Professional Motor Mechanic February 2023

PLUG AND PLAY

NGK Spark Plugs advises readers on upselling glow plugs over winter, as well as some best practice tips on removing and fitting them.

GETTING AHEAD

We know the days are still cold and the nights are still long, but Borg Automotive makes a case for beating the spring rush when it comes to airconditioning compressors.

EV BRAKING

Brembo explains how EVs might need more brake servicing as opposed to less and why this is the case.

PUT TO THE TEST

Tony Powell reviews Energizer’s product range, enlightening our readers on the many benefits of this collection of torches and work lamps.

Editor KIERAN NEE News and Products Editor FREYA COLEMAN Digital Manager KELLY NEWSTEAD Group Manager ROBERT GILHAM

Account Manager

ALEX DILLEIGH

Magazine Designer

GEMMA WATSON Group Production Manager CAROL PADGETT Production

Assistant

CLAIRE SWENDELL

Distribution Manager

KARL CLARK

Subscriptions

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

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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 © 2023

Lessons from across thepond

Iwas thinking recently about workshop technicians in the realm of fiction, as you do when you edit a trade magazine and need to think of an editorial viewpoint to write every month. At first, I settled on the usual cases from the soaps: how many times have I heard from irate readers about how Phil Mitchell has ruined the reputation of mechanics in the UK? It’s a fair point, but honestly, he’s not the only one. I struggled to come up with a single shining example of a mechanic who wasn’t violent, dishonest, grubby etc etc. Until, that is, I cast my gaze stateside.

In America, by contrast, vehicle repair technicians are part of the great pantheon of “blue collar workers”: that honest collective whose prime virtue is not being white collar workers.

Indeed, the archetype of American coolness was a mechanic –Fonzie, or “the Fonz”, with the magic ability to coax even the most reluctant of hot rods into action. He was the ideal representation of what Americans still revere today: the ability of a person, no matter their background or education, to excel at any given task –all that’s needed is the right tools. The idea that your social background, lack of education or the prejudices of those around you might prevent you from doing something is, well, downright un-American!

In many ways, the garage is the perfect showcase for social mobility. It doesn’t matter who you are, if you can fix cars and are willing to do so at any time of day, the job’s yours. But in small town America, where residents relish their town’s parochial status rather than resent it as in the UK, the local garage is the lifeline that keeps the walking-averse population mobile. Perhaps it is the US’ fondness for the “hometown shop” that has helped foster such strong support for the “right to repair”. Where the UK sees the mechanic under the arches swindling pensioners out of their last pennies, the US lauds the hardworking technician going the extra mile to keep his neighbours on four wheels and off the pavement (sorry, sidewalk).

When thinking about American cars in pop culture, I couldn’t help but turn to my old favourite Bruce Springsteen, who made a career of singing about two things: the hard reality of the working man and cars, lots of cars. Unbelievably, he never directly sings about those working men fixing cars (correct me if I’m wrong), but he does don his filthiest levis to play a mechanic in one of his music videos. He offers to drop a Ford Thunderbird off to a wealthy lady’s home (long before Covid home pick ups) but she declines. Much brooding follows and he pursues her until at the last moment, his integrity or humbleness kicks in and he returns home to his usual life. Very different from Phil Mitchell!

Kieran Nee

Editor

PMM NEWS with Freya Coleman

NEWSIN BRIEF

■

PORSCHE

has been named the most unreliable marque according to Warrantywise data, with the highest repairs costing nearly 11 grand.

■ RMI ACADEMY has opened its fifth training site in Cheltenham, offering MOT, EV and technical training to local workshops.

■ GARAGE HIVE has announced that The Blend will be back in Birmingham in October at the Eastside Rooms venue.

■ SMF

The report ‘A vehicle for change: Upskilling the UK’s technicians to service and repair electric vehicles’ by the SMF with consultation from the IGA warns of an EV technician shortage.

■ GLEN CALLUM ASSOCIATES has launched the ‘Aftermarket Talent Club’ intended to help automotive sector professionals earning above £70,000 in directorship and executive posts to find their next role.

Labour rates rise but bookings fall

Independent garage labour rates are rising quickly, according to Garage Industry Trends.

The data platform, developed by Garage Hive, reveals that the average labour rate has risen from £66.30 per hour to £67.60, with increases in six of the seven weeks measured. This would amount to an increase of £9.70 or 14.6 per cent by next September if sustained. This could be because garages

are facing rising costs driven by factors including skilled technician shortages, business input hikes on parts and consumables prices as well as increasing overheads, in the form of escalating rents or mortgages and of course fuel bills.

However, the data also shows a fall in bookings, which could be down to motorists feeling pressure on their household budgets, putting off any work that needs to be done.

EV slow down

The rate of growth for EV ownership has fallen for the fourth consecutive quarter, indicating a cooling off of the switch to electric mobility solutions.

Battery electric vehicle registrations nationwide rose by 9.8 per cent between Q2 2022 and Q3 2022, while between Q1 2022 Q2 2022 they increased by 11.6 per cent.

LeaseLoco CEO John Wilmot puts this down to the cost of living crisis, adding “although demand is there, and sales of electric cars are growing, the rate of growth has slowed noticeably as the higher cost of

electricity means more car owners are likely making the decision to delay switching to electric.” This data is according to an analysis of the Department of Transport and DVLA electric vehicle registration figures data undertaken.

“Average labour rate has risen from £66.30 to £67.60”

Fully equipped

Comline recently kitted out an automotive classroom in Stockton Riverside College.

College tutor Stephen Flounders contacted the parts manufacturer after reading about one of its posters in a trade magazine. The poster, which highlighted regular corrosion on the lower wishbone of a Land Rover Discovery 3, 4 and Range Rover Sport (2005-2012), was duly sent out along with other educational aids.

Stephen, a former mechanic is part of the team teaching 47 full-time motor vehicle students, and he was delighted with

TO FIND OUT MORE ABOUT THE POSTER ON OUR WEBSITE WWW.RDR.LINK/AAU001

NEWSIN NUMBERS

600 million

the amount in pounds UK Export Finance has given Ford to expand its electric vehicle production line to deliver on its 2035 net zero plan.

£1.30

the average hourly rise in labour rates this year.

34 %

of drivers would be forced to sell their car if the cost of living went up by £500 according to Startline Used Car Tracker.

£120,000

Consulting with the customer

39 per cent of drivers say they would like to be given a choice of lubricants at the garage, according to a Castrol survey.

Although the data shows that motorists are more receptive to receiving oil recommendations from workshops, the research suggests few UK workshops are maximising the opportunity to upsell. For example, only 9 per cent of respondents said their usual workshop ‘always’ provides information about the lubricant that they plan to use and a significant 49 per cent said their workshop ‘never’ consults them about the lubricant they plan to use.

the amount raised by the 600 plus guests at the Ben ball, which means the automotive charity can continue to support the wellbeing of those in the aftermarket.

In pictures: Omid Djalili entertaining the crowd at the IAAF’s Pride of the Aftermarket Awards back in December.

Comline’s response, emphasising the need to prepare apprentices for the future.

PMM NEWS

NEWSIN QUOTES

“ Why do we need diverse female representation? Business teams with a balance of diverse women and men make better decisions than homogenous ones, leading to superior financial performance. This is due to their different but complementary insight, perspectives and propensity for risk.”

Julia Muir, founder of the Automotive 30 Per Cent Club speaking on the benefits of diversity in her ‘Change the Game’ workshop.

“ Pay is the big problem –everybody in the aftermarket has been poorly paid for years. Look at gas engineers for comparison, they don’t need to buy their own tools, they get given a van, clothing and training and don’t need to know half as much as a vehicle technician. Yet, a technician is earning a fraction of what a gas engineer gets and needs to buy everything himself with no work-life balance. Instead of looking at what Bob’s garage down the road is paying, we need to be looking to other industries and learn from them.”

Gavin White, director of Autotech, speaking at Mechanex on what the aftermarket needs to do to retain staff.

EV Specialism

Hogg MOT has seen bookings increase and demand for its specialism as a Tesla expert grow by 300 per cent since using Garage Services Online.

Owner, Dan Hogg said: “We asked Garage Services Online to do our website just under a year ago and the difference it’s made to our business is incredible.

“So far this week, we’ve had three enquiries for Tesla work alone – earlier in the year we hardly got that many a month...Whilst we’re a generalist garage, I decided to go

with Freya Coleman

brand specific and bite the bullet by going direct to Tesla for training. In March, I travelled to their factory in the Netherlands for a week’s intensive which was fantastic.”

Driven round the bend

Drivers who think dealer service means trustworthy, polite and professional should think again, as one driver recently found out to her cost.

Notified on the dealer app, a driver was shocked to learn her vehicle had been driven 22 miles around Swansea during a routine service appointment.

A notification at midnight alerted the victim of the joy ride, which included multiple stops before returning to the dealer, causing concern for the owner that her car had been stolen.

The car was also said to be returned dirty and dented with muddy footprints, gum and ash inside. Best stick to the independent next time!

What if the aftermarket’s leading figures sat down to discuss the impact the government’s push towards electrification could have on the independent aftermarket? Now there’s an idea.

In this episode we visit the aftermarket trade show Mechanex, where just that happened. We got five of the UK’s most well-known commentators on stage to share their thoughts and expertise on where mobility could, and should, be heading. Also, PMM’s news and products editor, Freya Coleman updates listeners on the latest news affecting the aftermarket, while Tom Henman shines a light on the prospect of drivers doing self-repairs. Also, make sure to listen to all the podcasts we’ve recorded so far!

Big thanks to Corteco, supporters of this episode! TO LISTEN

PMM NEWS with Freya

DATES FORTHE DIARY

■ The IMI has launched the 2023 awards, set to take place at the IMI Annual Dinner on the 15th of March Two new categories have been added to reflect the everchanging automotive landscape; the President’s Award focusing on sustainability and the environment and the EDI Award, aiming to celebrate diversity in the industry.

■ The CAT Awards 2023 will return to Lowry on the 10th of February. The nominations are now open. The awards up for grabs include ‘Training Programme of the Year’ the ‘Environmental Award’ and ‘Garage of the Year’ among others.

■ OESAA Academy Live will tour the UK at IMI-approved colleges in collaboration with their members with the aim of strengthening the skills of today’s technicians and supporting education for the next generation. Technicians are invited to attend on the 24th and 25th February at Castleford College. More dates will be confirmed.

Wellbeing check-in

Automotive charity Ben’s health and wellbeing survey is back, inviting the automotive industry to share feedback on their 2022 experience.

The survey aims to take the emotional temperature of the industry and gain insight into the health and wellbeing issues and future concerns that are affecting members of the automotive community. The results of the survey are vital in ensuring that Ben is offering the right support about the most relevant health and wellbeing issues to people in the automotive industry.

Coleman

It is confidential and takes just 10 minutes to complete, consisting of a series of simple questions relating to physical and mental health and the issues that people are facing in the workplace and the wider industry.

2021’s survey indicated that 94 per cent of automotive workers were personally affected by a health and wellbeing issue and stress was the most common issue, followed by anxiety and poor sleep. TO

In pictures: Staff from Draper Tools presented a cheque alongside a bumper donation of toys and gifts for the Cash for Kid's ‘Mission Christmas’ appeal.

Tool promotion

Discover 100 new lines inside the latest edition of Sealey’s Tool Promotion.

Valid until the 31st of March, this 148-page edition offers over 1450 deals, with discounts of up to 80 per cent off list price, the biggest savings being found in the clearance section. There are savings to be had on the recent additions to the company’s vehicle service

range, including the VS0216 brake disc lip remover set. Also check out the new storage range including the 15-drawer mobile trolley, top hutch and side locker. With a rust and solvent resistant, hi-vis green, gloss finish and contrasting black anodised heavy-duty drawer pulls, this modular system is said to be ideal for any garage or workshop.

Vehicle Information

HOW TO

The 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 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.

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

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

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

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)

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)

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)

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.

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.

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: Fiat

Model: 500 Year: 2014

Engine: 1.2 litre, petrol

The 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

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

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.

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.

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 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.

BEST PRACTICE

Replacing glow plugs correctly

Glow plug replacement should be part of the winter service as they play an integral role in a vehicle’s economy and emissions performance. NGK argues that instead of changing one faulty glow plug, workshops should ‘upsell’ by replacing all of them.

If one plug has failed, it is extremely likely that the remaining plugs will shortly suffer a similar fate. By replacing the vehicle set, not only will the tight emissions legislation be complied with, but as the glow plug is now an integral part of the engine management system, the starting and cold drive quality will be kept at its maximum.

Mark Hallam, marketing manager, NGK Spark Plugs said: “Factors, distributors and garages are all fully aware that glow plug sales spike in the winter months as temperatures fall and NGK is there to help them cope with the increased demand by ensuring they stock the right profile of glow plugs to leverage this sales opportunity.”

With the winter months being a key selling period for glow plugs, NGK is here to make sure you don’t miss out on any profit opportunities. NGK glow plugs: ■ Start diesel engines quickly and smoothly ■ Offer an excellent post-glow function

Have a long service life

Offer the latest in technology for today and tomorrow

Removal and fitting

As glow plugs are often installed in engines for many thousands of miles, some vehicles are more prone than others in presenting removal problems. If there is doubt that a glow plug can be removed without damage, technicians should apply penetrating oil around it, then a squirt of engine oil.

The vehicle should then be continued to be used and tackle the job another day –to allow the oil to penetrate and do its work. Remove the glow plug whilst the engine is still hot, using obvious precautions to protect hands.

OE specification

Because glow plugs are now a vital part of the engine management system it has never been more important to ensure that the installer is fitting the correct specification item.

To avoid damage to a new glow plug, follow the installation advice on the company’s packaging. Always install on to the taper seat by hand, do not over tighten the glow plug – or the terminal if the electrical connection is secured via a nut.

Avoid budget alternatives as the engine management system can pick up very quickly the fact that they are not to the correct specification. The glow/engine management light will illuminate, performance of the vehicle will suffer, and worst case would be that consequential damage could result.

Because glow plugs are now a vital part of the engine management system it has never been more important to ensure that the installer is fitting the correct specification item.

PMM THE PODCAST

WHAT DO CHANGING A BATTERY, CHANGING A BABY (JUST THE NAPPY) AND CHANGING YOUR MORNING RADIO STATION ALL HAVE IN COMMON?

THEY OFFER THE PERFECT OPPORTUNITY TO LISTEN TO THE PROFESSIONAL MOTOR MECHANIC PODCAST WITH KIERAN NEE.

HEAR ADVICE ON PRICING JOBS, MANAGING PARTS SUPPLY, ELECTRIFICATION, RECRUITMENT AND MUCH MORE.

KNOW YOUR PARTS

Fuel vapour valves explained

SMP Europe’s Engineering Director, John Wass, delves deeper into the role of fuel vapour valves, why and how they fail, and gives tips on replacement.

Arelatively new component, a fuel vapour valve (FVV) is an electronically-heated glow plug, situated prior to the catalytic converter in the exhaust gas stream. Its main purpose is to improve the regeneration process of the diesel particulate filter (DPF) and reduce harmful emissions from the exhaust system.

SMP Europe’s range of original fit FVVs is designed to eliminate clogging and avoid oil dilution, therefore improving fuel economy and reducing the risk of engine breakdowns.

The components also require less mixing length than a traditional injector, and do not require any specialist tools to diagnose or fit. All part numbers in the range are said to provide efficient diesel distribution and low back pressure.

Emissions legislation

The 1992 European Union regulations were created with the aim to improve air quality, and the implementation of the 2009 Euro 5 emissions standards mean that DPFs became mandatory.

DPFs are proven to capture approximately 99 per cent of all particulate matter, and cars that meet the Euro 6 emissions standards emit the equivalent of one grain of sand of particulate matter per kilometre driven.

FVVs not only assist in the production of cleaner emissions, but also play a key role in extending the life of the DPF, it is believed that 80 per cent of Ford DPF problems stem from FVV failure. As such, the demand for replacement parts in the aftermarket has grown substantially in recent years.

Diagnosing a faulty FVV

If a fuel vapour valve fails, DPF regeneration can be affected to the point where it stops occurring. Usually this will illuminate the engine management light on the vehicle’s dashboard or bring up a service message.

Fault codes generally point to a DPF issue, with the vehicle entering limp mode or limited power mode until the fault is repaired.

Common fault codes for Ford vehicles (highly prone to FVV failure) are: P246B00: Vehicle Conditions Incorrect for DPF Regeneration, P2463-00: DPF – Soot Accumulation, and P24A4-00: DPF Restriction – Soot accumulation too high (Bank1).

SMP Europe’s range of FVVs

SMP Europe has a growing range of OE quality FVVs, with 16 part numbers currently

REPLACING FVVS

Locate the FVV

Unscrew the union nut. Occasionally the nut will be rusted and will not turn. It is recommended to first try WD40, or heat to loosen the nut. However, a saw can be used to remove the main body – the FVV will not be used again and will be disposed of post removal anyway.

When removed you will see the nozzle of the FVV clogged with particulate matter.

When fitting the replacement FVV, the notch on the nozzle needs to be aligned properly with the exhaust before it can be inserted.

Tighten the nut to the appropriate torque.

Feed the fuel lines along and reattach electrical connections.

Before the vehicle is used, it is recommended to test the new FVV with a diagnostic system to ensure it is functioning correctly.

available covering Ford passenger and commercial vehicles, as well as Citroen and Peugeot vehicles that utilise Ford’s systems.

WANT TO KNOW MORE? FOR MORE INFORMATION

WWW.RDR.LINK/AAU007

KNOW YOUR PARTS Magnetic ride systems

Automotive magnetic ride systems are quite unique compared to any other electronically controlled adjustable damper systems. Controlled damper systems typically consist of a continuously variable damper, an ECU, and a sensor set. Although these systems all function in a similar manner, the working principle of a magnetic ride damper is very different.

Most adjustable dampers are based upon conventional hydraulic monotube or twin tube dampers. These adjustable dampers are filled with hydraulic oil and use conventional shock valves along with electrohydraulic proportional flow control valves. This permits a wide range of damping force adjustment from very soft to extremely stiff. Magnetic ride dampers look like a conventional hydraulic-based monotube damper from the outside but are completely different internally. They also contain a simple electromagnet assembly and a special liquid known as magnetorheological, or MR, fluid.

Characteristics of MR fluid

The term “magnetorheological” refers to a fluid that experiences a change in its properties when exposed to a magnetic field. The MR fluid used in magnetic ride dampers consists of a base oil, microscopic iron particles, and several other ingredients that hold the iron in suspension. When this fluid is magnetised, it changes from a liquid to a putty-like substance.

Magnetic ride dampers use this unique property of MR fluid to adjust the damping forces. The electromagnet assembly has passages to allow fluid flow past the magnet core as the shock is compressed and extended.

The fluid flows easily through the magnet assembly when it is not energised. When electrical current is applied, the magnet energises and creates a magnetic attraction between the iron particles in the fluid. This thickens the fluid into a putty-like state and increases its resistance to flow. The increased resistance to flow results in increased damping force. Also, the intensity of the thickening effect increases as additional current is applied to the magnet. As a result, the damping force can be adjusted to any level desired simply by changing the amount of current applied to the magnet. Unlike a conventional valve-based damper, no valves or additional moving parts are needed to make damping force adjustments. This offers several advantages, including better damping force consistency, reduced internal complexity, no wear of internal moving parts over time, and reduced noise.

One major feature of magnetic ride dampers is the ability to adjust extremely quickly under all conditions. Since damping force adjustments are controlled by magnetising the fluid, force adjustments can be made immediately without any delays due to opening and closing of valves. Also, it is important to note that the force adjustment speed is independent of the fluid flow speed. This characteristic is unique to MR dampers. Valve-based adjustable dampers can also adjust very quickly, but the adjustment speed is dependent on both the configuration of the damper valves and the amount of fluid flowing through the valves. As a result, magnetic ride systems are particularly good at controlling body and wheel motions caused by larger road disturbances.

Potential issues

Magnetic ride offers several advantages compared to conventional valve-based systems, but it also has some disadvantages. Most of the disadvantages are related to the MR fluid itself. The fluid is very expensive due to its complexity. In addition, MR fluid is rather abrasive due to the presence of iron particles in the fluid. This requires the use of costly premium surface coatings on internal damper components. MR fluid also requires elaborate sealing systems that add additional expense.

The abrasive nature of the MR fluid can also have a negative effect on the ride. As a result, magnetic ride dampers tend to have slightly higher levels of internal friction compared to conventional adjustable dampers. The higher friction levels can result in a slight increase in ride harshness on smooth surfaces. The potential for ride harshness was amplified in early MR damper designs by the possibility

“One major feature of magnetic ride dampers is the ability to adjust extremely quickly under all conditions.”

Arnott Europe takes a deeper look at magnetic ride systems, which provide damping for shock absorbers to ensure a smooth ride for drivers.

of residual magnetism in the fluid. However, both issues have largely been resolved by design improvements over time. Finally, magnetic ride dampers can be more prone to base oil leakage because of the abrasive nature of the fluid. Loss of base oil makes the remaining fluid much thicker resulting in a stiffer and harsher ride.

Magnetic ride has now been in production for over 20 years. Continuous improvements to the design have kept it competitive in the growing market for electronically adjustable suspension systems.

Arnott’s products are produced with OE components offering exact form, fit and function. Each product is extensively tested in its American and European facilities and custom-tuned to suit the specific vehicle make and model before being produced.

COMMON FAULTS

Cooling system issues on VAG vehicles

Contitech looks into the causes behind the cooling system not being able to be bled properly on vehicles with an electrically/pneumatically controlled water pump, including Audis, Seats, Skodas and VWs: 1.4l, 1.6l, 2.0l TDI – CT1168WP1.

Problem

Noise or temperature problems as a result of incorrectly bled cooling system. There is still air in the system following replacement of the electrically/pneumatically controlled water pump.

Cause

On vehicles with an electrically/pneumatically controlled water pump, the cooling system must be bled after being refilled using Contitech’s vacuum filling device (tool box W01) and an additional diagnostic device with the necessary functionality. The reason for this is the thermal management system, which has additional valves that supply different heating circuits. The valves need to be opened for bleeding so that all heating circuits can be opened and bled. The various circuits are distinguished as follows:

■ Micro-circuit includes the cooler for exhaust gas recirculation, heat exchanger for heater and heater support pump

■ High-temperature circuit includes the coolant regulator, radiator for coolant and coolant pump

■ Low-temperature circuit includes the charge air cooler, charge air cooling pump and cooler for charge air cooling circuit

Solution

It is essential to follow the vehicle manufacturer’s instructions and information when carrying out repair or maintenance work

on the cooling system. The cooling system must always be bled with the help of a vehicle diagnostic tester using its “guided” function.

“The cooling system must always be bled with the help of a vehicle diagnostic tester using its “guided” function.”

BEST PRACTICE

Water pumps and the cooling system

MS Motorservice outlines some important things you need to know about water pumps and some common issues you might come across when working on them.

High temperatures occur in the engine during combustion. To prevent the engine being damaged by overheating, it needs to be cooled. One option for doing this is air cooling. However, most engines are water-cooled. The cooling liquid absorbs the heat from the engine block and cylinder head and releases it into the ambient air through the radiator. The water pump, also known as a coolant pump, is responsible for conveying this liquid.

Types of water pumps

Mechanical water pumps are usually driven directly by the engine. The power consumption of the water pump thereby increases in line with the engine speed. But even during idling, sufficient engine cooling must also be guaranteed for all operating states. Conventional water pumps are therefore oversized for most operating states.

On electrical water pumps, the power consumption can be controlled electronically depending on the extent to which the engine needs to be cooled. This demand-based control reduces fuel consumption and, in turn, pollutant emissions.

when in an unpressurised state. Both of the sliding ring’s contact surfaces are lubricated and cooled together using the cooling liquid. This type of construction automatically causes small quantities of coolant agent to repeatedly leak through the contact surfaces. As a result, a small amount of cooling liquid or coloured deposits may become visible on the leakage hole or outer face of the water pump. This can lead to confusion, in particular after installation during the leak test. However, a certain amount of leakage is normal, and not a cause for concern.

Replacing the coolant agent

However, if larger quantities of the coolant agent leak through the sliding ring seal over longer periods of time, and therefore also escape via the leakage hole, this is usually caused by impurities in the coolant agent. This is because if the cooling system is not cleaned when the pump is changed, or if contaminated coolant agent is used, lime, rust and dirt can cause increased wear of the contact surfaces, leading to coolant leakage. To prevent this, it is absolutely necessary to make sure that the specified change intervals of the coolant agent are adhered to.

“If larger quantities of the coolant agent leak through the sliding ring seal over longer periods of time, and therefore also escape via the leakage hole, this is usually caused by impurities in the coolant agent.”

Coolant agent on the outside of the water pump?

If coolant agent is visible on the outside of the water pump, this does not usually indicate damage. Instead, it is a result of the water pumps being equipped with a special gasket system on the rotating shaft. The cooling system is sealed on the shaft with a sliding ring seal. This gasket consists of a fixed part and a rotating part. A spring compresses the two parts, to keep the cooling system sealed even

After performing any work on the cooling system

The cooling system must always be vented according to the manufacturer’s instructions

State-of-the-art vehicles have one or more coolant circuits, which divide into different branches, and are closed or released depending on the operating state. In many cases, either several electrical water pumps are installed, or a combination of electrical and switchable mechanical water pumps.

If the system is not vented according to the specifications of the vehicle manufacturer, air can build up in all of these branches and components. This can lead to malfunctions, and in some cases, damage to the components or engine. When this happens, the risk is not only that the water pumps could run dry. Air bubbles in the system can also impair heat transfer. This can cause heat to build up in

some areas (hotspots), which could, for example, directly damage the circuit board of an electrical coolant pump, or cause the electronic components to age prematurely.

Millionaires’ Row

To celebrate the 10th anniversary of its REPXPERT workshop technology support programme, Schaeffler is planning to reward three lucky members with one million points each during 2023, one for each of its three market leading brands – LuK, INA and FAG.

“Thousands of workshop professionals across the UK and Ireland use REPXPERT every day, whether to search for products on TecDoc, download vehicle manufacturer fitting instructions or just redeem and spend their points in the bonus shop” explains marketing communications manager, Jeff Earl.

“We have decided that this loyal band of proactive garage owners and technicians who are committed to improving their professional skills so they can fit our OE products right first time, every time, deserve a little extra in 2023.

“The promotion is simple, the more LuK products themember installs the more boxes they can scan, and therefore the greater their chanceofwinningonemillion points,which they can then spend anywhere in the REPXPERT platform,fromTecRMIdata to tools, clothing, and consumables in the Bonus Shop.

“The first REPXPERT points millionaire will be drawn at random at the beginning of May, from the pool of members who claim

REPXPERT bonus points between February and April on purchases of LuK transmission products. So, we encourage members to keep installing LuK products, with the knowledge that for every job that’s completed, the closer they are to becoming the first of just three REPXPERT points millionaires!”

Roadshow kicks off in Essex

Following on from last year’s REPXPERT Academy LIVE York event, which attracted 111 delegates, Schaeffler has announced a date for the next roadshow, which will take place at New City College Hornchurch on Saturday 4th February. Due to the popularity of these events, workshop technicians and garage owners in North-East London and the South-East of England are being encouraged to register as soon as possible.

The New City College event will follow the usual Academy LIVE format, with attendees being welcomed from 9am for breakfast and registration, and group training sessions starting at 10 am until around 4pm. Complimentary lunch and refreshments throughout the day are included, and as every Academy Live is held in partnership with The Institute of the Motor Industry (the IMI), CPD points can be claimed by all visitors.

Parts manufacturer Schaeffler is giving three technicians the chance to become a ‘REPXPERT Millionaire’ this year.

VehicleCaseFiles

In this series of articles, Liqui Moly investigates common vehicle problems and proposes a solution. WANT TO KNOW MORE? FOR MORE INFORMATION GO TO WWW.RDR.LINK/AAU 012

ASSESSMENT: There are a number of reasons why brake systems are more demanding for vehicles that are partly or purely electrically powered, the first one being corrosion protection. This spot corrosion, as it's known, occurs because the electric motor also acts as a brake and uses it to generate energy for the battery, the mechanical brake system being used less frequently. However, the brake system still works hard as these vehicles are generally heavier than ICE vehicles and rapidly reach high speeds from which they also have to be braked abruptly in the event of danger. As a result, the brakes quickly become very hot. Brake fluids such as the new DOT 5.1 EV need to be effective even when the brake system is hot and therefore require a high dry and high wet boiling point. The next property is the lowest possible electrical conductivity which plays a role if an electrical

system is installed near the brake system and is not sufficiently shielded. As with the wireless, inductive charging, electrical voltages can be induced in the brake system which can decompose the brake fluid or promote corrosions. The last point of interest is viscosity. The lower the viscosity, the faster the engine is fully oiled. A lowviscosity brake fluid transmits the braking pulses in the system more quickly, the electronic driver assistance systems such as ABS or ESC function better and respond even more sensitively.

PROBLEM: EV Brake Systems SOLUTION: Liqui Moly’s Brake Fluid DOT 5.1 EV

‘PARC’life…

The IAAF Conference was back in full force last Christmas, with a host of suppliers and all the journalists the aftermarket can muster in attendance. Far from being a corporate pat on the back, the conference provided a real opportunity to share the latest ideas and developments. Attendees to Mechanex will already have been familiar with some of the speaker line-up, however the organisation did bring in some post-lunch heavyweights in the form of Vicky Pryce, economist, and Quentin Le Hetet, automotive commentator at GiPA.

Quentin kicked things off in the afternoon and coming after Robin Horsfall’s midday tour de force on combat-hardened leadership, it was going to be a tall order for the Frenchman’s statistics to capture the audience’s imagination. But tall orders are

lengthy Quentin’s speciality, and aside from a soft jibe about that weekend’s FranceEngland match, it’s safe to say his systematic breakdown of an ageing UK car parc well and truly won the hearts and minds of the crowd.

New car sales are dramatically down compared to the era now known as “preCovid”. You knew that, but did you know the shortfall was as much as 33 per cent? The result of this market slowdown is that cars are getting older, which sounds a bit strange at first. People who buy new cars don’t scrap their old ones – but they do sell them on; those who buy the newly available used cars then sell on their even older cars and so on until you get to the person desperate to webuyanycar their Ford Sierra held together with tape and hope. The less cars being bought, the less travelling up through the used market and if you can’t buy a replacement, you won’t scrap your car.

Statistics galore

The average age of passenger cars in the UK, traditionally the lowest in Europe, has risen from 7.9 years in 2019 to 9.5 years in 2024 –a rise described by Quentin as “incredible”. He added that by 2024, 85 per cent of cars in the UK will be over three years old – so it’s obvious what the ramifications of an ageing car parc are for the aftermarket. As an aside to this, MOT failure rates (already high) are increasing, up to 34.3 per cent by 2024 is the prediction. This is a great indication that while cars are being kept longer, more and more drivers are skimping on servicing. Stats like these ought to be tattooed on the transport minister’s hand for them to look at every time they come up with an idea as stupid and dangerous as two year MOTs!

If his frustrating prediction about that weekend’s match is anything to go by, Quentin is certainly someone we should be looking to for future developments – even if Argentina brought justice to bear in the end (we always liked Argentina, right?).

Vicky Pryce gave the audience a straight economics talk and though her focus wasn’t the rabble-rousing bombardment of potentially very lucrative facts and figures that Quentin gave, it was a fascinating insight into the negative impact various factors (but mostly Brexit) are having on the world economy. Long story short: things don’t look great...

What we learned from the IAAF Conference.

Omid Djalili’s explosive set galvanised the after party –and PMM had a front row seat!

December’s snowfall saw an increase of accidents on UK roads. As the cold weather persists, MAM Software explains how garage management software can help garages stay organised and cope with higher demand.

Winter is in full swing and car owners are busy battling the cold weeks still to come. Winter tyres are still being purchased, good quality lights are combatting the early nightfall and health checks are being carried out to ensure that their vehicle is ready for any remaining cold snaps.

There is no better time for garage owners to reflect upon their own software to ensure they are utilising all necessary features to prepare for the continued winter rush. Autowork Online is the web-based application that simplifies and manages every aspect of running a busy workshop and garage from raising quotes and job cards, a repair time database, MOT diary, a workshop management diary, along with many more features. Together with TeamView, the paperless job and technician’s activity addon, garages and workshops can ensure they are equipped during winter and beyond.

Digital benefits

Using TeamView, garages are able to perform winter services using the in-built electronic vehicle health check functionality. Digitising health checks can ensure no unnecessary costs on paper and no additional time spent recording this information. Winter also sees an increase in road accidents due to the adverse weather and the add-on includes a dynamic damage inspection module that can record all necessary inspection data and photographs.

All information is passed back into Autowork Online where any potential jobs or replacement parts can be sold. The company also has a deferred work functionality which is said to ensure that any work that would have been deleted can be deferred to a later date, ensuring sales aren’t lost.

Deferred work, upcoming MOTs and sales promotions can all be sent to customers using Autowork Onlines intuitive SMS and email messaging functionality. Businesses

can keep in constant contact with customers and ensure that appointments aren’t missed, money isn’t lost and customer satisfaction is at an all-time high.

Ashley Tankard, Autowork sales executive at MAM Software notes “Autowork Online and TeamView are designed to digitise your business, going paperless and streamlining all processes at the same time.”

The IGA has announced its BIG Awards are returning this year, so if you run an independent garage big or small, ask yourself: how good is your garage?

BIGUP YOURSELF

How good is your garage? Do you provide exceptional customer service, offer unique services or pride yourself in your online engagement? These are the questions the Independent Garage Association is asking workshops in 2023 as it is on the look out for great garages to enter The BIG Awards 2023.

With entries spanning 18 categories covering all aspects of running a successful business in the independent garage sector, no matter the shape or size of your garage you’ll find an award to put your business forward for.

Apprentice Programme of the Year

British Independent Garage of the Year

Business Improvement Award

Community Engagement Award

Consumer Choice Award

Customer Service Award

Digital Engagement Award

Diversity, Equality & Inclusion Award

Garage Equipment Provider of the Year Garage Management System of the Year

Independent Used Car Retailer of the Year

Innovation Award

Large Independent Garage of the Year Outstanding Achievement Award

Parts Supplier of the Year

Small Independent Garage of the Year

Specialist Garage of the Year Training and Development Award

BIG award winners will receive a trophy, prizes and recognition from the UK’s largest trade body for independent garages, plus press coverage, all giving you countless marketing opportunities and raising the profile of your business. All shortlisted garages will also receive two complimentary tickets to an evening of entertainment, celebration and dancing at Leicester City Football Club on Friday 22nd September 2023

So, what are you waiting for? Submit your entry, clear your diary and get ready to celebrate Britain’s best and brightest independent garages at the industry party of the year!

At last year’s Mechanex, we got some of the industry’s best thinkers around a table to discuss the future of mobility. Here’s what they had to say...

The FUTURE of MOBILITY

Colin reminisces about outsourcing specialist work

Frank on vehicle ownership

“ What we're seeing come along now is “mobility as a service”, where people are joining car clubs for exactly this reason. The cost of vehicle ownership generally is rising and moving out of many people's range. ”

FRANK HARVEY, HEAD OF MEMBER SERVICES,

“ Not a million miles away from here, I remember outsourcing gearbox repairs, engine overhauls, skimming of heads etc. You'd outsource that work because you just wouldn't do it in your own workshop. You might decide that battery repairs are not for you; and Matt's got a very, very good, healthy business that will take that type of work. There might be more people who say ‘I will repair the batteries’, but others will just do the servicing, of which there isn't a lot, and maybe just the diagnosis. ”

Colin’s children lead the way

IGA

Frank thinks EVs are here to stay

“ Certainly from an independent garage point of view, there has got to be a mindset change because they're not going away. ”

“ I'm of the generation where you spent a long time buying a car, paying it off, owning the car and that just will not be the future, in my opinion. Of my children, three of them drive and I don't think any of them has a desire to own the car they drive. They are perfectly happy with PCP, regularly looking to change the vehicle through two year, three year contracts if available... people will just rent a car for the duration they need to drive it for. ”

COLIN GLEGHORN, MANAGING DIRECTOR, AUTOTECH TRAINING

Colin on hybrids

“ I happen to think electric isn't the final solution. It's probably a hybrid option of some kind. We know ICE is going to wind down and finish –you won't be able to buy new but we'll still have to service combustion engines. So there's still an opportunity for people to have a business, but it will decline. ”

NEIL PATTEMORE, UK AFCAR

Neil makes a very good point

“ The politicians have been convinced that electrification is the only solution and I don't agree with that and many others don't because it doesn't fit. There's no one size fits all approach. Historically, legislators have always said “this is what you have to do, how you achieve it is up to you”. Emissions is a good example: no one said you had to design an emission control system this way. It just happened to be that maybe it worked better on that vehicle than this one. What the UK government should have said is “we want net zero, how you achieve it is up to you.” The net result with the incoming ban on ICE vehicles is they’re forcing people rather than allowing them to choose and I think that's a dangerous position from a political viewpoint. ”

TOM DENTON, AUTOMOTIVE AUTHOR

Tom bringing the positivity

“ Once you get your head around it, we are still in a very exciting time for our trade, aren’t we? We really are, you know, some of the technology's changing. Some of us can't keep up. Some of us can, and some of us love it, but it's still a good time. We wouldn't be sat here today if we didn't love it, would we? ”

Tom on EV anger

“ People contact me and often I have Mr. Angry who will write and say something along the lines of “this EV nonsense will never catch on, so I'm not changing what I do, it's just a waste of time”. Interestingly, somebody has already said that to me today as well, because people seem to think the EV revolution is caused by me and Matt. ”

All the times Tom inexplicably called Frank “Keith”

“ Keith, the same question again really… Keith, do you want to answer that one? …for reasons best known to my left brain, I’ve been calling Frank “Keith”, so I just need to recharge that side of the brain really. I’ve known Frank for a long time, so I do apologise for that one. ”

(Of course, after that, everyone was at it… Sorry Keith, I mean Frank!)

Neil on EV repair

“ The biggest issue for me on electric vehicles is they must be repairable in terms of the battery; because when they're 10 or 12 years old, halfway through their working life, they're suddenly going to be very expensive to repair. ”

Matt on which EVs are popular

“ When we created the second hand EV sales side of things, we knew that it wasn't going to be high end Teslas, or 60 to 70 grand cars, that people were going to come to a used EV car specialist for. Rather, it was the second car in the family. Indeed, we still sell predominantly Renault Zoe e-techs and Nissan Leafs more than anything else. ”

MATT CLEEVELY, OWNER OF AN EV WORKSHOP AND USED EV DEALERSHIP

Matt electrifies the school run

“ We get each buyer to consider what it is they want the car for. If it’s local trips, running around the town, the school run etc then a short range EV will save them a lot of money and be perfect for the job. For the odd longer distance trip we have a car they can hire which only costs the rental fee and nothing else. ”

Aproperly working airconditioning system is important. It ensures optimum temperatures in the vehicle at all times of the year and even protects against fogged windows in problematic weather conditions. However, malfunctions are often noticed in the spring and summer, so aftermarket workshops should plan ahead for the coming season to secure availability. If there are gaps to be filled, Borg Automotive offers a range of remanufactured airconditioning compressors from the Elstock, DRI, Lucas, and TMI brands –in what the firm describes as “a quality that is on a par with original parts”.

When the days get longer and temperatures rise, the car's air-conditioning system is used more frequently. That’s why drivers notice a poor cooling performance particularly often in the spring, or it is noticed at the latest during a routine air-conditioning check in the workshop. In most cases, it is sufficient to refill the refrigerant, but even if the air-conditioning compressor has failed, good advice need not be expensive, as Borg Automotive provides aftermarket distributors with an alternative to expensive original parts.

Market coverage

Borg Automotive’s assortment comprises around 1,300 part numbers and a Europe-wide vehicle coverage of approximately 95 per cent.

As Europe’s largest independent automotive remanufacturer, Borg aims to ensure quality by exclusively remanufacturing original parts. For each part number, the in-house development centre determines the optimal remanufacturing process. Production takes place in the company’s own factories in Europe. No wear or defect, no matter how small, in the housing, bores, clutch, pulleys, electric coils, or control valves remains hidden from the company’s specialists, and every issue is rapidly fixed. What’s more, every air-conditioning compressor is individually tested to OE specifications at the end of the remanufacturing process. Before an air-conditioning compressor goes on sale, for example, it must pass leak tests up to 22 bar.

Electric air-conditioning compressors

In addition, Borg Automotive claims to be one of the few remanufacturers in the world that can offer aftermarket distributors electric airconditioning compressors for electric cars and

hybrids. Says Jesper Jensen, product manager at Borg: “We invested early in the respective know-how and technologies to be able to offer our trade partners airconditioning compressors that are driven by their own electric motor instead of a belt. This makes us a ‘one-stop shop’ for aftermarket workshops –today and in the future.”

Increased reliability

In addition to “OE-identical quality”, high market coverage and the fact that remanufacturing helps conserve natural resources and energy, there is another argument in favor of air-conditioning compressors from the Elstock, DRI, TMI, and Lucas brands: delivery reliability. Borg Automotive aims to continuously stock around one million spare parts suitable for remanufacturing, sources very few components from outside Europe, produces in Poland, Spain, and the UK and has logistics in Poland. In recent years, the company, therefore, has not been affected by the problems of international supply chains.

All air-conditioning compressors from the firm are delivered ready for installation and with the correct amount of oil required by the OEM – including a two-year warranty with no mileage limit.

compressors to beat the spring rush.

PMM VISITS

TI Fluid Systems, Rastatt,Germany

PMM’s Kieran Nee made the journey to picturesque Rastatt to visit TI Fluid Systems, makers of all fluid-related transport systems within cars, to see inside its new e-mobility ‘Innovation Centre’.

Electricity and fluids might not be the easiest of bedfellows, yet in electric vehicles the two are inseparable. Humble coolant, already the silent stalwart of the ICE vehicle, plays a positively crucial role in the EV. As we all know, battery-powered vehicles run the risk of overheating (are almost destined to overheat, set ablaze and lead to the rapid decline of civilisation, if some in the aftermarket are to be believed), so thermal management is integral to regulating temperatures.

Whilst readers of PMM may not come into direct contact with TI Fluid Systems’ product solutions, it is still important to understand a bit about what is happening on the OE side of things, in order to be better prepared when EVs inevitably end up in independent workshops.

Let’s begin with a question I posed to TI’s CEO Hans Dieltjens: why open an emobility centre now?

“Electrification is being driven by efficiency – but the second element is timing. As you know, the European Union has decided that by 2035, no more combustion engine cars will be sold. So, this means that the development needs to start pretty early in order to ensure we’ll reach that point. We looked over our product range and we

thought of how best to handle that.

“The first thing that came to mind to us was that we need to build in efficiency from the first step we take. That's why we concentrated in this facility first on the simulation and our simulation ability to a greater extent than what that was available.

“We have 2D, 3D simulation options to ensure that we have the most efficient flow temperature at every spot in the car that is necessary. So that was the first part of the investment. The second part was that, well, if we know we have the most thorough theoretical framework in place, let's see if we can quickly prove our components in a physical space.

“That's why we built here, manufacturing these components directly here and prototype constructs in order to do that. Finally, with quick testing and real life testing potential to have it all together and in the same facility: direct feedback from your testing. Now, our engineers can talk to the simulation. So that made us think, hey, this offers the opportunity

for efficiency, but the centre also offers the opportunity to lower the cycle time of a development quite significantly and get to market earlier with each product. This is how we can deliver up to 15 per cent efficiency improvements. Up to 30 per cent of cost improvements and another 20 to 30 per cent in weight savings.”

So, bringing it all into one place makes everything quicker and easier – makes sense to me. This was something echoed by chief technology officer, Johannes Helmich:

“From a hundred years of experience in fluid, the Mobility Innovation Center was developed with a clear goal in mind to be a collaborative space for our teams to design, visualise, prototype and test the next generation of thermal management systems, modules, and components for electric vehicles.”

Rigorous process

Each new product launched by the manufacturer starts off life with a need from the vehicle manufacturer. Greater efficiency, lighter products that take up less space –these are the attributes that OEMs come to TI Fluid Systems to provide in their fluid transporting solutions. Before manufacture, each item goes through a range of processes, which the team took us through in great detail:

“The centre offers the opportunity to lower the cycle time of a development.”

Virtual engineering: a vehicle’s thermal management system is mapped out digitally, including CGI graphics of the interior, showing how the driver will ultimately engage in the process.

Designing: products are designed using CAD drawings to very strict tolerances, with virtual testing already built into the process. This means that products are as “good to go” as possible before even reaching the prototype stage.

Processing & Prototyping: prototypes are made using 3D printing and brought as close to perfection as possible before progressing to manufacture.

Testing: all products are extensively tested before being launched, including vibration, shock and endurance testing.

LIGHTS, camera, ACTION!

Do you work in an independent workshop? Are you an experienced technician with plenty of knowledge to share?

Do you want to raise the profile of your workshop and be at the forefront of new

industry developments? If you have answered yes to all of the above, then we have the perfect opportunity for you and your workshop. We are looking for the best technicians in the country to join the PMM team at the forefront of the independent

aftermarket. We care about educating and informing our sector and we know you do too! We want your help to make our media output the best it can be.

This is an opportunity for technicians and MOT testers of all ages and from anywhere in the UK to get their hands on the latest tools and products, get in front of the camera and provide cutting edge product reviews for the PMM YouTube channel.

If you’re interested, email Kieran Nee at PMM@hamerville.co.uk

We can’t wait to hear from you!

PMM is looking for the next star for its YouTube channel.

In need of a refuel?

WORDWHEEL

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: 16 four-letter words, 18 five-letter words, 14 six-letter words, 4 sevenletter words, 1 eight-letter word and 1 nine-letter word. Good Luck!

FIND THE LINK...

This month the quiz is a little different – the answer to each question is linked. Try and figure out if you can find the connection!

● Who was the first president of the United States of America?

● Which English singer-songwriter is known for the songs ‘Shotgun’, ‘Budapest’ and ‘Paradise’?

● Which royal is currently second in line for the throne?

Born in Belfast, which footballer who played as a winger spent most their career at Manchester United?

Which Beatles member sadly died of lung cancer in 2001?

Who was King of England when America gained independence from Britain in 1776?

Who won ‘Best Supporting Actor’ in the 2006 Oscars for ‘Syriana’?

Which American novelist wrote ‘The Game of Thrones’ books?

Which singer was the lead singer of Wham! before going solo?

What links all of the answers together?

GARAGEGAGS

Fancy a crack at a joke?

Send in your (clean) attempts to fcoleman@hamerville.co.uk

I took my car into the garage and was told it had a flat battery. I asked what shape it should be.

FITTING TIPS

Holding the piston rod:

One of the most common reasons for the seal on a shock absorber to fail and cause oil to leak is damage to the piston rod during installation. Mole grips, pliers and other tools should never be put directly onto the piston rod as these can score the smooth shaft causing wear and damage to the seal. Near the top of the shaft, just above where the thread starts, is an area for the tools to be positioned safely.

Use the supplied nuts:

If a KYB shock absorber comes with a threaded nut, this must be used during fitment instead of re-using the one that came off the old part. If a nut is not supplied, then the original one should be re-used.

Replacing cartridges:

When installing a new KYB cartridge, do not put any water or other fluids into the strut housing and ensure that the housing is empty of any existing fluid as as they are designed to be used without any additional liquids.

Clocking suspension mounting kits: When disassembling a strut, it is recommended to mark the parts of the suspension to secure the proper positioning and sequence of parts that are re-used, which is known as “clocking”. Pay special attention to the correct sitting of the upper coil to the upper mounting plate, to ensure the re-assembly is correct and accurate.

Shock absorber length:

Occasionally a new shock absorber can appear to be a different length to the one which has come off the vehicle. The most common reason is the use of an internal rebound spring on the KYB product, and the absence of the bump stop from the OE product, which can sometimes be removed on later models by vehicle manufacturers to save cost. Sometimes it’s necessary to raise the axle or suspension slightly in order to attach the mounting kit which is also common on many OE components. Providing that the part has been selected from the KYB catalogue using the exact vehicle specifications, the part is safe to fit.

KYB Europe shares some useful tips for technicians when

fitting shock absorbers, coil springs or suspension mounting kits.

Correct torque:

Do not use an air or electric impact wrench to tighten the upper mounting nut on the piston rod as this can make the torque higher than recommended and cause damage. Hold the piston rod with a wrench or special tool (not vice grips or pliers) at the machined shoulder and use a torque wrench set to the vehicle manufacturer’s specification which can be found in the KYB suspension solutions app. The final tightening should be completed after the full weight of the vehicle has been applied.

Replacing in pairs:

To ensure the vehicle performs safely and as designed, it is recommended to replace shock absorbers in axle pairs. This is because when the damping rates are significantly different from left to right, the vehicle body and wheel movement variations can cause handling abnormalities.

Priming:

Occasionally a shock absorber can be diagnosed as faulty when actually it just needs to be primed. Shock absorbers are usually stored and transported horizontally which can cause small air pockets to form, which can affect the damping force. To avoid this, it’s recommended to prime the shock absorber three or four times which means compressing and extending the piston rod to remove the air.

Wheel alignment:

Depending on the vehicle design, wheel alignment may be required following strut replacement. All struts affect alignment in some way so it’s best to check the specific vehicle service manual and specifications.

BEST PRACTICE Servicing propshafts

Back in August, Shaftec introduced its first new product launch in ten years – a comprehensive range of propshafts. At launch, the surcharge-free programme totalled 170 OE-matched quality parts for the European aftermarket, and there are already more in development. Let’s take a look in more detail at what the part is, what it does and how to tell if it’s having problems and needs changing, before offering readers a few hints and tips on how to fit them correctly.

The propeller or propshaft makes the vehicle move by connecting the rear differential to the engine and the transmission system. This mechanical component is shaped like a tube that allows the transmission to power differential, and you can have up to three on some 4WD vehicles.

The handling of each propshaft is designed according to the class of vehicle it will be fitted to. In line with this, Shaftec’s programme caters for all vehicle sizes, from the smallest to the largest. Furthermore, when it comes to ordering product for ease of identification, each component in the Shaftec programme is prefaced SPS followed by a three digit code.

The programme caters for cross class models produced by most vehicle manufacturers active across the European car parc. Typical examples of applications per class are shown below:

Rear Wheel Drive (RWD) – BMW 5 and Mercedes C Class

Four Wheel Drive (4WD) – Land Rover, Range Rover and Toyota Landcruiser. These vehicles are good for off roading, often have differential locks and a low range. You can have up to three propshafts on a 4WD vehicle.

All Wheel Drive (AWD) – Audi Q7, Jeep Grand Cherokee, Ford Edge, Audi A4 Allroad, BMW xDrive, Mercedes 4 Matic, Golf Alltrack and VW 4motion. AWDs are similar in power to 4WD but are designed for speed and handling.

Light Commercial Vehicles (LCV) –

Mercedes Benz Sprinter 3.5-ton van & Nissan NP300 Navara.

The prop shaft won’t instantly fail, so don’t worry – drivers get plenty of notice as they deteriorate over time.

Common symptoms

When the propshaft needs attention, the driver will probably first hear a rattling or clunking sound. They may also hear squeaking noises when they accelerate or decelerate, and the sound will go away if you are traveling at high speed for a consistent amount of time. If your customer experiences any of these symptoms, you need to investigate the part, because after the noises will come the vibrations and a failing propshaft will make the vehicle tremble and shake. The next sign is that the driver will start to feel resistance when they try and turn the car. By now they may well have waited too long to get the part changed and it could well lead to a much more expensive job.

Shaftec provides readers of PMM with a guide to maintaining and replacing customers’ propshafts – a new offering from the remanufacturing experts.

“The handling of each propshaft is designed according to the class of vehicle it will be fitted to. In line with this, Shaftec’s programme caters for all vehicle sizes, from the smallest to the largest.”

Installation tips

Seperated Propshaft sections need to be matched up correctly before installation to ensure correct balancing.

MATCH:

Each section should be matched up to the corresponding number/arrow.

Eg. 1234 -> <- 1234

ALIGN:

Align each corresponding number/arrow and insert sections together, ensuring the rubber gaiters are correctly located in the groove

Offering extensive car parc coverage, the programme of one-, two- and three-piece shafts covers rear, all and four-wheel drive passenger cars and light commercial vehicle

applications. As with all its safety critical parts, Shaftec tests all of its products in line with strict industry guides to ensure material quality and strength. All parts are engineered for low NVH (noise vibration harshness) 100 per cent balanced and fully inspected.

Note: Failure to align the arrows and numbers correctly could cause serious vibrations and invalidate the warranty.

WANT TO KNOW MORE?

FOR MORE INFORMATION

WWW.RDR.LINK/AAU021

“Offering extensive car parc coverage, the programme covers rear, all and four-wheel drive passenger cars and light commercial vehicle applications.”

TWO by TWO

When functioning properly, a vehicle’s suspension promotes precise steering control and handling, contributes to a more stable and comfortable ride, reduces braking distance and protects the vehicle’s tyres from abnormal wear. Also, the suspension helps increase overall driving safety in a wide range of road and weather conditions.

When not functioning properly –including when shock absorbers and other components are worn out or damaged – the suspension might not be able to provide these critical benefits. This is why each suspension component should be inspected every 12,500 miles or at least once per year and immediately replaced when signs of wear are detected.

But simply replacing worn suspension components isn’t enough, says Monroe. Installers must also remember to replace new shock absorbers in pairs and performing the complete job by installing new protection and mounting kits, which are critical to obtain the right performance of those important safety elements.

Why are they important?

The most important benefit of shock absorbers is to help hold the vehicle’s wheels against the driving surface for increased traction and control. As the vehicle encounters uneven road (or off-road) surfaces, the suspension moves vertically to help maintain stability, control and passenger

When replacing shock absorbers, it is very important to install them in pairs. Monroe tells PMM readers why this is the case.

comfort. Maintaining a strong connection between the tyres and driving surface is a critical part of this job because it helps preserve steering and braking control as well as overall vehicle stability. However, in order to perform these functions effectively, every shock must be in good working condition.

Why should shock absorbers be replaced in pairs?

Any time a shock absorber needs to be replaced, its companion across the same axle (front or rear) must also be replaced to ensure that at least both shocks are in equivalent working condition. Because a new shock has not yet experienced any internal wear, pairing it with an older unit is likely to create uneven damping characteristics across the axle. This can cause the new shock to overcompensate, putting it at a higher risk of damage and premature wear.

Conduct frequent and thorough inspections

Monroe recommends inspections of shocks absorbers and struts every 12,500 miles as well as during all routine maintenance appointments. Technicians should check for a number of common indicators that would warrant replacement, including damaged steering and suspension ball joints, poor steering response, fluid leaks from the shock or strut body, ‘cupped’ and uneven tyre wear, excessive vehicle bounce, and/or leaning or swaying during lane changes.

If any of these conditions are evident, replace both the damaged shock and the corresponding unit across the vehicle.

INCORRECT FITMENT

Incorrect alignmentshock absorbers damaged by a lack of wheel alignment.

Wrong cartridge torque - damage to the cartridge because of excessive or not enough tightening of the torque of the upper nut fastening to the suspension column.

Use of incorrect toolingthe use of the right tool in the assembly and dismantling process is one of the most important factors to guarantee the perfect operation of the new components of the suspension system when it is installed on the vehicle.

Monroe’s offerings

Monroe original shock absorbers feature the same technologies – and are often manufactured in the same Monroe facilities – as the original equipment shocks found on millions of passenger vehicles. To ensure the repair is done right the first time, always install the new shocks in pairs and, when applicable, use the corresponding new Monroe shock mounting and protection kits to achieve smooth, quiet, precise and long-lasting performance.

TROUBLESHOOTING SHOCK ABSORBERS

Monroe provides an easy-to-understand guide to some common problems with shock absorbers

INCORRECT USE

Shock absorber breakage due to extreme impacts - This failure occurs when the shock is exposed to compression forces for which it has not been designed. Structural damage that can occur includes bending or breaking of the piston rod, broken mounts, a bent or broken housing, and breakage of internal components.

Bushings damaged due to overloading - damage caused to the rubber

Pneumatic spring damagedThis occurs when the rubber in the pneumatic spring of the load-compensating shock absorber is damaged, producing a crack resulting in air loss, putting the compensation system out of action.

Any time a shock absorber needs to be replaced, its companion across the same axle must also be replaced to ensure they’re in equivelant working condition.

Get your CAMPING BADGE!

Bilstein’s B6 Camper Advanced shock absorbers have been developed specifically for the campervan segment, giving workshops the opportunity to move into this exciting market and enjoy the associated benefits – or to expand their motor home portfolio with an attractive new option. As an additional feature compared to the also recently released B6 Camper, the Advanced includes the firm’s DampMatic technology. This automatically adjusts to one of two characteristic curves depending on the situation, giving customers two shock absorbers in one – all without complex and expensive electronics. Bilstein claims this shock absorber concept fits in with its new “Way Ahead” brand claim and provides genuine added value. Campers, both panel vans as well as semi-integrated vehicles, based on the Fiat Ducato (from model year 2006) and the largely identical vehicles from Citroën and Peugeot are covered.

More than simple van shock absorption

Despite the steep prices camper vans command, they still tend to “rattle” off on their holiday adventure on simple van suspension supplied by the platform sponsor. This leads to a lack of travelling comfort, poor stability in bends or annoying driving noises, which do not exactly make the journey all that relaxing. In defence of van suspensions, from a technical perspective, it must be said that they are simply not designed for use in a motor home because the loading situation is completely different. For example, while the additional load in a delivery van is constantly

permissible weight limit.

According to the manufacturer, the new B6 Camper high-performance shock absorbers already “dramatically improve” driving performance. That’s because the shock-absorbing properties have been tailored to the parameters of motor homes (semiintegrated as well as panel vans) based on thousands of hours of road tests. The special set-up provides added safety in crosswinds and on bends thanks to optimum grip and a more intense driving experience thanks to high traction and precise handling. At the

As staycations continue to dominate the plans of happy but cashstrapped campers across the UK, could you add another revenue stream by taking on campervans for service and repair? Suspension manufacturer Bilstein certainly thinks so. Here, the German firm explains why camper van-specific shock absorbers are a worthwhile investment.

same time, campers can look forward to a more comfortable driving experience: thanks to the reduction of driving noise through better shock absorption as well as the increase in comfort due to the optimised rolling behaviour on cobblestones and at level crossings. Aiming to go one better, Bilstein introduced a shock absorber that could change its characteristic curve depending on the situation – the B6 Camper Advanced with amplitude-selective shock absorption based on the DampMatic principle.

How it works

The B6 Camper Advanced has a soft characteristic setting when cruising and a tight setting during evasive manoeuvres. The shock absorber selects one of two characteristic curves completely automatically based on a mechanical process using the vibrations transmitted by the road. In the “soft setting”, the shock absorber oil flows through both the main piston and a

special bypass. If the vibration amplitude becomes greater due to the driving situation, the control piston moves to its stop due to the sudden excitation. This closes the bypass and the complete volume flow is handled by the main piston. Since the flow is thus reduced, the shock absorber behaves “tighter”.

The purely mechanical DampMatic technology thus ensures that the shock absorbers can adapt to changing driving conditions instantly. This is otherwise only possible with complex active suspension systems with additional components. Bilstein argues that for workshops as well as customers, this means that the installation effort is no greater than for any other shock absorber. This saves money and makes a switch even more attractive.

on

options

As PMM has said before, EVs bring a wealth of servicing opportunities to the independent aftermarket. Ferodo, DRiV Motorparts’ OE braking brand, argues that the heavier weight of EVs means brakes will need frequent servicing.

Five years ago, conversations about the advent of electric vehicles typically began with “if.” Today, they are centred around “how fast” the now-real shift to EVs will occur. And then how will this shift change the nature of the relationship between consumers and their vehicle service providers?

A recent study indicated that the service waiting period for customers relying on vehicle dealerships has surpassed a full day. Aftermarket providers who can provide faster service and greater convenience – whether for an ICE or EV – will have a significant competitive advantage.

Recent data shows that despite a 500 per cent increase in EV sales since 2019, ICE vehicles still comprise more than 98 per cent of the passenger car population on European roads. This massive share will decline only gradually over a period of several years. We also know that today’s ICE vehicles are better performing, longer lasting and more valuable as personal assets than any earlier generation of passenger vehicles. Average vehicle age now exceeds 12 years overall and continues to rise thanks to a variety of factors: increased quality/durability; the rising cost of new and used cars; and, at least temporarily, supply chain shortages that have reduced the availability of new vehicles. Bottom line,

existing parts and service opportunities tied to the ICE car parc will likely remain strong well into the next decade.

Taking work from the dealer

Every major change in automotive technology – from rear-wheel drive to front-wheel drive and the introduction of electronic fuel injection and engine controls – was initially viewed as a threat to the aftermarket, only to become a new source of industry growth. There is a similar opportunity in the shift to EVs.

In addition to more frequent tyre replacement, the weight and positioning of EV battery packs can exert added stress on components in a variety of driving situations. This is good news for the aftermarket and brake servicing will remain strong.

With the long-term reduction of oil changes and other services specific to ICE vehicles, brake service will take on even greater prominence for workshops. While there has been some concern raised about the reduction of friction wear due to regenerative braking, the reality is that the availability of EV- and HEV-specific braking technologies will help independent workshops earn new customers at the expense of OE dealers.

The key is to focus on what we know vs. what we expect. What we know is that EVs place severe demands on brake system

components. Due to the weight of battery packs for example, EV brake pads often must provide greater stopping power. Additionally, the significantly faster acceleration of EVs could increase the incidence of sudden, severe stops – again requiring high-performance stopping.

We also know that brake noise and vibration are leading causes of driver complaints. Given the near-silent operation of battery-electric vehicles, brake squeal and other noises will be far more obvious to vehicle owners.

Another consideration with batteryelectric and hybrid vehicle brakes is that regenerative braking is much tougher on the brake pads. Because regenerative braking reduces the number of times the friction material contacts the brake disc, the material often doesn’t have a chance to reach an ideal operating temperature. This means the friction formulation must provide greater consistency and stability across a comparatively wide thermal window.

A NEWONE to look out for

What began in 2021 was cemented at last year’s Automechanika show in Frankfurt: Advics was to be rolled out as the brand name under which Aisin will henceforth sell all its braking products. The new name (new to brakes, that is), the company hopes, will reinforce the link to OE-quality – what the company’s senior strategy manager for the aftermarket Bérenger Léonard calls “the OE power of our parent company”.

Bérenger elaborated on what the aftermarket can expect: “Aftermarket customers can be confident that they will get the same standard of OE quality parts and service that we give to our OE customers. Standing for advanced intelligent chassis systems, the Advics name has long been used across our OE business to denote power. With the proven quality of our aftermarket offer, we’ve taken the strategic decision to extend its use to cover our entire braking programme.”

“And it won’t end there,” Bérenger continues. “With constant investment in research and development, reengineering processes, product management and new to range, our aftermarket customers can expect the brand to continue to grow.”

The Advics brand was initially used in the aftermarket only for Aisin’s hydraulics programme and a limited range of first fitment brake pads. Moving forward, to denote a certain level of braking performance and

quality control, Aisin brakes – including the entire brake pad programme, brake calipers, brake cylinders, brake boosters and wheel cylinders for European and Asian vehicles will be marketed under the Advics brand.

The business set the scene for this move in 2021 when it changed the whole aftermarket programme box design to reinforce the vision and the group’s market position. This was created in accordance with the common Aisin Group design language, and uses different coloured stripes to denote different series, making identification easier.

New technologies for each market

At the same time, Aisin Europe introduced the concept of BlueStop Technology. This is a common name for a series of technologies, derived from Advics’ OE experience that allows the business to create product series with unique features and merits designed to meet specific customer demands around the globe.

Disc brake pads were the first to undergo this transformation and in 2021 a programme was introduced using a BlueStop platform with qualities unique to the environment in which they would be used. These include:

■ Packed in a dark blue box with gold stripes, OE experience-based fine-tuned ceramic brake pads were introduced for the markets of Japan, North America, and Russia. These feature MicroStructure Control (MSC) and Ceramic Tribo Technology (CTT). The key merits of this range are premium feel and stable braking, minimal dust, and rotor wear with virtually zero noise and vibration.

■ Packed in a black box with red stripes, low steel brake pads were introduced to the Asian, European, and South American markets. These feature tough body structure (TBS), and matrix pad structure for strong consistent braking.

Aisin has extended the use of the Advics brand name – known for its OE credentials – across the whole of its aftermarket braking product portfolio.

“Aftermarket customers can be confident that they will get the same standard of OE quality parts and service that we give to our OE customers.”

BAD”: Why EVs need MORE brake servicing, not less

Yes, the rumours are true: EVs

use the brakes less than ICE vehicles. But does this mean

brakes

servicing? Well, as Brembo explains, (un)fortunately not, as using

the brakes less leaves them open to added corrosion. The Italian manufacturer claims to have the perfect solution for workshops looking to provide customers with a long-lasting fix.

The move towards e-mobility has seen many components within a typical vehicle being overhauled, with many naturally being made obsolete. This is true also for the vehicle’s brake system, where the quest to achieve next generation performance and safety is combined with the requirement to lower environmental impact.

Regenerative and friction braking in EVs

EVs use regenerative braking in addition to traditional friction (hydraulic) braking. As one of the innovations made possible by vehicle electrification, regenerative braking avails of the electric motor to recover a significant amount of the kinetic energy released during braking. This, indeed, is a giant leap forward in terms of sustainability.

Electric vehicles perform regenerative deceleration by operating the electric motor as generator. Even though the recuperation potential is subject to limitations in EVs, much braking will be carried out by

regenerative deceleration. Consequently, the standard friction brakes are being used less frequently. The integration of regenerative braking into a vehicle, however, leads to knockon challenges that need to be overcome. Beneficial as it is, regenerative braking is not enough on its own to stop a vehicle and avoid collisions. This role is only performed by the traditional friction (hydraulic) braking system. All in all, vehicles that use the regenerative braking also have

friction brakes to support the regenerative braking when it loses power or not supplying enough power to stop the vehicle.

The presence of the regenerative braking system in EVs results in many of the braking actions being performed by the electric motor itself, which translates into the hydraulic braking system being used less. While this has the benefit of reducing wear of the hydraulic brake components, their lack of action also makes them ripe for dangerous corrosion, which can compromise not just a braking system’s durability but also its performance and safety.

need to

the

need less

“BRAKING

For this reason, the brakes of electric vehicles need to meet a series of crucial requirements: corrosion resistance, silent operation, lightweight design and reduced residual torque.

EV specific brake range

With these challenges particularly in mind, Italian brake manufacturer Brembo has released the Brembo Beyond product line, the company’s replacement range tailored to improve EV driving.

“Brembo Beyond embraces the company’s mission to become a Solution Provider, improving the driving dynamics of the new mobility vehicles, with a specific focus on environmentally friendly solutions,” reveals Siti Abdullah, key account manager at Brembo. “This product family includes the Brembo Beyond EV Kit, which consists of specially coated discs and brake pads tailormade for the most popular electric cars on the market.”

Directly derived from Brembo’s OE heritage and expertise, the new EV kit brings together modern materials and technologies. “The new components, used together, are quieter and more resistant to oxidation. Furthermore, a special copper-free friction material with a galvanised backing plate reduces both dust and noise when braking,” informs Siti. “This means that they last longer, which brings benefits on two fronts: total cost of ownership and sustainability.”

In the workshop

With a revolution occurring in the automotive industry, Siti is keen to emphasise the need for workshop technicians to anticipate nontraditional challenges. “The braking system of an electric vehicle will have its own peculiarities and characteristics, both in terms of design and maintenance,” she says. “It is therefore advisable for a mechanic to be prepared to recognise these peculiarities for a professional service that is continually updated with the evolution of vehicles.”

■

Pads and discs replacement

Due to the regenerative braking system, the

replacement of pads and discs in EVs generally takes place at longer intervals. “During regular maintenance checks, pay attention to any signs of oxidation,” tells Siti. “Oxidation is more likely to occur because the brakes are being used less frequently. This is especially pertinent for vehicles operated in more severe climatic conditions.”

■

Brake fluid replacement

In EVs, the same replacement intervals which are used in traditional vehicles are generally recommended, i.e. those suggested by the car manufacturer. “From a product point of view, low viscosity fluids are preferable for electric

cars,” says Siti. Viscosity is an important factor for the correct operation of the braking system, especially in modern vehicles with anti-locking systems (ABS) and electric systems for traction and control.

“In these systems, the fluid flows through the control mechanisms – which are generally very limited passages – so the liquid must be very fluid because of the need for a precise and immediate transfer.”

■ EV brake pads

Due to EVs’ lowered ambient noise, brake noise, vibration and harshness (NVH) is a very important issue. “Due to less frequent use, special attention should be paid to the brake pads and discs to ensure excessive corrosion is avoided,” says Siti. “In addition, high and stable friction coefficients must be guaranteed, even if the brake system has undergone long phases of inactivity.

Getting KITTED OUT

Straightset provides some advice for readers considering installing or upgrading their MOT equipment.

The MOT Bay is one of the most used bays in a workshop, having the right equipment, located in the right place to allow for efficient MOT testing provides many advantages for the mechanic and garage as a whole.

Whether you’re looking to replace an existing MOT bay or build a new MOT bay, the most important starting point, according to Straightset, is the design. Speaking to specialist teams who know the rules and regulations around DVSA requirements is advisable to ensure your MOT bay is fit for purpose and gets the approvals it needs to be operational.

Starting from scratch Installing into a new build is generally an easier process, as there is a blank canvas to work with as long as you involve garage equipment specialists early enough in the project so that key decisions and discussions can happen with architects to ensure the layouts are right and meet the DVSA requirements. Full CAD and 3D designs can be drawn up to bring the project to life.

Using an existing workshop Installing into an existing workshop can prove a bit more of a challenge, but this is where the specialist skills and service of a knowledgeable garage equipment company comes into play. Starting with a detailed site survey, and analysing what existing equipment the customer already has, then discussing what the customer would like to achieve with the new bay, all whilst meeting current DVSA regulations. Utilising a design team offering CAD drawings, the replacement MOT bay can be worked out to ensure minimal disruption to the workshop.

Taking a workshop from this…

The main equipment that is required for an MOT bay typically includes:

■ An MOT lift – with the required lifting capacity for the range of vehicles you are likely to test. With so many variations available depending upon what class you are offering, whether you want a 4-post lift, scissor lift, one for just ATL or ATL combined with wheel alignment. The Italian

narrow design to fit into existing spaces or maximise the space available.

■ A jacking beam – again with the required lifting capacity for the range of vehicles you are wanting to test. With variations which are manually operated or with pneumatic operation. Majorlift offers a simple, safe and compatible range of jacking beams.

■ A connected and approved brake tester –there is a list of approved brake testers, ensure the brake tester you are installing is approved and can be connected. Brake tester beds come in a variety of size; if you

“Installing into a new build is generally an easier process, as there is a blank canvas to work with.”

To this…

disruption to the workshop, such as the BM brake tester which fits into most existing recesses. If you are looking for a brake tester in a new build, the Capalec brake tester is a well-built, affordable choice.

■ A headlight tester, such as the Tecnolux headlight tester which is DVSA approved for all classes including H.G.V and rotating column with mirror visor for accurate alignment to vehicle.

■ An emissions analyser with Euro 6

compliance and MTS connectivity. There are significant advantages of a combined gas and smoke analyser like the Britishbuilt combined petrol and diesel emission analyser with the latest software, integrated oil temperature and unique RPM measurement technology.

■ An MOT accessory pack with all the required tools needed to perform an MOT, which includes brake pedal depressor, mirrors, signage, pry bars, wheel chocks and more. Having a pack which has all the necessary tools rather than having to individually buy each piece, will ensure you are ready to start work on your MOTs.

Above all choose MOT equipment that you can maintain efficiently once its installed. Make sure you choose equipment where spare parts can be easily accessible should you require and ask questions around whether equipment is code locked which only permits certain companies to calibrate and service equipment. Having a preventative maintenance contract on your equipment will protect your investment over time.

Straightset is a family-ran garage equipment company with over 35 years’ experience in supplying, installing and servicing garage equipment. Straightset is not owned by a manufacturer or group, therefore is able to offer choice and flexibility with the range of equipment they offer, working with leading manufacturers such as Space, Slift, BM Autoteknic, Capalec, Majorlift, Premier Diagnostics, HPA-Faip, Supertracker, HPC,

PRODUCT SPOTLIGHT

Philips Ultinon Pro9100 Headlight Bulbs

“OEM-level performance”

Lumileds’ next-generation Philips Ultinon Pro9100 LED range claims to deliver automotive “OEM-level performance”. Equipped with Luxeon Altilon TopContact LED technology, exclusively used by car makers, these headlight bulbs offer consistency and performance with up to 350 per cent more brightness. They generate a strong, cool white light to provide sharper visibility.

The bulbs’ optimal light spectrum makes road signs more visible and allows drivers to react faster, providing a great upselling opportunity for garages.

Compatible design

Conceived with performance and ease of use in mind, this new one-piece bulb design aims to allow fast, hassle-free installation. The built-in driver means no more worries about limited space in the headlight unit. This compact design ensures compatibility with a wide range of car models. LED retrofit and halogen bulbs differ from one another in terms of wattage, composition, and power consumption. Replacing halogen bulbs with other LEDs may, in some vehicles, cause issues such as flickering light. Ultinon Pro9100 bulbs need no additional adapters to eliminate flickering in most cars. They work straight from the package with the vehicle's electrical system to provide a consistent light beam and colour temperature. The headlight bulbs are compatible with both reflector and projector headlamps and deliver a safe and perfectly aligned light beam. They also work with 12V and 24V electrical systems.

Colour temperature

The range features a colour temperature of up to 5800K, proven among original equipment manufacturers to maximise eye comfort while driving at night. This reduces fatigue and the risk of eye strain to make driving in the dark a safer, more pleasant experience. The positioning of the LED chips in Philips Ultinon Pro9100 bulbs delivers light exactly where drivers need it, on the road without dazzling oncoming vehicles. These bulbs also include SafeBeam feature, producing the best useable beam and glare-free light pattern.

Durable

At a higher light-intensity level, LEDs last much longer than conventional bulbs. Thanks to features such as AirFlux+, AirBoost and AirCool heat-management systems, the bulbs are said by the manufacturer to last for up to 5,000 hours of operation. IP-certified against dust ingress and with splash-water protection, they are also guaranteed EMI-compliant, conforming to automotive-industry standards on electromagnetic interference.

The bulbs’ optimal light spectrum makes road signs more visible, providing a great upselling opportunity for garages.

New headlight bulbs from Lumileds provide 350 per cent more brightness thanks to LED technology.

Gettinga HEADSTART

For over 35 years, the remanufacturer Autoelectro has embraced rotating electrics and championed the environmental benefits of extending the life of components via its in-house facility in Bradford, producing starter motors and alternators of all generations.

To serve the timeline of the now classics, the introduction of start/stop technology, combined starter motors and alternators, and 48 V units, Autoelectro keeps up-to-date with the latest test bench equipment – this is essential in being able to respond to requests from workshops across the UK.

While all the technology is packed into the its red and white box, which includes fitting instructions and technical notes with specific

part numbers, Autoelectro’s 1986 dashboard is an additional resource for customers to call upon for part numbers, discover new-to-range updates, latest press material, organise old core returns, track deliveries in real-time and chat to in-house experts directly.

What’s more, the company has recently launched a parts identification campaign –where the customer can send photos of an unknown part, via WhatsApp, to be identified by Autoelectro staff.

With more hybrid vehicles pushing through to aftermarket workshops, Autoelectro has developed a significant range of references, such as for hybrid models for manufacturers including Peugeot, Mercedes, Audi, Fiat, Ford and BMW.

said: “We’ve been working hard in developing part numbers for these types of vehicles, complementing our comprehensive, existing range. We are confident this range, in addition to the service we’ve offered for the last 36 years, will be a success with our loyal customer base.”

Autoelectro director, Harnek Bhogal,

Autoelectro has increased its support for workshops servicing and repairing hybrid vehicles by extending its remanufactured product range.

PRODUCT TEST

Energizer work lamps

Iwas provided with an impressive collection of torches and working lamps by PMM on behalf of Energizer, the well-known and trusted manufacturer, to carry out an extended test on their products. I received a set of Energizer “hard case” lamps, including a pivoting head lamp, a small pivot plus hand lamp, a large pivot plus hand lamp and the larger rechargeable lamp and power bank – and, most importantly, batteries!

seems like an eternity, even though in reality it’s only been a few months. Anyway, I’ve been able to give them a good run. These lights are well built, which is important. The construction is rugged but the light is a nice bright white, which is a big help to see items properly when the beam is on them.

vehicle repairs, of course, but also managed to put them to use around the home and for a quick visit to the loft along. Night time dog walks have also been improved – I can now see more clearly and avoid stepping in anything unpleasant! A great point to note, actually, is

how long the batteries have lasted inside before needing to be replaced. Likewise, the rechargeable lamp just needs a quick plug in before it’s ready to go again.

All the lights have continuously provided a very crisp white light and despite several accidental drops and knocks have continued to work without issue. They have good grips and multiple options for sticking to the job via magnets, hanging from built-in hooks or simply standing upright, with the headlight being strapped to your forehead leaving you hands-free when needed.

In use, the lights all did what they say on the tin and provided ample light for repair work in the darkest of engine bays with a long-lasting burn time – so no sudden loss of light mid-job or even a yellowy fade away.

The hardcase professional magnetic headlamp (hchdm322) can be strapped onto a safety helmet or just your head and the 400 lumens of light provided was bright enough for any job. It also has a magnet built in to secure it when needed. Comfortable to wear and not too bulky with up to a 30m range and between 3.5 and 30 hours of life depending on your chosen power

setting, when walking around with my dog it was very comfortable and not overly heavy and it proved itself very useful as a black dog in the dark is not the easiest of things to see! It also came in useful up in the loft, leaving my hands free to hold on and not put a foot through the ceiling.

The small hardcase pro pivot plus (hcsw21) is comfortable to hold and has magnets to hold it onto metal, gives 300 lumens, between five and 30 hours of burn time and the same 30m range. It is small and compact, making it useful in tighter spaces. Using it in the engine bay was very useful, due to its compact size you could tuck it in between cables or pipes or stick it to metalwork to illuminate the area

Tony Powell sees the light with the help of Energizer’s work lamps.

leaving both hands free to work on the job in hand with plenty of light to easily see what you were doing.

The larger torch, the hardcase pro work light (hcal412) features a multi position builtin hanging hook, a lanyard and built-in magnet with a variable lamp dimmer control gave between 150 and 550 lumens and from eight to 40 hours of operation, providing a nice bright working light for any job. Hanging it in the back of the work van at night gave excellent lighting of the toolbox so you could see which tools you wanted easily and even read the spanner or socket sizes. All the lights are IPX4 water resistant.

The Energizer panel work light (awllb) with two multi-position light panels and flexible handle/stand/hanging hook gave out the biggest amount of light at 1,100 lumens for up to six hours off a single charge on full power with both panels lit and one can safely calculate 12 hours with one panel lit. Of course, this one is rechargeable so there is no

panic to get new batteries when needed – simply plug it into the wall and recharge it. Oh and no further panic as it has a charge level indicator. Finally, the extra surprise for those addicted to their smart phone or busy business calls is that you can use this light to recharge your phone in an emergency or simply rely on it as a backup if a charger isn't available and that important call is due any moment.

It certainly helped us out after a long day out and after the sun had long gone down, illuminating the work area using the two panels to cover a wide piece of the floor so those precious and very expensive tools all got picked up and returned to their home in the toolbox – then topping up the phone on the way home to let the boss know we were on our way back.

Having thoroughly tested all of these lamps, I would happily recommend them to anyone looking of a strong, bright, reliable torch or work light with a long life expectancy.

WANT TO KNOW MORE? FOR MORE INFORMATION

WWW.RDR.LINK/AAU030

If you haven’t already taken advantage of PMM’s website then you are truly missing out. With an array of technical articles, breaking news and helpful business tips, it’s a great source of information right at your fingertips. The PMM website is also a great place to listen to our monthly podcast (WWW.RDR.LINK/AAU031), the most recent episode takes listeners to our recent Mechanex show. PMM ’s news and products editor, Freya Coleman, takes a look back at the most popular articles on the website from the past month.

Belt focus

Starting off this month’s list is a belt focus article from Gates tackling a problem many mechanics have encountered following a scheduled belt replacement on 1.6L and 2.0L petrol drive engines in the VW, Audi, Seat and Skoda model ranges. The problem is a noise that can be traced to a “clicking” sound caused by contact between the belt and pulley flange. And the solution? Well, it’s simple – by ensuring the locating lug of the tensioner is positioned correctly in the appropriate slot on the engine and the installation process is followed to the letter.

WWW.RDR.LINK/AAU032

short journeys?” and Castrol is here to answer that in this next popular online article. The short answer? Multiple short journeys can cause sludge and deposits to build-up within the components. This article has made the list again this month, proving its popularity!

WWW.RDR.LINK/AAU033

kilometres (or 248,601 miles).

WWW.RDR.LINK/AAU034

A moment of reflection

Question time

We recently received a question from a reader: “Do you need to change oil more frequently if you make regular,

Getting to the bottom of it

Up next is this troubleshooter article where the ACtronics team share their insights on a peculiar failure they’ve seen cropping up on the Fiat Ducato 3’s instrument cluster. This odd issue is that the instrument cluster cannot physically count further than 399,999

Towards the end of last year, Hayley Pells announced she was joining the IMI as a policy manager, and as her garage Avios Autos is passed on to a fresh pair of hands she reflects on whether the future of the family garage lies in greater specialisation. Inside, she discusses the benefits of specialisation such as cost, reputation, SEO, competition and development whilst also suggesting some specialisation ideas like AC, classic cars and extraction.

WWW.RDR.LINK/AAU035

Selective catalyst reduction

Rounding off this month’s list is BM Catalysts talking readers through what a selective catalyst reduction (SCR) is and what it does. Inside, readers can discover the basics of SCR technology, which is utilised on certain diesel engine passenger cars, what they’re made off and what DEG/AdBlue is. This technical article is a great addition to the many others on our website, so follow the link below to join others in reading it.

WWW.RDR.LINK/AAU036

MORE

■ WORK LIGHT

The Nova Star by NightSearcher is a work light with five lighting modes, an adjustable kickstand, an integrated hanging hook and a magnetic base. It also features a fold-flat design making it perfect for storage, and its built-in extendable stand elevates the light off the ground to increase light spread to illuminate a larger surface area. This work light emits a 2,000 lumens flood/wide beam, for 1.5-5 hours, depending on the light mode setting. Cycle through each brightness setting with the single-button operation. In times of emergency or warning, each brightness setting has its own flashing mode, or you can opt for the integrated red or red flashing light. Said to be lightweight yet tough and durable, it has a plastic and aluminium alloy body giving an IPX7 waterproof rating and an IK07 shockproof rating.

WWW.RDR.LINK/AAU037

■ TIMING CHAIN KITS

MS Motorservice is expanding its product portfolio with a range of timing chain kits, the nine new articles now available covering around 2,200 vehicle types. Timing chain kits from the Kolbenschmidt brand are said to deliver high product quality, with durability and reliable functioning. All components in the timing chain kits undergo extensive functional testing as part of the quality assurance process. As a sales organisation for Rheinmetall’s aftermarket activities, Motorservice acquires a large proportion of its range internally from within the group, including the subsidiary Kolbenschmidt. This should mean that the internationally active spare parts specialist has the know-how and high-quality standards of a large international automotive supplier.

WWW.RDR.LINK/AAU038

■ REPLACEMENT SCR SYSTEM

Tenneco’s DRiV Motorparts business has announced the availability of Walker replacement selective catalytic reduction (SCR) systems for more than 1,400,000 passenger vehicles in operation across Europe. Now available through leading replacement parts distributors are Walker SCR systems for the following vehicles: Citroën Grand C4 Picasso II and Picasso II (2013 and newer), and Grand C4 SpaceTourer and SpaceTourer (2018 and newer); and Peugeot 308 Hatchback van (2015 and newer), 308 II (2013-2021), 308 SW II (2014-2021), 308 SW II Estate Van (2014 and newer), 3008 SUV (2016 and newer) and 5008 II (2016-newer).

WWW.RDR.LINK/AAU039

■ SOCKET SET

Laser Tools have added this master socket set of extra-deep metric sockets (part number 8420) to its range. The sockets feature a single hex (6pt) profile, with a 120mm depth designed to reach heavily recessed fixings, including those found on bumper, rear lamp and door hinge fittings. The set includes 3/8 in. drive sockets from 6mm to 18mm and 1/2 in. drive sockets from 19mm to 21mm. Also in the set is a 3/8 in. drive to 1/2 in. drive adaptor and a 1/4 in. drive to 3/8 in. drive adaptor to ensure full compatibility with existing tools. All manufactured from chrome vanadium steel said to ensure high-strength and wear resistance.

WWW.RDR.LINK/AAU040

■ HEADLIGHT BULBS

Lumileds’ next-generation Philips ultinon pro9100 LED range is said to deliver automotive OEM-level performance. Equipped with Lumileds luxeon altilon top contact LED exclusively used by car makers, these LED automotive headlight bulbs offer optimised consistency with up to 350 per cent more brightness which allows road signs to be more visible to drivers. They generate a strong, cool white light to provide sharper visibility, a real technological innovation for keen drivers. These bulbs also include our SafeBeam feature, producing the best useable beam and glare-free light pattern.

WWW.RDR.LINK/AAU041

■ OIL FUNNEL SETS

Changing engine oil can be a messy job and different engines have different oil neck configurations. When using a traditional funnel, one hand must be used to keep the funnel steady, and if the filler neck has a baffle, the oil has to be poured in very slowly and carefully, or else the oil will overflow and spill. These two oil funnel sets from Laser Tools aim to solve these problems: part number 8301 comprises a two-piece funnel supplied with three adaptor caps sized to fit various vehicles from the Volkswagen Audi Group, and part number 8302 is the same two-piece funnel but supplied with two adaptor caps sized to fit various vehicles from Renault and Nissan. The assembled funnel is connected directly to the oil filler neck using the correct adaptor for the vehicle. This forms a tight seal, eliminating oil spillage. The adaptor provides a secure mount for the funnel assembly, so no need to hold the funnel steady. If the neck is baffled, the oil will flow in steadily with no leakage. The full diameter of the oil filler neck is used for quick filling and the transparent chamber shows when the bottle is empty.

The best things in life are free...

The Philips Xperion 6000 range of workshop lights has been winning awards since its launch by Lumileds in late 2021. For example, the Xperion 6000 slim was awarded 2022 ‘Inspection Lamp’ of the Year by Auto Express, while the top of the range Xperion 6000 UV pillar was runner up to its slim companion. Three new lamps have now joined the existing five lights in the Philips Xperion 6000 range and Professional Motor Mechanic is marking the awards and the arrival by giving away one of each of the award winning hand-helds plus one of each of the new flood lights: the flood, the flood mini and the flood audio (which features a BlueTooth speaker!).

On behalf of Airtex, PMM is giving away this Pagani Huayra model starter set to one lucky reader. At a 1:43 scale, the set includes four acrylic paints, poly-cement and a brush to help you build a model version of this car, renowned for remarkable handling, overall driving experience and incredible aerodynamics.

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

AC Tronics Ltd ......................................................................(page 41) www.rdr.link/AAU100

Alliance Automotive UK Ltd ................................................(page 52) www.rdr.link/AAU101

AutoElectro ............................................................................(page 29) www.rdr.link/AAU102

Ben ........................................................................................(page 51) www.rdr.link/AAU103

Bowmonk ..............................................................................(page 42) www.rdr.link/AAU104

Castrol (UK) Ltd ................................................................(pages 4,5) www.rdr.link/AAU105

Clarios ....................................................................................(page 25) www.rdr.link/AAU106

Dayco Europe ........................................................................(page 33) www.rdr.link/AAU107

Ferdinand Bilstein UK Ltd ......................................................(page 6) www.rdr.link/AAU108

Ferdinand Bilstein UK Ltd ....................................................(page 11) www.rdr.link/AAU109

Hella ......................................................................................(page 13) www.rdr.link/AAU110

Jack Sealey Ltd ......................................................................(page 35) www.rdr.link/AAU111

Kalimex Ltd ..........................................................................(page 51) www.rdr.link/AAU112

Maverick Diagnostics ............................................................(page 34) www.rdr.link/AAU113

Maha ......................................................................................(page 23) www.rdr.link/AAU114

Mann & Hummel ..................................................................(page 30) www.rdr.link/AAU115

Meyle ....................................................................................(page 38) www.rdr.link/AAU116

NTN-SNR Roulements ..........................................................(page 44) www.rdr.link/AAU117

PODCAST ............................................................................(page 20) www.rdr.link/AAU118

Ring Automotive ....................................................................(page 61) www.rdr.link/AAU119

Robert Bosch ........................................................................(page 18) www.rdr.link/AAU120

Schaeffler Automotive ......................................................(page2/IFC) www.rdr.link/AAU121

SMPE ....................................................................................(page 63) www.rdr.link/AAU122

VLS ........................................................................................(page 27) www.rdr.link/AAU123

Wynn Oil UK ..............................................................(page 68/OBC) www.rdr.link/AAU124

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