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PROFESSIONAL
APRIL 2022
MOTOR
F R T E R E A
T T O H E
D E
S E R V I C I N G ■ R E P A I R ■ D I A G N O S T I C S ■ M O T
THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS
THE DECIDING FACTOR The Motor Ombudsman’s Bill Fennell discusses customer relations, stress reduction and the organisation’s mission to improve the industry Also inside... Check out our new regular page on EVs by Tom Denton
TECHNICAL TIPS AND CLINICS ‘HOW TO’ GUIDES AND BEST PRACTICE ADVICE BUSINESS ESSENTIALS AND TRAINING UPDATES
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Contents Regulars 6-8
NEWS & VIEWS
11-12
TROUBLESHOOTER
14 -15
CLUTCH CLINIC
17
BELT FOCUS
19- 25
TECH TIPS
26-31
BUSINESS & TRAINING
33- 37
SPECIAL REPORTS
38
PIT STOP
62
GIVEAWAYS
63
ONLINE ROUND UP
64 - 66
WHAT’S NEW?
VOLUME 23 ISSUE 4 APRIL 2022
Features
41-49 HYBRID & ELECTRIC VEHICLES
Editor’s Picks 26
TIME IS OF THE ESSENCE Neil Pattemore shares his thoughts on what is in store for the aftermarket in the next five years
30
MOTOR OMBUDSMAN Q&A The Motor Ombudsman's Bill Fennell explains the benefits of dispute resolution
33
51- 53 TYRES, WHEELS & ALIGNMENT
FEMALE FOCUS Find out what Electude's Cat Treanor is doing to open up more opportunities to women within the industry.
49
GOING ELECTRIC In the first part of this new series, Tom Denton gives PMM an introduction to the different types
55-56 A/C & THERMAL MANAGEMENT
of electric vehicles and why they’re becoming popular
52
BEHIND THE WHEEL PMM visits Apollo Tyre’s factory in Hungary to find out more about the company
57-62 THE MODERN WORKSHOP
Total Average Net Distribution 54,426 1st July 2020 – 30th June 2021
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VIEWPOINT
A question of time
Editor KIERAN NEE Editorial Assistant FREYA COLEMAN
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Digital Manager KELLY NEWSTEAD Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Magazine Designer GEMMA WATSON Group Production Manager CAROL PADGETT Production Assistant CLAIRE SWENDELL Distribution Manager KARL CLARK Subscriptions
PROFESSIONAL MOTOR MECHANIC is a business magazine for firms and individuals involved in all aspects of the motor trade. It is published eleven times a year and is available nationally FREE to the trade through leading motor factors. It is also available through the post at a cost of £30. EUROPE and OVERSEAS 1 year (11 issues) £50 Airmail 1 year (11 issues) £65 Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts, WD24 4YF. Tel: Watford (01923) 237799 Fax: (01923) 246901 E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk Website: www.pmmonline.co.uk Facebook: /ProfessionalMotorMechanic Twitter: @pmmmagazine Copyright © 2022 Pg. 11 ©AdobeStock/Tanya Keisha Pg. 29 ©AdobeStock/georgerudy Pg. 30 ©AdobeStock/memorystockphoto Pg. 42 ©AdobeStock/boumenjapet
f the automotive gods appeared at your workshop’s shutter and offered you a proposition – to wind back the clock to the morning you took your first step on a career in the automotive aftermarket – would you take it? And if you took the torque wrench-wielding deity up on their offer, to experience once again your youth, would you do things differently? It is a sad truth that many (maybe most) of you reading this will be thinking: “if only!” Many express regret at their lot within the world of workshops, timesheets, warranty claims, customer disbelief that their £30,000 car might need £600 worth of work done to it – and that’s to say nothing of the increasing pressure coming from the vehicle manufacturers themselves. As the independent aftermarket faces a threat to its very existence, one can’t help but wonder: is it worth it? Well, a lot of people seem to think it is. As the independent Since the pandemic there has been a boom in new independent workshops: driven no doubt aftermarket faces a partly by the lack of new cars coming into the threat to its very market, meaning older ones are being driven existence, one can’t help longer and cared for better. There is a general but wonder: is it worth it?” trend, as energy prices, the cost of living and inflation all rise, to keep and take better care of what you already have rather than rushing to replace it. All in all, demand for automotive repair is on the rise. No doubt, the new entrants to the sector will soon have the same complaints as the old guard – customers will always expect the lowest possible price, no matter how complicated the job. But the industry as it is now is not the industry it was 30 years ago. Cars are not the same, career expectations are not the same, technology is not the same, even the way we fuel and own our cars is not and will never be the same again. In short, for someone with the right attitude, the independent aftermarket has never been such an exciting prospect. There is much to gain right now, but let no one tell you it will be easy. Perhaps, for many, the strongest allure of the aftermarket was and still is the chance to own your own business and manage your own time. The right to your own time is not often discussed, much less argued over. But it has been eroded in this country to the point where the concept is alien to the vast majority. Your time is someone else’s and if you are one of the outliers, one of the small businesses, sole traders or one man bands, you should try and match your timetable to that of everyone else’s. It’s worth remembering though, that the prices you should ultimately be charging customers are not down to a mere totting up of the hours spent on the job, but should reflect the effort you had to put into the job, the accumulation of years of training that went into that job, the large sums spent on capital equipment to enable you to do that job and, finally, the quality of the finished job.
‘‘
Kieran Nee Editor
Associate member
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
Milton Keynes: automotive hot spot New research from Yell reveals that Milton Keynes is the top location to open a workshop.
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Knowledge Base Views After being unveiled in January 2019, the Motor Ombudsman’s online Knowledge Base records one million views.
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esigned to make it quicker and easier for motorists to resolve their query or complaint in relation to buying and repairing a car prior to submitting a dispute to the Motor Ombudsman, the resource has since grown from five to ten categories, encompassing over 180 Q&A-style articles, which provide responses to commonly asked consumer questions, ranging from electric vehicles, to putting down a deposit and buying a new car. The online resource has achieved the milestone of one million views since launching. Accessed via the ‘Find an answer’ button at the top of every page of their website, the Knowledge Base features 10 categories including more than 180 short and easy-to-digest
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question and answer-style articles. The topics covered range from the organisation’s four Motor Industry Codes of Practice and dispute resolution, to car ownership, distance sales, and electric vehicles (EVs). They have been chosen in response to common queries received by the organisation’s dispute resolution team. The reference tool has grown in popularity during the past 36 months.
The online resource has achieved the milestone of one million views. The most popular subjects in the last three years relate to the return of a vehicle within 14 days of purchase, whether a consumer is entitled to a refund for a deposit paid to secure the purchase of a vehicle, and understanding the Consumer Rights Act and how it affects the car buying process. Want to know more? WWW.RDR.LINK/AAK001
257 of the automotive businesses started in 2021 focused on vehicle maintenance and repair, while 6,137 were used car and light vehicle sales companies. The research by Yell Business also found that Milton Keynes tops the list of key areas to start-up an automotive business. Of those new ventures founded within the automotive sector, some 7,257 were
Milton Keynes tops the list of key areas to start-up an automotive business.
companies working in vehicle maintenance and repair (36 per cent of automotive businesses started). Yell’s research also revealed where budding entrepreneurs could find the biggest opportunities within the automotive sector. This was achieved by analysing Google search demand for the likes of ‘London car repair’ versus the actual number of businesses offering this specific service in each area. The demand for mechanics in Milton Keynes far outweighs the supply, with over 35.96 searches per listed firm, providing an opportunity for any mechanic looking to go it alone. Want to know more? WWW.RDR.LINK/AAK002
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FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE
Fake filters
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Mechanics are among the most in demand trade across the UK, ranking in the top ten paid trades. marketplaces globally. They have succeeded in removing more than 8,000 commercial advertisements, preventing a potential turnover of more than €5 million in counterfeit goods sales. Want to know more? WWW.RDR.LINK/AAK003
FER appoints new Operations Manager The FER has appointed Rod Bennett as its new operations manager.
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ennett will be responsible for proactively managing the day-to-day running of the company whilst enhancing their reputation and positioning within the automotive industry. With a technical background, he brings
almost 30 years of industry experience including roles at Motorsport UK and DEKRA. Commenting on his new role, Bennett said: “I am looking forward to helping lead and shape efforts to deliver improved value for our members.” Want to know more? WWW.RDR.LINK/AAK004
& VIEWS
Mechanics in demand
UFI filters has strengthened its anticounterfeiting measures. he company is continuing its fight against counterfeit spare parts by tightening its surveillance measures and extending its Internet Business Intelligence activity globally in partnership with Convey. Monitoring activities carried out have resulted in the interception of more than 2.5 million illegal parts transactions on the major
NEWS
T
here has been a massive shortage of skilled trade workers across the UK, leaving the demand for trade jobs incredibly high. With this in mind the business comparison experts at Bionic have created a UK
Trade Index to help support the growing local trade economy and mechanics are among the most in demand! Auto Mechanics are in high demand with more people now returning demand. There are 4,157 jobs available in the UK for mechanics with 577 roles available in Manchester alone. Want to know more? WWW.RDR.LINK/AAK005
Rebranding National Auto Parts has launched a complete rebrand, changing its name to MJAllen Automotive.
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he name change brings the business more in line with both its parent company, MJAllen Group, and its established engineering companies. The leadership team are looking to modernise their customer offerings with new product ranges and partnerships on the horizon. The revamped product line-up will be started with the established National
brand, as this moves from being the limited company to forming the long-standing range of brake and clutch products. Through this range, the company offers parts for over 98 per cent of the European car parc, and this upgrade of internal operations means existing customers will receive the same standards that they are used to. Want to know more? WWW.RDR.LINK/AAK006
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NEWS
& VIEWS
FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE
Automotive job boom “Automotive aftermarket experiencing unprecedented levels of new roles” says GCA.
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CA is enjoying the increased number of job roles but warn that the boom from the pandemic comes with challenges for hiring companies. The company saw aftermarket companies work around the difficulties of the pandemic by creating new roles in Customer Engagement, Product and Quality management and Internal Sales. To ensure its clients are at the forefront of this new recruiting age, they are working alongside companies to make their
Raising our standards businesses more attractive to potential future staff. The team is also taking more time to engage candidates, believing the recruiter’s role of today isn’t just about finding candidates, but also explaining the offering and ensuring the candidates who they speak to are aware what potential there is within any role. Want to know more? WWW.RDR.LINK/AAK007
Aftermarket partnership Gulf Lubricants UK and Titan Group have announced a new partnership, returning the Gulf brand back to the UK Aftermarket sector.
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n each area where it operates, Titan Group will be the exclusive partner of Gulf Lubricants as its premium lubricant offering to the independent garage trade. Formed by experienced motor factor managers and trade professionals, Titan Group is the first employee-owned motor factor in the UK, working with some of the leading aftermarket suppliers to provide premium products of the highest quality.
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Dave Woodman, General Manager, Gulf Lubricants UK, said: “Titan is setting the standard for a new model of motor factor in the UK and we are delighted to be part of their journey by adding Gulf Lubricants as a Premium offering alongside their existing portfolio of products. We’re really excited about what we can achieve together!” Want to know more? WWW.RDR.LINK/AAK008
Which? Trusted Traders and WhoCanFixMyCar have joined forces to help to raise standards in the motoring industry.
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stablished in 2011, WhoCanFixMyCars mission is to simplify car repairs by building a car maintenance marketplace that works for everyone, with transparency and choice at the heart of everything they do. As well as a reputable Garage
Network, the organisation has a dedicated team that helps mechanics grow their businesses and prepare for a greener, more sustainable future. The partnership will help independent garages all over the country stand out from their competition by enabling members of WhoCanFixMyCar to apply to join Which? Trusted Traders, with 50% off membership fees for the first six months. Want to know more? WWW.RDR.LINK/AAK009
Rising material and labour costs Rising prices of raw materials and labour costs are here for the long term, as ongoing supply chain issues continue to affect businesses around the world, warns BM Catalysts.
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M Catalysts is highlighting the issue to the automotive aftermarket, citing a 20+ per cent increase in the price of stainless-steel tube, since the start of 2022 alone. This, combined with a 100 per cent price increase in slit coil used in various components and a 40 per cent increase in the price of other materials used in the
production of catalysts, DPFs and pipes, means volatility in the market looks set to continue There have also been significant increases in overall labour costs, exacerbated by significant increases in logistics, packaging and production costs. Want to know more? WWW.RDR.LINK/AAK010
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TROUBLESHOOTER
TROUBLESHOOTER Range Rover Evoque: battery running flat PMM troubleshooter Andy Horwat tackles a Range Rover Evoque whose battery issues are causing its owner considerable stress.
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ecently I was given a call by a very emotional young lady regarding her Range Rover Evoque 2200 Diesel. I could hear her frustration as she outlined the issues she had been experiencing for over 12 months. Overnight her battery would run flat and in the morning the car would not start – this reached the point where recovery services even refused to come out. The recovery tech reported a parasitic drain as the cause. However, what was causing the drain he couldn’t say and advised her to find a garage. At this point, she contacted her local garage used for annual servicing. They kept the car in for a couple of days but were unable to locate the source of the problem. After paying the first of many bills she
Vehicle Information Make:
Land Rover
Model:
Range Rover Evoque
Engine:
2.2l Diesel
continued her search for a workshop that could help. Many turned her away, presumably unwilling to unravel the mystery she’d brought them. Can you blame them? Eventually, after running out of options, she decided to pay a visit to the main dealer. That should be the end of the story, right? Unfortunately, the poor woman’s frustration only grew from this point. The car was booked in at the local dealer, however after two days they were unable to
find anything wrong with the vehicle – once again, more money spent with no cause found and no fix to the issue. The day after the car returned it failed to start yet again and she decided to call the dealer, who again agreed to take the car in. They decided that it made sense to change the battery, which was agreed, and she asked if this would finally solve the problem. To this they said they would not be able to guarantee anything. The dealer even claimed that she had not been driving the car ‘properly’ or for long enough periods of time. After spending a grand at the main dealer and still experiencing issues, she luckily stumbled across my details and gave me a call. I was filled in on the situation and asked if I would take the job – how could I say no?
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TROUBLESHOOTER
Ambient lighting circuit, as taken from ALLDATA
Initially I paid her a visit, where I checked the battery voltage (reading around 6 V), disconnected it and put it on charge for 24 hours. The next day the vehicle was delivered to my workshop for the diagnostics to begin!
Starting with the alternator Once the battery was fully charged, I wanted to check that the alternator was supplying adequate charge, so I fully loaded the system. I switched on the full headlights, air con etc. and monitored this over a period to make sure there were no dropouts. The alternator was able to maintain a constant 14.2 volts and 14.7 off-load. That was the first test, even so it was able to carry out max load. This test was sound, no humming noise, at the same time checking the wiring diagram through my information network, ALLDATA. The BAT cable going to the starter solenoid and then to the alternator, it was time to carry out the test, disconnecting the main cable and connecting the multimeter in series, on AMP setting. The test showed 0 AMP draw. There are two main cables, the second to the fuse box. Care must be taken to avoid disconnecting this cable as this will cause all the modules to go to sleep. It can take as long as an hour for some of the modules to close. My meter is connected, battery is disconnected, and I have a parasitic draw of 1.7 AMP, which is a huge draw and potential trouble. The following test could be a minefield as I am not sure how many modules are planted in this car, meaning the possibilities could lead to pulling fuses, however there was another test I could carry out. There is the possibility it could be an internal light. I started checking the lights in the boot compartment, all was well there. I checked the front footwell light, then I closed the car door and had a think.
Problem solved Once the door closed and I took a moment to think I noticed that the interior ambience light was still on, even though it should have gone out by then. I waited five minutes and the light was still blinking. I opened the door and tapped the light, bingo out it goes. I immediately checked my meter reading, as soon as I closed the door the light blinked on again. Time to experiment with this new found information.
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“The car was booked in at the local dealer, however after two days they were unable to find anything wrong with the vehicle – once again, more money spent with no cause found and no fix to the issue.” I turned the light off and checked the meter – a drop to 60 miliAMPs, still too high. I removed the unit, disconnecting the main harness and bingo! The draw was now around 6 miliAMPs and the fault was found. According to my network, the ambient lighting or illuminator console wiring diagram displayed that it is wired to the central body control module. Perhaps I was fortunate that the problem wasn’t deeper? I wondered at this point why it had stumped so many people before me. Once the problem was sorted, I connected the battery for the remainder of the day and overnight, the following morning the car started promptly, and I knew I had successfully pinpointed the issue. The next day I informed my customer of my findings and informed her that a replacement part could be expensive, so for the time being
it was decided to keep the unit disabled. She expressed her thanks for the fault being detected so quickly, especially after waiting so long for a real solution to be discovered. This type of fault is not the first but one of many that have come my way. I always follow a procedure and, in this case, a multimeter was all that I required, together with my source of information: ALLDATA. This is a must-have source, a very good tool to possess, which was key to closing this case. Could this fault have been found earlier? With the right knowledge, tools and a little bit of common sense I say it should have. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAK011
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CLUTCH CLINIC
HOW TO Replace a clutch and dual mass flywheel on a 2011 Mini Cooper D In this month’s Schaeffler LuK Clutch Clinic, REPXPERT Alistair Mason is replacing the clutch on a 2011 Mini Cooper D R56, along with the dual mass flywheel. Vehicle Information Make
Mini
Year
2011
Transmission
Six-speed, FWD
Model
Cooper D
Engine
1.6l diesel
Mileage
111,000
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his 2011 Mini Cooper D was recovered to the workshop due to a non-start issue, which was soon diagnosed as a clutch fault because the clutch pedal could not be pushed to the floor to activate the clutch switch for the stop/start system. The vehicle had covered more than 111,000 miles. The Cooper D is a popular vehicle, with around 200,000 registered in the UK. Being in the “super mini” category, they are popular with learner drivers and driving schools, which means that most examples will have tended to carry out short trips and will not have seen much motorway mileage, so it’s likely that many will need a clutch replacement during their lifetime. This job makes a great repair for any independent, as with very little investment in tooling and a book time of 6.85 hours, it will give the workshop a great return.
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Gearbox removal With the vehicle still sitting on the ground, slacken the front wheel/locking bolts and both the front hub/driveshaft nuts. Then open the bonnet and disconnect the battery earth lead, remove the engine cover and then the air box assembly. This gives good access to the engine ECU, which is removed as one unit by disconnecting the two multi-plugs and the ECU bracket retaining bolts located under the fuse box (Fig.1). Next, remove the engine turbo boost pipe
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by first unclipping the coolant hoses from the top area and slackening the retaining clip on the rubber hose. After raising the vehicle lift and removing the engine undertray, slacken the boost pipe retaining clip on the intercooler and release the pipe from the rubber intercooler hose. Lower the vehicle lift and remove the turbo boost pipe, which gives good access to the top of the gearbox (Fig.2).
Disconnect the gear linkage cables, unbolt the cable retaining bracket, disconnect the reverse light switch multi-plug and remove the upper bellhousing bolts. Raise the lift to waist height and remove both front wheels and both hub/driveshaft nuts, then raise the ramp to gain access to the underside. Next, the front subframe must be detached. Start by removing the complete exhaust assembly, then disconnect both bottom ball joints (Fig.3), both anti-roll bar links and unbolt the power steering rack from the
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subframe. Ease down both plastic aero floors to access the subframe’s rear bolts (Fig.4), remove the lower pendulum engine mount (Fig.5), then support the subframe with a transmission jack. Removing the bolts, ease the subframe backwards and, once free, lower on the transmission jack and stow safely (Fig.6).
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accessible bolt to support the gearbox. Support the engine with an engine support, unbolt the gearbox mounting from the gearbox, support the gearbox with a transmission jack and remove the final bellhousing bolt. Lower the engine and gearbox slightly to gain more clearance to aid gearbox removal and then ease the gearbox away from the engine. When the gearbox input shaft is clear of the clutch, lower the transmission jack and remove the gearbox.
Fault diagnosis On inspection of the clutch and, more importantly the release system, the fault in this example was identified as the clutch release arm, which had cracked through (Fig.7), causing it to flex and hit the clutch pressure plate (Fig.8) and therefore was not able to provide a full master cylinder stroke.
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dust cleaner, check the release arm pivot point and release bearing guide tube for any wear and replace if required, then mount the new release bearing and arm onto the gearbox. Apply a light smear of high melting point grease to the splines on the gearbox input shaft and then mount the new clutch plate onto the input shaft, this will evenly distribute the grease and confirm the clutch plate is the correct fitment. Remove the clutch plate and wipe off any excess grease. Degrease the face on the new clutch pressure plate with clutch and brake dust cleaner, then, using a clutch alignment tool (Fig.9), mount the new clutch plate noting the “Gearbox Side” identification, align the clutch pressure plate onto the DMF dowels, insert, tighten, and torque the clutch bolts.
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Gearbox replacement At this point of the repair, the customer was advised of the repair costs for a new clutch, dual mass flywheel and a new release arm, and authorisation to carry out the repair was given.
Clutch replacement
The original clutch release arm had cracked, causing it to flex and hit the clutch pressure plate
Drain the gearbox oil and remove both driveshafts. When removing the O/S driveshaft, the support bearing mounting must be unbolted from the engine block. Remove the clutch slave cylinder and stow away from the gearbox, disconnecting the multi-plug from the gear recognition switch on the front of the gearbox. Then, unbolt the power steering pipe retaining brackets and position the pipes away from the gearbox. Remove the lower bellhousing bolts, leaving one easily
Unbolt the clutch assembly from the DMF and then remove the DMF, inspect the back of the engine for any oil or coolant leaks that could contaminate the new clutch and DMF and rectify as required. Check the parts for any service bulletins and obtain the correct torque settings by using the Schaeffler REPXPERT App, then degrease the face of the new DMF using clutch and brake dust cleaner, and replace the bolts with the new ones provided in the Schaeffler kit, torquing them to the manufacturer’s specification. Turning to the gearbox bellhousing area, with the release arm already disconnected, remove the clutch dust using clutch and brake
Ensure the engine to gearbox alignment dowels are located in the engine and that pipes and wires are clear, so as not to get trapped when the gearbox is installed. Using the transmission jack, ease the gearbox into position and locate onto the dowels. Insert and tighten an easily accessible bellhousing bolt, and using the transmission jack and engine support, align the gearbox with the gearbox mounting and tighten in position. The remaining installation is in reverse order of removal, but remember to torque the required bolts to the manufacturer’s specification. After the battery lead has been reconnected, reset all electrical consumers and finally, always carry out a road test to ensure a high-quality repair has been completed. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK/AAK012
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BELT FOCUS
HOW TO Replace the timing chain on a 2009 1.0l Vauxhall Corsa Mk III This month PMM turns its attention to an older technology reappearing in workshops – the timing chain. FAI Auto takes readers through some best practice tips on a Vauxhall Corsa. ��� Add engine flush to the oil and run the engine for 10 minutes. This will reduce any contaminants in the engine oil galleries and improve engine hygiene. ��� Use the correct engine locking tool as recommended by the vehicle manufacturer. Failure to do so will compromise the timing/synchronisation of the engine. ��� When removing the timing chain kit, ensure all oil feed holes are inspected and any blockages are removed. Failure to rectify any existing obstructions will compromise the function and reduce the service life of the new timing chain kit. ��� Remove old oil residue or carbon deposits before refitting any components. Do not release the tensioners until the complete timing chain kit has been installed. ��� Thoroughly clean all parts and mating surfaces ensuring there is no damage. All contaminants must be removed. Insufficient cleaning will jeopardise the integrity of the repair.
Vehicle: Vauxhall CORSA Mk III 1.0Ltr 2009 Issue: Excessive noise from engine Diagnosis: Timing Chain Failure Action: Flush engine, replace complete timing system. Findings: Cause of failure due to partial oil feed blockage to hydraulic tensioner and chain wear caused by oil contamination. Vehicle had a very poor service history.
��� Take care when replacing rotary seals, ensuring the seal is fitted completely flush and there is no damage to the sealing surfaces of the seal or the shaft. ��� Tighten fixing bolts to manufacturer’s recommended torque values using calibrated tools. Carefully turn over the engine by hand for two revolutions, ensuring there is no piston-to-valve contact. If contact is made, do not proceed until timing error is rectified. ��� Always install a new oil filter.
��� Sump pan, oil pump and oil pick up pipes must be thoroughly cleaned and inspected for damage and any damaged parts must be renewed.
쐅 Refill engine with the correct amount and grade of oil as recommended by the vehicle manufacturer. Incorrect oil can result in catastrophic failure. Always inform your customer of the oil used, and advise that they must use the same oil for topping up if required. 쐈 For PTFE oil seals, do not use any oil to lubricate the seal and allow four hours before starting the engine. This will ensure the PTFE material has had the required time to form a fluid tight seal. When replacing gaskets, never use any additional sealants. When fitting a replacement FAI timing chain kit, it is vital that the original cause of failure is identified and rectified. The installation must then be undertaken in clean conditions and any built-up contaminants completely removed. It is recommended that the oil sump is removed and the oil pick up pipe is flushed clean. Camshafts must be examined for damage prior to fitment and replaced if required. Always use the correct specification/grade/composition of oil and replace the oil filter. The oil lubrication system is thoroughly cleaned of contaminants/blockages. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAK013
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TECH TIPS
y er g r u s s r to oc D F P D e Th ’ DPF Doctor Barry Lawson, from Ewan Lawson Motors is back! This month, he is tackling a 2.2l Ford Transit Custom with 145k miles on the clock.
Vehicle information:
2.2l Ford Transit Custom – 145,000 miles
O
ur customer had travelled from Dunfermline to our workshop in Larbert. Before this he had taken his vehicle to a local garage several times in a bid to get it out of limp mode. He collected the van after being told a DPF regeneration had been conducted only for the engine management light to illuminate within a few miles. Frustrated he called us and booked the van in for a DPF assessment. He had come to the right people. We have been members of the DPF Doctor network for five years and draw freely on the wealth of knowledge which is being added to all the time. Darren Darling has been working behind the scenes on an excellent portal which makes it easy for us to look up faults and find testing advice. So, armed with comprehensive information gathered from the customer on the previous work on his van, we were able to start fault finding. There were seven logged fault codes: P0671 Cylinder 1 glow plug circuit open. P0673 Cylinder 3 glow plug circuit open. P0674 Cylinder 4 glow plug circuit open. P2002 Particulate filter efficiency below threshold. P2463 Particulate filter restriction soot accumulation. P246C Particulate filter forced limited power. P24A4 Particulate filter restriction soot accumulation too high. With this we were able to bring up some live data PIDs gathering more information as to where the problem lay. Not all the faults we
find are listed as P codes. We were looking to see what state the DPF was in. Was it blocked? Could we clean it with the JLM Lubricants’ DPF cleaner or had it been blocked by too many forced regens and additives to the point that it had melted? It is only through spending hours looking at live data, sharing it with other DPF Doctors that we can decide with absolute confidence whether or not a DPF has been damaged beyond repair or whether it can still be cleaned. This saves the customer money and the workshop time. Along with the live data checks, we conducted a few basic circuit tests and these confirmed the vaporiser had a high resistance. All the previous forced regens were futile as they would never complete without the vaporiser. This may have saved the DPF from becoming irreversibly damaged. Three glow plugs confirmed Open Circuit using a H7 bulb. A fault with the coolant system meant the engine wasn’t up to running temperature. Add on top of this a poor service history and there you have the DPF blockage. The soot
level rose until the lights came on with the PCM restricting power to prevent further damage. Don’t ever clear codes until you know it’s not going to cause issues. Armed with this thorough information, we explained the real problems to the customer, the cost of the repairs and the consequences should he opt for a partial repair. All repairs undertaken, we then cleaned the DPF on the vehicle, bringing the pressure down from 400 millibar to 40 millibar, keeping the temperature nice and stable to prevent damage. This was an excellent result on a high mileage van. We advised our customer to use a JLM Diesel Treatment every three months as a preventative measure. Products used: JLM Lubricants Engine Flush JLM DPF cleaner JLM Diesel treatment FOR MORE INFORMATION ON WWW.RDR.LINK/AAK014 JLM FOR MORE INFORMATION ON THE DPF DOCTOR NETWORK WWW.RDR.LINK /AAK015
PMM APRIL 2022 19
020_PMM_APR22_Layout 1 02/03/2022 15:48 Page 20
TECH TIPS
CASE STUDY Induction heat can improve workshop safety A Land Rover specialist is improving safety and productivity after investing in a portable heat inductor.
F
amily-run workshop Stonelake of Halifax specialises in the service and repair of Land Rovers. Based in West Yorkshire it was founded by brothers Ben and Luke Oughton in 2015, following in the footsteps of their father and grandfather, who ran the local Land Rover main dealership. The company recently purchased a Josam JH400 lightweight heat inductor to reduce use of oxyacetylene torches in the workshop. Induction heating uses electromagnetic induction to heat metal components in a much safer and more efficient way than using torches with naked flames. Josam heaters include several market-leading features including energy-efficient adaptive frequency control for precision; noise-reducing automatic cooling technology; and a universal USB connector for easy installation of future software upgrades. Ben Oughton, Service Manager and Director, who oversees the operations of the workshop, said: “The heat inductor has transformed how we perform certain repairs. We were previously using an oxyacetylene torch and finding that it wasn’t up to the task – for example, with a steering lock you can struggle on for hours. That’s much easier now with a heat inductor.
“However, the most important thing for us is that it minimises the risk of damage to the vehicle while you’re working on it. With a naked flame, there is always a risk that you will scorch or burn an area adjacent to the part you’re working on – that risk is now removed.” Ben adds that Stonelake had tested other heat inductors, but none matched the JH400. As a hands-on manager and time served Land Rover specialist, Ben often applies his expertise in the workshop. “We are using the Josam for everything from suspension arms to steering locks and wiper arms,” he added.
“Lightweight electrical heating inductors significantly improve conditions for workshop technicians because they are not exposed to open flames, hot gases and the risk of fire or explosion.” 20 APRIL 2022 PMM
“It is probably saving us on average three to four hours per week, which is significant in a relatively small workshop like ours.” Workshop safety was also a key factor in Stonelake’s decision-making. Lightweight electrical heating inductors significantly improve conditions for workshop technicians because they are not exposed to open flames, hot gases and the risk of fire or explosion. “Heat induction is much safer than having to use a naked flame and there are no concerns about gas pressure or running out of gas,” said Ben. “It is much easier to use; all of our team can use it safely and effectively.” Stonelake purchased the inductor from AES UK, the family-run garage equipment supplier and authorised UK distributor for Josam. “It was important to us to not just buy a great product, but to get it from a company that shares our values,” added Ben. “AES is a family-run business like ours which truly understands the value of great customer service. They are accessible, professional, reply quickly to our calls and nothing is too much trouble. I honestly couldn’t ask for more.” WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAK016
021_PMM_APR22_Layout 1 02/03/2022 15:50 Page 21
Vehicle Case Files In this series of articles, Liqui Moly investigates common vehicle problems and proposes a solution.
PROBLEM: SOLUTION:
Old petrol in hybrid vehicles Liqui Moly Hybrid Additive
ASSESSMENT: If a combustion engine is rarely used, this is a case for the Liqui Moly’s hybrid additive. The combination of combustion engine and electric drive can lead to problems if a plug-in hybrid is predominantly run on electric power. In this case, the combustion engine has to deal with the challenges faced by any combustion engine that is only used sporadically. The less frequently the combustion engine runs, the longer the petrol remains in the tank. Petrol cannot be stored indefinitely: it oxidizes and ages. Aged petrol and a modern engine don’t go well together. If the engine only runs sporadically, this causes enormous stress – it has to undergo lots of cold starts and never really gets up to operating temperature. This produces a lot of deposits in the injection system, thereby reducing efficiency and increasing the risk of problems. Hybrid additive counteracts both problems, stabilising the petrol and removing deposits from the injection system. This means the combustion engine is ready whenever needed. The hybrid additive is suitable for use in the workshop, but can also be sold to customers. And it’s extremely simple to use: all you have to do is pour it in the tank. Frequent cold starts affect engine oil, too. Petrol penetrates the oil and does not evaporate, thereby diluting the oil and resulting in more and more deposits accumulating in the oil circuit. Due to the deposits, it is also advisable not just to do a simple oil change, but to clean the oil circuit with Liqui Moly Engine Flush, too. By combining the two products garages can create special offers for hybrid vehicle drivers. In this way, they can stand out from the competition, demonstrate their technical expertise and generate additional sales simply and easily.
WANT TO KNOW MORE? FOR MORE INFORMATION GO TO WWW.RDR.LINK/AAK017
022_PMM_APR22_Layout 1 02/03/2022 19:13 Page 18
BATTERY BEST PRACTICE
Battery fitting is getting more complex for workshops and installing a replacement battery on a new vehicle can take over an hour, for example on the latest Volkswagen Phaeton it is 78 minutes! This is due to the increasing number of batteries being installed in difficult-toreach places, such as under the seats or behind panels inside the cabin rather than beneath the bonnet. The number of steps to change a battery is therefore increasing, as removing seats and panels takes time and often diagnostic equipment is required for re-programming the battery to the Battery Management System (BMS).
VEHICLE:
Volvo XC60 II (246) T5 AWD (183 kW/249 PS)
BATTERY REPLACEMENT TIME: 18-30 minutes
The VARTA technical team recommend using the VARTA Partner Portal to accurately change the battery. Below is an example of the step-by-step fitting instructions that can be accessed from the VARTA Partner Portal, to replace the battery on a Volvo XC60, where it is located in the boot area, under the interior lining. Plus, this vehicle has a second auxiliary battery in the engine compartment which needs to be tested and replaced at the end of service life.
Removal Starter Battery Auxiliary Battery
BEFORE STARTING THE BATTERY REPLACEMENT
��� ��� ��� ��� ��� ���
Raise the boot cover, lining and spare wheel Loosen screws and lift the battery cover (Fig.1) Unfasten the retainer and remove the cover Loosen and remove the battery block belt Disconnect the battery negative terminal Loosen the nut of the battery positive terminal and remove plate (Fig.2) ��� Disconnect breather pipe (Fig. 3) ��� Unscrew locking screw and remove battery block (Fig. 4)
Models with stop-start system:
Fig 1
Fig 2
Mounting 씰 Disconnect main vehicle battery. 씰 Check voltage between main vehicle
씰 씰 씰 씰
battery positive lead and earth to ensure no residual circuit voltage (0 V) remaining. If voltage present: Disconnect auxiliary battery. Before supplementary restraint system repairs: Switch ignition OFF. Wait 30 seconds before disconnecting battery. Where fitted, disable the satellite antitheft system (by setting it to maintenance). Make sure the ignition switch is set to “off”. Before disconnecting the battery, switch off all the electric accessories.
Want to know more? To visit the VARTA Partner Portal, WWW.RDR.LINK /AAK018
��� Mount the battery block belt ��� Tighten locking screw ��� Connect breather pipe ��� Mount plate and tighten nut of positive terminal ��� Mount and tighten belt ��� Reverse the removal process from the vehicle’s boot
Fig 3
BATTERY REGISTRATION (Only for Intelligent Battery Sensor (IBS) equipped version) 씰 Register the battery Replacement 씰 Check for possible trouble/fault codes in the electronic
modules in order to read and delete them Fig 4
023_PMM_APR22_Layout 1 02/03/2022 15:55 Page 23
TECH TIPS
COMMON FAULTS Wiper motor failures explored First Line outlines some common wiper motor failures to PMM readers.
D
ue to certain vehicle defects, some wiper motors will always be more prone to failure than others. Therefore it is advisable that aftermarket workshops be proactive and know how to deal with common failures in advance. For instance, First Line has found that the Renault Clio wiper motor (FWM1004/BWM1004) fails as a result of being submerged in water due to a blocked drain channel and is recommending that technicians check this when vehicles come into the workshop. Jon Roughley, Global Marketing Director for First Line, advises: “To resolve the issue, technicians need to not only replace the wiper motor, but during the procedure, must also remember to clear any blockages, check all the drain holes and ensure the mechanism is free of corrosion and moving freely. In addition, proactive workshops would do well to advise the customer to keep an eye on the situation to ensure it is kept free of debris and able to drain properly.” On a lot of cars, the company has also found that the most common cause of the
Motor fault on a Clio
wiper motor failure is because linkages wear, which leads to the ball joints popping out of their sockets, bringing the wiper blades to a complete stop. However, with the popular, first generation Nissan Qashqai, there is another big problem to be aware of.
Rust build up Reacting to the high demand for replacement motors for this vehicle, First Line’s product team investigated the problem and discovered a weakness in the design of the OE product, which results in the output shaft seizing, due to the build-up of rust. This is caused because the output shaft is neither sealed nor lubricated and due to its
location, following heavy rainfall, water is able to penetrate between the shaft and motor housing, which allows rust to accumulate. As the rust builds up, the motor is put under stress, contending with the rising levels of friction on the shaft to keep the wipers moving, until the point when the increased load is drawing a current greater than 30amps, which is when the wiper motor’s fuse will blow. In addition, should the water that has penetrated between the shaft and housing freeze or the wiper blades freeze to the windscreen and are not freed before the wipers are switched on, the excessive load on the motor may also induce premature failure. Roughley added: “Availability is key in the aftermarket and so we recommend stocking up on these products to meet demand. As wiper blades are a crucial safety feature, technicians should be checking them and the mechanism, including the motor, on every vehicle as part of the service inspection.” To support garages to encourage drivers to replace their wiper blades, First Line has produced a handy poster, outlining key information on when to replace wiper blades, to get the poster simply WWW.RDR.LINK/AAK019
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAK020
PMM APRIL 2022 23
024_PMM_APR22_Layout 1 03/03/2022 10:31 Page 24
WATCH! Watch a detailed video from febi showing a timing chain being replaced by scanning the QR code below.
The timing chain is made up of a series of steel links that connect to each driven shaft. This meshes positively with each respective sprocket. The chain runs on rails between the sprockets, so vibrations and noises are dampened.
Timing chain wear Fast running engines commonly use a metal timing chain. Over extended periods of continuous use, the chain drive gradually elongates. This can lead to camshaft and crankshaft synchronisation issues, disrupting the accurate control of the intake and exhaust valve timing, leading to engine inefficiency and increased emission levels leading to eventual failure. In addition, chain drive wear can be accelerated by various factors, including the repeated pivoting motion of the driven links or bushes against stationary connector pins, along with the presence of excessive amounts of soot and acid in the oil and the relationship with other timing components.
CRANKSHAFT GEAR
TIMING CHAIN Each of febi’s timing chains are made from highgrade, heat-treated steel and manufactured to give a constant geometry and high surface quality. The three types of chain used are;
Bush Chain The two rollers are dispensed in this chain, so
Toothed Chain
Roller Chain
the sleeves are enlarged in diameter, engaging
Also known as a silent chain, the middle and
The most popular chain offers a combination of
directly with the sprocket. As a result, sleeve
inner lugs are formed to provide exceptional
strength and Noise, Vibration, Harshness (NVH)
chains have a larger joint surface than
transmission force between chain and sprocket.
performance. The inner links consist of two
corresponding roller chains. These are mainly
These chains offer excellent NVH performance
inner lobes, two sleeves pressed into the link
used in fast running diesel engines.
and are highly durable.
eyes and two rollers rotating above the sleeves
24 APRIL 2022 PMM
024_PMM_APR22_Layout 1 03/03/2022 10:31 Page 25
TENSIONER & RAIL The chain elongates over time due to wear. This can be compensated for via a pivoted tensioning rail supported by a tensioner. In
CAMSHAFT SPROCKET
most applications, a hydraulic chain tensioner is used. The tensioner is
Timing chain sprockets can come in
connected to the engine’s oil circuit.
simple disc form or can be equipped with a single-sided or double-sided hub. In addition, they can have a rubber coating or padded rings, both intended to decrease weight and friction. Reducing these reduces vehicle emissions, vibrations and harshness.
GASKET
Key facts COATING SLIDING RAIL
•
TRITAN coating has been developed to coat
Rails can be made from a variety of
chain bolts to significantly reduce the wear-
materials or even a mixture and can be
induced elongation of the timing chain
curved or straight.
through the reduction of friction. Its Physical
febi provides more than 280 timing chains in OE-matching quality
•
TRITAN coating reduces wear by at least 50 per cent
•
Vapour Deposition technology produces a
febi provides over 220 hydraulic and mechanical chain tensioners
coating on the chain bolt, which counteracts
•
the wear caused by aggressive oil-carbon
timing chains are available in kit form, making it easier for you to replace timing chains in
fuel mixtures within the engine.
the workshop
For tips and advice from febi on replacing timing chains simply GO TO WWW.RDR.LINK/AAK021
PAR TS INSPEC TOR
sponsored by
026_PMM_APR22_Layout 1 02/03/2022 16:02 Page 26
BUSINESS
& TRAINING
The time to act is
NOW Neil Pattemore wonders what the next five years may have in store for the independent aftermarket.
I
was once told that there is no such thing as a perfect decision – only a judgement based on what you know at the time the decision is taken. To mitigate the risk of making a bad decision, you need as much information as you can get to make a ‘fully informed decision’. When this applies to making decisions about what will happen in the future, it becomes much more difficult and reliant on predicting the future, which is hardly an exact science. From the UK aftermarket’s perspective, the next five years will be increasingly dependent on the decisions taken by the UK Government and in turn by UK aftermarket businesses. The impact on the aftermarket is both a ‘top down’ as well as a ‘bottom up’ challenge. The top down aspect is centred around the changes to vehicle design, technology and associated legislation to allow independent operators to continue to work effectively on a range of vehicles. The bottom up aspect is what aftermarket businesses need to do to adapt and grow depending on what they want to achieve in five years’ time. Unfortunately, not all of these aspects are
26 APRIL 2022 PMM
under the control of the aftermarket and in legislative terms, five years is the near future. So what do we know which might help clarify the situation and what is needed to support the UK Government’s decisions? Firstly, the UK Aftermarket is one of the largest and most diverse in Europe and represents over 70 per cent of all service and repair work. This is supported by existing legislation that supports access by independent operators (workshops, parts distributors, technical training organisations, diagnostic tool manufacturers, breakdown and recovery organisations etc.) to the tools, technical information, parts, training and service records of vehicles. This supports a vibrant, diverse
“From the UK aftermarket’s perspective, the next five years will be increasingly dependent on the decisions taken by the UK Government and in turn by UK aftermarket businesses.”
and innovative sector that provides competitive choices for vehicle owners and operators. However, although the current legislation is based on the EU ‘pillars’ of Motor Vehicle Block Exemption (MV-BER) and vehicle type approval regulations that contain the access to vehicle ‘repair and maintenance information’ (RMI), both of which are now referenced in UK law, the UK Government has yet to consider, discuss or decide the changes needed to ‘address technological progress’, as is being done in the EU.
New legislation New legislation is also being drafted in the EU for a range of these ‘technical developments’, such as vehicle cybersecurity, remote access to vehicle data, electronic certificate processes, data access and data handling. The UK Government has recently conducted an online consultation about the future strategy for automotive legislation, but the detail of what the aftermarket needs did not appear to be high on their agenda. The Government’s decisions taken as a result of this study will significantly influence whether the business models of independent
026_PMM_APR22_Layout 1 02/03/2022 16:03 Page 27
workshops will be increasingly under the control of the vehicle manufacturers or that future legislation will support the UK aftermarket’s needs. So, what will these needs be? A number of interlinked aspects will dictate the UK aftermarket in five years’ time. Firstly, connect and communicate with the vehicle, so you will need an (ideally standardised) interface which needs to be accessible both in the workshop and remotely (the repair process is increasingly starting remotely when the vehicle is being driven),
but this creates cybersecurity compliance (set by each vehicle manufacturer individually), leading to what their cybersecurity settings allow you to do. Secondly, use the data to decide what the repair process/quotation will be and subsequently order the parts needed. Ideally, this should be done before the vehicle comes to your workshop using remote access to the vehicle, as this creates substantial cost savings and will be the basis of being competitive. Thirdly, have the tools and training to do the job, but this may funnel your business into increasing specialisation of vehicle brands, as well as increasing your costs. Proving your competency to complete a repair correctly will also become increasingly important (think ADAS as a good example). Thirdly, the cost and choice of replacement parts will also become a ‘vicious circle’, as the volumes of more specialised parts reduce and the cost for them to be cybersecurity compliant increases. Finally, the vehicle owner/operator will change to become more focused on ‘mobility as a service’ as drivers increasingly turn to ‘renting’ (pay by use) the vehicle only when they need it. The competitive cost of this ‘mobility as a service’ will also require competitive repair prices for the vehicle operator. These are all huge ‘high level’ issues, so choose your supply partners carefully, as these partners may be in a better position to facilitate some aspects of your future registration, access, competency and compliance requirements. For all of this to happen in a way which maintains competition and consumer choice, the UK Government needs to decide about updating and implementing legislation – and
that takes time. For the majority of the aftermarket, this is a ‘David and Goliath’ issue, as the vehicle manufacturers want to evolve their business models to increase their aftermarket and ‘mobility as a service’ activities. By controlling access to the vehicle, what can be done by whom and at what price allows them to control the aftermarket and its profit potential. The Government needs to decide if this is what the UK wants and needs.
The next steps The aftermarket needs to ‘unite and fight’ like never before to ensure that the Government is made fully aware of the important part that the sector plays in the UK’s societal and economical activities, created by the innovative and competitive nature of the sector. Although the UK Aftermarket has come together as a range of associations and organisations to form ‘UK AFCAR’, there is much work to be done and every company in the industry should consider how best to actively support these efforts. In five years’ time the UK aftermarket will either be increasingly under the control of the vehicle manufacturers, or will be supported by the legislation needed to allow independent operators to exploit the opportunities that new business models will bring. The situation in 2027 is likely to be based on the decision you take now to support UK AFCAR. Doing nothing may not be the best decision you ever make. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAK022
028_PMM_APR22_Layout 1 02/03/2022 16:06 Page 1
ADVERTORIAL
SUSPENSION FUNDAMENTALS: PART TWO BILSTEIN VIDEO GIVES TIPS ON HOW TO AVOID MISTAKES WHEN INSTALLING SHOCK ABSORBERS.
WATCH THE VIDEO SCAN THE QR CODE WITH YOUR SMARTPHONE TO WATCH THE VIDEO.
BILSTEIN is further expanding its professional and practice-oriented support for workshops: As part of entertaining
a nut. In the worst case, this can loosen or
videos, the experts at the BILSTEIN
also tighten too much.” Both are bad,
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because the seal will be damaged and oil
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leaks out of the damper. The use of gripping
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pliers or water pump pliers is also strongly
The experts from the BILSTEIN Academy
discouraged. According to Popiol, this can
regularly provide independent garages with
also damage the surface of the piston rod.
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driven without a protective tube or if the later
episode of “Suspension Fundamentals –
has come loose. The problem: Damage to the
powered by BILSTEIN Academy”, the
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a loss of oil when it passes through the
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damper’s closure package.
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also occur if it is clamped in a vice. “This
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Rainer Popiol knows: “Sometimes a small
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also cost money. Quite often, they also annoy
mistake creates a big effect.” Especially when
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the wrong tools are used. “One problem, for
stand on the ground. The wheel alignment
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much torque is applied to the thread. Popiol
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with very similar questions. In the latest video
warns of another problem in this case: “This
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029_PMM_APR22_Layout 1 02/03/2022 16:09 Page 29
BUSINESS
& TRAINING
TALK TALK Connect+ app launched to aid communication between workshops and factors.
A
utomotive Automation (AutoMM) Director, Luke Bettles, speaks confidently about Connect+, an addition to the Vision platform, designed to solve “inefficient, slow and inaccurate” enquiry and order processing methods. Typically, workshop customers phone in their orders, which can be time-consuming for both factor and workshop, especially if the part look-up is done while the workshop is waiting on the call. Increasingly, workshops are now sending in enquiries via WhatsApp or text, often to the personal phones of individual sales operators. On top of the inefficiencies in terms of the time it takes to answer enquiries, there is also the issue of factor owners not knowing whether all enquiries are being logged, how quickly they are being responded to or how many enquiries aren’t converted to orders. Some factor owners provide a communal phone for receiving WhatsApp messages, which does at least mean that the key relationship is with the factor rather than the individual. This can, however, lead to issues working out who should be dealing with the enquiries and opens up the possibility of errors. Potentially, the information on how many enquiries were received and converted could be calculated, but it would be a lengthy exercise.
Introducing Connect+ Connect+ is a direct link from a factor to its workshop customers, enabling them to use an app on their own mobile device to place enquiries and orders. The app is branded with
the factor’s colours and logo and, in effect, looks like it belongs to the factor. Workshop customers enter a vehicle registration and a brief description of what is required. They have the option of attaching images and text if additional information is required for part identification. The workshop then has the choice of sending this as an immediate order or as an enquiry requiring a list of suitable items to be returned. If the customer chooses to send an enquiry, when the quote comes back, they confirm any or all of the parts on the quote and then click to confirm the order. With every update to the enquiry/order process, the workshop user receives a native push mobile notification straight to their device, keeping them up-to-date without the need to chase the factor. The app also keeps track of all parts ordered or with open enquiries, so workshops can look through their history and view their status. Factors using the app have seen workshops stop sending messages or making phone calls, as they find the Connect+ app straightforward and quick to use. As enquiries and orders are received by the factor, sales team members can view them immediately, via a desktop-based web portal, and then investigate part requirements. Operators can manage more enquiries and orders simultaneously, with greater precision and company-wide transparency. Multiple parts with notes, prices and due dates can be pushed back to the workshop, which can then select what is required and confirm the order.
Crucially, all enquiries and orders are logged, and the reporting section allows factor owners to see how efficiently, quickly and easily enquiries are being dealt with. Other reports include traffic stats and details on enquiries and quotes that weren’t converted into orders.
View from the factor Since September, Titan Motor Factors has been using the Connect+ app with its workshop customers. Co-owner, Mark Boobyer, said: “Having our customers using the Connect+ app has led to getting back to them quicker than before. The app is sending notifications to our customers, so they always know where the order is. “Being able to see the quote to invoice rate has improved us massively, freeing up time from the phones. It’s definitely the future, using the Vision platform, with Luke and the team doing a brilliant job.” AutoMM is so confident in the benefits and value of Connect+, it is offering a free three-month trial to new customers. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAK026
PMM APRIL 2022 29
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SPECIAL REPORT
Q&A PMM talks to The Motor Ombudsman’s Bill Fennell Recently, PMM ’s Kieran Nee caught up with The Motor Ombudsman’s Chief Ombudsman, Bill Fennell to discuss the work the organisation does and what it will be focussing on in the future. Firstly, could you tell us about the Motor Ombudsman? The Motor Ombudsman was established just over five years ago, becoming the first and only Ombudsman for the automotive sector, after we evolved from Motor Codes – the automotive dispute resolution provider that was setup in 2008. To become an Ombudsman took many months of hard work and the restructuring of our organisation, in order to meet the strict approval and impartiality criteria laid down by the Ombudsman Association. One of the key roles of the Motor Ombudsman is to drive improvements in the standards of work and customer service within the motor industry as a whole. Much of our work covers new and used vehicle purchases, service and repair, and vehicle warranty issues. The bulk of what we do is resolving motoringrelated disputes in a fair and impartial manner, where we gather evidence from both the consumer and business involved in the complaint. A decision is then delivered by our adjudicators and/or an ombudsman based on the facts presented, the guidelines laid down by our Codes of Practice, and any relevant legislation, such as the Consumer Rights Act 2015. Businesses within the automotive sector voluntarily agree to be accredited to one or
30 APRIL 2022 PMM
more of our Chartered Trading Standards Institute (CTSI)-approved Codes of Practice. These cover the entire customer purchase and vehicle ownership experience, spanning new car warranties to service and repair, providing reassurance and peace of mind that if something were to go wrong, there is an independent third party that can investigate the dispute and provide a decision. Today, thousands of businesses across the UK are accredited to The Motor Ombudsman. At what point does a complaint get handed over to the Ombudsman? A garage has to up to eight weeks to resolve a dispute through their own complaints process. At any point during this period, they can refer the case to The Motor Ombudsman. However, at the eight-week cut-off, the consumer can then bring the case directly to The Motor Ombudsman themselves. It is of course, always best for a business and consumer to look to resolve a complaint directly in the first instance. If they can’t come to an agreement, this is where we step in as a third-party and fully impartial body to find a fair resolution. It’s worth pointing out that the garage must be accredited to one of our Codes of Practice for the business and
consumer to be able to use our service. For the business, engaging in Alternative Dispute Resolution (ADR) is about putting the customer first. The decision might not always go in your favour, but both you and customer can be assured that the dispute has been handled fairly and impartially. One of the big reasons independent garages pass disputes over to us is that they want to safeguard the relationship with their customer. As with all things, there can be disagreements and unreasonableness from both sides. ADR provides an avenue which can help mitigate any unpleasantness with otherwise loyal customers. Another big factor is the time it can take to deal with complex disputes. Therefore, The Motor Ombudsman offers the chance to help reduce this element of the workload. Are you receiving more complaints nowadays? In the last two years there has been a definite increase in the volume of consumers contacting us, either looking for advice or to refer their case. Increasingly, they are looking for compensation. The Motor Ombudsman’s goal however, is to help right the wrongs that have been done. For instance, if you took your car in for a service and it was damaged, we’ll try and
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rectify that, but we won’t then add an award on top. There is also an onus on a business learning from its mistakes and making improvements, so they don’t make the same error again. Currently, accreditation to the Motor Ombudsman is voluntary. Are there any plans for this to change? This is an interesting question because, for some time, BEIS – the Government’s Department for Business, Energy & Industrial Strategy, has been looking at the effectiveness of ADR in the automotive sector, amongst other sectors, where they feel consumer detriment is particularly high. Used car sales and the service and repair areas generate a high volume of consumer complaints, and therefore BEIS has been collating inputs from industry and consumer groups as to whether it should be mandatory for businesses to sign up to an ADR provider, such as ourselves. Government ministers are currently reviewing the feedback, and we are expecting a decision
to be made shortly. BEIS estimates there are around 63,000 garages up and down the country, including franchise dealers, used car outlets and vehicle repairers. While there is good representation among franchise dealers, I would say a high proportion of garages across the UK are not currently affiliated to any ADR provider, although that probably improves when looking at just the service and repair sector. How would you “sell” the benefits of the Ombudsman to our readers? There are of course many benefits of an independent garage being accredited to our Vehicle Sales and Service and Repair Codes, ranging from support from our dispute resolution service, to gaining added exposure and potential customer leads from a profile on our popular online Garage Finder. However, above all, one of the biggest advantages of accreditation that workshops would immediately see is that we alleviate
the stress of a customer dispute and help safeguard the long-term relationship with the consumer, thanks to our expert and highlyexperienced in-house team. But what I also think is a big benefit is the fact that you’re clearly demonstrating to consumers that you are a quality business, and are willing to sign up to independent standards and Codes of Practice, which provide the added element of reassurance for your customer that they will receive a high standard of work and service when they bring their car in. In fact, accreditation to our Service and Repair Code offers great value for money at less than £20+VAT per month, so this is a minimal cost for all-important peace of mind for garages and its customers.
MORE INFORMATION ABOUT THE MOTOR OMBUDSMAN IS AVAILABLE AT WWW.RDR.LINK/AAK027
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SPECIAL REPORT
WOMEN IN THE INDUSTRY PMM meets: Electude’s Cat Treanor PMM ’s Freya Coleman caught up with Electude’s Cat Treanor to discuss being a woman in the automotive industry.
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at Treanor’s automotive journey began at school. After struggling with traditionally academic subjects she learned that she was a kinaesthetic person, meaning she learns best with her hands, being shown not told. But when her school hosted a technology day, a local garage came down and showed students how to rev the engine and check the oil of a vehicle she realised how interesting it was and how natural it felt. When exploring automotive repair as a career she was repeatedly told by teachers and classmates she couldn’t do it, but that only led her to her motto: ‘Prove them all wrong’. Cat then went on to do work experience at a local garage in year 10, saying it was a huge turning point in her life as everything began to fall into place. Keen to not get into debt and earn right away, Cat finished school and started her three-year light vehicle apprenticeship at a local garage through Derby College, working four days as a technician and one day a week for studying. She went on to be a service advisor for VW. Cat was then head hunted by Electude and now runs the UK for them alongside a colleague; this involves lots of training, visiting colleges and conducting student events.
Her work with Electude is all about enhancing students’ knowledge with interactive simulations and game-based elearning. If you ask yourself the question would you rather fly with a pilot that has read a book on flying or spent an hour in a flight simulator, you can see the value!
“If I can stick it out, earn respect instead of demanding it, I can make a difference for other people like me following this path.” During her time at college Cat did a lot to encourage more women in the industry, such as her ‘Lipsticks and Dipsticks’ day. This was created after seeing female customers daunted at what they were paying for, leading them to feel uncomfortable and worried they were being ripped off. Subsequently, Cat invited a group of women and explained common features of the workshop: what is a brake pad, why does it need replacing, how does a diagnostic machine work and why we can’t just plug it in and find out what’s wrong! She did practical demonstrations like
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SPECIAL REPORT
dropping the oil on a vehicle and how to check levels, all in the hope that women would feel more confident and empowered about taking care of their cars. Now, Cat is a STEM ambassador and, through Electude, is involved with events such as the Skills Show to show students and parents that there is an array of automotive career options – automotive is more than changing tyres and finishing first. They also run a mobile classroom, taking their training materials in a van and running events in colleges around the UK. However, Cat explained that these messages aren’t always well received, not by young students but their parents. She once experienced a parent’s backlash after hosting a STEM event at a primary school because their child had come home excited to be a mechanic. They saw this as a failing and still we are trying to break the harmful stereotype our industry has and argue the value in apprenticeships vs university. So, what stops girls form going into the automotive sector? The first barrier, as expressed by Cat, is stereotypes. When you google image the word mechanic you will get a very honest representation of what the world thinks a mechanic looks like. With images like that it is literally and figuratively hard to picture yourself in that career. There’s a lot of work to be done to change that image in girls’ minds and some of the
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ways we can do that is through STEM events, reaching them at young ages and showcasing all the amazing opportunities the industry has to offer. Cat went on to describe automotive recruitment as like a pipe, with the blockage at the beginning and only a trickle of girls getting through, That blockage is predominantly in schools. So what employers really need to do is go and visit schools and then in a few years’ time they’ll start to experience this feed of people coming through, but obviously time is the best weapon. Time and breaking the stereotype of what being a technician actually is and what it will be in five years’ time. Cat was very transparent about what being a female in a male-dominated sector is like, expressing how she feels like she has to prove herself. She’s a minority in every classroom or meeting she’s been in and this is something she’s gotten used to but when you’re a minority you’re also put on a pedestal. She would work extra hard because of that pressure, constantly wanting to prove people wrong. However, she also stressed it’s important to be realistic about the state of things at the minute, it’s a great time to join the industry but students shouldn’t be disillusioned with the way things are and could be for them. Cat said when she faced hard times she
Electude makes video game based training for mechanics, such as what is pictured
Cat went on to describe automotive recruitment as a pipe, with the blockage at the beginning and there’s only a little trickle of girls getting through. would remind herself “If I can stick it out, earn respect instead of demanding it, I can make a difference for other people like me following this path.” She describes her journey like the road less travelled. You may get caught by thorns and the road may be bumpy but for every person who travels it, the road becomes clearer and easier to take. Until that is the new normal. “The automotive sector is undergoing huge changes and the only way we can rise to that challenge is to change the way things have always been done. We can’t do that without diversity.”
WANT TO KNOW MORE? TO FIND OUT MORE ABOUT ELECTUDE WWW.RDR.LINK /AAK028
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PRODUCT TEST
WD-40 Product Test: WD-40 Specialist Silicone Spray Dixons of Pudsey unlocks the potential within WD-40’s silicone lubricant.
S
ilicone lubricant is a staple in nearly if not all workshops, so we were curious to see what would set this one apart from the others. The tin says it can be used on near enough everything so we were eager to see just what it could do. First opportunity to use the spray was on a BMW i3 that was booked in for a sticking door handle. Having an i3 ourselves we knew that handles on these can pose a problem for owners and can be costly to repair, not to mention the time the customer could potentially be without their car while we wait for BMW to order the parts in. The exterior handle mechanism was creaking and sticking on opening the door. We didn’t want to use other greases or compounds and have it getting everywhere. So out came the WD! We coated the mechanism using the straw, which penetrated and eliminated the noise and stiffness – a winner for us and the customer as it saved us time by not having to strip it down and replace the handle. More importantly it saved the customer the money for a new handle. Fantastic result! In between jobs was our own 30 year old classic MK1 Isuzu trooper with a sticking O/S side seat belt. We all know that we never have time to repair our own vehicles, and this was one of those jobs that needed doing sooner rather than later. A replacement seat belt was out of the question as they are unobtainable due to the age of the vehicle and the fact that it is an import. The silicone spray – again, using the straw – was worked to free the mechanism and webbing on the belt after it had become gummed up over years. It left a sheen on the surface which made the seatbelt free to move in and out. A grand result.
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WANT TO WIN? To be in with a chance of winning a tin of WD-40 Specialist Silicone, simply WWW.RDR.LINK /AAK029
and answer the following question: WD-40’s silicone spray can be used on rubber parts. ■ True ■ False Deadline for entries is 10/05/2022
Heavy jobs A bit of a different one is a Kubota miniexcavator that we have recently had in for a service. When the customer booked it in, he told us to be careful and never leave the keys in the cab as, if the door slammed whilst it was running the door would lock itself! Obviously, this is the last thing we needed so we thought we had best take a look to see what was going on. We found the lock mechanism was partially seized so out came the silicone spray with its trusty straw to save the day! This time we sprayed the silicone into the lock and moved the key in and out to work it in and free up the insides. We suspect it had rusted up due to being open to the elements and now the silicone will protect the lock against it happening again any time soon. The spray once again saved the price of a new lock and freed up workshop time to do other things. We seem to have had a run of stiff and rusty locks lately and another job we tackled was a Harley Davidson which had been parked up for two years. The ignition lock
was stiff to the point of near seizure, giving the dreaded feeling of ‘is it going to snap the key?’ This one was a difficult one to strip, so again we applied silicone with the straw and the silicone managed to penetrate the lock with the help of working it in with the key. All round good results but one negative – if we can call it that – is that we found you cannot use it in an environment where spray painting is being carried out. It leaves particles of silicone around which leaves fisheyes in applied paint. But I suppose if you’re an established body repair shop it is an issue you would already be aware of and avoid. Overall, the spray has saved us and our customers valuable time and money and will continue to be stocked.
A closer look WD-40’s silicone spray lubricant displaces moisture and provides lubrication, protecting and extending the life of tools and equipment. As the spray is silicone-based, it’s suitable for use on rubber parts like pipes, seals and belts. As well as protecting components and machines from rust, the lubricant will repel dust, dirt, oil and grime. This is useful against dirt build-up that can create damaging residues. WD-40 works in challenging conditions, so the lubricant will perform in most types of weather, and all-year round. It’s designed to keep working in temperatures ranging from 35°C to +200°C.
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAK030
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SPECIAL REPORT
A
LEAGUE unto our own
DENSO is offering technicians the chance to train online and enter the League of True Mechanics.
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echnical training with informative content across multiple platforms ensures that workshops throughout the UK and Ireland can access the information they need to remain competitive and profitable in an ever-changing market. As one of the largest original equipment component and system suppliers to vehicle manufacturers around the world, DENSO is dedicated to the spread of technical knowledge to the aftermarket to make a practical difference to technicians who have the responsibility to correctly install replacement parts. “Education is a key part of our business ethos,” explains DENSO Europe, Pan European Strategic Marketing Manager, Fatiha Laauich, “which is why we make our comprehensive training offering available through multiple channels, with face-to-face training supplemented by our popular e-Learning platform and the associated League of True Mechanics (LOTM) annual competition, with the 2022 contest opening very soon. “The restrictions associated with the coronavirus pandemic no doubt sped-up the development of our online training, which was one positive from such a traumatic global crisis, but nothing replaces personal, human contact as the best way to communicate and educate those currently in the workshop and the technicians of the future.
“Being able to supplement face-to-face training with online learning is a great advantage as technicians can tap into this resource when it fits with their work schedule.” Fatiha Laauich, DENSO
“It’s therefore important that, provided the correct guidelines are followed, DENSO aftermarket and its representatives are out in the field at events such as AutoInform LIVE, meeting technicians and explaining face-toface, not only the detail, but also presenting the big picture overview that makes instruction concerning the specifics of the correct installation process or fault diagnosis, all the more relevant and obvious. “However, being able to supplement faceto-face training with online learning is a great advantage as technicians can tap into this resource when it fits with their work schedule, picking it up as and when it’s most convenient or using it as a useful reminder of what they’d learned previously, which combined, helps them to improve their skills. “There is a wide range of material available online, which incorporates installation and testing instructions, IMI accredited modules, lecture style presentations, workshop-based movies and scheduled webinars. Registering
for the e-Learning platform is free and straightforward, as technicians simply sign up via the following link: https://www.densotechnic.com/uk/ and while there, they can also sign up to the LOTM competition. “Those registered for LOTM earn DENSO ‘coins’ as they complete their training modules with the top 10 at the end of the year having the opportunity to win one of a selection of fabulous goodies, and the overall winner, the accolade of the 2022 LOTM champion. So, sign up today! DENSO also runs regular free webinars with the opportunity to ask the company’s specialists subsequent questions. To view the training calendar, WWW.RDR.LINK /AAK031
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAK032
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PIT STOP
In need of a refuel?
QUIZ This month, the quiz is a little different – the answer to each question is linked. Try and figure out if you can find the connection!
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: 14 four-letter words, 9 five-letter words, 3 six-letter words, 1 sevenletter word, 1 eight-letter word and 1 nine-letter word. Good Luck!
A S F
C
H
S M
T A
1.
Which hip-hop musical about the Founding Fathers of American won 11 Tony Awards in 2016?
2.
Which white, sparkling wine can traditionally only be produced in one region in France?
3.
Which large cat with a greyish brown coat is native to North and Central America?
4.
When surrendering in battle, a white what is said to be waved?
5.
Complete the well-known phrase ‘something may fall in your…’ meaning that your desires may be unexpectantly fulfilled?
6.
Which energy drink is said to ‘give you wings’?
7.
When flying a plane, where would the pilot be seated?
8.
What is the German word for the occupation ‘Shoemaker?
9.
Which car logo features a 3 point star?
10.
What is the connection?
HOW DID YOU SCORE? TO FIND OUT THE ANSWERS GO TO WWW.RDR.LINK/ AAK033
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HYBRID
Test of
& ELECTRIC VEHICLES
POWER
Testing and maintenance equipment for EVs is being developed by electric power specialists Reo to further advance the market potential for EVs.
E
lectric vehicle power specialist Reo has developed a range of effective electric vehicle testing and validation equipment to support the reliable testing of vehicles and batteries as market demand increases. The Reotron SMP range of variable DC power supplies provides a safe, stable and adjustable power supply for use in process engineering systems. The range lends itself to testing EVs and their batteries, for accurate fault-finding and compliance to safety standards. While the firm’s test engineering division has been making test equipment for many years in the form of AC and DC variable power supplies, much of the portfolio was originally designed for the railway industry. However, as the EV market continues to grow due to increasingly favourable political and social sentiment, Reo has applied the expertise to this emerging sector.
More on the range The new range is a series of variable DC power supplies that can be used to test equipment to make sure it meets safety standards. The power supplies have current limiting capabilities and are short-circuit proof, ensuring that both the test equipment and the vehicle can be checked safely. The units also test more than just vehicles. They can also be used to check that batteries are charging safely, which is key to making sure that the vehicle is operating properly. The units can be programmed for any voltage or current requirement and can be interfaced with temperature monitoring equipment to ensure an optimal battery lifetime. “It is a critical time for the EV market and reliable, safe product development is vital,” says Steve Hughes, Managing Director of Reo. “As we move to meet the UK Government targets of eliminating internal combustion engines by 2030, the proper maintenance and repair of EVs is being
“It is a critical time for the EV market and reliable, safe product development is vital.” Steve Hughes, Managing Director, Reo overlooked. Currently, replacing parts on a traditional ICE vehicle does not void the warranty, as long as the parts are authentic and fitted by a trained mechanic. “However, while the numbers of electric cars on UK roads is growing, many independent and non-dealer garages are still unprepared for the requirements of servicing them. This reduces the choices available for consumers and increases costs, as drivers are limited in the garages they can use. By bringing the Reotron SMP range to the market, we enable independent mechanics to keep up with the changing market, as well as ensuring safety for consumers and drivers alike.”
The SMP range joins a selection of products from Reo that are uniquely positioned to support the effective design, development and ongoing support of EVs. The range, as outlined in a recent EV electronic design component guide created by Reo, features water-cooled braking resistors, mains chokes and filters that can help both in-vehicle and in charging infrastructure.
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAK034
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HYBRID
& ELECTRIC VEHICLES
PRESSING
CHARGES Steve Carter, EV training consultant for Group Auto & UGS, outlines some of the charging problems and solutions facing the EV market.
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aving now driven over 100,000 miles in electrical vehicles, over the last six years the biggest change I have seen is the massive improvement in the rapid changing network, either at existing motorway service stations or the new EV charging hubs and within these, the rapid expansion of the HPC stations. Lest go back to 2011 when the Nissan Leaf arrived in the UK – the first mass production EV which supported rapid charging. Between Nissan and Ecotricity, a modest charging network was established at the majority of motorway services, comprising possibly one or two charging stations (about 200 charging points) capable of delivering 50 kWh of charging output; not too shabby when you consider the battery capacity of that leaf was just 24 kWh. So even with a very discharged battery a good charge would only take around 30 minutes, or the average time somebody would stay at the motorway services. Over the next 10 years battery energy density increased dramatically, so that the Leaf that you could purchase now has seen an increase of 260 per cent to 62 kWh, but
“Due to increases in energy costs, the price per kWh of charging your electric vehicle at motorway services is now dependent on the speed of the charger and you will pay a higher price per kilowatt.”
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the weight has only increased by 15 per cent. The problem now is that 50 kWh charging is too slow and at the same time people are spending less time at motorway service (around 20 minutes). Considering that most EVs now have a battery size of between 75 and 90 kWh, at our original charging speed a charge to 80 per cent would now take about 90 minutes. We could obviously increase the charging current, which would increase the charging output. However, we would need to keep this in moderation as too high a current increase would lead to higher temperatures in the battery and the rapid charging system. We could probably go as high as 275 amps at 500 V, allowing a charging speed of 150 kW, which is really going to be our limitation at 500 V, leaving us somewhat short of our ideal charging time of 15 minutes.
Other options Most EVs run at around 400 V and to charge this at 100 kWh we will need a current output from the charging station of 250 amps, still taking about 45 minutes to complete. The next option would be to double the vehicle’s high voltage system and indeed this is what Audi, Porsche, Kia and Hyundai have done, launching their 800 V systems. Now, with just a modest increase in current, to say 300 amps, and with the doubling of the voltage this means our charging output is around 250 kWh. These vehicles can now receive a 10-80 per cent charge in just 15 minutes. Indeed, the charging stations are futureproof and have the capacity to output charging speeds of 350 kWh, which would mean a charge to 80 per cent in the future could be done in less than 10 minutes.
This improvement has required significant investment by the charging station manufacturers, one of the largest of which is ABB. To cope with this increase in output, its charging cables are now liquid cooled. To charge higher than 300 kWh the next upgrade would be to the charging socket on the vehicle which would also require liquid cooling. The next challenge for our vehicle manufacturers running the 800 V systems is compatibility; at present the number of 800 V charging stations is limited with the majority still only 400 V. How, then, are we going to charge our 800 V vehicles on 400 V charging systems? We could equip the car with an onboard DC charger and this is indeed what Audi and Porsche have done. However, this comes with significant drawbacks: there is a cost to the vehicle manufacturer for this on-board charger; there is a weight penalty; and you will probably have to limit this charger to a modest charging
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“This is just a brief overview of the new rapid charging systems coming to market. As an independent garage you will need to understand them and advise your customers accordingly.”
speed of about 50 kW even if the station supported charging outputs of 150 kwh at 400 V. So, you may have an 800 V system but if you connect to a 400 V charger you will charge no faster than our Nissan Leaf from 2011. So what has Hyundai and Kia done with their 800 V systems to cover these lower voltage chargers? These vehicles use the warnings of the motor and the inverter to boost the voltage from the 400 V of the charger to the vehicle’s 800 V system, charging the battery. Clearly there is no additional component because the motor and the inverter are already present. Given that these motors and inverters are rated at well over 150 kW they are more than capable of charging within the 150 kW of the current majority 400 V chargers. You could now get an 80 per cent charge in around 23 minutes on this type of station. As you can see, rapid charging has now become a lot more complicated for our
customers and ourselves and will still have two further issues:
���
As far as I am able to clarify, all charging station manufacturers have now dropped support for the CHAdeMO system. This charging system is used by a few Japanese manufacturers, in particular Nissan, Toyota and Lexus. This could mean that in the not too distant future it could become more difficult for owners of these cars to charge at motorway services. There is currently no adapter to allow this socket to be used with the CCS charging system, the socket that all other vehicle manufacturers are using, due to the different protocol that the CHAdeMO and the CCS sockets use.
��� Due to increases in energy costs, the price per kWh of charging your electric vehicle at
motorway services is now dependent on the speed of the charger and you will pay a higher price per kilowatt. Until now this really did matter as it was the same cost for all chargers. Now there will be no point in somebody with a 50 kWh-limited car using a station that can charge a 150 kWh and is therefore paying a much higher price for functionality their car cannot support This is just a brief overview of the new rapid charging systems coming to market. As an independent garage you will need to understand them and advise your customers accordingly. Having purchased three electric cars in recent years, my advice is not to turn to the dealerships for advice. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAK035
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HYBRID
& ELECTRIC VEHICLES
KITTED OUT Automotive tools specialist Sealey advises readers on how to stay safe whilst working on electric vehicles.
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ith pure-electric cars making up 12.5 per cent of all new-car registrations in the UK during January 2022, according to the latest data from the Society of Motor Manufacturers and Traders, it has never been more important to invest in appropriate tools and training. This is further supported by the forecast that battery-electric and plug-in hybrid registrations will grow by 61 per cent and 42 per cent respectively in 2022. Sealey continually strives to develop new tools and equipment designed to keep technicians safe
whilst servicing these vehicles. It is essential to use the correct personal protection equipment when working on or close to high voltage, this includes isolating the high voltage battery. High voltage electrician’s gloves and an electrician’s safety mat must both be of the correct type and have test reports to prove their suitability for this type of work. Both items are available separately from Sealey or as part of the HP55K2COMBO Personal Protection Kit, which additionally includes a high voltage rescue pole.
Any vehicle being worked on should be placed in an exclusion zone to create a secure working environment. The HP55K1COMBO is ideal for this purpose, as the post and chain kit and high voltage warning signs notify others of the potential danger, preventing them from entering. When working on hybrid or electric vehicle systems, a category III analyser or voltmeter is vital. The circuitry inside the unit is built specifically to safely cope with the high voltages and currents found in this type of vehicle. Sealey’s TA320 is category III and conforms to EN61010. For further protection from the risk of electric shock, it is strongly advised that VDE-approved tools are used. Sealey supplies a wide range of tools insulated to VDE and EN 60900 standards, including the comprehensive AK7938 3/8 in. Sq Drive and AK7939 ½ in. Sq Drive Tool Kits. WANT TO KNOW MORE? FOR FURTHER PRODUCT INFORMATION AND TO VIEW THE FULL RANGE WWW.RDR.LINK /AAK036
WHERE YOU CAN ALSO ENTER THEIR LATEST COMPETITIONS, REGISTER WARRANTIES AND REQUEST A COPY OF THEIR CURRENT CATALOGUE AND PROMOTIONS.
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HYBRID
The power of
GREEN
& ELECTRIC VEHICLES
Maverick Diagnostics’ Managing Director Andy Brooke is a self-confessed petrol head. If he can learn to live with, and even love, EVs, you can too!
: part one
I
clearly remember the day I started to hate EVs. I had gone with a friend to pick up her daughter from a private school in Chester, only to find the Range Rovers and Porsches driven by the au pairs and nannies had suddenly been replaced with (yes, you guessed it): Teslas. Here we go, I thought, saving the planet at a mere 100k a pop, that’s not going to work, it’s just one big exclusive club. How wrong I was! Eight years later, I still collect old 80s and 90s turbo cars, we at Maverick sponsor and work on a drag racing team, I still do a bit of hill climb racing in my homebuilt, supercharged special and we sponsor a certain touring car driver (Mr Rowbo), so nothing would appear to have changed.
Look a bit closer and it has all changed. My perspective about motorsport and the internal combustion engine car and the future of the UK’s automotive industry has altered completely, and my daily driver is an entirely different matter altogether. A few years ago, I was watching an episode of Jay Leno’s garage; Jay is a man after my own heart and undeniably one of the world’s biggest petrol heads. He made a very interesting comment: “internal combustion cars will become like the horse”. He went on to explain: “100 years ago horses were our main means of transportation, in our era horses are a hobby or for sport, this will be the same for the internal combustion cars of today. In the next decade, everyday cars will
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& ELECTRIC VEHICLES
be EVs – either hydrogen-based fuel cell or battery technology. Internal combustion will be for a hobby or sport!” I now share his sentiment; it’s been a struggle for me to love EVs but I can now see what they’re all about and why they are the future. It should be clear to everyone, but just in case you missed it, the EV revolution has already started, and it didn’t really start with the Tesla model S in 2014. Yes, Elon Musk made a very big and important point with Tesla – that EVs can be fast and in some ways fun and different. Tesla moved some automotive technology on enormously, some bits were pieced together from other industries, but they were out of reach of most of us with a 100k price tag. Unfortunately for the automotive aftermarket, Tesla is a technology company making a car, not a car manufacturer making an EV. This meant Tesla is still essentially a closed network, opening gradually after several lawsuits in the EU to allow access to their data. Tesla claimed that they were a low volume manufacturer which didn’t need to adhere to any emissions or block exemption regulations. This is an ongoing fight and Tesla has now made diagnostics and training available to the aftermarket – at a very high cost, obviously.
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“My perspective about motorsport and the internal combustion engine car and the future of the UK’s automotive industry has altered completely.” Cheaper option For most of us in the automotive aftermarket the EV revolution really started with the first cheap, affordable, full EV car, which was quietly launched in 2011: the Nissan Leaf. It is as stylish as a washing machine and as uninspiring as a ready meal, but unfortunately for us petrol lovers it is a good, reliable, very cheap to run, practical vehicle for local runs. There are lots of Leafs registered in the UK; I bought one a couple of years ago as a training tool and the whole team ending up using it. One of my tech team who is known to be “not the first person to open his wallet at the bar” refused to give it up! The commute became a cost saving exercise as he lives on a hill, and he enjoyed playing “how to get to work and generate extra miles for the way home”, further saving his electricity bill at home and his fuel bills.
The arguments against full battery EVs are substantial and, to be honest, for long distance drivers the issues currently outweigh the benefits – unless you enter “smug mode” and buy a Tesla with the only decent charging infrastructure countrywide. Number one on the list is range anxiety. Fundamental issues remain, such as the lack of high KW charging stations in the right spots in the UK. I have first-hand experience of this, spending frustrating hours at so-called EV charging points when I am hooked up to an 11kw charger when I need 150kw; the difference being 15 hours of your life to charge a vehicle versus 40 minutes. Then, being completely overcharged for the privilege of a high KW charger after fiddling with endless phone apps. Here’s the thing: I use EVs and hybrids everyday now, and I think I’ve worked out how to do it without causing myself anxiety or stress and I’ve learned to love them now. To find out Andy’s secret to EV happiness read the second instalment in next month’s issue of PMM. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAK037
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Sponsored by
INTRODUCTION TO
EVS WHAT IS AN EV?
The term Electric Vehicle tends to be used to refer to any vehicle that is powered, in part or in full, by a battery that may or may not be directly plugged into the mains. There are three main types of EV:
> Hybrid electric vehicle
(HEV) – powered by a battery and/or an internal combustion engine (ICE). The power source is selected automatically by the vehicle. The battery cannot be plugged in and is charged during braking using regeneration.
> Plug-In Hybrid Electric
Vehicle (PHEV) – powered by a battery and/or an ICE like the HEV, but can also be plugged in and charged. Most have a pure-electric range of 10–30 miles (a few do more). After the pure-electric range is used up, the vehicle reverts to normal hybrid operation.
> Battery electric vehicle
(BEV) – runs only on electricity and is sometimes described as a pure EV. Must be plugged in to recharge.
Welcome to the first in a series of articles in which I will be examining different aspects of EVs each month. We will cover technology, tools, issues, systems and much more. I do know, some of you love EVs and some hate them. I definitely love them, so maybe I can change your mind if you don’t!
WHY ARE THEY BECOMING POPULAR? The EV market has increased year on year, and the number of battery technology native drivers (meaning that this technology has been easily available to them from their first car) is also increasing. The UK government’s intention to disallow ICE car sales from 2030 has been met with mixed reaction, but has increased sales of EVs. The main thing that concerns drivers about pure EVs is ‘range anxiety’. This is the fear that the vehicle could not complete a journey before the battery runs out. However, as the range of vehicles increases, and the charging network improves, this problem is much reduced. Because of the time it takes to charge a car, a motorist used to the convenience of fuelling an ICE may find the transition to electric more difficult than an electric car native. Slow charging at home is, however, very convenient (often
overnight when electricity is cheaper). Rapid charging can dump a lot of energy into a battery in a much shorter time.
The Tesla Model S (BEV) can go for around 396 miles and do 0-60 mph in 1.99 seconds with a top speed of 200 mph and a peak power 761 kW
The Golf GTE (PHEV): It has a fuel consumption of 1.5 l/100 km, power consumption of 11.4 kW/h/100 km, CO2 emissions of 34 g/km and is in efficiency class A+++
The battery pack is placed low down to give an excellent centre of gravity
WANT TO KNOW MORE? FOR MORE INFORMATION GO TO WWW.RDR.LINK/AAK038
EVs deliver power faster than the ICE counterpart, giving swift acceleration and there are no gears to slow the progress. EVs are quite heavy, but that weight is mainly made up by the batteries, which can be placed to give the car a low centre of gravity and an excellent driving experience. With no engine noise, the compartment is very quiet and without vibration. The cost of running an EV is much less than its equivalent ICE vehicle – on average about £1,300 less per year. Maintenance and repair of EVs requires specialist equipment and qualified technicians. For this reason, next month we will consider if you should be preparing for repairing and servicing EVs now?
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TYRES, WHEELS
& ALIGNMENT
HUNTER ELITE TD
WHEEL of fortune Many business owners and technicians in the industry often find themselves missing a trick when it comes to offering four wheel alignment in their workshop. Pro-Align explains how you can create new revenue.
W
ith an estimated 70 per cent of cars on the road misaligned, workshops should be taking the opportunity to offer four wheel alignment servicing to every customer that visits their workshop, regardless of what the customer has booked in for. By utilising the tools they have in their workshop, technicians can offer a free alignment check which will more often than not help identify a realignment opportunity and in turn boost revenue generation and customer retention. Furthermore, after a rapid payback period following the initial equipment investment, any future revenue generated from alignment jobs will go straight to your bottom line. Clive Seabrook, CEO of Pro-Align, the exclusive UK distributor of the worldrenowned Hunter alignment systems, said:
“Wheel alignment is a missed opportunity that many businesses across the country are still not utilising in their workshops.” Indeed, wheel alignment is one of the most profitable services in the industry, returning profit margins of around 88 per cent, much higher than in comparison with brakes and replacement tyres which return just 49 per cent and 16 per cent respectively. “Some of our most successful workshop partners are now thriving as they have changed their approach to wheel alignment diagnostics. Now, they are utilising their equipment to its full potential and are achieving high levels of revenue and profit.” WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAK039
The Elite TD is Hunter’s most sophisticated four-wheel alignment system. With unrivalled speed and precision, the Elite TD is capable of delivering results from its full 14point alignment check in just 90 seconds. With such speed, many workshops now use their Elite TD aligner to embrace speculative alignment, whereby every vehicle entering the workshop is measured to see if remedial, paying work is required. This process offers fantastic profit boosting opportunities by reducing labour costs and increasing customer retention rates. Seabrook added: “There’s no doubt that the Hunter Elite TD is firmly established as the leading wheel alignment system with both workshops and motorists. With the addition of one of these highly accurate and fast aligners, technicians are able to deliver a premium service in a fraction of the time compared to a standard alignment system.”
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TYRES, WHEELS
& ALIGNMENT
Behind the APOLLO VREDESTEIN IN EUROPE Apollo Vredestein has 16 dedicated facilities across Europe, including a global R&D centre, 12 corporate offices and two tyre manufacturing plants. The brands cover a range of applications including road cars, trucks, buses, tractors, motorcycles and bicycles. In 2021 the Vredestein brand won a host of major awards for its “all-season” and “winter” category tryes, with the two categories now totalling over 400 products.
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WHEEL
Earlier this year, PMM ’s Kieran Nee travelled to Budapest in Hungary to visit Apollo Tyre’s factory there.
S
ince 2009, Indian tyre behemoth Apollo Tyres have been the proud owners of Vredestein Tyres, the respected Dutch tyre maker. The firm has done a good job of retaining Vredestein’s reputation for quality within the market and at its tyre production facility in Gyöngyöshalász, Hungary, the two brands’ wares are produced side by side. Apollo’s largely for commercial purposes, whilst Vredestein’s still faithfully serving the passenger vehicles of Europe.
As difficult as its Central European location’s name might be for the average Briton to pronounce, it is matched by the level of complexity and research that sits behind the deceptively simple looking tyres produced there. Indeed, the exploits of over 380 research & development employees are put into practice at the plant. This vast investment in research is paying off, clearly, as the brand has received a wealth of accolades from the tyre industry for its allseason and winter ranges in recent years. While the Apollo name might not be familiar to readers, some may have heard of Vredestein. However, as the firm describes itself, especially in relation to the UK market, it is for many “a well-kept secret”. Started in the Netherlands in 1909, the heritage brand is known for its innovative and even aesthetically accomplished designs. Until recently, Vredestein has operated solely out of its Enschede plant in the Netherlands, but since 2017 the brand’s tyres have also been manufactured in Hungary. To give an idea of how big a step up in production this is, the Dutch plant is 92,000 sq.m, whereas the Hungarian plant is over seven times as large: 700,000 sq.m. This new, state of the art factory started from an investment of 470 million euros and features
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the latest in production technology. This is includes a system whereby the tyres aren’t touched by human hands from building until dispatch in order to reduce risk of damage. Once the tyres are ready to go, they are shipped to one of 11 warehouses spread across Europe before delivery to local retailers. Whilst Apollo may be an Indian company, through Vredestein the European market is being well looked after. Not enshrined in law in the UK as it is in other European countries, not a great deal of thought has traditionally been paid in this country to the different needs for tyre performance throughout the year. To most drivers here, tyres are tyres. There are signs, however, that that nonchalance is beginning to pass. In the face of growing climate change, deterioration of our roads and a greater emphasis being placed on car care in general, more and more are starting to take their tyres into consideration.
All season Since 1993 and the introduction of the first all-season tyres, Vredestein has stood at the forefront of the sector. Now, the brand is increasing its all-season tyre offering in response to fast-growing demand. Vredestein is launching tyres in 25 new dimensions for
wheel diameters from 15 to 22 in., expanding its three Vredestein all-season product ranges for compact and family cars and SUVs (Quatrac), high-performance cars and SUVs (Quatrac Pro), and for commercial vehicles (Comtrac 2 all-season+). 68 per cent of car owners in the UK said that next time they purchase replacement tyres they would consider products that are specially designed to perform well in all conditions year-round, including dry, wet and snow. This makes sense, as the majority of the UK avoids the treacherous winters of higher latitudes as well as the searing heat of southern Europe – dare I say we are lucky to have the weather we have? When it comes to purchasing tyres we certainly seem to be. This result echoes the increase in sales of all-season tyres. Prior to the Covid-19 pandemic, the all-season segment had been growing at around 23 per cent per annum across Europe. Plus, it’s an easier sell at workshop level. Available in 15 and 16 in., the Quatrac is the name most UK
independent workshops will need to know. This tyre is dedicated to the popular midsegment market and offers a carefully optimised balance of performance in dry, wet and snowy conditions. In addition to these features, the tyre also reduces the user’s environmental footprint through lower rolling resistance and a higher wear life. The tyres now come in eight additional dimensions for 15 in. rims. Moving up a level, the Quatrac Pro is a high-performance tyre dedicated to more powerful cars and SUVs, and is noted for its wet grip and snow handling. The tyre is already available in multiple sizes for wheels from 17 to 21 in. in diameter, and now an extra 11 additional dimensions are available, including – for the first time – for wheels 22 in. in diameter. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAK040
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A/C
& THERMAL MANAGEMENT
STRAIGHT FLUSH Nissens stresses the importance of servicing the air conditioning system.
T
o provide customers with the level of service they rightfully expect of a competent workshop requires the vehicle’s air conditioning system to be thoroughly assessed to ensure it is operating to its full efficiency, maximising its working life. “One of the key assessments to ensure the A/C system’s reliability and effectiveness is the purity of the oil/refrigerant mixture,” explains Nissens Automotive’s Marketing Manager, Jan Zieleskiewicz. “So, rather than just offering to ‘top up the gas’ as the weather improves, it is sensible for workshops to periodically perform a system inspection and, among other checks, this should include a cleanliness inspection of the loop. “The A/C circuit’s inner condition can tell a lot about potential problems within the system and deterioration of the medium mixture provides an excellent indication when making this assessment. Furthermore, the only way to determine the correct lubricant quantity in the system, as well as to secure the purity needed for its proper operation, is by flushing out the old mixture and replenishing it with fresh oil and
refrigerant. Additionally, whenever replacing one of the system’s key components, such as a condenser or compressor, flushing is crucial to ensure a complete and effective repair.” The refrigerant and lubricant necessary for the A/C system’s vital operation can get contaminated by substances such as moisture, particle formation due to uncontrolled chemical reactions, or careless use of additives including UV dye or leak-stop agents. These can easily cause clogs in the narrow channels within the system, leading to consequential severe failures, so flushing the system is vital, but how’s it done? Nissens Automotive is widely respected in the independent aftermarket throughout Europe, not only for the premium quality replacement components it supplies, but for the technical support and advice it provides to the technicians that are responsible for carrying out automotive service and repair. So, it is highly qualified to answer this important question. “There are three recommended ways to flush the A/C system, but there also some basic rules that have to be observed to do it successfully,” says Zieleskiewicz.
“First, irrespective of whether the A/C compressor is being replaced, it must be separated or bypassed when the flushing process is carried out, likewise the system’s expansion devices, such as the orifice tube or expansion valve, and the receiver drier or ‘desiccant’ should be removed and replaced after flushing. It’s also worth pointing out that parallel-flow, thin and micro-tube condensers, as well as evaporators, cannot be flushed effectively and should be replaced or back flushed whenever serious contaminants have impaired the system or following a previous compressor seizure. “When it comes to the flushing, the preferred method will largely depend on the garage equipment and extra tools that the workshop has access to, but it must be effective and should not harm the system, which might be the case if an improper method was to be followed. “Also bear in mind that, with whichever method, cleaning agent residues must be completely removed after flushing and the A/C loop must always be thoroughly dried, preferably by means of nitrogen and a longprocess vacuum.”
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A/C
& THERMAL MANAGEMENT
Excessive contamination spotted on the receiver dryer’s couplings. This system suffers from severe contamination and must be flushed.
METHOD ONE: Using a dedicated flushing detergent Based upon circulating the detergent throughout the loop and injecting it directly from a pressure container or distributing it by a special flushing machine, this method dissolves all sorts of particles, sludge, stubborn soil, and residues. TIP: This method can easily combine with highly pressurised nitrogen to ‘push’ the flushing agent through the ducts, but ideally, the loop segments should be flushed separately. This method has proven effectiveness against stubborn soiling and, besides facilitating the impact of the flushing agent, the nitrogen is very effective at moisture removal.
The newest condenser design applies extremely narrow passages within the micro tubes below 1mm thickness. The design offers a superior heat exchange but is also very susceptible to impurities.
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Jelly-like or crystallised sticky substance at the compressor’s suction port. This severe pollution was caused by an uncontrolled chemical reaction of moisture and additives like leak-stop agents. Only flushing can remove it all from the loop.
METHOD TWO: Refrigerant and filling station This option uses the R134A/R1234yf refrigerant circulated around the A/C loop by the means of an A/C filling station. However, the filling station must be equipped with a flushing function, specially designed filters and a container to catch the contaminants. This method is good at cleaning loose particles, but isn’t very effective at rinsing our serious sludge and soils.
METHOD THREE: Refrigerant directly from bottle This again uses the R134A/R1234yf refrigerant as the cleansing agent, but relies upon the adapter set and hoses having a tight leak-free connection. The refrigerant is circulated through the loop by heating up the bottle, but an additional bottle for contaminated gas must also be prepared. This method has the advantage that it does not require any additional agents or an AC filling machine, and is effective at cleaning loose particles, but isn’t very effective for rinsing serious sludge and soils. “Once the AC system is properly flushed, and all of the necessary components have been replaced,” Zieleskiewicz continues, “technicians can proceed to inspect the system to ensure the joints are tight and there are no leaks, and then charge the system using the vehicle manufacturer’s prescribed specification and quantity of refrigerant and lubricant. “As well as this flushing guide, that can be found online, WWW.RDR.LINK /AAK041, we also have a wide range of additional technical resources at the disposal of professional technicians, which can be accessed via our comprehensive support portal ( WWW.RDR.LINK /AAK042)” WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAK043
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THE MODERN WORKSHOP
TRAIN for excellence Every modern workshop needs a modern training programme. Delphi explains how that can easily be achieved.
T
he evolution most workshops have undergone in recent years is most apparent in the change of garage equipment. Spanners, sockets, hammers and pry bars all remain in a workshop’s toolbox, but they’re now joined by diagnostic tools and even more advanced hardware, such as ADAS recalibration equipment. With such technology available to them, independents literally have at their disposal all the tools they need to rival the service offering of a franchised garage. As with every business though, a garage is only as good as its people, so if the modern workshop is to prosper then it needs to invest as heavily in its personnel as it does in its equipment. “With vehicle technology evolving so rapidly, training is something that every garage has to be on top of if it is to optimise profitability and efficiency,” says Julian Goulding, Marketing Manager Northern Europe, Delphi Technologies Aftermarket. “Recognising the need for ongoing training also works to increase staff retention and future-proof the business, but there’s no denying that independents do face challenges when it comes to physically pursuing training. For example, staff may need to be away from the business for a considerable amount of time and, if course providers are some distance away, there’s also the expense of accommodation and travel to be considered.” The pandemic exacerbated these challenges, with many independents still trying to recoup revenue that was lost during lockdown periods and funds and time being in even tighter supply. There’s also the issue of course availability, with many providers facing a backlog due to not being permitted to deliver physical training for several months. However, a greater emphasis on online
learning presents a solution that is perfectly suited to the modern workshop. Delphi Technologies has acknowledged the situation, addressing the growing demand for ‘blended learning’ that complements hands-on, classroom-based tuition with virtual training, by establishing the Delphi Technologies Academy e-learning platform.
Learning online Developed over a 12-month period by the company’s expert trainers, the e-learning platform is believed to be the most advanced online training facility available to those in the aftermarket, and maximises the potential to learn from Delphi Technologies’ experience as an OEM supplier. “As well as acknowledging the need for training, forward-thinking independents are now also recognising that they can be smarter in how they consume training, too,” added Goulding. “Since we established the elearning platform we have seen many garages, particularly those that are far away from our training base in Warwick, appreciate how they can access comprehensive training materials via a cost-effective facility that they can visit any time and on any device. “Because the training can be consumed in any location, the space limitations of classroom-based learning are removed, opening the door for many more people to benefit. The platform’s on-demand nature also opens other opportunities. For example, a technician can consult an online video in response to a request from a customer or at a critical point where they may need assistance during a repair.”
Goulding continued: “The implementation of the Delphi Technologies Academy allows us to cover even more vehicle systems. For example, together with the staple courses on brakes, engine, steering and suspension systems, we can now offer instant access to industry-leading ADAS and H/EV training, the latter spanning everything from instruction videos on how to safely lift a hybrid/electric vehicle through to detailed overviews of the very latest OE systems. “Such is the nature of the industry that there will always be a need for practical training, but the availability of an expert online resource like the Delphi Technologies Academy enables many garages to expand the skillsets of their staff with the minimum of fuss. It’s a perfect illustration of how the modern workshop can evolve in way that enables them to embrace the latest technologies and changes in the industry with little disruption to their day-to-day operation.” WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAK044
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THE MODERN WORKSHOP
TESTING one, two, three Rotronics’ Managing Director Ken Clark takes a look at battery testing in the workshops of tomorrow.
F
utureproofing technology in a modern workshop is essential, and that is just as important when looking after batteries as any other component in a vehicle. If we consider how we use batteries now and how that has changed over the years, there are increased demands and loads, so the way we test, charge and maintain them has to step up a
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notch. The demands on batteries have increased due to more sophisticated power hungry “standard in-vehicle systems”, such as navigation, heated seats, windows, steering wheels, entertainment and start/stop technology. Whilst the increased use of AGM and EFB technologies has improved battery performance, batteries have not doubled in size to cope with double the work, battery maintenance remains an essential requirement in minimising risk of premature failure. Any modern workshop must know how to cope with maintaining batteries in combustion engines, EV and hybrid technologies and the single most continuous component in these varied formats is the 12 V battery. Having the battery management technology to be able to test and charge accurately is key to maintaining vehicles at their optimal level. The latest generation testing technology available to support these technologies, measure not only the cranking ability of a vehicle battery, but more importantly the RC
(Reserve Capacity). This process is known as conductance profiling and is an essential component enabling greater accuracy supporting modern day battery diagnosis. The modern workshop will require the most efficient wireless-enabled kit, offering state of the art conductance profiling and charge acceptance testing, enabling updates to take place remotely. All of which lead to a more accurate test decision for modern start/stop vehicles. It is no longer acceptable to just do the cranking amp analysis, we also need to understand the consumer loads.
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CPX900 The CPX900 conductance profiling battery and system analyser ( WWW.RDR.LINK/AAK045) allows workshops to provide live information to their customers and email test results, which assists in deciding on the best course of action for the battery. The CPX900 offers a comprehensive health inspection, and this assesses the reserve capacity available in the battery and its cranking ability. For workshops frequently conducting inspections, MOTs and servicing, this is ideal technology as Wi-Fi and Bluetooth connectivity is standard. Any software updates are wireless, and it can be fully connected to the Rotronics subscription-based ROBIS portal.
DCA8000 WWW.RDR.LINK/AAK046) The DCA8000 ( can analyse most batteries within two minutes and once the initial test is complete, the charge time will be inside the range of any expected service time. This is excellent in terms of workshop planning as it provides an approximate charging time to assist in productivity. Like the CPX900 it has automated software updates and data analytics. The DCA8000 suitable for all 12 V suitable for 12 V battery charging including lithium, along with a 70 A battery support capability. With the speeding up of electrification, the 12 V battery remains just as important as ever before as it is used for loading up consumer components, and there is no CCA requirement on an electric vehicle. We are all dealing with and reading about vast amounts of data every day and it is important that your workshop battery management technology helps to give a birds’ eye view into your team’s continuity of testing – or lack of continuity. The CPX900 can seamlessly integrate into the Rotronics ROBIS online portal to see if technicians are testing correctly, and if they are entering the correct information about the battery type. The information
input is essential and can assist in identifying training needs in the workshop. Through the work that Rotronics does with customers and from the bank of 4.6 million tests to date, we know that 20 per cent of tests that are carried out have wrong information entered. The CCA of the battery or the type of battery are continually mis-entered, and this leads to misdiagnosis and potentially inappropriate corrective actions. ROBIS is a bit like a new problem-solving team member or technician who has responsibility for achieving optimal battery performance and has the road map to guarantee that your customers’ vehicles start first time. ROBIS helps put in place consistent battery management quality standards and workshop practices. The industry-first system acts as a remote technician, working in partnership with your team and a much-needed resource; your lowest cost digital analyst and technician who is working for you 24/7 365 days a year. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAK047
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THE MODERN WORKSHOP
NO GAS needed Induction Innovations takes readers step-by-step through the process of removing a seized lug nut, using the battery powered Mini-Ductor unit.
M
obile mechanics and technicians do not always have access to an outlet when repairs are needed. That is why releasing rusted components quickly, with a portable tool can make a dramatic difference in the field. Luckily, Induction Innovations manufactures powerful induction heating tools such as the battery-powered Mini-Ductor 12 V (MD500CE) specifically for seized lug nut removal in the field or roadside repair. The tool can be used for several applications (including exhaust manifold bolts, inline connections, O2 sensors) where rusted, corroded, or thread-locked parts need to be removed quickly and safely when you are not near an outlet.
Induction vs. traditional torch Induction Innovations produces induction heating products that generate an invisible heat to quickly heat ferrous and some nonferrous metals. These tools provide a safe and reliable alternative to using an open flame. The advantage of using induction heat for vehicle repair is that some parts can also be re-used. The flameless heat is localised on the part and not the surrounding area, which in turn produces less collateral damage.
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The Mini-Ductor 12 V (MD-500) is a completely portable, battery-powered induction heating unit. This unit runs off a 12 V battery pack, whether that be from a car, van, or truck battery. The kit features 12 V battery clamps and a 9 ft. cord, which provides extra length for quick and easy mobile repair. Like other Mini-Ductor models, the MD500 features a bright white LED lamp that illuminates your work surface and coilsecuring thumbscrews. It features a durable reinforced thermal plastic housing and a slipresistant grenade-style grip. In addition to that, it includes discharge battery protection, thermal overload protection, reverse polarity protection, and over-voltage protection. The MD-500’s output is up to 840 watts with a fully charged (or new) 12 V battery. The kit includes an operating manual, oneyear warranty, a custom rugged carrying case, and three coils:
STEP-BY-STEP Remove a seized lug nut using the following steps
��� Open the vehicle’s bonnet and attach the 12 V clamps to a vehicle battery or 12 V battery pack.
■ 7/8 in. Pre-Formed Coil (MD99-601) ■ 23 in. U-Form Coil (MD99-602) ■ 1 in. Pre-Formed Coil (MD99-610)
*Note the Bearing Buddy coil does not work with the MD-500
��� Remove the wheel cover to gain access to the lug nuts.
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��� Lock your induction heating coil into the Mini-Ductor 12 V unit by inserting the coil ends into the unit and turning the thumbscrews simultaneously.
��� Find the correct sized induction heating coil by holding a coil up to the lug nut you want to remove. Make sure there is enough space to leave a small gap between the nut and the coil. If your coil is too tight against the lug nut, you can potentially burn up your coils quickly and potentially short out your unit.
��� Try to loosen the lug nut and see if it will come off. If it does not loosen, keep repeating the 10-15 second cycle until you can get it loose.
��� Remove the lug nut! WANT TO KNOW MORE? FOR MORE INFORMATION
��� Heat the lug nuts in cycles of 10-15 seconds.
WWW.RDR.LINK /AAK048
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THE MODERN WORKSHOP
CHECKING in Straightset asks workshops: could drive-thru pre-check systems help you increase revenue?
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re-check systems are becoming more desirable for garages and customers alike, as an effective way of providing digital analysis of every vehicles condition as it enters the workshop by default. But as a relatively new investment for a workshop, understanding its worth to the business is important. Pre-check systems as you drive into a garage can provide new revenue opportunities, There are a various options and customisable additions available in the market including: wheel alignment, suspension, steering, tyre, body damage. All are an opportunity to upsell and cross sell additional services to customers, which ordinarily may not have been picked up.
As many of the pre-check systems can offer contactless and automated technology this saves time for technicians, allowing them to get on with their important repair work, without clogging up service lanes. The speed and accuracy with which they can detect and record information about a vehicle means customers are seen to quickly and results are produced digitally for easy storage and retrieval. In addition, systems like this can make your garage stand out from others in the local area.
What options are available? There are a range of pre-check solutions in the market, all ranging significantly in price. But there more affordbale options like the
Pictured is a recent installation completed by Straightset, who have partnered with HPA-Faip to bring its tyre and wheel equipment to the UK.
HPA-Faip iCheck 3.5 Top Alignment Check, a drive-thru solution offering contactless front and rear axle measurement in Touchless mode, by one operator only. With the option to combine with the HPA-Faip iPROFILE, the device for checking automatic tyre tread depth measurement, it is an affordable solution. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAK049
GIVEAWAYS
The best things in life are free... Check out the fantastic freebies on offer this month. To enter the prize draw, go to
WWW.RDR.LINK/AAK050
1 UNILITE GIVEAWAY BUNDLE Unilite is a UK company that has been manufacturing portable LED lighting for the last 40 years. These lights are perfectly optimised for the tough and unpredictable life of a mechanic. The second Professional Motor Mechanic bundle features an IL925R, HX1500R and IL-625R. These prizes are all highly desirable, with the folding three-worklight IL-925R, ultra-bright HX1500R and compact inspection light IL-625R.
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3 KRAFTWORK LED HAND TORCHES To celebrate their most popular torch, Kraftwork are giving away three Compact 350 rechargeable LED hand torches, with a powerful 350 lumens illumination and delivering up to three hours of running time. The outer casing can withstand a drop from height, making it ideal for working in tight engine compartments or on car underbodies. It can be stood, hung by its integrated hook, or attached to any metal surface with two extra-strong magnets. There is also an additional LED in the lamp head, which has a 180° pivot rotation, making it versatile. Lastly, it’s charged using a USB connection.
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ONLINE ROUND UP
Stars of the screen! PMM takes a look back on some highlights from PMM Online Everything published in the paper version of PMM is also available online, with added extras such as visual aids by Trico, addressing common issues when fitting wiper blades. With easy access to a wide range of information on previously reported topics, as well as competitions and giveaways, it is well worth a visit.
Gemma Westlake Gemma Westlake is a Lecturer at Basingstoke College of Technology, honoured with a Silver Award in the FE lecturer of the year awards and is a fully qualified mechanic – she is also a
regular contributor to PMM! Due to her extensive experience and knowledge, Gemma writes a regular feature for us called ‘Apprenticeship Answers’ such as the one you can see pictured. In this article featured on the PMM website, she discusses what can be done to make sure students get the most out of their apprenticeships. In particular, she highlights how important confidence can be in learners, time and positive reinforcement helping to aid progress. Gemma also emphasises patience and time investment, the more we can nurture apprentices the more likely they’re going to progress into fantastic technicians. Due to the current staff shortages across the UK and the industry, looking after apprentices should certainly be a priority so, make sure to check out Gemma’s articles on the PMM website. Other articles include her advice on encouraging more women into the industry, and everything you need to know about EPA’s – so go check these out!
Quick Technical Access One of the most popular aspects of the paper version of PMM is our detailed technical pages, and luckily all of these can be accessed easily on the
our website. A comprehensive archive of all our regular features ‘clutch clinics’ or ‘belt focuses’ as well as seasonal features such as ‘A/C & Thermal Management’ are all available whenever you may need them at the click of a button.
Keeping up to date Following PMM on Twitter, or other social medias such as Facebook or Instagram, is a sure fire way of staying fully up-to-date on the latest news in the Automotive Aftermarket. Our social media platforms are great for breaking news stories in a way the paper copy unfortuantely can’t. Also, you can follow some of the exciting things our team gets up to, such as the recent visit to Budapest, Hungary, with Apollo Tyres live as they happen.
Come and find out more at www.pmmonline.co.uk PMM APRIL 2022 63
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COMPANY FOCUS
POWER PROBE 씰 CIRCUIT TRACER & SHORT FINDER Partnering with logistics specialist ATE, Power Probe is now available in the UK, including this circuit tracer and short finder: the ECT3000. Designed as a quick solution to automotive circuit problems, this product consists of two main components. These are a transmitter and receiver, along with a set of connection adapters that aim to help you locate short circuits without removing plastic panels, moulding, carpet and to trace wires to see where they lead and to find open circuits, switches or breaks in wires. Also designed to trace and locate the cause of severe battery drain, test and find intermittent conditions and to check continuity.
씰 AMP CLAMP
씰 SOLDERING IRON KIT
Power Probe’s Digital Clamp Meter is an 80 amp, auto-ranging clamp meter designed specifically for the automotive technician. This meter is rated CAT III 600V and can measure Volts, Amps, Ohms, Frequency and Temperature – necessary for automotive electrical testing. This meter’s diagnostic applications include (but are not limited to): Parasitic draw, crank current testing and HVAC temperature testing.
Another product now available in the UK is the Pro-Solder 50. This is a rechargeable soldering iron kit that is multifunctional and reaches operating temperature in just 10 seconds. It is perfect for quick wiring repairs either in the shop or at home. The kit includes various tip attachments, solder, copper cleaning sponge and a protective carrying case. Features include the ability to reach operation temperature (280°C) in 10 seconds, a running time of 35 minutes and a charging time of 3.5 hours.
씱 CIRCUIT TESTER Lastly, the Power Probe OBD-II Breakout Box is a CAN Bus circuit tester compatible with 12 and 24 V systems. The tool connects directly to the vehicle’s Data Link Connector, testing for any abnormalities such as shorting and reverse polarity at the pins. If shorting or reverse polarity is present, connecting the PPECB first will prevent harm before connecting a diagnostic scan tool. The breakout box provides a live display of present communicating signals without having to use a digital multimeter. Additionally, you can quickly test the voltages at all 16 pins.
FOR MORE INFORMATION ON MGL’S RANGE OF POWER PROBE PRODUCTS GO TO WWW.RDR.LINK/AAK051
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WHATS NEW?
■ AIRBAG REMOVAL TOOL
■ COMPACT CURRENT CLAMP
The airbag module has to be removed safely, without causing damage to the airbag, surrounding trim components and of course, the technician. The updated airbag removal tool kit (part number 8265) from Laser Tools has been designed to bring together many of the airbag latch tools required for modern cars to enable safe airbag removal. Vehicle model coverage has also been brought up to date, including tooling for BMW and VW Group 2020 models. Before use, refer to the vehicle manufacturer’s instructions. This product is supplied in an EVA foam tray convenient for user storage and limiting packaging waste. WWW.RDR.LINK /AAK052
■ BATTERY CHARGER Ring Automotive has launched the SmartCharge Pro, a 30A battery charger suitable for intensive use across mixed vehicle fleets. The 2.6 kilogram, 12/24Voutput compatible power supply rapidly recharges with variable rates of 5, 10, 20 and 30 amps, aiming to allow technicians to charge batteries quickly. Featuring a large LCD screen and diagnostic modes to check for potential battery and alternator problems before charging, this portable charger and to remove hassle when working on any vehicle. It has two charging process modes, with its nine-stage process compatible with lead acid, gel, calcium, AGM, EFB and an eight-stage process for Lithium-ion batteries. Also said to be ideal for application across commercial garages and workshops, and for intensive use on cars, light commercial vehicles and heavy goods vehicles. WWW.RDR.LINK /AAK053
■ REPAIR SOLUTIONS First Line’s Key Parts range of components is continuing to prove popular as a competitively priced alternative to its premium quality First Line and Borg & Beck brands for technicians. Key Parts covers the popular and fast-moving applications for Braking, Steering and Suspension, Wheel Bearings, Water Pumps and Clutch Kits categories and is part of the company’s commitment to providing a quality repair solution for workshops who require a commercially competitive option. The brand offers more than 1,800 references across the above categories to suit over 96,000 different applications, all of which are ECR R90 approved where required. WWW.RDR.LINK /AAK054
Pico Technology has launched the latest addition to their PicoBNC++ range, the TA496 PicoBNC++ 60 A DC compact current clamp, offering users improved comfort and accessibility and ease of use. Physical space between components is at a premium in modern vehicles as manufacturers look to maximize the available passenger space, causing difficulties for technicians as they are left with little room for manoeuvre when parts need testing or replacing. In addition, tight spaces between components increase the chance of picking up interference when circuit testing. In all cases, the company aims to provide users with easy-to-use and easy-to-maintain accessories. Their solution in this case is this compact current clamp featuring a smaller design and improved shielding compared to the nearest BNC-equipped equivalent. By improving its shielding and reducing its sensitivity to its orientation relative to the Earth’s magnetic field, the TA496 current clamp offers increased signal accuracy and clarity when compared to the BNCequipped TA018 current clamp. The improvement is particularly noticeable when the clamp is operating in low ranges and can help test repeatability and inspires maximum confidence in the results. WWW.RDR.LINK /AAK055
■ EGR VALVES The principal function of the exhaust gas recirculation system is to reduce the amount of harmful nitrogen oxides (NOx) that are produced during the combustion process. NOx is created when high combustion temperatures enable the nitrogen and oxygen present in the air-fuel mixture to combine. EGR valves come in three different types – ‘pneumatic’, ‘electric’ and ‘electric with cooler’ – and operate by taking some of the exhaust gases from the exhaust manifold and then reintroducing these gases into the intake manifold, mixing them with fresh air. The new range of EGR valves from NGK Spark Plug aim to supply emission performance that is in accordance with ‘EC Euro’ norms. To ensure this, all references will undergo, and pass testing carried out in extreme conditions. This includes thermal shock testing in temperatures ranging from -40°C to 150°C, tests on valve, cavity and cooling leakage, as well as electrical resistance and lifecycle. OE-style accessories such as gaskets and/or O-rings will also be included in the box. In addition, smart and well-protected packaging will aim to allow for easy identification, stock management, inspection and scanning, as well as safety. WWW.RDR.LINK /AAK056
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WHAT’S NEW?
MORE IN FO Just type in www.rdr. link follo wed by the un ique cod e shown to get straig h t to more in fo.
■ BUMPER STEERING & SUSPENSION Ball joints, control arms and strut mounting kits are all likely to be popular, while rack ends, stabiliser links and mountings, strut mounts, tie rod ends and track control arms make up this influx of new to range products from Comline. Among the range is a ball joint for a Fiat Doblo 263 (2010onwards), Opel Combo III diesel (2011-2017) and Vauxhall Corsa III diesel (2006-2015). Elsewhere, there are control arms for the Nissan X-Trail T30 (2001-2013); BMW 1 E81 (2006-2012) and 3 (20042013) and Ford Transit Connect (2002-2013). Also included are strut mounting kits for a variety of Nissan models. WWW.RDR.LINK /AAK057
■ STARTER MOTORS & ALTERNATORS Rotating electrics remanufacturer Autoelectro has revealed a new batch of new-to-range references and further enhanced its offering to customers. Among the starter motor part numbers are a Mazda 2 1.5 petrol (2015onwards), Audi A4 1.8 petrol (2011-onwards), Mitsubishi ASX 1.6 diesel (2019-onwards) and Dacia Duster 1.6 petrol (2015-onwards). Meanwhile, on the alternator front, they now offer solutions for a Suzuki SX4 1.0 petrol (2016onwards), Porsche 718 2.0/2.5 (2016-onwards), Kia Picanto 1.25 petrol (2017-onwards) and Renault Trafic 2.0 diesel (2019-onwards). WWW.RDR.LINK /AAK058
■ NEW TO RANGE Hella continues to bring new products to range, allowing the independent service and repair sector to fit the parts they need, and effectively compete with the vehicle manufacturer’s dealer networks. They are able to introduce eight new-to-range combination rear-light units for popular BMW 3 Series (F30, F35) applications, including Sport Line and M Sport models. Also adding core products such as alternators and starter motors. Notable starter motor applications include the Audi Q5 and SQ5 TFSI, BMW 2 Series Coupe, Mercedes S-Class and MINI Cooper D, and alongside new alternators for the Honda Jazz III and KIA RIO III. The range compasses more than 1,000 references and by providing OE quality units, the company enable motor factors and workshops to offer their customers a reliable ‘fit right first time’ product that minimises the time the vehicle is off the road. WWW.RDR.LINK /AAK059
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■ LUBRICANTS Petronas Lubricants International (PLI) has launched their new Syntium range, crafted with the aim to boost thermal efficiency, control engine heat dissipation, and reduce the fuel emissions of passenger vehicles worldwide. With new CoolTech technology, this range of lubricants hopes to enable motorists to unlock the same optimal engine performance as their F1 counterparts and achieve stronger sustainability on every journey. Most modern engines only convert around one third of their potential fuel energy into power. Not only is the rest of this thermal energy left unconverted, but it dissipates as waste heat, meaning more than half of the useful energy produced by cars globally is lost to engine inefficiency. Excessive heat can also cause damage to critical engine parts, such as turbochargers, pistons, and bearings. The Syntium range now offers almost 40 per cent stronger protection against the wear of critical parts than past generations, targeting heat-critical zones within the engine to prevent deposit build-up, extend parts life, and lower maintenance costs. Thanks to strong oil chains, the range also provides up to 68 per cent higher oxidation resistance, controlling sludge, delaying oil thickening, and maintaining a stable, protective film for maximum engine performance. Also, as part of its largest product launch of 2022, PLI has redesigned the product’s packaging, now using 15 per cent less plastic across the entire range. WWW.RDR.LINK /AAK060
■ BEARING SOLUTIONS Innovative bearing solutions play a key role in sustainable mobility by making powertrains and chassis systems more energy efficient. In electrified vehicles, all energy saved translates into increased range. Vehicle developers are therefore looking closely at every bearing location as they seek to optimize friction performance and enhance utility for the customer. Schaeffler understands this, and is now presenting two further product innovations designed specifically for electric vehicles: The first is the TriFinity product, a triple-row wheel bearing designed for use in electrified powertrains. It is no bigger than standard two-row ball bearings, but is able to transfer greater axle loads, while also offering a longer service life and improved rigidity. Moreover, this ball bearing design provides an alternative to preloaded tapered roller bearing units. The second is their high-efficiency ball bearing with centrifugal disc, a high-performance, friction-optimized and sustainable product for electromobility applications. It aims to combine the benefits of both open-bearing and sealed-bearing designs. With 0.3 Nm less friction and CO2 emission reductions of about 0.1/km per bearing, this is a smart yet simple solution that has a major impact on overall performance. WWW.RDR.LINK /AAK061
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ADVERTISEMENT INDEX
Here is a useful summary of all the adverts that appear in this issue of Professional Motor Mechanic. Each is listed with its page number and a direct URL that will get you straight to the relevant online information
Autotech Recruit ........................................................ (page 31)
Kalimex ...................................................................... (page 35)
www.rdr.linkAAK100
www.rdr.linkAAK113
Autowave .................................................................... (page 59)
MAM Software .......................................................... (page 27)
www.rdr.linkAAK101
www.rdr.linkAAK115
Ben .............................................................................. (page 45)
Petronas Lubricants .................................................... (page 13)
www.rdr.linkAAK102
www.rdr.linkAAK116
Bilstein ........................................................................ (page 28)
Power Probe Group/MGL .......................................... (page 46)
www.rdr.linkAAK103
www.rdr.linkAAK117
Brembo ...................................................................... (page 21)
PMM Online .............................................................. (page 39)
www.rdr.linkAAK104
www.rdr.linkAAK118
Clarios ........................................................................ (page 18)
Promotec S.r.l ............................................................ (page 32)
www.rdr.linkAAK114
www.rdr.linkAAK119
Contitech Power ........................................................ (page 35)
RDR ............................................................................ (page 61)
www.rdr.linkAAK105
www.rdr.linkAAK120
Dometic ...................................................................... (page 54)
Robert Bosch ................................................................ (page 9)
www.rdr.linkAAK106
www.rdr.linkAAK121
Febi ...................................................................... (pages 24,25)
Robert Bosch .................................................... (page 68/OBC)
www.rdr.linkAAK107
www.rdr.linkAAK122
Federal Mogul Ltd ...................................................... (page 16)
Ring Automotive ........................................................ (page 46)
www.rdr.linkAAK108
www.rdr.linkAAK123
FAI ................................................................................ (page 4)
Shaftec ........................................................................ (page 32)
www.rdr.linkAAK109
www.rdr.linkAAK124
GEA .............................................................................. (page 7)
Schaeffler .............................................................. (page 2/IFC)
www.rdr.linkAAK110
www.rdr.linkAAK125
Group Tyre .................................................................. (page 50)
Tool Connection ........................................................ (page 40)
www.rdr.linkAAK111
www.rdr.linkAAK126
Jack Sealey Ltd .......................................................... (page 10)
UFI Filters .................................................................. (page 35)
www.rdr.linkAAK112
www.rdr.linkAAK127
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