more?

WWW.RDR.LINK /AAI043

■ BMW APPROVED OIL Exol has received its first approval from BMW for its Optima C5 LSOV 0W-20 (M520) oil. It is designed for use in the latest BMW engines and light duty diesel engines with petrol or diesel particulate filters. It is a low SAPS specification with low HTHS viscosity requirements and provides significant fuel saving benefits. The specification designed for hot running engines where its prevention of deposits keeps turbochargers in optimum condition and its carefully controlled SAPS levels protect aftertreatment systems including petrol particulate filters.

Want to know more?

■ STEERING & SUSPENSION COMPONENTS Schaeffler’s LuK, INA and FAG brands aim to deliver genuine original equipment (OE) quality and reliability, and the addition of a range of steering & suspension components now means that the entire chassis system can be serviced by FAG repair solutions. “What professional technicians are looking for is a complete repair solution, and that’s exactly what they get from FAG. We have taken three popular models across three vehicle segments – the Vauxhall Corsa IV, Ford Focus II and BMW 320D (F30,F80) – to demonstrate how you can use an FAG solution to replace almost every component on the chassis system” says Andy Walters, Schaeffler REPXPERT and Northern Sales & Key Accounts Manager. “Our latest FAG Focus factsheet highlights the popular wear parts such as stabiliser rods, track control arms, tie rod ends, top strut mounts, control arm bushes and of course, wheel bearings, that are all now included in the comprehensive FAG chassis programme.”

Want to know more?

WWW.RDR.LINK /AAI046

WWW.RDR.LINK /AAI044

■ ELECTRIC WATER PUMPS

■ SKIN PROTECTION

Dayco has added electric water pumps for electric, hybrid and ICE vehicles to their thermal management aftermarket offerings. With pressure to reduce emissions and improve fuel consumption, they have worked with workshops to develop original equipment (OE) solutions, to achieve these objectives.

Daily handling of oils and greases, brake cleaners and other chemical substances is not without problems for the skin. It can dry out and become cracked – allergies can even develop in those who have sensitive skin. To combat this, Liqui Moly offers not just a cleaner, but an entire skin protection programme, starting with the invisible hand protection. When applied before starting work, this breathable paste sims to ensure that dirty does not stick to the skin so easily. This means that washing your hands afterwards is both easier and faster. There are three products available depending on the level of soiling, and are also available in bulk containers. After use, the hand care cream lubricates the stressed skin to help prevent them from drying out and cracking.

Maintaining different operating temperatures around the engine is a necessity for ICE thermal management. This would not be possible without split, or dual, cooling systems and the use of additional, electrically operated ‘on demand’ e-pumps to supplement, and in some applications, replace, the system’s mechanical pump. As a result, this company has introduced a wide range of main and auxiliary e-pumps to its thermal management program. Their water pump offering, which is manufactured to OE equivalent standards, is under continuous development and reflects the requirements of an ever-changing market.

Want to know more?

WWW.RDR.LINK /AAI045

WWW.RDR.LINK /AAI047

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WHAT’S NEW?

■ CUT OFF TOOL Need to easily cut automotive body panels or sheet metal or quickly remove exhaust pipes and clamps? Then reach for this new professional-quality air cutoff tool from Laser Tools. Major features include a three-position flexi-head for unbeatable access in tight areas, plus the reversible function that ensures that the sparks are directed away from the operator. Similarly, the exhaust port direction is adjustable so that exhaust air can be directed away. The guard also swivels for optimum positioning plus better visibility. Contoured tool body for comfortable and frequent use. Taking 75mm cutting discs, the powerful but quiet 0.7hp motor runs at an efficient 3.6cfm (102 litres/min) air consumption, with a free-speed of 16,000 RPM.

Want to know more?

WWW.RDR.LINK /AAI048

■ BRAKE PADS Brembo has restyled its ‘Brembo Extra’ aftermarket brake pads, aiming to satisfy the needs of sports diving enthusiasts seeking comfort and durability. They have updated both the aesthetic design of the pads, along with the packaging wrap which is said to be totally recyclable, also adding a new layer of protection. The brake pads feature a material called BRM X L01 which was developed specifically by the company’s engineers and is made of over 30 different components. Other promised features include comfort and fade performance, as well as increased friction stability, a reduction in wear and cleaner rims. They are also ECE R90 approved, making them fully compatible replacements for road use.

■ TIMING CHAIN KITS

Want to know more?

GT Automotive has new to range products including part numbers covering applications for timing chain kits (TCKs). This includes the recon kit for the Opel Vauxhall Corsa D, the base kit for the Fiat 500 MultiJet Ford KA and the base kit for the Opel Vauxhall Corsa D/E. All of the aforementioned kits feature tools such as chains, tensioners, crank seals and gaskets along with specialised parts depending on the vehicle. For example, oil spray pipe is feature in the base kit for the Fiat 500.

Want to know more?

WWW.RDR.LINK /AAI049

■ STARTER MOTORS & ALTERNATORS

Aiming to bring part numbers quickly and regularly, Autoelectro has extended their range of starter motors and alternators. Focusing on starter motors first, the brand has added a Porsche 718 2.0/2.5 (2016onwards), Jaguar F-Pace 3.0 diesel (2016onwards), Isuzu D-Max 1.9 diesel (2017onwards) and Hyundai Tucson 1.6 diesel hybrid (2018-onwards) to its roster. Meanwhile, Mazda MX5 2.0 petrol (2018-onwards), Alfa Romeo Giulia 2.9 petrol (2016-onwards), MG ZS 1.0 petrol (2017-onwards) and Kia Ceed 1.4 petrol (2018-onwards) alternators are now available.

Want to know more?

62 FEBRUARY 2022 PMM

WWW.RDR.LINK /AAI050

WWW.RDR.LINK /AAI051

■ CABIN FILTER REFERENCES Due to aftermarket demand and the importance of cabin filters to health and safety, OE equipment manufacturer Denso continues to increase their offerings. This new range includes six cabin pollen filters that cater for 653 applications linked to 12 OE part numbers for several popular European models, as well as the Suzuki Ignis III from 2016 onwards. They have been designed to remove pollutants such as dust, pollen, smog and mould from air that comes through heating ventilation and air conditioners. This product is available in two types; the standard Particle Filters and Combination Filters. These filters are manufactured using a non-woven fleece material that has up to five individual layers, which aim to offer exceptional protection from dust, soot, pollen and particles. They also feature a high-capacity dustholding chamber that keeps pollutants away from the vehicles interior.

Want to know more?

WWW.RDR.LINK /AAI052

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MORE IN FO Just type in www.rdr. link follo wed by the un ique cod e shown to get straig h t to more in fo.

■ EXHAUSTS Klarius Products has added 13 products to its emissions control range, including catalytic converters (CATs) for the latest models of the Volkswagen Golf and Polo 1.2. In 2021, the company added over 100 new products to its range and now are offering 24 million vehicles on domestic roads, with direct support for over 11,000 applications. These include CATs added to offer support hatchbacks and saloon such as the 2013-2016 Hyundai i10, 2011-2017 Vauxhall Insignia 1.4, Ford Mondeo 1.0 for models 2016 forwards as well as the 2012 onwards Audi A3, Seat Leon and Skoda Octavia 1.4. All of these products are type-approved with independent testing carried out by the VCA.

Want to know more?

WWW.RDR.LINK /AAI053

■ TOOL PROMOTION Featuring over 1500 products across 156 pages, the first edition of Sealey’s tool promotion is here. This promotion offers savings of up to 77% and also sees the launch of over 55 new products, including Lock-On Black Series Socket Set and a Heavy-Duty 2-in-1 Compact Riveter. Each quarter edition is set to feature seasonal items with a new product selection from most catalogue sections, so make sure to check this out!

Want to know more?

■ BATTERY SUPPORT UNIT The reliance on constant voltage during diagnostic or programming operations on batteries poses a risk in terms of potential loss of data or damage to control units. But, maintaining battery charge during this process is critical, therefore Traction Charger's Battery Support Units aim to provide constant voltage when used during diagnostic programming, ensuring that you don't create unnecessary issues. All products in the BSU range have the same indicators so an operator can be sure that the charger is working as it should, with three LEDs on the unit, for power, polarity and demand. When all three are illuminated, you know that the BSU is supporting the battery. For even more adaptable to a workshop, all units are designed to be wall, ramp or trolley mounted, and supplied with 5m output leads.

Want to know more?

WWW.RDR.LINK /AAI056

WWW.RDR.LINK /AAI054

■ HALOGEN AND HID BULBS OSRAM has reviewed their range and updated accordingly, including the HID (Xenon), available in extra white light for an LED look, which has colour temperatures of up to 6200K and aims to have up to 150 percent more brightness.

■ HOSE CLAMP PLIERS Correctly fit single and twin-ear hose claims with Laser Tool’s hose clamp pliers. The product design aims for uniform clamping compression around the circumference of the hose clamp.

The Cool Blue Intense (Next Generation) also features extra white light, and promises to have a colour temperature of up to 5000K and up to 100 percent more brightness. Lastly, the bulbs in the Diadem Chrome range only appear amber when switched on, and aim to remain almost invisible in the headlamp unit which is said to give an homogenous appearance. It also features a slick, cutting-edge interference and absorber coating.

These are heavy-duty pliers, designed for fitting medium-sized single and twin-ear clamps, closed and open-ear type O-clamps and Oetikerstyle clamps. The design aims to allow minimum clamping effort for the operator while offering a tight and secure clamp. The mechanical lock prevents damage to the collar and the retraction bar has two settings, which allow for initial pre-tensioning and the final clamping. The pliers have a length of 270mm and the handles are PVC dipped for comfortable use.

Want to know more?

WWW.RDR.LINK /AAI055

WWW.RDR.LINK /AAI057

PMM FEBRUARY 2022 63

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ONLINE ROUND UP

Stars of the screen! We take a look back on some of the recent highlights from PMM Online

verything published in the paper version of PMM is also available online, with added extras such as our ongoing online video series with Varta. You can also directly follow links to find out more about any of our articles, and the answers to our Pit Stop puzzle and quiz! With easy access to a wide range of information on previously reported topics, it is well worth a visit.

Twitter Catch-up When articles are published on the PMM website, links are posted to our Twitter page such as our coverage of the IAAF’s virtual conference. So to make sure you keep on top with the latest from the automotive aftermarket, follow us there! Or even better, feel free to give us a tweet to tell us what you like most about what we feature in PMM .

64 FEBRUARY 2022 PMM

TINA DRAYSON is the Operations Manager at CCM, and has been with the company for 21 years. Her main priority in this role is to make sure everything runs smoothly and to push her team to be the best they can be – she is also a regular contributor to PMM ! For example, her advice on how business owners and managers can keep their team motivated by creating a nurturing cultures and workplace environment. In this piece, she prioritises communications, listening, trust in your people and being understanding of mistakes. This insightful contribution is well worth a read, especially with morale dipping in winter months, not to mention during a pandemic. A back catalogue of all of Tina’s contributions to PMM can be found on our website, including her 2019 article about ‘Women of the Trade’.

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쑮 Online Exclusives PMM has teamed up with Motul and UK Automotive Partners, Witham Motorsport, to bring a classic car series which is exclusively online. For a fun blast from the past, you can read all about the Land Rover Series 1 which entered into production in 1948, making it the earliest mass-produced civilian four-wheel drive car.

Online Highlights 쑱 On the PMM website you can find possible competitions that you can enter that are ran by us, including what you can see pictured – keep up with PMM online to make sure you don’t miss out!

Another aspect of PMM online that is well worth checking out is the ‘Magazine Archive’ where you can access issues as far back as January 2019 just as they appear in print! Using this tool, you can easily refer back to any tech tips or maybe a clutch clinic that may apply to the work you’re currently undertaking – or you might enjoy taking a look back at how the aftermarket has changed in the past 3 years! Either way, this is a great tool for accessing past issues.

Come and find out more at www.pmmonline.co.uk PMM FEBRUARY 2022 65

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ADVERTISEMENT INDEX

Here is a useful summary of all the adverts that appear in this issue of Professional Motor Mechanic. Each is listed with its page number and a direct URL that will get you straight to the relevant online information ACtronics .................................................................... (page 31)

Juratek Ltd .................................................................. (page 36)

www.rdr.linkAAI100

www.rdr.linkAAI114

Autoelectro ................................................................ (page 29)

Kalimex Ltd ................................................................ (page 51)

www.rdr.linkAAI101

www.rdr.linkAAI115

Autotech Recruit ........................................................ (page 49)

KYB UK .................................................................... (page 51)

www.rdr.linkAAI102

www.rdr.linkAAI116

Autowave ...................................................................... (page 7)

MAM Software .......................................................... (page 26)

www.rdr.linkAAI103

www.rdr.linkAAI117

Ben .............................................................................. (page 55)

Mann & Hummel UK Ltd ................................ (page 68/OBC)

www.rdr.linkAAI104

www.rdr.linkAAI118

BorgWarner/Delphi ...................................................... (page 9)

Maverick .................................................................... (page 22)

www.rdr.linkAAI105

www.rdr.linkAAI119

Bowmonk .................................................................. (page 51)

Meyle UK Ltd ............................................................ (page 10)

www.rdr.linkAAI106

www.rdr.linkAAI120

Clarios/Varta .............................................................. (page 52)

PMM Online ...................................................... (page 67/IBC)

www.rdr.linkAAI107

www.rdr.linkAAI121

CTEK Sweden ............................................................ (page 57)

Power Probe Group/MGL .......................................... (page 35)

www.rdr.linkAAI108

www.rdr.linkAAI122

Exide Technologies ...................................................... (page 4)

Promotec SRL ............................................................ (page 43)

www.rdr.linkAAI109

www.rdr.linkAAI123

FAI Automotive .......................................................... (page 44)

Robert Bosch .............................................................. (page 25)

www.rdr.linkAAI110

www.rdr.linkAAI124

GS Yuasa Battery Sales .............................................. (page 16)

Schaeffler .............................................................. (page 2/IFC)

www.rdr.linkAAI111

www.rdr.linkAAI125

Hella Ltd .................................................................... (page 59)

VLS ............................................................................ (page 21)

www.rdr.linkAAI112

www.rdr.linkAAI126

Jack Sealey Ltd .......................................................... (page 19)

Witham Oil & Paint .................................................... (page 39)

www.rdr.linkAAI113

www.rdr.linkAAI127

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