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PROFESSIONAL

JANUARY 2021

MOTOR

F R T E R E A

T T O H E

D E

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

THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

SERVICE VALUE PMM looks at the latest report on UK labour rates Also inside... How to master the art of managing online reviews

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

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Contents Regulars 6-8

NEWS & VIEWS

TROUBLESHOOTER

CLUTCH CLINIC

BELT FOCUS

18-21

TECH TIPS

24-28

BUSINESS & TRAINING

SPECIAL REPORT

COMPETITION

WHAT’S NEW?

VOLUME 22 ISSUE 1 JANUARY 2021

Features 33-36 OILS, LUBRICANTS & ADDITIVES

Editor’s Picks 24

IS A BAD REVIEW SUCH A BAD THING? Hayley Pells presents her approach to handling customer criticism

KEEP IT VARIED

39-42 DIAGNOSTICS & ENGINE MANAGEMENT

Why you need to find the balance between online and practical training

EMISSIONS LINK PMM makes the link between diagnostics and emissions with help from The DPF Doctor

44-46 TOOLS & EQUIPMENT

Total Average Net Distribution 59,921, 1st July 2019 – 30th June 2020

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VIEWPOINT

Mind over matter

Editor DANIEL ARON Digital Manager KELLY NEWSTEAD

Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Magazine Designer GEMMA WATSON Group Production Manager CAROL PADGETT Production Assistant STEPHANIE STAPLETON Distribution Manager KARL CLARK Publisher BRYAN SHANNON

Subscriptions

PROFESSIONAL MOTOR MECHANIC is a business magazine for firms and individuals involved in all aspects of the motor trade. It is published eleven times a year and is available nationally FREE to the trade through leading motor factors. It is also available through the post at a cost of £30. EUROPE and OVERSEAS 1 year (11 issues) £50 Airmail 1 year (11 issues) £65 Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts, WD24 4YF. Tel: Watford (01923) 237799 Fax: (01923) 246901

any of you will be glad to see the back of 2020. The year saw businesses throwing out any plans they may have had, and frantically creating new strategies just to survive, let alone thrive. Yet, the aftermarket remains, and now is the opportunity to rebuild and focus on whatever the coming year holds. In a way, it is reassuring to see that the industry trends that existed before the pandemic have endured throughout, as technological development waits for nobody. One such trend, and one that plays a considerable part in this issue, is the role of vehicle diagnostics. There is a misconception held by a few within the industry that the diagnostic process is simply a matter of plugging into the OBD port, reading the fault codes, and then firing “the parts cannon”, as Ross Kemp calls it on page 11, at the poor, unsuspecting vehicle in need of repair. As you will read in that very same article, this approach is certainly not recommended and will more often than not lead to increased cost of parts, a stillunhappy vehicle, and an even unhappier customer. No, Ross stresses that the most important tool for diagnostic work is the thought process. Like any sound investigative work, following the clues and using your powers of deduction is far more likely to lead you to the root cause of the problem, than if you constantly try to seek out shortcuts. Darren Darling, aka The DPF Doctor, explains this on page 42, using the analogy of “a wide-angle lens” to describe the skill required of a diagnostics specialist. Of course, it takes training to build this skill set, but as Darren suggests, it is well worth the investment. In which case, if diagnostics is becoming – or already is – the centre of a garage business, then judging by what has been discussed above, it is the mind of the technician that should reign supreme. Which is why it is disconcerting to see that this is not being recognised in how garages are charging for labour. The IGA released its ‘UK Independent Garage Labour Rate Study’ in November (page 30), and in it, highlighted the long-term issues with the current price of labour. The results suggest that over the past eight years, the increase in labour rates has not kept up with inflation, which means that businesses are absorbing additional costs – a completely unsustainable model for the future. The skills of an automotive technician are already specialised and are only set to become more so as vehicle technology develops, particularly in the field of diagnostics. So, is it not well overdue for the industry to recognise this and charge appropriately for its skills? It feels like this shift in mentality must come from within the sector; a sector that managed to endure the trials of 2020 by putting mind over matter. Now, it would be wise to apply the same approach to 2021 and beyond.

E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk

Enjoy the issue and have a great month.

Website: www.pmmonline.co.uk

Daniel Aron

Editor

Associate member

The publishers and editor do not necessarily agree with the views expressed by contributors, nor do they accept responsibility for any errors of translation in the subject matter in this publication.

Front Cover: ©guruXOX/AdobeStock

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NEWS

& VIEWS

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

Study reveals shaky EV uptake predictions

Ben issues rallying cry for industry support Ben, the charity dedicated to supporting those working in the automotive industry, is making an urgent ‘rallying cry’ to automotive industry leaders as it faces a 50% increase in demand for its services.

can help ensure that nobody faces life’s challenges alone. This letter is also being sent directly to industry leaders, as an urgent plea for support. Ben is asking companies to pledge to do three things: The pledge ■ Be an advocate for Ben,

he increase in demand for the charity’s services, coupled with a £1m income shortfall due to the cancellation of fundraising events, including the Ben Ball, means that without additional funding, Ben may be forced to make difficult decisions about which cases to support. COVID-19 is having an unprecedented impact on the health and wellbeing of the automotive workforce. More and more people are turning to Ben in financial hardship, or are struggling to cope with mental health issues and other life challenges including bereavement. Ben’s Chief Executive, Zara Ross, and Chair of the Board, Steve Nash, have drafted a letter that outlines how the industry

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ensuring the message of support is promoted widely within their business so everyone knows they are never alone ■ Encourage colleagues to support Ben through Payroll Giving, Ben’s Big Weekly Lottery and its fundraising products and events ■ Dig even deeper as a business to help address the £1m shortfall

With recent SMMT figures stating that just 8% of car sales are electric, new research from car finance broker CarFinance 247 has identified that two-infive (37%) non-EV drivers don’t think their budget will ever stretch to an electric car. This was particularly felt by those whose current car was purchased used (43%), as opposed to new (28%).

s part of the study, 2,002 UK adult drivers (Atomik Research, November 2020) were shown a typical price of good quality, used electric or hybrid cars, and asked when they thought they might be able to afford them, allowing time for saving or their monthly income to grow. Nearly two-in-five (37%) said that, right now, they could afford a used, small EV like a Nissan Leaf (priced around £5,000), while one-in-five (18%) could stretch to a mid-range car, such as a second-hand Golf EV (priced around £18,000).

Top-end cars, unsurprisingly, remain out of reach for many, with a quarter (24%) saying they could never afford even a used Tesla 3 (priced around £42,000) – nearly one-in-three (29%) went so far as to say that they could only afford one if they won the lottery. In relation to the demographic of those surveyed, millennials were the age group who appeared to embrace electric cars the most, with 70% of 18-34 years olds saying they have or want one. This declined the older the participant was, with those aged 65+ backing them the least, with just 3% owning an EV. Surprisingly, however, a quarter of those aged 65+ said that they would actually like an EV (22%) but couldn’t afford one (24%).

“New research from car finance broker CarFinance 247 has identified that two-infive (37%) non-EV drivers don’t think their budget will ever stretch to an electric car.”

To show your support, email now via pledge@ben.org.uk or call 01344 298135.

“Ben may be forced to make difficult decisions about which cases to support.”

©Grigory Bruev/AdobeStock

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NEWS

& VIEWS

VLS enters into new Primary Authority relationship

GS Yuasa Academy receives IMI accreditation GS Yuasa Academy has become the first battery training programme to partner with The Institute of the Motor Industry (IMI). The online learning platform will give users who have completed all courses the opportunity to become a fully-fledged member of the IMI.

S Yuasa Academy is said to be the most powerful comprehensive online battery learning platform available. Featuring over 20 detailed training courses, it covers every step of a battery’s ‘journey’ – from leaving the shelf, through ongoing maintenance, to end of service life. Once users have successfully completed all GS Yuasa Academy courses, they will be eligible to apply for IMI certification and membership through the platform. If they decide to do so, they will then

receive a printed certificate, membership pack and a range of benefits from the highly respected institution. Ian Newham, Training Manager at GS Yuasa Battery Sales UK Ltd, said, “We are extremely proud to be partnering with the IMI through our GS Yuasa Academy online learning platform. We’ve worked hard to make the academy the most comprehensive learning solution available and this partnership certainly does that. We’re pleased to be able to give industry professionals the opportunity to join such a highly valued institute of the automotive sector.”

The independent trade body, Verification of Lubricant Specifications (VLS), has entered into a Primary Authority partnership with Buckinghamshire and Surrey Trading Standards.

uckinghamshire and Surrey Trading Standards will provide tailored advice and guidance for VLS and its members, to help them remain compliant with relevant regulation and legislation, as well as supporting VLS in the escalation of any cases to local Trading Standards authorities. Since its formation in 2005, VLS has escalated several cases to Trading Standards, to ensure that enforcement action was taken to bring products into compliance with their own stated technical specifications and performance claims. Most cases investigated by VLS are resolved by direct discussion between VLS and the Named Party. However, in some cases, if the Named Party

fails to provide the evidence required to bring the product into compliance or take the necessary action, VLS has escalated the case to Trading Standards authorities, which are locally situated to the Named Party. In this proactive move, VLS will now work in partnership with Buckinghamshire and Surrey Trading Standards who will advise VLS on the correct course of action to take and engage with the Trading Standards local to the Named Parties of a complaint. This move is expected to expedite matters and ensure swift action. Buckinghamshire and Surrey Trading Standards will review all of VLS’ advice and guidance issued so it becomes endorsed, supported and approved by Trading Standards. Through the use of a Primary Authority relationship, other Trading Standards authorities are expected to follow the advice laid down by Buckinghamshire and Surrey Trading Standards.

“Once users have successfully completed all GS Yuasa Academy courses, they will be eligible to apply for IMI certification and membership through the platform.”

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NEWS SPECIAL

The Motor Ombudsman names Garage Star Awards winners The Motor Ombudsman is pleased to announce the winners of its first ever Garage Star Awards.

he initiative was introduced by the Ombudsman dedicated to the automotive sector for customers to be able to nominate individuals, teams and garages accredited to its Motor Industry Codes of Practice for Service and Repair and Vehicle Sales, that have gone above and beyond to assist them during the past 12 months. Highlighting the contest’s popularity in its inaugural year, The Motor Ombudsman received over 800 nominations from consumers up and down the country, who were asked to submit a short account about the exceptional levels of service and work that they had experienced when either buying a car or having one repaired. These were then whittled down to just 24 finalists, a shortlist passed to a panel of judges to determine the winners of the eight regions, which are as follows:

Director at Courtwood Car Services in Uxbridge, for her persistence when solving numerous mechanical issues with a consumer’s vehicle, and acting quickly to keep them on the road ■ East: Cambridge Performance Tyres –

Team Protyre, for going out of its way on more than one occasion to accommodate the needs of a motorist during peak periods for their business ■ West: Dukes AutoTech in Cornwall, for

the exceptional level of compassion and care provided to a customer after they were left with a broken-down vehicle at the roadside ■ Midlands: Chemix Autocentre

Halesowen – Team Protyre, for delivering a consistently high level of service over many years

■ North: Simon Graeme, Auto Service

Centre in Harrogate, for helping to recover a customer’s car outside of business hours ■ South: Randeep Reehal, Operations

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■ Wales: Avia Autos in Bridgend, for

going the extra mile to provide practical driving tips and free car care courses for consumers alongside a busy work schedule

■ Scotland: The Garage Whitburn in West

Lothian, for its charitable work and support for the local community ■ Northern Ireland: Louise Harte, Service

Advisor at Agnew Belfast Audi, for the lengths that she went to in order to prevent a customer’s holiday being interrupted whilst their car was being repaired With a customer testimonial that moved the panel, Dukes AutoTech, an independent garage that previously triumphed in the western region, were deemed worthy of being crowned the overall winner of this year’s contest, due to the lengths that the husband and wife-run business went to in order to assist a customer. Kerry Dukes, Partner at Dukes AutoTech, said, “We are absolutely delighted to have been chosen as the national and regional winners of the Garage Star Awards. It is testament to the hard work and dedication of everyone in our team to ultimately ensure total satisfaction for each and every customer that uses our garage. What we did for the consumer who kindly nominated us, mirrors our philosophy of going the extra mile wherever we can, no matter how big or small the task in hand. “This trophy will take pride of place in our reception area and will serve as a reminder of what can be achieved with teamwork and kindness. We are so grateful to all of our wonderful customers who took the time to put us forward in the competition, and it’s a true privilege to have won this prestigious title.”

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TROUBLESHOOTER

Battling the parts cannon Scantec Automotive's Ross Kemp presents a diagnostic case that perfectly exemplifies why reading fault codes and replacing parts is simply not enough to solve the underlying problem.

e were recently asked to run some diagnostic testing on a vehicle that had been to two other workshops before it came to us. The symptoms reported by the customer were that of a complete engine power shut down when driven under load accompanied by a complete loss of throttle response with faults being logged in the engine relating to MAF and boost.

A troubled Transporter The vehicle in question was a 2014 VW T5 Transporter with a bi-turbo CAAA engine running the Bosch EDC17 system that meets Euro 5 specification. Now, clearly someone had spent considerable time and expense on this fault, as the list of replaced parts supplied to us included: boost pressure sensor, MAF sensor, fuel pressure sensor, fuel pressure regulator, HP fuel pump including volume control valve, recon turbo, and all four injectors. The ECU had also been sent away

for bench testing with no faults found and software updated to the latest calibration. As always, we carried out a global systems fault analysis and noted two faults logged in the engine’s fault memory relating to MAF sensor plausibility and boost pressure control. Once documented, all faults were deleted and the system rechecked to confirm statically; no faults were present and the engine would rev cleanly with no obvious issues – however, the system utilises a static rev limiter.

Results from the road test When road testing, it was clear to see that the moment the power demand was increased and the engine speed increased (much beyond 2,500rpm) that the engine would become harsh sounding for a split second and then all power would be lost. No amount of throttle pedal action would bring it back and the engine speed would eventually drop back to idle and all symptoms would disappear.

“Initially, several thoughts came to mind here, including possible intake restrictions and exhaust restrictions – did we have a turbo/boost control fault?” Retesting for DTCs confirmed both the original fault codes relating to MAF and boost were stored again. Based on the faults being logged, we were initially interested in monitoring the intake air system and the boost system. However, due to the complete loss of power and the harshness of the engine prior to the power cut, we were also interested in monitoring the fuel system, with a particular focus on whatever was taking place in the fuel rail before, during, and after the cut in power. Data logging and pressure testing of the intake system confirmed, there appeared to be no physical MAF sensor issues and no intake leaks and/or pressure losses. However, the data did confirm that the MAF and boost readings were lower than expected when the vehicle was driven – but, why? Initially, several thoughts came to mind here, including possible intake restrictions and exhaust restrictions – did we have a turbo/boost control fault? Most (if not all) of these thoughts were quickly dismissed due to the nature of the fault and the fact that the engine would rev cleanly when static. A quick bypass of the throttle plate and EGR confirmed that faults were still present, so we felt happy to move on to the fuel pressure generation, control, and delivery systems.

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TROUBLESHOOTER

Bosch Piezo injectors

Assessing the fuel system Primary supply of fuel was clean and checks after the fuel filter confirmed good pressure and volume from the electric fuel supply pump. Monitoring of the high-pressure system and comparing demanded pressure against actual pressure also showed no fault, even when the engine lost all power. In fact, the high pressure remained constant as demanded, even as the engine completely lost power. I must confess, I actually expected to see a spike in the fuel pressure just purely based on the apparent harsh diesel knock-type symptoms noted just before the engine power drops. With no intake and/or exhaust system leaks/restrictions, good fuel pressure during the fault event, and the engine completely dying as though it had been switched off, the next question we asked was: Are we losing the injector switching? A quick scope test confirmed that we were not. As we were no longer questioning the engine’s timing and/or compression at this stage, plus the fact that fuel pressure was correct and injectors were being switched (at the correct time) but the engine was still losing all its power, I had to start questioning the injectors’ ability to deliver the fuel.

“I do wonder at what point during the firing of the parts cannon, that this little inconspicuous (but all important) component went missing.” Consulting the manufacturer The manufacturer’s specification for return flow rate (leak off) was a maximum of 50ml at idle speed, and a maximum of 250ml at fast idle over a two-minute period. Both tests showed specification was easily met with no faults. However, on more careful inspection, we noticed when rebuilding the return circuit, a small plastic hose joiner in part of the rubber fuel return line from the injectors. Knowledge of the system and quick checks on the VAG parts system (ETKA) confirmed that this fuel return system uses a pressure retention valve in its design, and this was missing/not fitted

to this vehicle – in its place was a straight through hose joiner! The design of the Bosch Piezo injectors fitted to this engine is such that each injector has an internal fuel chamber that is required to be kept full at all times for correct operation of the injector’s delivery. It is the return line’s (leak off) circuit retention valve that achieves this by restricting the return flow and maintaining a constant 10bar pressure.

One final replacement We clearly needed to fit a new injector return line to this vehicle before proceeding, particularly when you consider that the manufacturer states that the engine should not be started with this valve removed as damage to injectors can take place. On fitting a new return line to include the all-important pressure retention valve, I was happy to note that the engine performed as expected, with no loss of power and no faults following road testing. I do wonder at what point during the firing of the parts cannon, that this little inconspicuous (but all important) component went missing. I guess, if there is a positive to be gained from this, it is the fact that none of the four new injectors appeared to have sustained any damage during the process. It just goes to show that diagnostics is not all about fault codes and changing parts, it is about having the right knowledge, tools, technical data, and, above all else, applying the correct logic at the correct time. TO LEARN MORE ABOUT SCANTEC AUTOMOTIVE, WWW.RDR.LINK /AW001

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CLUTCH CLINIC

HOW TO Replace a clutch on a Daihatsu Sirion In this monthâ€™s Clutch Clinic, Charles Figgins, Technical Marketing Manager at Blue Print, works through the process of replacing a clutch on a Daihatsu Sirion M300 model.

n the last decade, many vehicle manufacturers have streamlined the range of vehicles they offer to the European market, or in some cases, withdrawn completely from the continent, in order to focus on other markets. Vehicle manufacturers such as (GM) Chevrolet/Daewoo, Proton, and Daihatsu made the decision to concentrate on other markets and withdraw from Europe during this time. Today, there are currently three million vehicles from these brands still on European roads that require servicing and maintenance. Blue Print supports these vehicles by supplying a range of quality parts, including filtration, steering, suspension, braking and clutch parts, plus many more. The vehicle in this clutch replacement article is a Daihatsu Sirion (M300) model, which was sold globally. It was also sold by other vehicle manufacturers in other countries as a Perodua Myvy, Subaru Justy, Suzuki Swift, and a Toyota Passo.

Step-by-step procedure The vehicle was brought into the workshop as the clutch was showing signs of juddering on take up while manoeuvring and stiffness in operation. This was an early sign of wear and a clutch in need of replacing. First, the battery and battery tray were removed; this was to give access to the clutch cable, which was slackened and retained out of the way, along with the cable-retaining clip (Fig 1). The earth cable attached to the top of the transmission mounting was also removed and put to one side. Working from the top of the transmission, the upper bell housing bolts were removed, along with the starter motor fixing bolts. The starter motor can stay in place, as it does not need to be removed completely for the removal of the transmission.

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The vehicle was raised and the front wheels were removed, followed by the removal of the hub retaining nuts. The lower suspension arm ball joints were freed from the steering knuckle, which was retained by a nut and an â€˜Râ€™ clip. This was followed by the removal of the transmission oil drain plug, which is located below the left driveshaft. Once the oil was drained, both the driveshafts were removed from the hubs and a suitable lever bar was used to release the inner driveshaft joints from the differential (Fig 2). The gear linkage was the next part to be removed; this is a traditional setup using a selector rod and stabiliser bar, which only required unbolting from the transmission. Moving to the left of the car, the plastic transmission shield was taken off to reveal the reverse lamp switch wiring harness, which was unclipped. All that was left to do before the transmission could be removed, was to support the engine and take off the two transmission support mounting brackets. It is important to be careful not to damage the lambda sensor while removing the right-hand mounting bracket. The last of the lower bell housing bolts was removed, and then the transmission was separated from the engine and lowered from the vehicle. The clutch pressure plate and friction disc were removed from the flywheel and

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inspected for any unusual wear issues (Fig 3). The flywheel was in good condition and only required cleaning before fitting the new clutch. Next, we turn our attention to the release mechanism; the bell housing was thoroughly cleaned to free all grease, dirt and old friction fibres from the previous clutch. The release bearing was removed from the clutch fork; it appeared that the bearing had become dry and noisy with use and age. Before fitting the new release bearing, inspect the fork and release lever for any fractures or damage. Lubricate the contact points of the new bearing and locate the retaining clips in the grooves of the fork correctly before fixing the fork in place with the retaining bolt. It is important to correctly locate the retaining clips on the fork and the orientation of the release bearing, failure to do so will create operational issues with the clutch mechanism. Fig 4 shows the release bearing fitted with the clip locked correctly in place on the release fork. It is also worth bearing in mind that there is also a lower retaining clip, which is not shown in the image. With the release bearing fitted correctly and the operation of the release mechanism tested for smoothness, the transmission was ready to be refitted to the engine. The transmission was aligned with the engine, and all retaining bolts were refitted

followed by the support mounting brackets. This was followed by refitting both driveshafts, lower suspension ball joints, and the gear linkage. The vehicle was lowered; the hub nuts were tightened to the correct torque and staked, before the wheels were refitted. Working from the top of the transmission, the earth cable was attached, and the clutch cable was refitted, including initial adjustment to take up the free play within the cable. The transmission oil level plug is located above the left driveshaft; this was removed and the transmission was filled with fresh oil. With all the parts refitted, the battery tray and battery were also installed, and the clock and radio were reset. The clutch pedal was checked for smoothness of operation, followed by checking the pedal free play by hand â€“ this should be between 10-25mm. The clutch cable was adjusted accordingly until this tolerance was achieved. With the new clutch fitted and adjusted correctly, the car was road tested for perfect operation. TO FIND OUT MORE ABOUT THE RANGE OF CLUTCH REPLACEMENT PARTS FROM BLUE PRINT, WWW.RDR.LINK /AW002

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BELT FOCUS

HOW TO Install a timing belt kit on a Range Rover Evoque The technical team at Dayco presents the step-by-step process for installing the Dayco Kit KTBWP7150 on a Range Rover Evoque.

he 2.2L TD4 diesel engine used in both two and four-wheel drive versions of the Range Rover Evoque between March 2011 and June 2015, features a timing belt driven water pump. As replacing the belt also requires the auxiliary belt to be removed, Dayco recommends that all the systemsâ€™ components â€“ primary and auxiliary drive â€“ as well as the water pump, be replaced at the same time. This step-by-step technical guide will help technicians through the process, to avoid complications and ensure a first-rate job.

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The process As with all primary drive system replacements, the work should be undertaken when the engine is cold, so ideally the vehicle will not have been run for at least four hours. After making a note of the security codes for the audio system and any other electrical devices, disconnect the battery. Remove the ducting between the air filter housing and the vertical section connected to the compressor, followed by the two fasteners securing the upper engine cover, which can then be removed to reveal the engine. Take off the air filter housing, disconnect the wires to the starter motor and unbolt and remove it. Then, with the front-right wheel removed, take off the cowling inside the wheel arch to reveal the auxiliary drive system. Using a ring spanner on the tensioner, take the tension off the auxiliary belt and remove it, followed by the tensioner.

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From the engine bay, disconnect the vertical ducting from the compressor inlet and remove it, along with the upper timing belt case, which has now become accessible. Using the central fastening bolt of the crankshaft pulley, rotate the engine so that, viewed with the aid of a mirror, the camshaft pulley is aligned with the hole in the head for timing pin tool 303-1277 and insert the pin (Fig 1). Then, insert crankshaft timing pin 3031270 into the flywheel through the hole in the engine block and fit the flywheel locking tool 303-1272.

Returning to the auxiliary system, remove the crankshaft pulley followed by the revolution sensor. Then, using two long bolts through the holes in the magnetic phonic wheel of the revolution sensor, remove the wheel held in position by the key in the crankshaft end. This allows the removal of the lower timing belt cover. Remove the belt tensioner bolt, the belt and then the tensioner. Care should be taken with the crankshaft pinion as it is not held in position by the key. Remove the idler and replace with the new idler from Dayco kit KTBWP7150 and tighten the fastening bolt to 60Nm. Remove the water pump and after ensuring that the cooling system has been flushed through and no debris is present, install the new water pump, complete with its seal, followed by the new tensioner from the Dayco kit, making sure that the retainer pin is correctly positioned in the belt tensioner and block. Fully rotate the crankshaft pinion anticlockwise and, starting clockwise from the camshaft pulley, install the new HT timing belt from the Dayco kit around the idler, crankshaft pulley, water pump and tensioner, and remove the retainer pin from the tensioner (Fig 2).

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Using an Allen key in the hexagonal hole, position the index (Fig 3) and tighten the fastener to 25Nm. Install the magnetic phonic wheel and crankshaft pulley and while holding the flywheel, tighten the pulley fastener to 70Nm. Remove all the timing pin tools, loosen the crankshaft pulley fastening bolt and rotate the engine clockwise by 10 turns. Then reinstall the timing pin and locking tools, retime the

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engine, remove the crankshaft pulley to allow the movement of the crankshaft pinion. Hold the tensioner with the Allen key, loosen the fastener, and realign the tensioner index with the reference mark and retighten the fastener to 25Nm. Refit the lower timing belt cover, check the condition of the crankshaft pulley and, if necessary, replace it with Dayco DPV1205 and while holding the flywheel, tighten the pulley fastening bolt to 70Nm + 80. Remove the timing pin tools, rotate the engine clockwise several times, reinstall the timing pin tools and make sure the tensioner index is still aligned to the reference mark. If OK, remove the timing pin tools and refit all the components in reverse order of

their removal, but check, and if necessary, replace the auxiliary belt tensioner with Dayco APV2464. However, Dayco recommends the auxiliary belt 6PK1205 is always replaced. Finally, refill the cooling system, start the engine and carefully check for leaks and ensure the radiator fan is operating correctly. Then, once the engine is cold, check the level of the fluid again. TO VIEW SIMILAR INSTALLATIONS, WWW.RDR.LINK /AW003

FOR FURTHER INFORMATION ON DAYCOâ€™S RANGE OF TIMING BELT KITS, WWW.RDR.LINK /AW004

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TECH TIPS

BEST PRACTICE Check behind the wheel As the weather worsens, some of your customers may come in with tyre complaints, or perhaps even a request to replace them completely. The technical team at Arnott Europe suggests that this is the opportune moment to make sure a vehicle’s air suspension is operating at its best.

o prepare for the change in climate, some car owners take their car to the workshop for a tyre change. Winter tyres are safer to drive in this often-colder period of rain, hail and snow. Changing tyres also provides an opportunity to check the air suspension system. When the wheels are removed, it is easy and convenient to check the condition of the struts, air springs and shock absorbers.

Quick reminders Check if the vehicle features a special ‘jack mode’. If present, use it to prevent the air being extracted from the bellow when jacking up the car. If this mode is not present, the car can be jacked without any precautionary measure. Some systems even automatically recognise that the car is being raised and retain the desired amount of pressure in the air springs. Never lower the car with the lifting device when the air suspension system is depressurised. Doing this might cause the air bellow to unfold incorrectly, and the crimp ring can come off. Plus, an aging compressor might not be able to produce enough pressure to raise the car from zero. The relay could get

18 JANUARY 2021 PMM

damaged, or in the worst case, the compressor could burn out in its attempt to pressurise the system to the operational level.

What should you ask your customer? Car owners usually do not know too much about the function of the air suspension on their vehicle. Some common questions can identify or verify air suspension issues. Ask if the car drops more than 2.5cm overnight, or if the car is sometimes lower in one corner. If the customer has noticed these things, a further inspection may be in order.

What should you check in the workshop? As with many car components, colder temperatures influence the functioning and life span of air suspension components. The rubber of the air spring becomes a bit harder and less flexible. If aging rubber begins to show small cracks on the rolling piston side, the rubber’s reduced flexibility due to the cold weather might give it the last push to burst. If these small cracks are present, it is wise to advise replacing the air springs.

A water and soap solution usually works well to detect an existing leak. Nevertheless, stay alert – not all leaks are easily found. A leak can also be located on the unfolding edge of the air spring, which stays hidden at normal system height. Inspect the air spring struts and shock absorbers for oil leakage and excessive rust. If possible, inspect the condition of the air inlet hose on the compressor, too. The combination of cold temperatures and the vibrations of the compressor could cause the hose to crack. When that happens, the compressor can suck in moist air and dirt instead of pure filtered air. When this goes unnoticed, it can have huge implications on the functioning of the air suspension system. Too much moisture in the system can cause oxidation and problems in the valve block when it freezes. The failing valve block will prevent the vehicle from levelling and a fault code will show on the instrument cluster. FOR MORE INFORMATION ON ARNOTT EUROPE’S RANGE OF AIR SUSPENSION PRODUCTS, WWW.RDR.LINK /AW005

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TECH TIPS

HOW TO Replace the wheel bearings on an Audi A6 REPXPERT Alistair Mason explains to PMM how to replace the front and rear wheel bearings on a 2012 Audi A6.

ith vehicles parked up for prolonged periods of time during this yearâ€™s lockdowns, we now enter the season when large puddles are hard to avoid and potholes appear from nowhere. All these factors can contribute to reducing the service life of a wheel bearing. As a safety critical component, FAG wheel bearings are the obvious replacement choice because they are manufactured for the vehicle manufacturers, to the highest standards. Supplied with everything required to make a full repair, they provide professionals with a complete repair solution that reduces installation errors, and come with a two-year, unlimited mileage warranty against manufacturing defects. The front wheel bearing is a bolt-on unit known as a Generation 2D, which is a double-row sealed tapered bearing that incorporates the ABS encoder ring. The unit bolts directly onto the hub carrier, while the hub flange has to be pressed into the new bearing and the bearing preload is set by torqueing the hub bolt. The rear wheel bearing is a Generation 2, which is also double row sealed, but this one uses angular ball bearings. Again, it incorporates the ABS encoder with the bearing preload set by the torque of the hub bolt. These front and rear wheel bearing units are used extensively across the Audi range and will be found on A4, A5, A6, A7, A8 and Q5 models. The workshop equipment required for this procedure is:

â– Vehicle lift (two post is ideal) â– Hydraulic press â– Bearing carrier removal tool

Front wheel bearing replacement The scheduled time for this procedure is 1.8 hours. With the vehicle placed on the ramp, but still at floor level, slacken the wheel bolts and centre hub bolt. Raise the vehicle to waist height and remove the front wheel, then the brake calliper, by removing the carrier to hub carrier bolts. Detach the brake pad warning light loom from the hub carrier and secure the calliper assembly, so not to strain the flexible brake pipe. Now, remove the brake disc by removing the small Torx bolt and easing the disc off the flange, remove the four Torx bolts, then secure the brake disc back plate and remove the back plate. This now provides good access to the ABS sensor, so remove the Allen bolt and ease the ABS sensor out of the hub carrier (Fig 1).

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Detach the four wheel bearing carrier bolts (Fig 3). However, the steel bearing carrier is likely to be seized into the aluminium hub carrier, so a special tool and the following procedure will be required to remove it.

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â– Mount the â€˜push plate/ringâ€™ directly

behind the drive flange â– Position the five â€˜push pinsâ€™ through the

Remove the centre hub bolt previously slackened, then the plastic driveshaft cover from the inner wing, retained with two plastic nuts (Fig 2), and the six driveshaft flange bolts from the inner driveshaft joint. Ease the inner driveshaft joint upwards and the outer CV joint can be removed from the hub assembly and the driveshaft from the vehicle.

drive flange â– Insert the small â€˜sleeve/bushâ€™ in the end of

the drive flange â– Mount the large â€˜push plateâ€™ onto the large

threaded bolt, lubricate the bolt and position onto the drive flange (Fig 4) â– Mount the small mandrel that pushes on the back of the drive flange onto the

PMM JANUARY 2021 21

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TECH TIPS

í˘´

the wheel bearing carrier â– Tighten the bolt (Fig 6) until the wheel

bearing carrier is removed With the wheel bearing assembly removed, the galvanic corrosion can be seen (Fig 7), but this can be removed using a wire brush and/or Emory cloth.

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threaded bolt and fit the large nut hand tight (Fig 5) â– As the bolt is tightened, it will draw the drive flange out of the wheel bearing; the inner race may stay fixed to the drive flange, which can be removed later

Rear wheel bearing replacement The scheduled time for this procedure is 0.7 hours. After slackening the wheel bolts with the vehicle on the floor, raise the vehicle lift to waist height and remove the wheel, the rear brake calliper, and then the brake carrier, followed by the small Torx bolt that retains the brake disc, then take off the disc. Remove the bearing cap from the hub (Fig 10) and then undo the hub bolt, which will be

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Now, remove the bearing inner race from the drive flange using a bearing separator and a hydraulic press (Fig 8). Press the drive flange into the new bearing, but always support the underside of the inner bearing race when pressing in the drive flange, so not to damage the bearing (Fig 9).

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With the drive flange removed, the bearing carrier assembly can be removed by the following procedure:

very tight. With the hub bolt removed, the hub assembly simply slides off the stub axle (Fig 11) as does the ABS sensor cover (Fig 12). Before installing the new hub assembly, make sure the mounting area is clean.

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â– Screw the two threaded location pins into

the large â€˜push plateâ€™ and insert the large threaded bolt â– Lubricate the large threaded bolt, mount the large â€˜push plateâ€™ and threaded bolt into the wheel bearing â– Insert the larger mandrel on the rear of the bearing and secure in place with the large nut â– Adjust the two threaded location pins to ensure the large â€˜push plateâ€™ is square to

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22 JANUARY 2021 PMM

The new wheel bearing assembly can now be mounted on the hub carrier and secured in position with the four new wheel bearing carrier bolts supplied in the FAG bearing kit. Tighten the bolts in an even manner and torque to the manufacturerâ€™s specification. Installation is in reverse order of removal, but always use the new hub bolt that is provided and torque to the correct specification when the vehicle is lowered to the floor. Torque all other bolts as required during installation and it is best practice to clean the face of the drive flange and the hub mounting point on the brake disc to ensure a flush fit, so it does not cause brake judder.

Installation is in reverse order of removal, but torque all bolts to the manufacturerâ€™s specification and clean the brake disc mounting faces. INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, LABOUR TIMES AND MUCH MORE CAN BE FOUND ON THE REPXPERT WORKSHOP PORTAL â€“ WWW.RDR.LINK /AW006 â€“ OR THE REPXPERT APP

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BUSINESS

& TRAINING

Is a bad review such a bad thing?

s you might expect, I was initially extremely upset to receive a one-star review on Google, and it prompted me to understand what I could do as a business owner in an unsavoury situation. What I learnt is that a one-star review can actually be harnessed, and, ultimately, be a good source of improvement for your business if handled correctly. Running a small business in this digital world of ours can be problematic. A workshop that doesn’t engage digitally is likely to have motorists that do, and they are sharing information about their experience. Historically, bad reviews could be seen as a real blow to a business and were feared. Advice on how to correctly deal with them circulated and it is difficult to disagree with the generalised strategies on offer. Usually, these look something like the following: apologise, take it offline, make good. This works when there is a level playing field, but this does not necessarily take into account foul play.

Platform monitoring Awareness of the various review platforms should enable a swift response – taking

24 JANUARY 2021 PMM

After receiving a bad Google review, Hayley Pells assesses the fallout and the best ways to react to such a situation. ownership of the listings available is mostly free. The platforms need accuracy in order to be competitive with their peers and will exchange your fact check for a free listing in most circumstances. It is important to be aware that some platforms will upsell for extra services; some of these include the ability to remove reviews that you don’t want associated with your business. I have my doubts about these services and have not employed them, but I can see how they would be suitable for different circumstances. Once ownership of the listings has been established, any reviews left are usually brought to your attention by email, with the option of leaving a response to the review becoming the standard method of engagement. It is important to respond warmly to good reviews in order to correctly market any unfair ones you receive in the future.

Bad review best practice If a bad review presents itself, the first thing to establish is why it has happened and whether the reviewer is justified? If the reviewer genuinely had a bad experience, it is important to take ownership of what happened, respond politely, and offer to take the conversation offline. Privately making good the offence is the textbook method of dealing with this situation. But what happens if the review is unjustified? Keep cool, and remember the following points: ■ A bad review does not mean that a

business is bad ■ It is impossible to please everyone, in fact,

having a completely unstained slew of reviews can be cause for suspicion! ■ A polite, yet firm response that covers the key points of the original exchange can show both sides of the story, allowing a reader to make their own judgement on what happened ■ A review is simply that, the poster cannot reply to a reply. It is not a public conversation, so make a reply count! ■ Having plenty of good reviews dilutes the potency of a bad one

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Confidence is key

The review revolution When purchasing anything online, product or service, many consumers will read reviews and will not be put off by the odd bad one. In fact, a bad review can add authenticity to the whole string of reviews on the platform. Removed reviews lead to a spotless online reputation, which consumers become cynical of. Can any business exist for a sustained period and please every person, every time? Showing that there is nothing to hide can go a long way to showcasing the honesty of an organisation. It shows users that the good reviews are genuine and can be trusted. Quite often, a bad review can be the result of expectations not being met. It might seem strange, but this can actually help a purchasing decision. Responding to a bad review is an opportunity to show what was offered, and the potential for a new customer to make a decision based on whether the offering meets their requirements.

Engaging with a bad review shows confidence in the business and brand. Dealing honestly, fairly and politely advertises belief and sincerity. If writing is not a strong point, draft a response and get it checked for spelling mistakes and grammar. There are a number of organisations offering a paid membership, allowing access to services that can assist with this. There are also a large number of digital peer-to-peer support groups that can be accessed free of charge and give a view on the specifics of the situation. Bad reviews can also create a lot of traffic, this helps with the search engine optimisation of a business. Search engines only recognise traffic, and a business with high levels of traffic will appear higher up the search page than one with low traffic.

Final check The last thing to ask is: Was the review completely unjustified? Was there any way it could have been avoided, or the organisation could be improved? This is an opportunity to develop and get ahead of competitors if the experience can offer insight into what makes those engaging with the business happy, and for those people to potentially share a good review in the future. Working through the process did improve my business as a whole, and when the next one happens, I feel better prepared! You can read my reviews (good and bad) at WWW.RDR.LINK/AW007. TO FIND OUT MORE ABOUT AVIA AUTOS, WWW.RDR.LINK /AW008

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BUSINESS

& TRAINING

APPRENTICESHIP Wonders of work experience ANSWERS To kick off 2021, Gemma Westlake explains why work placements benefit both the candidate and the employer.

reasonable amount of time. You see, by offering a week or two for an industry placement, you are able to assess potential candidates within your own workplace, working with your staff on the jobs that come in, and not just deciding everything via a 30-minute interview. If they turn out not to be the right person, then, at the very least, you have given them something positive to put on their CV, whilst you are able to offer the placement to someone else who may be a more suitable fit. The advantages to the learner are obvious; they gain first-hand insight into their chosen career path, learn about completing real-time jobs, and are immersed in a fully learn-on-thejob experience. So, I’ve decided to offer an industry placement...what do I do now? In my opinion, a great way to organise a placement is to go through your local college. At BCOT (Basingstoke College of Technology), we have industry placement co-ordinators who work alongside the vocational lecturers to put forward the most suitable

©Tyler Olson/AdobeStock

appy new year! I think we are all happy to see the back of 2020 and welcome a new and, hopefully, more sociable time. Last month, we looked into the attributes of good potential apprentices and how the different levels of learning work within the college. As promised, in this column I will be discussing industry placement (otherwise known as work experience), the role it plays, and what you as an employer can expect from it. When our learners sign up to study any of our level two and above automotive courses, they are also signing up to take on a minimum of 35 hours of industry placement over their academic year. This gives each learner the experience of truly working in an automotive environment, while overseeing and getting involved in the general day to day of workshop tasks. As an employer, there are several advantages to this arrangement. The opportunity to offer a young person experience of their potential career is something very special indeed, not to mention the fact that this person will gain valuable skills within the workshop without you having the pressure of taking them on permanently or finding the money to pay them. This being said, an industry placement is only designed to be a short-term arrangement, and if you are lucky enough to find someone suitable for a part-time role or apprenticeship, then you should offer this within a

candidates for a business. If one of our learners has already found a placement, then we start by contacting them and recording all the details; the same process would be true if you were to get in contact first. We would then send someone out to carry out a health and safety assessment of the workplace, check that the relevant insurances are in place, and discuss what kind of jobs our learner/s would get involved with (it is important for the learners and garage to benefit from the placement and not just have an extra person to make the tea!). From there, the learner would complete their time, record the tasks they have been involved in, and you, as the employer, would then sign them off. At this point, you can choose whether to bid farewell, offer more experience, or even employment. Join me next month for everyone’s favourite topic: the Apprenticeship Levy!

Gemma is a lecturer at Basingstoke College of Technology. To find out what goes on there, GO TO WWW.RDR.LINK/AW009 PMM JANUARY 2021 27

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BUSINESS

& TRAINING

With a boom in online training as a result of the pandemic, it’s hard for independents to know what type of training they should prioritise. Mandla Ndhlovu, Head of Autotech Training, explains why, in this instance, variety is the spice of life.

Keep it varied

nline learning has seen a steady growth over recent years, however, pre-COVID, the largest proportion of training remained face to face. During lockdown, increasing numbers of people were using the time to build their skill set, with a huge upsurge in enrolments for online learning platforms. Armed with accelerated digital capabilities, the general public is expected to continue this eLearning trend, with the sector set to undergo a large boost in trading in the post-COVID period. According to a new report from Grant Thornton, amid the massive shift in norms around working from home created as a result of the lockdown, the training landscape will irrevocably change. While the delivery of face-to-face training will return, all industries will see a greater migration to digital, or blended online and face-to-face training formats.

Where does that leave the automotive aftermarket? In an industry which is evolving at rapid speed, upskilling the current crop of vehicle technicians and MOT testers is vital, along with creating learning pathways for future generations. Cars are getting increasingly complex along with the technology required to repair them and consequently, vehicle technicians need a fantastic level of technical skill and knowledge. Putting it into context, a Mercedes S Class has got 72 computers and 240 microprocessing systems all linked to make everything work together – it’s massively technical. However, this doesn’t even scratch the surface when autonomous and electric vehicles are taken into account. The recent news that new diesel and petrol car sales will be banned in the UK from 2030 has already led to a 500% surge in enquiries for EV and

“In an industry which is evolving at rapid speed, upskilling the current crop of vehicle technicians and MOT testers is vital, along with creating learning pathways for future generations.” hybrid vehicles. Once this leads to sales, these cars will eventually filter through to the aftermarket for servicing and repairs, but without training, vehicle technicians are putting themselves at risk. As a result, demand for training will continue to increase within the industry and there is every indication that it will continue to be offered in a blended delivery of online and face-to-face courses. Even before the pandemic, we offered our network of 450 contractors training through our own, exclusive online training portal on OurVirtualAcademy.com, providing instant access to over 130 courses. This platform not only enabled contractors to upskill, but also evaluate the new areas of automotive systems they needed training on.

Online vs face to face OurVirtualAcademy.com was actually launched on the back of research which revealed that the average vehicle technician only remembers 20% of traditional training. So, while a more efficient training tool, online resources also provide a more cost-effective solution to vehicle technicians attending

28 JANUARY 2021 PMM

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traditional courses far from their place of work as it means fewer working hours are lost, and the cost of travel is eliminated. There are also a number of in-depth, high quality technical courses on key vehicle components, which are continually being updated, readily available online to help technicians build a fix-first-time mentality. Likewise, training providers can now deliver courses on the premises of any garage or business looking to upskill their employees, while keeping their time away from business to a minimum. The latter offering demonstrates that, sometimes, there is no replacement for hands-on training and there will always be a demand for face-to-face learning within the automotive industry. Building in a culture of ongoing training to ensure present employees remain as relevant, and as agile, as the evolving industry in which they work in is vital. The weeks and months ahead are set to be demanding with the number of MOTs coming through rising. However, putting training at the bottom of the pile is short-sighted and, in some cases, it can’t be put off. Take the annual MOT assessment, if left too late, this could affect a VTS and a technician’s RAG rating. In a matter of hours, a technician can be trained to the current, DVSA syllabus and complete the assessment.

Anticipate electric Employers should also put electric and hybrid vehicle courses to the top of their training agendas. While not yet regulated by the Government, it’s vital that employers realise they will be liable if untrained employees are injured while working on high-voltage vehicles. Ultimately, if technicians remain inadequately trained, it will only be a question of time before somebody, without the right knowledge, puts a spanner in a high voltage area. We have recently announced plans to build a dedicated EV Training Suite, complete with an electric car, to deliver hands-on training, within our Milton Keynes headquarters. Our EV training courses can also be rolled out to any organisation or garage and delivered to a group of employees at once. Whether it’s an online course or a face-to-face training session, the fact remains that the only way the current automotive workforce can sustain their roles is to keep upskilling. Everyone within an automotive business should hold a level of responsibility, regardless of their position, to ensure that they have the relevant skill set to service vehicles safely and competently. FOR MORE INFORMATION ON AUTOTECH TRAINING’S RANGE OF COURSES, WWW.RDR.LINK /AW010

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©GuruXOX/AdobeStock

SPECIAL REPORT

Labour rates across the UK The Independent Garage Association (IGA) recently released its ‘UK Independent Garage Labour Rate Study’ to put the value of technician labour into perspective. Here, PMM has pulled together the study’s key findings.

data, it is clear that the independent garage he IGA released its ‘UK Stuart James above, the study also revealed the sector continues to offer exceptional value Independent Garage Labour regional weighting of labour rates. It found that to its customers. However, in real Rate Study’ at the Northern Ireland had the lowest average labour terms, the sector is falling behind beginning of rate of £40.55, closely followed by Wales at inflation, meaning garage November 2020 with the £40.61. Scotland and England (excluding businesses are seeing diminishing intention of highlighting how those garages within the M25) had averages returns year on year.” garage labour rates have of £45.52 and £47.90, respectively. The Independent It appears then that the changed over the past eight highest by quite some margin were garages surveyed sector is undervaluing its years. Back in 2012, the those garages located within the Average skills, content to put the organisation ran a similar study M25, at £55.48. labour rate is customer ahead of the service named the ‘2012 Average Labour Rate The report then goes on to providers. Another interesting Study’ and it is this that acts as the basis for break down these areas into finding adding fuel to the fire is the comparison. By comparing the results of smaller regions, analysing the below UK that the actual cost of carrying out the two studies, the IGA has uncovered crucial results in comparison to 2012. inflation maintenance on vehicles is steadily insight into the value of the garage sector. increasing, largely due to the The survey was conducted through Conclusion advances in technology – cost of 3,338 garages from across the UK. The report concludes by presenting the parts, tooling, data licences, Despite the total average labour somewhat stark reality that garages cannot UK average etc. all going up. However, if rate across the UK increasing by continue to absorb the increasing costs of labour rate is this is working in unison with £5.88 from the rate recorded in vehicle maintenance. Although low labour inflation, then the question 2012, this has not kept up with the costs may be appealing to customers in the becomes, how is the sector rate of inflation. As it stands, the short term, in the long term, such an adjusting for this? Well, the average labour rate is 6.7% below approach may result in closures and answer is that many garages are UK inflation. increasing the ever-widening skills gap. absorbing the increase in cost. A situation that simply cannot last in the long term. What exactly does this mean? TO FIND OUT MORE ABOUT Stuart James, IGA CEO, expanded on the THE IGA, findings in the Executive Summary within the Significant regional differences WWW.RDR.LINK /AW011 report: “When comparing the two sets of Aside from the major finding highlighted by

3,338

6.7%

£47.47

30 JANUARY 2021 PMM

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OILS, LUBRICANTS

& ADDITIVES

Regulation renewal PMM hears from Andrew Goddard, Chairman of the Verification of Lubricant Specifications (VLS), about the Motor Vehicle Block Exemption Regulation review and why its renewal is so important for the lubricants sector.

he Motor Vehicle Block Exemption Regulation (MVBER) allows Original Equipment Manufacturers (OEMs) to manage the distribution of new and used vehicles through a franchised dealer network. Supplementary guidance in the Vertical Block Exemption Regulation (VBER) allows OEMs control over distribution, repair and maintenance and parts, but with an undertaking to allow third party suppliers to service vehicles and provide OEM quality parts to the automotive aftermarket. This regulation is due for renewal in May 2023 and the European Commission has already begun evaluating the way it currently operates. The review process includes a public consultation, which is open until January 25th, 2021, and is due to be completed by May 2021. The Commission will then decide whether to retain, scrap, or retain the block exemption in some amended form, from May 2023. Without the protection afforded by the current MVBER, the role of the aftermarket in repairs and maintenance, as well as the right to provide OEM quality parts, might well change. UEIL, the independent Union of the European Lubricants Industry, strongly supports the renewal of the MVBER as the right tool to ensure fair and healthy competition in the automotive sector, and more specifically, its aftermarket. UEIL

Andrew Goddard, Chairman of the Verification of Lubricant Specifications (VLS)

“UEIL, the independent Union of the European Lubricants Industry, strongly supports the renewal of the MVBER.” members believe that the MVBER is necessary to provide an adequate legislative framework to guarantee a level playing field between all operators and to prevent anticompetitive behaviours. Here in the UK, it is very likely that regulators will take the lead of the EU in determining whether we retain, scrap, or retain in an amended form, the regulation. VLS will be working with UEIL and closely monitoring the situation as it unfolds over the next few months.

The automotive market is going through huge structural changes with Ford announcing the closure of almost half of their dealerships by 2025, and some manufacturers, like Mitsubishi, announcing their withdrawal from the European market. Repair and maintenance services are also being challenged by online providers and the parts business is consolidating around fewer, larger players. Despite all this change, the principles of a free and open market for motorists are as critical as ever. A transparent, competitive market for vehicle servicing and repair guarantees consumer choice and enables VLS members to provide OEM quality lubricants to the automotive aftermarket. At VLS, we provide a credible and trusted means to verify lubricant specifications by investigating complaints against lubricant products to ensure that they really can deliver what they claim. Mechanics and workshops must be able to have confidence that products on sale are fit for purpose. IF YOU HAVE ANY CONCERNS ABOUT A LUBRICANT PRODUCT WHICH SOUNDS OR LOOKS TOO GOOD TO BE TRUE, YOU CAN REPORT IT TO VLS ON 01442 875922, OR WWW.RDR.LINK /AW012

PMM JANUARY 2021 33

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OILS. LUBRICANTS

& ADDITIVES

What defines a quality oil? PMM finds out about what motivates Morris Lubricants to produce its selection of highquality lubricants, and how the company goes about doing so.

or Morris Lubricants, supplying quality oil is a moral duty, and the company’s definition of what makes a quality oil is determined by its ability to fulfil the specific requirements it was developed for. “A quality oil is one that is fit for the purpose for which it is intended,” explained Automotive Product Manager Adrian Hill, whose role involves bringing new products to the market and keeping up to date with industry developments and researching new formulations. That quality comes with a price because of the development time and technology that goes into formulating it.” Inclusive of field trials, it can take between five and seven years to bring some Morris Lubricants oils to market. It’s a process that can cost millions of pounds, but one that ensures the fluid produced gives maximum protection to the engine from the first to the final hour of its service interval. “If you want the best oil which is going to look after an engine, then price should be secondary in the decision-making process. People obviously need to control their overheads, but if that product is going to protect that asset, then it should be seen as an insurance policy. Our intention is to have a customer that wants to keep coming back to us because they’ve bought an oil that has done the job.”

34 JANUARY 2021 PMM

The lubricant journey The journey of bringing a quality Morris Lubricants product to the garage begins when a new market requirement is identified. Adrian and his team will work with trusted and globally recognised base oil and additive providers to develop the correct formulation, which is then blended in-house. Adding an additional level of quality assurance, the additive providers that Morris Lubricants collaborates with work directly with the original equipment manufacturers to develop the lubrication chemistry that’s appropriate for combating the stresses and requirements of a new engine. It will be tested in their labs, static rigs and field trials, and once approved by the manufacturer, the additive formulation gets an internationally recognised oil code registration number. “Our lubricant technology provider will tell us the exact formulation, and it’s then our moral obligation to make sure we replicate it with the specified chemistry and base oils.

“Our intention is to have a customer that wants to keep coming back to us because they’ve bought an oil that has done the job.”

Adrian Hill, Automotive Product Manager at Morris Lubricants

This is why we have an extensively equipped quality control lab that can make sure we are doing that,” added Adrian.

OEM approval As a reputable oil blender, Morris Lubricants is able to support any claim that it makes about its products by providing documentation including data sheets, letters from technology manufacturers, and if needed, formal approval from the OEMs. Adrian explained, “We can provide a customer with all the background information that support our claims on the products that we sell – proving that it’s fit for purpose. We can provide data about all those years of test work that have taken place to develop a formulation.”

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In a pre-COVID climate, site visits were encouraged to allow customers a better understanding of how the company works. Adrian continued, “If you are producing oil using the correct materials in the correct way there is nothing to hide. If you visit us, you can see how we make it, how we test it, how we have put the formulation together and you can ask questions.”

Upholding a reputation To help protect consumers from less reputable oil blenders, police quality, raise standards and promote ethical responsibility within the industry, Adrian sits on the Verification of Lubricant Specifications (VLS) technical review panel, which is part of the United Kingdom Lubricants Association (UKLA). By scrutinising data sheets, formulations, product labels, and formulation and technical claims, the panel works to ensure blenders are not able to mislead consumers. “There are dubious companies that put

something on the can which the oil inside doesn’t do. They devalue the quality approach of reputable oil blenders and the customer thinks they’re getting the right oil, but when that engine fails, or there is a problem, the blender won’t take responsibility for it and the problem with a badly formulated engine lubricant is it can take years for that to manifest itself.” “There’s an old saying in the industry, oil is a cheap insurance policy. If that engine fails you not only have to replace the engine, you have the downtime and potential loss of income associated with that if it’s a heavy

goods vehicle or a taxi for example.” As a company that leads by example, Morris Lubricants also prides itself on the service, approachability and support it offers customers – with Adrian and the team of Technical Advisors on hand to provide expert insight, answer questions and carry out sample analysis if an issue arises. A wealth of online resource is also available to customers including access to training, and courses run by Adrian. “Our department fulfils a technical role, and we have got over 100 years’ worth of experience between us. Despite being a British independent oil blender, our technical capability is strong and enables us to compete with the major oil companies,” Adrian concluded. TO FIND OUT WHICH MORRIS LUBRICANTS OIL IS RIGHT FOR YOU, WWW.RDR.LINK/AW013

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OILS, LUBRICANTS

& ADDITIVES

Supplier support Lubricants specialist, Castrol, has stepped up to aid independent workshops as they deal with the economic effects of the coronavirus pandemic. Here’s how…

here’s no doubt that 2020 was a challenging year for the automotive industry with the implementation of social distancing and many workshops affected by periods of enforced closure and changing patterns of demand. Castrol has worked closely with workshops as they respond to the COVID-19 outbreak and navigate their way through nationwide lockdowns. Despite the lockdown enforcements, workshop mechanics were still required to be on hand to keep key workers’ vehicles road safe and on the road. Retailers and workshops had to quickly adapt to changing consumer expectations and alter the way they work to meet new government regulations, and Castrol was on hand to work with garages through this difficult time. To celebrate the mechanics across the UK who have worked, and continue to work, tirelessly to keep their local communities moving, Castrol launched a new campaign in recognition of National Mechanics’ Month. The campaign aimed to help raise awareness of independent vehicle workshops within their communities across the UK and highlight the effort and achievements of their staff. Castrol encouraged independent workshop owners or mechanics to nominate their workshop, or one of their colleagues, to give

36 JANUARY 2021 PMM

them the credit they deserve and help raise their profile. The initiative celebrates the skills and commitment of local mechanics and those workshops that keep communities moving – something that has proved particularly challenging during the pandemic. Motorists in the UK were also invited to nominate their favourite local mechanic or workshop, to make sure they are recognised for their incredible work. The winners will receive a money-can’t-buy prize, including a virtual F1 experience, while consumers will be awarded prizes for making a nomination.

Supporting the independent Castrol continually works to improve its operations and that of its independent workshop customers. Central to this effort is the company’s Branded Workshop programme, a franchise model that goes far beyond branding, encompassing a series of offers that help independents increase bill value and improve operational efficiency. Part of the programme includes a comprehensive engine warranty scheme that aims to help independent workshops maximise customer satisfaction and retention.

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Castrol Service workshops can offer the 12month or 18,000-mile engine warranty to customers when they have an oil change using the company’s range of lubricants. All costs for the new warranty are covered by Castrol – there is no charge to the customer or to the participating workshop. The warranty improves the appeal of independent workshops as it builds loyalty and trust, and adds value. The reassurance of warranty cover is one of the main reasons that customers use franchised workshops and, through the Castrol Engine Warranty scheme, independent workshops can now offer a similar level of protection, with the backing of a well-known, trusted brand. Castrol’s new online Oil Selector tool will help technicians select the right oil and fluids for a specific vehicle, making the whole process simpler, easier, and more effective. The tool, found at: WWW.RDR.LINK /AW032, has been designed to drive awareness of the benefits of

using premium lubricants and fluids, helping workshops maximise profitable upsell opportunities. Users enter the number plate, or make and model of the vehicle, and receive bespoke recommendations on the most suitable oil, transmission fluid, brake fluid and coolant. Workshop staff using the tool will also be directed to trade-only versions of Castrol products.

Oils with pedigree Castrol is trusted by many of the world’s

major vehicle manufacturers to supply factory-fill for their new vehicles, and to support those vehicles once they reach the aftermarket. Over one-third of new cars sold in Europe over the last decade featured Castrol lubricants at first fill (38%; LMC Automotive data, 2010 to 2019). In addition, two out of three major car manufacturers choose the company’s transmission fluids as part of their factory-fill (Castrol internal data). Castrol is also now a significant player in the development of fluids for hybrid and fully electric mobility solutions, with over half of the world’s major vehicle manufacturers using its e-fluids as part of their factory fill (based on LMCA data for top 20 selling OEMs; new car sales in 2019).

TO FIND OUT MORE ABOUT CASTROL’S CAMPAIGN, WWW.RDR.LINK /AW014

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DIAGNOSTICS

& ENGINE MANAGEMENT

PRODUCT FOCUS e-Videns Visual Inspection update DENSO has released an enhanced ‘Visual Inspection’ feature for its e-Videns diagnostics tool. PMM finds out more about it.

he update from DENSO not only increases the tool’s speed and coverage, it also allows technicians to completely customise the inspection by selecting from a range of modules, tailoring the checklist and order to suit the vehicle and the time available.

e-Videns’ new Visual Inspection colourcoded menu

Visual Inspection Central to the update is an overhaul of the ‘Walk Around’ tool – which is now branded ‘Visual Inspection’. Significantly expanded from its previous guise, Visual Inspection gives technicians a thorough checklist of more than 100 parts to inspect for wear and tear, covering a variety of categories: general and OEM maintenance, service acceptance check, and seasonal checks including tyres. Users can choose the appropriate level of inspection from a colour-coded menu offering four main options: service maintenance check, summer inspection, winter inspection, and service acceptance check. No single module is mandatory – the user has complete control over which types of check are applied, and in what order. As a result, Visual Inspection is a flexible tool suitable for any form of vehicle assessment, whether undertaken by mechanics or by dealerships looking to check the condition of part-exchange vehicles. Additionally, its coverage has been expanded to include an estimated 98% of the European car parc (petrol cars from 2003

onwards and diesel cars from 2006 onwards), with selection options including VIN, registration number or make/model to make it easy for users to find the correct vehicle. Despite its comprehensive nature, it is quick and easy to use: inspections can take as little as 12 minutes, and even a full inspection incorporating the entire checklist can be completed in an hour.

Regular updates First launched in 2018, e-Videns is an end-toend vehicle inspection software system for the independent aftermarket, renowned for its ability to manage every aspect of the process – including driver interview, system scan, visual inspection, engine health check and reporting. It interfaces directly with available vehicle systems for error codes, monitors live engine data under various operating conditions, and gives technicians the same reset functions as OE equipment, meaning there is no need to switch to dedicated reset

gear after inspections are complete. e-Videns also brings the customer into the loop on the progression and results of the inspection, allowing workshops to deliver an easy-toread report accessible via the cloud. e-Videns receives regular system updates. Since the recent software launch, it has already expanded its language support to cover 15 languages, and added functionality for service interval reset – including service time and mileage, oil time and mileage, and brakes – and diagnostic trouble code reset. Further new features are constantly under development, meaning users can always look forward to getting additional benefits from the tool. Gerard Magielsen, DENSO Senior Engineer, said, “We have always been proud of the unrivalled functionality and flexibility e-Videns delivers, which backs up DENSO’s OE-quality parts with an efficient and easyto-understand service to the customer. “What we’re most proud of is that eVidens continues to improve and take advantage of new technological developments to bring even more benefits to workshops. The roll-out of the expanded Visual Inspection ensures that e-Videns remains the most cutting-edge tool of its kind.” TO FIND OUT MORE ABOUT THE LATEST E-VIDENS UPDATE, WWW.RDR.LINK /AW015

PMM JANUARY 2021 39

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DIAGNOSTICS

& ENGINE MANAGEMENT

In tune with ADAS ADAS technology is now well and truly in UK workshops. In response, suppliers have started producing the equipment required to work on these complex systems. Delphi Technologies is one such supplier, as PMM discovers.

orgWarner, a global leader in clean and efficient technology solutions for combustion, hybrid and electric vehicles, has introduced a diagnostic solution to its Delphi Technologies Aftermarket portfolio, that will enable garages to add a new type of service to their repertoire and increase their profitability. The move enables workshops to cater to ADAS technology, which is quickly becoming mainstream on most vehicles and an essential part of service and repair work. “From 2020 onwards, more than 40% of new vehicles will be fitted as standard with at least two types of ADAS, and this number is likely to grow,” commented Alex Bertoli, Senior Director Diagnostic and Workshop Solutions at Delphi Technologies Aftermarket. “With an increasing number of cars equipped with this advanced technology, ADAS calibration represents a great opportunity for garages to offer safety-critical services to their customers and grow their business.” To support this growing market, the

40 JANUARY 2021 PMM

ADAS programme includes a modular kit that works in combination with the existing DS Diagnostic tablet and software. The basic kit comprises a main support, adjustment bar with lasers, claws on rims, graduated supports and mirrors, as well as a range of accessories, such as target panels for the calibration of front cameras of popular brands like Volkswagen, Mercedes-Benz, Renault, Peugeot, Citron, Toyota, and Mazda.

Vehicle coverage With an initial provision for 284 models with camera calibration and 146 models with radar calibration, the coverage of 31 vehicle brands will expand as part of the company’s software development programmes. Delphi Technologies is committed to keeping pace with the changing market for ADAS systems and expanding its programme, in order to ensure that garages have the capacity to perform calibration on an increasingly wide range of automotive applications. Functions requiring such calibration

include rear view camera adjustment, driver and passenger side front camera calibration, as well as radar calibration for a vast range of essential safety detection features. It can be used in dynamic calibration mode or with targets and vehicle manufacturer equipment in the workshop. It also includes easy-tofollow, step-by-step instructions built into the software for quick and accurate calibration. “We recognise that ADAS represents an additional financial investment for garages. Thanks to our modular design, workshops will have the ability to select the functionalities of their choice, and as their ADAS activity develops, they will be able to increase their capacities by relying on a flexible product offer and an efficient ADAS service,” concluded Alex Bertoli. TO VIEW DELPHI’S ADAS CALIBRATION EQUIPMENT IN ACTION, WWW.RDR.LINK /AW016

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DIAGNOSTICS

& ENGINE MANAGEMENT

Emissions link

s many readers will know, Darren Darling heads up The DPF Doctor Network, a group of independent garages that specialise in solving emissions-related vehicle issues. To join the network, a garage must meet a certain standard and be willing to adopt new practices in order to provide the high level of service expected of them. One such practice is the correct diagnostics procedure required to identify the root cause of a vehicle fault, rather than the exhibiting symptom.

Where does diagnostics fit in? In Darren’s own words: “Everything revolves around diagnostics. The best way to describe it is to view the diagnostics process as a wide-angle lens. You need to look at everything. For example, when investigating a blocked DPF, you need to consider that this component is a self-cleaning filter. If the system was working as it was designed to, you should not need to clean it. What you have identified is a symptom of the problem; not the problem itself.

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PMM finds out from Darren Darling, The DPF Doctor, why the diagnostics process is at the centre of emissions-related vehicle issues.

“In my opinion, you need to have some kind of diagnostics background to be an emissions specialist. Anything upstream in the engine bay will have an effect on the last link in the chain: the DPF.” The nature of emissions systems, and vehicle technology as a whole, has evolved beyond the days of simply plugging in a machine, reading a fault code, replacing the faulty component, and then clearing the fault code. Diagnostics now requires an investigative mindset to uncover what is truly causing issues for a particular vehicle. If the epicentre of the problem isn’t identified, all that will happen is that the customer will come back with the same complaint a few months down the line.

The network’s approach As part of The DPF Doctor Network, all technicians that join up receive advice on proper diagnostics process. Darren explained, “All our technicians systematically work through a series of checks taught to them through our training programme. “Rather than looking purely at fault codes, we ask questions like: Is this component working within the parameters that we might expect? Take the EGR valve as an example. It is a component that causes headaches for technicians, as it is often misdiagnosed. The component could quite easily be functioning incorrectly with no fault code exhibiting, which means it is not enough to fix the vehicle. At this point, we need to use that wide-angle lens I mentioned earlier.”

Communicate with the customer It’s one thing to learn how to approach an emissions-related issue through a diagnostic process, it’s another thing entirely to try and explain to the customer what you are doing. Often the network sees vehicles that have

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already been looked at by another garage, so how do you explain to an already disgruntled customer that you need to start from scratch? When asked this question, Darren commented, “What I have found in my years of solving DPF problems is that customers often don’t understand why I need to carry out various diagnostics processes. It’s an almost daily hurdle for me, and I have found the best way to explain is to keep it simple. Use language that people can understand and relate to. “Why not briefly explain to them what a fault code is, and why simply identifying them is not a complete solution? For example, not long ago I had a vehicle come in that was exhibiting a mass air flow fault. Except, the issue wasn’t with mass air flow. The sensor was picking up a problem, but it clearly wasn’t the problem. So, I booked it in for a diagnostic assessment, and it turned out that there was a boost leak in the vehicle, which was subsequently affecting the mass air flow. “It’s in your interest to ensure that the customer knows what is going on with their vehicle, so, in this case, I explained in simple terms why their car now had to undergo a diagnostic assessment. A customer is rarely understanding after the first explanation, but eventually they will come around if you get rid of the jargon.”

Expert advice is readily available Before a garage gets down to the details of diagnostics, Darren explained that this is not something that can simply be learnt from a book. It is worthwhile for businesses to use the wealth of expertise that exists within the aftermarket in order to give them the best start possible. “Of course, The DPF Doctor Network has its own training events that members can come along to,” explained Darren. “These tend to focus on emissions issues, and how to treat them. We are privileged to be supported by JLM Lubricants, so much of the course involves the company’s vehicle treatment formulas. However, as I have explained, diagnostics has a crucial part to play in our approach as well, and, as a result, we have a number of training partners. “In the UK, we have some incredibly talented diagnosticians. James Dillon, Frank Massey, The SimplyDiag Network, as well as online platforms like Our Virtual Academy, all provide exceptional levels of insight that technicians should use and take advantage of. With the rate of technological development going on in our industry, we need to make sure we are up to standard with anything that comes our way. Help is on the doorstep; garages just need to welcome it.”

DPF DOCTOR TOP TIP When confronted with an impenetrable wall of vehicle data, do you back yourself to identify the problem? If you don’t, fear not! You are not alone. One easy way to build your confidence is to study the data produced by a fully functional vehicle. After all, if you don’t know what is good, how exactly do you expect to identify the bad? Take some time to run tests on vehicles that you know work, and that way, when a fault does present itself, you are more likely to spot the orange amongst the apples!

TO FIND OUT MORE ABOUT THE DPF DOCTOR NETWORK, WWW.RDR.LINK /AW017

PMM JANUARY 2021 43

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TOOLS

& EQUIPMENT

Clean up the market The events of 2020 had a tremendous impact on the year’s new car sales figures. Does this mean then, that there is an opportunity for the aftermarket to cash in on added value services? FlexFuel explores the possibilities.

o take just one month as an example, new car sales fell by 4.4% in September 2020 compared with 2019 – a whopping 16% lower than September’s 10-year average. This provides a real revenue opportunity for the aftermarket sector with fewer people buying new and deciding to keep their existing vehicle(s) on the road. Many observers predict the downward trend in new car sales will continue, whilst the motor vehicle repair industry is set to continue to increase. So, how can the aftermarket look to generate incremental revenue whilst not exposing themselves to increased risk? Hydrogen engine treatment is not a new phenomenon in the UK, yet the early days of its introduction were blighted by poorly designed and configured machines from the Far East, or repurposed technology that was never designed for engine treatment in the first place – repurposed welding machines for example. Hydrogen gas acts as a natural solvent on carbon. By introducing it in higher density into the engine results in a better clean. FlexFuel’s Hy-Carbon solution is one of the leading offerings on the market today. The Hy-Carbon 1000s produces in excess of 1,000L of hydrogen gas per hour, far exceeding competitive offerings. It is entirely chemical free and requires only a power point and deionised water; above all else it requires near zero manual intervention.

“We delivered a 90minute clean and the owner reported that there were not only no more limp issues, but also a smoother power delivery and better boost.”

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Anthony Harris, National Account Manager at FlexFuel Energy Development UK, explained, “It’s a tough economy, new car sales figures indicate that. Customers are becoming increasingly price sensitive, but at the same time trying to avoid unnecessary spend; ensuring that their vehicles run optimally and trying to prevent premature component failure, which can carry a heavy price tag.” David Johnson, owner at DNA Automotive Solutions, a recent FlexFuel Energy Development partner commented: “We have been using FlexFuel’s Hy-Carbon for only a short period so it is early days, but

we’re finding that it is a fantastic tool to have in the workshop, and it definitely pays its costs each month with some new custom being generated off the back of it. “We have had loads of amazing feedback from our customers who have had a 60minute engine clean. One customer, who brought in a 2019 VW Transporter on 18,000 miles, rang us on his way home to say he couldn’t believe the difference in drive and that the DSG was even shifting better. A second customer with a 2005 Citroen Berlingo van recorded a 100-mile-per-tank of fuel increase after the treatment! We also had

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a 2008 Audi A3 2.0 tdi that was going into limp mode with an overboost issue, so we delivered a 90-minute clean and the owner reported that there were not only no more limp issues, but also a smoother power delivery and better boost. “Overall, we’re extremely pleased with the tool and more importantly the level of customer service FlexFuel has provided to us at DNA Automotive. We definitely haven’t looked back from our journey into Hydrogen cleaning.” Neil Chapman, one of the earliest adopters of FlexFuel’s Hy-Carbon machine in the UK, commented: “I have been a FlexFuel customer for nearly two years. In only a few months, I purchased the machine outright; I could see that this would be the most profitable machine in my workshop. It is near autonomous, it does not take a mechanic away from other jobs, and can run in the corner and do its job. Importantly, there are no consumables or chemicals, which

reduces running costs and stops toxic emissions associated with traditional chemical engine cleaning. The feedback from customers has been fantastic to date. “I have a strong service customer base and many are now having an engine clean as part of their annual service plan. They are all reporting improved mpg, better engine performance and generally smoother running. At a curative level, it is being used on sticky EGRs, turbos and blocked DPFs. For vehicles failing emissions on their annual MOT test, it is also proving to be highly effective in reducing emissions and ensuring a successful pass.” The trading conditions for the automotive sector will continue to remain challenging. But, rather than focusing on more of the same, the aftermarket sector has an opportunity to do something different and look towards new technologies which are proven to provide value to customers and revenue return for garages.

TO FIND OUT MORE ABOUT FLEXFUEL’S HY-CARBON MACHINE, WWW.RDR.LINK /AW018

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TOOLS

& EQUIPMENT

Smoke out the problem Draper Tools explains how its smoke diagnostic machine has the potential to significantly reduce the time it takes to diagnose specific vehicle system leaks.

sing smoke is one of the fastest ways to detect leaks in vehicle systems. In many cases, this method can save technicians hours of diagnostic work. This guide will explore a few examples, using the Draper Expert Turbo/EVAP Smoke Diagnostic Machine (stock number: 94079).

What can you use smoke diagnostics for? One of the primary uses for a smoke diagnostic machine is to find splits and leaks on plastic or rubber intake pipes that can cause an erratic fuel/air mix going into the engine. You can also use a smoke machine such as the Draper Expert model on turbo pipes on the exhaust side of the engine, and with EVAP pipes on the fuel systems (a special lowpressure setting is required for this). Another important application of smoke diagnostics is to find water leaks. If a faulty door or window seal is causing a leak into a vehicle, a technician can use smoke to locate the problem – a method that significantly reduces the length of time it takes to reach a diagnosis.

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Smoke diagnostic machines can also assist you in locating leaks in vacuum lines as well as manifolds, EGR valves, oil seals, gaskets, solenoids, ducting, throttle shafts, diaphragms, canisters and more.

How to use the air intake adaptor To start, ensure that your smoke diagnostics kit has an air intake adaptor (there is one included with the Draper Expert model). The adaptor kits (pictured left) feature a block-off bladder, which you simply inflate, in order to seal the induction system. Draper Tools claims that the air intake adaptor will fit any vehicle intake. It’s important to ensure that the bladder is fully inside the tubing before you inflate it, and it’s equally important to check that there are no obstructions or sharp edges that might puncture the bladder when inflated. Use the hand pump to inflate the bladder until the intake is tightly sealed. With the system sealed by the inflated

bladder, it is then a case of adding smoke by plugging the smoke nozzle into the tube opening. Your smoke diagnostic machine should quickly produce smoke and once this enters the intake system, any leaks will soon become obvious and easy to pinpoint for repair. The simple process can quickly highlight even the smallest of leaks before they go on to become a bigger problem – potentially allowing garages to increase revenue with an additional repair job. Make sure the system being tested is fully depressurised before you slowly release the internal pressure of the air intake adaptor. Complete the process by cleaning the adaptor so it’s ready for storage, making sure to avoid contact with corrosive liquids when doing so.

How to carry out EVAP low pressure & turbo high pressure testing When it comes to EVAP testing and identifying leaks in this system, you need a method that only puts out very low pressure. Putting anything more than around 1psi of pressure into an EVAP system could damage it. With the Draper Expert 94079 model, the low-pressure mode system delivers only 0.75psi, making it ideal for the job.

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Most EVAP systems are open or vented, so you will need to prepare the system by closing possible openings – such as the purge solenoid, the vent solenoid, the fuel cap, and filler neck – before you use your smoke machine to test it. It is also important to refer to the vehicle manufacturer in order to identify the correct test procedures and pressures for the model you are working on. With all the prep done, you can turn the flow control knob on the Draper Expert model anti-clockwise to release air pressure – the flow meter will indicate the flow and measure the leak size. With a smoke machine, you can also carry out high pressure diagnostic leak detection for turbo, diesel and boosted systems. In fact, with the 94079 model you can switch between the turbo and EVAP testing functions with ease. To set up for turbo system testing, you need to set the desired test pressure by adjusting the pressure regulator and lock it in place, then ensure that your hose is attached correctly and turn the flow valve to release the smoke.

Smoke safety tips ■ Always read and familiarise yourself with

■ ■ ■ ■

■ ■

your smoke diagnostic machine’s instruction manual Always wear proper safety protection Refer to the vehicle manufacturer for the correct test procedures and pressures Remember that all smoke diagnostic work should be performed with the engine off Ensure that the vehicle is secure and stable and that you do not leave it unattended while smoke diagnostic equipment is connected or operating You should never perform tests near a source of spark of ignition When working with a vehicle’s fuel system, be sure to work in a wellventilated area

FOR MORE INFORMATION ON DRAPER EXPERT’S TURBO/EVAP SMOKE DIAGNOSTIC MACHINE, WWW.RDR.LINK /AW019

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COMPETITION

CLOTHES FOR ALL SEASONS Ballyclare is giving PMM readers the chance to get their hands on a workwear combo that will see the winner of the competition dressed to the nines throughout the new year and beyond.

WHAT COULD YOU WIN?

o matter what the job is, whatever the weather, Ballyclare has got you covered with its 365 Workwear range. Wind and waterproof properties for the upper work clothes, CORDURA® Stretch and Ripstop fabrics built into the trousers. Whether your work involves the need to kneel, crawl, crouch, bend, or stretch, 365 Workwear will always get the job done, every day, everywhere.

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Ballyclare is offering one of you the chance to win four incredible garments from the 365 Workwear collection. See the items up for grabs below: ■ ■ ■ ■

Hard-wearing Fleece Jacket – view here: WWW.RDR.LINK/AW020 Stretch Trouser With CORDURA® – view here: WWW.RDR.LINK/AW021 Moisture Management Polo Shirt – view here: WWW.RDR.LINK/AW022 Moisture Management T-Shirt – view here: WWW.RDR.LINK/AW023

Ballyclare’s heritage and experience as one of Europe’s leading workwear and protective clothing manufacturers supplying garments to the Ministry of Defence, firefighters and public order authorities and agencies has enabled the company to create a high-quality workwear range that is designed to perform in the harshest of environments. The 365 Workwear range by Ballyclare is functional, everyday wear for both men and women. No matter how tough the job is, whether it is winter or summer, rain or shine. 365 days of the year it delivers. All products are ergonomically designed to allow freedom of movement. Incorporating flexibility, style and comfort. Ballyclare has included all the latest technology and fabrics to ensure the wearer can work in style. Design inspiration came from a diverse range of sectors; sports brands, fashion trends and streetwear. Whilst also looking closely at material performance and technology. The AVS (Active Vaporise System) fabric used in the 365 polo shirt and T-shirt allows moisture transportation

and high breathability keeping your body fresh and dry. The 365 slim-fit work trousers with built-in CORDURA® Stretch enhances freedom of movement. With flatlock and taped seams, fleece warmth, waterproof and wind resistance properties, insulation and lightweight fabrics, 365 Workwear garments are designed for work, workers and everyday wear.

How do you enter? To be in with a chance of winning this great prize, all you have to do is WWW.RDR.LINK /AW024

and answer the following question: What does AVS stand for? A) Active Vaporise System B) Address Verification System C) Audio Visual Software Deadline for entries is 10/02/2021. T&Cs apply. See website for details.

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WHAT’S NEW?

■ TORQUE WRENCH CHECKER

■ LOWER TORQUE MOUNTS

Norbar Torque Tools has launched a version of its TruCheck™ torque wrench checker that aims to cut the cost of purchasing a torque wrench checking system and remove reservations over the complexity of using such equipment. The TruCheck 2 is available in 14 models with seven different torque ranges from 0.1N·m – 2,100N·m, and each is available in standard and Plus versions. All models in the range are accurate to within ±1% of reading and are supplied with a traceable calibration certificate.

British automotive chassis specialist Powerflex has launched a lower torque mount upgrade for the closely related Smart Fortwo, Smart Forfour and Renault Twingo III models. The product is designed for all petrolpowered Smart Fortwo (C453 and A453 chassis), Smart Forfour (W453 chassis), and third-generation Renault Twingo models produced from 2014 to date.

WWW.RDR.LINK /AW025

The lower torque mount is claimed to be an affordable, direct replacement part that simply requires a two-bolt removal and installation procedure with no need to press out any rubber. The addition (code PFF60-1422R) sits in the company's Road Series range. WWW.RDR.LINK /AW026

■ BRAKE DISC RANGE EXTENSION Textar has added to its aftermarket product range by adding brake discs for the Mercedes Benz E-Class 2016, Land Rover Discovery and Range Rover IV 2017 as well as the Volkswagen Amork 2016. The brand is said to cover 99.9% of the UK car parc and includes pads, discs, accessories and brake fluid available for next-day delivery. The range of premium brake pads is further complemented by a wide range of brake discs. WWW.RDR.LINK /AW027

■ PRODUCT INSTALLATION VIDEOS The TecDoc catalogue has been updated to include KYB fitting videos, where applicable. When searching for a part, if there is a fitting video available for that specific part, the video link will appear for reference. All the videos concern vehicles where it’s either difficult or an unusual process to replace the shock absorbers. WWW.RDR.LINK /AW028

■ DIAGNOSTIC TOOL

■ DPF CLEANING SERVICE

The Launch X431 EURO PRO 5 PLUS is the company’s latest addition to the market, based on the most upto-date Android OS 9.0. It inherits from its predecessor wide vehicle coverage, powerful test functions, accurate test data and numerous special functions. It also comes in a robust carry case with leads and a selection of legacy OBD 1 adapters.

Carwood is leveraging its expertise as a remanufacturer of diesel fuel injection systems, to launch an efficient and costeffective diesel particulate filter (DPF) cleaning service for all makes and models of car, light commercial, heavy duty and off-highway vehicle.

The PRO 5 supports the HD3 Truck module, and Launch ADAS and ADAS Dynamic system as options. Furthermore, a key feature is a fully integrated version of the Haynes PRO Electronic module. All of this arrives with a two-year warranty, two-year software package, and a one-year subscription to the mentioned module. WWW.RDR.LINK /AW029

By removing all particulate matter (PM), ash, soot and oil, the solution returns blocked filters to within just 2% of their original efficiency, significantly extending current filter life and avoiding the need for a complete and costly replacement. With the backing of a 12-month clean guarantee, and access to a technical hotline, aftermarket companies can offer a DPF service at a competitive price. WWW.RDR.LINK /AW030

PMM JANUARY 2021 49

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ADVERTISEMENT INDEX

3D Group UK .................................................... (page 10)

Millers Oils ...................................................... (page 32)

AC Tronics Ltd .................................................... (apge 9)

Morris Lubricants .............................................. (page 26)

Autotech Recruit .............................................. (page 26)

Opus IVS .......................................................... (page 23)

Ben .................................................................... (page 41)

Osram ................................................................ (page 35)

BM Catalysts Ltd .............................................. (page 13)

PMM Online .................................................... (page 37)

Bowmonk Ltd .................................................... (page 31)

Powerprobe ........................................................ (page 31)

Cataclean Global ................................ (inside back cover)

Ring Automotive .............................................. (page 45)

Clarios .............................................................. (page 38)

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

Clean Diesel Technologies ................................ (page 37)

Rotronics .......................................................... (page 47)

Contitech Power Transmission Systems Ltd .... (page 29)

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

CTEK Sweden AB ............................................ (page 31)

Shaftec Automotive Components Ltd .............. (page 17)

Dayco Europe .................................................... (page 19)

SP Diagnostics .................................................. (page 25)

Jack Sealey Ltd ................................................ (page 20)

Total UK Ltd .................................................... (page 41)

Launch Tech UK Ltd .......................................... (page 4)

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