Professional Motor Mechanic December 2021

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PROFESSIONAL

DECEMBER 2021

MOTOR

F R T E R E A

T T O H E

D E

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

THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

A CLEAN START Keep a tidy workshop to reduce the risk of an accident Also inside...

Are you prepared for the EV revolution?

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

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Contents Regulars 6-8

NEWS & VIEWS

10-11

CLUTCH CLINIC

12-13

BELT FOCUS

14-22

TECH TIPS

24- 29

BUSINESS & TRAINING

30

PIT STOP

31

COMPETITION

32-37

SPECIAL REPORTS

63-64

WHAT’S NEW?

VOLUME 22 ISSUE 11 DECEMBER 2021

Features

39-45 HYBRID & ELECTRIC VEHICLES

Editor’s Picks 27

INSPIRATIONAL LADIES Gemma Westlake turns her attention to the women in the industry who have provided inspiration throughout her career.

36

BY THE BOOK PMM regulars Tom Denton and Hayley Pells have teamed up to launch a new textbook taking learners through the entire automotive journey. Here, they discuss their approach.

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47- 53 BATTERIES & IGNITION

RUBBER RINGS What does your customers’ tyre choice have to do with EV vehicles? Quite a lot, actually, as TyreSafe explains.

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54-57 EXHAUSTS & EMISSIONS

HOLDING ON TO POWER PMM visits GYS to discover what drives them to provide excellent battery management solutions to technicians.

58-62 PMM AWARDS Total Average Net Distribution 54,426 1st July 2020 – 30th June 2021

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VIEWPOINT

Don’t delay

Editor KIERAN NEE Digital Manager KELLY NEWSTEAD

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

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

EUROPE and OVERSEAS 1 year (11 issues) £50 Airmail 1 year (11 issues) £65 Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts, WD24 4YF. Tel: Watford (01923) 237799 Fax: (01923) 246901 E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk Website: www.pmmonline.co.uk Facebook: /ProfessionalMotorMechanic Twitter: @pmmmagazine Copyright © 2021 pg.6 pg.14 pg.27 pg.50 pg.53 pg.40

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ttention has turned recently to how our energy supply and any difficulties it faces can affect us all on a daily basis. The recent COP26 conference followed hot on the heels of Autumn’s fuel crisis, whilst in the background rising gas prices have been hitting us when we heat our homes and fill our cars. All this has meant that for the first time in a long time, energy is a very real concern for many people in the UK. What separates our experience in 2021 from that of previous generations, however, is that how we power our country is at a crossroads and how we deal with our energy concerns today could have a huge effect on the climate, environment and wellbeing of generations to come.

Whilst most have long been in agreement about climate change and what ultimately needs to be done, most have found it too difficult to take on the extra expense to “go green”. For the first time, the rising costs associated with fossil fuels are forcing families to weigh up the options and to seriously consider less carbon-intensive methods of heating their homes and powering their vehicles. For change to be adopted en masse, it needs to make sense financially – good will can only go so far when up against cashstrapped families looking to make the most out of the monthly budget.

As more car owners take the plunge and go for an EV, workshops need to make sure they are ready and prepared to capture some of that additional potential revenue. With every widespread technological change there is a vast amount of money spent. Whether that money is coughed up by individuals or handed over by the Government, there is a very real opportunity for local workshops to come out as the winners.

According to a recent study, technicians could earn up to £7,700 on average more each year by holding an EV qualification. Whilst turning to cleaner sources of energy will have huge benefits for us all in the long run, workshop technicians could find themselves benefitting from the change from day one.

We are often told that fortune favours the brave. Whilst this may be true, in this particular scenario it doesn’t take much courage to find fortune. We have been assured from all sides the EV revolution is coming, so surely it’s not courage workshops need to invest in training and equipment to service an electrified car parc, but simple, off-the-shelf common sense?

Should the Government step in, like it tried to with the Green Homes Grant, and subsidise EV take up across the country? If it did so, there would be a strong argument for including capital equipment in workshops alongside personal vehicles – after all, what good will it be to have a nation of EV drivers and no functional workshops to service them in?

Whatever happens, there is no more time for decision makers in the automotive aftermarket to postpone action and to kick the can further down the road. The time to get your staff trained in EV servicing is now – tomorrow might be too late.

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

Meet Autotech’s first female intern Autotech Academy’s first female intern highlights her journey into the automotive industry.

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espite a life-long love of motor cars, 26-yearold Sophie Hemming put off taking her Level 3 in Light Vehicle Maintenance and Repair for several years, having faced challenges in the maledominated industry.

After completing her ALevels in 2015, Sophie qualified with a Level 1 in Light Vehicle and Maintenance Repair and a Level 2 qualification in Motor Sports. However, after repeated rejections when trying to secure a vehicle technician role, she left the industry. She explained: “I was either under qualified with a Level 2 or was frankly told that as a woman I wouldn’t fit in.”

Luckily, after being furloughed during the pandemic, Sophie decided to get back into the automotive industry. Signing up for a Level 3 at Eastleigh College, Sophie was also employed by the college as a Learning Support Assistant, teaching Level 1 and 2

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automotive students. Teaching could have potentially been the default career for Sophie, had her course leader not mentioned the Autotech Academy internship programme.

Created to help thousands of students get a foothold on the automotive career ladder, and support employers when recruiting new talent, Autotech Academy provides qualified college leavers with a gateway into the industry through a paid internship.

“Autotech Academy has been amazing. They took all the hard work out of the job seeking process, from finding a placement, providing me with tools and a uniform, and making the introductions. I just had to prove myself.”

Starting at Richmond ŠKODA in September, Sophie feels she has landed on her feet. On the supportive environment provided by the workshop, Sophie commented: “The team here are great. I am continually given new tasks and am encouraged to ask questions if unsure.”

For more information, WWW.RDR.LINK/AAG001

Electric Vehicle take up growing Technicians warned to prepare, as six in ten UK drivers say they would consider purchasing an electric vehicle in the near future.

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n online YouGov study of 1,731 UK drivers commissioned by The Motor Ombudsman has revealed that six in ten (61%) respondents would consider getting behind the wheel of an electric car if they were to purchase a new or used vehicle in 2022. The poll conducted by the Ombudsman for the automotive sector, also showed that 18 to 24-year-olds would be the most likely to turn to battery power for their next car, with 79% of this age group saying they would opt for this type of propulsion.

When individuals considering an electric car were asked about the key factors that would influence their decision to buy this type of vehicle next year, 59% said that the UK’s growing charging network would be an important reason.

The greater choice of electric models now available (42%) was seen as the next biggest factor, with 39% citing the fact that a decision to go electric was due to the cost of unleaded and diesel increasing significantly, prices which have reached their highest level in eight years.

When quizzed about their other principal motivations for going electric in 2022, around two thirds (68%) of drivers who would consider a purely batterydriven car next year, said that this this type of vehicle was better for the environment.

Bill Fennell, Chief Ombudsman and Managing Director of the Motor Ombudsman, said: “As our study has shown, electric vehicles are fast becoming a leading choice for motorists when buying a car, thanks in part to the growing charging network and the greater choice of models now on the market.

For more information, WWW.RDR.LINK/AAG002

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NEWS

& VIEWS

How best to tackle emissions BM Catalysts calls for greater enforcement now of current regulations on emissions.

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M Catalysts has called for a greater clampdown on the use of poor quality emissions control devices, such as catalytic converters, in order to bring about a serious reduction of harmful vehicle emissions.

Following the UK government publication of Decarbonising Transport: A better, Greener, Britain, the firm believes a thorough, more detailed plan needs to be formulated, in order to achieve net zero emissions

targets and that part of this plan should be to ensure regulations are tightened to prevent the use of poor quality emissions control devices on vehicles.

BM Catalysts managing director, Toby Massey, says: “We must not forget the role the automotive aftermarket can play in ensuring emissions control devices

being supplied and fit are legal.

The market needs to be properly educated on matters such as type approval to continue to raise standards and ensure it’s playing its part in reducing harmful emissions and air pollution.”

For more information, WWW.RDR.LINK/AAG003

Penny for your thoughts…

Dave Reece and Julie Eley deliver a message from the School of Thought programme.

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he development of School of Thought has been phenomenal since its inception in early 2019 and we have connected our industry with education and engaged with thousands of young people promoting the many career opportunities the industry has to offer. We have also connected and have had amazing support from industry organisations.

Since the start of the school term our Ambassadors have attended 39 events and connected with over 2000 students and that’s just the tip of the iceberg.

We are seeing enquiries for engineers, traineeships and apprenticeships.

We have had fantastic support so far from our volunteer ambassadors, people who have a vision of the future and support our philosophy. We now need even more which will see our programme move to another level. We understand the problems the pandemic has created for everyone and have operated on a mixture of selffunding and support funding for various events and projects from incredible companies, which has been greatly appreciated through these difficult times.

To this end and with our future plans we have created a membership package to suit everyone from small independent businesses to corporate partners.

We have even set up a crowdfunding page for anyone who would like to donate as much or as little as they can

afford. Every little will help us to influence the talent of the future to join this great industry.

This is a genuine appeal to the whole of the automotive industry to help us to help you.

The advancement of technology is not an insurmountable problem for the industry, the lack of young people coming into the industry is and not acting now is not an option.

The industry is starting this late and has done a poor job of selling itself to the youth of the past so let's make sure we do a better job with the youth of today and tomorrow.

If you would like to find out more about School of Thought and its funding options email Julie or Dave at julie@ready4work.uk or dave@ready4work.uk

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NEWS

& VIEWS

FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE

New programme launched to promote better mental health among the young Automotive mental health charity Ben has launched its new SilverCloud programmes for younger people.

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utomotive charity Ben has launched a new range of programmes on SilverCloud, its digital mental health and wellbeing platform, that are specially tailored to help younger automotive people aged 16 years and up.

Completely free for anyone who works, or has worked, in the automotive industry – including new apprentices – SilverCloud gives people round the clock access to tools that can help them to better manage their mental health and wellbeing.

Programmes on the platform use an evidence-based, Cognitive Behavioural Therapy (CBT) approach which focuses on the relationship between our thoughts, feelings, and behaviours. SilverCloud also helps individuals to develop positive coping strategies.

The new SilverCloud programmes being introduced focus on key areas of mental

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health and wellbeing affecting young people such as anxiety, depression, resilience and positive body image. Each programme features a range of interactive tools such as videos, activities, quizzes, and audio guides as well as a personal online support journal.

Some key facts about SilverCloud – Ben’s digital mental health and wellbeing platform: ■ Since January this year 924 individuals from the automotive industry have signed up and activated their SilverCloud programme.

■ 396 of those individuals chose a supported route. On choosing this option they are

assigned a dedicated Ben’s Mental Health Supporter who holds regular reviews with the individual and helps them to navigate through the programme.

■ Anxiety, Sleep and Depression are currently the top 3 programmes of choice.

Rachel Clift, Health & Wellbeing Director at Ben, said: “We’ve been hugely encouraged to see so many people from across our industry signing up to SilverCloud since its launch and using the digital platform to help them look after their mental health and wellbeing. As we approach a key time of the year for fresh apprentice intakes,

we’re anticipating a lot of new younger people entering our industry for the first time. This presents us with an opportunity to let them know about Ben and show that we’re here for them now and in the future.

“We’d like to ask as many automotive businesses as possible to support your new apprentices and younger people in your workforce by telling them about free access to the specially tailored programmes on SilverCloud. Looking after their mental health and wellbeing from an early age will help build their personal resilience and develop the ability to cope with change and future life challenges.

“To sign up to SilverCloud, colleagues can find out more and signup via our website. We also have information and resources for employers to use when recommending SilverCloud to colleagues to help them better manage their mental health & wellbeing.”

For support, contact the Ben Helpline on 08081 311 333 or WWW.RDR.LINK/AAG004

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CLUTCH CLINIC

HOW TO Replace the clutch on a Volvo V50 In this month’s Clutch Clinic, Charles Figgins, Technical Marketing Manager at Blue Print, takes readers step-by-step through a clutch replacement on a 2011 Volvo V50 1.6D.

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he Volvo V50 estate and the S40 saloon models were introduced in 2004 and were manufactured with a number of different engine and transmission options, until 2012.

This Volvo model shared its platform with many other Volvo, Ford and Mazda models, making mechanical repairs on this vehicle seem familiar, even if this model is not an everyday visitor to an independent workshop.

The vehicle featured in this article is a 2011 model, fitted with the 1.6 litre diesel PSA group engine and a six-speed GETRAG manual transmission. This car features a stop/start system as it is a DRIVEe model.

The owner of the vehicle had reported some difficulty with the clutch operation, which was suspected to be a hydraulic fault, due to the loss of fluid. However, there were no obvious external fluid leaks from the clutch master cylinder or associated pipes, hoses or

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Vehicle Information Manufacturer:

Volvo

Model:

V50 estate

Year:

2011

Engine:

1.6 litre, diesel

Transmission:

Six-speed GETRAG manual

connections. Therefore, the fault was suspected to be a leaking clutch concentric slave cylinder (CSC), which required the removal of the transmission for inspection and diagnosis.

The vehicle was brought into the workshop, the bonnet was opened and the engine cover along with the battery cover, battery, battery tray and air cleaner assembly were removed, as well as the DPF pressure sensor, which is attached to the battery tray.

This was to provide access to the top of the

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Use a plastic cap to stop excess fluid leaking out of the connector

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engine and transmission. All cables associated with the battery were unclipped and secured until reassembly.

Suspected Fault Leaking clutch concentric slave cylinder (CSC)

Next, with the top of the transmission visible, we unclip the two gear selector cables from their mounting points and secure them out of the way. Unclip the reverse lamp switch and the neutral switch wiring harness connectors, along with the CSC hydraulic pipe connection. Seal the open end of the connector with a plastic cap to stop any excess fluid from leaking out. (Fig.1 a & b) The main wiring harness that goes across the top of the transmission can be eased back to reveal the top bell housing bolts, these are to be removed with two of the starter motor bolts accessible from the top of the transmission.

The diesel particulate filter fitted to this engine needs to be lowered in order to gain access to one of the front bell housing bolts.

The temperature and lambda sensor wiring harness are disconnected along with the differential pressure sensor pipes. We then remove the air intake pipe, heat shield and retaining clamp so that the DPF can be eased down to give clearance for the removal of the bell-housing bolt. (Fig.2)

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The vehicle must be raised to a suitable height and the front wheels removed, this gives access to the hub retaining bolts, which are also removed. Then, remove the left front wheel arch liner to improve clearance ready for the removal of the transmission.

Raise the vehicle again and drain the transmission oil, following this with the removal of both front lower arm ball joints from the hub assembly. This is followed by the removal of the left driveshaft from the transmission. A supporting centre bearing retains the right driveshaft; this needs to be unbolted before the driveshaft can be removed.

Working from under the vehicle, locate and remove the last starter motor bolt. When we did it, the starter motor was supported and left in place because it does not need to be removed completely for the removal of this transmission. (Fig. 3)

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worn out and there was a lot of bluing on the friction surface of both the pressure plate and flywheel. Therefore, on our Volvo, all parts required replacing. Clutch kit (ADF123081) and DMF (ADBP350003) should be selected for this repair, with the original flywheel removed from the engine and the rear main oil seal inspected for any oil leaks before fitting the new flywheel.

The new flywheel is an updated design and is supplied complete with new bolts. It is essential that the new bolts supplied be used, because they are of a different length to the original bolts.

Tighten the new flywheel bolts to the recommended settings and align and fit the clutch kit to the flywheel. Lightly grease the transmission input shaft splines before installation. (Fig.6)

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housing on our Volvo, it became obvious that the CSC had been leaking, which was the cause of the loss of fluid in the clutch system and the poor pedal performance. (Fig. 5)

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The starter motor does not need to be removed for the removal of this transmission.

Upon inspection of the bell housing, it became obvious that the CSC had been leaking.

Now for the removal of the gearbox torque mounting, followed by the gear selector cable bracket. This is to give extra clearance to help when removing the transmission. (Fig. 4) With the engine supported, the top transmission mount released and the last of the bell housing bolts removed, you can now separate the transmission from the engine.

Lower the transmission to the floor for inspection. Upon inspection of the bell

We remove the leaking CSC, before thoroughly cleaning the bell housing and the input shaft of all grease, dirt and old friction fibres left by the previous clutch. Inspect the input shaft seal before fitting the new CSC (ADM53635).

The clutch pressure plate and friction disc were removed and inspected, along with the condition of the dual mass flywheel (DMF).

The friction disc was very close to being

Align the transmission to the engine and secure in place with a few of the bell housing bolts. We then refit all of the parts to the transmission, including all of the other parts that were removed in the process. After tightening all of the bolts and fixings, fill the transmission with fresh oil through the level plug located on the front of the transmission.

Top up the brake/clutch fluid reservoir with fresh fluid and bleed the new CSC of any excess air.

Finally, the battery tray along with all the associated wiring are refitted along with the battery and all other covers. Reset the clock and check the clutch pedal operation, before we finish off with a road test to check that the clutch is back to full operational order.

WANT TO KNOW MORE? FOR MORE INFORMATION FROM BLUE PRINT WWW.RDR.LINK/AAG005

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BELT FOCUS

HOW TO Replace the timing belt on a Fiat 500 In this month’s timing belt focus, Schaeffler INA REPXPERT, Alistair Mason, is replacing the timing belt, water pump and FEAD (front end auxiliary drive) kit on a 2014 1.2 Fiat 500.

Manufacturer: Model: Year: Engine:

Fiat 500 2014 1.2 litre, petrol

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he recommended replacement interval is every 37,000 miles or five years and although this vehicle was under this mileage, it was over on time, so the customer was advised of the situation and authorisation was given for the timing belt system to be replaced.

With a scheduled book time of 2.35 hours, minimal investment in workshop tools and all the fitting information readily available on the REPXPERT workshop information system, this is a great repair for any independent workshop. This is an engine used in many other Fiat models and in the Ford KA.

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

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��� Timing belt removal With the car placed on the lift, open the bonnet, raise the lift to waist height and remove the O/S/F wheel, supporting bar (Fig.1), engine splash cover and the wheel arch liner, as this gives good access to the bottom pulley and timing belt system (Fig.2).

The auxiliary drive belt can then be removed,

��� followed by the crankshaft pulley and engine speed and position sensor and the lower section of the timing belt cover.

Lower the vehicle lift to ground level, remove the air filter assembly and the coil pack. Disconnect and unclip the wiring looms running over the cam cover and remove the upper timing belt cover. Note – one bolt may

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be covered by the engine sticker (Fig.3).

Remove the camshaft position sensor, followed by the cam cover.

The engine mounting then needs to be removed, so support the engine with either an engine brace or subframe attached to the engine support and remove the engine mounting. Rotate the engine in a clockwise direction until the slot on the back of the camshaft aligns with the top of the cylinder head, then insert the camshaft locking tool and secure (Fig.4), and then the crankshaft locking tool to the crank pulley and secure (Fig.5). Slacken the timing belt tensioner nut, rotate the tensioner to remove the belt tension, ease the timing belt off the pulleys and remove the timing belt.

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Water pump removal and replacement With the timing belt removed, it is good practice to replace the water pump, so drain the coolant, remove the three bolts and one nut that retain the water pump and ease the water pump out of the engine. Clean the water pump mounting and sealing face with emery cloth where required. At this point it is always best practice to flush the cooling system to ensure there are no particles that could contaminate the new water pump seal.

This application has a water pump with a rubber seal, which needs to be lubricated with a smear of coolant, before carefully easing it into position and securing with the three bolts and one nut, torqued to the manufacturer’s specification.

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Timing belt installation Before installing the new timing belt, replace the timing belt tensioner, then fit the timing belt ensuring the slack of the belt is on the tensioner side and then turn the tensioner in an anti-clockwise direction until it goes against the stop and tighten the nut. Remove the crank and cam locking tools and then rotate the engine two complete revolutions in the direction of rotation and refit the locking tools to ensure the timing is correct.

With the correct timing confirmed, remove the locking tools and slacken the tensioner.

Reset the tensioner by rotating it in an anticlockwise direction until the reference marks align (Fig.6), tighten the tensioner and torque to the manufacturer’s specification. Rotate the engine two more revolutions and check the belt tension and timing are still correct.

Position the cam cover and start the cam cover bolts, but do not tighten, because at this point the alignment tool should be attached to

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the cam cover and cylinder head (Fig.7&8), to ensure the cam sensor is correctly aligned to the camshaft. With the alignment tool fitted, tighten the cam cover bolts and then remove the alignment tool. Refit the parts in reverse order of their removal, but check the condition of the auxiliary drive belt and tensioner and replace where necessary, whilst the engine mounting is removed.

Fill the cooling system with a vacuum bleeder using new coolant, but ensure it is the correct grade for the vehicle. Run the vehicle up to its operating temperature and check the heater operation and also make sure the coolant level is correct.

WANT TO KNOW MORE? INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, REPAIR TIMES AND MUCH MORE CAN BE FOUND ON THE REPXPERT WORKSHOP PORTAL – WWW.RDR.LINK /AAG006 – THE REPXPERT APP, OR BY CALLING THE SCHAEFFLER REPXPERT HOTLINE ON 0872 737 0037.

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TECH TIPS

BEST PRACTICE Brake pads One of Bosch’s braking experts answers common questions on brake pads and gives their best practice advice. rake pads are wearing parts.

Every time a car is received at the workshop, the mechanics should check their functionality and possible wear and tear. Tyre changes (winter/summer) are a particularly good and recurring opportunity to examine brake pads and discs.

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salt. A check is worthwhile when changing tyres and before long journeys – such as a holiday trip. Furthermore, changing brake discs always implies brake pad replacement. Wear and tear is always a common process. This also applies to the replacement of the brake pads per axle. In this way, the left and right wheels maintain the same braking efficiency.

Q: When is the right time to change brake pads?

A: Many modern cars are equipped with electrical wear sensors activating a signal light on the dashboard once the brake pads are worn. There are also mechanical wear sensors generating a squeaking noise if worn. During the visual inspection at the workshop, a friction material thickness of 2-3mm can be considered a reasonable guidance to replacement. Brake pads in general have to be replaced twice as often as the brake discs themselves.

Q: What are the most common mistakes when changing the brake pads?

A: Workshops are used to working on brake pads. This can increase the risk of working too fast or skipping important steps such as cleaning all required parts. It is always important to use new accessories.

Old components can be dirty, corroded or defective. Installation errors can be avoided by using the ESI 2.0 online work-shop software. Superfit (assembly lubricant) should not be applied to the back of the pads, but only to the brake pad guides and, depending on the caliper design, the brake caliper guides.

Q: How often must brake pads be checked?

A: Brakes are system-relevant components.

Whenever the vehicle comes into the workshop, the mechanics should take a look at the pads. Renewal generally is necessary every 2,000 to 4,000 miles. Of course, these intervals also depend on the driving and environmental conditions. Sporty driving, very frequent and heavy braking in mountainous regions or in city traffic, heavy vehicle loads and corrosion all put stress on the brakes. All brake components are affected by moisture or road

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Q: What makes a good brake pad?

A: The requirements for good friction material can be sorted into three categories: safety, comfort and durability. Depending on their specific application, all of these factors need to harmonise in the best possible manner. Consistent braking performance in every driving condition improves safety.

Bosch brake pads operate comfortably by reaching a high level of vibration and noise

absorption. This is achieved, among other things, by modifying the shims on the back plate of the pad. This decoupling reduces vibrations and improves the braking comfort.

When developing brake pads, the response behaviour, the pedal feel and the wear and tear depend first and foremost on the composition of the friction material.

But other secondary measures such as the integration of a rain slot and chamfering of the pad edges have a positive influence on brake pads and discs as well. They also prevent vibrations and noises caused by friction. Secondary measures can change acoustic frequencies into a range inaudible to humans. Many pads do not have secondary measures because the frequency level does not need to be changed.

Q: Which other brake components should be changed together with the brake pads?

A: In any case the accessory parts, calipers, cables and hoses should be checked. The boiling point of the brake fluid should also be examined. The brake pads must be changed whenever the brake discs are replaced – and brake pads should be installed together with matching brake discs.

WANT TO KNOW MORE? FOR MORE INFORMATION ON BOSCH BRAKES WWW.RDR.LINK /AAG007

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TECH TIPS

COMMON FAULTS Investigating faulty transmissions Electronic components remanufacturer ACTronics shines some light on transmission control units and some common problems to look out for.

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ransmission control units really aren’t that hard to work with. You might think we are on thin ice with that statement, but we are sure readers of PMM already have plenty of gearbox knowledge and are more than capable of systematic thinking. That’s all it really takes.

As you already know, gearboxes come in all shapes and forms, so it’s important to keep in mind TCUs can and will be used to automate all these different types. Let’s take a closer look at some common transmission types themselves – how they operate and what are some likely causes behind failures.

Robotised manual

This is arguably the easiest kind of automated gearbox to implement afterwards. Simply put, the manufacturer has taken an existing manual gearbox with clutch plate and bolted on two electric motors, a hydraulic clutch actuator, an electric gear lever and a computer to operate it. Fiat, Ford, Honda, Mazda, Vauxhall and many more manufacturers use this kind of system. You’ll usually find it in small, cheap cars.

If any problems occur, just try to figure out whether the problem is really related to this bolt-on system or whether it’s a ‘normal’

16 DECEMBER 2021 PMM

gearbox failure, like a worn clutch plate or some structural damage (metal flakes in gearbox oil, for instance). If not, it’s easy to test the electric motors yourself in most cases: just apply 12V and ground to test them. Does it seem like either the computer or the gear lever has failed? Just remove it and test/repair it with a specialist.

“Removing the TCU isn’t typically hard, but be careful when putting it back: the valve stems all need to be in the right position.”

Dual clutch

well). It uses a hollow centre axle so both clutches will fit in line and can be operated by a single actuator. You can imagine the gear changes will be extremely fast this way.

All this technology needs sensors and actuators in order to operate. That’s where the TCU comes into play. Briefly, the hydraulic part has valves to operate the gearbox, while the electronic part has sensors to monitor and calculate the gear changes.

We’re cutting some corners here, but basically troubleshooting looks a lot like a robotised manual – search for mechanical trouble first. Are all mechanical bits in good shape and do the fault codes point towards

A dual clutch gearbox might look a lot like a robotised manual, but there are some major differences. However, if you think of it as a new sophisticated version of the robotised manual, you’re half way there. We’ve written a complete technical guide for these systems, so it’s just not feasible to give you a full overview in a few short sentences, but we’ll try to give you some basic understanding.

A dual clutch gearbox is a smart way to fit two separate manual gearboxes in one casing.

Clutch One operates gears 1, 3 and 5 (sometimes 7 as well), while clutch two operates gears 2, 4 and 6 (usually Reverse as

016_PMM_DEC21_Layout 1 02/11/2021 08:45 Page 17

valves or the control module (computer)? If so, the TCU probably needs repair. Removing the TCU isn’t typically hard, but be careful when putting it back: the valve stems all need to be in the right position.

CVT

output speed can be adjusted.

The TCU for this system only has to measure the speeds from the pulleys and adjust the pulleys accordingly. So, if there are any fault codes regarding speed sensors, shaft speeds or solenoid valves, the TCU probably needs repair. If not, the problems are probably elsewhere. For example the metal tension belt tends to wear down after a while. That will cause the belt to slip over the pulley.

Planetary

A CVT has two pulleys that are connected by a metal tension belt and that’s basically it. The primary pulley is driven by the engine. The secondary pulley drives the driveshafts. Because each pulley consists of two conical parts that can move towards each other, the radius and therefore the

Just as with the dual clutch gearbox, it’s a bit too much to describe the inner workings of a planetary automated gearbox in one paragraph.

Let’s put it this way: this type of gearbox also has speed sensors to measure input and output speed and it also uses valves to operate handles and levers within the gearbox. So we are probably repeating ourselves a bit, but like the dual clutch gearbox and the CVT, this gearbox also uses a TCU with a hydraulic part and an electronic part.

It probably won’t be a surprise by now, but our advice again is to search for mechanical problems first and to properly check for the right fault codes. Does it look like the TCU is failing? Just remove it and let a specialist look at it. If you keep on looking at TCUs this way, they really aren’t that hard to work with.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAG008

018_PMM_DEC21_Layout 1 01/11/2021 16:34 Page 18

TECH TIPS

AUTODOCTA ���

���

2017 JAGUAR E-PACE ERRATIC OPERATION OF KEYLESS ENTRY/START SYSTEM AND WARNING MESSAGE 'SMART KEY NOT FOUND' DISPLAYED.

2014 TOYOTA AURIS WHISTLING NOISE FROM FRONT OF VEHICLE AT CONSTANT SPEED BETWEEN 45-75 MPH.

FAULT:

FAULT:

We are having difficulty diagnosing a fault with the keyless entry/start system on a 2017 Jaguar E-Pace.

Intermittently the customer is unable to lock/unlock the vehicle using the keyless entry/start system. No trouble codes are stored, remote control battery has been replaced and basic wiring checks to the keyless entry/start system control unit are OK. We are hesitant to replace any components in case a software update will fix the fault. Can you help?

We have a 2014 Toyota Auris in for service and the customer has complained of a whistling noise from the front of the vehicle at a constant speed between 45-75 mph (70-120 kph). We have heard the noise on road test but we are having difficulty finding the source of the whistling noise in the workshop. Have any other Auris owners reported a whistling noise before?

FIX: I have consulted with my colleagues on this issue and they do remember a previous report. The fault you have described affects Jaguar E-Pace models 2017 onwards and is caused by a faulty remote control signal receiver. Inspect the remote control signal aerial lead for damage. If no damage is found, fit a new remote control signal receiver. Ensure the remote control signal aerial lead is routed correctly as shown. This should rectify the fault.

As one of the UK’s leading suppliers of technical information to the automotive aftermarket, Autodata has over 65 skilled technicians with a comprehensive understanding of those common problems that take up valuable garage time to investigate. In this regular column, Autodata’s Technical Team share their fixes to common problems raised through Autodata’s technical helpline, available to all UK customers.

FIX: Yes, this has been reported to us before and it affects Auris models 2012-15 with 15 inch front brake discs. The fault is likely to be due to unsatisfactory design of the front brake pads. Remove and inspect the front brake pads. If the central slot is not present in the brake pad fit modified front brake pads, available from the Toyota parts department.

Carry out road test to ensure the whistling noise has been eliminated.

FOR MORE INFORMATION ONLINE, GO TO WWW.RDR.LINK/AAG009

18 DECEMBER 2021 PMM

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BEST PRACTICE Winter tyres Continental outlines how you can ensure your customers’ tyres are safe this winter.

S

evere weather during the winter months presents driving challenges – slush, ice and hardpacked snow – and with it, the need to manage tyres effectively. With all the performance capabilities built into today’s vehicles, they will only perform as consistently and responsively as the tyres they run on. In winter weather, that can mean the difference between precision braking and outof-control handling.

In helping consumers prepare their tyres for winter driving, it’s important to assess if they are the right tyres for where the vehicle will be driven, if the tyres are in a good roadworthy condition and if repairs, replacements or new valve caps are required.

Firstly, take the time to have a brief discussion with the customer to establish how and where the vehicle will be driven.

In the UK we generally tend to have mild winters, so the need for winter tyres is reduced. Most tyres used in the UK are classified as ‘summer tyres’. However, these will not perform as well in colder conditions.

All Season tyres are a good alternative that will perform better in the colder winter months than traditional summer tyres do.

However, if a vehicle is being used frequently – especially for trips away to remote locations or colder regions – swapping to snow tyres is usually the safer option.

If the customer plans to travel abroad with their vehicle it’s important to advise of the winter tyre regulations for where they will be driving. In some countries, including the UK, there remains no legal obligation to fit winter

tyres. However, in countries such as Germany, Austria and Spain, specific regulations are in place for the fitment of winter tyres. Our closest neighbour France has also tightened up their winter equipment regulations for 2021. If unsure of the winter driving regulations for any specific countries, Continental has compiled a useful summary on its website ( WWW.RDR.LINK/AAG010) of the current winter tyre regulations across Europe.

Once it has been established whether the customer has the correct tyres to suit their driving requirements, the next step is to carefully check the tyres’ general condition before fitting them to a vehicle. Do the tyres have the legal tyre tread of 1.6mm? Safe driving in wet and snowy weather conditions is affected by the tread depth, the pattern design and the rubber compound of the tread.

Braking performance will progressively decline with lower tread depths. On wet roads there is an increased risk of aquaplaning with reduced tread depths. Therefore, it is crucial to advise customers to check tyres regularly and replace in good time.

Again, it’s important to educate customers that whilst the legal tread depth in the UK is 1.6mm, if they are driving in some European countries the minimum tread depth for winter tyres is increased, for example in Sweden and Norway the minimum legal tread depth for winter car tyres is 3mm.

The condition and quality of the tyres will dramatically affect their winter performance and customers need to feel confident they can perform safely to their full potential. Inspect the tyre’s sidewall for damages – punctures, cuts, impacts, cracks, bulges and irregular wear.

If a customer is switching from summer to winter tyres, make sure to check there is no deformation of the tyres especially if they have been in storage before being fitted.

Finally, check the condition of the valve and the valve core inside and outside of the rim to make sure that there is no rubber cracks or scratches. Simply remove the valve and check for any leaks. If a valve is missing a valve cap it’s important these are replaced so the valve hole doesn’t take in any water.

Without a valve cap, water can get into the valve and when colder temperatures hit ice is likely to form inside the valve and expand.

The ice can then push the valve core in and lead to reduced pressure within the tyre. As a result, a vehicle can be driven for the whole winter with under-inflated tyres.

WANT TO KNOW MORE? FOR MORE ADVICE FROM CONTINENTAL WWW.RDR.LINK /AAG011

PMM DECEMBER 2021 19

020_PMM_DEC21_Layout 1 02/11/2021 08:19 Page 20

TECH TIPS

BEST PRACTICE Supporting the battery during diagnostic tests 3D Group explains why it’s essential technicians use the appropriate battery support when running diagnostic tests on a vehicle.

I

magine the following scenario: a vehicle has arrived at your workshop and you need to start the diagnostic or programming process. You start where you normally would by running a diagnostic test. You run a pre-scan of the vehicle to identify all of the DTCs – Diagnostic Trouble Codes; this is great. You now have a starting point for the repairs. However, a vehicle's condition can often affect the vehicle's battery displaying a low voltage. This condition may not allow all of the modules to be read, affecting the quality of the scan and the accuracy of the report.

For this reason, 3D Group suggests the use of battery support when scanning a vehicle. During diagnostic or programming operations, the vehicle's systems are operated solely from the battery.

Battery support units provide a continual voltage to prevent data loss and possible damage to control units during diagnostic processes, software updates and module reprogramming.

Connecting an appropriate battery support tool to the vehicle battery will ensure that the battery will provide consistent voltage, which will allow you to provide the highest quality report and information to undertake the repairs or reprogramming.

Advantages

The first and most crucial step is to provide adequate battery support to the vehicle before beginning any diagnostic and vehicle scans.

Battery chargers or jump cables are not recommended as they cannot provide the proper battery support. It is also good to bear in mind that battery chargers can overcharge and damage a battery.

A quality battery voltage maintainer provides stable voltage to the vehicle for more extended periods than an unsupported battery.

The bottom line is to ensure that the vehicle has proper battery support before you begin any diagnostic or reprogramming tasks to provide the best possible outcomes.

When vehicle voltage levels fall below the normal levels, diagnostic results are no longer accurate – fluctuations in battery voltage can also cause additional codes to appear. If this does occur, it can cause the programming to fail, incurring extensive costs.

Voltage

Additional uses

If the battery voltage drops below a certain level, the battery will start to shut down nonessential modules, allowing the vehicle to preserve the ability to start. Low voltage can create a situation where the scan tool might not be able to read all of the available modules.

Not to forget there are additional uses for battery support units such as:

Before running tests

20 DECEMBER 2021 PMM

■ Charging: battery support units such as

the 30 A GYSFLASH 30.12 PL can charge vehicle batteries (12 V Lead or Lithium (LFP)) from 5 to 1500 Ah.

■ Showroom: battery support units provide

power compensation when using the electrical accessories of a demonstration vehicle. It also manages the optimal charging of the battery.

■ Tester: battery support units also allow technicians to check the battery voltage, evaluate the starting system (starter + battery) and the condition of the vehicle’s alternator.

To recap, you can perform the relevant diagnostic and vehicle electronic scans only when the vehicle has proper battery support.

A stable battery voltage ensures that you can generate the quality scan results and corresponding reporting necessary to provide the information needed to produce an accurate, efficient, and safe repair.

At the post-scan stage, battery support is required to ensure that all codes can be cleared, and additional codes aren't introduced due to voltage fluctuations.

WANT TO KNOW MORE? TO SEE THE FULL RANGE OF EQUIPMENT OFFERED BY 3D GROUP WWW.RDR.LINK /AAG012

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TECH TIPS

Know your parts: strut top mountings It’s important to know how vehicle components are made and what exactly each feature is designed to achieve. This month, we take a look at Strut Top Mountings from febi.

T

he Macpherson strut is made up of a number of components, which forms a compact suspension unit. This is a very popular choice, for vehicle manufacturers, due to its simplicity and low manufacturing cost.

The main parts of this suspension unit include a long telescopic tube, which incorporates a damper. This is usually fitted with a piston protector to keep out road grit and protect the seals.

A coil spring is located between two retaining cups, held in place under compression by the retaining nut, which is secured to the top of the damper piston.

The unit is rigidly connected to the stub axle or hub assembly and is pivoted at the top, usually by a top bearing, to accommodate steering movement. The bearing forms part of the strut top mounting assembly, which acts as an insulator as well as a fixing point, between the suspension unit and the vehicle’s body. (Fig.1)

���

Functionality The suspension strut top mounting is a bonded rubber bush, which is mounted to the top of the damper and fixed to the vehicle’s chassis. This is an integral part of the suspension strut assembly.

Strut mountings can also incorporate a bearing or a bearing plate that allows the strut to turn with the steered wheels.

“The suspension strut top mounting is a bonded rubber bush, which is mounted to the top of the damper.”

22 DECEMBER 2021 PMM

The strut mounting acts as a coupling to the spring and shock absorber, connecting it to the body. The damping force is absorbed separately within the mounting, which in turn insulates the vehicle’s body from suspension and road noise. In the lateral direction, the mounting is designed to be stiffer. This positively influences the driving dynamics, and the steering response, which greatly reduces noise, vibration and harshness from the driveline and suspension. This ensures maximum driver and passenger comfort.

To do this, the strut top mounting has to ensure low-friction and distortion-free movement of the shock absorber spring during steering and deflection. This enables the road spring to operate without selfaligning torque. The strut mounting also has to locate the shock-absorber spring and form a support surface for full deflection of the shock absorber.

All this has to be achieved in a compact design that has been optimised for limited mounting space and supplied as a sealed unit.

It also needs to be maintenance free.

Strut Top Replacement During the life of this suspension unit, the damper and spring have to expand and contract millions of times, enduring the stress of all the road surfaces that the vehicle is driven on.

This includes damaged road surfaces, which bring extra stress to the unit.

The strut top mounting bearing often falls apart or seizes, resulting in a creaking or grinding noise from the suspension. This can lead to the bearing tearing the rubber apart in

��� the mounting, as shown in Fig.2.

The rubber itself can deteriorate with age, leading to reduced driving comfort due to noise development. This results in tight steering or excess play in the steering, unstable handling and reduced driving and braking safety.

OE grade The strength of a strut top mounting comes from the properties of the elastomeric material used and metal reinforcement within it. This provides the flexibility and stiffness that is required. The picture in Fig.3 shows a sectioned view of febi part 22639, with the bearing.

��� OE grade rubber is an essential feature of replacement parts

febi strut top mountings are made from OE grade rubber and follow the precise specifications of the vehicle manufacturer, ensuring optimum performance. When replacing this part rely on tested OE matching quality spare parts from febi.

WANT TO KNOW MORE? TO FIND THE COMPLETE OVERVIEW OF RUBBER-METAL COMPONENTS WWW.RDR.LINK /AAG013

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BUSINESS

& TRAINING

The iGarage app is designed to connect you more easily with your customers, winning you more work and streamlining your processes.

Bringing you

CLOSER I nternet technology means the world is a more connected place than ever before – and now independent workshops will finally be able to capitalise on the information superhighway, thanks to iGarage.

Launched in the UK this September, this new system has already up and running successfully in the Netherlands, where it has been delivering tangible benefits to both motorists and workshops for four years. iGarage, developed and marketed by automotive software solutions leader Autoconnect, has two completely distinct, yet perfectly integrated, facets.

For car owners, it is a free downloadable app, which provides everything they need to manage their vehicles easily and costeffectively. Thousands of Dutch customers have already used it to manage the entire vehicle life cycle, from buying a car to related products including insurance, and even pay for parking or toll charges, as well as accessing model-specific technical information.

Crucially, the app also provides preventative maintenance updates and gives customers an easy portal through which to contact their garage, in order to book a

24 DECEMBER 2021 PMM

service or inspection. Appointments can be made, work authorised and invoices downloaded and paid, all with a simple click.

But iGarage works effectively for workshops too by providing a direct, live link to the customer through which messages and ‘push’ notifications can be sent. And the system’s intelligence means these can be targeted with a very high degree of accuracy.

Direct contact iGarage effectively replaces outdated contact database management methods and puts customers and their garages directly in contact with each other, around the clock, at the touch of a phone screen. By making the task of staying on top of maintaining their cars as simple and painless as possible, iGarage encourages customers to make bookings promptly whenever work is needed. “iGarage is the perfect tool for the modern driver,” said Operations Manager Mark TaylorJones. “Put simply, it’s your car in an app.

“Many people today are more comfortable buying products or services online than any other way. And they know the information they are given by iGarage is trustworthy. The system combines expert technical know-how

with data that it learns by analysing the maintenance records of other cars registered on the system, using advanced artificial intelligence, to build a picture of what they can expect from their own particular model.”

He continued: “The system is designed to make car maintenance as easy, fair and transparent as possible for the consumer. By doing so, as well as encouraging bookings to be made with confidence and without delay, it benefits garages by strengthening the bond of trust they enjoy with their customers.” iGarage’s developers have gone to great lengths to ensure their system will be easy for UK garages to adopt – it has been engineered to offer full compatibility with existing management packages including Real Time Communications (RTC) and others. The software works across all vehicle brands and, uniquely, comes with the benefit of having been tried, tested and proved effective in a mature European market.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAG014

025_PMM_DEC21_Layout 1 01/11/2021 16:53 Page 25

A more

POWERFUL wash

Daniel Took, Head of Professional Product Marketing at Kärcher UK, explores the process for keeping workshops clean and in good working order to prevent health and safety risks.

A

n unkempt, messy workshop can easily lead to extensive health and safety risks with the potential for trips, slips and ultimately injuries. Maintaining a clean and tidy workshop is imperative to protecting workers as they go about their everyday jobs. A good place to start is by focusing on the flooring to avoid potential obstacles that can get underfoot.

The amount and type of dirt will determine the level of cleaning that is required and what machines should be used. Push sweepers, for example, are adept at collecting loose dirt and debris from workshop floors for daily cleaning. However, for a deeper clean to target stubborn dirt, scrubber dryers are more efficient and cost-effective.

Scrubber dryers are ideal for workshops as their brushes scrub the floor displacing loose dirt which can then be collected by the squeegees at the rear of the machines where it can be deposited in the dirty water tank. The process is fast and efficient and leaves the ground dry, allowing workshop staff to quickly get back to the job at hand.

Heavily soiled or damaged flooring will require the additional use of an effective cleaning agent. High concentration (5-20%) detergents help dislodge the dirt prior to the floor being cleaned by the scrubber dryer.

Kärcher's FloorPro Intensive Deep Cleaner RM 752 is ideal for this and allows floors to return to their former state. The cleaner breaks up the tough particles allowing them to be easily collected by the machine's squeegee and stored in the dirty tank. For floors impaired with tyre and abrasion marks, Kärcher’s FloorPro RM 776 is ideal for dissolving track scuffs

caused by rubber tyres on vehicles.

When selecting the right scrubber dryer for your needs, ensuring the machine has the correct cleaning head is crucial. For smooth floors, disc systems are effective. However, most workshops contain textured floors for which roller brush head systems are most effective. Roller systems contain fine bristles that penetrate the gaps in the surface floor, where dirt can be dislodged and lifted from the floor.

Stoneware Tiles For stoneware tiled flooring microfibre technology is a must to dislodge dirt from the fine pores found in the micro-pore structure of the tiles. Thicker bristles found on regular discs and roller brushes are too thick to be able to penetrate the dirt and will be unable to remove much of the dirt that results in them becoming grey and discoloured. The high rotational speed and pressure of roller scrubbers removes the dirt and immediately expels it from the microfibre material. This means the roller maintains the same efficiency throughout, restoring the tile to its original appearance.

Ceramic Tiles Other popular tiles found in workshops are "orange peel" ceramic tiles (typically reddishbrown in appearance) and these are best cleaned using roller brushes with polypropylene bristles. The bristles work to lift dirt off the surface, which, when combined with powerful alkali-based gravel, are highly efficient in dislodging grease, oil and brake dust, and mineral soiling.

Cement screed

“When selecting the right scrubber dryer for your needs, ensuring the machine has the correct cleaning head is crucial.”

Cement screed flooring can often be found in workshops and is usually exposed to the elements, coloured with an epoxy resin coating or is treated with a slip-resistant material. To clean these surfaces, a roller scrubber head is essential for getting into the gaps within the concrete where it has dried.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAG015

PMM DECEMBER 2021 25

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BUSINESS

& TRAINING

APPRENTICESHIP Reasons to be cheerful ANSWERS Happy Christmas! Well, nearly anyway. I hope you are all feeling more positive this winter, especially compared to last year. Here at the college we have definitely noticed a positive shift this academic year.

W

e started our year in September, and it kicked off with five of our Level 3 learners securing apprenticeships within the first four weeks. Having watched these students working extremely hard during the pandemic, when securing industry placements was very difficult, I can’t tell you how incredible it is to see them now achieve their goals. Without a doubt, this is the best part of being a lecturer.

What’s more, we are now able to welcome guest speakers back to the college, something which has really lifted everyone’s spirits.

In the last instalment, I mentioned the importance of feeling supported and the need for career options to be much more varied from a young age.

In education we constantly teach inclusivity and making everyone feel like they belong. This is something I have honestly always felt in the ‘trade’.

I have only ever worked with one person that genuinely felt like the trade was not a place for women and even he wasn’t rude or overwhelming about it, it was just what he thought, although I don’t think it would be

“When I started out as an apprentice, it was a huge deal being a woman in what was then an extremely male dominated industry.”

voiced out loud these days. This has led me to reflect on just some of the amazing ladies I have met throughout my career.

When I started out as an apprentice, it was a huge deal being a woman in what was then an extremely male dominated industry.

The first time I met another female trained technician was at an independent garage I worked at after my return from working in a Spanish garage. Her name was Tiff, she was a brilliant technician and wasn’t phased by anything. I remember on my first day being so impressed when she cracked straight into lifting the cylinder head out of a Corsa to replace the head gasket. That garage was great.

When I moved into teaching I met KT and we are still friends now. KT had studied and qualified in motorsport and was at that point teaching learners from the ages of 14-40 and over. She is now working as a technical trainer for a private company – very inspiring!

I have to mention Cat Trainer from Electude. She is a qualified technician and prides herself (rightly so) in being a positive role model and paving the way for more ladies in the automotive trade.

Although there have been quite a few

more, I feel that I have to mention Hayley Pells, who owns and runs Avia Autos. I had the absolute pleasure of meeting her during a Schaeffler training/network day at BCOT. Hayley is a hugely knowledgeable and inspiring person to meet and she is always keen to take on new challenges. What’s more, she is also a contributor to PMM and has just released a book with Tom Denton!

(Read more about Hayley’s and Tom’s book on pg. 36) So, the moral of the story is, if you run a garage and someone approaches you for an opportunity, please don’t discount them on face value – they might have a lot to offer your business!

Join me next time where I cover how important the link between employers and colleges are and what you could do to help inspire young people!

Gemma is a lecturer at Basingstoke College of Technology. To find out what goes on there, GO TO WWW.RDR.LINK/AAG016 PMM DECEMBER 2021 27

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BUSINESS

& TRAINING

Interview with Tina Drayson: Part Two PMM ’s Kieran Nee visited CCM’s Ewhurst workshop to speak to Operations Director Tina Drayson. In this second instalment, Tina discusses the importance of worker welfare and her business mentality.

T

ina and I ended our discussion in the last issue of PMM discussing the importance of placing the right value on the service you provide customers. For Tina, this goes beyond how garages interact with the public. She believes the problem extends to the trade itself, and feels that “trade rates” are often simply a way for less well trained workshops to profit off of your expertise, as she tells me below.

How important is it to stay on top of training in this industry?

It’s extremely important, if I’m honest.

Vehicles are constantly changing. For instance, if you don’t understand an element of diagnostics now, you won’t progress very far. Furthermore, it’s important you train staff even beyond the workshop. We put all of our front of house staff through training courses and I myself regularly train. I’ve just completed my Green Belt Six Sigma, in fact.

Can you explain a little bit your attitude towards “trade rates”?

Could you explain what that is?

Other garages can get very upset when they come to us with a problem that they can’t resolve. We cover a huge range of problems on vehicles, which we have achieved through major investment in skills, training, personnel and equipment. As I mentioned before, we value the work we do so why would we charge less than we charge a retail customer – after all, we’re not overcharging the ordinary customers. At the end of the day, the other garage would still be charging their customer the full amount, thus profiting on work they haven’t even done themselves.

It is a methodology about how to take waste out of your business. It’s about processes, and how to streamline them to improve the way people do things. Every company is a group of individuals with different mindsets and different ways of doing things, it’s important to understand the way people work.

These are ideas that can be used in any business. Take, for example, a technician performing a task. Watch that technician and count how much time they spend walking away from that task to collect parts, or instructions or even water. Then think, what

28 DECEMBER 2021 PMM

processes can we put in place to reduce that wasted time and get the most out of his time.

It’s not about imposing something from above – a one-size-fits-all approach. It’s about observing the reality on the ground first and eliminating inefficiencies. It’s something that all garages could use to improve their business. Furthermore, this isn’t about squeezing the workers to get the most out of them. Having all the parts you need for a particular job in the right place benefits the technician themselves as well as reducing the time taken to perform the task.

How do you know what works and what doesn’t?

I am a firm believer in data analysis. Every month I look over the statistics concerning the workshop to see what is going on and to

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deduce any trends and whether anything needs to be altered. For instance, I was comparing how many trade MOTs we do to how many retail MOTs. With retail MOTs we win any onwards business, whereas with trade MOTs we don’t, because the other garage does the work. Earlier this year, we lost a big trade account. This trader accounted for a huge amount of trade MOTs – around 90 MOTs a month.

It turned out to be a typical example of the 80-20 rule – using 80% of your time on 20% of your turnover. So I actually did an analysis of it and realised that was 90 times you had to pick the phone up, make a booking, 90 times the tester had to log in to the system, draw up an invoice and send an invoice. 9 times out of 10 we had to chase payment.

But, those 90 jobs only provided around £3,500. That time spent on those MOTs was easily refilled by more profitable work. Not all work is equal. Sometimes, if you are busy you are missing out on better jobs.

“Not all work is equal.

Sometimes, if you are busy you are missing out on better jobs.”

Tina Drayson, CCM A similar thing happened during furlough, when certain garages got used to working with only half their staff in at any one time, that when potential jobs started coming back in through the door, they were choosing to postpone the work to suit the furlough rather than ending furlough to do the work.

How important is it that your workers themselves are happy?

Workplace culture is so important. We’ve worked on it a lot. I feel very strongly about it, personally. We don’t do Saturdays, everybody deserves the weekend off to spend it with family. That’s been a big selling point

when recruiting new technicians too. We give our technicians the opportunity to learn and grow. We’re very open with the team, tell them how the business is doing – whether good or bad. We also encourage them to tell us what they’re not happy with and give us updates on what they’re thinking – sometimes more tactfully than others.

We’re also very understanding about taking time off for family events and other things that are important – with no need to book it off as holiday. It also works the other way around then. When we’re really busy, we can ask them to work a bit later from time to time and there’s never a problem. They have the choice then whether they get paid overtime or get extra holiday days in lieu.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAG017

030_PMM_DEC21_Layout 1 01/11/2021 16:31 Page 1

PIT STOP

In need of a refuel?

QUIZ 1.

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: 6 three-letter words, 5 four-letter words, 2 five-letter words, 1 six-letter word, 1 seven-letter word and 1 eight-letter word.

Good Luck!

2.

3.

6.

Where are the Potteries?

7.

Where is the “Home of Golf”?

How many rings are in the Audi logo?

8.

Oyster, chestnut and button are varieties of which vegetable?

Which luxury car brand did BMW acquire in 1998?

9.

What percentage of the world’s population lives in the northern hemisphere?

10.

Which is furthest west - Bristol, Liverpool Or Cheltenham?

Which Queen song opens with ‘I’ve paid my dues, time after time’?

4.

Who plays John Wick?

5.

Which F1 team did HSBC sponsor in the late 90s?

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O T

C

E O

N M

WIN! TO BE IN WITH A CHANCE OF GETTING YOUR HANDS ON A MOTUL PAIR OF GLOVES AND BODYWARMER, VISIT THE PIT STOP PAGE AT WWW.RDR.LINK/AAG018

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

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COMPETITION

ANALYSE THIS! Battery management expert Rotronics is giving one lucky reader the chance to win a free MDX Start-Stop Battery & Electrical System Analyser, worth £1,140.

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he Rotronics team always recommends that independent workshops offer a simple battery test and charge service for every vehicle that enters their premises. You can then identify all opportunities to support your customers and their vehicles with just a few simple steps.

Offering this service helps you show your customer how to prevent an issue before they are standing at the side of the road in the snow or rain. It also presents you with additional revenue streams by giving you the chance to identify a faulty battery and charge it or replace it.

The Rotronics Battery Management Programme keeps a full record of use and allows workshop owners to monitor and track opportunities and upselling potential as part of everyday service and inspection activities carried out by their technicians.

The programme’s benefits include: ■ Profit opportunities, through identification of battery, starter or alternator defects ■ Reduction in warranty claims ■ Personalised workshop printout of test

■ ■ ■ ■ ■ ■ ■

■

results, aiding sales activities Increased customer satisfaction Increase testing and charging capability within workshops Simple diagnostic equipment for service and maintenance schedules Minimise battery failures and increase the serviceable life of batteries Minimise replacements and inservice failure Give employees latest generation testing and charging capabilities Cost avoidance, improved service efficiencies and reduced battery replacement costs Auditable test result data

WIN!

The prize Improve your battery management with the MDX655P Start-Stop Battery & Electrical system Analyser. This tool offers the latest in battery and electrical system testing and supports both AGM & EFB start-stop automotive applications. This top-of-therange technology will have a central place in any good workshop battery management programme.

How do you enter?

To be in with a chance of winning, all you have to do is WWW.RDR.LINK /AAG019 and

answer the following question (there may be more than one correct answer):

ABOUT ROTRONICS Rotronics is the UK’s CTEK and Midtronics battery management technology partner. The company offers simple, effective battery and electrical system testing solutions.

What will the Battery Test and Charge service do?

A) Prevent issues before a battery fails B) Give workshops additional

The team has developed the industry-first ROBIS, the Rotronics Online Battery Information System, which they describe as having another technician in the team. ROBIS provides data on each battery’s performance, giving workshops records of how batteries are performing, and how to get the most out of them.

revenue streams C) Identify a faulty battery, so you can charge it or replace it.

Deadline for entries is 10/01/2022

PMM DECEMBER 2021 31

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SPECIAL REPORT

GARAGE PROFILE Down the ages While staff shortages climb to the top of the agenda for workshops across the UK, one Oxfordshire garage prides itself on its exemplary record both in retaining existing staff and attracting young talent. We introduce Faringdon Garage, the multi-generational garage making things work.

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taff retention isn’t an issue for Faringdon Garage. Their master service technician has been with them 42 years and his recently retired predecessor clocked up half a century.

To complement this wealth of knowledge and experience, Faringdon’s leadership are firmly focused on bringing the next generation of technicians into the fold.

Like so many of its peers in the aftermarket sector, Faringdon Garage has been a permanent community fixture for decades. Part of the wider Fish Brothers group, the historic site sits prominently on the main shopping street of the Oxfordshire market town from which it takes its name. Its customer base is undoubtedly familiar with the team tending to their car. That’s primarily because, until the autumn of last year, Faringdon Garage’s service and maintenance division still retained its very first three

32 DECEMBER 2021 PMM

employees – a trio boasting more than 130 years of knowledge and experience.

“The garage’s first service technician, employee number one, left us last year after 50 years of service,” explains Aftersales Manager, Steve Neale. “He was man and boy here at Faringdon – he worked no other job in his life. Sadly, the pandemic disrupted his last working day and we weren’t able to give him a full send-off.”

The shop floor is now overseen by master technician and the second-ever payrolled employee, Stephen ‘Barney’ Bint. His 42

years with the business are closely followed by service technician, Graham French, who will celebrate four decades with the company in the coming months. This year also marks 20 years at Faringdon for service advisor, Laura Carter, and 20 years with Fish Brothers for Emma Payne in parts.

“Barney and Graham are two of the most experienced technicians I’ve ever worked with,” claims Steve. “Both are immensely knowledgeable in their field and keen to grow and expand their understanding further.

Whenever Barney sees a new training session appear on the system, he’s straight on to me to get him booked on.

“We’re excited to embrace the changing automotive landscape. Sometimes there can be reluctance in the industry to adapt to and accept the future, but we have none of that here. It doesn’t matter how old you are or how much experience you have in the job, there’s always something new to learn.

“For us as a business, our team’s longstanding service gives us continuity. It’s great to know that, whatever the situation, we can trust everyone to do the job to the very best of their ability. I think that the confidence we have in them rubs off on our clients, too.

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We find that our customer demographic values having a direct relationship with the technicians, putting a face to a name, and having a chat with the person they’re entrusting their vehicle’s maintenance to.

“You’ll often see our customers stop by for a catch up with the team or to ask a question about their car. Keeping our drivers happy is critical, especially when word of mouth is still one of our most effective new business tools.”

It’s the enthusiasm of Faringdon Garage’s employees to learn that has helped the centre to quickly become EV compliant, despite not yet being able to make the most of their newfound skills.

“So far this year, we’ve only seen two electric vehicles,” Steve chuckles. “But we’re really hot on our training and it’s great that we’re accredited and ready to meet the demand.”

Investing in the future While Faringdon Garage’s longstanding workforce is a credit to the company, Steve and the Group’s management are just as proud to introduce the next generation of automotive technicians into the business. The last few months have seen 23-year-old Adam Day complete his initial three-year apprenticeship at the garage, with 17-year-old Harry Cook following in his footsteps as the company’s newest apprentice.

“It was the Fast & Furious movies that got me interested in cars,” Adam explains. “I didn’t have the money to pay others to maintain a car and I was keen to find a vocation that I could turn into a career.

“The support I’ve received from the team has been fantastic over the past few years.

They’ve given me opportunities that I wouldn’t otherwise have had. Everyone has been behind me all the way.

“Barney is a great leader in the workshop, very patient, approachable, and understanding of the fact that there’s no such thing as a silly question. At the end of the day, we were all in their position once and I think we reflect that in our apprenticeship scheme.”

Steve Neale, Aftersales Manager “I’d definitely recommend an automotive technician apprenticeship to others interested in joining the industry. If you’re determined to stick with it, get stuck in and ask plenty of questions, you’ll enjoy it.”

Adam’s three-year Peugeot apprenticeship was overseen in house by the Faringdon Garage team, with additional training provided externally by Peugeot.

“The practical sharing of knowledge is one of the best ways to educate the next generation,” Steve says. “It’s been great to hear Adam, and now Harry, ask questions of the team and absorb the information that was shared with our experienced technicians by their peers. Barney is a great leader in the workshop, very patient, approachable, and understanding of the fact that there’s no such thing as a silly question. At the end of the day, we were all in their position once, and I think we reflect that in our apprenticeship scheme.

“On a personal level, we all benefit from their zest for life and enthusiasm for the industry. An apprenticeship is as much about grounding them in the adult world as it is about providing them with the skills necessary

for the job. It’s rewarding to see them develop in character as their confidence grows. We’re firm when we need to be, but we have a lot of fun, too. You’ve got to be happy at work.”

An ever-changing landscape Steve is all too aware that a skilled team is only part of the picture when it comes to running a successful aftersales centre. Keen to broaden its reach amongst drivers of all makes and models, the garage has joined the Eurorepar Car Service network – an initiative run by Stellantis Group to provide big-brand backing, technical support and quality parts supply to the independent and authorised repair sectors.

“Because of our history in Faringdon, we have a very loyal community of customers,” says Steve. “People still talk about the original Mr Fish and have personal stories. It means that people do come from all over to visit us and we are something of a destination garage.

“It can be a bit up and down throughout the week. Faringdon is a small town, it’s not Swindon or Oxford and therefore we do have to work a lot harder to win and retain the work. We can’t just expect new customers to show up. The pandemic has had an impact on the way we work. It caused us to close temporarily in April of last year.

“We pride ourselves on operating more like a family and I feel that’s reflected in our high CSI scores, which we’re very proud of. It’s impossible for us to stand still. We’re always looking at the future be it in our team or more widely as a garage, too.”

WANT TO KNOW MORE? FOR MORE INFORMATION ON FARINGDON GARAGE WWW.RDR.LINK /AAG020

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SPECIAL REPORT

LIGHT THE WAY What bulbs to install in customers’ cars this winter?

Hella shines a light on its range of bulbs that can service every type of vehicle.

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t is very easy to think of vehicle lighting as merely headlights and rear lights, but although they are of paramount importance to both driver and public safety, lighting is a far broader and varied topic.

Hella considers itself at the forefront of this segment of the automotive sphere, and it cites its many long term relationships with vehicle manufacturers around the world and the concepts it has brought to market through these collaborations as proof of this.

These include LED, Matrix LED and HD Matrix LED with laser high beam, as well as the introduction of organic light-emitting diode (OLED) technology into rear combination lamps, for example.

As bulbs are becoming more difficult for drivers to change themselves, largely because engine bays are now more compact, they are turning to workshops to assist them in this once simple task.

This development provides proactive workshops with the opportunity to upsell lighting products by combining their expert knowledge with the driver’s preferences and driving style, to recommend the most appropriate replacement.

Keeping up appearances Performance bulbs are aimed at drivers that are enthusiastic about their vehicle, its appearance and maintenance. These bulbs are available as Performance +60% or +120%, providing more brightness where needed.

Technicians should also emphasise the fact that with these bulbs, drivers will be able to react faster, as the Performance range provides 25 or 50 metres more visibility, depending on the variant. So, one of the main selling points for workshops to communicate to drivers is the improved safety they provide for a wide range of vehicles, with references H1, H4 and H7.

Safety first Hella’s Standard bulb is a popular classic and is primarily aimed at the driver that values safety, affordability and trustworthiness.

Therefore, workshops should focus on these when working on family cars, for instance, as they provide good value for money and are tested for premium quality and reliability.

These halogen bulbs are available for nearly all types, including H1, H4, H7, H11, H15, as well as the up-and-coming H18 and H19 versions.

Professionalism For the professional driver, workshops should generally suggest Hella’s Long Life range, as it has an extended lifespan, while continuing to provide effective and lasting performance.

These bulbs last up to three times longer than is required by ECE regulations, which reduces the need for maintenance, leading to less downtime and more overall profit for the business owner. These bulbs are available in H1, H4, H7 and H11.

Styling it out Finally, White Light is Hella’s xenon offering, which is designed for the more stylish driver, as it provides the perfect combination of style and comfort. With up to 30% more light when compared to a standard halogen lamp, it delivers greater safety due to its higher light contrast, and lasts up to 300 hours. The White Light range is available in H1, H4 and H7.

LED replacements Be wary. Although it has been proven that it is beneficial for motorists to have upgrade bulbs fitted, any replacement must comply to ECE R37 regulation. Only bulbs with an ‘E’ mark – which stipulates that they comply to the global standard, followed by a number that identifies the country where the authorisation was granted – are legal.

The problem with using LED replacements for traditional halogen bulb applications is that, unlike the Hella halogen upgrade examples mentioned, LED bulbs do not currently qualify for R37 approval and therefore carry no ‘E’ mark, making them illegal for road use.

When it comes to actual LED headlights, as it presently stands, the only viable option should they need to be replaced is to change the entire unit rather than an individual light source.

WANT TO KNOW MORE? FOR MORE INFORMATION ON HELLA’S OFFERING WWW.RDR.LINK /AAG021

PMM DECEMBER 2021 35

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SPECIAL REPORT

BOOK SMART After having to cancel their book launch due to the fuel crisis, Hayley Pells and Tom Denton sit down to chat with PMM ’s Kieran Nee about learning and the automotive industry and what their aims for this textbook were.

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t a whopping 578 pages, you can get a fair idea of the scope of the second edition of Automotive Technician Training: Theory just by looking at it. Indeed, authors Tom Denton and Hayley Pells freely admit the level of ambition behind the book, telling me the textbook is designed to accompany the young learner from the beginning of their automotive journey, through to their last days of college, finishing up with a Level 3 course in automotive repair.

Whilst Tom is a seasoned professional when it comes to textbook writing, having served automotive apprentices well since 1993, this is the first time Hayley has made the jump from articles into book-length content. “I am proud of what we’ve achieved,” she tells me, “it is a great feeling to have your name out there on a published book – especially one that will help the next generation.”

Learning focus Indeed, both Hayley and Tom will be familiar names to anyone reading, not least because both have contributed extensively to the pages of PMM, including Tom’s recent series of articles on learning within the automotive industry. Newcomers to the industry will now be familiar with the pair as well, even if they don’t quite know it themselves at first.

Unable to put petrol in our cars and deprived of an in-person launch to the industry, we turn to the firmly 21st Century solution of the video call, which promptly lets us down.

It seems the apex of computer technology, of which both Tom and Hayley seem to be connoisseurs (leaving me, my pencil and notepad and my handheld recorder firmly behind), and two years’ worth of practice can still throw up obstacles at the last moment.

36 DECEMBER 2021 PMM

“The really unique thing about this textbook is its capacity to deliver a blended learning experience” Hayley Pells Tom’s voice comes through as though from the bottom of a well. We switch to a more universally accepted platform and, to much delight, Tom can once again be heard perfectly.

Hayley fills me in on the commercial reception to the book so far: “The presales have performed really well. Tom is particularly popular in Australia, which means he has to wake up really early in the morning to deal with. It’s also doing really well in India, which was surprising. It’s nice to be international authors isn’t it, Tom?” she adds with a smile, to which Tom wryly replies: “Don’t worry

Hayley, the novelty soon wears off!”

Jokes aside, Tom and Hayley’s motivation behind the book clearly has more to do with the classroom than any prospects of a movie deal, and their joint concern regarding the best way to convey the right information to the next generation of automotive technicians is inspiring.

“The really unique thing about this textbook is its capacity to deliver a blended learning experience,” Hayley explains. “There is an accepted situation within the industry that there are a lot of undiagnosed problems, mostly based around learning and reading. To hand someone a great big book with all the information in can be incredibly daunting. So that’s why Tom emphasises a blended learning approach to be delivered through a Further Education facility, incorporating wraparound support to ensure that the message is understood.”

Blended approach Ever since Tom began authoring textbooks in the early 90s, when still a teacher, he has been focussed on pushing the boundaries of learning beyond the confines of the textbook, even incorporating the internet in its early days. “Alongside studying lots of technology, something I’ve always tried to do is studying education itself. I find it’s important to take an approach that’s part way between the two strands – technical information and methods of learning. We need to provide information to people in a way that can be consumed easily.

“I’ve seen many changes within education, including people saying textbooks are dead and that everything has to be done online,” Tom continues. “Then all of a sudden, people realise that doesn’t work, for various reasons.

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As I’ve been saying in PMM recently, a blended learning approach is the best way. Keep education and learning at the forefront, rather than an ideology on how to teach.”

Learning, it seems, is coming full circle. As the UK wakes up to the fact that it is lacking in technical skills, schools are beginning to reintroduce hands on subjects that haven’t been seen at young ages since the 60s. Within the one conversation, Hayley tells us about a college she visited recently that had a workshop with 20 lathes inside, and also about how she recently gave an online lecture from her own home to 250 different schools. On the face of it these two things seem at odds with each other, with one looking backwards to the methods of the past and one towards the future and the often unerring belief that nothing else matters quite so much as digital technology. Of course, the coming together of these two things at the same time speaks volumes about the efficacy of Tom’s blended learning approach.

“Within the one conversation, Hayley tells us about a college she visited recently that had a workshop with 20 lathes inside, and also about how she recently gave an online lecture from her own home to 250 different schools.”

Lesson plan “The most effective lesson plan in the world is the most basic one,” Tom explains. “Tell the students the same thing over and over, but each time use a different method of teaching. Explain it to them, have them read it from the textbook, use the internet and videos, prepare practical demonstrations, discuss it. Not only do you reinforce the message, but you cover all the different styles that people learn in.”

“Throughout this learning journey,” Hayley chimes in, “which ideally incorporates a number of methods, I think it is incredibly reassuring to have a textbook like this. One of the fantastic things about the automotive aftermarket is you can carry your learning up to the point that suits you and you can go at your own chosen speed.

There aren’t many textbooks within education that can support you from the start to finish, taking you through 3 or 4 years of learning.

That sounds like excellent value to me, if I may say so myself!”

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAG022

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HYBRID

& ELECTRIC VEHICLES

All the

PARTS in place Comline urges technicians to be wary of misconception of ‘identical’ ICE and EV steering & suspension components.

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lternatively-fuelled cars are continuing to make headlines, with the Society of Motor Manufacturers and Traders’ September 2021 figures showing increases of 104.9% and 87.9% (year-to-date change) for new plug-in hybrid electric and battery electric vehicles respectively. What’s more, in June this year, the Tesla Model 3 was the best-selling new car.

As these types of vehicles continue to make their mark, Comline Auto Parts’ Group Senior Business Line/Product Manager, Peter Wallace, tells PMM that technicians need to be cautious when fitting steering and suspension components – as the task may not be as straightforward as they think.

Following comprehensive research, while developing Comline’s growing steering and suspension catalogue, Peter has noticed scenarios where parts for an EV are different to their internal combustion engine cousins; for example, on an electric Peugeot 208 and Vauxhall Corsa-F, the original anti-roll bar link is lighter than the one fitted to models with an ICE.

Peter explained: “My gut instinct is that these parts have been made lighter to compensate for the additional battery weight.

The issue, though, is that these components will look identical to the original specification but will feature subtle rotational or dimensional differences. Therefore, if fitted, those components will cause some issues when the vehicle is being driven, such as veering left-to-right (yaw ratio) and vice-versa.

“What’s more, sticking with the same vehicle layout, the orientation of the bush in the lower wishbone arms is different on the

“The Tesla Model 3, Audi e-tron and Volkswagen ID.3 are all examples where every part is new, so VMs are spending significant amounts of time and resources in developing new parts.”

Peter Wallace, Comline Auto Parts

electric version, which will allow for similar comfort as the ICE version when going over bumps – again, due to weight. The same applies to the ball joint, which has a different articulation angle and mounting face to pinch bolt height. These are things that technicians need to be aware of.”

New approach Peter believes this trend is a result of electric vehicle manufacturers changing their approach when developing parts for their vehicles. He commented: “When the Nissan Leaf (2010-2017) was launched, it was equipped with components from models within Nissan’s existing range, such as arms, links, ball joints and track rod ends off a Nissan Juke (2010-onwards); however, because of scenarios like the one identified above, VMs are having to change tact.

“The Tesla Model 3, Audi e-tron and Volkswagen ID.3 are all examples where every part is new, so VMs are spending significant amounts of time and resources in developing new parts.

“As a result, technicians need to be careful and may need to adapt their fitting techniques because it’s not just ‘another vehicle’; it’s a heavier vehicle and boasts different characteristics, wear and tear.”

WANT TO KNOW MORE? COMLINE IS SET TO LAUNCH 50 PARTS THAT WILL ONLY FIT EV VEHICLES, WHICH WILL BE AVAILABLE OVER THE COURSE OF THE NEXT SIX MONTHS. TO LEARN MORE, WWW.RDR.LINK /AAG023

PMM DECEMBER 2021 39

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HYBRID

& ELECTRIC VEHICLES

RUBBER SOUL Technicians need to be aware that electric vehicles require the right tryes. TyreSafe outlines some important things to consider.

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wners of electric vehicles may be in for a shock if they don’t pay close attention to the tyres they choose when the originals need replacing. Increasingly, the tyres fitted are specifically designed for use on EVs and can be significantly different to the ‘normal’ tyres motorists are familiar with. TyreSafe is warning EV technicians that fitting the wrong type of tyre for customers could result in loss of range, extra noise, accelerated wear and the risk of failing while being driven, which could result in a serious incident.

One key reason why tyres for electric vehicles are typically different to those of a petrol or diesel car is weight. At present, battery packs are extremely heavy, even more so than traditional engines, making EVs overall heavier than a petrol or diesel engine model.

That weight is ultimately carried by the tyres. Without adaptation to compensate for this weight, the tyres would be susceptible to premature wearing, much more quickly than an owner is used to, making replacement far more frequent. As a result, EV tyres are constructed to carry the higher loadings, are reinforced and may carry the HL loading markings.

Tyres work at their best when their tread (the part in contact with the road) is at its optimal shape, which is determined by the right amount of air pressure being used at the weight being carried. When a tyre is carrying too much weight, or has insufficient air pressure, the sidewall will bulge (creating a pillow-shaped tyre footprint), placing additional stress on the ‘shoulder’ of the tread. That means it will wear more quickly.

In addition the tyre’s rolling resistance will be affected, leading to higher energy consumption.

Reinforced To stop that happening, some tyres for EVs feature a ‘reinforced sidewall’ and may operate at higher pressures than for non-EVs. The sidewall of a tyre is what we see when we approach a vehicle from the side, easily identified as it has all the markings of the manufacturer, type, size, date of manufacture and so on clearly visible. By adding strength – or ‘reinforcing’ – that sidewall the tyre will more readily keep its shape and stiffness if it is kept at the correct pressure.

That means technicians need to be aware of the importance of correctly selecting a tyre and need to pay close attention markings on their tyres beyond simply their size. The first is load index, which is displayed as either two or three-digits, for example, 95 or 108. The higher the number, the more weight it can carry.

40 DECEMBER 2021 PMM

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Equally, speed rating is of importance.

Displayed as a letter, such as ‘Y’, this determines the maximum speed at which the tyre will perform when supporting permitted loads. Load index and speed rating are shown next to each other, in close proximity to the tyre’s size marking. You can expect to identify them as, for example, 225/45 R18 95Y. In addition to load index and speed rating, tyres for EVs may well have a reinforced sidewall. At present, an ‘XL’ marking means a tyre can carry extra load which is typically, but not always, at a higher pressure than standard. An ‘HL’ marked tyre means the tyre is capable of carrying even higher loads at similar pressures to an ‘XL’ tyre.

Range When a tyre moves along the road, it is constantly deforming and it is the energy lost in this process (known as hysteresis) that is the primary cause of ‘rolling resistance’, which will naturally try to slow the vehicle.

With every Watt of energy vital for range on an EV, it’s essential to minimise this effect as much as possible. That’s particularly true when the vehicle is ‘cruising’, in other words when you want to maintain a steady speed.

Under these circumstances, high rolling resistance means the vehicle will slow quickly, low rolling resistance means it will keep moving for a longer time.

So a tyre for an EV wants to have the least rolling resistance as possible. In this way vehicle battery range is not impacted negatively. Fitting a non-equivalent tyre with high rolling resistance will probably mean more breaks for recharging during a journey and recharging an EV is not a quick activity.

However, as always, a balance needs to be struck as grip is essential for safety when it comes to braking. Nobody wants to hit the brake pedal and wait for an excessive period of time for the vehicle to stop, we all want that to be the minimum possible. Minimising rolling resistance while providing high levels of grip seems like a contradictory requirement but this is one of the key performance characteristics of tyres designed

“Fitting a non-equivalent tyre with high rolling resistance will probably mean more breaks for recharging during a journey and recharging an EV is not a quick activity.”

for EVs that is not the same as for petrol or diesel cars, as rolling resistance will be an important feature of a tyre that will influence the range capability of an EV.

Torque An electric motor produces its maximum torque from standing and its maximum power is always available. Getting maximum acceleration from an EV is achieved simply by keeping your foot hard down on the throttle. This is why they accelerate so well no matter what speed the vehicle is travelling at and without the need for any gear changes that makes EVs surprisingly smooth and fast to drive.

However, all that power at any speed in a heavy vehicle means if the driver regularly accelerates hard, the tyres are put under tremendous strain, fighting to grip the road and not spin. This strain and stress, as well as the instant access to power is another reason why EV tyres are different to those for petrol or diesel cars. In order to endow tyres on an EV with the properties to allow them to last pretty much as long as those combustionpowered vehicles, its compound and pattern design needs to be robust enough to deal with the extra stresses.

Vehicle geometry is another key issue to monitor and maintain, as hard impacts from ‘pot-holes’ can negatively impact vehicle geometry, so pushing the wheel camber or toe settings out of tolerance. Therefore, regular servicing of the vehicle geometry is necessary so ensuring good wear throughout the life of the tyre, as EV tyres can have a reduced original tread depth for rolling resistance enhancement in comparison to petrol and diesel vehicle tyres.

Risks There is concern owners may not understand the reason why tyres for their vehicles have been specifically designed. Without that knowledge, it might be all too easy to look at the size, load and speed rating and buy a replacement tyre on those criteria alone. They may well find a tyre which is technically acceptable at a lower cost, but in the long term they will be losing out in the experience and added cost of replacement.

Technicians need to be in a position to explain to customers that tyres fitted to EVs which have not been specifically designed for the purpose are likely to wear quickly and detrimentally affect the experience these cars can offer.

A longer-term consideration is how tyres will adapt to the arrival in the marketplace of vehicles conceived and designed from the very beginning as EVs rather than being adaptations of their petrol or diesel sisters and brothers. In other words, vehicles designed from the start to be EVs. At present, the size of an EV wheel and tyre size is determined by the size of the brake package and how large the petrol or diesel vehicle equivalent’s wheel arch is. In future, we can expect designers to prioritise what an electric vehicle needs from the space allowed for its wheels and tyres. When that shift in a vehicle’s design happens, we should expect a wheel and tyre combination which is larger than the ones we commonly see today.

It is also very likely to be narrower.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAG024

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HYBRID

& ELECTRIC VEHICLES

Children of the

REVOLUTION Steve Nash, CEO of the Institute of the Motor Industry talks to PMM about the EV skills gap and the initiatives the body is leading to help the independent sector get EV-ready.

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his year has been pivotal for the electric vehicle revolution. Even before the fuel crisis in September – which saw searches for new and used electric vehicles leap by 28% and 61% respectively – the government was clearly focussed on its Road to Zero strategy, which aims to have at least half of new cars ultra-low emission by 2030, with big commitments made to building the charging infrastructure.

However, the latest data from the IMI highlights the skills gap that could severely undermine the government’s ambitions.

According to our calculations, 90,000 automotive technicians will be required to provide sufficient workforce to service the volume of zero emissions vehicles predicted to be on UK roads by 2030.

The pace of EV adoption is accelerating, even while the issues around infrastructure remain a barrier. However, once the charging network is fit for purpose and electric vehicles have become more financially accessible, the race will really be on to ensure we have a workforce adequately qualified to provide the

42 DECEMBER 2021 PMM

essential servicing, maintenance and repair to keep these vehicles safe on the roads.

Why is this important? Well it’s pretty simple. Those who aren’t properly trained or equipped to work on electrified vehicles risk serious injury or potentially fatal shock. And that risk starts from the very basic point of opening the bonnet and knowing what can be unplugged safely right the way through to facilitating repairs on the drivetrain.

“TechSafe also gives technicians an easy way to certify their EV competence, centred on EV qualifications, IMI accreditation, accredited training, professional behaviours and a commitment to CPD over an agreed number of years.”

Avoiding penalties Of course safety must be the first priority.

But for an employer they also need to realise that anyone working on high voltages must be competent as per the Electricity at Work Regulations 1989 which are enforced by the Health and Safety Executive (HSE). So the financial penalties could be significant too.

There’s no question that the automotive sector is working hard to retrain and upskill.

But it’s a huge mountain to climb and our calculations suggest that there will be shortfall of 35,700 technicians by 2030, with 2026 marking the point at which the skills gap will materialise.

The IMI is lobbying hard for government to support the upskilling needed with extra funding for training. But whether that comes or not, independents need to start thinking about how they can get their workforce EVready. The IMI has spent a number of years, working in close consultation with every part of the sector, to create the IMI TechSafe standards, which provide the training frameworks to ensure that technicians can work safely on electrical systems in every

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permutation of hybrid and electric vehicles.

Those achieving TechSafe accreditation – with a Hybrid and EV Level 2 qualification – will have the skills to ensure that they can work on these complex automotive technologies safely.

TechSafe also gives technicians an easy way to certify their EV competence, centred on EV qualifications, IMI accreditation, accredited training, professional behaviours and a commitment to CPD over an agreed number of years. And this means that electrified vehicle users can access the IMI Professional Register to check the electric vehicle technical competencies of technicians at their local garage. For us, it is the most progressive step towards giving motorists confidence in technician competence.

But we don’t under-estimate the challenge the need to upskill for EV presents for the independent sector in particular. The welldocumented recruitment issues are likely to remain for some time to come and this puts employers between a rock and a hard place,

often having to make choices between training and upskilling and handling the incoming work.

However, we believe that the growing portfolio of e-learning tools we have created, including our partnership with the Vocanto e-learning platform, can help overcome these barriers.

Vocanto is already well established as a marketleading e-learning tool in a number of sectors. Integrating the IMI training content into this platform therefore made huge sense.

I firmly believe that there is an immense opportunity for the independents that see a value in investing in the skills now for the next stage of the automotive evolution, with IMI TechSafe providing the standards for the sector to work to. The garages that can put themselves ahead of the game now will actually have market advantage, both in the immediate future, and for the long-term.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAG025

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HYBRID

& ELECTRIC VEHICLES

Service CHARGE Denso outlines five key considerations for successful EV servicing.

C

oncerns about climate change, advances in battery technology and Europe’s success developing more affordable long-range EVs are all contributing to a rise in demand that could lead to an increase in electric vehicles reaching the aftermarket for servicing and repair. While great news for the aftermarket, electric and hybrid vehicles do require additional skills and precautions to normally-aspirated engines. The following considerations should help you prepare.

��� Understanding maintenance routines Understanding the different maintenance routines required by all electric and plug-in hybrid electric vehicles is essential for repairers to give the right information to customers, particularly considering that EVs typically require less maintenance than their diesel and petrol counterparts.

While all vehicles have slightly different maintenance routines as recommended by the manufacturer, electrical systems should require minimal scheduled maintenance. EVs have fewer serviceable parts; for instance, there is no need to change the oil, transmission fluid, spark plugs, filters or drive belts. While naturally-aspirated engines and EVs do share braking systems, these are regenerative in electric vehicles, and therefore typically last longer than those on conventional vehicles.

��� Understanding different electrical systems Just as no two petrol or diesel cars are the same, electric vehicles also have their different nuances which will affect the way in which they are serviced and repaired.

Take plug-in electric vehicles as an example. Early models typically used a slow recharge system. However, more recent models instead adopt fast or rapid recharge systems, which means there are several

variations of charging cable that you need to power different vehicles. The type of battery also varies according to the make and model of EV you are working on. Understanding the different models in the car parc, their unique designs and accessories, will help technicians to service these vehicles efficiently and successfully.

��� Identifying common faults As with petrol and diesel vehicles, there are some aspects of electric vehicle design that are likely to experience faults more than others – often due to the way a part operates within the vehicle system. For example, it is not uncommon for the high voltage battery within an electric vehicle to experience degradation under normal wear and tear. Knowing where and how to check the high voltage battery will be critical for successful diagnosis.

Another part likely to require maintenance is an EV’s cooling system. This plays a key role in electric vehicles, countering the effects caused by parts of the high voltage circuit generating lots of heat. Just like a radiator system on a conventional car, the cooling system will need to be checked regularly and sometimes drained, in order to maintain high performance.

Again, hybrid vehicles are slightly different because of their combustion engine, which will present the same common faults as petrol and diesel vehicles. Filters, lubricants and ancillary parts will all require frequent replacement. A further consideration for the workshop is to ensure the high voltage

system on a hybrid vehicle is discharged when working on the engine; not just for safety reasons, but also to prevent the engine from starting itself in the middle of maintenance, which could create serious damage to mechanical parts.

��� Ensure safety at all times Electric vehicles present significantly more safety risks to technicians than petrol and diesel vehicles. For example, voltages present in electric and hybrid vehicles are a lot higher than those in naturally-aspirated vehicles.

Furthermore, EV batteries often contain chemicals that can be harmful if released and because they store significant amounts of energy, they are prone to explosion if not handled correctly.

For independent workshops, it is not only essential that technicians have the level of training required to competently work on electric vehicles, but that they also know how to make electrical systems safe when in the workshop. Most electric vehicles remain a potential hazard even when they are switched off. This is because a static electric vehicle system will retain charge in various capacitators and therefore must be switched off and powered down in the right sequence, allowing plenty of time between shut down and physical contact.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAG026

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BATTERIES

& IGNITION

Make the

RIGHT decision

A

lthough it’s tempting to take the easy route and just give the customer what they’ve asked for, gently, but directly, pointing out the pitfalls in their thinking, will pay dividends for both the workshop/customer relationship and the profitability of the business, as well as for the long-term reliability of their vehicle.

Many workshops will have been in the position where they have informed a customer that their vehicle’s battery has come to the end of its life and needs replacing and the owner’s immediate response is to say: “I now only use the car for short journeys to the shops just once a day, so I only need the smallest and cheapest battery you have.”

Now, most workshops will know that this customer request is actually the worst option, so it’s important for the workshop manager to be able to explain logically and coherently what is in fact the best course action for the long-term reliability of the vehicle.

First, the manager needs to explain that starting the engine takes a lot of energy out of the battery and that driving the car continuously for less than 20 minutes will not recharge the battery enough to replace the energy used to make that initial start.

So, when it comes to the next start, the battery is less healthy than the day before, which continues in a downward spiral known as battery ‘walkdown’, until it reaches the point when there is simply not enough power left in the battery to start the engine.

It is important to state, that whatever the age of the battery, this issue will not qualify as a warranty claim, as the battery simply needs to be recharged, rather than it being fundamentally faulty. The problem is, however, amplified should the same situation

Sometimes technicians need to educate customers on how best to treat their cars and maintain their batteries. Ecobat explains. reoccur on several occasions, because the normal lifespan of a conventional starter battery will be significantly reduced if it is subjected to repeated deep discharge. In this situation, even recharging the battery will prove impossible and it will need to be replaced again, which will naturally incur additional cost, exactly what the customer was trying to avoid!

Apart from using the car for longer journeys to sufficiently recharge the battery, a solution that is generally not practical, otherwise the issue in this example wouldn’t have become a problem in the first place, there are two ways to resolve the matter. The first is regular charging, the second to upgrade the battery with a design that is able to withstand multiple deep discharge cycles, both of which are solutions that can be provided by workshops with the assistance of Ecobat Battery.

For those owners that can park on their own drive and have a little practical handson aptitude, charging the battery on a regular basis using a modern ‘smart’ charger, such as an Ecobat EBC1UK, will keep the battery in peak condition and is the easiest and cheapest option. However, many motorists are not in this position, so to upgrade the battery is the only sensible alternative.

Conventional batteries will generally be available in three categories – budget, valuefor-money or top-of-the-range – so given this scenario, the recommendation should always

be to go for the very best, in as large a capacity as is practical. However, there are also some even better options, particularly if the owner plans to keep the vehicle for the longer term.

Although most members of the trade will be familiar with absorbed glass mat (AGM) and enhanced flooded battery (EFB) batteries, which are the original equipment fitment for micro-hybrid vehicles with a start/stop system, many motorists are not. However, the two great advantages of these battery designs are the ability to withstand deep discharge, which is the cause of the problem in our example, and the capacity to make hundreds of thousands of engine restarts, meaning they will also provide a long service life.

The onus is therefore on the workshop manager to explain that, although the advanced technology in these designs obviously comes with a cost, despite being more expensive than a conventional battery, the AGM/EFB alternative provides reliability and peace of mind, with has a much higher value. It also becomes a more cost-effective option for the owner when they consider the service life it will provide, during which it’s likely they would have had to replace a conventional battery again anyway.

In short, the message is to spend a little more now, to save a lot more in both money and aggravation, in the long run.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAG027

PMM DECEMBER 2021 47

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BATTERIES

& IGNITION

BATTERY talk PMM visited GYS’ HQ in Rugby to find out a bit more about what goes into making one of the most recognisable brands in European automotive workshops.

‘‘O

ver the last five or six years, it has become very important that workshops know exactly what they’re doing when it comes to batteries and battery charging when working with vehicles.” So tells me Neil Pulsford, Managing Director of GYS’ UK division, as he takes me on an odyssey through the history of both GYS and battery maintenance – two entities that have developed hand in hand in recent years.

GYS is a French manufacturer, producing three product catalogues, covering three different areas – Welding & Cutting, Car Body Welding Systems and Chargers, Boosters & Starters. Of principle concern to the UK auto workshop is this last category, covering everything you need to maintain, charge and test the batteries of the vehicles that enter your workshop.

48 DECEMBER 2021 PMM

Barely an issue of PMM goes by without at least one article on battery maintenance or charging, with the reason being that as passenger vehicles become more complex – with both on board computers and start-stop technology designed to reduce emissions – batteries likewise have had to adapt.

As Neil explains to me, when working on a vehicle in a “‘key on, engine off’ condition, modern vehicles in a programming, diagnostics environment, the battery is unable to supply the power needed to support the onboard software.” He continues: “you would be surprised how much energy a vehicle consumes. If you’re programming a vehicle, you could be using as much as

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“You would be surprised how much energy a vehicle consumes. If you’re programming a vehicle, you could be using as much as 80 amps, meaning you’ll quickly drain the battery, crucially reducing the voltage.”

Neil Pulsford, GYS 80amps, meaning you’ll quickly drain the battery, crucially reducing the voltage. It is vitally important that you sustain that vehicle at around 13.5V or higher on some vehicles– below that, there is a high risk that electronic modules will become corrupted needing expensive rectification and stop working.”

Connecting a Battery Support Unit to the engine whilst working on it means that the energy required by the vehicle is provided by the Battery Support Unit and not the battery.

The latest units can go up to 120amps, can record the charge data for each vehicle that goes into the workshop and can be connected to a range of external modules.

Going back to basics, however, Neil outlines the three things that workshops need to ask when making purchasing decisions around batteries: Is it safe? Will it work with the specific battery you are working on?; and will it work with all battery types? GYS takes the approach that ideally the battery chargers it makes are as universal as possible and will satisfy the needs of the technician without causing a headache or a safety concern.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAG028

WHO IS GYS? GYS has been on the go since 1964, based in Laval in France. The firm began life as a transformer company as a response to the recent voltage change in 1960s France, formed by Frenchman Guy Yves Stephany. Soon it began producing welders on a small scale. By the 90s, however, the company had gone bankrupt. That would have been the end of the story for the company and its then 30 employees had it not been bought by Nicolas Bouygues. Since then, the Bouygues family has invested heavily in R&D, becoming one of the market leaders for car battery chargers across Europe.

Today, the company has over 800 employees and a turnover of 100 million euros.

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BATTERIES

& IGNITION

DISPLAY OF POWER Battery expert Varta outlines what it has been doing over the past year to educate and inform workshop technicians on the latest developments in battery technology.

A

s the nationwide restrictions began to ease in the spring of this year, the Varta team were quickly out in the field. The company launched its “Varta Promoter” concept, which is designed to create brand awareness and provide education and support UK workshops. The campaign involves a team of promoters dropping in on independent workshops in a number of regions to deliver a “Varta Power Your Business” box of snacks, goodies and promotional materials. The campaign driver, in addition to building brand awareness and free of charge support to the trade, has been to make sure UK workshops are ready to embrace accelerating technological changes facing the industry and to help put them in a position to profit from them.

Throughout 2020 and 2021, the team have encouraged technicians to test every car’s battery, as part of their Back To Better campaign, due to the fact that many drivers haven’t used their vehicles regularly and have experienced battery issues. An upsurge in

50 DECEMBER 2021 PMM

“An upsurge in battery related problems has been widespread across Europe, and it is vital that a battery test-check is carried out when vehicles are brought into the workshop.”

battery related problems has been widespread across Europe, and it is vital that a battery testcheck is carried out when vehicles are brought into the workshop. During the visits, the team reminded technicians of this and advised those not already doing so to start testing; and not to let a vehicle with a potential battery issue enter and leave without inspection.

Ashley Craig, Varta Technical Representative, commented: “We felt it was the right time to start doing workshop visits again, and start connecting with installers once restrictions were removed. We’ve travelled the length and breadth of the country, visiting independent garages and engaging with their employees about the challenges of modern vehicles’ battery replacements.”

Ashley continued: “The reception has been overwhelmingly positive, with many workshops not having any face-to-face interaction with a manufacturer for over a year. As some technicians have said, despite many parts of the economy having been closed, the aftermarket has continued to operate and the support is very welcome.”

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The Start-Stop Challenge Feedback from workshops has also emphasised the challenge of increasingly complex battery jobs. Most vehicles entering the workshop now have start-stop and with many of them the battery isn’t under the bonnet anymore, but in a more-difficult-toreach location, often hidden from view. The quick 5-10 minute job of replacing a battery can be nearer an hour now and usually requires re-coding to the car’s ECU via a diagnostic tool. The added matter of trying to explain to a customer why their car requires an AGM or EFB battery, rather than a traditional flooded battery can also be challenging; in reality the driver might not have heard of these terms before and be surprised about the cost of newer technology; despite their car being absolutely packed full of electrical consumers.

To help overcome these challenges, the free-to-access Varta Partner Portal is being offered to all technicians; the online platform

and installed in the quickest time possible.

To access the Partner Portal, WWW.RDR.LINK /AAG029

uses Original Equipment information to help identify the correct battery for every vehicle, and also includes step-by-step fitting instructions, location of the battery, job time and re-coding information.

Access to the Partner Portal is available via all internet-enabled devices: after a quick one-off registration, each workshop employee has free and unlimited access, so you can ensure the correct battery is recommended

The team have racked up more than 2,000 visits. Whilst Varta knows it is unlikely to reach every workshop in the country, the company is encouraging the trade to get in contact with them to arrange a visit to discuss your battery business, simply to make contact with the manufacturer, or to take advantage of a free of charge “Varta Power Box” to power you through a strong battery season for your business”. Contact VARTA via Vartasupport@clarios.com. Power Boxes are available whilst stocks lasts.

WANT TO KNOW MORE? FOR MORE INFORMATION ON VARTA’S PROMOTIONAL CAMPAIGN, WWW.RDR.LINK /AAG030

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BATTERIES

& IGNITION

START me up Autoelectro UK’s Sales Manager Nick Hood outlines the evolving partnership between battery, starter motor and alternator.

T

he relationship between the vehicle battery, starter motor and alternator is a longstanding one that is generally understood.

However, if the last decade is anything to go by, with the advancing electrical systems, driver aids and functions seen in modern cars, such as start-stop, this relationship is as crucial as ever.

All three parts have been part of an era of significant technological advancement to improve their use and performance, to accommodate new demands on the modern vehicle.

As the winter season approaches, a time when the demands placed on the components increase, this season could see more vehicles back out on the road after a period of infrequent use, which, in many instances, could lead to poor or low battery condition.

A deteriorating battery has implications for the starter motor and alternator, which can be worsened by the arrival of cold weather. A

frosty morning, coupled with low battery condition, can cause prolonged cranking to start the vehicle, something that a modern geared starter motor is not built for and can easily result in the starter motor burning out.

Switching to the alternator, it is wise to remember its proper function: maintaining battery condition, whilst running the vehicle’s electronic systems; it is not designed to charge a flat battery, and it can struggle to recover a partcharged battery.

Both of these scenarios can result in the alternator being in constant use and demand – something it will struggle to cope with. If an alternator is working beyond its capacity, it will, inevitably, get hot and the heat generated can blow the regulator and/or rectifier. As the winter season looms, therefore, technicians should ensure they’re passing on best practice tips to their customers, which will not only protect the vehicle’s battery, but will avoid starter motor and alternator issues as well.

“If an alternator is working beyond its capacity, it will, inevitably, get hot and the heat generated can blow the regulator and/or rectifier.”

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAG031

PMM DECEMBER 2021 53

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EXHAUSTS

& EMISSIONS

TESTING TIMES Klarius explains why it is a reliable option for workshops installing exhausts this winter.

W

inter is a tough time for cars and vans on British roads, with adverse conditions conspiring to cause faults and breakdowns. Exposed on the underside of a vehicle, the exhaust can become a victim of the season. To ensure that service garages can deliver long-lasting exhaust repairs this winter, Klarius Products has built quality into every one of its aftermarket systems.

The pandemic caused MOT postponement in 2020 has translated into 7 million tests being carried out in September and October 2021, a rise of 22% compared to normal according to The Driver and Vehicle Standards Agency. Exhaust faults are most likely to be identified during an MOT. Therefore, this is the optimum time to carry out repair or replacement, avoiding a future breakdown for the customer. Winter is always a busy time for garages, but current circumstances have increased the quantity of repairs this season.

To ensure that garages have all they need to deliver a long-lasting exhaust repair or replacement during this busy period, Klarius takes a serious approach to product quality. A

technical helpline is available for garages to call directly for advice on fitment of any part in range, during repairs or MOT servicing.

With a huge range of cars and vans on the road featuring a daunting array of exhaust designs – ensuring that a replacement exhaust fits properly isn’t as easy as you’d think.

Klarius guarantees an optimal fit every time thanks to its research and development process.

Every exhaust offered is developed inhouse on vehicles of correct make, model and production year. This focus ensures that

“On a dedicated test track at its Cheadle headquarters in Staffordshire, the company independently certifies all its products with the Vehicle Certification Agency.”

garages have access to an optimal part that doesn’t require modification to fit to a vehicle. Furthermore, every exhaust can be supplied with a bespoke fitting kit.

Straightforward fitment to a customer car, as well as a secure attachment under the vehicle, is ensured.

Klarius Technical Director, Doug Bentley, offers a top tip: “Early replacement of damaged rubber mounts will help prevent exhaust damage and deliver value added preventative maintenance to customers.”

As a result, every product is provided with a Fit First Time guarantee as standard.

Repair times are consequently reduced, while customers benefit from a securely installed exhaust.

Quality materials The quality of the materials used in an exhaust design directly contributes to its durability. To deliver a long-lasting repair, garages need to choose a supplier that has a reputation for quality.

Klarius manufactures its exhausts from a custom grade of aluminised steel. This combines the inherent durability of steel with the corrosion resistance of aluminium – achieving a perfect middle ground. A special welding material is used to create a strong bond between sections of the exhaust and increase vibration resistance. Complex components such as CATs feature proper internal coatings of precious group metals

54 DECEMBER 2021 PMM

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(PGMs) such as platinum, palladium and rhodium to ensure correct operation.

Mountings are produced from durable metal or rubber to maximise service life.

Klarius ratifies its quality through rigorous testing and certification. On a dedicated test track at its Cheadle headquarters in Staffordshire, the company independently certifies all its products with the Vehicle Certification Agency in the UK and the TÜV in Germany. All applicable parts are typeapproved, which is unique for a UK aftermarket exhaust manufacturer. Consequently, the firm claims its components match or exceed the performance of the OEM part.

Fast delivery As well as guaranteed exhaust quality for long-lasting repairs, Klarius offers its customers almost instant access to a range that supports over 24 million vehicles on British roads – encompassing over 11,000 individual applications.

EXPERT PANEL As part of its product development process, Klarius works with a number of garages to act as its expert panel. These garages provide valuable feedback that enables Klarius to further optimise its products. To join this expert panel, contact Andy Aiton on the Klarius customer services team on +44 (0)1538 752 561 or cs.team@klarius.eu

Demand driven manufacturing, dynamic stocking and extensive warehousing are combined with a dedicated logistics fleet to ensure delivery before noon the next day. As a result, garages can order with confidence almost regardless of the age, type or make of vehicle on the ramp.

CEO Mark Brickhill, said “We have invested in our logistics business, Autologistiks, to provide an unrivalled service. We can take orders up to 5:30pm and ensure 90% are delivered by noon the next day and almost 60% by 9am the next day. Our competitors use couriers and are unable to guarantee next morning delivery. We’re a British owned, UK manufacturer, which ensures we have the resilience to deliver our products in even the most challenging market conditions.”

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAG032

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EXHAUSTS

& EMISSIONS

Sourcing

RESPONSIBLY Emissions is one issue the aftermarket cannot ignore, warns BM Catalysts.

T

he automotive aftermarket must clean up its act on dealing with harmful emissions or risk creating its own scandal, says BM Catalysts.

The firm’s Managing Director, Toby Massey, believes the spotlight is on the entire supply chain: “The message is loud and clear from the authorities that manufacturers, parts distributors and garages have an important role to play in ensuring the products they supply and fit are legal. Ignorance is not an excuse, and the market needs to be properly educated on areas such as type approval in order for it to remain compliant.”

Catalytic converters are required to pass strict emissions testing procedures as part of the type approval process before they can be sold. These tests ensure that the relevant emission standard is met, thereby reducing the vehicle’s impact on air quality and health.

During the type approval process a replacement catalytic converter is tested on a representative vehicle that the type of catalytic converter is intended to be installed on. The tailpipe emissions are measured and are compared to that of an original catalytic converter. The replacement must also meet any relevant durability, noise and vehicle performance requirements in order to gain approval.

The message from BM Catalysts comes against a backdrop of the significant rising costs of precious metals over the past 24 months, and also an acceleration in the government’s green agenda, designed to cut carbon emissions by 78% by 2035.

Rhodium is a key component in petrol catalytic converters for reducing harmful vehicle emissions, particularly Nitrogen Oxides (NOx), which are produced in any combustion process.

“The message from BM Catalysts comes against a backdrop of the significant rising costs of precious metals over the past 24 months, and also an acceleration in the government’s green agenda, designed to cut carbon emissions by 78% by 2035.”

Massey added: “Without doubt it’s a complicated issue. Poor quality catalytic converters can still pass an MOT and mistakes can happen through the entire supply chain. Legislatively, it’s very complex and this brings about exploitation of the rules and unfair competitive advantages.

“But the issue won’t go away and it’s essential we raise standards to ensure the aftermarket is playing its part in reducing harmful emissions and air pollution.”

BM Catalysts is working with distributors and workshops to ensure the automotive aftermarket supply chain is better informed over type approval legislation and the important role they can play in its enforcement, for the benefit of the entire sector.

WANT TO KNOW MORE? FOR MORE INFORMATION

BM Catalysts’ 60,000 sq.ft HQ in Huthwaite

56 DECEMBER 2021 PMM

WWW.RDR.LINK /AAG033

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DEAR DOCTOR...

Increasingly, DPF Doctors are facing problems caused by motorists maintaining their DPFs in the wrong manner, often resulting in irreparable problems.

The root of the problem?

D

espite motorists following the advice of the dealership they bought their vehicle from such as investing in new parts, buying additives to clean the DPF and driving to promote natural regeneration of the DPF– they still face the prospect of shelling out for a new DPF because the existing one is damaged beyond repair. Here are three scenarios DPF Doctors face every day: ■ DPFs with too many forced regenerations causing meltdown ■ Misuse of additives with too high an iron content – raising the DPF temperature causing irreversible damage ■ Resetting adaptations when it’s not safe to do so – causing DPFs to reach excessive temperatures – cracking or melting Chay Blyth, DPF Doctor, Fife Autotech, explains: “After a new DPF has been fitted we’ve even cut the old damaged one open for our own satisfaction and you can see how hot it has got at the centre. It’s almost turned to volcanic rock.”

“In the last 18 months we’ve seen hundreds of cars with DPF lights on because of short journeys,” says Darren Darling, Founder the DPF Doctor Network. “Once we know the car has no underlying problems and the DPF is in good condition, it’s an easy fix.

We educate the customer on driving conditions and offer the JLM DPF Regen Plus as a preventative measure.”

“But in the last few months our network has seen more damaged DPFs than ever.

Talking to customers as part of our assessment process we hear things like ‘my mate’s got a tool and he’s done some forced regenerations’ and ‘we’ve tried additives in the tank, but the light came back on’. 70% of the DPFs referred to us are damaged beyond repair.”

“Increasingly, the DPF has been damaged due to a mixture of high iron content additives and forced regenerations which have raised the temperature to meltdown – plus, a flawed

Examples of badly damaged DPFs

diagnostic process. With no prior checks on the system, it’s a recipe for financial disaster.”

It’s a growing problem, well illustrated by Stephen Kasapis, DPF Doctor and brand ambassador: “I took a call from a mechanic asking for advice on JLM Lubricants’ DPF products because a customer’s Mitsubishi 4w4 (with 56,000 miles on the clock) was still in limp mode despite his attempts at forced regeneration. I asked what pressure the DPF was returning. He had no idea. I asked if he had used a Manometer on the Pressure Sensor Hose to read if the DPF was blocked. His answer? ‘I don't know what that is.’ I used TeamViewer to access his scan tool. It didn’t take long to ascertain that the DPF was broken. He’d put it through too many regenerations. It had overheated. I had a quick look at some scan data. The reason the DPF had stopped self-regenerating was because the oil dilution was not reset. If the car had been seen by a DPF Doctor they would have known not to do so many regenerations and would have checked the oil dilution. The outcome? A new DPF at a cost of £2,700.”

“Technicians lack the knowledge and expertise in how to diagnose and fix a blocked DPF or, as is often the case, how to resolve the underlying problems causing it to block,” says Darren. “Part of the problem is that additives designed to clean the DPF are being misused. But the sticking point is the lack of thorough DPF training. Technicians don’t know what they don’t know and so are attempting a DPF fix, not realising they lack the skills and diagnostic expertise.”

Technicians responsible for these damaged DPFs are often unaware of the consequences of their work because as DPF Doctor feedback confirms, motorists then approach a DPF specialist to find out why, despite their DPF being ‘fixed’ by another garage, there is still a problem. If ever there was a time for technicians to step up and be trained in everything DPF related, it’s now. “We teach mechanics a world class process that enables them to work more efficiently, to solve DPF problems quickly and to improve their firsttime fix rate. Our training is based on real experience and will have an immediate impact on how they work. We take them on a journey from the simple problems to understanding even the most complex issues caused by software. A mechanic can earn whilst they learn. And boost their reputation too. Simply put, they make more money!” says Darren.

Training Once a month Darren delivers live, interactive, and online DPF training from the JLM Academy. With this globally acclaimed training you will learn how to diagnose and fix DPFs and claim the status of being a real DPF trusted practitioner with a first-time fix rate.

WANT TO KNOW MORE? FOR MORE INFORMATION ON DPF TRAINING FROM JLM WWW.RDR.LINK /AAG034

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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 PROFESSION ALS

INDEPENDENT THINKERS

A CLEAN START Keep

a tidy workshop to the risk of an accident reduce

Exploring the challenges facing independent workshops

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

Also inside...

Get your workshop MOT ready

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Are you prepared for the

EV revolution?

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BACK TO BUSINESSup

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

As trade picks do again, what can you to maximise profit?

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Win a chance to be a race

TECHNICAL TIPS AND CLINICS

TECHNICAL TIPS AND CLINICS

‘HOW TO’ GUIDES AND BEST PRACTICE ADVICE

‘HOW TO’ GUIDES AND BEST PRACTICE ADVICE

BUSINESS ESSENTIALS AND TRAINING UPDATES

BUSINESS ESSENTIALS AND TRAINING UPDATES

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

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

W

e do our best each and every month to produce a magazine that is informative, instructive and entertaining for our readers. It is important to us that you remain as engaged as ever, whether that’s through our social media channels, our digital newsletter, or even reaching out to us on the telephone or dropping us an email. We love hearing what you think about the magazine – what you liked and what you think we could improve.

Over the past year we have featured some fantastic articles, contributed from a huge range of excellent sources. Every year,

we round up the best ones and present the winners with that year’s PMM Award. As you can imagine, it’s not an easy task! This year, we had a real struggle going through the articles we felt made the most impact and gained the most responses from our readers. We weighed up the most popular articles on the e-newsletter each week, the most requested rdr links, the most popular articles on our website and across our social media platforms – in short, compiling this list now encompasses a wider range of media than ever before. Because of this, we are confident it represents every aspect of the automotive aftermarket.

We would like to thank our readers who have remained loyal despite the hardships of the past year and we hope you agree that this year’s PMM Awards represents the best selection of articles we’ve published yet.

We would also like to thank the many companies who supported us both editorially and commercially over the past year. Your support is what enables us to put together the best magazine we can each month, something our readers will no doubt thank you for as well.

For now, let’s celebrate what makes this industry fantastic and raise a glass to the winners!

AUTODATA What services should garages be offering?

2021 was well and truly the year of the staycation. As the country opened up and people grew weary of lockdowns, the population spent the summer touring the far-flung corners of the country – rediscovering old favourites and, well, putting their car through the paces at the same time. Readers of PMM were particularly drawn to Autodata’s advice during this period on how workshops could take advantage of this increase in domestic road use.

Jamie Willis, Technical Support Supervisor at Autodata, advised: “If the customer is planning a long road trip after the vehicle has been unused for some months, workshops should consider offering a new battery. Off-theshelf jump starters can be convenient in getting an infrequently used vehicle moving, but can harm long-term battery life.”

WWW.RDR.LINK /AAG035

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AUTOTECH TRAINING The importance of EV training If the global pandemic wasn’t enough excitement for you, this year has also seen a marked rise in interest in electric vehicles among general drivers. Eager to remain ahead of the curve, articles concerning EV servicing and training were hugely popular among our readers this year. One such article was Autotech’s explanation of why EV training was so important, especially after a year when EV certification had dropped due to Covid-19.

“The number of certificates for working on electric vehicles issued in 2020 fell by 85% compared to the previous year,” Simon King, Managing Director of Autotech Training, explained. “According to the IMI, if we had carried on with 2019 levels of certification, we may just have reached the minimum number of vehicle technicians needed by the time the ICE ban comes into effect in 2030.”

WWW.RDR.LINK /AAG036

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BLUE PRINT Brake pad replacement By all accounts, one of PMM’s strengths both in paper and digital format is the high quality of our technical articles. A lot of work goes into preparing our technical, step-by-step articles, so we are happy to see them gain so much popularity among readers. Blue Print’s Technical Marketing Manager, Charles Figgins is a regular contributor and any one of his brilliant guides could have made it onto this list.

Particularly popular, however, was Charles’ guide to replacing the rear brake pads and discs on a Hyundai i40. The thorough guide makes sure to leave no stone unturned: “Carry out a braking system health check with regards to fluid level and condition, leaks, and check the operation of the parking and foot brakes. Note: It is advisable to connect a battery support unit as the parking brake motors draw a lot of current (approximately 14 to 20A) when in use.”

Meanwhile, Charles includes some helpful comments on the model itself: “The Hyundai i40 saloon and tourer estate is a clear measure of how serious a player Hyundai is these days.

Designed specifically for the European market, the i40, with its keen pricing, good looks, great quality and spot-on selection of engines and trim levels, aims to take on the Ford Mondeo at its own game and win.”

WWW.RDR.LINK /AAG037

BOSCH ADAS Q&A Sometimes sitting down with companies is the best way to make sure we get the most important points in an article covered. ADAS is still an area shrouded in confusion, so PMM sat down with Bosch’s Technical Specialist Andy Morrison to shine a light on the area. Andy explained: “Nowadays, there are two fundamental families of sensor: radar, lidar or ultrasonic based for distance and speed measurement; and vision-based sensors for object detection and location. However, it is no longer the case that these sensors work independently.

“With a technology known as ‘Sensor Fusion’, information from all types of sensors, together with mapping provided by GPS, can be combined to provide increasingly sophisticated levels of driver assistance.”

WWW.RDR.LINK /AAG038

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FAI AUTO Replacing timing chains

CASTROL Oil Check Challenge Castrol has recently launched its Oil Check Challenge, urging car users to bring their vehicle in for a professional oil check and, if necessary, a change of oil. PMM has covered the campaign extensively as a way to prepare workshops.

To support the campaign, Castrol commissioned nationwide research to explore consumers’ awareness of the need for regular oil level checks. Significantly for vehicle workshops, 32% of car owners say they would prefer a mechanic to check the oil level because they believe they would do a more effective job.

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

The marketing kit comprises promotional email templates, digital advertising banners for use on a workshop’s website and Facebook page, posters to put up in a reception area, leaflets that can be used at point of sale or mailed out and oil check reminder stickers that can be left in customers’ cars. Workshops can request their own complimentary Oil Check Challenge marketing pack through the rdr link below.

A new development has been the gradual return of the timing chain, replacing belts in certain models. As such, you can expect to see chain replacements enter our Belt Focus feature – maybe we’ll have to change the name?

FAI Auto gave readers much to get stuck into this November with its Best Practice tips on replacing timing chains in general, rather than on a particular model.

The article also included a potted history of the timing chain: “Many of the older generation of mechanics will still remember the days when all popular engines were timed using chains and, ironically, some of the younger technicians may have some experience with them too. This is because for the past 10-15 years the market has been witnessing a renaissance of the timing chain, with the technology being used on many popular high-volume engines.”

WWW.RDR.LINK /AAG040

MEWA Reusable wipes MEWA made a splash this October in our Oils, Lubricants & Additives feature – but don’t worry, if any company is in a position to clear up a mess it’s MEWA! As concerns around the environment and waste in general reach every corner of the automotive industry, readers have been mopping up this company’s message of reusable wipes – a system that makes ecological and economic sense.

The article reminded readers: “To ensure compliance with legal regulations, businesses producing hazardous waste in the UK – including contaminated wipes – have a specific ‘duty of care’ concerning that waste and must classify, separate and store any waste safely before having it disposed of by an authorised hazardous wastes contractor.”

WWW.RDR.LINK /AAG039

WWW.RDR.LINK /AAG041

CONTINENTAL Belt Focus As you may have noticed, we run a Belt Focus feature in every issue, explaining how to replace a timing belt within an engine of a particular model – a different model each issue, of course.

Continental’s guide to installing a timing belt on a 2003 Skoda Octavia this February excelled in terms of the quality of the images used, as well as the helpful tips contained within the article. From the article is the following tip: Installation top tip When changing the timing belt, the tensioning pulley and the idlers for the timing belt and the multi V-belts must also always be changed at the same time. To avoid later failures with unnecessary costs, it is recommended that you do not re-install the multi V-belt once it has been removed.

WWW.RDR.LINK /AAG042

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MORRIS LUBRICANTS Online seminar At PMM, we have attended our fair share of online seminars this year – the chances are you have tuned into at least one seminar this year. If you missed Morris Lubricants’ seminar earlier in the year, however, you had the chance to catch up on what you’d missed in the pages of PMM’s June’s issue. We covered the webinar on GDI, LSPI and GPF. The company’s Automotive Product Manager, Adrian Hill began the webinar by introducing the attendees to the Q&A function that was available to them. He invited all participants to enter any questions that they thought of during his presentation into the system. Once he had completed his 45-minute slideshow, there would be a period of 15 minutes when he would do his best to answer everything that had been supplied.

From the article: “Moving through the presentation, the topics discussed were always drawn back to how lubricants fit into the processes, and why those that work with vehicles need to make sure they are using the correct lubricant. This was made particularly clear when talking about the number of engine classifications in circulation, both current and future.”

WWW.RDR.LINK /AAG043

OESAA 1.2 Puretech Belt in Oil Our OESAA hub has proved to be hugely successful this year, as online readers of PMM have recognised the brilliant advice and content available. On the topic of belts in oil, OESAA had the following to say: “The trend is that some of the vehicle manufacturers are using engines with a “belt in oil” system. The main reason behind this is because this system is more efficient (up to 30% more efficient compared with a chain system) and therefore helps to reduce vehicle emissions. Other advantages to take into consideration are: we can use a narrower belt and therefore gain more room in the engine bay; belts do not stretch unlike chains so engine timing will not alter; the system is quiet in operation with the added advantage that the Belt in Oil system is lighter compared to a timing chain system.

“One of the “Hot Topics” around the independent garages at the moment seems to be Belt in Oil system problems and how these problems can present themselves.”

WWW.RDR.LINK /AAG044

OSCA Recoding keys for an Audi R8 This case study we ran in May, regarding autolocksmithing service OSCA recoding two new keys for an Audi R8 gained a lot of traction among readers. We outlined the process the OSCA team took to complete the task successfully: “Firstly, the OSCA team took a deep look into the vehicle's computer system to find out some of the root causes of the vehicle's diagnostic errors using the OSCA cable. We logged into the vehicle remotely via our cloud-based system and re-programmed it swiftly and started to diagnose all the faults within the modules, which later allowed us to code the keys successfully.

“The first thing that we discovered was a flat battery and so we instructed the customer to jump-start the vehicle. This allowed our team to get a full 360° view of the vehicle's modules. After this, we identified that the vehicle had been damaged by the incorrect operation of a jump back.”

WWW.RDR.LINK /AAG045

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SEALEY Summer tool promotion

PICO TECHNOLOGY Troubleshooters Our Troubleshooters section of the magazine continues to be a hugely engaging section of the magazine. Straight after the news, we dedicate the first feature to an in-depth diagnostic problem, solved by an expert in the field. Often, these are supplied by diagnostics equipment supplier Pico Technology. The firm’s resident expert technician Steve Smith regularly takes us through every aspect of problem solving process he goes through.

These journeys towards a solution can run up to six pages long, meaning we have to spread them over two separate months. Needless to say the technical information involved tests our editorial team to its very limits!

Readers responded enthusastically to Sealey’s Summer 2021 Promotion. The promotion featured over 700 products, 92 of which were new.

Alongside the promotion, the company ran a competition in which entrants had the chance of winning up to £500 worth of hand tools of their choice.

The promotion also showcased products from the company’s Worksafe range, such as wireless electronic ear defenders, featuring built-in wireless technology, deluxe face shield and a full range of BS EN ISO 7010 compliant safety signs, available individually or in packs of 10.

Sealey and PMM will continue to run popular promotions and competitions, offering technicians from across the UK the chance to improve their toolbox for less.

WWW.RDR.LINK /AAG047

WWW.RDR.LINK /AAG046

SCHAEFFLER Garage training As things slowly returned to normal this summer, workshops were clamouring to resume the same level of training and in-person engagement they had become accustomed to pre-pandemic. One of the first manufacturers to get back out there was Schaeffler, a company which always goes the extra mile to ensure customers are well informed when it comes to using their products. We tagged along to VRT in Slough, an excellent garage focussing on VAG vehicles, to witness the training session in action.

Anyone familiar with Technical Manager Alistair Mason’s contributions to PMM will have no doubts as to the quality of his live training and the guys at VRT certainly weren’t disappointed. The session focussed on double clutch transmissions and didn’t leave anything out that would help the technicians overcome any difficulties in a real workshop environment.

WWW.RDR.LINK /AAG048

VARTA A look back in time In September, we decided to take a quick run through the history of batteries with Varta. We went right back to 1887 to begin our journey, when “Adolph Müller founded the first battery company in Germany. At that time, he had recognised the great market potential for rechargeable accumulators and thus laid the foundation for the future Varta.” Quite surprising may be the revelation that in 1893, these early batteries powered the first electric cars in Germany!

WWW.RDR.LINK /AAG049

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WHAT’S NEW?

■ BRAKE PADS Meyle brake components are available in two product lines: MeyleOriginal and Meyle-PD. The brake discs and pads in each set are matched to each other and ensure maximum braking power as well as improved response and pedal feel. The Hamburg-based manufacturer just expanded its range of brake discs and pads, comprising almost 3,000 articles in total.

The company’s performance PD brake discs and brake pads are characterised by optimum braking performance, durability, ease of installation and noise comfort. A modern coating technology provides particularly long-lasting protection against corrosion.

All of the brake pads and discs in the range are tested and certified according to ECE-R-90 quality standards. They are free of copper and heavy metals and already meet the requirements of worldwide regulations. The low-noise performance and durability have also been tested and confirmed by an independent, external institute.

WWW.RDR.LINK/AAG050

■ BRAKE FIXINGS DRIVER BITS The new Brake Fixings Driver Bit set from Laser Tools (part number 8286) is specifically designed for the fixings used in disc and drum brakes. The set of five drivers includes hex (5mm, 6mm) and Torx (T30, T40, and T50), which suit the most commonly used fixings used in these brake installations.

These 40mm deep drivers are 3/8in. drive and manufactured from chrome vanadium alloy steel for strength and black phosphate coated for corrosion resistance.

Then make sure you’re fully prepared for brake system servicing with Brake Fixing Screw master sets from Connect Workshop Consumables: set number 34159 includes M10 and M12 screws (40 pieces) and set 34160 includes M6 and M8 screws (80 pieces). With both sets you have the most commonly used brake fixings in a variety of sizes, thread pitches and type of driver required (hex or Torx).

WWW.RDR.LINK /AAG052

■ BULBS

■ STEERING & SUSPENSION RANGE After over 50 years of serving the automotive aftermarket as a braking specialist, Apec has recently revealed plans to expand into new product categories. Beginning with the launch of a range of steering and suspension parts, the brand will maintain its focus on competitively priced, high-quality aftermarket alternatives to OEM components. As one of the UK’s most prominent distributors, Apec has led the aftermarket in providing a braking service. This upcoming service expansion will be supported by a redesigned digital platform and a new sub-brand of parts tailored for premium applications under the ‘Apec Black’ label.

WWW.RDR.LINK/AAG051

Ring Automotive’s new Xenon200 upgrade bulbs offer drivers up to 200 per cent more light on the road ahead, improving visibility. The bulb range has a longer beam to allow motorists to see potential hazards and other motorists earlier. The newest bulb also provides up to 3700K colour temperature, meaning a whiter look in the headlamp and better reflections of road markings and signs for safer driving.

Upgrading is simple as these E-approved, road legal bulbs do not require changes to vehicle wiring, offering instant improvements in visibility. This offers workshops an easy opportunity to upsell.

The bulbs will be launched in the firm’s new 100 per cent recyclable packaging. The new design and pack style is part of Ring’s mission to become greener and more sustainable to help the planet.

The bulbs are available in H4 and H7 ECE types.

WWW.RDR.LINK /AAG053

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WHAT’S NEW?

■ CHRISTMAS PROMOTION 2021 This winter sees the launch of Sealey’s Christmas Promotion. Each one of the 64 pages of this promotion is packed full of deals, with savings of up to 59 per cent off list price. Pay particular attention to the company’s SS12710D - 270L Low Noise Screw Air Compressor 10hp 3ph with Dryer where you can save nearly £1,500.

There are also 111 new products featured, including a new range of Fully Automatic 12V Battery Chargers, enabling the recovery, and charging of a completely discharged battery, with the added bonus of a two year guarantee.

Readers will also find new products in the Heating, Lighting and Electric Power Tool ranges along with many other offers.

WWW.RDR.LINK /AAG054

■ ADAS EQUIPMENT The industry’s first ADAS ‘pay as you calibrate’ initiative has been launched by asTech. This will remove the upfront costs involved in purchasing ADAS equipment.

The company will offer its digital equipment with no upfront cost, and repairers will be able to pay as they use the equipment based on a small number of calibrations per week.

In addition, to support its digital ADAS offering, asTech is introducing access to its remote service for a small monthly fee, removing the need to make a costly initial investment.

Customers will also enjoy many other benefits, including engagement with UK-based technicians in less than one minute, an easy-to-use chat function, a helpline for technical expert support, OE tools only remotely completed job, and more.

WWW.RDR.LINK /AAG056

■ ANTIFREEZE RANGE

■ TYRE SCAN TECHNOLOGY ATEQ TPMS Tools has announced a partnership with Anyline to propel the TPMS industry forward with state-of-the-art data capturing technology.

Anyline’s advanced optical character recognition solutions for the automotive aftermarket will be integrated into ATEQ’s TPMS tools, enabling technicians to instantly scan tyre DOT codes, as well as vehicle identification numbers (VIN) and registration plates.

Bruno Rousseau, Global TPMS Manager, commented: “ATEQ tools have always been designed to achieve the fastest TPMS jobs turnaround in the industry. We now want to extend this to other tyre services. We tested many OCR technologies for DOT, VIN and registration plate recognition. Using the ATEQ VT67 built-in, high-quality camera, and Anyline OCR technology, technicians will be able to comply with DOT registration with maximum accuracy, and optimise multiple workflows to ensure the fastest turnaround speed on the market.”

WWW.RDR.LINK /AAG055

64 DECEMBER 2021 PMM

Prepare for the winter season with Exol Lubricants’ Antifreeze range. The firm’s Concentrates product category consists of the Opticool Antifreeze HD Green, Opticool Antifreeze HDX Blue Green, Opticool Antifreeze SOAT Lilac, Opticool Antifreeze Red and Opticool Antifreeze Universal Clear.

These antifreeze products have been developed from inhibitor technology to respond to the evolving technological development of cooling systems that are used in modern vehicles as well as offering a long coolant operational life.

The Ready-to-Use range includes the Opticool Antifreeze Blue 50%, which is a universal engine coolant suitable for all year-round usage. This product is pre-diluted and is to be used as supplied.

Finally, the Universal Top Up range includes the Opticool Antifreeze Universal (Clear) – a monoethylene glycol based ready-touse engine coolant, which uses Organic Acid Inhibitor Technology and is free from nitrites, amines, phosphates, borates and silicates (BTC Classification Type 4E). The additive package has been specifically formulated to provide continued corrosion protection for all types of engines under the most demanding conditions.

WWW.RDR.LINK /AAG057

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ADVERTISEMENT INDEX

Alliance Automotive/Apec ................................ (page 26)

Lumileds ............................................................ (page 49)

AC Tronics Ltd .................................................. (page 37)

Maverick Diagnostics ........................................ (page 23)

Autodata ............................................................ (page 21)

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

Autotech Recruit .............................................. (page 55)

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

Autowave .......................................................... (page 65)

Prologics Europe .............................................. (page 65)

Clarios/Varta ...................................................... (page 15)

Ring Automotive .............................................. (page 51)

Contitech .......................................................... (page 52)

Shaftec Automotive .......................................... (page 17)

CTEK Swendel AB .......................................... (page 59)

Schaeffler (UK) Ltd/LUK .......................... (page 2 / IFC)

Exide Technologies .......................................... (page 44)

SP Diagnostics .................................................. (page 61)

Gates .................................................................. (page 34)

Tool Connection .................................... (page 68 / OBC)

Jack Sealey Ltd ................................................ (page 38)

Traction Charger Co .......................................... (page 33)

Kalimex Ltd ...................................................... (page 29)

Trico .................................................................... (page 9)

Karnetic Ltd/Autel ............................................ (page 46)

Witham Oil & Paint/Motul .............................. (page 43)

Liqui Moly .......................................................... (page 4)

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