Issuu

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PROFESSIONAL

MARCH 2022

MOTOR

T T O H 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

HALF A CENTURY PMM discovers what it takes for a workshop to still succeed after 50 years Also inside... Ideas, advice and equipment for MOT excellence

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 - 27

TECH TIPS

29 -31

BUSINESS & TRAINING

PIT STOP

34 - 38

SPECIAL REPORTS

COMPETITION

GIVEAWAYS

62- 63

ONLINE ROUND UP

64 - 65

WHAT’S NEW?

VOLUME 23 ISSUE 3 MARCH 2022

Features

43-51 MOT

53- 57 EXHAUSTS & EMISSIONS

Editor’s Picks 30

PLUGGING IN Read about one smart workshop taking the plunge on EV training with Autotech

THE LONG GAME PMM catches up with Mr Tyre to discuss the company’s 50th anniversary

GIVEAWAYS Be sure to check out this month’s fantastic giveaways – you could be a winner

58-61 TOOLS & EQUIPMENT

PAPER JAM Regular contributor Hayley Pells turns her attention to the dreaded stacks of paperwork that have traditionally clogged up the MOT period.

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

PMM MARCH 2022 3

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VIEWPOINT

Editor

A test for our times

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 Production Assistant CLAIRE SWENDELL 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 p.31 ©AdobeStock/zephyr_p p.53 ©AdobeStock/olando

Associate member

ince its introduction in 1960, fewer mandatory tests have caused more consternation among the general population than the MOT test. Sure, I get that no one (myself included) is thrilled about handing over fifty quid each year for the privilege of driving their own car, but at least I understand why it’s important to do it. For many, the MOT represents the one time a year their car is brought into a workshop to be seen by a trained, qualified technician. On the one hand, bringing your car into the workshop once a year is portrayed by some groups as an unnecessary burden – overkill on behalf of a nanny state. On the other, many technicians themselves complain that the test is too cursory, too superficial and doesn’t really ensure vehicles on the road are safe. Clearly the DVSA has chosen to balance safety with the increased costs a more thorough test would bring. Is the MOT still relevant in the 21st Century? That’s an interesting prospect. It’s certainly true that new cars are more reliable than ever and less prone to sudden breakdown. The argument that this has eliminated the need for the MOT does suggest that older cars do and always did need an MOT – yet, the people arguing against the MOT in 2022 are the same that argued against it in 2001. What’s more, there are still plenty of older cars on our roads that, according to this logic, will need a regular check-up. It’s also worth noting that newer cars can still break down and can still degrade to the point where the vehicle is no longer roadworthy. Traditionally, a driver would have had a certain level of knowledge about their vehicle. They would be able to detect strange noises coming from the engine or from the electronics, or feel a difference in the clutch or brakes. Arguably, the sum total of the past ten years’ worth of technological advances in the automotive field has been aimed at reducing all contact between driver and vehicle, to the point where the driver is barely aware of a running engine at all. Comfortable though this may be, it does mean we’re less in tune with our cars than ever before and thus more likely to allow a problem to develop. The main selling point of the MOT, then, is that contact time your car has with a professional. The technician performing the test is able to spot problems far more quickly than the driver can and can investigate further if needs be. But, I hear some of you argue, cars nowadays can detect their own problems, and drivers don’t need to wait till the annual check up to be notified. My answer to that is, if cars were infallible at finding and diagnosing their own faults, we would have no need to run our Troubleshooter pages each month. The fact is that not only is there no true replacement for a skilled technician when it comes to diagnosing a car, but those very modules designed to detect problems can themselves be the cause of problems. Perhaps one day the MOT will change to be more about checking sensors and the OBC, but human involvement will always be key. And what about that human involvement? Human error, intentional or not, has been a consistent feature of human society since day one. Would it not be better to replace the corruptible hand of man with the cool precision of a machine? Well, that’s another story. All I can ask at this point is that drivers ask themselves whether they would be better or worse off if their own job was replaced by a machine. I’m sure of one thing – editorial viewpoints would be far less interesting to read!

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 MARCH 2022 5

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NEWS

& VIEWS

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

European Commission plans to extend MVBER Attention turns to the Government as evidence of vehicle manufacturers’ misinterpretation of MVBER builds.

MOT Fraud West Yorkshire road users are safer after a UK-based mechanic who claimed to have MOT tested a van while it was in Spain has been sentenced to a 12month community order and banned from testing.

amie Smith of Pontefract claimed to have ‘completed’ an MOT test and issued a pass certificate for a Mercedes-Benz C van at a garage in West Yorkshire when it had been seized by Spanish police for not having valid tax or MOT. The van was one of nine vehicles Smith falsely issued MOT certificates for. Smith was sentenced to a community order to include 50 hours of unpaid work, a curfew from 7pm to 7am for two months and ordered to pay full

costs totalling £1,620 at Kirklees Magistrates Court on 5th January 2022. He was also given the full five year cessation notice by DVSA. The DVLA notified the DVSA to make them aware that a vehicle they suspected was in Spain had been issued an MOT in the UK. DVSA investigated. Spanish police confirmed the vehicle had been seized and impounded at the time of the MOT. Further investigations revealed that there were another eight vehicles, including four vans, which had been issued MOT certificates by Smith, without ever having been at the garage. The certificates were issued between 15th January and 2nd June 2021. Want to know more? WWW.RDR.LINK/AAJ001

“We will ensure that anyone who compromises safety in pursuit of personal gain feels the full force of the law.” Caroline Hicks, DVSA

6 MARCH 2022 PMM

he European Commission is proposing to extend the Motor Vehicle Block Exemption Regulations until 2028 – and revise slightly the accompanying guidelines – following a review process. This five-year extension leads to an expiration date of 31st May 2028. The UK version of MVBER expires in May 2023 and so attention now turns to the UK government as UK AFCAR gathers increasing evidence that demonstrates vehicle manufacturers and their

“Vehicle manufacturers are ‘misinterpreting’ current regulations.”

authorised networks are ‘misinterpreting’ current regulations. The automotive lobbying group will call for the UK MVBER to be modernised, inline with technical and digital enhancements within the modern motor vehicle. In recent months, UK AFCAR has received information on the prevention of access to technical information for independent garages, and also an unwillingness to investigate customer issues, once the vehicle has been worked on by the independent aftermarket within the warranty period. The group’s Mark Field commented: “Co-operation needs to happen so that motorists can continue to access local and affordable independent garages that have access to the right parts, tools and technical information.” Want to know more? WWW.RDR.LINK/AAJ002

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FOLLOW PMM ON TWITTER @PMMMAGAZINE

NEWS

& VIEWS

Staff shortages A recent Motor Ombudsman poll reveals staff shortages posed the challenge for vehicle repairers in 2021. survey has shown that the recruitment of mechanics and MOT testers to meet consumer demand was the main obstacle faced by service and repair businesses during 2021, with 67 per cent of respondents saying that this was their main obstacle. Half of the research participants stated that employees testing positive for Covid-19 or having to self-isolate disrupted their business activities last year. In total, 50% of study participants said their business was disrupted by positive Coronavirus tests, or staff having to self-isolate over the past 12 months. Also, hiring experienced technicians, staff retention and a

“50% of respondents said their business was disrupted by Coronavirus last year.” high workload remain key concerns for workshops in 2022. Aside from the personnel issues highlighted, the study showed that a lack of spare parts – causing delays to the repair of customer vehicles – had also

impacted nearly 60 per cent of businesses. Other obstacles cited by survey participants included a higher cost of overheads and lower profitability (42 per cent), with around a fifth (17 per cent) of those surveyed saying that reduced workshop throughput due to lower new car sales, having a reduced courtesy car fleet due to increased vehicle purchase costs and being unable to accommodate apprenticeships, were other key factors that had all affected operations in 2021. Looking to the future, challenges faced by businesses in the coming months include staffing issues – retaining staff members, and the expected 15-25 per cent of workforce to be regularly absent due to the Omicrom variant. Want to know more? WWW.RDR.LINK/AAJ003

Are you ready to take on the Beast of Ben? Automotive charity Ben is launching a new team challenge event – the Beast of Ben.

he automotive industry charity has announced the launch of its new event – a gruelling challenge that

will see teams from different automotive companies going head-to-head, taking on a series of tasks that will test their skill, speed and stamina. These include abseiling, water crossing, navigation and problem solving, all with the opportunity of completing extra trials to reach fundraising milestones. The event will take place in North Wales from 6-8th July and is open to anyone who works in the automotive industry, regardless of age. While the Beast of Ben is not as physically demanding as an Iron Man challenge, participants will still need to be

confident in their level of fitness in order to take part. While the challenge will give the winning companies bragging rights over their competitors, the more important aspect of the event is about raising life-saving funds that will enable the charity to support those in the automotive community who are struggling or in crisis. The charity argues that when any member of our automotive family is struggling or in crisis, we all rally to support them. Want to know more? WWW.RDR.LINK/AAJ004

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NEWS

& VIEWS

FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE

School of Thought is Stepping Up in 2022 School of Thought talks about what we can all be doing to address the skills crisis in the industry.

Tesla tops used car sales in 2021 Alex Buttle, co-founder of used car marketplace Motorway.co.uk, comments on recent used car statistics.

he future has never felt more electric. On the back of the SMMT revealing that more EVs were sold in the past 12 months than over the previous five years combined, EVs are clearly taking over. We expect to see new EV sales growth accelerate in 2022 as manufacturers expand their electric car ranges and more car owners have the confidence to switch to electric. Unsurprisingly, the growth in the EV market has had a knockon effect for the used car market. Early adopters who went electric back in 2018 and 2019 are now upscaling their

“We have seen an unprecedented surge in the sale of used EVs.” Alex Buttle, Motorway.co.uk

8 MARCH 2022 PMM

older models for the newest EVs hitting the market, which means we have seen an unprecedented surge in the sale of used EVs too. This has culminated in a 256 per cent increase in sales of used EVs on Motorway.co.uk in the past 12 months, and the numbers keep climbing. The Tesla Model 3, which was the biggest selling new car in December 2021 and the second biggest selling new car of 2021, also topped the list of best-selling used electric vehicles. The Model 3 accounted for 23 per cent of total used EV sales, followed by the Nissan Leaf at 12 per cent. With more EVs at all price levels set to hit the market, alongside a more widespread charging infrastructure to support the government’s green agenda as we draw near to the 2030 deadline banning sales of diesel and petrol vehicles, 2022 is set to be the year of electric. Want to know more? WWW.RDR.LINK/AAJ005

ith registrations for EU nationals ever decreasing compared to previous years due to Brexit, addressing our skills crisis has never been more important than it is now. Furthermore, with people reconsidering their career options because of Covid, by wanting to spend more quality time with their family, knowing that furlough made them “cut their cloth”, people have retired earlier than expected or reduced their hours – plus, we still have an ageing workforce. So, what can we do to bridge the gap? School of Thought says we need to drive our industry forward and are asking you to ‘STEP UP’ to give a young person the step up they need – and not just young people. Our industry needs good people regardless of age, gender, ethnicity, culture, or background, however young people are the lifeblood of our

industry and our future talent. You can do this several different ways, but whatever you decide, do something as doing nothing is not an option. You can become an ambassador and showcase our industry, your role and your company in schools and colleges, pledge a place for a trainee or apprentice or become a partner and help to shape the talent of the future. School of Thought not only has programmes in place, but we can also help connect you with local schools, so check out what they have to offer to give back to the industry. Want to know more? WWW.RDR.LINK/AAJ006

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TROUBLESHOOTER

PART TWO Plug-in charger failure on an Audi Q7 e-tron In the second part of this feature, Pico technician Steve Smith resolves the problem causing an Audi Q7 e-tron charging issues.

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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)

Recap The vehicle fails to charge from the mains charger unit supplied with the vehicle. 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.

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Let’s continue… In Fig.1 we have an identical test to the previous ones but over a longer time frame to demonstrate how the symptom does not change – i.e. the lock pin cycles three times after each insertion of the charger plug into the vehicle inlet. Based on the fault code description “Charging Socket A; Charging Plug Lock P33E8 00 [008] – Mechanical Malfunction” I could not see how such a description could apply to a lock pin that is working correctly and physical engaging with the lock plug. Why would the OBC report a mechanical error with a functioning lock pin and more importantly, how does it know the lock pin has failed? The answer has to be related to the lock pin position sensor and associated circuit. After searching various SSPs and technical data sites I could not locate the relevant literature to take the diagnosis any further. With hindsight, I should have looked for a test

plan to accompany fault code P33E8 00 [008], however using back-to-back data from a Mk VII e-Golf seemed like a quick route to establish “real-time” lock pin values. Fig.2 shows the lock pin position signal from a functioning Mk VII e-Golf when a

Type 2 charger plug is inserted into the charge inlet. Wow, a breakthrough at last as the lock pin position voltages vary between our e-Golf and Q7 Plug-In Hybrid! Both vehicles return comparable lock pin position voltages when disengaged:

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TROUBLESHOOTER

�� ■ Q7 lock pin disengaged: Approx. 3V (2.93V) ■ e-Golf lock pin disengaged: Approx. 3 V

(3.4 V) However, with the lock pin engaged this is a different story: ■ Q7 lock pin engaged: Approx. 3 V (6.23 V) ■ e-Golf lock pin disengaged: Approx. 3 V

(9.22 V) If we calculate the voltage differentials between lock and unlocked for both vehicles, we can further understand the discrepancy: ■ Q7 lock pin position differential voltage =

6.23 V – 2.93 V = 3.3 V (allowing for variables we can round this down to 3 V) ■ e-Golf lock pin position differential voltage = 9.22 V – 3.4 V = 5.82 V (allowing for variables we can round this up to 6 V) A word to the wise here regarding back-toback testing, “when it’s all you’ve got its all you’ve got”. However, I was not comparing like-for-like vehicles (even though they fall under the VAG umbrella). I could not find any data to support the expected values for lock pin position voltages and as a result, our only option is comparison testing of numerous similar vehicles (I guess you can call this “spot the difference”). Armed with the above information I was

keen to return to the vehicle and evaluate the lock pin circuit even further. However, the decision had been taken by the customer to install a second-hand OBC. Whilst this is a gamble and a “leap of faith”, the good news was the fault had cleared and the vehicle now charges (that doesn’t happen every day!).

Day Two To say I was keen to re-measure this vehicle and understand how our values had changed would be an understatement. Returning to the vehicle, I repeated the initial measurements above and focussed solely on the lock pin position voltages. Note in Fig.3 how the lock pin position values are now closer aligned to those of the e-Golf

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donor car at 3.3 V disengaged and 9.4 V engaged (differential of 6.1 V). Our CP voltage has now switched to +6 V... -12 V confirming our OBC has now responded to the correct lock pin position and allowed charging to commence. Channel D (lock pin position signal ground reference) has an increased noise level thanks to the commencement of charging. Note also how the lock pin is no longer cycled, the pin is engaged upon connection of the charge plug to the charge inlet and this state does not change until the remote key “unlock” button is pressed at approx. 31.77 s where the lock pin disengages and charging is halted. The positive duty cycle (between the time rulers) is measured at 28.57 per cent suggesting an available charge current of approx. 16 A.

Confirmation of repair The proof, as they say, is in the pudding and the fact that replacing the OBC resulted in differing lock pin position voltages, the removal of fault code P33E8 00 [008] and vehicle finally charging, confirms our faulty component was indeed the OBC. Reading back through this case study you would be forgiven for thinking the oscilloscope did not play a part in the diagnosis of the OBC. Indirectly that would be correct but let’s take a look at the bigger picture and what we have learned as a direct result of the oscilloscope’s application. Using the tool has revealed the interaction between PP, CP and lock pin position relative to “time”.

12 MARCH 2022 PMM

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Not only is the lock pin a desirable security feature, but also an essential input required to both initiate and terminate the charging process. Until the OBC receives the correct lock pin position voltage (confirming pin engagement) charging will not commence. In the case of the VAG models tested, lock pin differential voltage between disengaged and engaged proved to be approximately 6 V (Please note this may not be the same for all vehicles). Below we reveal the sequence of events as they occur in time from charge plug insertion to end of charging upon activation of the remote key unlock button (Fig.4). Charging system response to charger connection: �� Activate remote key unlock button �� Charger plug inserted �� PP line voltage changes from pulsed signal to a fixed value dependent upon current rating of charge plug

�� Activate remote key unlock button �� Lock pin actuator is activated �� CP line voltage simultaneously changes to + 9 V peak (charging is halted) �� Lock pin position is indicated as disengaged �� Charger plug removed �� CP line voltage returns to 0 V Referring now to the charger plug lock pin, I was intrigued to discover how the locking mechanism functioned and, more importantly, how the lock pin position was relayed from the lock pin actuator to the OBC. Given that a new Type 2 charge inlet socket had been installed, the temptation to dismantle the original unit (complete with lock pin actuator) was too much to resist.

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In Fig.5 we have the lock pin actuator mounted directly above the Type 2 charge inlet socket. Inside the lock pin actuator, we have a drive motor, gear assembly and a microswitch linked to the locking pin. Note also the two resistors and their relationship to the microswitch (by-pass) (Fig.6&7) As the lock pin travels through the actuator body, a sector gear linked to a cam acts upon the microswitch. With the lock pin disengaged the total circuit resistance is equal to 11 kΩ as both the 1 kΩ and 10 kΩ resistors are in series. With the lock pin engaged, the rotation of the sector gear and cam close the microswitch, so bypassing the 10 kΩ resister. (Total circuit resistance 1 kΩ). The change in the resistance of the lock pin position circuit results in our 3.3 V (disengaged) and 9.4 V (engaged) which the OBC utilises to qualify the locking of our charger plug. The burning question therefore is what has failed inside the OBC which would change the lock pin position signal from 6.23 V to 9.4 V when fully engaged? I don’t have the answer but I will find out when I have permission to dismantle to original OBC. Thanks to Steve Winn Autocare and Pete Melville at HEVRA for their support.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAJ007

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�� CP line voltage changes from 0 V to +9 V peak �� Lock pin position is indicated as fully engaged �� CP line voltage changes to +6 V peak and charging can commence Charging system response to charger disconnection:

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CLUTCH CLINIC

HOW TO Replace the clutch and dual mass flywheel in a Peugeot 308 In this month’s Schaeffler LuK Clutch Clinic, REPXPERT Bob Carter is replacing the clutch and dual mass flywheel in a Peugeot 308 fitted with a 2.0 HDi engine. Vehicle Information Make

Peugeot

Model

308

Year

2011

Engine

2.0 litre, Diesel HDi

Transmission

Manual

Mileage

115,306

his car has covered 115,306 miles and the driver has reported that selecting first or reverse gear is difficult. In other words, the clutch is not clearing. A short road test confirmed the problem and a clutch replacement was advised. As this is the vehicle’s first clutch change and bearing in mind its mileage, a DMF change was recommended, subject to its testing. With a little insight into this repair, an independent workshop will be able to confidently replace the clutch system on this vehicle. The replacement time for this job is 6.9 hours, so it’s not an easy job. So, to ensure a complete and high quality repair, it was decided to fit a LuKRepSet DMF module kit (part number 600 0136 00), which has all the required, matched components in one box. The REPXPERT app was used to gain the fitting instructions, torque settings and service information.

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14 MARCH 2022 PMM

Gearbox removal With the vehicle positioned on the ramp, slacken the front hub nuts, raise the lift and then remove the front wheels, open the bonnet and disconnect the battery. Remove the engine cover, intercooler hose (between intercooler and inlet manifold), air filter

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housing, battery and tray (Fig. 1), then both wheel arch liners and underbody tray. Remove the front bumper cover by undoing the four screws at the bonnet slam panel and five under the car. Disconnect the electrical plugs and lift the cover clear (Fig. 2). Then disconnect all the electrical connections to the gearbox. Unclip the slave cylinder hose from the support bracket, remove the slave cylinder bolts and store the slave cylinder assembly to one side. Disconnect the reverse light switch and remove the earth strap from the gearbox. Disconnect the gear selector cables from the gearbox, remove the reverse gear Bowden cable and then remove the starter motor, support and store to one side. Loosen front exhaust pipe clamps, remove the lower gearbox

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pendulum mount, unscrew the intercooler bolts – which are a little awkward to access – and the air tube between the intercooler and exhaust turbocharger. Then remove the gearbox cradle by removing the retaining bolts. Now is the ideal time to drain the gearbox oil. Whilst the oil is draining, release both front driveshafts by removing the hub nuts, disconnecting the hub from the front strut (Fig. 3), this will allow the CV joint to be eased out of the hub. Then remove the driveshaft from the gearbox. When removing the right-hand driveshaft, the intermediate bearing carrier also has to be released. Remove the front bumper aluminium bar and then the left-hand front sub frame tube (Fig. 4), followed by the lower bellhousing bolts and support the engine. With the engine and gearbox supported, remove the gearbox mounting and retaining plate (Fig. 5 & 6). Using a transmission jack, support the gearbox, remove the final bell housing bolts and then ease the gearbox away from the engine. Once clear, lower the gearbox and remove it from the vehicle.

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Removal and replacement At this point it was evident that the clutch had reached the end of its service life as the three small yellow springs on the self-adjusting clutch mechanism had extended, indicating it was near the end of its adjustment. Remove the clutch assembly from the flywheel by removing the six bolts and ease the clutch assembly off the DMF. During all clutch replacements the DMF should be measured for rotational free play and rock, against its specification to establish the extent of its wear. All DMFs have different measurements depending on part number and comparison with specification will reassure the customer that the flywheel does need changing. Helpfully, the measurements can be found using the REPXPERT app.

Any scoring, heat damage or excessive grease loss will also require the DMF to be replaced. Remove the six flywheel bolts and then remove the DMF. At this point, check for any leaks from the engine (oil or coolant) that could contaminate the new flywheel and clutch assembly and rectify if required. Remove any clutch dust or debris from the bell housing using brake and clutch dust cleaner before mounting the new flywheel, as this could contaminate the new components. Mount the new DMF ensuring any alignment dowels are correctly positioned and secure into place using new flywheel bolts.

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Tighten them in an even and sequential process and torque to the manufacturer’s specification, (flywheel bolt torques can easily be obtained from Schaeffler’s DMF Checkpoint app). After ensuring the clutch plate is the correct way round, with “Gearbox Side” or “Getriebe Seite” stamped on the centre of the clutch plate facing the gearbox, fit the new clutch to the DMF. Use the Special Tool (SAC tool) to install the clutch (Fig. 7), which does three things: gives perfect alignment, avoids the risk of de-adjustment and operates the clutch before the gearbox is reinstalled. One final recommended process to carry out before installing the gearbox is to flush out the old clutch fluid, which may be contaminated from the system, by simply draining it into a waste container and replenishing it with new clean clutch fluid. Whilst it is draining, pour clean new fluid into the reservoir and when the new fluid is flowing through the system, clamp the hose. Finally, check that the gearbox alignment dowels are installed correctly in the engine block and that the spacer plate is aligned correctly, after which the gearbox is ready for installation. Reinstallation of the gearbox is the reverse of the removal procedure. Bleeding the clutch is best done using a vacuum bleeding tool, as was done with this vehicle. This is recommended by vehicle manufacturers and has the benefits of providing a right first-time job, is a one-man operation and eliminates the risk of over pressurisation. When assembly is complete, reset all electrical consumers as the battery has been disconnected and carry out a full road test to ensure a complete and successful repair. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK/AAJ008

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BELT FOCUS

HOW TO Replace the timing belt on a 2007-16 Renault Kangoo II This month’s Belt Focus comes from Dayco. The timing belt is being replaced on a 2007-16 Renault Kangoo II, fitted with a 1.6 litre petrol engine (K4m.8.30).

he popular Renault Kangoo, also badged as the Nissan Kubistar, has been in production since 1997, with a second generation introduced in 2007, the petrol version of which, until superseded in 2016, used a 1.6litre engine that featured a timing belt-driven water pump. As replacing the belt also requires the auxiliary drive system to be removed, Dayco recommends that all the systems’ components – primary and auxiliary drive – be replaced at the same time. This step-by-step technical guide will help technicians through the process, to avoid

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Vehicle Information Manufacturer:

Renault

Model:

Kangoo

Year:

2007-16

Engine:

1.6 petrol (K4m.8.30)

complications and ensure a first-rate job. As with all primary drive system jobs, the work should be undertaken when the engine is cold, so ideally the vehicle will not have been run for at least four hours. After disconnecting the battery earth

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cable and draining the coolant, remove the windscreen wiper arms, then the bonnet seal on the plastic bulkhead, the two trims either side of the windscreen, the cover set in the bulkhead and finally, the bulkhead itself. This reveals a cross-piece and, underneath, the wiper motor and linkages that both now need to be removed, along with the dividing plate, followed by the airbox. After removing the front offside wheel, detach the inner cowling and its reinforcement mounted in front of the crankshaft pulley. With access to the auxiliary drive system, use a spanner on the tensioner to take the tension off the belt so it, and then the tensioner, can be taken off. Now remove the lower tie rod attached to the powertrain.

Timing tool

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Returning to the top of the engine, remove the two plastic plugs covering the camshafts, mounted at the opposite end to the timing drive system. Then remove the plug in the engine block behind the cooling fan and insert the crankshaft timing pin (Tool 1489) (Fig.1), rotating the crankshaft clockwise with the pulley bolt, until the pin locates. The camshaft timing tool (1496/1750) can now be fitted where the plugs were removed. Support the engine underneath with a suitable jack and remove the right-hand upper engine mount (Fig.2) followed by the engine mounting flange that also acts as the upper timing belt case. Next, detach the crankshaft pulley. As this holds in place the crankshaft pinion, which has no locking tab, the engine must be timed first. Then remove the lower timing belt case.

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BELT FOCUS

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�� Holding the camshaft pulleys in place, loosen their fasteners (Fig.3), but again, as these also have no locking tabs, loosen them only after the engine has been timed. Then remove the belt tensioner, idler and the timing belt, which gives access to the water pump, and can now be removed. Ensuring that the cooling system has been flushed through and no debris is present, fit the belt tensioner stud into the new water pump from Dayco kit KTBWP4601 (Fig.4), tighten it to 5 Nm (-0+2) and then install the pump with its gasket. Although none should be used on the gasket, the threads of the bolts that secure the water pump do need to be spread with sealant. Attach the new belt tensioner ensuring that the locking tab is located in the slot in the water pump body (Fig.5). Remove the crankshaft pinion, clean its inner section and the exposed shaft, but do not lubricate these contact surfaces. Likewise, do not lubricate the surfaces between the camshaft pulleys and their shafts. Install the timing belt and then the idler, but leave the slack section facing the belt tensioner. Tighten the idler fastener to 50 Nm. Using an hex key, rotate the tensioner so that the index is aligned with the centre of the

18 MARCH 2022 PMM

reference mark (Fig.6) and tighten the fastener to 30 Nm. Then tighten the fasteners on the camshaft pulleys to 30 Nm + 85°. Refit the lower timing belt cover and then after checking that the crankshaft is correctly resting against the timing pin previously inserted into the engine block, position the crankshaft pulley and tighten the new fastener from the Dayco kit to 40 Nm + 145°. Remove the crankshaft timing pin and camshaft timing tool and, using the crankshaft pulley bolt, rotate the engine clockwise several times and then retime the system properly reusing the special tools. Through the lower window of the lower timing belt cover, check that the index and the reference mark on the

��

“As replacing the belt also requires the auxiliary drive system to be removed, Dayco recommends that all the systems’ components – primary and auxiliary drive – be replaced at the same time.” belt tensioner are correctly aligned (Fig.7). If necessary, turn the tensioner through the window to reposition it correctly. Once the engine has been timed correctly, refit the timing tool plug in the engine block and insert the plastic plugs covering the camshafts on the cylinder head by applying sealant to their edges. Refit all the components in their reverse order, but check, and if necessary, replace the crankshaft pulley with Dayco DPV1260 and the auxiliary belt tensioner with Dayco APV3180. However, Dayco recommends the auxiliary belt 6PK1200 is always replaced. For vehicles manufactured after 2013, check the auxiliary belt requirement, as some versions use 6PK1130. Finally, refill the cooling system, start the engine and carefully check for leaks and ensure the radiator fan operates at the correct temperature, replace the thermostat Dayco DT1091H if necessary. Then, once the engine is cold, check the level of the fluid again. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAJ009

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TECH TIPS

PRODUCT FOCUS: Battery charger and power supply Battery chargers are a feature in every workshop. Here, we take a look at an offering from CTEK – the PRO120.

he PRO120 from CTEK is a 12 V, 120 A battery charger and power supply, designed to meet the most extreme power demands in any workshop. With advanced design, technology and superior features, it’s the ultimate choice for comprehensive professional battery charging, care and support in today’s advanced diagnostic workshop. There are certain functions that make the PRO 120 an essential piece of equipment for any modern vehicle workshop.

Supply Mode When undertaking diagnostic procedures, you should always use dedicated Battery Support, as opposed to battery charging. The PRO 120 SUPPLY mode delivers a supply of clean, constant voltage that can quickly react to any peaks in demand on the battery. A standard battery charger will struggle to cope with these sudden increases in current demand, which is when the battery, and possibly the diagnostic process will fail. On the other hand, a battery charger may actually increase battery voltage beyond operating levels, that can again cause the diagnostic process to fail. In SUPPLY mode, the PRO 120 will also guard against loss of battery charge, protecting the battery from discharge when the work is complete, and the vehicle is back out on the road.

20 MARCH 2022 PMM

Selectable Voltages

12 V batteries

Many modern vehicles simply won’t even start communicating with diagnostic equipment unless a specified voltage can be seen across the vehicle system – and this varies from manufacturer to manufacturer. The PRO120 has a variable yet extremely stable output, offering total flexibility for the user with selectable voltages between 12.6 V and 14.8 V available, selectable in 0.1 V increments.

The PRO120 restores, charges and reconditions the battery using a patented multi-step charging process. It’s compatible with all types of 12 V battery, including lithium (LiFePO4). The PRO120’s unique patent applied for Adaptive Charging mode automatically recognises the size of the battery and selects the optimum charging settings for the fastest charge - making operation quicker and easier than ever. The PRO120 is designed for use in the toughest workshop environment and is built to last. It is supplied with 5m cables and heavyduty clamps, and its rugged impact-resistant polycarbonate casing incorporates a folding carrying handle, making it highly portable. The PRO120 is approved by MercedesBenz GSP. The unit meets W 000 588 00 81 00 charger requirements as described in Mercedes-Benz Workshop-InformationSystem (WIS). Mercedes highlighted its ability to “charge and recharge starter batteries without disconnection from the on-board electrical system”, rapid response to any changes in power demands and ease of use.

Unique Convection Cooling Voltage going to the ECU must be maintained at a specified voltage - the slightest drop in voltage and it can break the line of communication, with a potentially disastrous outcome. Battery support units deliver high levels of power over a relatively long period of time, and as a consequence they can generate a lot of heat. As a safety precaution, many units are set to de-rate. This is a process whereby the unit will reduce charge levels, and at really high temperatures reduce current output. The PRO 120 has an innovative design that allows for convection cooling through a central cooling core, which eliminates the need for cooling fans and improves operating efficiency and reliability – put another way, it’ won’t de-rate. Unique ‘Resonant Converter’ transformer technology delivers high levels of current with high efficiency and stability even at high ambient temperatures.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAJ010

021_PMM_MAR22_Layout 1 28/01/2022 13:03 Page 21

Vehicle Case Files In the first instalment of a new series, Liqui Moly investigates common vehicle problems and proposes a solution. PROBLEM: Notchy gearboxes

SOLUTION: MoS2 Anti-Friction for Gears

ASSESSMENT: It is a common problem, especially with older cars. The gearbox is notchy and changing gears becomes more and more difficult. Often the reason for this is wear. Usually the driver has either to accept these difficulties or they need to invest a lot of money in a new gearbox. But there is another solution between these extremes. Liqui Moly treatments can solve gearbox problems in an easy and affordable manner. If MoS2 Anti-Friction for Gears is put in the gearbox oil, it reduces friction and wear and facilitates changing gears. It contains molybdenum disulphide, a solid lubricant which compensates for the unevenness of the surfaces. Furthermore, this solution reduces thermal stress. The active principle is its solid lubricant and it does not contain any chemical

agents. This makes it a good choice also for very old cars, because there are no chemicals to harm their sensible sealing or other parts of the gearbox. MoS2 Antifriction for Gears is not a magic potion that can cause major mechanical defects to disappear. But, in many cases, it can solve the problem, reduce the symptoms, or slow the advance of the defect. The great advantage lies in its simple use. This makes it possible to avoid a time-consuming and costly diagnosis and to even use the additive preventatively. If the problem persists, almost nothing is lost as the need for time and costs was minimal. But the likelihood is great that you can save time and money on a diagnosis and mechanical repair.

WANT TO KNOW MORE? FOR MORE INFORMATION GO TO WWW.RDR.LINK/ 011

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TECH TIPS

BEST PRACTICE Inside the 7G-Tronic TCU ACtronics takes an in-depth look at Mercedes’ 7G-Tronic transmission control unit and outlines what you need to know before working on one.

ost experts will think immediately of MercedesBenz when they hear the term ‘7G-Tronic’. And rightly so, because the 7G-Tronic transmission control unit is part of the Mercedes-Benz 722.9 gearbox: the first 7-speed automatic ever available for passenger cars. The gearbox was introduced in 2003 on all Mercedes models with 8-cylinder engines. Among them are the W203 and W204 C-Class, W211 and W212 E-Class, W220 and W221 S-Class and cars like the famous G-Class. However, the 722.9 has one drawback: it has a limit of ‘only’ 735 Nm. So cars with V12 engines had to carry on using the older 5G-Tronic, which could handle a torque up to 1,079 Nm.

General operation The gear system of the 722.9 consists of three planetary gear systems and one Ravigneaux gear system: simply put, a planetary gear system on a planetary gear system. This dual function makes many more different gearbox ratios possible, which means that nine gears can still fit inside a relatively compact gearbox (seven forward, two reverse). See Fig.1.

A diagram of the gear system of the 722.9 gearbox

Part no. 11 21

31 32 Y3/8y1

(valvebody) and several control valves (solenoid valves). The hydraulic block acts as a labyrinth, allowing the fluid pressure to flow directly to the components to be controlled. The control valves control these fluid flows. Normal open solenoids and normally closed solenoids are used to maintain limited functionality in the event of a malfunction. Compare the table below with the annotations on Fig.2.

Y3/8y2 Y3/8y3 Y3/8y4 Y3/8y5 Y3/8y6 Y3/8y7 Y3/8y8

Function Connector Hydraulic block/valve body, consisting of two parts and a partition panel Oil level float 1 Oil level float 2 Control valve for general operating pressure Clutch control valve K1 Clutch control valve K2 Clutch control valve K3 Brake control valve B1 Brake control valve B2 Brake control valve B3 Lock-up clutch control valve

It’s up to the TCU to decide when and how to act. It relies on several inputs like gear selector position and current speeds. The 7GTronic TCU depends on three speed sensors: input shaft speed, central speed and output shaft speed. Compare the below table with the annotations on Fig.3.

In order to save weight, MercedesBenz has made the gearbox body out of magnesium. They were the first manufacturer ever to do this.

How the mechatronic works Of course the gearbox won’t change gears by itself so it needs some kind of mechatronic device. The mechatronic of the 722.9 gearbox consists of a TCU, a hydraulic block

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TECH TIPS

Sensor Y3/8n1 Y3/8n2 Y3/8n3 Y3/8n4 Y3/8s1

Function Input shaft speed sensor Central speed sensor Output shaft speed sensor Control module Position sensor switching position

Known complaints and fault codes There’s a lot of knowledge at ACtronics about complaints and fault codes regarding the 7G-Tronic TCU. Long story short: most of the time it’s the speed sensors that will cause a lot of problems. Fortunately, there’s a perfect remanufacturing solution for these kinds of problems. Speed sensor-related fault codes: P0717, P0718, P0720, P0721, P0722, P0723, P2200, P2201, P2204, P2205, P2206, P2207, P2550, P2767, P2768.

Check the sensor function yourself If the car from which the TCU comes is still available, the sensors of a removed TCU are relatively easy to check yourself. The only condition: a diagnostic tool is needed to make live data visible. Proceed as follows: �� Connect the connector from the car to the

separate TCU �� Turn on the ignition (power supply) �� Find the required live data in the reader �� Use a (magnetic) screwdriver to move

along the sensors several times The frequency at which the screwdriver passes the sensors now becomes visible as the speed. Note: With sensor Y3/8s1, it is sufficient to hold the magnetic screwdriver in a certain position near the sensor. The sensor has four “fields”. Each field displays its own shift position (“P”, “R”, “N” or “D”). Speed sensors Y3/8N1 and Y3/8N2 respond to a magnet. Speed sensor Y3/8N3 reacts to metal.

24 MARCH 2022 PMM

Instant replacement not possible A 7G-Tronic TCU from a donor car unfortunately cannot just be placed in another car. The device will have to be ‘virginised’ first (i.e. removed of all coding, just like a new, unused part). You need to then carry out “Commissioning after repair N15/3” with a diagnostic tool. Part of this “Commissioning after repair N15/3” is the SCN coding. This coding can be obtained by reading out the original TCU. If this is not possible, it can be requested via the Mercedes-Benz online platform. The SCN coding for the car is only issued once Mercedes-Benz has approved the conditions. Virginising is something that ACtronics can also do. That is why we also have the possibility to offer a replacement part, if necessary. “Commissioning after repair N15/3” still needs to be carried out, but the TCU is usable in any case.

“There’s a lot of knowledge at ACtronics about complaints and fault codes regarding the 7G-Tronic TCU.” of (iron) swarf. If this is indeed the case, then it can be assumed that the lock-up clutch has extensive damage. It is advisable to replace the entire gearbox including the torque converter, because the iron swarf has now spread throughout the entire transmission. All modern electronics and mechatronics have their share of problems. However, the 722.9 gearbox really is a clever piece of engineering. It’s fairly reliable, performs smoothly and is packed with some great technology. But in case something (electronic) goes wrong, just call ACtronics. We’ll know what to do.

Non TCU-related complaints Unfortunately there are also complaints that can’t be solved that easy. For example, the lock-up clutch is known for slipping. This occurs because of extreme wear. Check whether the magnets in the sump pan are full

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAJ012

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TECH TIPS

COMMON FAULTS Coolant related problems Gates advises technicians on some common issues related to the cooling system in vehicles.

lthough not a supplier of coolant, it’s clear that the performance of the cooling system components that Gates does supply can be compromised if the coolant in the system is in a poor condition. Consequently, investigations into the premature failure of components such as water pumps, thermostats and hose assemblies will always look for any evidence of:

Crystallised substances on the pump indicate an incorrect coolant mix

■ Incorrect selection of coolant type ■ Contamination of the coolant ■ Incorrect mix of coolants

In such cases, it’s clear that the straightforward replacement of components such as water pumps, hoses and thermostats will not solve the problem. It’s likely there will be further comebacks that mean significant inconvenience for garage customers, additional rectification costs to the garage, as well as time lost through unnecessary warranty claims at distributor level.

For these reasons and to reduce the number of common installation errors, Gates wants mechanics to be more aware of the problems that coolant can cause when it is in a poor condition. More importantly, it’s essential that mechanics appreciate how these problems can be avoided. Gates PowerGrip Kit

Role of coolant Heat generated by internal combustion engines is controlled by a heat transfer process involving coolant that is driven by the water pump(s) around the engine. In modern ICE engines, there are often up to three water pumps (one mechanical, two electrical) that control the delivery of coolant to separate circuits. Modern cooling systems can be split into individual cooling circuits, meaning there can be two or three of them within a cooling system.

Composition of coolant In general, the coolant comprises of: ■ 50 per cent water, which facilitates an

efficient transfer of heat ■ 45 per cent base fluid, which has

lubricating properties and when mixed with water increases the operating temperature range of the coolant from between -37°Cto +129°C ■ 5 per cent additives, also known as an inhibitor package, which controls the pH balance (8.5 – 10.5) and protects internal components from corrosion, cavitation and the build-up of scale

26 MARCH 2022 PMM

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CASE STUDY Product: Vehicle: Engine: Year:

Switchable water pump VW Golf Diesel 1.6 2014

Five coolant corrosion problems The water pump on the left is the switchable version. Note the electrical cable and the square-shaped solenoid connector or cylinder head cooling valve (N489) on the right hand side. This controls movement of the shroud, or steel band. At start-up, when the engine is cold, the shroud, is driven over the impeller. This prevents initial coolant circulation. It’s essential that the shroud is able to return on the axis of the impeller once the engine reaches optimum temperature. Note the crystalised substances seen below the shroud in the picture. This has been caused by an incorrect coolant mix. Different chemicals have reacted to produce a coagulated gel-like substance (it has turned solid after later exposure to the air). In this case, the gel caused the shroud to stick and this caused the water pump to fail prematurely. Gates supplies two types of PowerGrip Belt Kit Plus Water Pump for applications like these. The KP15678XS-1 features the OE spec switchable water pump, while KP15678XS has the non-switchable water pump.

■ Different manufacturing properties, such

as inorganic additive technology, organic additive technology and hybrid organic additive technology mean that some coolants are incompatible with others The coolant manufacturers will determine the precise nature of the base fluid. This often involves a choice between the use of ethylene glycol or propylene glycol. The inhibitor pack may contain phosphates, silicates, nitrites or borates, for example, depending on the additive technology required as well as the specific vehicle application. Dye is used as part of the inhibitor pack to add colour in order to distinguish the coolant from water. Note: Coolant colour does not dictate which coolant technology is being used in a vehicle cooling system.

Five facts about coolant �� It’s a myth that the colour of the coolant

��

determines its use in particular types of engines Significant levels of old coolant are often retained by the cooling system after draining and compromise the quality of new coolant Never mix coolants with different additive and inhibitor packages. This may accelerate corrosion, or reduce the protection that the coolant provides to a range of components A 50/50 pre-mixed coolant provides the safest level of protection inside the engine A refractometer (Gates Part No. 91001) checks ethylene glycol/propylene concentrations, but not those in the additive/inhibitor package

�� Reduced heat transfer values through

build-ups of scale �� Blocked hoses �� Damaged water pumps and thermostats �� Oxidation in aluminium radiator and

heater cores �� Galvanic or electrolytic corrosion (attacks

engine blocks/water pumps, thermostats, radiators/heater cores)

Five preventative maintenance tips �� Discoloured bleed marks around water

pump weep holes indicate impending failure �� Before replacing the water pump, use an

appropriate tool to flush the system free of contaminants, rather than a hose pipe �� At installation, prime the mechanical seal of the water pump with coolant �� Never ‘dry run’ a water pump prior to installation �� Modern cooling systems may require a specific bleeding tool and/or diagnostic equipment A Gates technical webinar on 25th March will look at Coolant Hoses. It will put a focus on modular cooling hoses, highlight typical failures and provide diagnostic tips for professional installers. To book a spot on the WWW.RDR.LINK /AAJ013 webinar WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAJ014

PMM MARCH 2022 27

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WHAT DOES ‘AGM’ ACTUALLY STAND FOR? As start-stop vehicles become the norm, a vastly increasing ‘AGM’ battery market is developing, but what does this really mean for workshops? With the UK vehicle parc reaching 53 per cent of vehicles having a start-stop system by 2023, the requirement for Absorbent Glass Mat (AGM) batteries is growing at a fast rate. Whereas the AGM solution was previously for high end, premium models, it is now becoming commonplace on even entry level cars. It’s essential then, that workshop staff are prepared, ensuring they have the right tools, diagnostic equipment for re-programming a replacement and a tester that accurately tests AGM batteries. Plus, the knowledge to identify when an AGM is required, as fitting a traditional flooded battery to a vehicle with start-stop can be disastrous. The AGM is specially designed to cater for the increased number of stop and then start again cycles plus the additional computer modules and electrical consumers on board vehicles of today.

DID YOU KNOW?

Taller grids, allows for 20 per cent increased lead amount

70 per cent of European car manufacturers fit VARTA as Original Equipment to their vehicles with AGM VARTA’s PowerFrame grid. Patented design for optimum current flow and full frame for long life

Thicker, more robust case and lid

Positive plate with absorbent fleece separator. Detail of AGM fleece texture With an AGM, the acid is bound in the absorbent fleece separator, rather than a free floating liquid. It is sealed airtight meaning no water-loss occurs and no electrolyte stratification takes place. The increased plate size also contributes to the power output. VARTA always recommends replacing batteries with like-for-like technology, which is essential with an AGM; if an AGM is removed from the vehicle, install with a replacement AGM.

THE VARTA PARTNER PORTAL: Not sure which battery technology to choose? Not sure where the battery is and how to replace it? Head to the VARTA Partner Portal, where you can find the expert advice throughout the whole replacement journey.

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BUSINESS

& TRAINING

Delphi Technologies Academy training courses now earn industryrecognised credits.

Where CREDIT’S due…

elphi Technologies is giving garages and technicians the opportunity to gain a host of new skills and up-to-theminute knowledge after enhancing its elearning platform with new modules and the ability to earn credits towards an industryleading accreditation. Every course available on Delphi Technologies’ training platform – whether taken digitally online or practically at one of the company’s training facilities – now earns credits towards the Institute of the Motor Industry’s Continuing Professional Development programme. CPD is a mandatory requirement for members on the IMI Professional Register, making it an ideal way to ensure technicians’ skills are maintained with the latest techniques and competencies, while delivering confidence to consumers that they are receiving the best possible service.

Typically, membership requires accruing 30 credits over a three-year period – equivalent to attending circa four days of training per year – to maintain registered professional status, with a dedicated MyCPD online portal available to access 24/7 to track progress and log CPD credits once they’ve been awarded. Delphi Technologies’ unique approach to combining both practical and digital learning means that students attending a hybrid course will earn CPD credits for both the online pre-learning stage as well as the practical face-to-face course.

Tracking your progress Attendees can keep track of their credits through the academy’s website, along with instructions on how to upload them to the IMI MyCPD portal. In addition, the firm’s elearning platform has been updated with three new modules, each focusing on vehicle electrics and diagnostic procedures.

The new courses cover how to test for a bad earth, how to test for a short circuit, and how to test for parasitic drain, encompassing three invaluable and frequently needed skills for any vehicle technician. Phil Mitchell, Technical Services Manager, said: “We’re always working hard to expand our range of training courses, and to ensure the latest skills and knowledge required by the industry can be passed on to delegates in the clearest and most easily understood way.” “By allocating IMI CPD credits to our courses, we can now deliver not just a skills boost to our delegates, but also independent recognition of their knowledge by an established industry body.” WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAJ016

PMM MARCH 2022 29

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BUSINESS

& TRAINING

SPARKING an interest Autotech Training’s EV offering has been put to good use recently by Elite Garages.

leading independent garage network has spoken about the huge uplift in customer demand for EV repairs and modifications since last spring. Elite Garages, an independent tyre, MOT, car service and forecourt operator, with 14 sites across the south of England, sent a minimum of two technicians from each site, to complete their IMI Level 3 Electric/Hybrid vehicle training with Autotech Training to meet the growth in demand. “Over the last seven months, we have seen a significant uplift in calls from customers for electric vehicle repairs and general advice,” comments Josh Whittemore, Training and Development Co-ordinator for Elite Garages. “We selected the number of vehicle technicians from each site to receive the EV training, based on the density of EV sales within their local area. For instance, due to a high number of Tesla sales within Bournemouth, four vehicle technicians from that site were trained.”

Increase in demand The increase in enquiries reported by Elite Garages is unsurprising. By the end of 2021, it's projected that one in 10 new cars in the UK will be electric, with numbers surpassing all EV registrations between 2010 and 2019 combined. As the UK continues on its course to the 2030 ICE vehicle ban, this growth is expected to accelerate, changing the face of service and repair work for garages. While many EVs will still be within the warranty period, independent garages are seeing increasing numbers of calls from customers for general modifications, repairs and, due to a lack of EV knowledge on the part of the customer, advice: “Ownership of an electric vehicle is new to many customers, so they are naturally contacting their local garage for support, and it is vital that we have the knowledge to support them,” Josh comments. As Elite Garages testifies, turning this business away is simply no longer an option.

30 MARCH 2022 PMM

“Ownership of an electric vehicle is new to many, so they are contacting their local garage for support.” “We need to be prepared. Not only to be able to create a new revenue stream and meet customer demand, but to safeguard our employees and equip them with the relevant skills to work safely on these high voltage vehicles,” comments Josh. A division of automotive employment and training solutions provider Autotech Group, Autotech Training, offers Level 2-4 IMI electric/hybrid vehicle courses either from its EV training suite within its Milton Keynes headquarters, or on the premises of any garage or organisation. Mandla Ndhlovu, Training Delivery Director for Autotech Training arranged for the two day, IMI Level 3 courses to be carried out within Elite Garage’s headquarters in Partridge Green. A highly experienced trainer delivered the EV courses across several dates in November to the vehicle technicians. An electric vehicle was also brought along by the trainer for hands on learning. Josh, who attended an IMI Level 2

electric/hybrid vehicle course at Autotech Training’s headquarters himself earlier this year, commented: “I was very impressed with the delivery of the course, and the high quality training facility within Milton Keynes. Mandla is extremely knowledgeable, we are already looking at booking the IMI Level 4 electric/hybrid vehicle course in the New Year and, when we open two new garages in the Spring, we will immediately send vehicle technicians from these sites to Autotech Training for their Level 3 EV qualification too.” Every one of Elite Garage’s sites now has the relevant skills to carry out EV work, and the company is in the process of installing the correct EV infrastructure and equipment within each garage to ensure they have the provisions to carry out work safely. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAJ017

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ADVERTORIAL

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BUSINESS

& TRAINING

Creating a

HEALTHY BUSINESS Certas Energy Lubricants has launched a Vehicle Health Check in partnership with JPS resources. We look at what is included in this tool and how it can help independent workshops compete against the main dealers.

ould Vehicle Health Checks be the solution to scaling up your workshop? Certas Energy certainly thinks so. What is sure, is that they provide an invaluable tool against customer comebacks. What’s more, they present the customer with a main dealer experience, but with all the benefits of your workshop experience and none of the exorbitant main dealer costs. VHCs detailing every item that’s been checked on the customer’s vehicle instantly creates trust and shows professionalism. Let’s take what you’re already doing in the workshop and systemise it. It’s the same principle as global chains use to get a burger to you. We break down the vehicle health check into a simple step-by-step process that clearly shows your competence and attention to detail to every customer. The customer experience benefits because they can see any urgent work required on their vehicle and what they need to budget for in the future. It’s reassuring for customers to know that all the items have passed a visual check. Openly stating what doesn’t need attention means they trust you when you say the brakes need doing today. Immediately, your customer feels at ease with your expert opinion. It takes away any feelings a customer might have that they are being taken advantage of and shows a competent

32 MARCH 2022 PMM

and thorough system for vehicle inspection. Following a check of the vehicle, entering the findings, and recording a quick video, the system automatically generates a report to the customer, branded and customised for your workshop. That report includes the video breakdown of work that needs attention and self-authorisation so you can get the additional work booked in while the car is still on the ramp. Customers love the convenience of not having to come back to the workshop later. They see transparent costing right off the bat and this alone saves time and creates efficiency in the workshop.

“Building a business is more than just being a brilliant technician.” What’s unique to this VHC are the battlehardened automotive consultants that come with it. Having a new bit of kit is useless unless you use it to drive customer experience and profit. Each workshop has their dedicated business development manager who meets with them monthly online, providing insights into how the business is running and where it can be improved. They started their careers on the workshop floor, so they really do understand the nuts and bolts of service and repair.

Five star service No-one rants and raves about OK service. The only time people take to social media is when things go exceptionally well or exceptionally badly. OK is not enough to build a reputation, repeat customers and drive profits. A VHC is one part of moving from “OK” to 5-star reviews and local recommendations and referrals. We want customers to talk about you behind your back! Building a business is more than just being a brilliant technician. That’s why you’ll also have access to marketing and business support based on the VHC offer. First, all the literature to promote VHCs in your workshop is provided. Customers get a brochure about what VHC is and what to expect so nothing appears out of the blue. You’ll get ready to use marketing and promotional materials for putting vehicles on the ramp in the first place. Detailed how-to guides and ask-the-expert live sessions that help you build local marketing campaigns guaranteed to put you ahead of the game in your location. Don’t let the dealerships rule the way. Compete on a level playing field – there’s a reason OEMs mandate the use of a VHC! WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAJ020

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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: 10 four-letter words, 6 fiveletter words, 1 six-letter word and 1 nine-letter word. Good Luck!

X A

L A

What type of car is Eleanor in the movie ‘Gone in Sixty Seconds’?

What type of pastry are profiteroles made from?

If someone has ‘Arachibutyrophobia’ what are they scared of?

The cocktail ‘Bloody Mary’ is named after which monarch?

England won the 2003 Rugby World Cup thanks to a drop goal from which player?

What was the name of the cloned sheep created in 1996?

Who was the first American president to live in the White House?

What was the original colour for all Ferrari models?

In a bingo game, which number is represented by the phrase ‘two little ducks’?

10.

Which singer’s real name is Stefani Joanne Angelina Germanotta?

HOW DID YOU SCORE? TO FIND OUT THE ANSWERS GO TO

WWW.RDR.LINK/ AAJ021

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SPECIAL REPORT

Q&A Gold standard The PMM team made its way to the midlands earlier this year to catch up with Pete Bamford, Retail Director at Mr Tyre, the celebrated chain of workshops celebrating its 50th anniversary.

old may be the metal required to adequately celebrate a 50year milestone, but it is by no means mere longevity which entitles Mr Tyre to the first place award. Indeed, the long history behind the chain of workshops may be the least impressive thing about it – instead, its ethos of professionalism and training is what makes it a shining example to follow in the aftermarket. The company has been a widelyrecognised name across Central England for the past five decades, serving thousands of motorists from its 36 regional branches. Mr Tyre started life in modest premises in Sutton Coldfield as a tyre fitting centre. However, as the company’s retail director, Pete Bamford explains, it was in 1979 that things really began to take off. “The original owner retired and sold the business to one of his technicians, Will Williams. Will is still the owner today and it was his drive and ambition that grew the company to what it is now. It’s a common route in the aftermarket,

34 MARCH 2022 PMM

to buy the business from the retiring owner and carry it on in the same direction. Will had a desire to grow the business, however, and soon enough he’d opened a second branch, and then a third.” Not that it was a case of a big bang growth, however. As the company has always been careful not to grow to fast or to outpace itself: “We have never stretched ourselves when it’s come to adding new sites,” argues Pete. “We add them when there’s a need,

based on good locations. Today we’re at 36 and we will continue to expand carefully.” Along with the expansion in premises, there has also been an expansion in services offered, so that now the company can meet the full range of needs presented by a vehicle, including diagnostics, full servicing and MOT assessments. In fact, when we visited the Northampton branch, some of the team were out doing training for servicing Hybrid vehicles. “All of our branches will soon be expected to work on EVs,” Pete explains. “We try to keep all our staff up-do-date with training and to keep on top of the latest developments within the industry. Training has always been a big part of the company.”

Creating happy customers The customer is at the heart of any business and that is especially true in the independent aftermarket. There is a lot of competition and car owners generally have very little knowledge on which to base their decision of who to

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patronise. As such, maintaining good customerbusiness relations is of the utmost importance. Clearly, Mr Tyre is doing a good job. The company has built a loyal customer base across the region and its emphasis has always been on delivering superb customer service. This is reflected by their Trustpilot review average, which currently stands at 4.9/5 stars from over 13,000 reviews. Such is their reputability that they now rank as the #1 MOT test centre on Trustpilot. Pete said: “Our Senior Management Team has collectively over 140 years’ experience in the tyre and automotive industry. I am particularly proud of our teams in the branches who work day in, day out, to provide great service to our customers. “Everyone who works for the management team has worked their up from the bottom of the industry, which I believe is crucial to our success. Many, in fact, have risen through the ranks of Mr Tyre itself. It’s important that we understand the industry we are working in

“We try to keep all our staff up-do-date with training and to keep on top of the latest developments within the industry. Training has always been a big part of the company.” Pete Bamford, Mr Tyre

and the people we are working with. That’s the other important factor for success – you need to be a people person who can keep staff and customers happy. Pete continues: “Each of us responds to both customer queries and issues. All businesses make mistakes, but the important thing is to put your hands up when you do make a mistake and do all you can to rectify it. Don’t hide away from feedback – actively solicit it. Apart from anything else, good

feedback makes you feel very proud of your team and the great work they’ve done.” Although ostensibly a chat about the past, we kept coming back around to the future. It’s something Pete and the team at Mr Tyre are evidently excited about: “We are planning to hire 15 new apprentices this year, sourced from local colleges. It’s important to provide opportunities to the young and we rely on new talent, of course. When you recruit, you need to choose the right people. We’re not looking for experts, but for a good attitude and a desire to work hard and learn. A lot of kids don’t realise how much potential there is for growth in the aftermarket. Training new recruits is something we strongly believe in – not punishing mistakes. You can’t shame technicians into being good, you can only train them into being good.” WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAJ022

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SPECIAL REPORT

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

ehicle manufacturers now have the ability to change their 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 these changes. To be clear, aftermarket tools will always have their place. I use them every day, but they will never have the ability to carry out software updates and they will never have anywhere near the depth of an OEM tool. As you and I, the independent workshops already know, the depth of coverage has dropped dramatically off these tools over the last few years. What about pass-thru? I hear you say. I have been personally involved with PT since 2006. It was a great hope for the aftermarket but it has been a big let-down influenced by the vehicle manufacturers’ security policies. Pass-thru does not give the full diagnostics access and the speed of programming of an original OEM tool. As you are generally paying by the hour it will cost you more than an OEM tool in the long run.

Remote diagnostic tools give only limited programming functionality. The hourly cost is high as you are not actually doing the job yourself, so not a good return on investment. Plus, if the OEMs have their way, remote diagnostics supplier using OEM tools will be shut down for security violation reasons. They say they can’t keep track of who is using the tool on whose vehicles, this would be a real problem if you solely rely on these remote tools. OEM tools present the best option but need regular updating and have ongoing usage costs associated with them, they do give the best option for accurate information and guided diagnostics. There are processes to follow to register with OEMs and you may have to adjust your business plan slightly to get in line with the OEMs’ policies. To help explain my own diagnostics business philosophy, I want you to ask yourself the question: Do you think a local main dealer technician naturally knows more than you? I doubt it very much. We all know the saying, ‘a bad workman blames his tools’.

This does not apply in the world of modern diagnostics. Due to the vast complexity of vehicles, it levels the playing field – you are only as good as the tools, information, and training available. Here is how you can turn these complexities into opportunities and a successful business. Because of block exemption rules, you, the independent workshop, have the right to have access to all that OEM information, diagnostic data, diagnostic tools and training that has cost the OEMs millions to develop. This all has a cost, but not as much as you would think: typically €11 per hour – most OEMs offer pay-per-document or by the hour. In other words, you have the right to compete directly with your local main dealer, so why not embrace the challenge?

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SPECIAL REPORT

Next, I ask you to really think about the future of your business: where do you want to be? What vehicle do you want to be fixing in five years’ time? Research and explore what path gives you the best possible return on investment. Finally, start to plan training, tooling and vehicle coverage for at least the next 5-10 years. I hope you find my guidance useful, these tips have been developed after dealing with 100s of workshops big and small over the last 25 years. Here is a summary of my tips to help you on your way.

�� Don’t bury your head in the sand. Hybrid/EV, advanced driver systems and advanced digital diagnostics are all already here and in the independent aftermarket workshops.

�� Charge for everything. As soon as the diagnostic tool is plugged in, start the clock.

�� Use an aftermarket tool as a fast, not best, solution. Read the initial fault codes, see if it is an easy fix but don’t rely 100 per cent on the results.

�� Use a real live OEM level technical data system to see if there are any technical service bulletins available or known verified fixes, as a lot of problems are well known by OEMs. An increasing number of faults can be fixed by a software update, this can stop you chasing a known fault for days.

�� Don’t Google faults – it is the worst thing you can do. Inevitably you will end up getting tied up in knots with opinions, not verified solutions. It’s the modern version of being told down the pub by your mate.

“What vehicle do you want to be fixing in five years’ time?” �� Look at what cars you repaired the most during the last few years, think about specialisation or cutting down to five or six key brands to focus your attention on.

��

Look at OEM tools: they are accurate and get around all security issues and software updating issues, they are not expensive or expensive to run and you should pass on the cost to the customer. You will still be cheaper than the local main dealer and you get to keep your customers.

Subscribe to a live vehicle technical support service, this is essential as a second set of eyes on a job and is far cheaper than employing your own group of master techs. You will learn and earn money while someone else is looking at the problem.

Get as much training as possible, whether it’s online or live, invest the time and money. It will profit you in both time and money in the long and short term.

38 MARCH 2022 PMM

쐅 If you have not done any training for a while, don’t be tempted jump in too deep, too quickly. Look at doing the basics again such as “sensors and actuators”, things move on very fast, we all need to get refreshed.

쐈 Invest in a decent IT infrastructure such as LAN sockets in the workshop and decent high speed over 50Mbps broadband. Everything in the future is going cloud-based and updates and diagnostics will eventually be carried out over wifi.

쐉 Start to invest now. Little and often is best, build up your knowledge bases and training alongside your tools – you don’t want to start the process in five years’ time and be forced to invest a small fortune just to stay in business.

�� WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAJ023

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COMPETITION

MEASURE FOR MEASURE This month, brake specialist Brembo is giving away a Maintenance Metrology Kit to 10 lucky readers.

WIN!

rake replacements are a major source of income for garages. This means that a significant emphasis is placed on ensuring that the task is completed as quickly and efficiently as possible, as well as eliminating the possibility of dreaded comebacks, which eat into a business’ profits. Many vehicles that are brought into garages for seemingly simple brake replacements, have undetected issues present. These, left unresolved, can lead to multiple comebacks without the issue ever being properly corrected. By using the proper tools to measure that brake components are in tolerance, this will prevent unwanted returns, while also presenting an opportunity to sell a necessary repair or replacement component.

Measuring run-out Using a DTI gauge is the accurate means to provide a run-out reading once the new brake disc has been fitted to the hub. To ensure an accurate reading, secure the disc to the hub with screws, and wheel studs and hub nuts for spaces if necessary. The maximum amount of lateral run-out will vary from one model to another and if this is unavailable, 0.07mm is the recommended guideline. If the run-out measurement exceeds this, it is recommended to remove the brake disc, ensure that the mating surface of the hub and the brake disc is completely free of contaminants (such as corrosion or debris) and then take the measurement again. Should the measurement still exceed the recommended tolerance, the hub needs to be measured for lateral run-out. The recommended guideline for the hub is 0.04mm. If the measurements taken exceed the guidelines, this will cause the brake disc to be mounted with excessive lateral run-out, leading to uneven material transfer and the formation of dark “hot spots” on the brake disc, which will eventually result in excessive Disc Thickness Variation after around 2,0003,000 driven miles.

40 MARCH 2022 PMM

Excessive DTV is a common undetected issue, which is a cause of frustration for many garages. During a visual check of the brakes, brake discs can appear to still have the required thickness. Excessive DTV, however, is minute and cannot be detected by the human eye. The garage might only replace the brake pads and miss the necessary brake disc replacement, only for the vehicle to be returned with judder symptoms, resulting in a loss of labour time. To detect excessive DTV, measurements should be taken at a minimum of eight points around the circumference of the brake disc, with a micrometre. If the variance is greater than 0.015mm, it is necessary to install new brake discs and pads. The Maintenance Metrology Kit from Brembo has the necessary instruments to provide accurate measurements for efficient braking and can detect underlying issues for a necessary repair or replacement. As vehicle technology develops and tolerances are decreased, the equipment in this simple kit is an essential part of brake replacement.

How do you enter? To be in with a chance of winning one of 10 Maintenance Metrology Kits from Brembo, all you have to do is

WWW.RDR.LINK /AAJ024

and answer the following question: What does DTV stand for? A) Down Tread Viscosity B) Disc Thickness Variation B) Disc Tread Viscosity Deadline for entries is 10/04/2022

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAJ025

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GIVEAWAYS

The best things in life are free... Check out the fantastic freebies on offer this month. Also, find many more on our website! To enter the prize draw, go to

WWW.RDR.LINK/AAJ026

3 BOXES OF LIQUI MOLY E10 ADDITIVE Each box contains six cans in total. E10 petrol is intended to make the fuel more environment-friendly, but it also has a number of special features. “Since the fuel differs from ethanol-free petrol in some respects, we have developed our E10 additive especially for this purpose,” explains David Kaiser, Head of Research & Development. The designation E10 means the petrol contains up to 10 per cent bioethanol. Ethanol has a calorific value that is almost one third lower than petrol. The more ethanol in the fuel, the lower its energy content. Also, ethanol is hygroscopic, so it attracts water, which can cause corrosion. The E10 additive prevents this from happening.

3 RING RIL3900HP MAGFLEX PIVOTS The MAGflex Pivot combines a slim design for ease of use, with multi axis rotation and tilt, enabling light to be directed exactly where it is required. Designed especially for the workshop, the pocket-sized, lightweight lamp can be used on the go, and at just 6mm deep, it will allow users to squeeze into the tightest of gaps with its concentrated beam, which emits up to 400 lumens. Rechargeable and cordless, with a Li-ion battery for consistent light output, the compact lamp has a three hour maximum power operating time, so technicians no longer have to worry about being left in the dark.

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MOT

Time to ditch the ‘PAPER’ in paperwork Avia Autos’ Hayley Pells is conquering the paperwork mountain that accompanies the MOT period with the help of digital solutions.

educing the amount of physical paperwork that any organisation generates has been a goal for many, but it isn’t as new an idea as you might think. Micronet, an automated office equipment company, has been credited with coining the phrase in 1978. 44 years later and many small businesses seem to have more paper than less. MOT paperwork has increasingly become digitalised, moving the manuals and guides online as live documents are a much faster and accurate method to update testers, with very few lamenting the lost opportunity to update the teeny tiny ring binders with fiddly scraps of paper. Test certificates too are going digital and the MOT Test History (MOTH) service

( WWW.RDR.LINK /AAJ027) is becoming increasingly popular. This allows motorists to check the history of any vehicle and can print their own certificate, but will require the 11-digit V5C (log book) reference number. The digital method ran in tandem with the obligation to produce a paper copy for many years, the pandemic providing the opportunity to reduce paper copies further with temporary measures. The requirement to issue a paper VT20 (pass certificate) has now been optional since Special Notice 04:21. There is no prohibition in printing pass certificates if the Vehicle Testing Station wishes to do so, but there is only a requirement now if a customer makes a specific request to have one.

VT30s (fail certificates) must be printed and issued to the vehicle presenter, and it is important to note that this includes those generated under the Pass under Rectification Scheme (PRS).

Those using digital solutions for garage management systems and/or customer invoicing can choose to attach PDF documents to evidence the completion of work. At Avia, the inclusion of digital certificates has been very popular, accelerating the process of authorising further work. The invoice, service documentation, the MOT certificate, and any estimates for recommended work are emailed to the client, who generally returns by email their further instructions. This more transparent method has increased work, feedback from our motorists has been that they do not feel pressured into an “on the spot” decision and can take the opportunity to check the detail of the estimate. This extra time is appreciated at our end too as instead of a call back, which can be tricky for a small business like ours that does not have front of house staff. An email system has proved to be less disruptive and provided a comforting trail of evidenced authorisation. Popular social media pages populated by MOT testers and trainers have questioned the status of advisory notices or minors, and to whether a paper copy is required in these circumstances. Referring to the guidance as

PMM MARCH 2022 43

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MOT

“At Avia, the inclusion of digital certificates has been very popular, accelerating the process of authorising further work.” these are printed on a VT20, with no separate document required for advisory or minor notices, then no printout is required unless specifically requested. However, there is nothing to prevent the issuing VTS from providing a paper copy if they feel more comfortable doing so. If you plan to reduce the amount of paperwork you produce, more work might be required before instigating the change. Here are some handy steps for those making the change.

�� Create a plan. Are you going to issue a digital certificate, signpost to the MOTH, or both?

�� Discuss the plan with your team and ask for feedback. Check at this point if you need to revisit step one.

�� Communicate to your vehicle presenters. Posters in the waiting room, social media posts, website posts, email newsletters – combination of all regular communication methods can proactively inform of change and provide a marketing opportunity for greener business practices. Or you can communicate on each presentation.

�� Reference the government resource and reassure paper copies are available if desired. Although the VTS is not to use the MOT as a strategy to develop further business, digital communication can increase uptake of advisory and minor notices on the MOT certificate. As minor faults should be rectified as soon as possible, this is of benefit to road safety. Things to include in your digital communication: ■ Invoice of completed requested work ■ Service/repair documentation ■ MOT certificates, retest procedure for cars

44 MARCH 2022 PMM

■ ■

■

■ ■

removed from the VTS for repair (if appropriate) Photographs of defects found Estimate for further work (include any information about deposits for nonreturnable items if applicable) Timescale for completion, using a timeframe such as “two working days from authorisation”, or “by 17:30 if we can receive authorisation by 13:00” can help meet expectation Alternative booking date Terms & conditions

If you are a Limited company and/or VAT registered, don’t forget the appropriate details. Lots of people forget to include a registered address in digital communications and this can easily be included in an email signature.

Don’t forget, even if all processes are digital, and the presenter is happy with a digital VT30 to authorise repairs, you must still issue a paper VT30 to remain compliant.

FAQs Do emissions certificates need to be paper based? Emissions certificates need to be “readily retrievable”; they can be digital or paper. See section H5 of the MOT Testing Guide Do I still have to have the “diesel testing shouldn’t leave you fuming” poster? Customer information and leaflets are available in electronic formats, there is no requirement for the VTS to distribute them. See section H3. Do I still need to display any posters? Yes, as per the guide, the MOT noticeboard must be displayed where they can be easily read by anyone submitting vehicles for test. The temporary cessation of this requirement during the pandemic was retracted in Special Notice 04.21.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAJ028

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MOT

PMM ’s Kieran Nee puts the questions to MOT Juice’s Managing Director Barry Babister about the importance of compliance within MOT testing and the need for quality control.

Q&A Interview with MOT Juice’s Barry Babister You have mentioned in a previous article in PMM that many VTS owners had complained about a lack of contact with the DVSA. Is this still the case? Let's imagine you have 350 police officers and 85,000 ‘potential offenders’ spread across 25,000 locations. The question is, how could you even begin to police that large a group? Well, there is no need to anymore. Data can do most of the work for you. If every single MOT Tester had to submit data about what they are doing, their results and the time taken to reach those results then you could and probably would use data to identify offenders.

46 MARCH 2022 PMM

If you could use the data to spot bad behaviour then you could direct your ‘police force’, i.e. the VEs, straight at the worst offenders. In fact, if you changed the regulations via a new sanctions-based system, you could appoint your ‘policemen’ to be judge, jury and executioner. Welcome to modern DVSA intelligence. The DVSA is not trying to trick us. They are acting sensibly and using data analysis to identify the bad eggs in the MOT testing landscape. For my part, I am with them here. Let's get rid of the bad testers and bad test stations. Those that are left standing can play by the rules and, I hope, charge accordingly for our diligence.

How are VTSs being monitored? Let’s take a simple example: A rogue tester keeps failing exhausts for blowing, because these repairs make good profit. The DVSA can run an automated algorithm in the background that reviews every car that is the same as the makes and models that our rogue tester is failing. Based on national averages of same cars – same make, same model, same mileage – the DVSA knows what the average fail rate for exhaust blow is on every single car. They simply compare the trend to that of our rogue tester. Over time, they build a profile of bad behaviour. This is all the work of a computer, requiring little or no human effort.

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Before they turn up, they already know that the tester has just failed a car for blowing exhaust (they are parked down the road, watching the data entry in real time). In comes our VE and asks to have a look at the car just being logged off. After that, the tester has no job and no MOT testing for that site. This is not just bad testing, it is fraud and brings the entire MOT testing scheme into disrepute.

“The DVSA has to make sure there is sufficient capacity for everyone to get an MOT when they need one, but right now they could lose 20 per cent of the testing stations and still deliver.”

MOT bays could be culled without the DVSA risking delivery capabilities. The DVSA has to make sure there is sufficient capacity for everyone to get an MOT when they need one, but right now they could lose 20 per cent of the testing stations and still deliver.

What are some of the concerns you hear regularly from testing stations?

Are there any upcoming changes or developments MOT testers should be aware of?

As the MD at MOT Juice I would say buy our product and benefit from our knowledge and support, but if you don’t fancy that then read everything the DVSA releases until you fully understand it. Absorb the guidance which is ever evolving and then spend your time putting in systems and measure to record and prove your compliance.

The sense that I get is that patience is wearing thin at DVSA. The old approach of telling the VE whatever they want to hear just won’t cut it anymore as you can’t hide from the bare facts. If you think you are different, I can assure you that you are not. So be warned and get your house in order now. Here is my mantra, for what it’s worth: if you can’t prove that you are doing it right then you aren’t.

From talking to various people within DVSA, I can assure PMM readers that many more changes are coming. Is this a good thing? To be honest, I think probably yes. It will start to sort the wheat from the chaff and allow the well run, organised MOT bays to flourish and allow the DVSA to focus on removing the poor ones. A large percentage of the current authorised

What is the best way for a VTS to remain compliant with DVSA standards?

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAJ029

PMM MARCH 2022 47

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MOT

LIGHTS to rely on With lights a key area of the MOT, OSRAM is urging workshops to ensure they do the ‘bright’ thing for their customers.

he dark nights mean good quality lighting is a must and it’s important that every vehicle is fitted with working lights to maximise safety on the roads for both drivers and pedestrians. It’s important for mechanics, workshops and retailers to realise that if a bulb is not bright, then it’s not right. Checking all vehicle lighting application thoroughly is a fast and simple exercise and should be applied to every vehicle going through the workshop for servicing, especially as faulty bulbs are one of the most common reasons for MOT failure. With lighting technology constantly evolving, the options for technicians are endless. OSRAM is urging them to ‘check’, ‘change’ and ‘upgrade’, and to opt for highend innovations from established Original

Equipment brands and benefit from the quality of their products and support offered. As an OE lighting manufacturer, OSRAM is all about product quality, working alongside customers, listening to and building on feedback, as well as ensuring they can offer the appropriate level of support where necessary to garages and workshops.

Added convenience Having access to the correct bulb is essential. Workshops should be able to find the right bulb for well-known brands of cars, bikes and trucks using specialist tools such as OSRAM’s Bulb Replacement Guide. Simply enter the vehicle type or search via the order number or ECE Reference, before selecting the required light source and technology. The company’s UK and Irish customers can access the complete range from Ring Automotive’s warehouse, based in Leeds, ensuring quicker access to the best performing and selling OE quality bulbs.

“Counterfeit and spurious products negatively impact all businesses and motorists in the supply chain, as there is an evident safety risk, and they often have a very reduced lifespan and insufficient photometric values.” Trust and traceability The company’s Trust Programme now includes Halogen upgrade bulbs packed in their distinct duo box packaging. It provides a solution to fight against counterfeit products by merging a unique bulb ID with a unique packaging ID. The online tool is available to support customers so they can check and identify HID and Halogen originals from HID and Halogen counterfeits. Counterfeit and spurious products negatively impact all businesses and motorists in the supply chain, as there is an evident safety risk, and they often have a very reduced lifespan and insufficient photometric values. Severe damage can also be caused to the headlight, such as fogging, and the electronic components, such as the control units, airbags and communication systems. More details on the OSRAM Trust Programme can be found online. Simply WWW.RDR.LINK /AAJ030

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Upgrade from MOT failures OSRAM has recently launched the Night Breaker 200 halogen upgrade range to meet the need for the best and brightest bulbs on the market. This latest addition to its already impressive aftermarket lighting range delivers a high light output. They are up to three times brighter than standard bulbs and provide up to 20 per cent whiter light than required by law. The light beam extends up to 150 metres and the strong luminosity of the bulb provides improved, wider visibility of the road ahead. Night Breaker 200 provides motorists with a halogen upgrade bulb that is up to 200 per cent brighter, significantly improving road illumination and safety. As the brightest halogen retrofit bulb in the range, it expands the company's Night Breaker portfolio. The good news is that traditional lighting technologies, such as Halogen and HID, will be around for a considerable time to come

and that means the most up-to-date solutions, such as whiter or brighter light, can still be retrofitted to older cars. This means profit opportunities for garages and workshops to upsell to upgrade bulbs, and satisfied customers who will be able to see more and feel safer on the roads at night. When a headlight bulb fails on an MOT, offer your customers a choice and they

will more than likely want to upgrade. Don’t miss out on profit opportunities that bulbs bring. Check. Change. Upgrade!

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAJ031

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MOT

Bring testing

HOME Tecalemit’s Malc England asks whether it’s time you start MOT testing?

�� Have you thought about installing your own in-house MOT testing? Have you been outsourcing your customers’ vehicles for MOT testing with all of the associated expense and administration costs? Have you considered installing your own inhouse MOT testing capability, but are unsure where to start? Are you an established MOT testing station utilising a two person test capability and would like to update to a One Person Test Lane (OPTL)? If the answer is yes to any of the above, then the team at Tecalemit Garage Equipment can help with the entire process from start to finish, including all of the DVSA application processes, the civil works and the project management of the end to end process. We have a team of six specialists, located around the UK, specialising in working with vehicle workshops in order to help create an MOT Test station, or update an established test station to a One Person Test Lane (OPTL) or an Automated Test Lane (ATL) format.

Will it fit?

“Tecalemit’s MOT specialists have dealt with just about every challenge since they started working with the MOT test standards in the late 1960s.”

50 MARCH 2022 PMM

The first place to start is with the Class of vehicles you wish to test, followed by the critical question ‘will it fit’. With over 100 years of collective experience, the Tecalemit MOT specialists can help answer that question in a matter of minutes. Even when space is very limited, Tecalemit’s knowledge can quickly identify they type of bay configuration that can be deployed. See Fig.1. For example, a scissor lift can often be utilised in narrow width buildings because the

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lack of lift posts mean that the minimum equipment to wall pillar dimensions can be accommodated. The DVSA’s mandated specifications are very specific and precise and cross checking them against a variety of equipment sizes can be a daunting task. Tecalemit’s MOT specialists have dealt with just about every challenge since they started working with the MOT test standards in the late 1960s. Have you got enough headroom? Have you got enough door access width? Have you got sufficient room around the perimeter of the equipment? Is part of the MOT bay going to extend outside of the building?

What do I need Having determined that you want a Class IV & VII MOT bay incorporating Class I & II motorcycle, what do you need? Want and need can sometimes differ and the team at Tecalemit are adept at considering how best to achieve your goals. Overlaying Motorcycle Class I &II into a Class IV or VII bay has implications for both space and bay utilisation. Sometimes, physical space will determine the need for a separate class I & II bay in order to accommodate the brake test area within the regulations. Tecalemit can work with client wants and needs to engineer a practical and workable solution.

Gaining DVSA approval When the appropriate class and specification of equipment options have been correctly determined, the next step is to make a formal application to the DVSA. This applies to new MOT bays and conversion of current two person test bays into OPTL or ATL formats. You’ll need to complete a VT01, a phrase that often rolls off the tongue far easier than its completion. For Tecalemit’s MOT specialists, the required content is easy to navigate and they can help applicants identify and locate the appropriate supporting documentation. Have you got the appropriate lawful usage? Have you got evidence of exclusive use of your premises? Have you got a proposed layout drawing? The layout drawing is crucial to a successful application. Our specialists will produce this for you, using the latest CAD drawing capability. The layout drawing is

required to support the VT01 application and must show how the proposed layout meets the mandated DVSA standards. When space is at a premium, what happens if the dimensions are slightly compromised? This is known as a minor intrusion. With their experience of dealing with minor intrusions, Tecalemit’s expertise can provide a good understanding on what is, or isn’t considered to fit within the terms of a minor intrusion. This can save several weeks of time on the stage of achieving Agreement In Principle, or AIP as it is affectionately known.

Civil works Even if you have sufficient room to utilise a surface-mounted vehicle lift, you are still going to need a recess for the roller brake tester. If you are going to use a pit-based MOT bay or a recessed vehicle lift, you are going to undertake a big dig. Tecalemit MOT specialists work with building contractors to ensure that all of the standards required by the DVSA can be adhered to. The groundwork excavation is often followed with several tonnes of concrete being poured – measure twice, pour once. The time for getting the floor right is at the beginning, not at the end. Does the builder understand the DVSA level requirements of +/-6mm or +/-12mm and how to interpret and apply them?

Delivery and Installation An MOT bay with a vehicle lift, brake tester and all of the associated equipment is a sizeable delivery. To ensure that the builder has a clear work area for undertaking the required civil works, Tecalemit MOT specialists will schedule the equipment delivery at an appropriate time in the project. You only need the equipment when the floor is ready to accept the install and installation engineers are scheduled for installation.

Upgrading to OPTL & ATL Established MOT testing facilities might be considering updating their current test bay from two person testing to one person testing or increasing their testing class coverage. Test stations still need to adhere to the application process. Whist the current bay may be operating under a term commonly referred to as Grandfather Rights, things have changed a bit since your Grandfather was signed off for MOT testing in the 1970s. This means that the addition of extra classes or a change to one person testing, either through an OPTL upgrade or a full ATL will need to go through a similar process to a new MOT bay. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAJ032

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EXHAUSTS

& EMISSIONS

LEARNING

AID New digital aids launched by BM Catalysts aim to help technicians understand how catalytic converters and DPFs work.

ith growing pressure to reduce emissions, BM Catalysts, Europe’s leading manufacturer of aftermarket catalytic converters, DPFs and front pipes, is urging the entire supply chain to ‘play their part’ in helping to clean up the automotive aftermarket by offering digital resources such as downloadable technical information and advice. BM Catalysts recognises the importance of having access to the appropriate support and guidance when it comes to selecting and fitting the correct and appropriate parts. This dedicated section on its website features free downloadable technical posters, specially designed for vehicle technicians and its wider customer base. The posters were created to give people a greater understanding of how catalytic converters and DPFs work, and feature information about what they are, what materials they are made from and what can go wrong. The posters also include general tips on caring for emissions control devices. There is also information on Euro levels and the relevant legislation and guidance around emissions, offering technicians specialist advice on ensuring the correct part is used for the Euro level of the vehicle. BM Catalysts understands that the cataloguing of aftermarket parts can be complex, and that many consumers remain

unaware of the Euro level of their vehicle. As some catalytic converters and DPFs may look physically identical to one another, the aftermarket needs to be aware of this information, as they can be very different in terms of what they are legally approved to fit. Managing director, Toby Massey, believes the spotlight is on the entire supply chain: “The message is loud and clear from the authorities that manufacturers, parts distributors and garages have an important role to play in ensuring the products they supply and fit are legal. Ignorance is not an excuse, and the market needs to be properly educated on areas such as type approval in order for it to remain compliant. “Poor quality catalytic converters can still pass an MOT and mistakes can happen through the entire supply chain. Legislatively, it’s very complex and this brings about exploitation of the rules and unfair competitive advantages.” “The regulators also need greater powers to have illegal items removed. It’s a growing problem and so greater enforcement, combined with greater communication and co-operation, will help raise standards, assist the market and deter others from breaking the rules.” Catalytic converters are required to pass strict emissions testing procedures as part of the type approval process before they can be sold. These tests ensure that the relevant emission standard is met, thereby reducing the vehicle’s impact on air quality and health.

During the type approval process a replacement catalytic converter is tested on a representative vehicle that is compatible for that type of catalytic converter. The tailpipe emissions are measured and are compared to that of an original catalytic converter. The replacement must also meet any relevant durability, noise and vehicle performance requirements in order to gain approval. BM Catalysts is working with distributors and workshops to ensure the automotive aftermarket supply chain is better informed over type approval legislation and the important role they can play in its enforcement, for the benefit of the entire sector. WANT TO KNOW MORE? TO DOWNLOAD THE TECHNICAL POSTERS WWW.RDR.LINK /AAJ033

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EXHAUSTS

& EMISSIONS

What’s in your

CUSTOMERS’ TANKS?

dditives play important roles in fuel and emissions management. They can help with lubrication to reduce wear, help restore lost power, protect vehicle components and extend the life of a DPF. They reduce the workload for mechanics. They can also combat damage caused by the switch to the latest E10 fuels, which have been introduced to reduce emissions. Crucially, they also add new revenue streams for garages. Despite all these benefits, additive values for garages and their garage customers are frequently underestimated. Given that the price of electric vehicle alternatives remains relatively high, as long as vehicles with internal combustion engines continue to retain their reliability, the age of the UK vehicle parc is expected to increase. Consequently, when maintaining cars with ICEs, garages that can include inexpensive preventiatve maintenance management as part of their repair offer, will hold a competitive edge over their rivals.

Dan Morgan, Sales and Operations Director of Lucas Oil Products UK, argues that additive technology is good for cars, for mechanics and for garage revenues.

Emissions control Additives designed to be used for MOT preparation are among the most popular products. For example, mechanics are happy to use additives such as Upper Cylinder Lubricant as part of their MOT preparation regimes because they can help get a borderline emissions failure under the pass mark. With UCL added to the fuel tank, the process that cleans injectors and provides better emissions control ahead of an MOT test also restores lost engine power and improves MPG. These are benefits that can be retained with more frequent use of the additive between MOTs. It means more MPG for customers and more sales for garages. Moreover, it contributes to a preventive maintenance schedule with real long-term benefits for the vehicle, as well as savings that customers will appreciate.

Additives for low viscosity engine oils If you take a look at the variety of engine oil options on the stockroom shelf, you will appreciate how much engine oil technology has changed over the years. Environmental needs and tougher emissions regulations have driven demands for higher fuel efficiencies and greater engine power. The vehicle and engine manufacturers have responded with oil technologies that have far lower viscosity levels. For example, 0W-16 and the more popular 0W-20, feature in an increasing number of modern engines. Many of these vehicles are approaching the end of their warranty terms and ought to receive additional care. To ensure these oils continue to provide enough protection for engines in modern cars over the long term, Lucas Oil has developed Lucas Low Viscosity Stabiliser. It’s specifically designed for more compact engines with greater power outputs and more sensitive engine components. These days, such components will often include performance enhancing technologies such as variable valve timing systems and cylinder deactivation. The role of this additive is to improve and sustain protection against wear, reduce engine friction and to discourage sludge production by enhancing oil dispersion. It is compatible with all the above performance enhancing components as well as viscosity sensors.

Engine oil flush issues Garages often use an engine oil flush at an oil change. The problem with engine flushing is

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that afterwards, solvent residues remain and continue to degrade the oil that’s just been added. Lucas Oil prefers to use additive technology to provide extra fortification for the engine oil in the sump, as well as extra protection for the components. Heavy Duty Engine Stabilizer is an additive that can be added to any engine oil at any time to increase performance and improve component protection by: ■ ■ ■ ■

Fortifying the oil Reducing gums and varnishes Improving cold temperature fluidity Extending operational lifetime of the oil

Garages will notice success with engines known to burn oil. Hidden benefits include engine protection against damage from cold starts. Cold starts cause around 80 per cent of engine damage, which occurs after a restart of vehicle that has remained idle. For example, this could be vehicles that are only used at the weekends, classic vehicles that have over-wintered in the garage, or garage courtesy cars that have stood idle for three or four days. The oil drains down into the sump. The components become dry and unprotected. Heavy Duty Oil Stabilizer leaves

a film over all of the moving parts, which provides protection and protects engines from the damage caused by cold starts.

E10 issues addressed Warnings last September about the potential for engine damage caused by higher levels of ethanol in the new E10 fuels may have been overshadowed by problems caused by the acute petrol “shortage”. At that time, and ever since, Lucas Oil has been telling garages how to minimise problems with sound technical advice. For example, more frequent oil changes, advising customers to use Safeguard Ethanol Fuel Conditioner with Stabilizers to protect engines and components, and advising them to tell their customers to add smaller amounts of E10 fuel to the tank to discourage phase separation. Briefly, the E10 technical problems are these. Ethanol has hygroscopic characteristics. It absorbs water from the air, which contaminates the petrol in the tank. Phase-separation eventually occurs, which means a top layer of petrol has an underlying layer that consists of an ethanol/water mix that won’t ignite. This layer helps to promote internal metal corrosion and other internal running problems. Some of these problems relate to high

sulphate and copper levels, which accelerate the build-up of carbon and gum on injectors. This compromises MPG and power outputs. It’s also known that the rubber in certain types of older hoses swells and ruptures without warning, because it starts from the inside. Seals and other plastics are also likely to be adversely affected. As the fuel shortage became more acute, drivers who had heeded the E10 warning, but hoped to address the issues by continuing to fill up with E5, realised It was increasingly difficult to find. Many garages were able to solve the problem for customers by supplying our Safeguard Ethanol Fuel Conditioner with Stabilizer. It was developed for the US switchover to ethanol fuels several years ago and can be used in all affected vehicles. It pays to become more familiar with additive technology. The use of additives can help garages provide better services for customers, save their customers money, while increasing their revenue options.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAJ034

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Air Intake Extreme Clean in use

EXHAUSTS

& EMISSIONS

A reputation to MAINTAIN DPFs present a problem for many workshops. But, as JLM Lubricants provider Kalimex argues, a little understanding of DPF maintenance can go a long way. ��

ecause Kalimex supplies JLM Lubricants’ products to the DPF Doctor Network we have been on the receiving end of some disturbing case studies over the years including those where motorists have attempted to maintain the DPF on their own vehicle – only to be told when they take it to a DPF Doctor that their attempts have caused the DPF to be damaged beyond repair. Sadly too, some garages have a part to play in contributing to this problem too. If you are to become renowned as a garage with a gold standard reputation for fixing DPFs, what can you do to stand apart from other garages with little experience and technical know-how? The answer is three pronged:

�� Educate your customers on how they can maintain their DPF – the key dos and don’ts.

�� Ensure that when you service vehicles with a DPF that you conduct additional checks – which may go beyond your current service offering.

�� Educate yourself. Find your local DPF Doctor so that you can talk to them or refer more complex DPF problems. Or become a DPF Doctor! First class, up-to-date DPF training is what sets apart the garages from those operating as DPF specialists but who may lack the expertise to really become first time DPF fixers.

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An example of a DPF before and after cleaning

Some tips to start the process Advise customers on what they can do to keep their DPF in good condition plus the part you play.

�� Start by explaining what the DPF actually is and its function. It’s astonishing how many motorists do not have a clue until the DPF warning light illuminates and they scramble to the handbook. By then it can be too late. You want customers to focus on doing everything they can to keep the DPF working well.

�� Find out how each customer drives their vehicle. For example, stop/start short journey driving can cause DPFs to block. Advising them of the solution – a 20-30 minute drive on a motorway/dual carriageway at a consistent speed of around 50-60 mph every few weeks should ensure the DPF regenerates naturally. In such cases recommend regular use of a preventative additive such as JLM Lubricants’ ReGen Plus, which assists DPF regeneration, even at lower temperatures.

Advise your customers of the importance of regular servicing. A blocked DPF can be caused by problems in a vehicle ranging from a blocked EGR valve to dirty or incorrect oil. If customers are not having regular vehicle servicing, they are storing up DPF problems for the future. For example, with on-board dosing systems, a set amount of the DPF refill fluid is injected into the fuel to help the soot in the DPF filter to burn off at a lower temperature. However, when the vehicle is in passive regen with an empty tank it cannot complete this cycle. So, it attempts more passive regens, diluting the engine oil and creating so much heat in the DPF that it destroys itself. It is unlikely that customers are familiar with the on-board dosing system that delivers DPF refill fluid and the importance of keeping it topped up. Worryingly, talking to DPF Doctors it has become clear that not every garage servicing a vehicle picks up on this. For example, one DPF doctor customer kept having his vehicle serviced and seen every few weeks postservice by the dealership garage because the DPF light remained on. The problem was simple enough: an empty DPF refill fluid tank. But this was only picked up when the vehicle was in limp mode and the DPF had become so badly damaged it was scorched beyond repair. It took a DPF doctor to deliver the news that had the dealership garage picked up on this on the numerous times it has been taken to them, the DPF would not have become damaged beyond repair.

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�� Clean Oil: Explain to customers the importance of sticking to the regular servicing schedule so that the oil can be changed (including an engine oil flush as part of the process). Carbon and diesel will accumulate in the oil, particularly on vehicles that are struggling to complete DPF regen cycles. This contamination will promote blockages. Clean oil helps protect the DPF.

�� Clean air: Modern diesel engines are designed to trap emissions’ contaminants within the engine and exhaust thereby stopping them entering the atmosphere. One of the major drawbacks is that oil vapor is recirculated via the air intake with the intention of burning

this off via the combustion process. The problem is that the oil contaminates the air intake which in turn traps soot particles, slowly constricting the air flow and the performance of the engine. Using a professional air intake cleaning process, such as the JLM Diesel Intake Extreme Clean System, will maintain engine performance, reduce emissions, and protect the DPF.

�� Turbo: A dirty turbo will not just affect the power of the engine; it will also lead to increased soot levels in the exhaust. This in turn adds extra load on the DPF resulting in premature failure. Explain to your customers that maintaining the turbo with an effective turbo cleaning additive such as the JLM

Lubricants Turbo Cleaner will not only boost performance and economy it will also improve the effectiveness and life of the DPF.

�� Talk to your customers regularly. Encourage them to contact you at the first sign of any DPF problems, especially if the DPF warning light is illuminated. The sooner they talk to you, the more chance you have of solving the issue before it becomes a more serious and expensive problem; one that ultimately could have been avoided.

WANT TO KNOW MORE? FOR MORE INFORMATION ON THE DPF DOCTOR NETWORK WWW.RDR.LINK /AAJ035

FOR MORE INFORMATION ON JLM LUBRICANTS WWW.RDR.LINK /AAJ036

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TECH TIPS

GET

EV READY

Laser Tools is urging readers to think seriously about what they’ll need in their workshop to meet the rising demand from EVs.

ith increasing numbers of hybrid and electric vehicles on the road requiring maintenance, garage owners are keen to access this new market by offering the skills and equipment necessary to offer a full service and repair facility to the owner. For a number of years now Laser Tools has been offering independent garages solid, informed advice on the necessary tools and equipment they need to acquire to be fully equipped to service and repair these vehicles. The company has gained invaluable experience by working with both vehicle manufacturers and importers on the requirements for their main dealer service workshops when working on high voltage vehicles. This includes both normal service functions and specialist high voltage work. This experience has allowed Laser Tools to create suitable packages for independent workshops, and to pass on the knowledge they have gained. Hybrid and BEV (battery electric vehicles) commonly operate with battery voltages typically from 300V DC to 800V DC – anything beyond 60V DC is classed as ‘highrisk’ and can cause serious injury or even fatalities.When we consider workshop safety concerns, it is important to look at the whole picture and subdivide ‘hybrid and BEV safety’ into four separate categories:

■ ■ ■ ■

workshop safety vehicle safety personal safety high voltage tools and test equipment

58 MARCH 2022 PMM

Workshop Safety is about making the working environment safe – for employees, but also for members of the public or customers who may be near vehicles in the workshop. It is important that there should be a designated area cordoned off and identified as a ‘Danger – High Voltage’ area, and that high-voltage rescue and first-aid equipment be available in case of emergency. Vehicle Safety is about making the vehicle safe for a technician to work on. PHEVs (Plug-in Electric Vehicles) and BEVs will normally have some form of ‘isolator’ switch,

commonly known as an MSD (manual service disconnect), which should be removed before any work is carried out on the vehicle. This isolates the high voltage battery from the rest of the vehicle. However, it is important that others in the workshop are aware that this is a high voltage vehicle, and do not attempt to start, or move the vehicle. Thus appropriate warning signage, lock-out tags and locks etc. should be used. The MSD should also be stored in a secure location away from the vehicle, to avoid the risk of someone accidently refitting it while a technician is still working on the vehicle. Once the MSD has been removed, the high voltage will take some time to dissipate – use of an appropriate ‘voltage absence’ tester and a simple timer, to verify lack of voltage, is essential before commencing any work. Personal Safety is about providing protection for the technician working on the vehicle – appropriate insulated gloves and face shield should be worn to protect against high voltage leaks and arc flash risk, along with appropriate insulated safety footwear, or insulated floor matting. If working within the high voltage battery and/or circuitry, further specialist protection, such as full arc-flash safety workwear to protect against arc flash burns risk, may also be necessary as the technician will now be working within a live high voltage environment. High Voltage Tools and Equipment – the electrical industry standard for test equipment that is to be used in a high voltage environment is known as the CAT standard; a

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minimum of CAT III 600v, or CAT IV 1,000v is required to ensure the test tools are suitable and safe for working on high voltage systems. Hand tools are required to be fully tested and insulated to IEC 60900:2018 standards and carry the international symbols for high voltage tools. Typical tools required will include socket sets, wrenches, screwdrivers, pliers, torque tools together with hex and Torx keys. The safety of technicians, employees and customers must be assured – even if correct vehicle manufacturer procedures are followed, there is still risk – remember the vehicle may be in the workshop because of a fault or an accident. Nothing can be assumed – safety is paramount. A wide variety of training programmes from different training providers are available – suitable for the type of work a business may be involved in – from car sales/valeting, vehicle recovery, basic servicing, to in-depth diagnostic work. It is important to select the correct type of training for the business, which may require more than one type of programme.

Starter packs Laser Tools has approached the subject on the basis of offering a ‘one-stop-shop’ for workshop high voltage vehicle requirements, covering all aspects of workshop safety,

vehicle safety, personal safety, and appropriate tools and equipment. In order to make it easier for the workshop owner to decide on basic requirements, the company has created a number of starter packs: ■ the Workshop Safety Pack (part number

6769) includes high voltage floor matting, an insulated rescue pole, high voltage/no admittance sign, danger – high voltage sign and a set of four barrier posts and bases, together with 25 metres of chain. ■ the Vehicle Safety Pack (part number

6770) includes two 1,000V insulated safety clamps, a 1.4m x 1.0m transparent safety shroud (1,000V rated), a steering wheel lockout cover, a nylon-bodied safety lockout padlock, a Do Not Start safety tag and a set of three (15, 15, 35mm) insulating shrouds for covering the ends of disconnected leads. ■ the Personal Safety Pack (part number

6771) consists of a protective arc-flash face shield, a carrying bag for the face shield, and an insulated glove set. ■ the Safety Tools Pack (part number 6772)

includes a CAT III multimeter and high voltage insulation tester, a 25 piece 3/8in.

drive insulated socket and tool set, a six piece VDE extra-long hex key set and a 9 piece VDE star key set. Laser Tools also offers a comprehensive range of GS and VDE certificated high voltage insulated tools from socket sets and torque wrenches to spanners and screwdrivers. The range also includes high voltage testers, clamp meters and insulation testers, all of which can be found in our latest specialist brochure for Hybrid & EV Tools and Safety Equipment. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAJ037

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TOOLS

& EQUIPMENT

Workshop equipment

ROUND-UP PMM asked some leading manufacturers of workshop equipment what new products they are bringing to the market this year.

쑿 VEHICLE LIFTING MAHA UK’s MA STAR 3.5 features strong and stable torsion-resistant columns of rolled H-section steel that lifts vehicles up to three-and-ahalf tonnes. Thanks to its spindle nut package with self-locking thread, patentpending ‘giraffe’ nut breakage detection and motor brake, along with its straightforward plug and play LED interface, the MA STAR 3.5 is a simple but effective lift in practice. There are two different models available – symmetrical and asymmetrical – with the former offering identical lengths of telescopic arms, while the latter can be altered accordingly. If the bulk of the vehicle’s weight is central, for example, the symmetrical MA STAR 3.5 is likely the best option, so each of the columns could handle the weight in equal measure. However, if the weight is more sporadic, it might be worth considering the alternative choice. WWW.RDR.LINK /AAJ038

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PREPARING FOR EV 씰 With many electric batteries now delivering over 900v it can be fatal if you are not using the correct tools in a safe environment on the growing number of electric vehicles in the UK. The Kraftwerk VDE Tool Trolley not only comes with all the tools required to safely service and repair electrified vehicles, but they are all VDE insulated which provides protection up to 10,000v and safe live working up to 1000v.” Kraftwerk has recently announced that it has improved its VDE Tool Trolley offer to now include 7 x VDE insulated Open Ended Spanners (8mm-19mm) useful for battery termination and connection and a new improved 7 drawer trolley from their new BT700 range which is manufactured in Germany and features EVA foam inserts to keep all the kit contents neatly stored.

Paul Fallon of Kraftwerk Tools stated “Any Technician who will be working with electric vehicles in the future, needs the Kraftwerk VDE Tool Trolley to become compliant with the regulations and work safely on electrified vehicles. There is currently no other high quality solution like this on the market that houses everything neatly together.” WWW.RDR.LINK /AAJ039

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TYRE INFLATION 씰 Pneumatics expert PCL’s premium Airforce MK4, with its aluminum die cast body, is robust, hard-wearing and less prone to damage, therefore suitable for demanding tyre shop and garage environments. What warranty is offered? The Airforce MK4 now comes with a 2-year warranty. This warranty extension reflects the longevity of the MK4 within the most demanding environments. What are the product options? If you require a long hose, the Airforce MK4 range features different hose lengths from 0.53m to 2.7m and a wide choice of tyre valve connectors. Do you require a calibration certificate? If you require a calibration certificate, the Airforce MK4 – which is accurate to EC Directive BS EN12645:2014 – is recommended.

What maintenance is required? The Airforce MK4 is generally used in demanding environments, therefore it is recommended that users oil the inflator regularly with general air tool oil. The MK4 features an oil screw near the inlet – which makes this process quick and easy. WWW.RDR.LINK /AAJ040

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAJ041

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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

Newer than new The PMM website is a great source of up to date news, in a way the magazine can’t be due to the monthly publishing schedule. For example, the pictured news story concerning a recent poll

carried out by Motor Ombudsman, a resolution body focusing solely on the automotive industry, set up as an impartial organisation to advise on disputes between consumers and businesses. In this particular news update, you can read all about the main challenges the industry faced in 2021, such as the lack of personnel to resolve MOT volumes experienced by 44 per cent of respondents. The article goes on to discuss how staffing is remaining a common dominator across many workshops looking to the next few months, not aided by Omicron absences. So, to stay on top of the latest news in the aftermarket, regularly visiting the PMM website is a sure-fire way of achieving this.

OESAA Hub This is a collections of articles submitted by the OESAA, or the Original Equipment Suppliers

62 MARCH 2022 PMM

Aftermarket Association, member associations. Established in 2013, they are concerned with offering engaging and in-depth training to ensure technicians have the technical skills and business acumen to keep up with ever evolving vehicles. One way they do this is through their Autoinform Live, a hands-on training event to keep technicians informed to further their skills and their business. They also run campaigns such as the launch of the ‘We’ve got you covered’ initiative. This involved supplying workshops with refillable spray guns and an antimicrobial key tray to ensure key handovers between workshops and customers can be covid secure. Therefore, the OESAA Hub on the PMM website is the perfect place to keep on top of all kinds of training.

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Good business practice One thing that is essential to a successful workshop is winning and keeping customers, otherwise there would be no cars to fix! PMM online is a great place for reading up on tips for good business practice. For example, the importance of keeping your workshop clean for health and safety, but also productivity. This article by Daniel Took from Kärcher UK outlines the best cleaning tools to use on different surfaces including stoneware tiles, ceramic tiles and cement screed. To make sure your workshop’s business reaches its full potential, check out more tips on our website.

The winner

takes it all

Also on the PMM website you can find competitions that you can enter with prizes from all of your favourite companies. But you’ve got to be in it to win it, so make sure to keep up with PMM online to make sure you don’t miss out. Besides, who doesn’t love winning AND free stuff?

A multimedia experience Much to our dismay, magazines are limited to still images. Luckily, we have a whole section on the PMM website dedicated to online aids, such as a number of short videos by Trico that address common issues with fitting particular wiper blades. These have proven to be extremely useful to technicians, dealing with common queries in a visual way. These videos and others like this are available on the PMM website so make sure to check these out for a multimedia experience when you next face a technical issue on the job!

Come and find out more at www.pmmonline.co.uk PMM MARCH 2022 63

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WHAT’S NEW?

■ BRAKE CLEANER The MCL500 brake cleaner from Mintex claims to be a reliable way of removing oil, grease and dirt without leaving residues. It can clean brake, clutch and gear components, starter motors and alternators, carburettor, fuel pumps and engine components as well as glass and metal surfaces before gluing. Some advantages are said to be that it is registered with the UFI, it’s free of chlorinated solvents and it doesn’t attack polystyrene. To apply, spray a generous amount on the parts to be cleaned, let the solvent drip off or evaporate then repeat for heavy soiling. WWW.RDR.LINK /AAJ042

■ SUCTION FUEL PUMP Webcon is pleased to announce it now has stocks of the Huco 12v suction fuel pump, is intended for under bonnet mounting and offers and excellent alternative to boot mounted or in-tank fuel pumps. The 12v pump delivers fuel at a maximum capacity of 130 l/hr at a maximum pressure of 0.15 bar and with a maximum suction of 0.2 bar which makes it suitable for carburettor fuel systems. The pump is quite compact measuring just 78mm in diameter and 120 mm in length. Fuel line connections are via two 8mm diameter tubes and electrical connection involves just two wires.

■ PLASTIC REPAIR KIT Due to the high costs associated with the replacement of plastic panels, this rechargeable, cordless plastic repair kit was developed by Power-TEC to repair small to medium sized damage that could render a panel or part unusable. The kit comes with a cordless plastic welding tool, powered by a rechargeable lithium-ion battery, and three attachments including an LED torch function. The kit also comes with a range of consumables which makes it instantly ready for use: three sheets of stainless steel wire mesh (50mm x 100mm); plastic welding filler rods (three rods in each pack) suitable for PE (polyethylene), ABS (acrylonitrile butadiene styrene), PP (polypropylene) and PS (polystyrene) plastics; plus two sizes of stainless steel staples, 50 x 0.6mm and 50 x 0.8mm. WWW.RDR.LINK /AAJ045

WWW.RDR.LINK /AAJ043

■ COIL SPRINGS RANGE Following the recent launch of steering and suspension components, Apec are delighted to announce the launch of a new line of coil springs. Due to The range consists of over 830 SKUs at launch equating to a 92.5 per cent coverage of the UK car parc. With rigorous testing, an IATF and ISO accredited factory, the range is further supported by the company’s three year, 36,000 mile guarantee. “There is a certain standard of quality people expect from Apec products,” says Product Manager Barry Luff, “When you take our commitment to that quality into account, we’re excited for what the future will bring and this latest launch reflects our vision to develop the Apec range”. WWW.RDR.LINK /AAJ044

64 MARCH 2022 PMM

■ CLUTCH SETTING GAUGE KIT Speed up and simplify the fitting of DSG clutch kits to generations 1 and 2 VW Group DSG transmissions with this comprehensive setting gauge kit (part number 7914) from Laser Tools. These transmissions are used in vehicles across the VW Group ranges, specifically Gen 1 DSG 7-speed fitted from 2008 and Gen 2 DSG fitted from June 2011. The tool kit is equivalent to OEM T10466 and T10374 gauge blocks. Included are setting blocks, a sliding feeler gauge, a pair of lift-up hooks to test for free-play plus a dial-test indicator (DTi) with accessories. With the supplied comprehensive instructions, these are used for fitting and setting up the clutch plates and release bearing mechanism. The kit is supplied in a sturdy steel case with internal EVA foam tray that keeps the kit secure and clean, and the shallow case design fits neatly into the toolbox drawer. WWW.RDR.LINK /AAJ046

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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.

■ BATTERY CHARGERS Sealey’s range of SPBC automatic battery chargers include the three 7-stage models offer an output charge between 8 and 16A, depending on the model, and are designed for charging and maintaining a variety of EFB & AGM (stop/start), GEL, lead acid and calcium batteries with auto chemistry selection. The zero-volt battery charging feature enables recovery and charging of a completely discharged battery, whilst reverse polarity, short circuit, and over temperature and overcharging protection provides a high level of safety. The intuitive LED screen displays illuminated charging stages, volts and amps output and battery capacity. Additionally, the SPBC30 and SPBC40 have the capability to charge lithium batteries and a 13.5V DC power supply, providing support for the battery during prolonged electronic diagnostic checks. WWW.RDR.LINK /AAJ047

■ SPANNER SET Torx (star) bolts and setscrews are increasingly used in the automotive sector due to their efficient drive system which claims to offers more consistent torque application and lower assembly times at point of manufacture. So it makes sense to keep a highquality set of Torx spanners in the tool box and this example from Kamasa (part number 56143) aims to fit the bill. It’s a set of six double-ended spanners manufactured from durable chrome vanadium steel with a mirror-polished finish. The sizes are: E6 x E8, E7 x E11, E10 x E12, E14 x E18, E16 x E22 and E20 x E24. Supplied in a very smart and useful EVA foam tray that keeps the spanners secure and clean, and is designed to fit neatly in the toolbox drawer. WWW.RDR.LINK /AAJ048

■ LED LIGHTBARS New to the Philips Automotive lighting range, these lightbars aim to provide visibility of 400 metres or more, giving drivers a clearer view of the way ahead and more to plan or react to changing conditions. Also, the cool 6500 Kelvin colour temperature is said to enhance driver focus without inducing eye-strain. They are fully compliant with ECE-R149 standards, the lightbars are approved for use on public roads. They have also been tested to EMC R10 specification. Lastly, the sturdy, single-piece build of the Ultinon Drive 5000L series allows for optimised heat management and consistently high light output. IK07 impact resistance ensures trouble-free performance on uneven surfaces and the unbreakable polycarbonate lens will withstand bangs and scratches. WWW.RDR.LINK /AAJ049

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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 41)

Maverick Diagnostics ................................................ (page 10)

www.rdr.linkAAJ100

www.rdr.linkAAJ114

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

NGK Spark Plugs UK .................................................. (page 4)

www.rdr.linkAAJ101

www.rdr.linkAAJ115

Bailcast .............................................................. (page 68/OBC)

Polybush .................................................................... (page 57)

www.rdr.linkAAJ102

www.rdr.linkAAJ116

Ben .............................................................................. (page 52)

Power Probe Group/MGL .......................................... (page 21)

www.rdr.linkAAJ103

www.rdr.linkAAJ117

Bilstein ........................................................................ (page 33)

Promotec Srl .............................................................. (page 22)

www.rdr.linkAAJ104

www.rdr.linkAAJ118

Bowmonk Ltd ............................................................ (page 25)

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

www.rdr.linkAAJ105

www.rdr.linkAAJ119

Brembo SpA .............................................................. (page 45)

Ring Automotive ........................................................ (page 42)

www.rdr.linkAAJ106

www.rdr.linkAAJ120

Contitech Power ........................................................ (page 25)

Robert Bosch Ltd ........................................................ (page 9)

www.rdr.linkAAJ107

www.rdr.linkAAJ121

Clarios ........................................................................ (page 28)

Rozone Ltd ................................................................ (page 49)

www.rdr.linkAAJ108

www.rdr.linkAAJ122

Dayco Europe ............................................................ (page 39)

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

www.rdr.linkAAJ109

www.rdr.linkAAJ123

Federal Mogul Ltd ...................................................... (page 16)

SP Diagnostics ............................................................ (page 65)

www.rdr.linkAAJ110

www.rdr.linkAAJ124

Hella Ltd .................................................................... (page 45)

The Institute of the Motor Industry ............................ (page 35)

www.rdr.linkAAJ111

www.rdr.linkAAJ125

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

WD-40 Co Ltd ............................................................ (page 36)

www.rdr.linkAAJ112

www.rdr.linkAAJ126

Kalimex Ltd ................................................................ (page 25)

Witham Oil & Paint .................................................... (page 22)

www.rdr.linkAAJ113

www.rdr.linkAAJ127

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