Professional Motor Mechanic November 2021

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PROFESSIONAL

NOVEMBER 2021

MOTOR

F R T E R E A

T T O H E

D E

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

THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

A DIFFERENT CLASS Workshops are turning to online solutions to keep up-to-date with training

Also inside...

Winter is coming, so make sure you’re prepared.

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

10-12

TROUBLESHOOTERS

14

CLUTCH CLINIC

17

BELT FOCUS

20-29

TECH TIPS

31- 41

BUSINESS & TRAINING

42

PIT STOP

43

COMPETITION

78-80

WHAT’S NEW?

Editor’s Picks 20

VOLUME 22 ISSUE 10 NOVEMBER 2021

Features 51-61 WINTER SERVICE & LIGHTING

63- 69 DIAGNOSTICS & ENGINE MANAGEMENT

THE CHAIN GANG It appears that rumours of the death of the timing chain have been greatly exaggerated.

FAI Auto gives us the lowdown on the technology making a renaissance among passenger vehicles.

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TURNING TO TECH Could an app enable independent workshops to compete at the same level as main dealers?

MyCars’ developer Adam Fox certainly thinks so, as he explains to PMM.

45

THE SECRET TO SUCCESS PMM visits CCM’s Tina Drayson to discover what drives her towards business excellence and how all workshops can benefit.

51

TAKING CHARGE

71-77 MECHANEX PREVIEW

What can you do this winter to ensure customers’ batteries remain in good condition?

Ring Automotive’s Henry Bisson gives his advice.

68

SEARCHING FOR AN ANSWER Regular contributor and diagnostics expert Ross Kemp, of Scantec Automotive, begins his new series of articles shedding light on the misunderstood world of diagnostics.

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

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VIEWPOINT

Show and tell

Editor KIERAN NEE Digital Manager KELLY NEWSTEAD

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

Subscriptions

PROFESSIONAL MOTOR MECHANIC is a business magazine for firms and individuals involved in all aspects of the motor trade. It is published eleven times a year and is available nationally FREE to the trade through leading motor factors. It is also available through the post at a cost of £30.

EUROPE and OVERSEAS 1 year (11 issues) £50 Airmail 1 year (11 issues) £65 Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts, WD24 4YF. Tel: Watford (01923) 237799 Fax: (01923) 246901 E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk Website: www.pmmonline.co.uk Facebook: /ProfessionalMotorMechanic Twitter: @pmmmagazine Copyright © 2021

t one time or another, we are all guilty of a closed shop mentality. Whether you are a technician in a workshop or an editor of a trade magazine, it can be all too easy to focus only on the work that’s directly in front of you and let the world outside your door pass by. I mean this in a figurative sense, but it occurs to me that as the darkness settles and the temperature drops, this will be true for many workshops in a literal sense too. It will be tempting this winter to close the door, turn the heater up and keep your head down under a bonnet whilst the radio plays in the background.

As cosy as that scene may sound, you might do well to tear yourself and your employees away from the workshop at some point this month – figuratively and literally – and take a look outside. As a reader of PMM, you are no doubt aware that barely a year has gone by in the past decade without some new After last year’s development affecting the automotive hiatus, we are eager industry and the aftermarket specifically. to reconnect with our Whilst our magazine is a fantastic source of technical information and a great place for readers and, no doubt, you wider developments within the industry to feel the same way.” be discussed and debated, it is also an invaluable experience to witness new developments first hand.

Our own show, Mechanex, is coming to Sandown Park for the first time in two years on the 9th and 10th of November. After last year’s hiatus, we are eager to reconnect with our readers and, no doubt, you feel the same way. Besides the natural human need we all have to come together and socialise, there is an important reason why we are all so keen to get the shows going again. There is no replacement for holding new products in your hands and having direct access to the teams behind that product. The ability to ask questions in person is irreplaceable.

Of course, shows and exhibitions aren’t just about the latest products. At Mechanex we run a seminar programme which provides a useful platform for key industry figures to discuss what’s happening in their particular area of the industry and to field questions from the audience. Information exchange works best when it’s a two-way street.

It must be said that Mechanex isn’t the only show around – other shows are available.

Whatever you do this winter, I would strongly advise that you make it to at least one show/seminar/exhibition and spend the day learning as many new things as possible and asking as many questions as possible. This is a rapidly evolving industry and you can only benefit from getting out there and seeing new developments first hand. And who knows, you may even see me at a show asking the same questions an apprentice would on day two of their college course – feel free to say hi and tell me what you think about the magazine.

‘‘

Kieran Nee Associate member

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.

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NEWS

& VIEWS

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

‘Oil Check Challenge’ aims to boost business Castrol is launching an ‘Oil Check Challenge’ marketing campaign, encouraging car owners to take their vehicles to a workshop to professionally assess the oil level of their car.

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he company has created a free marketing pack for workshops to help promote the campaign to encourage customers to bring their car in for a check.

The marketing kit comprises promotional email templates, digital advertising banners for use on a workshop’s website and

Facebook page; posters to put up in a reception area; leaflets that can be used at point of sale or mailed out; and oil check reminder stickers that can be left in customers’ cars. Workshops can request their own complimentary Oil Check Challenge marketing pack WWW.RDR.LINK/AAF001

Craig McCracken becomes IAAF vice-president Arnold Clark Autoparts' Group Factor Manager secures new appointment.

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n becoming vice-president and then president in 2023, Craig succeeds past

president Terry Knox and will join the IAAF board, supporting current president Richard Welland, Honorary Treasurer Lawrence Bleasdale and Chief Executive Mark Field.

Craig has more than 40 years’ experience in the automotive industry and has worked for Arnold Clark for 35 years.

At Arnold Clark Autoparts, Craig has presided over the motor factor’s meteoric rise.

For more information, WWW.RDR.LINK/AAF002

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BorgWarner launches electronics programme for EV market BorgWarner is bringing emerging technologies to the aftermarket with its global power electric programme for electrified vehicles.

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he company’s pioneering product portfolio benefits from BorgWarner’s strategic business investments to globally expand its electrification capabilities, allowing aftermarket customers access to original equipment (OE) quality replacement parts, such as combined inverter and DC/DC converters, traction power inverter modules, and on-board chargers.

The company’s full service solution also provides charging equipment, in-depth expert-led training, advanced technical support, and traditional replacement parts to further help aftermarket customer service and repair this rapidly evolving electrified market.

Alex Ashmore, President and General Manager, BorgWarner Aftermarket: “We now have proof that consumers want greener mobility, because even during a pandemic, global battery electric and plug-in hybrid vehicle sales increased last year by 43%.

"Even during a pandemic, global battery electric [...] sales increased" Alex Ashmore, BorgWarner “All those vehicles use power electronics to move and the aftermarket will need access to these components in order to move forward with the industry.”

To read PMM’s interview with BorgWarner turn to page 46 For more information, WWW.RDR.LINK/AAF003

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NEWS

& VIEWS

KYB expands online support KYB Europe is expanding its online support for workshops.

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he website (WWW.RDR.LINK/AAF0 52) has been updated with a refreshed image and additional technical and training content.

Available in 22 languages, the website focuses on its Support Zone, which is packed with a selection of useful tools technicians identify and sell replacement suspension components.

The new ‘KYB Training’ area contains an introductory overview to KYB’s popular Suspension Solutions training,

“Available in 22 languages, the website [...] is packed with a selection of useful tools to help technicians.”

which was delivered to over 7,000 Aftermarket professionals

by KYB technical trainers prepandemic in 2019.

KYB is also launching a selection of digital packs which are a selection of pre-designed and written social media posts about the safety critical nature of suspension and about KYB products. Parts distributors and workshops can use these on their own social media channels to educate their followers on suspension safety.

To download these packs email news@kyb-europe.com

First anniversary of workshop launched during pandemic Two South Yorkshire entrepreneurs made redundant when their VW garage was forced to close during the pandemic are celebrating success as their new venture Volkstech turns a year old.

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shley Knowles and Marc Peasegood, technicians with a passion for the automotive industry and over 25 years' experience between them sadly lost their jobs last June.

However, the ambitious duo decided to use their redundancy pay to launch their own specialist garage in Maltby, Rotherham, as well as using kickstart funding from UKSE which they invested in advertising their business. A Christmas flyer drop saw a surge

in bookings for the garage.

One year on the pair is now on track to expand their expert team and specialist services having established a dedicated customer base.

Commenting on the successful venture Marc Peasegood said:

“Celebrating one year of our own business feels like a dream come true and with the support of UKSE we were fortunate enough to hit the ground running.”

For more information, WWW.RDR.LINK/AAF004

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NEWS

& VIEWS

FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE

Relaunch for ‘garage-friendly’ network a success Since relaunching this summer, GaragesNear.me has found garages and workshops across the UK willing to join its network.

Schaeffler online portal redesigned Schaeffler has redesigned its REPXPERT portal to provide a better resource to technicians and workshop owners.

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fter a period of minor improvements, we are now taking the opportunity to completely overhaul the REPXPERT online portal and relaunch it with a range of major changes, all of which will bring considerable benefits to its many users in the UK and Ireland,”

said Marketing Communications Manager, Jeff Earl.

“The new portal, codenamed REPXPERT 3.0, brings together all the information a mechanic needs to carry out their daily work – comprehensive TecDoc based parts catalogue, repair data, product updates and a wealth of technical insight which, thanks to a further improved user interface and global search, are all quick and easy to access,” Jeff continued.

For more information, WWW.RDR.LINK/AAF005

UK electric car ownership multiplies EV ownership is on the rise across the UK, according to LeaseLoco.

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V ownership has more than tripled in the North West, up 214% in the past 12 months, with the number of electric cars registered in the

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region just shy of 22,000, compared to 7,005 in 2020.

Three other regions have seen electric car registrations increase by more than 100% since 2020; Ownership is up 142% in the South West, 132% in Yorkshire and the Humber and 128% in the South East.

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he new garage-friendly network aims to stand out from the crowd by providing online, real-time manufacturer data driven service pricing to motorists. Garages joining GaragesNear.me will receive service and maintenance bookings quickly and easily, with no hassle or extra admin work, enabling them to focus on their business.

A unique pricing engine sits at the core of GaragesNear.me, enabling the generation of

quotes in real-time. Enhanced with OEM part information, alongside garage-specific labour rates and discounts, the engine automates the otherwise lengthy manual process of pricing work.

For more information, WWW.RDR.LINK/AAF006

New battery cooling system developed for faster EV charging Thermal management specialist Mahle has developed a new cooling system for batteries.

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ooling is a major challenge, especially when it comes to fast charging battery-powered electric vehicles. Stuttgart-based Mahle relies on immersion cooling as a key technology.

Immersion cooling shortens the

charging times in electric cars considerably. The batteries can thus be smaller, making electric cars cheaper and more resourceefficient. With this technology, the firm claims to be making a further contribution to faster market penetration and broader acceptance of battery-powered e-mobility by consumers.

For more information, WWW.RDR.LINK/AAF007

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TROUBLESHOOTER

Solving an Intermittent Non-Start Problem – part two In the second part of this feature, PICO Technician Steve Smith gives his all to diagnose the problem causing the engine of a 2005 Vauxhall Vectra to refuse to start. After much frustration and with a little help from the internet, Steve finds a solution.

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ost intermittent cranking, we checked the fault codes again and all the previously erased fault codes had returned with multiple ECUs reporting a loss of communication with the engine ECU. Fig. 1 shows how we analysed the CAN network at the engine ECU in further detail during the fault condition.

Note how the CAN noise level fell silent immediately after the momentary inrush of current into the starter motor. During this “noise-free” period of CAN activity, the engine ECU is offline until the noise level increases again after approximately 160 ms. The noise level occurs as the engine ECU momentarily appears online and begins to run through the throttle motor initialisation procedure.

This is characteristic of an engine ECU that has woken from sleep while preparing for the engine to start and is often heard when turning on the ignition of many vehicles (engine off).

Given that our engine ECU was falling offline, we could use the serial decoding feature in PicoScope to select the precise area of CAN data we wanted. This allowed for comparisons of CAN IDs before and during the fault condition (ECU on/offline) where we identified the missing CAN IDs associated with the engine ECU, reinforcing our diagnosis.

Fig. 2 shows the full list of IDs that were missing before and after the fault condition.

To determine if the missing IDs are entirely relevant to the engine ECU, we carried out the same procedure again without introducing the cranking fault. We captured CAN IDs with the ignition on and the engine ECU connected, then repeated the capture with the ignition on and the engine ECU disconnected. Now we could compare the missing IDs identified during this deliberate

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To cut a long story short, we identified and confirmed several missing CAN IDs as related to the engine ECU and so we have gathered enough evidence to decide that this component needed to be replaced.

Outside help

“offline” test with the missing IDs during the true fault condition.

A word to the wise when using this technique: If the ECU you are disconnecting contains a termination resistor, you will need a 120-ohm resistor to link CAN Hi to CAN Lo. This is necessary to ensure the integrity of the CAN network. Be aware that not all missing IDs originate from the engine ECU as some IDs from other ECUs may be absent because the engine ECU is offline.

At this point, after realising the cost of a new engine ECU, I had a moment of self-doubt, especially given the value of the car and the additional work required for the annual MOT inspection. So, when in doubt, shout for help.

This is where I turned to the collective knowledge of our automotive forum WWW.RDR.LINK /AAF008

This is not the first time I have needed a shoulder to cry on and I urge anyone who is either struggling or looking for support, to use this forum for what it is worth. If you post asking for help, please provide as much information as you can about the vehicle under test and the diagnosis process already carried out. It is also great if you can include psdata files with correctly labelled channels

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or good quality screenshots (ideally not a photograph of a laptop screen).

To say I struck gold with my forum post would be an understatement. Thanks to Liviu who is the Obi-Wan Kenobi (legendary Jedi Master for Vauxhall-Opel), I was able to proceed further with additional checks surrounding intermittent cranking.

If we look at the wiring diagram for this engine management from last month’s issue, the only visible “request” for cranking is via pin 85 of the starter relay or the CAN network.

Thanks to Liviu, I realised I had not taken into consideration the crank signal from the Column Integration Module (CIM). In addition, there was a concern raised about

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the throttle motor and control circuit with this particular generation of Vectra. Driven

by Liviu's experience, I decided to investigate both. I had this inner fear that replacing the engine ECU and not the throttle body would result in premature failure of the replacement engine ECU. In Fig. 3, we captured the entire circuit of the throttle body during initial activation.

Note the instability of the PWM signal at ignition on, which appeared to have no ground reference and “float”. (Remember that the ECU also failed to ground the starter motor relay.) This “instability” appeared to improve approximately 12 seconds after the initialisation/calibration of the throttle.

A greater concern was the sporadic throttle motor current, which appeared to fluctuate between –6 and +6 A. You can see this huge fluctuation during the initialisation of the throttle in Fig. 4.

In Fig. 5, we could see the repeated initialisation/calibration of the throttle while holding the ignition lock/switch in the cranking position. This appeared to be the Engine ECU continually resetting.

Note that the CIM signal (ECU pin 64) remained at 0 V, as expected when cranking.

We, therefore, concluded that the CIM signal was correct.

So, what does this all mean? Is the engine ECU at fault or is the throttle motor faulty causing consequential damage to the ECU? Given the sporadic current flow through the throttle motor, we removed the assembly, and dismantled and inspected the commutator.

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TROUBLESHOOTER

We confirmed that the commutator was serviceable with no burning, shorting or score markings and that it had sufficient brush length. We also confirmed that the rotor windings were for resistance and insulation along with the mechanical operation of the throttle butterfly and associated gears.

I hoped that we had carried out enough testing to qualify the replacement of the engine ECU. The decision was taken (rightly or wrongly) to install a second-hand ECU and a new starter motor (given the screeching during operation).

After the installation of these components, the vehicle cranked, ran and drove as normal accompanied by a sigh of relief from all involved. However, it was not over yet! Later that same evening, my colleague Kevin Ives sent a stomachchurning message: “The fault has returned”.

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Back to the drawing board Based on the logical process taken during diagnosis, what more could we have done and what could I have missed?

Sure enough, when I returned to the vehicle, we found identical symptoms and so the diagnosis began all over again. But who should be paying for it? This is the risk you take with used parts and I was grateful that I was not relying on a bonus system for my salary.

I am not going to bore you with a repeat of the above diagnosis, other than to confirm how our second-hand ECU performed identically to the original unit.

The doubt that can creep in at times like these is overwhelming – I guess it's human nature. I am convinced the diagnosis is correct and the only “variable” is our secondhand component. After much deliberation, we replaced the ECU again, with another secondhand unit, and the vehicle cranked, ran and drove as normal.

To be sure that our fault had cleared, we subjected the engine to multiple cranking events and prolonged road tests in an attempt to reproduce the symptom. I am more than happy to say that after weeks of testing, the intermittent cranking issue was resolved (Fig. 6).

The keen-eyed reader would notice that while the engine now cranked correctly, and pin 85 of the starter motor relay was being

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“An uneven patina/film coated the surface of the commutator, which I must confess I have never experienced or fallen foul of until now.”

held to ground as expected, our cranking time periodically increased.

The waveform reveals one good cranking event of around 1.2 seconds and one prolonged event of 3 seconds. There were times that cranking would continue beyond 5 seconds and the engine did not attempt to start. If reading this case study is making you think “when will it end?” you can only imagine what I was feeling before handing the vehicle back to the customer. Could we have another faulty engine ECU, but with a different symptom?

Looking closely at the waveform above, there is a clue in the prolonged cranking current as to why this engine will not start.

Fig. 7 zooms into the cranking current along with the inductive crankshaft sensor signal.

Note the prolonged cranking with very odd current peaks during the rotation of the

starter motor. The current appeared to be switching on/off with periodic gaps where no current was flowing. For every revolution of the starter motor, the current was switching on and off approximately 23 times, which equates to the same number of segments on the commutator.

Thanks again to Liviu, I now know that this is often the case with new starter motors where the “bedding in” process between the brush and commutator is incomplete. An uneven patina/film coated the surface of the commutator which I must confess I have never experienced or fallen foul of until now.

It would appear to be a typical phenomenon with reconditioned starter motors for several reasons, such as the “final finish” of the brushes and commutator, material properties, environmental use, brush spring tension and alignment.

The inductive crankshaft sensor signal had been adversely affected by the electromagnetic interference (EMI) emitted from our new starter motor. Such interference may “consume” our inductive crank signal via the wiring harness where there is a capacitive link between the main starter motor positive cable and adjacent wiring, or indeed, via the engine bay environment itself.

The irony in all of this is that refitting the original starter motor cured the problem.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAF009

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CLUTCH CLINIC

©Александр Байдук/AdobeStock

HOW TO Replace the clutch and dual mass flywheel on a Volvo S40 In this month’s Schaeffler LuK clutch clinic, REPXPERT Bob Carter is replacing the clutch and dual mass flywheel (DMF) in a 2008 Volvo S40 1.8.

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his Volvo has covered just over 142,000 miles and the driver has reported the clutch is “slipping and the pedal seems to have become heavier than normal”. The owner also reported a rattling noise from the engine and a short road test confirmed both issues, so a clutch replacement was advised, together with an inspection and test of the DMF. The service history of the vehicle suggested that the clutch and DMF were original.

With a little insight into this repair, an independent workshop will be able to confidently replace the clutch system on this style of vehicle. The published time is 4.80 hours. The following workshop equipment is required for this repair: ■ ■ ■ ■ ■ ■ ■

Vehicle lift (two post is preferred) Engine support Transmission jack Oil drainer Gearbox oil dispenser DMF Testing tool Clutch alignment tool (LuK SAC Tool recommended) ■ Clutch vacuum bleed tool

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With the vehicle positioned on the ramp with the front wheels removed, remove the underbody tray and wheel arch liners, then drain off the gearbox oil.

Disconnect the bottom suspension arm ball joints and remove both front drive shafts, then the bottom gearbox mounting. Loosen the catalytic convertor and remove the bolts from its bracket, which will allow the subframe to be lowered and the gearbox to clear the body.

Lower the ramp to access the engine bay (Fig. 1), disconnect the battery and remove

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the battery and its tray, as well as the air box, then the engine covers and install an engine bridge to support the power unit.

Then remove the gearbox mounting, disconnect the gear selector cables and remove the gear box support.

Release the clip and disconnect the hydraulic pipe to the slave cylinder, but fit a blanking plug to minimise fluid loss.

Remove the top three bell housing bolts and top starter bolt, then disconnect the earth lead from the front of the gearbox. Remove the four subframe bolts and disconnect the front exhaust mounting rubbers followed by the N/S lower drop link. This will allow the N/S subframe to be lowered, but this needs to be supported – do not allow to hang. Then disconnect the gear linkage bracket and move it clear of the transmission.

Remove two bell housing bolts near the catalytic convertor, although these bolts are a little awkward to get at. Remove the remaining starter bolt and support the starter clear of the power unit. Then remove the remaining bell housing bolts.

Support the transmission with a transmission jack and lower the power unit

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from the engine bridge until there is clearance to allow the transmission to slide out on the jack. Then remove the clutch.

During all clutch replacements the DMF should be measured against specification to establish the extent of its wear, and the measurements can be found using the REPXPERT app. Please note, all DMFs have different measurements depending on part number and comparison with the specification will reassure the customer that the flywheel needs to be replaced. In addition, any scoring, heat damage or excessive grease loss will also require a DMF replacement.

Remove the six flywheel bolts and then 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 from the engine using brake and clutch dust cleaner before mounting the new flywheel, as this could contaminate the new components. Check the new flywheel is correct by comparing its dimensions and the ring gear teeth, then mount the new DMF ensuring any alignment dowels are correctly positioned and secure into place using new flywheel bolts, tightening them in an even and sequential process and torque to the manufacturer’s specification. In this application the torque is 30Nm + 90 degrees, but flywheel information can easily be obtained from Schaeffler’s DMF Checkpoint app. This DMF was measured (Fig. 2) and found to be outside of the specified tolerances, so needed replacing.

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The kit chosen for this repair was a LuK RepSetDMF (Fig. 3), which usefully includes all the required parts including bolts, service information leaflets, as well as REPXPERT bonus points.

The bellhousing should also be cleaned to remove any debris from the old clutch.

Remove the concentric slave cylinder (CSC) and discard the ‘O’ ring seal and replace in accordance with the service information leaflet using Loctite 5980 (Fig. 4), seating the CSC squarely to the bell housing and torque the new bolts evenly.

Install the new clutch to the DMF, but check that the plate is the correct way round with ‘Getriebeseite’, or ‘Gearbox side’, facing the gearbox. It is highly recommended to use the SAC tool to ensure perfect alignment of the clutch and to make it easier to engage the input shaft with the clutch plate without damage (Fig. 5).

At this point it is a good idea to flush

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through the master cylinder with fresh DOT 4 fluid, as this will avoid the risk of contamination and get rid of any moisture that may have built up over the years.

Reinstall the gearbox with two bolts and connect the hydraulic pipe to the CSC, but make sure the ‘O’ ring seal is intact on the connector and push firmly into position and engage the clip. Bleed the clutch, either by gravity bleeding (as in this case) or by vacuum, because traditional pump bleeding or pressure bleeding is not recommended.

Follow the reverse procedure to complete the job, refilling the gearbox with the correct specification oil and the manual transmission fluid 75W/80 (Volvo 97308).

When assembly is complete, as the battery has been disconnected, reset all electrical consumers and carry out a full road test to ensure a complete and successful repair.

All torque figures can be found in the REXPERT app, which is free to download to a smart phone or tablet.

WANT TO KNOW MORE? INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, REPAIR TIMES AND MUCH MORE CAN BE FOUND ON THE REPXPERT WORKSHOP PORTAL – WWW.RDR.LINK/AAF010 – THE REPXPERT APP, OR BY CALLING THE SCHAEFFLER REPXPERT HOTLINE ON 0872 737 0037.

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BELT FOCUS

HOW TO Replace the timing belt on an Iveco Daily In this month’s Schaeffler INA belt focus, Tim Adams, Schaeffler REPXPERT technical trainer and belt system specialist, runs through a timing belt installation on the popular Iveco Daily 111/Fiat Ducato 2.3 Diesel engine.

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his engine has been used for many years, and it has always been recommended that a new water pump is installed at the same time as carrying out a timing belt system replacement. It is also considered best practice to replace the auxiliary belt (two in this instance) and all associated auxiliary system parts, as they need to be removed to access the timing belt drive. This particular unit has been in constant service from 2002 up to the present day and the expected labour time for this repair is 4.2hrs.

It is important to remember to advise vehicle owners that the FEAD belt system will have covered the same mileage as the timing belt drive, so will have been subjected to the same amount of usage and wear. Of further note is that the air conditioning drive belt has to be cut to be removed and therefore cannot be reused.

There are two different OE tensioner designs which have been fitted to this engine during its lifespan. Both are completely interchangeable, but it is essential that the correct set up instructions are used for the specific tensioner design that has been supplied. To identify the type of tensioner, the obvious visual differences are the number of cutouts on the installation eccentric plate.

The tensioner pictured on the left in Fig.1 has three notches on the eccentric plate, the tensioner on the right has just one.

Step-by-step guide It is essential that the engine is left to cool to ambient (room) temperature before carrying out this repair, to ensure that no anomalies occur during tensioning. Allow approximately four hours for this, following the first of our “4T” principles: Temperature, Tools, Torque & Tension.

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Raise and support the front of the vehicle, then remove both front wheels, wheel arch liners and undershield. Drain the cooling system. Remove both headlamps, radiator grille, front bumper, bonnet release cable and lock and bonnet shut panel. Next remove the cold air intake pipe, AC condenser from the radiator (if fitted). Do not disconnect pipes.

Disconnect the coolant expansion tank multi-plug before removing the radiator and intercooler assembly. Remove both auxiliary drive belts, viscous fan, tensioner and idler.

Slacken and tilt the alternator (the upper bolt will also need to be removed).

Support the engine and remove crankshaft pulley bolts and pulley, along with the timing belt cover (check for any damage to the

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cover). Now remove the camshaft cover blanking plugs along with the blanking plug from the cylinder block.

Note: During the installation process keep a sharp lookout for any oil or coolant leaks and double check that the timing cover is free from damage.

The next of our 4Ts is Tools. Always use the correct engine locking tools.

Turn the crankshaft to just before TDC No 1 cylinder and fit the crankshaft locking pin tool 99360615 (Fig. 2). Turn the crankshaft clockwise until it stops against the locking pin. Insert both camshaft locking pins tool 99360614 (Fig. 3).

Slacken the timing belt tensioner pulley bolt and move the tensioner away from the

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BELT FOCUS

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belt, then lightly tighten the bolt and remove the timing belt. Install a new water pump.

Check that the camshaft and crankshaft locking tools are located correctly. Using a counterhold tool (Fig. 4), hold the camshaft sprocket (do not rely on camshaft locking tools alone, as damage could be caused to the camshafts).

Release the sprocket until it rotates freely without tilting.

Using a locking pin tool 99360608, locate the sprocket at the three o’clock position (Fig. 5).

Loosen the tensioner bolt and, using an Allen key, rotate the installation eccentric plate to the position shown in Fig. 6 before fitting a new belt, aligning any timing belt marks (if present) on camshaft and crankshaft sprockets. Then remove camshaft sprocket locking pin and slacken the tensioner bolt.

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the tensioner body (Fig. 9). Tighten bolt to 36Nm (±4Nm). This should correctly tension the belt – the final 4T principle.

Step 4 Remove the camshaft and crankshaft locking pins and rotate the engine in direction of rotation for two full revolutions until just before TDC and insert crankshaft locking pin. Turn the crankshaft clockwise until it touches the pin.

Ensure the camshaft pins can be easily inserted. If not, repeat the tensioning procedure.

Remove the locking tools and reinstall all components in reverse order and tighten crankshaft pulley bolts to 30Nm. Fill and vacuum bleed the cooling system using new coolant in accordance with the vehicle manufacturer’s specifications and recommendations. Always carry out a full road test to ensure the heater works correctly and the coolant level remains steady.

���

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Three-notch Tensioner Setup Step 1 Using an allen key, rotate the tensioner installation eccentric anti-clockwise until the left hand notch aligns with the dot on the tensioner body (Fig. 7). Tighten tensioner bolt to 36Nm (±4Nm). This is the third of our 4T principles: Torque.

Step 2 Counterhold the camshaft sprocket and tighten bolt to 130Nm, then remove the crankshaft and camshaft locking pins and rotate the engine in the direction of rotation for eight full revolutions.

Note: Don’t allow the crankshaft to rotate anti-clockwise.

As before, on the last revolution bring the crank up to just before TDC and fit the crankshaft locking pin. Turn the crank until it touches against the pin. Ensure the camshaft locking pins can be easily inserted. If not, repeat the installation procedure.

Step 3 Slacken the tensioner bolt and use an Allen key to turn the tensioner until the central notch window aligns with the dot on

18 NOVEMBER 2021 PMM

One-notch Tensioner Setup Step 1 Turn Allen key anti-clockwise until the single notch goes past the white dot and covers it completely (Fig. 8), which is the high-tension position.

쐅

Step 2 See Three-notch Tensioner Setup Step 3 Now turn tensioner clockwise to reveal the dot in the notch window (Fig. 10), which is the nominal position.

Step 4 See Three-notch Tensioner Setup

WANT TO KNOW MORE? INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, REPAIR TIMES AND MUCH MORE CAN BE FOUND ON THE REPXPERT WORKSHOP PORTAL – WWW.RDR.LINK /AAF011 – THE REPXPERT APP, OR BY CALLING THE SCHAEFFLER REPXPERT HOTLINE ON 0872 737 0037.

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TECH TIPS

BEST PRACTICE Replacing timing chains What goes around comes around. For timing chains, this is true in more ways than one. FAI Auto guides readers through some of the things they need to be aware of when encountering this resurgent technology in the workshop.

S

ince the late 60s, timing belts have dominated the market. Quieter and easier to fit than timing chains, their development by GM was a revolution in engine technology. Most manufacturers followed suit and just a few manufacturers, including BMW and Mercedes, were left using timing chains.

Many of the older generation of mechanics will still remember the days when all popular engines were timed using chains and, ironically, some of the younger technicians may have some experience with them too.

This is because for the past 10-15 years the market has been witnessing a renaissance of the timing chain, with the technology being used on many popular high-volume engines.

These new generation chains are a far cry from the chains used half a century ago: they are far longer; much lighter, being made from modern alloy steels; and quieter. In addition, they can withstand greater forces and operate with less friction than a timing belt as they are contained within the engine’s oil-filled

20 NOVEMBER 2021 PMM

atmosphere. It is for these reasons that many OEs have reverted to using timing chains as a “fit for life” product instead of belts that need replacing at set times/mileages.

Despite the OEMs’ optimistic “fit for life” claim, most garages now replace TCKs on a weekly basis. Which brings in good business as a TCK requires more labour to fit than a comparable timing belt replacement. Most replacements are due to chain wear, which can usually be attributed to the following: a failure to adhere to service schedules; a hostile engine environment such as low oil levels, particle, or fuel contamination; extensive idling periods; or a mixture of the aforementioned. When a chain kit is being

“Despite the OEMs' optimistic “fit for life” claim, most garages now replace TCKs on a weekly basis.”

replaced it is vital that the cause of the original failure is identified and rectified – failure to do so could see the new TCK fail relatively shortly after installation.

It is important to follow any removal and installation procedure using the correct professional timing and component locking equipment, in accordance with professional instruction.

Lab tests on oil from failed engines have shown the wrong grade/specification or poor maintenance creating contaminants (carbon, metal particles, fuel, water etc.) being suspended within the oil. These foreign bodies are carried around the engine and in the case of the TCK cause premature wear of the chain and sprockets. Plus, the debris blocks the feed holes into the tensioner(s) and VVT hubs, eventually starving the tensioner and VVT of oil and rendering it ineffective. This means that it is imperative that when any TCK is installed, utmost care must be taken to ensure the sump, oil galleries and oil pump are clean and undamaged and new oil and filter is fitted.

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Using the correct oil For any engine to operate correctly, it must use the correct grade of oil as modern oils are very complex structures which are critical to an engine’s performance and long life. This is particularly important when the valve timing is chain driven.

Replacing the old oil with an incorrect grade will most certainly cause failure. A timing chain relies on two things to keep working: firstly, lubrication, so that the metal parts do not make contact (at a molecular level) preventing seizure; secondly, tension, which in a modern engine is produced 99% of the time by a hydraulic tensioner applying pressure to one or more contact points on the chain. If this pressure is lost or reduced in any way, the chain will start to oscillate, fatiguing the metal link and pin of the chain.

This will eventually cause the chain to break in one or more places. Before this stage, it is likely that you will get the customer back complaining of a rattling chain.

All hydraulic tensioners receive their oil feed via an inlet port or valve, the diameters of which range from 1.5mm to 0.50mm. If there is contamination in the oil (carbon, metal swarf etc.), the feed holes can become blocked very easily, starving the tensioner, which in turn will fail to apply the correct load to the timing chain. It is also important to change the oil filter so that any contamination is not carried over into the new, clean oil.

To enable today’s chain kit to survive it must be fitted to a clean and uncontaminated environment. FAI also recommends that the engine lubrication system is flushed just before work is started to remove the old timing chain kit. This will remove the majority of contaminants that will have built up over the life of the engine. During installation, the sump should be removed and inspected/cleaned along with the oil pump and pick up pipe. Spending a little more time cleaning in conjunction with using the correct oil and new oil filter will ensure that the timing chain kit will perform optimally, as long as recommended servicing and oil changes are adhered to.

“Replacing the old oil with an incorrect grade will most certainly cause failure.”

Clean oil means long life On the occasions we have received timing chain kits back from customers under a warranty claim, we have requested that an oil sample of 120ml from the engine is submitted for analysis. To date, most samples have shown excessive levels of contamination.

Primarily made up of Silicon (Si) otherwise known as dirt, Iron (Fe), fuel (petrol/diesel), water (H²O), Copper (Cu), Lead (Pb), Chrome (Cr) and other trace elements. The report gives a very good indication of the condition of the engine at the time of failure, most reports depict a hostile environment promoting wear and reduced hydraulic function.

To sum up, TCK installation should be carried out not just as a remove and replace, but as an investigation into the cause or causes of failure. These problems must be rectified in order to ensure your customer has troublefree motoring for many more years to come.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAF012

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TECH TIPS

COMMON FAULTS Spark plugs, coils & sensors Ron Merralls, Assistant Technical Manager with ignition and sensor specialist NGK Spark Plugs, explains what common technician oversights the company is encountering in the aftermarket and some of the technical consequences.

SPARK PLUGS Not much can go wrong when fitting spark plugs – or can it? The most straightforward of tasks can sometimes become compromised, especially with all the different styles and plug configurations employed by vehicle manufacturers – coupled with a busy and often high pressure workshop environment.

Upon plug removal, ensure any debris that may have accumulated around the plug is blown out with an airline – this avoids anything entering the cylinders which can cause damage. Modern parts look-up systems (via the vehicle registration number) make obtaining parts a lot easier. A technician would usually now be used to plugs being supplied for a vehicle prior to seeing the old plugs.

Should the old plugs be removed prior to receiving the new ones, always retain the old ones for physical comparison to the new ones, to ensure visual compatibility for peace of mind.

Most modern vehicle plugs are supplied pre-gapped to the vehicle engine’s requirement. In those instances, always take a bit of time to look at each plug when removed from the box – in the unlikely event that the box has been opened prior to you receiving for some reason, and a plug has been dropped! Older vehicles or LPG equipped vehicles may still require electrode gap setting.

Anti-seize grease is not required to be used on NGK plug threads. If it is used, remember that lubricating any thread that has a dry torque value renders torque tables inaccurate – over tightening can result, which can damage plugs and alter their ability to transfer heat or ultimately breakage. Due to different thread diameters, gasket materials and designs, always torque to either the vehicle manufacturer’s specification or use NGK torque tables. Always check the individual NGK spark plug packaging box, which carries installation tightening advice.

IGNITION COILS/LEADS Ignition leads and/or ignition coils

are required to be removed upon spark plug replacement. To avoid damage, always adhere to the vehicle manufacturer’s advice. The sealing properties of the rubber boots are sometimes so immense, that removal can be problematic. Wherever possible, use proprietary tools designed for this task. Some ignition rail coils have threads provided for the insertion of a special tool – to ensure the assembly is not levered or twisted. Such action may result in removal, but could result in a misfire, should the internal structure of the coil become damaged. Prior to installation, always inspect the condition of the coil housing for any signs of cracks/voltage leakage, the rubber insulation boots for deterioration and for any corrosion of terminals. If in doubt, replace.

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TECH TIPS

If there is a diagnosis of a coil failure on a vehicle, if possible, prior to removing the old coil, check for any advice leaflets that may be enclosed with a new coil. This may save time in working out firing orders for some block coils or prevent other issues. Some vehicle manufacturers recommend the application of dielectric grease inside plug rubber boots prior to installation. This helps eliminate any potential voltage flashover between the top terminal and the plug metal shell (hex). It can also offer easier removal in the future. If attending to a single on-plug coil failure, consider the best option which is to replace the set and discuss with your customer. If one has failed, another may well follow soon. It may save your customer breaking down with ‘the same problem’.

LAMBDA (OXYGEN) SENSORS Lambda sensor positioning in the exhaust system has many descriptions throughout the automotive industry, which can differ from that read on fault diagnosis equipment.

Sensor One is also known as regulating, front, upstream, pre-cat or upper. Sensor Two can be referred to by some as diagnostic, rear, downstream, post-cat or lower.

When recorded fault codes relate to the lambda sensor heater control, suspect the entire circuit. To eliminate the sensor, check there is a resistance reading between the two lambda sensor heater wires (most commonplace between many sensor manufacturers are the two white wires). No continuity confirms the element is broken.

Ensure any reading is aligned within the vehicle manufacturer’s tolerance.

Sometimes a fault code can be read that correctly relates to an issue with the lambda sensor and replacing it can cure the issue.

However, upon the removal of the sensor, closely inspect the inside of the connector for any oil contamination – however slight.

On some vehicle models, it is known for an engine oil leak to allow oil to enter the wiring loom. This can then migrate to other areas of the loom via capillary action. It can hinder connections and the operation of lambda sensors. If not noted and attended to, a new sensor can become contaminated in a short time.

24 NOVEMBER 2021 PMM

EXHAUST GAS TEMPERATURE SENSORS (EGTS) EGTs have become common place in modern engines for petrol as well as diesel. They are used by the vehicles mainly to prevent overheating of components within the exhaust system, often during regen cycles. For this reason, their position is often described on parts systems for the component they are protecting (e.g., Pre-Turbo, Pre-DPF etc).

When requesting a replacement EGT, always check carefully which one is required (there are very often more than one fitted) and exactly where it is installed into the exhaust system (e.g., in relation to turbo, cats,

“When requesting a replacement EGT, always check carefully which one is required.”

DPF, NOx trap), and ensure this information is passed on to the factor.

Although some may look the same (connector and lead length), they are likely to not be interchangeable. This is because there are two operating principles used: positive temperature coefficient (PTC, resistance increases as temperature rises) and negative temperature coefficient (NTC, resistance decreases as temperature rises). The factor may often refer to the vehicle manufacturer’s parts info, so they will be able to relate to what you are looking at under the vehicle and select the item in the described position on their screen.

WANT TO KNOW MORE? FOR MORE INFORMATION ABOUT NGK SPARK PLUGS WWW.RDR.LINK /AAF013

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TECH TIPS

HOW TO Replace the shock absorbers on a Mini KYB shows readers how to replace the front shock absorbers on the following models: Mini One, One D, Cooper, Cooper D, Cooper S, Cooper SD (R56, R57) (10.06-). ���

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here are 625,000 of these vehicle models on the road in the UK. The estimated fitting time for front shock absorber replacement is 1 hour 50 minutes for a pair. KYB is one of the world’s largest manufacturers of original equipment shock absorbers, with almost one in five of all cars leaving production lines worldwide fitted with KYB as standard. The same world class product quality is available to the UK aftermarket.

Ensure the end of the bottom coil is aligned with the lip on the spring seat.

��� Using a suspension arm lever, remove the bottom of the shock absorber from its housing.

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STEP-BY-STEP

Ensure the end of the top coil is aligned with the lip on the top mount.

��� ��� Unclip ABS sensor and brake hose.

Support the weight of the axle and remove the nuts from the top mount, holding the shock absorber as the final one is removed.

Lift the unit from the vehicle.

��� Fit the final components and tighten using the correct torque settings.

��� Remove the stabiliser link bar.

��� When reassembling the components, ensure the hole on the spring seat protector is aligned with the hole on the spring seat.

쐅 Ensure the locating point on the top of the suspension mounting kit is aligned with the locating point on the vehicle.

��� Loosen and remove the bottom bolt.

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쐈 Tighten the top mount nuts.

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쐉 Use a suspension arm lever to relocate the shock absorber into its housing.

씈

씊

Tighten the bottom bolt to the correct torque.

Lower the vehicle and adjust the top mount nuts to the correct torque settings.

KYB advises to check the wheel alignment after the shock absorber is fitted to the vehicle.

KYB recommends that shock absorbers and coil springs are always fitted in axle pairs.

씉 Reattach the stabiliser link bar and various hoses.

WANT TO KNOW MORE? TO WATCH THE GUIDE TO REPLACING THE SUSPENSION ON THE FRONT OF THE MINI ONE, WWW.RDR.LINK /AAF014

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TECH TIPS

BEST PRACTICE Air treatment units PCL Air explores some of the issues around compressed air and explains what workshop owners need to look out for when purchasing

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ompressed air systems must be kept clean and dry to ensure continued reliability. Precise pressure control also keeps pneumatic systems operating efficiently.

Unregulated, unfiltered, unlubricated air pressure can increase equipment wear, leading to reduced tool life and increased costs.

Filter, Regulator and Lubricators (FRLs) ensure each tool receives a clean, lubricated supply of compressed air at the ideal pressure for optimum performance. FRL units should be mounted as close to the tool as possible – preferably at the point of use where the tool hose connects to the system – and checked regularly.

Filters are designed to remove solid particles (e.g. dust, dirt, rust) and separate liquids (e.g. water, oil) from compressed air systems.

Regulators allow the operator to adjust the pressure or flow from the compressor tank to the pneumatic tools to suit specific applications.

Lubricators release controlled quantities of oil into the air system, to help prevent

28 NOVEMBER 2021 PMM

friction and wear of pneumatic tools and equipment. They are installed after filters and close to the point of use.

Five Factors to consider when selecting an air treatment unit ��� Environment The unit must be designed and constructed from appropriate material to withstand temperature and climate.

��� Lubrication For frequently used tools like impact wrenches and ratchets, a lubricator is required and must always be fitted at the final stage downstream on the air supply after any filtration. In-line lubricators can be connected on the tool or hose itself.

A fitted lubricator is not always needed, for example if only one air output is available. Also, some tools, including digital tyre inflators and spray equipment, require little or no lubrication, and mechanical inflators may only need monthly lubrication.

Therefore, a frequent lubricator is not

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necessary and may cause impacted performance. Simply oil the relevant tools manually using general air tool oil.

��� Airflow and port size FRL units must be properly sized to match the required air flow. Significant increases in flow rates can be achieved using larger ports but changing port size within a system can affect the fine tuning to flow rate, which may be required for some applications.

Always refer to the equipment manufacturer’s recommendations and select an FRL with an air flow capacity greater than the tool’s requirements.

��� Filtration level When considering the level of filtration required, you must factor in the unit’s micron rating. Most industrial equipment and tools like impact wrenches only need 10-micron filtration, whilst more sensitive components and instruments typically demand 5micron filtration. Food, beverage and pharmaceutical applications routinely demand even finer filtration. Ask the equipment manufacturer for exact filtration requirements.

Don’t opt for a finer filter than necessary.

Smaller micron-rated filters have higher pressure

drops across the filter, so opting for a 5micron filter when a 10-micron unit is enough will increase energy consumption and equipment wear, leading to higher operating and maintenance costs.

��� Drain type Standard filters commonly feature a manual or semi-automatic drain at the bottom of the filter bowl. A manual drain requires the operator to manually release the accumulated solid particles and liquids from the filter, while the semi-automatic drain will automatically drain when the system is depressurised, however the operator can still manually open the drain when in use.

Some filters feature a built-in auto drain, alternatively auto drains can be purchased separately. Designed to remove all contaminants from the filter automatically, auto drains typically feature a float which will open the drain when liquids reach a certain level, the drain will also open when the air system is depressurised.

Auto drains are recommended for applications that require high/continual usage or humid environments where frequent drainage is required.

Auto drains are also ideal when the filter is installed in a hard-to-reach area.

WANT TO KNOW MORE? FOR HOW TO GUIDES AND VIDEOS FROM PCL AIR TECHNOLOGY WWW.RDR.LINK /AAF015

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BUSINESS

& TRAINING

Q&A Keep your customer satisfied MyCars is a new app being launched to help put independent garages on a level footing with main dealers when it comes to customer interaction. PMM ’s Kieran Nee sat down with Adam Fox, one of the developers behind the app, to find out more.

PMM: What is MyCars and what makes it different from other software solutions available to worshops?

Adam Fox (AF): Workshop owners will like the admin dashboard which allows them to track revenue generated from the app, see an overview of online bookings and the smart reminder automation going on behind the scenes. Front of house staff will particularly like the time it saves being able to confirm and rearrange appointments, then notify customers when their vehicle is ready to collect as they can do this with the click of a button.

Think of MyCars like a bolton turbocharger kit for your existing DMS system and website, you don't have to change the systems you already use to boost online bookings and loyalty because our app will integrate with them. What makes our offering unique is that you can provide your customers with a value added service in the form of a white label app which allows them to see key information about their car, make bookings and view exclusive loyalty offers and rewards. The app aims to increase the amount of online bookings you get whilst reducing the amount of time it takes to confirm them and is designed with a focus on profitable repeat business from existing customers rather than paying for bookings from price comparison websites.

PMM: How will a customer’s relationship with their trusted workshop change?

AF: The car servicing market is incredibly competitive now with more and more price comparison websites and big groups constantly looking for ways to draw your customers away from you. You could easily lose a customer to a competitor once they search for “car service” and are then served with targeted adverts for the next few weeks. To stop your customers from even having to go through this you can encourage them to install your branded MyCars app to their phones or computer from which they can make bookings, browse offers and look up key information about their car such as when their MOT, road tax or service is due. The system automatically sends maintenance reminder emails so that your customers can make a booking straight from a reminder through the app. All of this helps your customers stay connected to your workshop.

PMM: Will this app benefit independent workshops in particular?

AF: One thing we noticed when looking at independent workshop websites is that the process for making online bookings is actually creating more problems than it is solving. Quite often a customer will fill out an online form which essentially sends an

email to the workshop, the workshop will then have to follow this up with an email or phone call to confirm times, prices and services.

This can involve a lot of to-ing and fro-ing which independent garages just don't have time for. We eliminated the need for all of this by allowing your customers to choose a service and timeslot with a clear indication of how long it will take and its cost. Once a booking comes though, it's simply a case of clicking a button to confirm, rearrange or cancel which then automatically triggers an email to the customer and updates the booking status on their online account.

We have designed the MyCars app to enable independent garages to have the same customer app capabilities as main dealers.

Our out-of-the-box while label solution lets independent garages get set up with minimal time and cost, without having to change any existing systems or processes.

PMM: What is the payment structure to use this service?

AF: We offer a free trial for 30 days and after that the cost is £49 per month for garages with 1-2 mechanics and £99 per month for garages with 3-5 mechanics.

Larger garages may have specific requests or requirements that we will be happy to discuss. Garages can cancel at any time and all prices are plus VAT. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAF016

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BUSINESS

& TRAINING

A

THREAT TO ALL INVOLVED

S

o what exactly is the problem with ‘cybersecurity’? As vehicles have continued to develop the sophistication of their on-board systems, these systems have introduced advanced electronic control of the functions and increasingly sophisticated software. This in itself provides the potential basis for malicious attacks, but this would be on an individual vehicle basis and the reward would not be worth the effort for the criminal.

What has changed is the introduction of remote communication with the vehicle. Socalled ‘telematics’ are now being fitted to all new vehicles to provide not only emergency ‘eCall’ services, but often also a wide range of commercial ‘vehicle-centric’ services. This effectively creates a ‘computer on wheels’.

These remote services are already becoming the basis for the vehicle service, maintenance and repair, as not only do they provide real-time vehicle data and information, but the (increasingly bespoke) service offer quotation, together with the acceptance of this quotation with the corresponding time and date of a workshop appointment, are all being offered to the driver remotely via the in-vehicle dashboard display. This significantly reduces the workshop and repair costs and unless an

32 NOVEMBER 2021 PMM

We are all familiar with the threat cybersecurity issues can pose, but could it even be threatening the very basis of your business? In the second part of our look at cybersecurity and data issues surrounding the independent aftermarket, Neil Pattemore investigates the tactics being used by OEs to lock out the competition. (independent) competing service provider has the same abilities, they simply cannot compete.

Unfortunately, this remote access is also more appealing to the criminal due to the huge volume of vehicles involved. Currently, the vehicle manufacturer retains complete control over access to the vehicle (including via the OBD port) and although some very basic data may be made available to independent operators (at a price), these data

points do not support viable and competitive remote services. Quite literally, the vehicle manufacturer is in the driving seat when it comes to remote services, as they want to control all communication to/from the vehicle and are now using cybersecurity requirements to the disadvantage of their aftermarket competitors.

Vehicle type approval Understandably, independent operators are in a vigorous debate with the legislator to obtain the same abilities to connect to the vehicle to directly access the vehiclegenerated data and information, but this is not a simple discussion. The key issue is the clash between the changing requirements of the vehicle type approval legislation.

Since 2007, vehicle type approval legislation has required vehicle manufacturers to provide ‘non-discriminatory’ access to repair and maintenance information, e.g. vehicle information, together with diagnostic tools, technical training, or electronic service records. This is to ensure that both independent and main dealer workshops compete on a level playing field.

This vehicle type approval legislation was updated in 2020 to include further requirements for this RMI which included

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“Vehicle manufacturers are now controlling all access to the vehicle and its data.”

access to the OBD port and the ‘full data stream’ required for diagnostics, service and repair functions. It also included the vehicle manufacturer becoming part of the ‘nondiscrimination’ requirement as they are increasingly a service provider themselves.

However, although this new legislation includes the intent, the practical details of how these various requirements will be provided are not only being disputed by the vehicle manufacturer, but other ‘general safety legislation’ also has an impact.

The key issue is how vehicle manufacturers are implementing their ‘cybersecurity management system’ (CMS).

Vehicle type approval regulations are

developed at the UNECE in Geneva and referenced in legislation across the world – including the UK. Until now, all vehicle type approval requirements have been defined technically as standardised requirements (e.g. emissions, braking performance, headlight alignment/intensity etc.), but now there is ‘R155’ – the Cybersecurity Regulation – which requires the individual vehicle manufacturer to develop their own proprietary CMS which is assessed by a vehicle type approval body as part of the whole vehicle type approval.Vehicle manufacturers are now controlling all access to the vehicle and its data as part of their compliance with their type approval, but in doing so, are also the ‘system administrator’ and the arbitrator for the ‘rights and roles’ of anyone, or anything, that needs to communicate with the vehicle.

The details As an example of the impact that cybersecurity is already having, virtually all vehicle manufacturers have introduced a security gateway behind the OBD port on new vehicles, which requires an independent operator to register with the vehicle manufacturer to obtain a security certificate.

This also requires them to disclose who they are, their customer’s vehicle details and the work which needs to be performed. This creates anti-trust and conflict-of-interest

issues, so there may be a ‘middle ground’ where an intermediary company (such as a diagnostic tool manufacturer) can reduce the exposure of the independent workshop.

Unfortunately this is just a ‘sticking plaster’ for the bigger problem of remote access to the vehicle, where embedded applications now run the diagnostic, service and maintenance functions.

Even if registering with the vehicle manufacturer provides some level of access, there are costs associated with the corresponding security certificates and the vehicle manufacturer controls what can be done through the rights and roles associated with the certificate. A good example is the way that in-vehicle access is controlled by certificates and codes which are currently only available to main dealers (e.g. ADAS component replacement), or the requirement for a dedicated certificate for each vehicle system, or that the certificate is session based (i.e. time limited).

The Cybersecurity Regulation provides the vehicle manufacturer with the legitimisation of controlling the aftermarket by setting all the criteria of who can communicate with a vehicle to perform competing services, with what parts, together with the required level of competence required from the technician – and much more. The days of the aftermarket simply ‘finding a technical solution around the problem’ have gone. The future of the sector now lies in the hands of the legislator.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAF017

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BUSINESS

& TRAINING

Workshops are often on the lookout for new services they can offer customers to give them an added advantage over rival workshops.

Could auto locksmithing be the service that your business needs?

Here, 3D Group outlines some of the locksmithing solutions they provide.

The KEY to success

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urchasing with 3D Group could be the solution, thanks to the range of products we have available. The benefits provided should be more than enough to make any garage more attractive, increasing sales and driving profits for your business.

Whether you are a car repair shop or a mobile mechanic, you can provide certain auto locksmith services to your customers.

We’re all for jobs that you can perform whilst you have a customer’s car; you can optimise your workshop’s and customers’ time by offering auto locksmith services.

Below we are going to cover some of the jobs you’ll be able to conduct with the help of our products:

Cutting keys Do you already ask the customer how many keys they own for their car when they arrive at your garage? This could be the perfect opportunity to offer them a spare key.

Whether the customer has come into your garage for an unrelated job, or they have come to you with a lost or damaged key, with our products you can complete these quick jobs in no time whilst you have their car.

Alternatively, you could potentially attract new business to your garage by advertising that you offer locksmith services. For example, a customer could come to you looking for car key replacement, giving you a chance to showcase other services you have available to them.

We offer a range of key cutting machines to suit your needs and budget: ��� Xhorse Dophin Key Cutting Machine This budget-friendly option has a fantastic

range of functions, with the added benefit of being Bluetooth capable; allowing the user to connect their phone, negating the need for an in-built screen. ��� Keyline Gymkana 994, electronic key machine with console The Gymkana 994 is the new electronic key cutting machine for automotive laser, and double-sided edge cut keys. Showcasing a compact and ergonomic design, the user is able to provide key cutting services anywhere with the utmost flexibility.

Replacement key cases A small service that would be excellent to offer customers would be replacement key cases. More than likely, you see many damaged or broken key cases every day.

Wouldn’t it be great if you could offer to replace these worn key cases while the customer waits for you to complete the work you’re conducting on their vehicle?

Diagnosing issues & programming keys Have you already invested in diagnostic tools? 3D Group offers a variety of diagnostic tools which can expand the services you can offer. Does your current device allow you to programme keys? Listed are just some of the excellent diagnostic tools we sell: ■ Autel IM608 package one This great option is suitable for those looking to provide unparalleled immobiliser and key programming functions, as well as OE-level diagnostic and service functions.

■ Autel IM608 package two This upgrade from package one can also allow the user to replace keys for MercedesBenz when all keys have been lost.

■ OSCA The OSCA diagnostic tool is unique and one of the very first devices of its kind.

Cloud-based diagnostics come with no complicated software installs or updates, just live in-depth diagnostics and programming at your fingertips via scripts and live technicians. It completes jobs that other tools can't and when something fails, the OSCA team is on-hand to talk you through the issue to get it rectified as efficiently as possible.

Vehicle Security Solutions Do you currently offer security services?

There has been a rise in commercial vehicle theft over recent years. With this crime trend in mind, it seems appropriate to offer your customers services to help protect them.

Here at 3D Group, we distribute a variety of vehicle security solutions. Whether you are looking to install additional locks to protect the vehicle from theft or installing trackers to protect the vehicle and the customer.

These security options often need the person fitting them to own a compressor, making you a great candidate; you’ll already have the tools necessary to provide these.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAF018

PMM NOVEMBER 2021 35

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BUSINESS

& TRAINING

Q&A Job Creation Louanne Dias, Marketing Executive, ClickMechanic, tells PMM how the service handles problems coming in from customers and how their in-house technicians make sure complex issues are properly diagnosed.

PMM: Can you outline how the ClickMechanic process works from a vehicle owner’s point of view?

Louanne Dias (LD): ClickMechanic connects customers looking for car repairs and servicing to the best mobile mechanics and garages across the UK. First, the customer tells us the car registration and postcode. We use this information to work out how long the requested job should take on the specific car, multiply it by the local labour rate in the area, and then add on parts costs. The tech we’ve developed provides the customer (and the mechanic) with the most accurate quote based on the millions of data points that we've licensed.

PMM: Although many tasks performed by a workshop technician are easily standardised, there will always be certain tasks which pose a challenge. What measures have been put in place to deal with more complex issues a car might have?

LD: ClickMechanic is a booking platform that helps connect customers with car problems to the highly qualified and vetted mechanics on the network. We appreciate the fact that due to the complexity of car repairs there can be instances where the customer is unable to identify car problems. This led to the inception of the Mechanic-in-Residence team. They provide free no-obligation consultations to customers and use their skills and experience to diagnose problems with the vehicle in question. The mechanics interact with customers and use their expertise in car repair despite not being based in a workshop.

36 NOVEMBER 2021 PMM

This has been a valuable platform for both mechanics and customers on the network.

By discussing the issues customers are experiencing on their vehicles, the majority of faults can be detected or at the very least narrowed down. However, on the rare occasion that a diagnosis over the phone or email is not possible, the in-house mechanics will suggest booking an in-person diagnostic inspection with a diagnostic professional on the network.

PMM: How do you recruit in-house technicians?

What experience /qualification do they need to have?

LD: When recruiting technicians for our Mechanicin-Residence team, the most important requirement is having extensive experience in vehicle repair and diagnostics across makes and models, along with good customer empathy and the ability to translate complex technical issues to customers in a clear and simple manner. The in-house technician team currently includes car repair experts with over 80 years of combined experience!

PMM: Once a job has been picked up by a workshop, is there a chance for a workshop to alter its estimate.

For instance, if a customer misdiagnoses their car’s problem or the problem turns out to be harder than anticipated?

LD: We use industry-standard labour times

and parts prices to build quotes. Mechanics, however, would be able to suggest an updated quote in certain cases. For example when the customer has misdiagnosed the problem on their car or booked the wrong job. In these cases, we would of course expect the mechanic to ask the customer whether they'd like to go ahead with the updated quote before carrying out any work.

PMM: By signing up to ClickMechanic, how will a workshop benefit?

LD: When a mechanic or garage signs up to ClickMechanic, they have access to a free account with access to bookings, which allows them to take on extra jobs to fill in their diaries. It’s 100% free to join, the mechanic only pays a commission on the bookings they complete.

A further advantage for mobile mechanics and workshops on the network is that they have access to trade discounts, through which they can end up saving thousands of pounds each year.

Overall, mechanics have come to appreciate that taking bookings through our service is a hassle-free way to find new customers and boost revenue. We manage everything from quoting, customer service, to payments so they are freed up to do what they love to do – car repairs!

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAF019

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BUSINESS

& TRAINING

TRAINING IN-HOUSE “A unique video tutorial and technical training service, delivered online for easy access in the workshop”

Jonathan Sampson, Director of Sales & Product, Autodata Training reveals all on the company’s latest training offering.

Autodata is the leading supplier of technical information to the automotive aftermarket.

We support the servicing, maintenance, diagnostics and repair of vehicles globally with Manufacturer approved technical help guides. Thousands of technicians worldwide trust Autodata to provide them with all the advice and help they need to get a car, van or motorcycle fixed and back on the road. Today we’re taking that help a step further, by introducing a new service we call Autodata Training, a unique video tutorial and technical training service, delivered online for easy access in the workshop.

“Each tutorial is presented by an industry expert who knows the ins and outs of the specific topic” With this all-new digital subscription service, Autodata now offers technicians hundreds of high-quality, technical training videos. Each tutorial is presented by an industry expert who knows the ins and outs of the specific topic, keeping up-to-date with the latest manufacturer advice and information to ensure that every tutorial is relevant in today’s fast-changing world. These modern training tutorials cover a huge spectrum of topics, from electrics to engine, drivetrain to diagnostics. With technology in automotive advancing at a phenomenal pace, our technicians are also up-to-date with all the

38 NOVEMBER 2021 PMM

latest advances and incorporate the latest developments in their tutorials, including hybrid, electrical and ADAS developments.

The online library is already edging towards 400 videos with new tutorials added all the time to keep pace with demand.

“For the first time, technicians can get the specialist training they need, at a time that suits them” Gone are the days when workshop owners needed to spend time sourcing quality training and accommodation for their technicians, or losing out on valuable repair time because they had to send their technicians away on courses. For the first

time, technicians can get the specialist training they need, at a time that suits them.

In timesaving alone, we estimate that an average workshop will keep every single technician in the working environment for an extra four hours a month using these video tutorials. Unlike more traditional courses, an Autodata Training course can be run whenever the technician wants and re-run as often as is needed with no cost incurred. We still find ourselves limited by the pandemic, whether that be attending training courses or accepting your full complement of vehicles.

The Autodata Training courses remove the issue of physical interaction, reducing the potential for infection, and allowing technicians to remain at their workstations

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‘‘

My team and I find this service invaluable. It’s like having access to a full-time technical trainer as and when I need them. No one needs to leave the workshop, yet we still get detailed, comprehensive training, packaged up in a user-friendly system. The beauty is that my technicians can revisit the training time and time again to update their knowledge.

”

Ken Wood, Owner of Zenith Auto Repairs

and benefitting from continued learning to allow the business to accept any vehicle that books in with them.

“With Autodata Training, all courses are in one place and once the user is subscribed there are no additional fees to consider.”

Technology in the industry is changing faster now that any other time since the motor vehicle was introduced. It’s imperative that technicians stay abreast of these developments to allow them to comfortably handle any vehicle that comes their way. The alternative is to turn work away. There’s nothing wrong with traditional courses. However, an online source of training can be viewed at any time and removes the physical and financial rigmarole associated with traditional training. Finding a course, booking travel, potential hotel, time away from the business, limiting bookings to take this into account. With Autodata Training, all courses are in one place and once the user is subscribed there are no additional fees to consider. The annual cost of a subscription is likely cheaper than one traditional course attendance.

WANT TO KNOW MORE? TO FIND OUT MORE AND SUBSCRIBE WWW.RDR.LINK /AAF020

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TRAINING GROUND In the modern workshop, training and development is crucial in staying competitive. PMM offers a helping hand by providing details of some of the latest training developments.

DELPHI TECHNOLOGIES’ E-LEARNING PLATFORM Delphi Technologies has enhanced its automotive training offering with the launch of the e-learning facility, the Delphi Technologies Academy.

Delphi Technologies Academy is a new e-learning platform aimed at making it easier for the aftermarket to enhance their skills and keep up-to-date with new developments. Developed over the last 12 months by the company’s expert trainers, the platform claims to be the most advanced online training facility available to those in the aftermarket.

UPCOMING TRAINING DATES FROM THE GARAGE INSPECTOR NEWCASTLE ● Financial Understanding – 11th Nov ● Marketing Essentials – 12th Nov ● Effective Leadership/Managing Quality – 13th Nov ● Customer Excellence & Reception – 14th Nov

The course leverages the increased desire for ‘blended learning’, where delegates can complement hands-on classroombased training with virtual tuition. This also overcomes some of the challenges that the aftermarket experiences when attending traditional off-site training.

The Academy provides access to training materials on any device, including smartphones, and at a more convenient time – even at the point of use where critical technical information is needed.

Because the training can be consumed in any location, the space limitations of classroom-based learning are removed.

Hybrid and Electric Vehicle The Academy covers a wide range of vehicle systems and technologies including ADAS, exhaust aftertreatment, diesel systems, petrol systems, vehicle electrics and chassis systems. In addition, there are multiple training modules dedicated to hybrid & electric vehicles where the need for aftermarket training is at an all-time high. Delphi Technologies has leveraged its position in this field to develop industry-leading online H/EV training within the platform.

40 NOVEMBER 2021 PMM

The complete spectrum of topics is covered, from instruction videos on how to safely lift a hybrid/electric vehicle through to detailed overviews of the very latest OE systems.

As with Delphi Technologies’ practical training, all its online course modules have been developed by a dedicated training team, who between them have over 90 years’ industry experience, including considerable time at OEMs. A 12-month subscription to the e-learning platform costs £220 plus VAT.

LINCOLNSHIRE ● Financial Understanding – 2nd Dec ● Marketing Essentials – 3rd Dec

WWW.RDR.LINK /AAF022

UPCOMING AUTOTECH TRAINING DATES MOT MANAGER TRAINING ● Milton Keynes – 9 th -10 th November ● Milton Keynes – 23 rd - 24 th November

WANT TO KNOW MORE? FOR MORE INFORMATION ON THE DELPHI TECHNOLOGIES ACADEMY WWW.RDR.LINK /AAF021

ADAS TRAINING ● Derby – 1st -2 nd November ● Derby – 8 th - 9 th November

WWW.RDR.LINK /AAF023

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INTRODUCTION TO LUBRICANTS UKLA Introduction to Lubricants is a one day foundation course providing an overview of lubricants and the lubricant sector.

On completion of the course delegates can progress to the Certificate of Lubricant Competence. The course can be offered as an in-house company-specific course to be held at your workplace or individuals may prefer to attend one of our open modules held once a year at the Hilton Hotel Leicester.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAF024

AUTOTECH EV TRAINING EXPANSION Autotech has announced an extension to its EV Training Suite, enabling the organisation to teach IMI Level 4 Electric/Hybrid Vehicle courses, and the expansion of its highly qualified trainers from 4 to 12.

This increased number of trainers will enable Autotech Training to facilitate rising demand for these courses and the company has also invested in four additional electric vehicles to aid this training.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAF025

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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: 3 three-letter words, 6 four-letter words, 4 five-letter words, 1 six-letter word, 1 eightletter word. Good Luck!

1.

Which duo asked “Would I lie to you?” in 1992?

2.

Which car did Ferris Bueller famously destroy?

3.

Which bank does the Queen bank with?

4.

Who was the original host of Have I Got News For You?

5.

O

H

P K

S O

WIN! TO BE IN WITH A CHANCE OF GETTING YOUR HANDS ON A MOTUL PAIR OF GLOVES AND BODYWARMER, VISIT THE PIT STOP PAGE AT WWW.RDR.LINK/AAF026

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

6.

Which is the smallest city in the UK?

7.

How long is the longest direct flight in the world?

8.

Who won the Golden Boot in 2019/2020

9.

From what grain is the Japanese spirit Sake made?

10.

Who might define themselves as an Apiarist?

In the last song she recorded before her

R W

Q

death, what car did Janis Joplin ask God to buy her?

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COMPETITION

LISTEN UP!

WIN!

The bilstein group is giving you another chance to win one of their branded Bluetooth Speakers. Here, the team explains why their Facebook page is a great source for technical information.

T

he Blue Print and febi Facebook pages are the places to go for technical articles, videos and tips so you can stay one step ahead and continue to provide efficient professional repairs. At the bilstein group, we strongly believe it is important to provide as much information and support as possible alongside our extensive ranges. For this reason, we have a broad selection of information available that we share on our Facebook pages. This will include: Protips – Offer practical support with everyday issues encountered in the workshop and, when possible, follow the explanation structure of Problem, Cause, Solution.

Product Highlights – Focus on a specific part in the Blue Print or febi range and detail the components function along with any information on common failure.

Technical Articles – Provide a more in-depth look at how a specific vehicle component works or details a diagnostic story from the workshop, highlighting a vehicle fault, including diagnosis and replacement.

Videos – Offer a visual “How To” guide sharing best practice information and top tips for many Blue Print and febi products ranges.

Technical know-how The technical information provided all comes from our in-house Technical Marketing Team, headed up by Charles Figgins. Collectively the team has over 70 years’ worth of experience in the automotive industry, including knowledge gained from previous parts, workshop technician, technical trainer and management roles. The team now stay on top of all things technical regarding the Blue Print & febi ranges ensuring that any relevant information is shared with Technicians and Workshop Owners.

The Prize Five lucky winners will each receive a bilstein group Bluetooth speaker. With a rechargeable battery, this portable speaker can be moved where required whether it be in the workshop or around the home. This versatile speaker also includes an SD Card Port, Aux USB Cable, FM Radio Functions and Hands-Free Call Function.

How do you enter?

To be in with a chance of winning one of five Bluetooth speakers simply: ��� Follow and like the Blue Print Facebook page www.facebook.com/blueprintpartsUK @blueprintpartsuk ��� Follow and like the febi Facebook page www.facebook.com/febi.bilsteinUK @febi.bilsteinUK ��� WWW.RDR.LINK /AAF027 and fill in your details If you already follow and like the Blue Print and febi Facebook pages simply go straight to WWW.RDR.LINK /AAF028 to enter the

competition.

PMM NOVEMBER 2021 43

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SPECIAL REPORT

Interview with Tina Drayson: Part One PMM ’s Kieran Nee visited CCM’s Ewhurst workshop to speak to Operations Director Tina Drayson about the pandemic and what customer service means in the workshop.

O

ne garage whose ethos from inception has been focussed around expansion, improvement and excellent customer service is the Surrey and Sussexbased CCM. In the 30 years since it first began trading, the business has expanded to encompass four workshops and 26 technicians. The unusually focussed approach the garage takes to business matters is directly thanks to Operations Manager Tina Drayson, who contributes business-themed articles to PMM. As such, we felt the time was ripe to make a visit and have a chat about all things business, from dealing with Covid-19 in the workplace to the principles of Six Sigma.

Firstly, let’s begin with the pandemic. What effect did Covid-19 have on business?

One of the immediate effects of the pandemic was that we greatly increased the amount of pick up and drop off that we do.

We’re lucky in that we have a large courtesy car fleet we can rely on.

We had quite a few customers compliment us on our Covid measures, but the way we see it, it was our duty – everyone had to play their part. It’s true, we were very proactive in reassuring customers that we were doing our best to keep everybody safe, which I believe worked in our favour.

Our MOTs in April 2020 were down to about 30% of what they should have been, which was obviously a huge drop. We did a lot of promotion at that time explaining why MOTs were still important, regardless of the extension. We explained to our customers that you still have a duty to ensure the safety and roadworthiness of your vehicle and that were you to get in an accident and your car was proven to be unroadworthy, your insurance might not be valid. In fact we did hear of several instances of insurance companies refusing to pay out for accidents due to the presence of bald tyres.

By June we were back to full steam. We had put people on furlough but we had to take everyone back during summer. We closed our Cranleigh branch and diverted all our work to this site (Ewhurst) for a couple of months, but eventually lead times grew too much and we had to open Cranleigh too.

Being one of the few workshops that stayed open meant we gained a lot of customers who had never come to us before and I am sure many of them, having seen our quality service, will remain loyal to us.

to their situation. We need to give them the feeling that they are the most important customer. We will find a solution to their problem and that way, they will come back.

It could be as simple as an MOT or as stressful as a breakdown. We do breakdown recovery if necessary.

We encourage customers to regularly look after their cars. Depending on where the particular workshop is based, customers will have different priorities and we have to adapt our service provision to meet those needs.

But whatever the case may be, transparency is vital. If you get approval every step of the way, no one gets any nasty surprises and no one can complain.

We are sure not to undervalue the work we do and therefore we charge the right amounts for the service we give you, for the years of knowledge that goes into that service and for everything we need to provide to ensure our technicians are the best they can be.

See next month’s PMM to read what Tina had to say on expanding CCM operations and the importance of worker wellbeing.

What does good service mean?

Good service goes well beyond the technical process that’s done to the car. It encompasses everything from the moment they contact you on the phone. You need to be empathetic

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAF029

PMM NOVEMBER 2021 45

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SPECIAL REPORT

COMPANY PROFILE All bases covered PMM spoke to Michael Boe, Vice President & General Manager Global Aftermarket at BorgWarner to find out more about the company, its recent acquisitions and its plans for the independent aftermarket in the UK. Can you tell us about BorgWarner?

BorgWarner is a global product leader in clean and efficient solutions for combustion, hybrid, and electric vehicles. We have been supplying the automotive industry with innovative technologies for over 130 years, supporting manufacturers in realising efficient solutions for light, medium and heavy-duty vehicles. Currently, we have manufacturing and technical facilities in 96 locations in 23 countries and employ approximately 50,000 people worldwide. In recent years we have carried out several strategic acquisitions and joint ventures integrating technologies that contribute to the comprehensive portfolio we can offer today.

The company is a big player in the OE sector, but why should the independent aftermarket also be paying attention?

BorgWarner delivers propulsion solutions and components for manufacturers worldwide.

We provide a comprehensive portfolio for diesel and gasoline powertrain solutions for electric mobility. Based on the strategy to be a leading pure-play propulsion supplier and on our original equipment expertise, we offer a continuously growing range for the aftermarket with components and system solutions in first-class OE quality, including diesel cold-start technologies and ignition coils from BERU as well as exhaust and thermal management products from Wahler.

These have proven themselves over many years in the aftermarket and underline the technological expertise of our entire portfolio.

The brands, which are an integral part of our

46 NOVEMBER 2021 PMM

range, are well-known by workshops and in demand from retailers. Regarding ignition technologies, for example, we offer more than 700 individual products to supply 28,200 different vehicle types, covering up to 90% of the replacement demand throughout Europe.

Moreover, we develop future propulsion technologies for automotive manufacturers around the world and provide products as spare parts. Our aftermarket partners can benefit from a high-quality portfolio and a

“Regarding ignition technologies [...] we offer more than 700 individual products to supply 28,200 different vehicle types, covering up to 90% of the replacement demand throughout Europe.”

wide range of solutions to meet their customers' current and future requirements.

We provide solutions for thermal and exhaust gas management, as well as AWD couplings and turbochargers. As BorgWarner is a global leader in turbochargers, our innovative turbocharger systems are installed in all types of vehicles by manufacturers around the globe. 90 years of experience and more than 150 million turbochargers produced speak for themselves.

Delphi Technologies is a recent acquisition, what benefits does the brand bring to the portfolio?

For decades, BorgWarner has focused on creating technologies that improve vehicle efficiency, emissions, and performance. Our goal is to be a leading supplier in electrification. Therefore, acquiring Delphi Technologies last year was the ideal addition to our portfolio. Delphi brings extensive expertise in electronics and power electronics

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to the table. This combination will expand our position in electrified propulsion systems as well as our combustion, commercial vehicle and aftermarket businesses.

BorgWarner will be offering a unique, comprehensive portfolio of industry-leading propulsion products and systems across combustion, hybrid and electric.

The expansion of our electric portfolio contributes to the ambitious goals we have set with our initiative “Charging Forward”: Electric components are to account for almost half of our revenue by 2030. Electric motors, power transmission technologies, power electronics and temperature management are just the beginning. We continue developing solutions that support our OE customers with the transformation. The same applies to the aftermarket: We have the know-how and the suitable technologies.

What steps has BorgWarner taken to ensure its products and processes promote a healthy, sustainable planet?

The company’s vision is to create sustainable value by making mobility cleaner and more efficient, aligning the interests of our customers, shareholders, and citizens of the planet, and enabling us to lead the electrification of the future low carbon economy. We already supply technologies for low-emission or emission-free mobility like EGR, boosting technologies for more efficient driving, and solutions for hybrid and electric vehicles. We also recently announced that BorgWarner plans to reach carbon neutrality by 2035.

“In response to the pandemic, BorgWarner implemented numerous protocols and safety measures to help ensure the protection of its employees.”

Manufacturing our aftermarket products, we use environmentally friendly processes.

Sustainability is key within our REMAN programme: We offer a portfolio of remanufactured components in highest OE quality, such as turbochargers and EGR valves. During the process all parts are carefully dismantled, painstakingly cleaned and reconditioned, so that components are as high-quality and reliable as the original. An ideal solution for cost-conscious customers with older vehicles. And it’s a further contribution BorgWarner makes for the protection of the environment. So far, we have saved over 16,000 tons of iron and over 4,000 tonnes of aluminium by remanufacturing.

Have the previous two years changed the way you work?

In response to the pandemic, BorgWarner implemented numerous protocols and safety measures to help ensure the protection of its employees. To support its employees, a global policy enabling flexible hours and remote working was put in place and safe

behaviours and personal health guidance were communicated regularly. Furthermore, BorgWarner established a Safe Restart Task Force to identify and disseminate return to work procedures and formed a Supply Chain Risk Council to guide the company in identifying potential risks to our business.

Going forward, does BorgWarner have any other big plans?

As mentioned above, we have currently announced our new strategy which we call “Project Charging Forward”, which means to accelerate our electrification strategy. Project Charging Forward has 3 pillars. ��� We plan to profitably scale eLVs through our continued integration of Delphi and our ability to capture synergies as well as pursuing organic and inorganic actions. ��� We intend to expand into eCVs. We’ll do that by leveraging our position in LV and building out a go-to-market product portfolio and operations capabilities organically and inorganically. ��� We plan to optimise our combustion portfolio, reducing our exposure by disposing parts of the portfolio that are lower growth or lower margin.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAF030

PMM NOVEMBER 2021 47

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SPECIAL REPORT

THINKING

AHEAD W hile many other companies within the aftermarket sadly felt the negative effects of both a nasty dose of the virus at the time, and suffered subsequently with the effects of long Covid, Shaftec has quietly seen some success over the past two years. Whilst many companies’ fates have been unavoidable due to the nature of the pandemic, the transmission, braking and steering remanufacturer and supplier has not only survived but quietly thrived. Years of hard work, strong stock holding and a customer base – as well as pre-emptive strategic preparation which had started years before – meant it not only escaped virtually unscathed, but that September 2020 was up 33% on September 2019 and across Q4, business was up 15% compared to the previous year.

As a UK-based business operating from one facility in the midlands, Shaftec has almost complete process control. This business model means that it can always guarantee constant availability. This enables its customers’ businesses to carry on, whatever the weather – in Whitehall or anywhere else.

48 NOVEMBER 2021 PMM

As pandemic restrictions and Government aid come to an end, businesses are left to pick up the pieces and assess the damage.

Remanufacture specialist Shaftec explores the factors that enabled the firm to weather the storm of the previous two years so well.

This stood them in good stead as the world faced up to the global pandemic and Brexit uncertainty. Everything from old core acceptance through to the boxing of fully tested, shelf-ready product happens in one place. That, together with careful and strategic planning and the fact that it has stockholding of over £5million meant that apart from the initial couple of months when the industry came to a global standstill, the Shaftec business and

brand have seen continued growth.

Joe Toakley, Marketing Manager explains: “Many of the processes which we put into place to protect customers from any Brexit fallout saved us during the pandemic. The cornerstone for many of these processes was laid years ago. Enhancing efficiency, bolstering productivity and amplifying our square footage, we consolidated the entire business into one facility in 2015. We further increased capacity by 8,000sq.ft. in 2018 by adding a mezzanine floor, giving us a grand total of 50,000sq.ft. of production and storage space. This allows us to keep an extremely healthy supply of finished stock. It also means we have space to keep an impressive amount of any ancillary parts that we source from OE suppliers in Europe: brake caliper seals for example. Because we’ve been planning for this for years, we were able to continue supplying our customers even whilst the rest of the world stopped moving.

All of this preparation was incredibly important when it came to ensuring Shaftec didn’t run into any supply problems throughout 2020. “We’re well aware of the fact that if garages don’t get the right parts at the right price when they need them, then the supply chain breaks down, impacting everyone – including us as remanufacturer and supplier,” continues Joe. “Because of this, we invest heavily in our forecasting ability, and work closely with partners TecAlliance to be able to offer our customers the most reliable and up-to-date technical data.”

The biggest growth area for Shaftec has been steering, particularly electric powered steering (EPS). “With a rise in the number of vehicles with EPS now falling out of warranty and into the aftermarket, electric powered steering is only going to continue to grow,” he

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“With a rise in the number of vehicles with EPS now falling out of warranty and into the aftermarket, electric powered steering is only going to continue to grow” Joe Toakley, Marketing Manager Shaftec

explains. “We think the next two years will see a dramatic rise and we have prepared by investing heavily in R&D and new-to-range additions. We’ve increased the skill set and ability of our R&D team and every time we need to assess the remanufacturing specifications for a part, we have to invest in a brand new unit. We’ve also improved our quality control processes by implementing more specific management positions to

oversee the majority of the remanufacturing stages. There haven’t been any issues across this area, but given the increase we’re seeing in demand, we are making sure we are well prepared to face any eventuality. With the time, research, and investment we have put into EPS I am confident that the Shaftec brand name will increasingly become synonymous with this product area.”

Shaftec is built on the bedrock of range and availability. Joe continues: “Coming to the end of 2021, we’re in a good place. Because we’re

in a good place, our customers have the utmost confidence in us to keep them supplied with the parts they need to keep their own wheels and those of their customers turning. We remain at the forefront of range and availability within the UK for EPS, as well as all our other product groups. As garages have to constantly evolve to the new technologies in vehicles entering the repair aftermarket, they will continue to rely on our range and products to provide affordability without the compromise on quality against an OEM unit.”

“Business looks incredibly positive for 2022 and beyond, as we work with our customers – the UK distribution network – to enable their customers, the UK garages – to continue to grow and prosper,” Joe concludes.

WANT TO KNOW MORE? FOR MORE INFORMATION ON SHAFTEC WWW.RDR.LINK /AAF031

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WINTER SERVICE

& LIGHTING

KEEPING CHECK The winter months can be hard on vehicle batteries.

Henry Bisson, Marketing Manager at Ring Automotive explains what workshop technicians can do to alleviate the stress caused for vehicle owners by failing batteries.

I

t should be the responsibility of technicians to test every battery before they start work on a vehicle. With the colder months and changing temperatures causing the electrolyte in batteries to evaporate, it should be at the top of a technician’s winter servicing list to avoid the unit resulting in premature failure.

Low battery status will provide false readings, and intermittent starting can lead to incorrect diagnosis. You would never expect a technician not to have a spanner to remove a nut, so why not have a battery analyser as an essential in your tool kit?

Battery-charging solutions Ring’s RBAG750 Graphical Battery Analyser, is state-of-the-art battery testing equipment. It offers battery, alternator (standard charge, semi smart and full smart charge) test and starter test for all battery types, with the ability to record, print and save the vehicle data.

As a backup to the discerning technician, Ring offers the RMM500 multifunction automotive tester, designed specifically to find electrical automotive faults. The RMM500 only has settings relevant for automotive use. It has all the functions of a normal multi-meter plus frequency measurement, the ability to check fuses in-situ and carry out parasitic drain testing.

These two units are also self-calibrating and use graphical interfaces making it easy to use and understand.

Common errors A common error when servicing batteries is standard wet battery testing while the battery is in a state of poor charge. The best practice is to always test a battery that is charged. Technicians, when working on vehicles with AGM and EFB batteries, should ensure that a test is performed before work starts and that those batteries are then support charged throughout, with a full functional test carried out before the vehicle is handed back to the owner.

Over the past 18 months, a lot of vehicles have been left standing due to the change in lifestyle caused by the pandemic. The majority of car users are unaware that their battery is losing charge while the vehicle is stood still. This has caused

numerous problems on all vehicle types with the emphasis on vehicles fitted with AGM and EFB batteries.

It is recommended that any vehicle that is stood longer than three to four weeks should have the battery put on charge (preferably with a smart charger).

This does necessitate the removal of the battery from the car, as smart chargers are designed to test, repair and stabilise battery charge as required. An example of a smart charger for the car owner is the Ring 800 series, whereby a one-way end plug can be fitted by the local garage to ensure correct use.

For the professional technician, Ring offers a range of trade style smart chargers for a wide range of domestic and commercial vehicles, which feature a battery support function while working on the vehicle.

Smart chargers optimise the battery performance and prolong its life. Trickle chargers will add charge, but if forgotten about can overcharge and damage a battery. It is therefore much safer to use a smart charger.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAF032

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WINTER SERVICE

& LIGHTING

BRAKING SAFELY Jurid recommends certain winter safety checks to help customers avoid falling foul of treacherous winter driving conditions.

T

he Great British weather is always a talking point and recent years have thrown up some extreme and unexpected conditions. A safe prediction we can make is that winter will bring with it harsh cold-fronts and plenty of rain. At times, driving will be treacherous and the brakes on every vehicle in the country will be put under pressure to deal with difficult and adverse conditions.

It will be no surprise to readers that there is a clear trend of increased collisions following the October clock change with darkening afternoons and worsening weather being significant factors, according to the RAC Foundation. Poor visibility and increased stopping distances mean a wellmaintained braking system is, and always will be, safety critical.

Take action early Jurid recommends that garages should take the initiative by promoting ‘Winter Safety Checks’ to help customers avoid falling foul of difficult seasonal conditions. Customers need to be reminded well ahead of time to book in for preventative maintenance with brakes at the top of the agenda of any winter service.

The braking specialists at Jurid have shared some useful hints and tips in spotting when brake pad problems are likely to occur and how correct brake maintenance over the winter period can make a marked difference in safety.

52 NOVEMBER 2021 PMM

Insufficient periodical inspection of pad wear can lead other more costly repairs such as damaged discs not to mention uncomfortable experiences for the driver such as unpredictable braking or a vehicle pulling to one side.

A sticky issue Uneven wear

Worn out pads As a starter, it is essential to inspect brake pads for an idea about their general condition and whether they have sufficient service life to provide efficient braking over the winter months.

Pad wear itself can often reveal a lot about the brake system as a whole. For instance, ‘lipped’ wear on the pad surface will reveal an irregularly worn brake disc. Such cases point to further diagnosis of the brake system.

Tapered or uneven pad wear can indicate a distorted caliper, excessive caliper clearance or the caliper slides and piston sticking. Here, the driver will experience uneven braking together with excessive noise and squeal.

Tapered Pads

‘Denaturing’ of brake pads results from prolonged excessive pad temperatures due to intensive use, dragging or calipers sticking. It can be diagnosed by spotting whitish outer edges on the brake pads which is an

Denaturing

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Metal Pick-up

Crack

indication of partially charred friction material. In severe cases the result is a reduction in initial braking efficiency and deterioration in the braking material which then becomes brittle and is prone to breaking apart. If the ‘denaturing’ is severe then pads should be replaced and in all cases inspection and service of the brake caliper using an antiseize grease during assembly is recommended to avoid further problems.

More serious implications of a poorly maintained brake system would be cracking of the friction material which can occur when the pads are not free to slide in the caliper.

The piston will bend the back plate with the cracks caused by flexing due to pads sticking in caliper. Caliper service, using an anti-seize grease during assembly and pad replacement are the only remedies in such cases.

Bedding-in problems Assuming you have fitted new brakes to a customer’s car they will benefit from good advice about bedding-in new brakes. Jurid recommends braking lightly, but often, for the first 200 miles after new pads have been fitted.

This simple advice can avoid problems such as ‘surface glazing’ caused by high intermittent pad temperature, usually the result of excessively harsh braking during the bedding-in period. Glazing can bring a temporary reduction in braking performance and in severe cases pads will have to be replaced if performance is not remedied through normal use.

“Jurid recommends braking lightly, but often, for the first 200 miles after new pads have been fitted.”

where necessary the replacement of pads and discs. Brake fluid levels should also be checked and replaced according to the vehicle manufacturer’s recommendations, usually about every three years due to its hydroscopic nature (water content).

Jurid is a leading supplier of Original Equipment braking and prides itself on the highest levels of quality assurance. This comes from decades of experience working with the world’s vehicle manufacturers to develop original equipment (OE) brake pads and shoes that match the performance requirements of vehicles exactly.

Glazing

Similarly, metal pick up on the pad surface is an indicator of heavy braking on poorly bedded brake discs. Water ingress, ‘quenching’ of the disc causes disc fragments to break away, transferring them to the friction material which in itself usually has no detrimental effect on braking performance but may cause disc damage or brake squeal.

However, in extreme cases, both pads and discs will need to be replaced.

Importance of prevention Good practice ahead of the winter period should include a full check of the braking system, including service of calipers and

WANT TO KNOW MORE? FOR MORE INFORMATION ON JURID WWW.RDR.LINK /AAF033

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WINTER SERVICE

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START TO FINISH

T

his year marks two milestones for Autoelectro: 35 years of trading and the remanufacture of its one millionth alternator. Today, the company is in a strong position, with an extensive range covering six decades, and an enviable reputation for quality, availability and being first-to-market with the latest vehicles and technology.

The firm’s commitment to starter motors and alternators is undeniable; however, to support these products over the last three-anda-half decades, it has needed knowledge and considerable investment. Let’s take a look at what the past forty years have thrown us.

From 1986 to today: how has starter motor and alternator technology evolved? Autoelectro UK Sales Manager, Nick Hood, gives a comprehensive and in-depth look at the changes and how the company has responded.

The same could be said for starter motors: they were similarly straightforward, with inertia types still prominent. Pre-engaged solenoid starter motors were the ‘new kids on the block’, but, again, the technology was elementary. As such, every town boasted a local business offering renovation, repair or remanufacture.

1990s 1980s In the mid-1980s, when the company was founded, the technology crammed into a starter motor or alternator was comparatively basic to today, with limited part numbers needed to support the majority of vehicles on the road.

For example, alternators were low output, simple designs that produced less than 50 amps voltage, which could be easily measured and was consistently generating between 13.8v and 14.4v. It was also directly linked to the ignition light, with a 12v feed providing the exciter to the alternator and easy diagnosis as to whether the alternator functioned or not.

54 NOVEMBER 2021 PMM

Move forward to the 1990s, technology within starter motors hadn’t developed, but the same couldn’t be said for alternators: these were starting to improve, as power demands increased with vehicles having power-consuming features, such as electric windows and air conditioning – amp ratings had surged to around 100 amps.

Unfortunately, poor design and quality, not confined to the starter motor or alternator, caused a lot of problems back in the nineties.

Fuel injection and basic engine management had started to surface and, consequently, that improved vehicle starting.

The old inertia and first pre-engaged solenoid starter motor would ‘crank’ a vehicle over for a sustained period of time, without consequence, and were heavy and robust to allow for this. As reliability improved, the opportunity came to revise the design.

By the late nineties, engine management and fuel injection were commonplace, which allowed for better starting, and with the increasing demands for styling, comfort features and fuel economy, starter motors were redesigned to be more compact and lightweight. To achieve this, geared starter motors were introduced.

As the vehicle was more likely to start instantly, the design changed, with less reserve built-in for long periods of cranking. Alternator capacity was also increasing, with even more electrical systems to support the likes of ABS, power steering, sunroofs and seats.

2000s Into the new millennium, the demands on the electrical systems were further increasing and to support this, whilst not being detrimental to engine performance, changes to the charging system were introduced, such as smart charging, where the vehicle ECU/engine management communications with the alternator to regulate the rate at which the alternator charges and at what time.

The alternator was also improved to support higher amps and voltage; for example, an ECU could demand a much

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shorter higher output up to 17v, which could be achieved on deceleration and not have negative effect on vehicle performance. Now, the ignition light on the dashboard had no real input in the process, as it was controlled by the ECU. With amps around the 200 mark, some units struggled with cooling, so vehicle manufacturers introduced watercooled alternators.

2010s Towards the end of the decade and into a new one, the influence of emissions control started to make a strong impact, which has caused some of the biggest changes in design and performance of starter motors and alternators.

Stop-start technology resulted in starter motors that contain two solenoids, to assist with the re-engagement of the starter within the restart process. Another change came in the form of permanently engaged starter motors, where the pinion gear runs in mesh, with a clutch within the starter to engage

drive on starting and restarting.

The most noticeable change has been the combination starter motor and alternator, which appears to be an alternator but also starts the vehicle using the auxiliary drive belt. In addition, with the influx of hybrid vehicles, some alternators have evolved further, with dual circuits controlling the vehicle’s 12v system and another higher output supporting the hybrid charging system.

With more electrical comforts, infotainment systems, heated seats, steering

wheels, electronic stability, lane departure, active cruise and engine management with electronic turbocharging or water pumps, some alternators have now been introduced that charge at 48v.

The requirements for this type of product specialism and remanufacture that Autoelectro support is vital, as starter motors and alternators become more vehicle-specific and specialist – for example, a Lotus Evora – therefore, the only way to support some applications is through the remanufacture of the original. Increasing technology, coupled with low productions runs, means that the copy replacement product is less viable to manufacture.

WANT TO KNOW MORE? FOR MORE INFORMATION ON AUTOELECTRO WWW.RDR.LINK /AAF034

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WINTER CLEANING Castrol warns technicians to be on the lookout for an increased build-up of engine sludge this winter.

A

t any time of year, regular maintenance is important to ensure engines run reliably.

This becomes even more vital during winter months when temperatures fall and harsh conditions take their toll on components and consumables.

In a recent nationwide survey conducted by Castrol, it was found that more than a third of UK drivers are concerned their car might be less reliable due to reduced mileage and missed service work following multiple lockdowns.

Over half of drivers polled (55%) said that they delayed maintenance work during the pandemic. The decline in visits to workshops during the pandemic may result in an increased risk of engine faults or even failure.

Pandemic fears The reason cited most frequently for car owners not taking their vehicle to a workshop is a fear about potentially catching the Covid19 during a visit (15% of all respondents), followed by inability to secure an appointment (14%). This highlights the need for dealers to reassure customers that their workshop is safe to visit and how important a regular maintenance schedule is to ensure their vehicle remains in good condition.

Delaying regular servicing can increase the likelihood of sludge accumulating over time in the engine, as this is not removed during a standard oil change. Sludge can have potentially fatal consequences for the engine, clogging vital oil passageways and reducing power, efficiency and overall durability.

Many motorists can go without noticing the

56 NOVEMBER 2021 PMM

build-up of sludge. The use of lowquality oil can contribute to the thickening and breaking down of engine oil, which will later interfere with the engine’s smooth and efficient operation. Even with normal patterns of use, a car’s engine oil can degrade at very high temperatures and over time this can manifest as a build-up of sludge.

This process is exacerbated by frequent short journeys, low-quality fuel, late or missed oil changes, and by the stop-and-go journeys which are becoming increasingly common in congested cities.

Castrol’s recently launched Engine Shampoo is an effective remedy that mechanics can offer to their customers whose car engine has experienced a build-up of sludge. The pre-oil change treatment reduces engine sludge by up to 85% in gasoline engines and provides a deep clean of the engine. Engine Shampoo helps to maintain engine power and efficiency by dissolving and flushing out sludge during the oil change process.

The application takes 10 minutes prior to servicing and can happen anywhere that the car can be safely parked. After the engine has warmed the oil, it is switched off and 300ml of Engine Shampoo is added. The engine is then switched back on and left idle for 10 minutes. The sludge transfers to the engine oil, which is then drained with the engine off, and the filters are replaced. This process maximises the cleanliness of the engine

internals, ensuring the new engine oil can perform at optimal levels.

Castrol recommends that engine oil should be changed monthly, however in a recent nationwide research study it was discovered that 70% of UK car owners say the level of their car oil is currently checked less frequently. 49% of car owners polled also said they have never checked the oil level of their car’s engine (for their current car or any previous car), and 19% don’t know how to check the oil level of their current vehicle. Almost a third (32%) of respondents say they have never topped up the engine oil for their current car or any previous car.

As we enter the colder months, it’s important that customers understand the effect that the weather can have on their vehicle. Colder temperatures can result in the engine oil thickening, which makes it more difficult for the oil to circulate, potentially resulting in blockages. Now is a great opportunity for workshops to reconnect with lapsed customers, attract more consumers and increase revenue by up-selling top-up lubricants packs, pre-oil engine flush treatments and identifying additional service, maintenance and repair work with customers.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAF035

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WINTER SERVICE

& LIGHTING

COLD COMFORT Having a battery go flat in winter is frustrating. Help customers and your workshop by incorporating battery testing into your winter service offering.

S

1) 02

vehicle, due to the darker nights, can create ome things to avoid this winter: ■ Good Battery ■ Replace ■ Needs Charging havoc with the vehicle battery and flat batteries, non-starts, angry id (Mar 2020 – and after lockdown, that number these excessive drains mean that customers stuck at the side of the g Cov Ma r2 urin D changed to 58% and 57% charging every vehicle entering road, wet and snowy roadsides, respectively. Pre-lockdown, your workshop is vital. The missed revenue opportunities… to make sure 20% the number of batteries that battery is one of the single that your winter goes more Ho! Ho! Ho! than were ‘good’ sat at 62%, most important components Oh! Oh! Oh!, it is important to manage your 58% however this changed to in a vehicle, yet as part of a customers’ batteries, so that the inevitable fall 22% 20% and 34% during and routine service, the brakes, in temperature does not significantly affect after lockdown. The number oil, tyres, exhaust and all fluid battery performance. In extreme of batteries that needed to be levels are all checked – temperatures, this performance dip an 2019 – Jan vid (J o 2 replaced pre-lockdown was 10%. but not the battery.” can be as much as 50%.

C 0 20 Pre ) During lockdown it rose to 22% and then Rotronics now has data When motorists succumb to reverted back to 9% post-lockdown. from 1.4 million tests from the increased risks of Ken Clark continues: “These data reflect independent workshops and roadside breakdowns and 28% the work that we do with many independent main dealers via the ROBIS battery related non-starts, 62% workshops and main dealers. We see a lot of portal, which provides an independent workshops are 10% batteries that need attention. This creates a accurate workshop battery inundated with battery clear revenue opportunity for the independent test analysis from January issues. PMM has teamed up workshops as we can see that the number of 2019 to the present day. This with Rotronics, the UK’s CTEK charging opportunities has risen and gives us an excellent insight and Midtronics partner and battery th id (19 July YTD) v o the number remains high. into the pre-, during- and postmanagement industry expert to share with C t Pos “It is more customer-focused covid lockdown periods and you some simple and speedy checks to build and environmentally friendly the clear opportunities for into everyday workshop routine inspections to not let batteries fail. It is independent workshops with and service inspections.

34% important to do the right battery charging.

Ken Clark, Managing Director at 57% thing by your customers. We Ken Clark says: “We Rotronics says: “Independent workshops have know through our data that know from the ROBIS data, a really strong revenue option through battery one in every two vehicles of 1.4 million tests, that 28% testing and charging and our data shows a 9% needs a recharge. If we build of batteries needed charging very positive opportunity. that into the service and repair pre-lockdown. However, during “The increased power demands on a schedule – charging can be profitable.”

OPPORTUNITIES

PRE COVID

DURING COVID

POST COVID

BATTERY REPLACEMENTS

10 @ £1,500

22 @ £3,300

9 @ £1,350

CHARGING OPPORTUNITIES

28 @ £280

58 @ £580

57 @ £570

TOTAL REVENUE

£1,780

£3,880

£1,920

58 NOVEMBER 2021 PMM

Potential earnings If we base some opportunity calculations on an imaginary workshop that looks after 100 vehicles per month and consider the costs involved in supplying replacement batteries,

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the revenue would be: Pre-lockdown – making £1,500 per month During-lockdown – £3,300 Post-lockdown – £1,350 per month If we look at the charging opportunities for that same workshop, the revenue would be: Pre-lockdown – £280 per month at £10 per charge During-lockdown – £580 at £10 per charge Post-lockdown – £570 per month at £10 per charge The charging option involves no labour, is easy and minimal hassle. You can make the same revenue with recharging and replacing now as you would have been during Covid during the height of battery replacement.

Battery test and charge service The Rotronics team always recommends that independent workshops offer a simple Battery Test and Charge service for every vehicle that enters their premises. You can then identify all opportunities in supporting your customers and their vehicles with just a few simple steps: ��� Test every vehicle’s battery using a diagnostic battery tester, as part of your Winter Inspection Programme ��� Notify the customer/owner of the outcome, the battery is: a) Good – fully charged (no action required) b) Faulty – needs replacing (offer replacement) Offering this service helps you show your customer how to prevent an issue before it happens. It presents you with additional revenue streams. What to do: ��� Visual inspection Always check batteries for signs of damage, corrosion or lead and clamp damage. ��� Test and charge batteries At every opportunity, test and charge and keep the batteries above 12.5V to prevent excessive deep cycling and risk of sulphation. Check the electrolyte levels. ��� Vehicle health check Once the batteries are in good, healthy and charged condition, ensure that the charging system is also performing as it should.

WANT TO KNOW MORE? FOR MORE INFORMATION ON ROTRONICS, PRODUCTS AVAILABLE AND THE BATTERY MANAGEMENT PROGRAMMES, WWW.RDR.LINK /AAF036

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WINTER SERVICE

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LIGHTING THE WAY Terri Clark, Lighting Marketing Manager, OSRAM argues why you should be paying special attention to vehicle lighting this season.

G

ood quality lighting is essential as winter brings about darker nights and shorter days.

Lighting specialist, OSRAM, is urging technicians to embrace the latest developments and technology, and to follow best practice when servicing vehicles during these winter months.

A blown light bulb is one of the most common MOT failures, and one of the easiest to resolve, and therefore it should be a key priority when servicing any vehicle.

Check, change and upgrade There is no doubt that better visibility can help drivers detect traffic signs and hazards quicker, and therefore allows them to react faster, improving road safety.

Checking all of a vehicle’s lights thoroughly is a quick and easy process, and also essential to ensure they are functioning and working as they should do. This should be applied to every vehicle going through the workshop for servicing. Faulty bulbs are still one of the most common reasons for MOT failure and the most inexpensive part to fix.

60 NOVEMBER 2021 PMM

Not only are faulty bulbs a potential danger for the driver, but their passengers and other road users are also at risk. Heading into the winter months with reduced light and more challenging road conditions with a headlight bulb that has blown or is not working properly means the vehicle becomes unroadworthy and your customers could be falling foul of the law.

New upgrade bulb ranges help to bring new opportunities for both the garage and motorist, and it’s therefore important that they opt for the latest, OE-quality products to keep vehicles roadworthy and drivers and passengers safe.

Change in pairs Garages and workshops should always look to change bulbs together, even if only one bulb has blown, as it is not only a safer and more practicable option, but it presents a profitable opportunity to upsell.

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Vehicle lighting is often taken for granted, but it’s a known fact that headlights will gradually grow dimmer over time. From the day a new bulb is fitted they will lose up to 30% of their brightness after 500 hours of use.

Most importantly, both headlights are subject to the same stresses, so they will both be deteriorating together. Replacing just one failed bulb can result in an unbalanced or unpredictable headlight beam that can cause serious hazards for the driver and other road users. A vehicle is designed so that it works best when both headlights are functioning equally. Only then will the driver get the full advantage of the combined headlight beam on the road ahead.

Embracing innovations By using cutting-edge technology, OSRAM has most 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. The powerful headlight bulbs are up to three times brighter and provide up to 20 percent whiter light.

The light beam extends up to 150 metres and the strong luminosity of the bulb provides improved, wider visibility.

The OSRAM Night Breaker 200 provides motorists with a halogen upgrade bulb that is up to 200 percent brighter, significantly improving road illumination and safety. As the brightest halogen retrofit bulb in OSRAM’s range, it expands the high-tech company's Night Breaker portfolio. Automotive lighting technology is advancing at a significant rate with the introduction of LED, intelligent forward lighting, LiDAR (Light Detection and Ranging), in cabin ambient lighting and sensing to name a few.

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.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAF037

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DIAGNOSTICS

& ENGINE MANAGEMENT

NEW PRODUCTS Making sense PMM takes a look at MS Motorservice’s latest offering.

M

S Motorservice International has expanded its product portfolio with differential pressure sensors. Alongside lambda sensors and exhaust gas temperature sensors, differential pressure sensors make up the third product group in the area of exhaust gas sensors that the spare parts specialist offers in proven Pierburg quality. Currently boasting 19 different products, the company can cater for almost 90 million vehicles globally, with the range being continually expanded.

“Currently boasting 19 different products, the company can cater for almost 90 million vehicles globally, with the range being continually expanded.”

Whereas some differential pressure sensors from vehicle manufacturers are only available as complete module, i.e. together with other components such as hoses or brackets, Motorservice enables workshops to purchase these sensors as individual components. The advantage of this is that you don’t have to replace the entire module if it fails, which is better for the environment and more economical.

What are they used for Differential pressure sensors are most commonly used to determine how soiled the diesel particulate filter is. It can also be used to detect whether components such as the air filters or the EGR cooler are clogged or blocked. To do this, the sensor normally measures the pressure difference downstream and upstream of the component – and thus the loss of pressure that it causes. Sometimes (although rarely) the pressure difference to the ambient pressure is also measured. Due

to stricter exhaust gas regulations, differential pressure sensors are increasingly being fitted to petrol particulate filters in petrol vehicles, as well.

The sensor consists of two chambers, which are separated by a piezo element. This element reacts when there is a change in pressure and converts the pressure difference into electrically measurable values. If the sensor is faulty, then it is not possible to determine how soiled the particulate filter is, for example. This can result in the filter not being able to regenerate and subsequently suffering irreversible damage. In the worst case, this can not only lead to loss of power and the costly replacement of the particulate filter, but also result in damage to other components in the exhaust tract.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAF038

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DIAGNOSTICS

& ENGINE MANAGEMENT

CASE STUDY Shine a light Delphi Technologies reiterates the worth of a quality diagnostic tool and outlines a recent example of how rectifying an illuminated engine light on a Peugeot 107 highlighted this.

F

ew things strike fear into the hearts of the average motorist like an illuminated engine management warning light. Its cryptic outline might as well take the form of a large pile of cash, as that’s what most drivers expect will be needed to remove its unwelcome presence from their dashboard.

But with the right diagnostic tools that needn’t be the case. In fact, with the right approach and a little investigation, an illuminated EML can be an excellent opportunity to strengthen the relationship between a garage and their customer.

Quality diagnostic tools make a sound investment for any garage, offering not only a cost-effective way to interface with today’s increasingly complex vehicles, but also a variety of other functions that can assist with the diagnostic process. An integrated flight recorder function, for example, allows realtime parameters to be captured while driving for later analysis when safely back in the workshop, while compatibility with a

“With the right approach and a little investigation, an illuminated EML can be an excellent opportunity to strengthen the relationship between a garage and their customer.”

growing range of vehicles enables garages to cater for customers driving even the latest hybrid and electric vehicles.

The key to their effectiveness, however, lies in their ease of use and their ability to help track down even the most complex issues.

On a recent session at Delphi Technologies’ Midlands-based training centre, a Peugeot 107 with an illuminated engine management light proved a case in point. Although superficially running without issue, the presence of the EML was a clear indication something was amiss and, under the new MOT rules, a fail for any car made after July 2003.

The first step in the diagnostic process, connecting the Delphi Technologies DS150E tool to the vehicle’s OBD port, revealed a P0420 fault code – ‘catalyst system efficiency below threshold.’ Although at first glance that sounds definitive, it’s a good example of a fault code that often steers technicians towards replacing parts to eliminate the problem. However, because of the way information is fed to the engine management system, the real culprit could still lie elsewhere, and it’s here that quality

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DIAGNOSTICS

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diagnostic tools really prove their worth.

The Peugeot 107, like many vehicles, uses two lambda or oxygen sensors – one between the engine and the catalytic converter, the other after it. The engine management system uses the sensors to adjust the fuel-air mixture and to ensure the catalytic converter is working optimally, but should the output from either sensor stray outside of expected parameters, a fault code is generated and the EML illuminated.

Typically, there are four possible explanations in this scenario: the catalyst itself may be malfunctioning; the second lambda sensor may have failed; too little oxygen may be arriving at the catalyst from the engine; or there may be a leak allowing air – and therefore additional oxygen – to be sucked through the cat.

Separating these possibilities is made easier by the DS150E’s live data read-outs, and with the engine running and the cat up to temperature, the real-time values of both sensors could be displayed. The first pre-cat sensor showed normal voltage readings, but the second remained steady at a value well below what would be expected, indicating a permanently lean condition (too much oxygen).

Ruling out the sensor To rule out the possibility of a faulty sensor, the engine was revved briefly to enrich the exhaust mixture and the sensor duly responded with an increased voltage, making it unlikely to be the cause of the fault.

With the sensors now deemed blameless, only two possibilities remained: a faulty cat or a leak drawing in air. The latter is the easiest to eliminate with a quick and simple test conducted in a well-ventilated area. The Peugeot’s tailpipe was blocked off and the engine restarted; on a vehicle with a sound exhaust system, this would choke the engine causing the revs to drop. However, our 107’s engine carried on running quite happily, indicating that exhaust gases were able to find their way out elsewhere in the system.

To establish where from, the engine was switched off and a smoke generator connected to the tailpipe, gradually filling the exhaust with thick smoke. This could then be

66 NOVEMBER 2021 PMM

seen readily escaping from the joint flange where the cat connected to the downpipe.

Since gas leaks work in both directions, this also meant air could be drawn into the exhaust before it passed through the cat and, crucially, the second sensor, triggering the excessive oxygen readings.

Thankfully for the customer, this also hinted at an easy fix rather than an expensive catalytic converter replacement. The exhaust was detached and manipulated to improve its alignment and refitted to ensure a gas-tight seal. With the smoke test repeated, no leaks were observed. With the engine running and the cat up to temperature, the voltage output from the second lambda sensor was now showing within expected values.

The final step in the diagnostic process was to clear the fault code and ensure the issue was genuinely resolved. Here, the diagnostic tool offers a useful feature that can help focus on faults within the complex emissions system. By accessing Delphi Technologies’ eOBD mode, the tool displays which parameters are ready to be tested, each

indicated with a simple ‘yes’ or ‘no’. With the ignition on but the engine not running, both the cat and oxygen sensors will appear as ‘no’, but once running and up to temperature, these will switch to ‘yes’. If the EML has not come on by this point, the technician knows the repair has been successful and the car can be returned to its grateful owner.

Without the right diagnostic tools, the technician would likely have to resort to replacing parts in the hopes of isolating the cause, and in this case this would have proved both expensive for the customer and completely unnecessary, as even with a new catalytic converter and a pair of oxygen sensors, it’s possible the fault would have remained. It’s also a prime example of how a little information can be a bad thing: a lesser diagnostic tool would have indicated the cat was at fault, leaving the customer with a hefty bill and a sinking feeling when the fault reoccurred, not to mention a damaged relationship with the garage.

By using Delphi Technologies’ diagnostic tool, the fix turned out to be surprisingly cost-effective – both for the garage who, with a few simple tests, were able to pinpoint the cause quickly, but also for the customer with a now much-reduced bill. And, as we all know, a happy customer is a loyal customer.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAF039

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DIAGNOSTICS

& ENGINE MANAGEMENT

FAULT CODES Scantec Automotive’s Ross Kemp begins his series of articles highlighting some of the issues facing today’s workshops when it comes to diagnostic fault finding and some of the common pitfalls we are frequently faced with when dealing with modern vehicles.

I

am starting off my series of articles with a basic break down of fault codes and how they not only aid in the diagnostic procedure but also how they can commonly lead you down the garden path in the absence of (critical) due diligence.

I could safely say that a very large majority of the vehicles we see in our workshop are accompanied by a list of parts that have already been replaced. In most cases, the reasoning behind this appears to be “that’s what the fault code indicated”; or there was a fault for a particular component and it was replaced.

It therefore almost goes without saying that the replacement of said component did not achieve a suitable rectification of the fault as otherwise the vehicle would have probably not ended up at our door.

Subsequent testing normally always confirms or suggests that the original fault was in fact not related to said component and the fault lay elsewhere. So – was the fault code wrong?

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Well, let’s take a common MAF sensor fault code and I will try and break it down to provide an example.

P0101 Mass air flow (MAF) sensor – range/performance The first thing to point out is that the fault code event P0101 comes from the control module itself, however the actual description is looked up in the diagnostic tool’s database. A lot of generic fault code readers that rely on standard definition EOBD data tables may just show ‘Mass air flow sensor’ without the slightly more specific

“In EOBD data there are five MAF fault codes that will all start with ‘Mass air flow sensor’ but with five slightly different descriptions.”

‘range/performance’.

In EOBD data there are five MAF fault codes that will all start with ‘Mass air flow sensor’ but with five slightly different descriptions. Having the additional data like ‘low input’ or ‘high input’ makes all the difference when it comes to testing for the fault.

The dealer tool, however, may have an additional 20-30 descriptive texts attached to each fault code, enabling even finer detail to aid in the diagnostic process – but that’s a subject for another article!

Back with our somewhat generic MAF sensor fault P0101 with a range/performance issue. Firstly, we need a little bit of knowledge as to why the fault code was generated – what did the ECU see? More importantly, what did the ECU have to see in order to generate this fault code?

One thing that will cause this fault is the signal outputted from the sensor dropping or rising below or above the allowable range.

On a more sophisticated level, however, the

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ECU is able to report this fault even if the signal is within range not considered correct based on other variables. It achieves this by using an internal evaluation logic and by constantly monitoring the signal from the MAF sensor and comparing the readings against other known values like EGR position, throttle angle, engine speed and intake air temperature etc.

For example, let’s just say the MAF sensor has a digital output range of 2kHz at idle and increases to 4kHz at wide open throttle (WOT). It would instantly be unfeasible if the engine speed was, let’s say, 4,000 RPM and the throttle was fully open, yet the output from the MAF sensor (although in allowable range) was only at 2.5 kHz. It is clear to see the more sophisticated the ECU’s software (with more variables that are cross checked) the more intelligent it becomes at reporting sensors that are within range yet don’t appear to be valid based on other inputs.

So, as we all know that air density (mass) changes in relationship to the air temperature, it becomes obvious why the ECU may include an intake air temperature

“There may be 101 reasons why the MAF sensor fault is present but only one of those is actually caused by the sensor itself.” sensor value as part of its evaluation of the MAF sensor signal. What happens if the intake air temperature sensor (IAT) is in range but reading too high or low? Well in some cases (as the ECU has little to compare the IAT to for cross checking) it will adversely affect the ECU’s logic and can cause MAF sensor faults to be reported. In reality, it is actually the IAT sensor that has caused the MAF sensor fault.

The above example is just one of many that could influence the ECU’s logic and that’s before we talk about the more fundamental issues that could cause the MAF sensor fault code. These include: Intake air leaks, intake restrictions, exhaust restrictions, contaminated sensor element, EGR valve, swirl flaps… oh and of course maybe a failed MAF sensor!

In fact, just about any fault that you can think of that could affect the air flow in and out of the engine and any fault (whether reported or not via a fault code) that can affect any of the multiple sensors and actuators (that are used in the ECU’s internal logic) could result in a MAF fault code.

So to summarise, there may be 101 reasons why the MAF sensor fault is present but only one of those is actually caused by the sensor itself.

Understanding a little about the fault code and how it is generated is the first and most important part of the diagnostic process – simply changing parts based on a fault code is unlikely to lead to success.

In the next series of articles I plan to expand on this subject and hope to explain some of the other extremely useful data that can be gleaned from fault codes, captured data, history and other aspects of a given vehicle.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAF040

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MECHANEX PREVIEW

WHERE: SANDOWN PARK, ESHER, SURREY WHEN: TUESDAY 9TH AND WEDNESDAY 10TH NOVEMBER 2021 – 10AM TO 4PM

GET BACK INTO THE GAME THIS YEAR The UK’s only regional trade show dedicated to garage businesses is back again in 2021, with a fresh approach and a host of exciting new content. The automotive aftermarket is evolving at an alarming rate, so it’s more important than ever that you stay on top of the latest technology, training, products and information available to your business.

Attending MECHANEX is the perfect way to ensure that you are up to speed.

It’s an unmissable opportunity to attend FREE seminars, sample the latest products on the market, and take advantage of exclusive show special offers. So, why not bring the full workforce along and make a day of it?

SEMINAR PROGRAMME FOR 2021 2021’s MECHANEX seminar line-up will feature a number of esteemed industry experts and iconic industry figures. Among the fresh faces will be: Hayley Pells, Avia Autos, whose business-savvy approach has seen her grace the pages of PMM and other publications many times over the years; and Dave Reece, School of Thought, who is dedicating his time

■ THE UK’S ONLY REGIONAL TRADE SHOW DEDICATED TO GARAGE BUSINESSES ■ MARKET LEADING BRANDS ■ LIVE DEMONSTRATIONS OF THE LATEST TOOLS & EQUIPMENT ■ BRAND-NEW, FREE SEMINAR PRORAMME ■ EXCLUSIVE SHOW OFFERS ■ ON-STAND PRESENTATIONS and effort to bringing in young talent to the industry. Returning to the seminar stand this year will be Neil Pattemore, the champion and expert of the independent aftermarket, and Steve Coles from the IGA. Also making a return to the show is show veteran Steve Carter, ready to keep us all abreast on the rapidly evolving EV sector. After a year and a half of unprecedented events with major ramifications on the aftermarket, we’re sure you have as many questions as we do, so make sure to come along and get involved!

TO REGISTER, VISIT WWW.MECHANEX.INFO

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MECHANEX PREVIEW

MECHANEX MAIN SEMINAR THEATRE Essential technical and business advice, tailored to independent garages, delivered by industry experts.

DAY 1 & 2

9TH – 10TH NOVEMBER 10:30 – HIGH VOLTAGE PATHWAY: Hayley Pells Avia Autos’ Hayley Pells outlines some of the challenges facing small independent workshops on the route to hosting electric vehicles.

11:30 – DATA AND THE INDEPENDENT AFTERMARKET: Neil Pattemore Neil Pattemore discusses the ramifications on the Independent Aftermarket of Original Manufacturers imposing restrictions on access to data, hindering the Right to Repair.

12:15 – ATTRACTING TALENT: Dave Reece Dave Reece, head of the School of Thought programme, discusses what the automotive industry needs to do to attract young people into the industry.

13:00 – MOTS: Steve Coles Steve Coles, Head of MOT Technical Operations at the RMI, will be updating the Mechanex audience on the latest changes and developments in MOTs.

14:00 – TBA

AUTOWAVE STAND: D54 Autowave’s friendly and professional team will be helping visitors to the stand and are able to offer honest advice and information on a large and varied range of products.

The firm is the UK’s largest aftermarket auto-locksmith equipment supplier, and the official, exclusive UK distributors for OBDstar, XTool,

72 NOVEMBER 2021 PMM

BossComm, Yanhua ACDP, Lonsdor, Auto-XT, CGDI, JMD, Atten and RAV as well as being the largest authorised dealer for Xhorse and Mr. Li products.

Visit the stand to view the full range of tools including the large selection of remotes, keys, transponders, lock picks and key cases.

PCL STAND: B30 Sheffield-based tyre inflation and pneumatics expert PCL will be showcasing its new ranges, including the ERGO & ERGO Extreme blowguns, as well as old favourites such as the marketleading linear AIRFORCE MK4 and digital ACCURA MK4 tyre inflators, which now come with an extended two-year warranty.

PCL has recently extended

the warranty of its improved core lines of high quality, “Made in Sheffield” blue band couplings to five years – which can be found on stand B30.

PCL also offers a wide variety of air tools, air accessories, tyre care and hose products. Each product has been built to last using quality components, which aim to ensure optimum reliability.

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MECHANEX PREVIEW

AUTOCARE STAND: D56 Find out the benefits that Autocare could bring to your garage by signing up to the Autocare garage programme from GroupAuto. Autocare is the UK component of the Eurogarage

network, an international garage programme spanning two continents. Over 900 independent service and repair garages throughout the country are already a part of the UK network.

SEALEY STAND: D52 Since 1979, Sealey has been providing customers with the best value, the best products and a service that is second to none.

The firm has become one of the largest tool and equipment suppliers in the UK and is recognised as a leading brand by both professionals and enthusiasts alike.

You will find Sealey on Stand No. D52 where you can chat with the team, see a huge range of the latest products, including the new CP108VCP and CP108VCID from the SV10.8 Series. Don’t forget to pick up copies of the latest promotions, collect your free goody bag and the newest edition of The Tool Catalogue.

IGA STAND: TBA With the many advancements being made in the industry across both technology and legislation, it’s important for independent garages to have a trade body they can rely on.

The Independent Garage Association (IGA) helps independent garages to thrive in all aspects of their business by

offering advice, information and services which ensure that the sector can remain efficient and competitive in an increasingly complex business landscape.

Join the IGA on their stand, where the team will be on hand to advise you on all aspects affecting today’s garage businesses.

LAUNCH STAND: D32 Launch UK prides itself on developing cutting-edge aftermarket tools that provide solutions to customers’ problems at all levels – from independent garages requiring OEM level diagnostic tools, to the DIY enthusiast requiring a hand-held tool to assist with fault finding.

As the only official importer of Launch products, purchasing direct from Launch UK ensures that customers are receiving guaranteed genuine products, dedicated technical support and fast and safe delivery methods.

Launch has been developing diagnostics equipment for the United Kingdom since 2003.

KALIMEX STAND: B22 Kalimex is the UK distributor for K-Seal, Quiksteel and JLM Lubricants, the professional additives specialists. Kalimex is promoting a new campaign to help professional mechanics learn more about DPF problems and how to solve them. Too many DPFs are being unnecessarily damaged due to forced regens or overuse of additives which costs the

motorist money and drives business away from the independent aftermarket.

Kalimex and JLM can help the independent technician understand these diesel and DPF problems, which in turn will help to boost your business. Visit us on stand B22 and enter our prize draw to get your hands on some great goodies.

PIMP MY BOX STAND: B12 Pimp My Box will be displaying its Genie-Lock Automatic toolbox locking system which locks a mechanic’s toolbox when they walk away and unlocks it when they approach, with no keys needed and no remote control. The system works simply from a mobile phone.

This retro fit system fits a wide range of roll cabs with

more options coming soon. At the show, visitors will be able to test the Genie-Lock with their own phone and see it in operation before they purchase.

There will also be some previously unseen models on display which are in the final prototype phase for customers to pre-order. There will also be Show Only deals available.

VARTA STAND: D60 VARTA Batteries will be showcasing the very latest in automotive battery technology to the UK’s most forward thinking workshop technicians at Mechanex 2021. The team will be on hand to discuss the challenges of battery replacement on modern vehicles and how the company can provide solutions to make battery-related jobs easier and

more efficient.

Visit the stand to learn about the Partner Portal, the free-toaccess online platform which includes all the tools technicians need for battery replacement.

Also on show will be the latest Absorbent Glass Mat (AGM) & Enhanced Flooded Battery (EFB) types available for the aftermarket and views on future battery technology.

FREE GIFT The first five people to visit IMPACT DIAGNOSTICS on STAND D70 will receive a free gift!

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MECHANEX PREVIEW

EXHIBITOR LIST Absolute Alignment

AC Tronics Ltd Alldata UK Sales Ltd AP Air Ltd Aston Lark Ltd Autogem Invicta Ltd Autologic Diagnostics Autoparts (UK) Ltd

Impact Tuning &

Powerflow (BG Products)

Diagnostics Autowave Ltd

Premier Diagnostics Initiative Media London

Bartec Auto ID Ltd

Prevost Ivor Searle

Continental Automotive Trading

Ring Automotive Ltd Jack Sealey Ltd Rotronics Battery

Cooling Edge Ltd

Kalimex Ltd

Management Solutions

DCR Ltd

Kap Diagnostics.com Ltd

Shaftec Automotive Components

Diagnostic Connections

Launch UK Ltd SIP Industrial Products

Dometic (UK) Ltd

MAM Software The Test Centre Training

FFED UK Ltd

Maverik Diagnostics Tunap (UK) Ltd

Garagehive Ltd

NGK Spark Plugs UK Ltd V-Tech

Gloforce

Pichler Tools Ltd V-Tech (Carbon Clean)

Groupauto

Pico Technology V-Tech (Carbon Clean

Haynes Pro

Pimp My Box Ltd

Engineers)

Hickleys Ltd

Pneumatic Components Ltd

Webseller Pro Ltd

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WHAT’S NEW?

■ SPECIAL OIL FOR FORD MODELS Nowadays oil is like a liquid component that has to be precisionmatched to the engine. Liqui Moly offers two special oils, especially for Ford models: one for older models and one for newer ones.

Special Tec F 0W-30 was developed especially for TDCi diesel from model year 2014. It is officially approved by Ford for the specification WSS-M2C 950-A. The fact that it adheres so well to metal surfaces means that cars with a start-stop system benefit from it. Since it is an oil for modern vehicles, it is also suitable for exhaust gas aftertreatment systems such as diesel particulate filters.

Special Tec F 5W-30 is a good choice for older Ford models. It is officially approved by Ford for models that require an oil with the specification WSS-M2C 913-D. Many models from 2011 onwards require such an oil, which is also backwards compatible and can be used in numerous vehicles from July 1998 onwards. It is suitable for petrol engines as well as diesel engines, with or without exhaust gas aftertreatment systems.

■ STRUT TOP MOUNTINGS The requirement for driving comfort and road safety is correspondingly high. This is why febi Strut Top Mountings are made from OE grade rubber and follow the precise specifications of the vehicle manufacturer, ensuring optimum performance.

Supplying over 550 Strut Top Mountings, with over 26,000 applications, the firm has an extensive coverage for a variety of makes and models, including BMW, Ford and Vauxhall. To ensure reliable absorption of the vertical and horizontal forces during acceleration, braking, and cornering, the products are intensively tested.

The company’s quality management tests the offered strut mountings for various requirements and loads. These include fitting accuracy, dimensional accuracy, material quality, tensile strength, and degrees of hardness. The range exclusively includes strut mountings that guarantee 100% driving stability.

WWW.RDR.LINK /AAF041

■ BEAM BLADE KITS Trico’s original equipment wiper blade kits are now available and are easier to fit, as just one SKU has both front blades for the vehicle. Packaged in an eco-friendly carton box, the range is comprised of just 95 references – 73 direct fit kits for OE beam blade applications, and 22 ‘retrofit’ kits for hybrid and upgrade applications – in total covering more than 95% of the beam blade vehicle parc. The new kits contain two of TRICO’s industry leading ‘X1’ design blades manufactured and packaged in Europe. TRICO supplies this same blade as OE to VAG, for a multitude of vehicles.

WWW.RDR.LINK /AAF042

WWW.RDR.LINK /AAF043

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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 ht to more in fo.

■ ADJUSTABLE-FLOW BLOW GUN ■ BRAKE PADS New automotive brake pads have been developed by Ferodo to bridge the gap between braking performance and comfort. The new Fuse+ Technology brake pads, engineered and manufactured exclusively in the brand’s sites in Europe, feature a new friction material that combines the trusted, high-performance braking power of low-steel formulations and the comfort-intensive characteristics of non-asbestos organic (NAO) materials. The brake pads are the result of more than three years of intensive research and development at the firm’s Tech Centre and feature a unique combination of more than 20 precisely engineered components that work together to lower the traditional drawbacks associated with conventional materials

Sometimes you just want to gently blow dust off a panel prior to painting, but the full workshop air pressure is just too much. The new adjustable-flow blow gun (part number 92624) from specialist bodyshop tool and equipment supplier Power-TEC aims to provide a solution.

The workshop air (maximum pressure 10 bar/145psi) is easily adjusted with the air-flow regulator from high to low. The gun is supplied with interchangeable short and long (112mm) nozzles providing an ideal solution for accessing restricted areas. The long nozzle features an anti-marring tip to protect paintwork and fine components. The lightweight aluminium body weighs just 0.16kg and is fitted with an anti-slip ergonomic handle.

WWW.RDR.LINK /AAF046

WWW.RDR.LINK /AAF044

■ ANTIFREEZE RANGE

■ MINI RATCHETS Mini ratchets from Laser Tools can allow the use of a standard socket in situations where a screw, bolt or other fastener is difficult to access.

Three sizes are available: a 1/4in. drive (part number 8077), and 3/8in. drive (part number 8078) or a 1/2in. drive version (part number 8079).

You can also purchase all three as a set (part number 8080).

The 1/4in. drive version is 48mm long with a head depth of just 9mm; it can apply a maximum torque of 78 Nm. The 3/8in. drive example is 62mm long with a head depth of 11mm. Maximum torque is 245 Nm. The 1/2in. drive ratchet is also 62mm long with a head depth of 11mm and can also apply a maximum torque of 245 Nm. All the mini ratchets feature smooth 72 teeth ratchet mechanisms and are ideally used with a combination of extension bar and torque wrench.

WWW.RDR.LINK /AAF045

Exol Lubricants is encouraging technicians, garages and workshops to prepare for the winter season by stocking up on its leading Antifreeze range as temperatures drop. The comprehensive range of Antifreeze coolants provides corrosion protection and long service life. The range includes premium grade hybrids, OATs and IAT technologies.

The complete Antifreeze range is made up of three collections: Concentrates, Ready To Use and Universal Top Up. Exol’s Concentrates product category consists of the Opticool Antifreeze HD Green, Opticool Antifreeze HDX Blue Green, Opticool Antifreeze SOAT Lilac, Opticool Antifreeze Red and Opticool Antifreeze Universal Clear. These antifreeze products have been developed from inhibitor technology to respond to the evolving technological development of cooling systems that are used in modern vehicles as well as offering a long coolant operational life.

The Ready To Use range includes the Opticool Antifreeze Blue 50%, which is a universal engine coolant suitable for all year-round usage. This product is pre-diluted and is to be used as supplied. The collection also includes the Opticool Antifreeze Red 50%, which is a pre-diluted, ready-to-use ethylene glycol-based engine coolant, using Organic Acid Inhibitor Technology and is free from nitrites, amines, phosphates, borates and silicates.

WWW.RDR.LINK /AAF053

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WHAT’S NEW?

■ BATTERY CONFIGURATION TOOL

■ ONLINE CATALOGUE MAHLE Aftermarket’s eCatalogue is now provided by TecAlliance and has undergone functionality updates to offer an easier and faster parts search solution on a computer and mobile app.

The service provides users a virtual platform to look up any part they require for a specific vehicle to ensure they order the right part.

The eCatalogue has now been upgraded to include extra technical features to streamline the process. These include vehicle search enriched by visual elements using manufacturer logos or vehicle images, updated search and filter options and search and selection history.

With battery configuration now commonplace in workshops across the country, GS Yuasa has given the popular Yu-Fit battery configuration tool a fresh new look. The overhaul brings with it a sleek new design, incorporating the battery manufacturer’s staple colour pairing of black and orange. The move brings it in line with the brand’s latest generation of workshop products and accessories.

No longer exclusive to premium vehicles, Battery Management Systems monitor a vehicle’s battery throughout its life to maintain optimum charge efficiency and operation of the Start-Stop system.

WWW.RDR.LINK /AAF049

WWW.RDR.LINK /AAF047

■ EXHAUSTS ■ OSCILLOSCOPE SOFTWARE Pico Technology has released the first stable version of its latest generation of automotive oscilloscope software, PicoScope 7 Automotive. It is available to download for free by automotive vehicle repairers worldwide.

PicoScope 7 Automotive represents a major step forward in design and usability, having been developed from the ground up to fully support the touchscreen devices commonplace within vehicle repair workshops. It retains all the PicoScope 6 Automotive benefits that made it an industry standard and introduces usability enhancements, to make it easier for all technicians to learn and use, as well as performance improvements under the hood.

PicoScope 7 Automotive’s modern user interface has: the most important settings and features placed where users most naturally look for them; fewer controls with less visual clutter; consistent styling and behaviours that quickly feel familiar and intuitive; and personalisation that allows users to shortcut chosen tools.

WWW.RDR.LINK /AAF048

80 NOVEMBER 2021 PMM

Klarius Products has added a multitude of new exhausts, catalytic converters (CATs) and diesel particulate filters (DPFs) to its emissions control range – including replacement CATs for the Land Rover Freelander 2.2.

New exhausts in range are designed to fit the Top Gear favourite Dacia Sandero 0.9 from 2012 forwards, the 2009 onwards Mini Countryman 1.6, the Ford Mondeo 2.0 for 2014 models forwards and the 2016 onwards Kuga. Other vehicle applications include the stylish 20082011 Volkswagen Scirocco 2.0, the Renault Laguna 2.0 from 2008 and the 2010-2015 Volvo S60 D3 R-Design.

The latest CATs in stock are replacements for the 2012 onwards Toyota Yaris 1.5, the 2011 forwards Kia Picanto 1.0 and Venga 1.6 for 2010 models onwards, the 2013-2016 Hyundai i10 1.0 supermini and iX20 from 2010 onwards. Furthermore, multiple CATs are now available to fit a range of popular Ford and Nissan vehicles too. Those looking for aftermarket DPFs for the 2005 onwards Land Rover Discovery III 2.7 TDI will also find new items now added.

Every Klarius component in range is available with next day delivery, a 2-year warranty and a Fit First Time guarantee as standard. All relevant products are type-approved and independently assessed by the Vehicle Certification Agency (VCA). Klarius products are developed and tested on vehicles of correct marque, model and production year at dedicated in-house facilities in Cheadle, Staffordshire.

WWW.RDR.LINK /AAF050

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ADVERTISEMENT INDEX

3D Group UK ............................................................ (page 57)

Kalimex Ltd ................................................................ (page 57)

Autel Ltd .................................................................... (page 67)

KYB UK .................................................................... (page 76)

Autodata .................................................................... (page 19)

Liqui Moly GMBH .................................................... (page 73)

Autowave .................................................................... (page 29)

MAM Softwear Ltd .................................................... (page 33)

Bailcast ...................................................................... (page 78)

Mann & Hummel UK Ltd .......................................... (page13)

Bartec Auto ID .......................................................... (page 77)

Maverick Diagnostics ................................................ (page 70)

BorgWarner Technologies Ltd .................................... (page 9)

Meyle UK Ltd ............................................................ (page 34)

Bowmonk Ltd ............................................................ (page 76)

Morris Lubricants ...................................................... (page 30)

Castrol UK Ltd .......................................................... (page 39)

MS Motor Service ...................................................... (page 27)

Castrol UK Ltd .......................................................... (page 41)

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

Castrol UK Ltd .......................................................... (page 59)

Opus IVS .................................................................... (page 64)

Castrol UK Ltd .......................................................... (page 61)

Pico Technology ........................................................ (page 62)

Clarios ........................................................................ (page 50)

PMM Online .............................................. (inside back cover)

CTEK Sweden AB .................................................... (page 37)

Pneumatic Components Ltd ...................................... (page 74)

Dayco Europe ............................................................ (page 25)

Primalec ........................................................................ (page 7)

Dometic/Waeco AirCon Service ................................ (page 81)

Ring Automotive ........................................................ (page 55)

Ferdinand Bilstein UK Ltd ........................................ (page 44)

Robert Bosch Ltd .................................................. (back cover)

Garage Equipment Association .................................. (page 37)

Schaeffler (UK) Ltd .................................... (inside front cover)

Gates Power Transmission ........................................ (page 22)

Thermobile ................................................................ (page 76)

IMI .............................................................................. (page 64)

Toolbank Marketing Services .................................... (page 49)

Jack Sealey Ltd .......................................................... (page 16)

Trico ............................................................................ (page 81)

Kalimex Ltd ................................................................ (page 37)

Witham Oil and Paint Soham Ltd .............................. (page 74)

SIGN UP NOW TO GET THE

LATEST ISSUE DELIVERED STRAIGHT TO YOUR INBOX! TO SIGN UP FOR THIS SERVICE, ENTER YOUR DETAILS AT THE FOLLOWING WEB ADDRESS: WWW.RDR.LINK/AAF051

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