Professional Motor Mechanic July/August 2024

PROFESSIONAL M OTOR M ECHANIC

ENTER THE CPD ZONE! YOU COULD EARN ONE CPD CREDIT THIS MONTH

Also inside: THE LONG READ: WHEN ITCOMES TO CLOSING THE SKILLS GAP , WHAT OPTIONS DO WE HAVE?

NEIL PATTEMORE CALLS FOR GARAGE EVIDENCE ON VM ISSUES YOUR LETTERS READ AND ANSWERED! Let’s get technical: EGR SYSTEMS EXPLORED

Editor’s Picks

PMM delves into the number one issue facing the aftermarket today: the skills crisis. Does money hold the answer, or is it going to take more

overcome years of neglect?

As part of the month’s CPD Zone, Delphi is taking us through a step-by-step guide on calibrating air suspension. Make sure to scan to QR code at the end of this feature to claim your CPD point.

Neil Pattemore, technical director at UK AFCAR, outlines how there is no substitute for providing ‘real life examples’ when fighting for a fairer landscape for independent workshops seeking RMI data. Make sure to go to page 30 to find out more!

Could summer be the perfect time to offer servicing to your customers? That’s what tool specialists Draper are arguing and offering its best products to get the job done.

Editor KIERAN NEE

News and Products Editor

FREYA COLEMAN

Digital Manager

KELLY NEWSTEAD

Group Manager

ROBERT GILHAM

Senior Account Manager

ALEX DILLEIGH

Magazine Designer

GEMMA WATSON

Group Production Manager

CAROL PADGETT

Production Assistant

CLAIRE SWENDELL

Distribution Manager

KARL CLARK

Subscriptions

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

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COOKING UPA STORM

I’ve started watching the Bear recently, which is a programme on Disney+, set in the windy city, in a sandwich shop. This particular sandwich shop is, three episodes in, at least, a hive of both chaos and creativity – everyone shouts over each other, there are sauce stains all over the place, the staff are all pulling in different directions and everyone believes they know what’s best for the shop. The owner was, until the death of his brother, the chef de cuisine at a top Michelin starred restaurant. Having now taken over the reins from his big bro, he is struggling (again, only three episodes in) to keep everyone in check. Now, why am I writing about this? Because I liked it? Not really, so far it’s a needlessly melodramatic version of the amazing UK drama Boiling Point. I’m writing about it because it made me reflect on the numerous factors which can come together seamlessly to bring a workshop owner to their boiling point (I should have led with the Boiling Point reference really, it is much better).

Let’s look at some of the agitating aspects present in these crisis point kitchens that could easily find a home in a workshop: Firstly, and most noticeably, everyone shouts when they need to relay information. I’m not saying there is never a time for shouting, but really it should be a last resort, otherwise you get to the point where shouting becomes the norm. Plus, when everyone is shouting at the same time, you need to start shouting even louder to make yourself heard – and the person you’re shouting to is also shouting, so they’re not listening! Secondly, there is mess everywhere. Ok, it’s unlikely that the mess in your workshop is going to be Bolognese sauce slopped on the wall or a bucket of veal stock dashed on the floor, but whether it’s a kitchen or a garage, one thing is true: mess begets mess. The kitchen staff on the Bear do a poor, half-hearted job of cleaning at the end of the day. One easy way to get a good start in the morning is to do a thorough clean and tidy the evening before – oh and, try not to spill things in the first place. Thirdly, no one knows, or cares, who’s in charge. This isn’t strictly true for Boiling Point, where the central focus is the loss of control of the head chef, but is certainly true for the Bear, where the gun-toting best pal of the former owner keeps hanging around like a boorish bad smell. It’s unlikely that you will have any gunslinging Italian Americans bossing everyone around at your workshop (if you do, put this magazine down and call the police!), but it’s not beyond the realm of possibility to have “senior” staff who have developed their own way of doing things and aren’t against undermining the authority of the actual garage owner. Lastly, there is a disconnect between the vision of the owner and that of the staff. If you want to turn your bottom of the barrel sandwich shop into, I don’t know, some kind of gourmet sandwich shop, you need to communicate that vision to your staff and make sure they’re on board. That way, when you start calling them Chef, they understand why (and probably quit to go to a sandwich shop with a less insane owner). Likewise, if you want to up your workshop’s game, or change its direction, you need to make sure your staff are on board and see your vision. Otherwise, all you’re doing is cooking yourself up a recipe for disaster! Now, I don’t know about you, but I’m getting kind of hungry...

KieranNee Editor

PMM NEWS

NEWSIN BRIEF

■ DATA EXPOSES UK DRIVERS’ CAR AFFORDABILITY GAP WITH THE EU A recent study conducted by Vignetteswitzerland.com has unveiled the least affordable European countries where drivers face the highest financial barriers when purchasing their car. The UK ranked as the seventh least affordable.

■ REPAIR SECTOR MAKES THIRDFEWEST REDUNDANCIES Recent research from Money.co.uk has revealed that the motor repair sector made the third fewest redundancies last year, highlighting the extent to which the skills shortage is limiting workshops’ ability to change staff.

■ HELLA CELEBRATES 125TH BIRTHDAY IN GERMANY AND 65TH IN UK To celebrate the milestone, it’s putting limited-edition merch into the hands of customers including a ‘Masters at Work’ football table. Enter on the company’s website.

■ DELPHI INVESTS £500,000 IN ACADEMY EXPANSION The Warwickbased academy has said it will double in size by extending into a neighbouring unit, bringing the total floor space to 1,430 square metres. The new academy facilities are expected to be operational soon.

with Freya Coleman

Automotive vacancies fall

Despite vacancy rates having fallen slightly from 23,000 to 22,000 according to a report from the IMI, the sector remains as having the highest vacancy rate of all industries.

The figures in the IMI’s UK Automotive Vacancy Overview report confirm that the sector continues to face a multitude of challenges which are exacerbating the job vacancy crisis. One of the most significant is the increasingly technological advances in automotive, uplifting the technical knowledge

and experience required for many job roles. This means each vacancy is competing against tech roles across a wider range of industries.

Automotive vacancies peaked in early 2023, reaching 30,000. The current figure of 22,000 vacancies is therefore a significant improvement. However, it does not go far enough. With the number of vacancies remaining stubbornly high for the past 12 months, the sector continues to buck the nationwide trend for all industries.

Protecting the right to repair

The IAAF calls for ‘smart regulation’ to protect the right to repair.

The UK automotive aftermarket supports over half a million jobs, generating some £20bn to the UK economy and providing over 75 per cent of the vehicle repair volume in independent workshops. As the automotive landscape undergoes profound transformations, embracing sustainability initiatives and adapting to emerging technologies, both challenges and opportunities are presented. However, this new automotive landscape creates restrictions on the abilities of the UK’s independent aftermarket to continue to provide competitive consumer choices, as vehicle manufacturers increasingly use new

technologies to distort the access to, and the use of, vehicle data and information.

The rise of electrification, softwaredefined vehicles, and remote access to vehicle generated data and information heralds a new era of mobility, demanding innovative solutions and new business models. It is imperative that we continue to ensure effective competition.

In the next five years, we call on the UK Government to recognise this contribution of the UK Aftermarket and to address these changes to vehicle design and technology and implement ‘smart regulation’ that will be essential to secure the sector's ability to compete, particularly concerning access to critical vehicle data and information.

More money left in your pocket

Falling UK inflation is set to have a big impact on independent garages, the IGA explains how this is a good thing.

With the inflation rate going down, prices of supplies stabilise or even drop which means you can get your hands on parts, tools at lower prices, helping you save money and boost your profits. Next up, high inflation often makes people cut back on spending, including car maintenance and

repairs. But with inflation dropping, people have more disposable income. Futhermore, with a lower inflation rate, prices become more stable. You can set consistent prices, making it easier for customers to plan their expenses and trust your services. Lastly, you can use these benefits to outshine bigger chains by passing on some of the savings to your customers through competitive pricing and improved services.

26 %

say that it is safe to make hands-free calls while driving according to May’s Startline Used Car Tracker. It also showed that 36 per cent don’t make hands-free calls because they believe them to be risky.

£

9000

worth of tyre damage caused by potholes as reported by Cottenham Tyres and Autocentre in Cambridgeshire in a single month this year, over four times its usual amount.

27 %

of automotive workers have reported issues managing their mental health according to a new report from the industry charity Ben. This is compared to 16 per cent of UK workers in other industries.

In pictures: A new partnership kicked off between Draper Tools and Ben with a visit from Ben representatives to Draper’s Hampshire head office. During the visit, Draper Tools presented a special donation of £10,000 to the charity.

PMM NEWS

East Boldon Motors scoops award at

first REPXPERT

Awards

The Professional Motor Mechanic team attended Schaeffler’s inaugural REPXPERT Awards in Coventry, where one Sunderland garage took the top prize.

Apprentice technicians from the east midlands and northwest, along with a garage in the northeast were named as the first-ever winners at the awards, which took place at the Schaeffler REPXPERT Conference –the first of its kind. East Boldon Motors took home the Workshop Award, having been judged to have used their REPXPERT membership most efficiently.

Mia Reeves of Bear and Bee Garage in Grantham, Lincolnshire was named Apprentice of the Year after garage cofounder Russ Houlden put forward her nomination. The category sought to find the most promising apprentice technician in the sector, based on technical proficiency or progress. Andrew Mather of Stockport Truck Centre in St Helens –also an apprentice – was honoured with the Extra Mile award, which recognises those who have gone above and beyond normal expectations.

The conference was held at Coventry’s Manufacturing Training Centre and the names of the winners were announced to an audience of over 200 attendees.

with Freya Coleman

Silverhook Oil Case Ends Up with Trading Standards

The VLS has been left with no choice other than to escalate a 5W30 PCEO investigation concerning Silverhook's 5W30 Supreme Plus to Trading Standards after the company failed to bring the product into compliance.

The case was opened in August 2023 after VLS received a complaint alleging that the product was making erroneous claims, such as Ford, BMW, Dexos, etc., with no supporting manufacturer specifications or numbers. The complainant also alleged that it was unlikely that all the bespoke additive packs for each of these specifications could be included in one oil.

VLS reviewed and upheld the complaint as the claims were not specific and required clarification. Some claims were also mutually exclusive.

The Lubricant Marketer responded to the complaint. However, VLS considered that the response was insufficient, the complaint was not fully resolved and concluded the investigation. In May 2024, VLS undertook a six-month review of the case in line with its stated process. The technical review panel had concerns about the product meeting the fuel economy requirements of ACEA C2 and ILSAC GF-6 whilst meeting the tough durability requirements of VW 504.00/507.00. Evidence of support for PSA

B71 2290 (ACEA C2/C3 based) had still not been provided.

Other inconsistencies in the performance claims were still present as well as several inaccurate performance claims. Consequently, VLS believes that the product is still non-compliant and is reporting it to its Primary Authority partner, Buckinghamshire and Surrey Trading Standards and to SAIL-Europe under the EELQMS Lubricant Marketer Letter of Conformance for claims made against the ACEA engine oil sequences.

EVs need to be more affordable

Half of motorists say the government should do more to make electric cars affordable, new research shows.

June’s new Startline Used Car Tracker also finds that 35 per cent believe action should be taken to make electric cars easier to buy, 34 per cent that more money should go into making chargers more widely

available, and 26 per cent that power from chargers should be cheaper. If there was more government support, 29 per cent of motorists say that it’s more likely their next car would be electric. Conversely, just 4 per cent report that their next car will be electric whatever the government does.

CPD online training announced

In a direct bid to support the continuous upskilling of vehicle technicians in an era of automotive technological advancements, Autotech Training has launched Autolearn, a Learner Management System (LMS).

The online learning platform, powered by Autotech Training, wil aim to help vehicle technicians engage in Continued Professional Development (CPD), ensuring compliance and proficiency in repairing and maintaining EVs and ADAS-enabled vehicles.

Supporting mandatory IMI TechSafe recognised CPD routes, Autolearn will offer modular, bite-sized e-learning courses adaptable to meet the busy schedules of learners. An estimated 8,000 individuals will need to undertake essential CPD training before next April to remain IMI TechSafe registered and compliant. Vehicle technicians who have achieved an EV certification are required to complete a total of 18 hours of CPD over three years, while those who have embarked upon ADAS training must pursue 10 hours to maintain compliance.

DATES FORTHE DIARY

■ Schaeffler has announced its upcoming REPXPERT 2CT training course is scheduled to take place on 16th – 17th July, at the South Devon College Skills Academy in Newton Abbot, Devon. The two-day course combines theory with hands-on practice to equip technicians with the confidence and repair solutions needed to efficiently undertake VW double clutch system repairs.

■ MechanexPMM Live is headed back to Sandown Park in Surrey on the 12 th and 13 th of November . The event is free to attend (and so are the bacon rolls!) so scan the QR code to register now.

MONEY TALKS–

“To hear more about the skills shortage and what garages can do to attract staff, listen to the PMM Podcast’s recent episode “The Skills Crisis: Is Money the Answer?” by scanning the QR code.

but is it loud enough to attract the next generation?

PMM editor Kieran Nee writes about the skills crisis in the automotive aftermarket.

Itagged along on an EV course a few years ago near my hometown, Southend-on-Sea. I arranged the visit for first thing Monday morning so I could go home for the weekend and on a chilly February morning, I and 15 technicians huddled around a sleeping Prius in a huge college sports hall just off the arterial road out of town. In the down time as our assessor prepared our tests (don’t worry, I didn’t take one), we got chatting. First, I spoke to one guy about what he liked and didn’t like about working in a garage, but soon enough most of the group had piled into the conversation, each one adding their own variation on what remained a steady theme: the pay was “pants” (a rather polite bunch, us Saffenders). One guy working in a garage nearby was

“When a tech is already being paid 35-36 thousand, or in London, 38-39 thousand, how much more can you offer them to come and work for you instead?”

Andy Savva, The Garage Inspector

incensed at the thought of recommending a life of car repair to the younger generation, “no way,” he yelled, “why would anyone get into this industry? There’s no money in it at all.” Another nodded, adding that he’s in the process of joining the AA instead. This was far from the only time money was raised when I asked technicians particularly, but also garage owners, about their jobs. In fact, among technicians it was almost a certainty that the response to anything would come back to pay –to the point where I just stopped asking. What was the point? I had a similar experience, but the inverse, with organisations, commentators, you know, the kind of people who appear in magazines; I would ask whether pay should be higher and the response would be that training, career progression, the working environment, inclusivity… you name it and it was more important than pay. I don’t like to let my cynical side take over too often but, try as

hard as I might to see the positive side of the story, I remained resolutely unconvinced.

Then, as the pandemic restrictions began to loosen and confidence returned, the country went through... not exactly a boom, but the numbers went up – some more than others. Prices rose, jobs rose and, undeniably, wages rose –garages bore the brunt of all three. We devoted the first episode of the PMM Podcast to the rising cost of parts and the following two episodes to pricing jobs and hiring staff respectively. What we didn’t ask at the time, however, was whether staff should be paid higher, although one garage owner in Walthamstow, when I asked whether he was pricing his jobs too high, did memorably deadpan back to me “well, we’re not exactly driving around in Bentleys are we?”

Well, quite. It’s hard to get a grasp on the true average pay for a technician in the industry, and of course it varies hugely throughout the UK, but I don’t think it’s an

Andy Savva speaking on the PMM Podcast

exaggeration to say some areas have seen quite considerable wage rises. This was confirmed when I spoke to Jennifer Webb, owner of HR Vitals, which is a company dedicated to improving worker relations in the independent aftermarket – if you’re thinking that sounds obscure, then I’m doing Jen a disservice. Hers was one of the busiest talks at last year’s Blend event and she has just started a regular column in this very magazine – don’t let the term HR put you off, she is talking to garages every day and is helping them create better teams in the workshop. When I put it to her that the number one complaint I’d come across was money, she argued that “on average, we [used to see] technician salaries between £2630,000. Now, it's usually sitting around £35,000. Some even go as high as £50,000.” I spoke to Andy Savva, the Garage Inspector, in his kitchen in North London and he quoted similar figures: “What are you going to do –” Andy asked me, in the passionate way that he asks all questions, which makes you feel the weight of every word, “when a tech is already being paid 35-36 thousand, or in London, 3839 thousand, how much more can you offer them to come and work for you instead?”

Technology shift?

The latest figures from the IMI show that vacancies within the “motor trades” sector remain stubbornly high, despite having come down from 23,000 to 22,000. Per 100 employees, that represents a drop from 4.1 vacancies to 4 – the joint highest in the country, alongside “Accommodation & food service activities”. Where the latter category will be predominantly minimum wage jobs and will have seen its numbers decimated by

Brexit and the minimum salary requirement for new migrants being set at a whopping £38,000, no such arguments can be made for the former category. The IMI’s own assessment for the automotive sector’s inability to fill job roles is due to the “increasingly technological advances” of modern vehicles –a.k.a, cars are getting too complicated to fix. Those same technological advances, the IMI goes on to argue, means a “rising number of technical roles … and in the near future means the pool of applicants is potentially wider than ever.” The press release goes on to wave the usual flag for “changing perceptions” to “attract talent from other sectors”.

repair, it’s hard to see how this is the explaining factor behind the major deficit in skilled workers that the industry is facing. Of all the people I’ve spoken to over the years about the skills shortage, no one has mentioned people leaving the industry due to repairs being too complicated and by the IMI’s own logic, it should have actually attracted more people into the industry.

Whilst cars are getting more complicated, and vehicle manufacturers are ramping up efforts to monopolise the more technologically advanced aspects of car

“On average, we [used to see] technician salaries between £26-30,000. Now, it's usually sitting around £35,000. Some even go as high as £50,000.”

Jen Webb, HR Vitals

I personally think it is unlikely the car repair sector will be attracting workers from other, more technologically focused sectors, in any great numbers any time soon, or ever, for that matter. But if wages have gone up as Jen and Andy say they have, why is there still such a huge skills gap? Well, according to the IMI, 18 per cent of vehicle technicians are over the age of 55, which means that rather than technology pushing technicians out of work, they’re probably just retiring as they normally would.

New blood

Two years ago I visited Brands Hatch to speak to Autotech Recruit’s Gavin White about what the industry needs to do to attract younger people into the industry, it rained quite heavily and you could hear that and the sound of the British superbikes whizzing by every few minutes. In other words, it was podcast gold. Gavin had brought with a young technician, Tom, who shared with me

Edward Cockill speaking to PMM at his workshop

his thoughts on why people his age weren’t interested in going into car repair. Not only, according to Tom, was it down to the pay, but also the working conditions. Essentially, the job was too dirty for young people who like to be “clean and perfect” all the time – his words, not mine.

Again, like the rising wages of recent years, workshops are a lot cleaner and tidier than they ever were before. Visiting Edward Cockill recently at Uckfield Motor Services in East Sussex recently, I was shocked at how clean and tidy everything was – it felt more like a state of the art factory floor than an aftermarket workshop. Correspondingly, Ed consistently has at least one, and sometimes two, apprentices on the go at any one time. This summer’s Mechanex-PMM Live show saw garage owner Dean Lomas give a (largely improvised) talk on the importance of apprentices to his workshop.

The message from these garages is clear: you need to go the extra mile to attract staff. As Ed told me, “it is a bit of a pain, but you’ve got to look it as an investment.” Truth be told, I think both Ed and Dean enjoy giving young people in their area a chance, even if it doesn’t always work out. It might not be such a risk, however. GiPA’s Quentin Le Hetet explained, at last year’s IAAF Conference, that 80 per cent of workshops with an apprentice know that at the end of the apprenticeship, they will offer the apprentice a full time job. If that sounds suspiciously high, it might be

“Firstly, workshops need to keep the staff they already have; secondly, workshops need to attract new staff; and lastly, the industry as a whole needs more staff.”

because so few workshops have apprentices in the first place – 23 per cent. Meanwhile, according to Quentin, 90 per cent of independent garages claim it is “very challenging” to find workshop staff.

Three way problem

You might say there are three factors at play here: Firstly, workshops need to keep the staff they already have; secondly, workshops need to attract new staff; and lastly, the industry as a whole needs more staff.

Now wages have gone up and workshops have been cleaned up and order imposed, what next?

Some fantastic workshops are still struggling to hire staff and especially young technicians. As the IMI report from earlier showed, there is simply a deficit of staff within the industry. Ironically, it is the shortage of staff which has pushed competition up and in turn made wages rise, rather than wages rising in order to attract new staff.

Workshops are competing fiercely amongst themselves

“To hear more about the skills shortage and what garages can do to attract staff, listen to the PMM Podcast’s recent episode “The Skills Crisis: Is Money the Answer?” by scanning the QR code.

for a reduced pool of skilled technicians. If the workforce hadn’t been so restricted in the first place, wages never would have risen… it’s a cruel irony that to be paid a fair wage, the industry as a whole needs to suffer from a shortage of talent.

But why is the motor repair trade, which offers reliable employment filled with mentally stimulating tasks and a wide range of opportunities, not a more attractive prospect for young people? Andy puts it down, at least in part, to the Blair-Brown years: “I think we missed a whole decade, when people were told that in order to succeed, you must go to university.”

I attended university at the tail end of those years and I do agree, many people were told to go to university who really would have been better off doing an apprenticeship. I worked on building sites in between term times and quickly learnt that a manual job was in no way the “stupid” option compared to a graduate job. But it was exhausting and took up all my time as without the overtime the money wasn’t worth it. Andy’s suggestion on the PMM Podcast episode "The Skills Crisis: Is Money the Answer”, in which I spoke to Ed, Andy and Jen about how workshops can go the extra mile to attract staff, was a four day week. I couldn’t say whether it would work or not, but it’s certainly the kind of blue sky thinking this industry needs right now, rather than pie in the sky ideas about recruiting computer programmers to change clutches.

Jen Webb, new columnist for PMM, speaking to Kieran via video call

PMM THE PODCAST

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

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

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

YOU ARE NOW ENTERING

PMM has teamed up with the CPD Group to offer you the chance to gain CPD points while you read every issue!

Continuing professional development (CPD) can be broadly defined as any type of learning you undertake which increases your knowledge, understanding and experience of a subject area and your role within it. To help professionals to better document and prove this process, our new CPD Zone features articles that have been checked, verified and accredited by a thirdparty specialist organisation.

The content within the CPD Zone will provide you with 1 CPD Credit, or 1 hour’s worth of continuous professional development.

Once you have read through the articles contained within, you will be able to scan the QR code at the end of the last article. This will provide you with a downloadable certificate, personalised to you. This can then be used as part of your ongoing CPD record, as needed to satisfy various organisations and schemes. Regular readers of PMM, therefore, could earn 11 CPD points just by reading the magazine each month.

DO NOT SCAN THE QR CODE UNLESS YOU HAVE READ ALL OF THE CONTENT WITHIN THIS SECTION!

CPD relies on self-certification, which in turn relies on professionalism and honesty from those who participate. We have great faith in the diligence and professionalism of our readers – we are called Professional Motor Mechanic, after all. It is fairly safe to assume that if you are picking up PMM each month, then you are already interested in reading and understanding technical content. Indeed, we are a lifeline for many in the industry who rely on us to spread the word on the latest changes and developments originating with the OEMs.

THIS PROCESS IS COMPLETELY FREE

Don’t worry – you won’t have to pay a penny to gain your CPD points each month. It’s on us!

All certificates are valid for one year from the issue date. If you have any issues downloading the certificate or using the system please email us at: pmm@hamerville.co.uk

NEW USERS –

ACCESS YOUR BESPOKE CPD CERTIFICATE IN FIVE STEPS

Read ALL of the articles within this month’s CPD Zone

Scan the QR code or enter the RDR.Link in your web browser –both are found at the end of the last article in this section

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PREVIOUS USERS –ACCESS YOUR CPD CERTIFICATE IN FOUR STEPS

Read ALL of the articles within this month’s CPD Zone

Scan the QR code or enter the RDR.Link in your web browser –both are found at the end of the last article in this section

Enter your name and email address

Download your certificate for use as part of your annual CPD record

COMMON FAULTS

Troubleshooting Turbos: DPF related failures

It is widely understood that a faulty turbo can damage the DPF, however, did you know that the reverse is also true –a defective or blocked filter can cause premature turbo failure. Although not as common an issue, and sometimes a tricky one to spot, by understanding the possible causes and symptoms, technicians can make a more informed diagnosis. Carwood explains.

Fitted to diesel vehicles from 2009, the diesel particulate filter, or DPF for short, is designed to stop soot and other harmful particles produced during the combustion cycle from exiting the exhaust. The trapped soot must then be periodically emptied or 'burned off' through regeneration.

Yet just like any other filter, they can easily become blocked and obstruct the flow of gas through the exhaust system. If the gas cannot be expelled from the engine quickly enough, it will start to build up, creating

does the temperature of the gas in and around the turbo’s turbine housing. Whilst this may only cause problems such as oil leaks and coking initially, if left unchecked, the turbo can very quickly fail, or the ECU may put the vehicle into limp mode. Either way your customer is liable for an expensive repair bill.

What causes a blocked DPF?

There are several factors that can cause the DPF to block prematurely and/or stop DPF regeneration from working effectively, or

engine fails to reach the optimum temperature for regeneration.

■ Warning light: a dashboard warning light or a diagnostic trouble code stored in the ECU can also prevent regeneration.

■ Wrong engine oil: sulphated ash and/or additives contained in some oils can block the filter prematurely. To prevent build-up a low ash, low sulphur engine oil should always be used.

■ Faulty components: a faulty fuel injector or turbocharger can cause the vehicle to run rich, creating excessive soot. Similarly, a faulty EGR valve can increase the production of diesel particulates, both causing the DPF to become blocked quicker than normal.

Oil in turbine housing and on nozzle ring

Nozzle ring seized due to heavy carbon build up

Low tank: many vehicles will not initiate an active regeneration if the fuel or Eolys additive tank is less than a quarter full. Overdue service: the DPF on a poorly serviced vehicle may fail sooner since factors such as oil quality and level can also prevent regeneration.

What are the signs of turbo damage due to a blocked DPF?

The following signs are good indicators of a DPF related issue. The amount of damage this will cause largely depends on how much the DPF is restricting the flow of exhaust gas.

Fault code triggered – this may include exhaust pressure control, EGR, DPF regeneration and/or turbo boost control related codes.

■ DPF warning light illuminated.

■ In severe cases it may cause the vehicle to go into limp-home mode, limiting it to certain speeds or revs, to protect it from further damage.

■ Reduced turbo efficiency given the exhaust’s inability to remove gas from the engine.

■ Discolouration of parts within the CHRA due to heat transfer. Whilst this is typical of other issues, mainly oil starvation, the pattern will help streamline your diagnosis. Discolouration that starts at the turbine wheel and continues through the shaft to the compressor side is a clear signal of excessive temperatures caused by rising back pressure.

■ Oil leaks can occur when the rising back pressure forces the exhaust gas past the shaft seal on the turbine side, and into the

“A faulty fuel injector or turbocharger can cause the vehicle to run rich, creating excessive soot.”

CHRA, displacing the oil, and pushing it through the seals on the compressor side. Often this is mistaken as a worn shaft seal.

■ The additional back pressure can also push exhaust gas through the small clearances in the wastegate, creating a build-up of carbon in and around the wastegate and its control mechanisms. If bad enough, the wastegate door can stick in the open or closed positions and the ECU will no longer be able to control boost pressure.

■ Excessive temperatures, again due to the backpressure, can also cause the oil within the CHRA to carbonise. Often misdiagnosed as insufficient lubrication or oil contamination, this causes premature wear to the shaft, thrust plate, seals, and bearings and restrictions in the feed lines.

■ Carbon build up in the turbine side piston ring(s), piston ring grooves and oil flinger groove, preventing effective oil control.

■ Over time, the excessive heat inside the turbine housing can cause the turbine wheel to fail from high cycle fatigue.

How

to prevent DPF related turbo failures?

Although it can take some time for a DPF to block, once this happens, turbo failure can occur very quickly. Therefore, it’s always advisable to follow some simple measures when replacing or refitting a turbo:

■ Always check the vehicle’s DPF – if the soot levels are high enough to stop the DPF from regenerating on its own, a forced regeneration, usually via a diagnostic scan tool, may be required.

■ If the blockage is severe, the only way to completely remove the particles is to either fit a new OE quality filter, or have it professionally cleaned by a company like Carwood.

■ Encourage your customer to drive for 30 minutes or so, at speeds over 50mph, every few hundred miles. This will allow the exhaust temperature to get hot enough to burn off any excess soot.

■ Use manufacturer approved engine oil –this is designed to produce as little diesel particulate material as possible.

How to resolve a DPF related failure?

■ Remove the DPF and have it professionally cleaned off-vehicle.

■ Thoroughly check and clean the entire exhaust system – replace components as required.

■ Fit new oil feed and return pipes whenever installing a turbo.

■ Check and clean the intercooler and pipes – replace if needed.

REMEMBER!

Always diagnose and fix what caused the original unit to fail. Whilst this may add to the bill, it is far more cost and time effective than having to fit another turbo, or an engine, soon after.

Wear to the thrust bearing where the thrust collar sits

Journal bearing has a mushroom effect due to fretting

DIAGNOSTIC GUIDE

Using Bosch’s ESI[tronic] 2.0 software: a monthly guide

Last month in our guide to Bosch’s KTS diagnostics software, ESI[tronic] 2.0, we looked at the built-in multi-meter and oscilloscope. This month, we investigate the maintenance and equipment tabs.

In the last instalment, we explored the added benefit of vehicle diagnosis with the built-in multi-meter or oscilloscope functions included in the KTS Vehicle Communication Interface (VCI).

This time, we’ll be looking at the vast amounts of vehicle service information and maintenance data that is available in Bosch ESI 2.0, alongside examining the Bosch spare parts catalogue, all of which are important features for daily workshop use and vehicle maintenance. If you subscribe to

the ‘Advanced + Maintenance’ or ‘Master Package’, you’ll have access to the ‘Maintenance’ function in ESI[tronic] 2.0 online. Among other things, these include information about service times, the parts needed, the tyre size and pressure, as well as centralised programming information. Moreover, vehicle-specific workflows also feature in these packages, which allow you to carry out every repair in accordance with the manufacturer’s specifications and are therefore covered by the manufacturer’s warranty.

Service schedules

Once you have selected a vehicle in the ESI[tronic] 2.0 program, choose the ‘Maintenance’ tab at the top of the screen. This will present the ‘Subcategories’, which will appear on the left-hand side of your screen with many different information sources related to the vehicle’s service and maintenance requirements.

Depending on the vehicle make and model that you’ve chosen, you now need to select the type of service required. This consists of

two parts: you first select the ‘basic’ service schedule based on mileage or months interval and then in the second part you can add additional service items which might also be needed based on the mileage of the car or the time period since the last service. By clicking on ‘Show steps’ a drop-down list shows you the details of each service item (Fig.1).

By clicking on the ‘Create a maintenance plan’ soft key at the bottom of the screen, you can create a specific service check-sheet to be displayed on screen. The check-sheet can be printed out and completed manually or filledout electronically throughout the job and printed at the end – a nice feature that prevents any greasy fingerprints spoiling the list (Fig.2).

Navigation tips

Once you have selected the required service operations, you will then see a list of needed service parts. This section will list out the necessary spare parts, such as oil and filters, along with capacities that will be needed to complete the service work on the vehicle ( Fig.3 ).

Next, the ‘Service Illustrations’ will provide all the available diagrams you’ll need while servicing the vehicle – such as transmission oil

“In the ‘Timing Belts/Chains’ tab, you’ll then find detailed instructions and diagrams for changing the belt, chain or timing gears –when they’re due for replacement or there’s a need for an engine re-build.”

level plugs, auxiliary drive belt routing, cabin filter location and A/C service port locations (Fig.4). If needed, you can expand each individual diagram to full screen to view it in more detail. An addition that is really helpful on today’s complex vehicles.

The ‘Service Indicator’ tab will then guide you through the service light reset process for the vehicle you’re working on (Fig.5). This may involve a ‘manual’ push button reset as described or the instruction to reset the service interval by means of a diagnostic test routine. In this last case, you can easily click on the ‘Diagnosis’ main tab and go straight to the maintenance service task to reset the service interval.

On diesel vehicles, the ‘Diesel Exhaust Gas After Treatment’ tab will be active and demonstrates how the DPF system works and how to initiate a passive diesel particulate filter regeneration. DPF problems on vehicles are increasingly common due to short journeys – making this a particularly useful section of data to be aware of.

Likewise, the ‘VIN Plate Location’ tab offers a vehicle specific diagram of where to find identification details, such as VIN and engine numbers, as well as the exact position of the bonnet release safety catch, which can be difficult to locate on some models (Fig.6).

Accessing repair data

Next, the ‘Tyre Pressures’ tab lists all of the recommended tyre pressures for the vehicle model selected. In some cases, this can be quite a long list due to fitment variations. However, the search bar can be used to narrow down the options by wheel size or tyre width. Remember, the manufacturer specified front and rear tyre pressures are also given in bar and psi for ‘laden’ and ‘un-laden’ situations. The ‘Technical Data’ tab is highly useful as it supplies essential information about the following:

■ Vehicle designation

■ Fuel injection system

■ Ignition adjustment and emissions

■ Starting and charging systems

■ Service checks and adjustments

■ Fluid types and capacities

■ Tightening torque settings

■ Minimum brake component thicknesses

■ Air conditioning system service and repair data

Wherever possible, the list will have icons that will present you with important additional information and diagrams that can help you do the job properly and efficiently (Fig.7).

In the ‘Timing Belts/Chains’ tab, you’ll then find detailed instructions and diagrams for changing the belt, chain or timing gears –when they’re due for replacement or there’s a need for an engine re-build. With such a complex task, it’s critical to have the correct information to complete the job properly and this section will give you peace of mind that the manufacturer’s procedure has been followed (Fig.8).

The ‘Auxiliary Drive Belts’ tab guides you through the auxiliary drive belt and belt tensioner system operation. You’ll find all the details, text and diagrams showing the removal and installation procedure of the system components, as well as tightening torques of the mounting bolts.

In the ‘Wheel Alignment’ section, the recommended suspension geometry measurement values and setting data is displayed. The tolerances and diagrams for the toe-in, camber and caster adjustments to the front and rear wheels of the vehicle (where applicable) can be used with suitable wheel alignment measuring equipment to correctly align the wheels on the car.

Finally, ‘Key Programming’ allows you to access all the information required for key battery replacement and remote central locking synchronisation (Fig.9). With many cars having ‘keyless’ entry and start systems, the instructions and diagrams in this section can be a real assistance in remedying any key problems.

Now that we have covered all of the ‘Maintenance’ section sub-tabs, do not forget that you can click the ‘Print’ icon, next to the ‘Main Menu’ soft key in the top right-hand corner of the screen at any time. You can also produce a screenshot of the data or print out the diagrams and text for reference.

The last main tab is the ‘Equipment’ tab. Then, the original ESI[tronic] parts list will appear directly on the screen. The parts list contains all available information on every component made by Bosch for the vehicle that you’ve selected. This includes descriptions, model year ranges, diagrams, pictures and Bosch part numbers for the components (Fig.10).

Bosch parts are grouped in the categories of engine, bodywork, suspension and drivetrain. Depending on the vehicle manufacturer, the parts made by Bosch on the vehicle can range from batteries, alternators, starter motors and engine management sensors to wipers, lighting products, filters, brake components and fuel system pumps or injectors. There is now also a text search function in the ‘Equipment’ tab. This function allows you to type in the name of the component you are searching for, and whilst you type this a list of Bosch parts will be narrowed down accordingly and instantaneously (Fig.11).

Next month we take a look at ADAS calibration.

BEST PRACTICE

Clutch

and DMF replacement tips for LCVs

Schaeffler LuK’s Alistair Mason is giving some valuable information on clutch and dual mass flywheel replacements for Vauxhall Vivaros and Movanos, which also covers some Fiats, Mercedes, Nissans and Renaults.

The reason behind this article is that we receive a lot of technical phone calls and warranty enquiries relating to the clutch and dual mass flywheel products on these vehicles and with a little guidance most of these can be eliminated. The first area we need to look at is organising the correct parts, the following information will help the parts supplier identify the correct parts:

■ Is the vehicle front or rear wheel drive?

■ Date of construction.

■ Engine serial number.

We can now focus on the repair, the easiest and advised method of gearbox removal is to remove the front subframe, this gives more space and visibility for a successful clutch and DMF replacement.

Dual mass flywheel replacement

1.6 dCI engine – the flywheel has a timed senser ring for the engine speed and position senser, this flywheel can fit in one of eight positions, when fitting the flywheel, the small hole in the centre of the DMF must align with the small drilling in the crank otherwise the vehicle will not start (Figs.1 and 2), this service information is attached to the part on REPXPERT.

The 2.0 variants generally run a solid flywheel. When bolting the DMF to the crank, the bolts must be tightened and torqued in an

even and sequential manner, to eliminate the risk of buckle or tilt to the flywheel.

Clutch replacement

Apply a light smear of high melting point grease to the gearbox input shaft and insert the clutch plate, this will ensure the clutch is correct for application and also evenly distribute the grease, remove the clutch plate and remove any excess grease. Always use a clutch alignment tool.

Where the vehicle is fitted with a selfadjusting clutch, always use a self-adjusting clutch tool to eliminate any risk of judder and unintended clutch adjustment, this also removes the risk of stripping threads in the new DMF (Fig.3).

Concentric slave cylinder replacement

There are generally two variants of CSCs for these vehicles –they have either a two or three bolt fixing CSC. The two bolt fixing CSCs can come with an option of connector pipes and it is very important to select and mount the correct pipe before refitting the gearbox (Fig.4).

These CSCs can be difficult to bleed after replacement, a ‘top tip’ is to prefill the CSC with new and the correct grade of clutch fluid prior to fitment and place a rag over the pipe

during gearbox fitment as some fluid will be expelled. Never dry squeeze a new CSC, as this can cause internal damage and always flush the old clutch fluid from the reservoir and master cylinder through the pipe to a drainer, so not to contaminate the new CSC seal.

Gearbox installation

Prior to installing the gearbox, ensure that all the alignment dowels are installed in the gearbox correctly and clean up if required (Fig.5). These can be a tight fit and are known to crush if not fully aligned, this will then lead to misalignment issues that can cause DMF centre bearing failure.

Using a transmission jack, bring the gearbox close to the engine, spend a little time aligning the gearbox to the engine and then ease the gearbox into position and onto the dowels, do not force the gearbox onto the dowels or draw the gearbox on using the bell-housing bolts.

Final checks

When the repair is complete, always carry out a diagnostic check on the engine, any fault on the engine can lead to a premature DMF failure.

HOW TO Calibrate air suspension

Delphi has supplied this step-by-step guide on calibrating air suspension courtesy of its Masters of Motion hub for independent garage technicians.

Air suspension brings many benefits for drivers and passengers including the reduction of noise, vibration and discomfort. However, like many in-vehicle systems calibration is needed from time to time, particularly when a part is replaced. This guide takes you through the steps needed to calibrate the air suspension on a BMW X5. Some air suspension systems feature air springs front and rear, or have a combination of coil springs and air springs.

Calibration is required following an air spring or height sensor replacement. Some vehicles will only require a static height calibration which can be completed in the workshop. Others will need a static calibration in the workshop and a dynamic calibration performed whilst the vehicle is being driven on the road. This guide sees Phil Mitchell, european workshop solutions manager at Delphi, talk us through the process at Delphi’s in-house training workshop in Warwick.

WATCH!

STEP Fill the bellows

To ensure the air system is refilled after completing a replacement job on an air spring or height sensor, technicians must run a ‘filling the bellows’ ‘diagnostic function in the ‘electronic height control’ module using the Delphi BlueTech VCI diagnostic tool.

STEP

Navigate to ‘height level adjustment’

Technicians can watch Phil completing the air suspension calibration and other videos by scanning the QR code below

In the ‘body control’ module, go to ‘adaptations and calibrations’ and run the ‘height level adjustment’ function. Delphi’s diagnostic software outlines the necessary test conditions needed to successfully complete the process. Technicians should follow the manufacturer's instructions, ensuring that the vehicle is on level ground, the steering wheel is straight, and the tyre pressure is correct. The vehicle's load must remain constant during calibration – any movement will disrupt the calibration.

STEP Calibrate air suspension

With battery support connected to the vehicle, confirm that the final checks have been made and that the vehicle is ready before performing the calibration.

BEST PRACTICE

Exhaust gas recirculation systems

Ron Merralls, technical services manager at Niterra, gives his advice on dealing with issues surrounding EGR valves, which are crucial for reducing NOx emissions.

Carrying out a thorough health check on a customer’s car when it enters the workshop can create a number of new business opportunities for proactive garages. Not only does it give them the chance to find and then fix a problem, but the resulting success also enables them to educate customers on the necessity of agreeing to a health check every time their vehicle enters the workshop – resulting in healthy running cars and healthy profits.

One area where this is particularly important is when dealing with a car’s exhaust gas recirculation system whose principal role is to reduce the amount of harmful nitrogen oxides (NOx) that are produced during the combustion process.

Controlling emissions

NOx is created when high combustion temperatures enable the nitrogen and oxygen present in the air-fuel mixture to combine. EGR valves come in three different types –‘pneumatic’, ‘electric’ and ‘electric with cooler’ – and operate by taking some of the exhaust gases from the exhaust manifold and then reintroducing these gases into the intake manifold, mixing them with fresh air.

Originally developed at the beginning of the 1970s, EGR valves first started to be used in Europe in the 1990s in order to meet

“An EGR valve found to be blocked, or coked, means that any associated pipework may also be blocked, so should be checked, and cleaned.”

the ‘Euro 1’ emission standards. Today, 100 per cent of diesel cars are equipped with EGR valves and 30-50 per cent of petrol cars, making EGR valve knowhow an invaluable revenue source. When an EGR system issue is encountered, ensure that the root cause of the problem is found on the vehicle before replacing the valve. It is necessary to check that the vehicle is running the latest software as this can cause EGRrelated faults to arise with an EGR valve.

contamination, then check the entire EGR system, including throttle body. If a separate cooler is in the circuit, it could also be clogged.

Replacing an EGR valve

When replacing an EGR valve, some may not appear to initially function effectively – engine performance may not immediately improve, smoke may be emitted from the exhaust, and EGR related fault codes may be produced. As with many EGR valves, some vehicle models are required to undergo a ‘learning cycle’. The vehicle must be driven for the vehicle engine management system ECU to recognise that the valve has been replaced (as it has learned to compensate for the faulty valve’s inefficiency and needs to adapt to the improved working parameters of the new EGR valve).

Electronic intervention is sometimes possible to ‘Adapt the EGR’ to the vehicle via diagnostic test equipment.

Note that a fault code is only a guide and that the problem can often frustratingly lie elsewhere. It relates to the system affected and cannot directly identify a specific faulty component, but rather the area to begin investigation; so, the cause could be with, for instance an exhaust temperature sensor, MAF sensor or pressure sensor that can affect the overall EGR system operation.

An EGR valve found to be blocked, or coked, means that any associated pipework may also be blocked, so should be checked, and cleaned. If you do find severe

Many new models will even be equipped with two EGR types (low pressure and high pressure), which means that the replacement part market for these types of valves is likely to grow, corresponding to the level of EGR fitment in the vehicle parc. Using a vehicle health check consistently in your garage can build trust and transparency with your customer, increase your chances of first-timefix, and optimize your high quality EGR service and repairs for this growing demand.

COMMON FAULTS

Why was the Jeep Grand Cherokee ’s sunroof rattling?

Autodata hears from a garage trying to solve the mystery of a 2015 Jeep Grand Cherokee whose sunroof rattles whilst driving.

The problem:

“A customer of ours is complaining of a rattling noise from the sunroof when driving on their 2015 Jeep Grand Cherokee. We have experienced the rattling noise on road test and have tightened all accessible nuts and bolts on the sunroof panel, but have not found the cause of the fault. Have you any ideas where to start to fix this car?”

What does Autodata recommend?

The fault you describe has been reported by other Grand Cherokee owners and it is due to an unsatisfactory design of the sunroof assembly retaining bolts. Specific retaining bolts are available from

Jeep parts department and are required to rectify this fault. Ensure the sunroof is fully closed before disconnecting the battery. Lower the headlining to gain access to the sunroof assembly retaining bolts. Remove and replace the sunroof assembly retaining bolts one at a time. Tighten the sunroof assembly retaining bolts to the correct torque setting of 9 Nm. Carry out road test to ensure the rattling noise has been resolved.”

WANT TO KNOW MORE?FOR MORE

REDEEM YOUR CPD CREDIT

Congratulations, you have reached the end of the CPD Zone! To access your CPD credit from The CPD Group, scan the QR Code or WWW.RDR.LINK/ABK037

A look inside: YouTube

Your favourite trade magazine is now on YouTube, bringing you reviews and video guideson the best tools and workshop solutions. Find us at @professionalmotormechanic .This month we’ve got Ant from AAK giving us his thoughts on AJD Tools’ new sensor simulator.

Hey it’s Ant from AAK, back again, good to see a familiar face. This time he’s got a sensor simulator from AJD Tools to review. Oh and it looks like he’s got the wiring kit along with it. Now he’s got the whiteboard out – anyone else feel like they’re back at school?

On a serious note, this tool really does mean business, cutting out so much time testing wires and components – a huge help when it comes to diagnostics.

Not only has this tool helped Ant with the infamous Ford EcoBoost, but it has also come into its own when testing AdBlue injectors – another workshop regular. And that wiring kit? It makes life a thousand times easier – no more improvising!

TO WATCH THIS VIDEO AND THE OTHERS ON THE PMM YOUTUBE CHANNEL, SIMPLY SCAN THE QR CODE

Show me the EVIDENCE!

Neil Pattemore, technical director at UK AFCAR, an alliance of 11 UK organsiations who share a common interest in the future and prosperity of the aftermarket, is emphasising the role real-life evidence has to play in the fight for a fairer landscape for independent workshops seeking to access RMI data when undertaking vehicle repairs.

‘It’s elementary, my dear Watson’, as a well known sleuth from Baker Street reportedly once said. Even if this phrase never actually appears in any of the Sherlock Holmes novels, the principle is important when looking for evidence related to the future success of any independent workshop in the UK aftermarket. You may now be asking why ‘evidence’ is something critically important in your ability to service and repair vehicles, so let me explain why this has increasingly become the case.

In simple terms, as we all know, today’s vehicles have become ‘computers on wheels’ with software controlling most of the functions and the associated diagnostic tools being ever more powerful to communicate with the vehicle and its on-board systems.

However, the access to the vehicle’s systems has also changed. With the OBD port supporting decreasing levels of data and information, whilst the telematics interface supports an increasing level of access ‘over the air’ to the vehicle manufacturers’ embedded applications for diagnostics, service and maintenance requirements and other vehicle functions. This has created a

widening gap between what is available to the vehicle manufacturer and what is then made available to the workshop – whether that is an authorised repairer or (even worse) an independent workshop.

This highlights how the vehicle manufacturer has increasingly become the sole and controlling source about the way that a vehicle can be accessed, together with what information and data is made available to provide ‘repair and maintenance services’.

If we go back to when vehicle electronics first became commonplace, all access was via a physical connector which soon became the standardised OBD connector we still use today. This supported access to all the data necessary to diagnose, service and repair and equally allowed ‘reverse engineering’ for diagnostic tool manufacturers to develop their multi-brand tools.

As the vehicle manufacturer implemented an increasing range of electronically controlled systems in their vehicles that required electronic data and dedicated communication protocols, it became clear that the vehicle manufacturers controlled the source of the technical requirements needed to diagnose and repair a vehicle.

Subsequently, it was necessary to have legislation to ensure effective competition in the aftermarket between main dealers and independent workshops and as the UK was part of the European Union, this was discussed and ultimately implemented as EU legislation. This was done in two elements –firstly under Competition Law which was implemented as the original ‘Motor Vehicle Block Exemption Regulation’ (MV-BER) and which came into force in 2002. However, although this introduced the principle of ‘non-discrimination’ between ‘authorised repairers’ (i.e. main dealers) and ‘independent operators’ (which included independent workshops, but also parts providers, publishers of technical information, diagnostic tool manufacturers, technical trainers etc.) there were diverse interpretations across some vehicle manufacturers as to what the legislation actually meant in practical terms.

To better understand these ‘grey areas’, the European Commission requested evidence from the aftermarket, as well as receiving questions requesting guidance from some of the vehicle manufacturers. It became clear that although the MV-BER described the key

“Unfortunately, as the years have passed, vehicle technology has progressed exponentially, creating new challenges for the aftermarket.”

Neil Pattemore

principles of the political and legal intent, there were many elements where the technical details were open to interpretation which could not be defined in Competition Law.

Subsequently, the European Commission decided to include these technical requirements as part of (the then new) ‘Euro 5’ legislation, introduced in 2007. This was generically described as being the ‘access to repair and maintenance information’ (RMI). This provided better clarity, as well as introducing the requirement for vehicle manufacturers to declare their compliance with the legislation as part of their ‘whole vehicle type approval’. Should any ‘non-compliance’ issues be identified by an independent operator or an aftermarket trade association, the legislation also included that this could be checked by the vehicle type approval authorities.

So far this was ‘all fine and dandy’ as our American cousins say!

Changing landscape

Unfortunately, as the years have passed, vehicle technology has progressed exponentially, creating new challenges for the aftermarket. It was becoming clear that legislation needed to be revised to keep pace with the (rapidly) evolving technologies which had reared their ugly head.

However, for the legislator to play ‘catchup’ is not easy, as they generally react to what is known and not what may be coming over the horizon. There may be ‘specific certainties’ which will have a predictable impact, but these are rare. A good example currently is the (mandated) vehicle type approval requirement for cybersecurity that applied from July 2022 for new vehicle types being approved and will apply for new vehicles being sold from July 2024 (I must add here that low volume/specialist vehicles have slightly different dates). For other revisions to the legislative requirements, generally it needs to be based on evidence from the marketplace.

This has become particularly important as the aftermarket itself has also evolved from workshops competing at a local level, to now include the vehicle manufacturers themselves

entering the aftermarket to sell their own services, which includes many aspects that would otherwise have been performed only once a vehicle was in a workshop. This has created new business models for the vehicle manufacturers and their authorised networks, but is distorting competition in the aftermarket in a number of different ways. This is most directly related to the exclusive ability for the vehicle manufacturers to remotely communicate to the vehicle and its data, using over-the-air access with embedded diagnostic and servicing requirements algorithms. This provides a significant advantage and can reduce the cost of diagnosis and repair by 50 per cent.

Quite simply, independent repairers do not have the same ability.

To counter this type of threat, the aftermarket associations in Brussels and some of their members funded legal challenges via the European Court of Justice (the ECJ) – all of which were found in favour of the aftermarket. However, challenges made by the vehicle manufacturers against one of the verdicts is resulting in amendments to the vehicle type approval requirements to address the conditions of accessing the vehicle and its data via the OBD port – quite important for the aftermarket!

This brings me back to how you can help the aftermarket associations to help you in ensuring the right legislative support will be in place: evidence!

There is no substitute to providing ‘real life examples’ of where the things that you were once able, or should be able to do, but can’t, need to be logged. This only takes a simple action – WWW.RDR.LINK/ABK007 and enter the relevant details and information, which can then be collated to show the issues that need to be addressed. The future of your business and the wider UK aftermarket is in your hands.

WANT TO KNOW MORE? FOR MORE INFORMATION

yourlet ters ANSWERED

Noise annoys

ATTN. KIERAN NEE (EDITOR), HAVING READ THE ENCLOSED NEWS ITEM ABOUT CAMERAS THAT CAN DETECT CARS WITH EXCESSIVELY LOUD EXHAUST, I FELT COMPELLED TO CONTACT YOU ON A QUESTION THAT HAS BEEN ON MY MIND. HOW COME THE EXHAUST LEVEL OF AMERICAN MOTORBIKES HARLEY DAVIDSON IS TOLERATED?

Regards, M. Saleem, Birmingham

Are you suggesting that certain rules in this country simply go unenforced? Surely not. Anyone who has been knocked over by an electric scooter riding on the pavement will surely disagree…

Ich bin ein EV...

Dear PMM, I was in Berlin recently on a much needed break from the workshop.

My wife said why don’t we go to Berlin for a weekend, good idea. I was on one of the walking tours when something caught my eye. I enclose a photo of something which reminded me of an episode of the PMM Podcast (Episode 12, Classic Cars: The Comeback) where you visited a company putting EV motors into classic cars. Instead of the classically British Mini, however, over in Berlin they’ve electrified something a little more Soviet… the Trabant!

Regards, E.V. Lover

Part numbers

Hi,

I'm here glancing through the PMM Jan 24 issue and I see a couple of articles neglecting to mention a crucial piece of information, namely which vehicle are you writing about.

Page 23 , common fault with camshaft bracket. The article is much more useful if we're told which vehicle, as are the Febi part no.s given. I can work out it's VW group, as it's TFSI, but…

Page 53 . Charger Intake Hose. As a general piece, fine. Specific part number to which vehicle, don't know…

On the plus side, nice reference piece on piston seizure etc. I’ll keep that safe for another day.

Ross, My Motors

Yes, that sounds like it would be quite useful information to have. Our apologies for letting those slip through the net.

Competition

Dear Ms Coleman,

Can I ask if there are any ongoing competitions? Because I used to regularly enter them online through the PMM website but for quite some months when I'm perusing, nothing shows up? Maybe my settings aren't right?

Regards, John

Radburn

We temporarily retired our competitions to focus on other things, but due to popular demand we have brought them back. So, Freya, get cracking

Write to us at pmm@hamerville.co.uk or send us a good old fashioned letter at PMM, Regal House, Regal Way, WD24 4YF.

Show feedback

“ DEAR PMM, GREAT SHOW MECHANEX HARROGATE WAS. ONLY ISSUE WAS I DIDN’T KNOW WHERE IT WAS! I WAS GOING AROUND IN CIRCLES IN THE CAR PARK LOOKING FOR IT AND COULDN’T FIND IT BECAUSE THERE WAS SOME OTHER SHOW GOING ON NEXT DOOR. BETTER SIGNAGE NEXT TIME PLEASE! ”

I think you might be on to something, you’re hired

“DEAR PMM, GOOD TO SEE YOU’RE BACK UP NORTH WITH THE PMM LIVE SHOW BUT CAN’T WE GET SOME TECHNICAL SEMINARS PLEASE? I’M GLAD YOU HAD SOME DIFFERENT PEOPLE OTHER THAN THE USUAL CROWD YOU SEE AT EVERY OTHER SHOW BUT SOME ACTUAL TECHNICAL DEMOS WOULD BE GOOD. ”

We’re working on it, but it’s easier said than done!

TheHRdepartment wouldlikeaword!

In her second column for PMM, Jennifer Webb, owner and director of HR Vitals discusses recruitment, retention and resignations –the three Rs that the HR Vitals team spend most of their time working on. FOR MORE

What if I told you that there are themes that run through all three of these Rs? If you get the recruitment wrong, then the retention (for the employee to be happy at your workplace) is a lot of effort for not a great result, and resignation is inevitable. Sometimes resignation is healthy, it is fine for people to move around to different workplaces. But sometimes, it is the end of a stressful relationship.

So how do you get the successful recruitment and retention? The answer is to consistently communicate what you are really good at. What are

LIFEIN AN EV GARAGE

you naturally good at with the company? Is it upskilling? Is it the atmosphere at work? Is it being a team player? Business expansion? Whatever it is, make that run all the way through your business, recruitment and retention, like a stick of rock!

Employers – focus on what you and your team are passionate about.

If you aren’t sure what your thing is, ask yourself what you enjoy the most? What do you find easy? What is common sense to you? – don’t presume that there is no value in these things, they actually influence your workplace the most.

Technicians – talk to your bosses about the tasks that you really enjoy.

Finding EV customers

This month, Matt Cleevely discusses customers and how to find them –especiallyones with EVs!

When we first opened Cleevely EV, we didn't have any customers with EVs. This is common for any new garage business. Attracting and keeping customers takes time and effort, especially with EVs. We've already discussed how EV numbers are growing rapidly in the UK, so it stands to reason that some of your current customers will likely be considering an EV for their next car. The question is, do they know that you’re EV-ready?

A GiPA report in 2021 found that 57 per cent of EV drivers change their garage, seeking out an EV specialist instead. Unless you’re actively promoting your EV capabilities, you risk losing even your most loyal of customers when they make the switch to electric. They’ll be seeking out an EV specialist that’s doing a better job than you at marketing their EV expertise. Once they’ve found that other garage, chances are,

You will build a stronger work place, you are more likely to attract the right people, and retention will be like a walk in the park. There is nothing better than an employee who loves their job, when communication is easy and the employee may even come to their boss with ideas. To be heading in the right direction for this – be consistent about what you are good at.

they’ll also start taking their second car to them too – usually an ICE vehicle.

Just because you’ve done your EV training and have invested in the equipment, don’t expect EV work to automatically start coming in. It won’t. And don’t assume that your customers will tell you that they’re getting an EV. They won’t. It’s down to you to tell your customers, your ICE customers, that you’re EV ready.

Six years ago, our goal was to encourage more EVs to come into our workshop and become the first EV specialist in Cheltenham. We ended up becoming the largest independent EV specialist in the country because we reached out to EV owners and invited them to bring their cars to us.

We’re not naive though. This isn’t going to last forever. As more garages gain the confidence to start working on EVs, our customers will likely prefer the convenience of a local EV specialist. And that’s fine. The number of EVs is growing, so there’s plenty of work for us all. I just want that local specialist to be a fellow independent garage owner. I want it to be you.

DIAGNOSTIC training courses

PMM catches up with one young apprentice who has recently attended the Automotive Training Academy, run in partnership with Maverick Diagnostics.

Tiana Fear of K Motors attended a recent Jaguar Land Rover Diagnostic Tool training course. She was one of around 10 participants that enjoyed two days at the IMIaccredited training facility in Wrexham, which boasts a partnership with Maverick Diagnostics.

The JLR dealer diagnostic tool training course provides hands-on instruction in ATA’s classroom and workshop, focusing on using JLR tools effectively. The curriculum covers TOPix access, program selection, diagnostic procedures, symptom selection and navigation, warning lamp selection, diagnosis of DTCs, vehicle specifications, data logging, oscilloscope basics, car configuration files, health checks, vehicle networking, and TOPIx Cloud. Reflecting on why she signed-up, Tiana said: “Every day is a challenge; I never know what vehicle is going to arrive in the workshop, nor the issue that I’m about to encounter, and with vehicle technology evolving, I need to ensure my skills continues to evolve too.

“Being young, my company is keen on retaining me and is actively supporting my pursuit of knowledge. Hybrids and EVs, for

example, are specific areas where I want to bolster my knowledge and skills. I believe there is a substantial gap in understanding between traditional vehicle mechanics and electrical systems. Bridging this knowledge divide is crucial, and I am eager to contribute to this field.”

Tiana’s verdict on the course? “I really enjoyed it – I don’t believe people can ever learn enough!”

Following her passion

Tiana’s journey into the sector wasn't just a career choice; it was – and continues to be –her passion. It was a legacy passed down from her father: “It was a passion of my dad’s. He loves his cars, particularly motorsport, and that enthusiasm ignited my own interest. I love fault-finding; it keeps me active and gives me immense satisfaction when I’ve found a solution to a problem. It’s a difficult but incredibly rewarding job.”

From tinkering in her father’s garage to racing motorbikes and rebuilding engines, Tiana’s love for automotive and motorsport, in particular, was evident early on: after completing two years of full-time college, she dived headfirst into a garage environment, thirsty for real-world experience and indepth, on-the-job training.

Tiana recalled: “I applied to a motorsport garage, which took me on, and the team there provided me with in-depth training and that’s continued as I’ve progressed – I just want to keep learning and not fall behind.”

Beating the stereotypes

Asked if she felt she was inspiring colleagues or friends around her, Tiana replied: “I am inspired to beat the stereotypes; it’s about proving myself and pushing the boundaries. There’s no limit to what I can achieve if I push myself.

“Last year, I ran my own motorsport team, overseeing every aspect. Competing in the Civic Cup, I stood as the sole female presence. Not only did I navigate the challenges of racing, but I was the team’s sole mechanic, orchestrating setup and finetuning the car. I dedicated my weekends and evenings to perfecting our performance. I admit that the recognition that followed was gratifying, with many congratulating me.”

Benefits of IMIACCREDITATION

Victoria Evans of Esprit Windscreen Repair Equipment shares the advantages of obtaining its windscreen repair training course with the IMI, and why it decided to develop it.

If you run a workshop or garage, you need to train your staff and you might be thinking about attending IMI accredited courses. So what’s the advantage of these courses, and what would it bring to your business?

We have always offered our own training with the purchase of a windscreen repair kit; people can come to our training suite in Staffordshire, or we can visit them at their premises. We had developed our own training which did a great job of preparing people to repair screens or refresh their knowledge if they hadn’t carried out repairs for a while. A few years ago, we decided to formalise the training that we offered and so we worked with the IMI to develop the only accredited windscreen repair training course currently on the market.

There are a number of excellent advantages of obtaining the IMI course. Firstly, having the repair course independently audited means our customers –and the end customer –can be sure that the training is rigorous and complete and meets the competency requirements required in the windscreen repair industry. The qualification is widely recognised

throughout the industry and is portable. If repairers move to a new place of employment, they can show this IMI qualification and it will be recognised by a new employer. For independent repairers/ sole traders, the IMI accreditation reassures their end customer that the repair is being conducted by someone correctly trained and who follows the procedures. It also shows that the repairer has reached a sufficiently high standard so their employers know that they have a level of expertise that they can use in their employment. Being independent is meaningful as there is an industry standard which you immediately know the repairer has reached.

In terms of becoming an accredited supplier of the course, it

was a rigorous process, confirming the high standards set by the IMI. We had to submit our training records for review and our training facility was assessed to ensure that training would be carried out correctly. We also have to maintain policies and procedures for example to ensure that feedback can be given, best practice incorporated and to ensure that our trainers are well trained and audited. It’s a thorough process, but that makes the accreditation meaningful to our customers.

Our IMI accredited course covers, in detail, the windscreen chip repair process and it windscreen standards in depth and health and safety. It’s a three-hour course with a short test at the end to ensure that the information has all been understood. Our customers then receive a certificate. If this sounds like something you or your staff would be interested in, get in touch with us to find out more about our various training options. The IMI offers a huge number of training courses for employees in the motor industry and we’re big believers in developing technical knowledge and using examinable skills to develop your career – and to provide the best service you can to customers.

The BEST of friends

JLM Lubricants has recently launched the Friends of JLM campaign, aiming to shine the spotlight on exceptional technicians in the 46 countries where its products are distributed. In this special feature we lift the lid on one of the First Friends of JLM –the multi award winning AJ Fleetcare based in Leeds, West Yorkshire.

‘‘Ilove Leeds!” proclaims Jeanette Landale, joint owner of AJ Fleetcare, based only several miles from the city centre. She goes on: “Not just because I was brought up here, or that there’s so much to do, but because of the people. They are so friendly and helpful.”

Jeanette met her husband, Alan, at a local social club as a teenager. One marriage and a successful business later, Jeanette is now the front of house for AJ Fleetcare.

The couple’s son Matthew works full time in the business as a master technician. "Matthew is a real problem solver, which has helped me,” says Alan. “It was his insistence that we modernise and raise our standards. This is why we work so well today with not just the best products but also the best companies. And the arrival of John Curver last year has enabled us to expand into machining and light engineering.”

A perfect match

Alan and Jeanette discovered JLM Lubricants at a motor industry trade event and since then, the couple claim, rarely does a day go by when at least one JLM product is not used in their workshop. Jeanette explains: “We use JLM Lubricants because we believe in it. The products have been evaluated by technicians in their workshops as well as in the lab. We see them work. We use them ourselves and offer the in-tank range to customers. They always live up to their promises.”

“We group certain JLM additives in an A&S service pack,” continues Jeanette. “On one car, we used JLM’s oil flush, and the customer came back after a week. The oil was so clean he could not see it on the dipstick. So, he added more and overfilled the engine. We had to drain out the excess!”

Alan explains that in the workshop, periodic intake cleans are ideal for showing

customers how effective AJ Fleetcare and JLM Lubricants are at keeping engines clean internally. “We take before and after pictures of the intake to show customers proof. On older vehicles intake cleans are essential preventative maintenance. With the JLM intake toolkit and products it’s always outstanding results.”

No

techy talk here!

Jeanette is passionate about instilling confidence in customers by avoiding technical talk saying: “Some customers can be suspicious when charged for additives. The answer is to explain the products that have been used on their car in a clear and friendly manner. This builds trust and confidence. We help them to understand the role that additives are increasingly playing in vehicle servicing, maintenance, and repairs. I also encourage customers to use JLM products in between workshop visits so they can see the results with their own eyes and keep their car well maintained without paying over the odds. Whilst this is not possible for intake cleans and engine oil flushes for example, it is feasible with in tank additives. I know that all this has played a big part in so many women and older people deciding to use us. They feel comfortable enough to book their car in and to drop it off on their own.”

Land Rover Discovery coveredon

Online

Thanks to PMMOnline, technical guides have never been easier for technicians to access. With no need to sign in, pay or subscribe, PMMOnline offers an invaluable and simple-to-use resource for the aftermarket. Let’s take a look at some technical guides in our extensive digital archive. This month, we’re focussing on the Land Rover Discovery.

Front Line guides readers through a lower front suspension arm replacement on a Discovery III/IV and Range Rover Sport

Under normal conditions, the arms will typically need replacing at around 75-85,000 miles due to wear of the rubber bushes, which are uneconomic to replace in isolation. This wear can sometimes also affect the ball joint on the tie rods. An indication of a worn bush/ball joint can be a clunking noise or the steering may start to feel a little loose or even wobble under braking.

Although the job of replacing the arms – which should always be replaced in pairs – will generally start well, it is when removing the rear bush bolts that the problems can occur. The bushes in the arm have a metal sleeve running through them, which the bolt goes through. Over time, and when exposed to the elements, these can rust solid and fuse with the sleeve, making them near on impossible to loosen or drive out.

Experienced technicians will often try to find a way round the problem, but if penetrating oil and a bit of elbow grease or an induction heater doesn’t release it, then the only option left is to cut through the suspension arm just

in front of the bush, in order to reach and continue to cut through to the bolt at the front of the bush, to enable its full removal.

The process

The job requires a four-point lift and, once the front wheels have been removed, the axle bolts unscrewed and the axles pushed through the hubs, the major work begins. Depending on the model, some of the arm bolts are eccentric, with a matching eccentric washer, which are used to set the camber and castor angles correctly. Therefore, before their removal, it is recommended that the existing bolts and washers are marked with a dab of paint or spray marker, where they locate in the chassis mounting. This will help position the new arm when it is installed and minimise the amount of steering realignment required at the end of the job.

Remove the tie rod ball joint nuts, followed by the lower arm ball joint nuts and then the adjacent bush bolts, which allows the arm ball joints to be disconnected from their respective

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hubs, along with the tie rod ball joints. Now remove the rear and front bush bolts from their chassis mountings to allow the old suspension arm to be taken off. Irrespective of whether the bolts come out smoothly, these bolts, nuts and washers must be replaced, as over time they can lose their tolerance. Install the new suspension arms and bolts and refit all the components in reverse order from their removal, following the manufacturer’s guidelines – especially concerning the torque settings. It is best practice from both a technical and cost effectiveness standpoint to also change the tie rods and steering gaiters at the same time. Finally, check the vehicle’s steering geometry and correct the alignment where necessary.

Suspension replacement

Clutch change

Schaeffler LuK changes the clutch on a Discovery III 2.7 Tdv6

Nothing out of the ordinary is required to complete this job other than three transmission jacks and a two-post ramp. All the work is completed from underneath the vehicle but it is best practice to first disconnect the battery earth terminal and stow safely. Once this is done the vehicle can be raised carefully to start.

Remove the heat shield above the rear prop shaft. Mark the position of the prop shaft and remove the six torx bolts holding it to the transfer box. Remove the four torx bolts holding the prop shaft to the rear axle and, finally, the two torx bolts holding the central support bearing. Lower the prop shaft carefully. Mark the position of the front prop shaft

and remove the six torx bolts holding it to the transfer box before removing...

With the clutch removed, check the DMF for signs of heat stress and evidence of grease loss. The DMF should also be tested for freeplay and rock between the primary and secondary masses – LuK tool number 400 0080 10 is specifically designed for this purpose.

Clean the first motion shaft splines and any debris from the bell housing. Remember, if the bearing or sleeve is made of plastic there is no need for lubrication. If both parts are metal then a high melting point grease should be used and not copper-based products.

Put a small dab of grease on the first motion shaft splines and make sure the new driven plate slides freely back and forth. This not only spreads the grease evenly but also makes sure you have the correct kit. Wipe any excess grease off the shaft and driven plate hub. Using a universal alignment tool and checking the driven plate is the correct way round the clutch can be bolted to the flywheel evenly and sequentially.

Before fitting the gearbox, make sure the locating dowels are in place and not damaged. Refit any that have become dislodged and refit the gearbox. Make sure the gearbox bell housing bolts are secured before lowering the jack. Refitting is the reverse of the removal.

Summer SERVICING tips

Tool and equipment specialist Draper is here to argue that summer is the perfect time to offer servicing to your customers.

While winter may be more well known for its hazardous conditions, summer driving is not without its risks – many of which can be avoided with proper maintenance and care.

Summer safety

According to data from the SMMT, there are currently more than 41 million cars on UK roads, which is a record high, and the summer months typically see huge numbers of Brits hitting the road.

Whether it’s staycations, airport trips, festivals or daytrips to the coast, there’s no denying that the roads get busy in summer

with many motorists setting off on longer journeys, carrying heavier loads than usual. Despite this, research from the RAC suggests that close to a third of motorists (30 per cent) never perform any checks to ensure their car is ‘road ready’ before setting off on a trip –which can lead to avoidable breakdowns and incidents. Busy lives and a lack of consumer awareness on vehicle maintenance are two of the likely reasons behind this – presenting an opportunity for garages to support customers with a summer service or summer safety check. Include some essential checks such as tyre condition, battery health and coolant levels in your offering and you’ll be able to give your customers confidence about their

safety on the roads this summer. It might sound simple but not everyone has the time, inclination or the knowledge to undertake these additional maintenance checks to a high standard, so offering a specialist summer service can give your customers one less thing to worry about.

Batteries: be prepared

According to the RAC, batteries are the number one cause of summer breakdowns, so checking your customer’s batteries could really help make a difference. Begin by simply performing a visual inspection for damage such as corrosion that could impact performance. Then you’ll need to check the voltage output and charging rate of the battery – you can use a multimeter or basic battery tester for this.

A great addition to the garage for busy times is a battery charging station that can charge multiple vehicle batteries at once.

Draper offers a microprocessor controlled 6V/12V bank charger station with capacity to charge and maintain three vehicle batteries simultaneously. It’s compatible with all AGM and VRLA flooded batteries, making it suitable for a range of vehicle batteries including motorbikes, vans and caravans.

If you deal with battery call outs, make sure you choose heavy duty booster cables that are up to the demands of professional use. A portable and versatile jump starter is another good investment for the garage.

Tyres: top condition

The fundamentals of having enough tread depth and the correct pressure are essential for summer driving, especially with consumers taking to the road with the added weight of suitcases, camping gear or extra passengers. In the trade, we’re all well aware of how stopping distances are negatively impacted by worn tyres and how poor tyre condition increases the risk of a blowout – but there’s often a lack of consumer understanding of how serious the risks are. So, while these may seem like simple tasks, it’s vital you don’t overlook the basics. Draper’s digital tyre pressure gauge is a great choice for any mechanic’s kit as is the Draper expert digital

tyre tread depth gauge, which offers metric and imperial calibration with conversion between the two, and a clear LCD screen for easy reading.

Coolant: Test for correct levels

Checking coolant levels is another essential of safe summer driving, that’s often overlooked by motorists. Use an antifreeze tester to check the levels are correct, you’ll find easy-to-use models suitable for both ethylene glycol and propylene available from Draper. A quick coolant check from a mechanic can help ensure a vehicle’s radiator doesn’t overheat.

Windscreen: Wipers and screen wash

Clear windows are always important and summer can see pollen and insects smearing windscreens and affecting visibility. So, this is a great time to perform an overall check on wiper blades, the windscreen system and screen wash levels. Check for damage to the wiper blades and the washers and top up screen wash levels as needed. While your doing this, it can also be a good idea to check the windscreen for any chips, cracks or other damage.

Brakes: Fluid and pads

Brakes are important at any time of year but with the increase in traffic and distractions that summer driving can bring, it’s a good idea to include a comprehensive brake check in any summer servicing you carry out. The Draper expert brake fluid tester can make quick work of testing fluid, simply immerse the tester probe in the brake fluid for one second and the LEDs fitted to the tester will display a relevant coloured LED, indicating

the water content. Too much moisture contamination can cause brake fluid to lose effectiveness and lead to the corrosion or rusting of internal brake components.

Don’t forget about the brake pads either, perform a visual check for wear, rust or other damage on the front and rear brake pads. To help further assess the condition of the pads, Draper has an 8-blade thickness gauge for quickly measuring wear and assessing remaining life of brake pad linings. The blades are colour coded to quickly signify the levels of wear, with red being the most serious and requiring immediate replacement.

Keep cool and carry on

Lastly, don’t forget about the comfort of your colleagues on those long hot days in the workshop. You could consider investing in some high-performance fans, Draper offers a great range to choose from that are designed for commercial use as well as portable air conditioning units too.

Make a difference to road safety

These are just some of the simple, small checks and changes you can offer that could make a big difference to road safety this summer. Other summer servicing essentials you could consider offering include air conditioning servicing, oil levels and engine air filter checks. Why not put together your own summer servicing package and start offering this to give customers peace of mind on the roads this summer?

New BATTERY ANALYSER fromRing

Lighting and battery accessory specialist Ring has launched a new battery analyser which makes battery health checks easier than ever.

Ring’s new battery analyser (RBAG950) can provide a complete health check of the battery and electrical systems in both 12V and 24V vehicles, including motorcycles, cars and vans. Suitable for 12V lead acid, AGM, EFB, gel and LiFePO4 lithium, as well as start/stop batteries, this multi-functional unit is able to test the battery, alternator, starter and vehicle earth, via its intuitive graphical interface. The results can then be printed using the built-in thermal printer, viewed on other devices by using the removable SD card, or even through the QR code.

Battery health check guidance

The battery analyser test simply carries out a battery health check and gives the user a reading detailing the state of the battery, whereas the alternator test, for both normal and smart 12V/24V alternators, will detect battery charging problems by checking if the alternator voltages fall within normal operating ranges. In a similar vein is the starter test for both 12V and 24V vehicles, which checks for potential starting problems by measuring battery voltage drop during engine cranking. The final test this battery analyser can undertake is the earth test to check that the earth connections between battery, engine and chassis are in good condition. Helpfully, there is memory storage for up to 80 results and it will also give an instant voltage reading, which will be displayed on the screen when powered up.

The RBAG950 can also diagnose if a battery is faulty or not. As is known, if a battery falls below 12.5V to 12.4V, then battery will be in depletion mode and will have damaged the plates. So, even though the battery is not that low, the damage done is permanent. Yet, if the battery is at 12.5V, it can be charged and will work effectively, so there is a known tipping point for battery charging states.

Ring suggests that technicians should check every battery you get supplied to make sure it is above 12.5V.

Therefore, Ring suggests that technicians should check every battery they get supplied to make sure it is above 12.5V.

To ensure this product can be used effectively, Ring has supplied it with a three metre cable, so that users can easily reach the battery wherever it may be in the vehicle. It also means that the technician can sit in the front seat, start the ignition and also be holding the units, therefore becoming a one person job. Previously, units needed someone to rev the engine while the other technician saw what happened on screen, which cost workshops valuable lost time.

POTHOLE profit!

Garage equipment specialist Absolute Alignment is arguing that pot holes, whilst a headache for drivers, can be a source of profit for workshops. What gets bigger the more you take out of it? Pot hole profit margins…

In the latest RAC report ‘RAC Pothole Index – statistics and data for UK roads’ the motoring organisation highlights their ‘Pothole Index’ which shows that drivers are 1.7 times more likely to suffer damage from poor road surfaces than when records began, in 2006. With each repair costing around £460 on average, it is clear that this is a huge market for automotive workshops.Most garages can fit new suspension components, wheels or tyres but many are still unable to take the final step that completes the job –wheel alignment. This process is so important that Aldershotbased Absolute Alignment has launched a new Know the Facts campaign, which highlights how correct wheel alignment:

■ Improves EV range

■ Improves safety

■ Improves comfort

■ Improves tyre life

■ Improves fuel economy

In addition, correct wheel alignment is vital for the safe operation of ADAS. Most inbuilt Advanced Driver Assistance Systems need correct steering and/or rear thrust angle to work, and a modern vehicle cannot function safely if one parameter is out of kilter. Wheel alignment has never been more important and workshops that outsource the work - or, worse, ignore itare both losing out on control over their work and on extra profits.

Investment potential

Absolute Alignment can help workshops that either want to get into wheel alignment or upgrade ageing equipment. The latest version of the Bluetooth Lite Wheel Aligner can be leased for under £30 + VAT per week, that is just a couple of decent coffees per day and gives access to a whole new world of profits. Check out Absolute Alignment’s Payback Calculator for more details.

According to the RAC, their patrols attended 33 per cent more pothole-related breakdowns in 2023 compared to 2022, and government figures show that 60 per cent of local councils did not resurface their roads despite the cash windfall from the cancellation of HST North. The need for wheel alignment is not going away. Workshops that are not talking to Absolute Alignment are potentially missing out on thousands of pounds of repair work, which along with a programme of regular four-wheel alignment check-ups for customers adds up to big profits and total control over their work.

LIFTSAFETY tips

Maha UK provides a range of lifts, with the DUO CM being one of its most sought-after models. Available in various specifications, such as the in-ground ‘U’ model or the above-ground ‘A’ model, it caters to diverse workshop setups. Offered in 4.2 tonne or 5.5 tonne versions, the lifts are capable of handling substantial weights.

Lifts’ role in alignment

Setting suspension geometry according to the manufacturer’s specifications not only extends tyre life and improves fuel efficiency but also ensures a safer driving experience. This is particularly crucial when dealing with collision-damaged vehicles requiring mechanical attention.

Maha UK managing director, Neil Ebbs, emphasised the importance of accurate wheel alignment post-repairs: “If a vehicle has experienced an impact and a technician then replaces its suspension component, for example, the insurance company will want to see ‘all green ticks’ on the end of their wheel alignment report. Suspension repairs or even suspension tuning/lowering may change the geometry of the vehicle. In that case, a lift is going to be vital in supporting a technician in confirming accurate wheel alignment.”

The garage equipment company can collaborate with customers to identify their specific needs. This may include wheel-free jacks for suspending vehicles, corner-weight scales for precise vehicle setups, LED illumination for improved visibility, and mechanical locks for securing vehicles in a

Maha UK discusses its DUO CM lifts, some of its most popular lifts that provide workshops with an ideal platform for inspecting vehicle wheel alignment.

level position.Neil referred to compensated sliding plates, which guarantee a lift’s platform is level, regardless of what accessories are fitted: “Often, technicians prefer longer sliding plates (1,465mm long as opposed to 1,060mm) because they then don’t have to change or move anything to cater the needs of different length vehicles.

“For an in-ground installation specifically, there is the option of automatic roll-off protection. Instead of having ‘flaps’ at the end of a lift that hinge up as it comes out of the ground, the lift has an automatic vertical rising end-stop that comes up. When a lift goes all the way down, the plate lowers, and a vehicle can roll on and off. This feature enables the entire length of the platform to be utilised.”

Sticking to safety guidelines

While the DUO CM scissor lift offers, in Maha’s words at least, “versatility, functionality and reliability”, staying safe around them and when the lift is in use is equally important. Here, the firm offers readers of PMM some safety guidelines to follow.

Before using the lift, undergo thorough training on its operation and safety features. Familiarise yourself with the lift's control panel, emergency stop mechanisms, and safety protocols outlined in the user manual.

Always adhere to the weight capacity specifications. Avoid overloading the lift with

vehicles or equipment beyond the lift’s rated capacity, as this can compromise stability and pose safety risks.

Properly position the vehicle on the lift’s platform, ensuring that it is centred and secure. Use wheel locks to prevent unintended movement and mechanical locks to secure the vehicle in place during maintenance procedures.

Conduct routine inspections of the DUO CM lift for any signs of wear, damage, or malfunction. Pay close attention to hydraulic components, lifting mechanisms, and safety devices. Address any issues promptly and schedule regular maintenance as per manufacturer recommendations.

Exercise caution when driving vehicles on and off the lift's platform. Maintain slow and steady speed, and ensure that the vehicle’s wheels are properly aligned with the lift’s ramps to prevent accidents or damage.

Acquaint yourself with the location and operation of emergency stop buttons and other safety features. Have a clear understanding of emergency procedures in case of power outages, equipment malfunctions, or other unforeseen circumstances.

DEALER’s choice

Independent garages could do worse than following the example of one Scottish Toyota dealership who recently turned to Straightset for a complete workshop fit out.

At the start of 2023, Toyota GB approached Straightset with a new challenge. It needed to take an old but high-performing dealership in Scotland and completely overhaul its equipment and workshop space to create a service fit for the future. With poor use of space, uneven floors and tired staff facilities, the time had come for the 45-year-old Helensburgh facility to undergo a major makeover.

Straightset accepted the challenge to bring the site, which comprised of only one MOT bay and four service bays, completely up to date. It had to maximise the site’s capacity and bring it in line with Toyota’s new workshop standards.

Getting to work

Andrew Bates, Straightset’s sales director and project lead, said: “On meeting the owners and management of the dealership, it became very apparent that they were ready to embrace change and to gain the improvement in capacity that the garage needed. However, it would not be an easy or quick transformation; it meant the workshop having to close for four months while the floors were replaced to allow two different floor levels to be merged into one. This was then topped with a fill-pour resin screed and a high build resin floor finish.”

Straightset recommended specialists Conren Resin Flooring for the work, which included layout markings for equipment placement that ensured enhanced safety and full compliance with Toyota GB’s new standards.

The project saw the complete integration of all essential workshop upgrades, which included seven new ramps, a connected MOT setup, and a specialised 4.5T 2-poster ramp, which is designed for use with heavy electric vehicles.

The upgrade was completed with a drivethrough wheel alignment checker, which promised quick alignment checks for every incoming vehicle, potentially boosting alignment service sales. Additionally,

relocating the compressor and oil tanks optimised space utilisation, creating a clean and efficient workspace. The initial drawing proposal remained almost unchanged by the time of completion and incorporated a costeffective blend of refitting existing and introducing new equipment.

It involved tearing out a tired staff kitchen and replacing with a new facility, external oil tanks and air compressor storage to maximise workshop space and reduce internal noise, reconfiguring the MOT bay to include wheel alignment capability, which in turn with a building works package greatly improved access into the workshop that was previously compromised by bad positioning.

New Straightset workstation cabinetry, upgraded vehicle lifts, pumped oil, compressed air, water, and the inclusion of a Drive Thru Wheel alignment system in the doorway has turned this site from tired and out of date to a sophisticated workshop to be proud of.

The new space not only enhances customer retention but it is a great working environment for Helensburgh Toyota's staff. A modern space to work in helps encourage new technicians to join the company, while retaining skilled staff – securing the future of Helensburgh Toyota.

Training studio opens

It’s not only customer workshops that Straightset has been improving lately. In fact, its own headquarters in Worksop has recently benefitted from a new 3,000 sq. ft training studio. The studio will offer a dedicated training space where prospects, customers, distributors and internal staff can gain hands-on experience some of the very latest workshop equipment.

The training studio allows customers to trial and learn about equipment and its suitability. As owners of the well-known Supertracker brand, Straightset can now showcase and demonstrate the full suite of wheel alignment systems including:

■ Latest STR1 green laser system from Supertracker providing an opportunity to see the “clarity and precision benefits” for yourself.

■ The six- and eight-sensor CCD wheel alignment systems from Supertracker –STR130 and STR420 with hang-on system and three-point clamp options.

■ The HPA-Faip C 880 iNEXT a quick and reliable 3D wheel aligner with two

After■ The light and airy studio space also makes available; a tyre changer, wheel balancer, air compressor, scissor lift and an EV 2-Post lift.

camera reading systems.

■ The 3D wheel alignment system; Q.Lign technology from Beissbarth – the ultrafast, compact, and connected 3D wheel alignment solution.

■ The latest product from Beissbarth; the Q.Lign T-Series – a wall-mounted 3D system with large vertical field of vision for fast, efficient and reliable wheel alignment checks.

It will also feature a dedicated classroom area for interactive, theory-based learning and computer system showcasing. Customers will also have the opportunity to meet with the newly appointed wheel alignment specialist, Nick Lauff. An expert on everything to do with wheel alignment Nick will be available to help with demonstrations, sales enquiries, service-related questions and information.

Blue Print’s solution for TESLA HEPA CABINFILTERS

Blue Print explores Tesla’s Bioweapon Defence Mode and what solutions it is offering to workshops working on it.

The Tesla model S and X are equipped with ‘Bioweapon Defence Mode’. This feature, which has been available as an option on these models since 2016, is now standard on both the S and X since July 2018. Part of this system is a very large highefficiency particulate air (HEPA) cabin filter that contains separate acid and alkaline gas neutralisation layers to filter out a wide range of contaminants. This filter is located within the front of these Tesla models listed

The recommended service interval for the HEPA filter is every 36 months, regardless of mileage.

(commonly known as the ‘Frunk’).

When activated, the Bioweapon Defence Mode recirculates the air through the highquality HEPA filter, purifying it within the cabin whilst avoiding the intake of contaminated outside air. All model S and X vehicles are equipped as standard with a cabin filter, which is located within the heating system behind the glove box. However, when Bioweapon Defence Mode is activated, it adds the additional HEPA filter as another layer of filtration.

In addition to the multiple layers of filtering material, both filters for the interior air (including the HEPA filter) also contain activated carbon to remove a wide range of odours

WATCH!

and gases. Additionally, when Bioweapon Defence Mode is engaged, the interior fans are operated at maximum speed to create a positive pressure inside the cabin to minimise the amount of outside air that can enter. This process is similar to a positive pressure room in a biohazard laboratory or hospital, preventing the backflow of bacteria and viruses into other parts of the building.

Cause of failure

Watch a detailed cabin filter replacement on a Tesla model S by using the QR code below

All filters require replacing at set recommended intervals, due to contamination and debris. This is to maintain the efficiency of the system components and – in the case of cabin filters – to protect the driver and passengers for their passive driving safety. The recommended service interval for the HEPA filter is every 36 months, regardless of mileage.

Blue Print offers a cost effective, sustainable replacement solution for this HEPA filter. The Blue Print filter replaces the filter media section only. This is unlike the OE part where both the reusable frame and the filter are replaced as one unit.

Both Blue Print HEPA filters ADBP250071 and ADBP250073 come complete with installation instructions included in the box.

BEST PRACTICE

A/C Servicing

JHM Butt argues that understanding the ins and outs of A/C servicing equipment is essential for ensuring efficient and effective A/C maintenance.

Proper A/C servicing equipment is imperative for diagnosing and resolving A/C system issues in vehicles. By investing in highquality equipment, you and the technicians at your garage can enhance the accuracy of your diagnostics, improve the efficiency of your repairs, and ultimately boost customer satisfaction. By recognising the value of quality, A/C servicing equipment and investing in the right tools, garage owners can increase their service offerings, attract more customers, and establish themselves as trusted professionals in the automotive repair industry. There are many A/C machines on the market, which sometimes makes it hard to choose for the garage owner. One big difference in machines today is machines that do dual gas in one machine and others that use two different machines for R134a and

R1234yf. Whilst using one machine has the advantage of saving space there are many downfalls for this approach.

The risk of cross-contamination of gases. It is really difficult and time-consuming to clear the machine 100 per cent of the previous gas. This can lead to contamination your customers A/C system and lead to bigger issues.

Flushing the system to switch over gases is very time-consuming and can take up to 30 minutes. Time is money in a workshop. If the machine breaks down you have lost the ability to sell both gases until it is up and running again, resulting in lost sales.

Our top tip for choosing the right A/C servicing equipment would be to look for user-friendly, accurate, durable equipment backed up by a company that can look after you with their own engineers.

Top

tips

Here are some tips to ensure you get the most out of your equipment:

Regular Maintenance: A/C servicing equipment requires regular maintenance to

ensure optimal performance. Clean the equipment regularly, replace worn-out parts, and calibrate it as needed to maintain accuracy

Proper Storage: Store your A/C servicing equipment in a clean, dry environment to prevent damage and ensure longevity. Invest in protective cases or storage solutions to keep your equipment safe and organised.

Training and Education: Make sure you and your technicians are well-informed about the operation of the A/C servicing equipment that you are purchasing, making sure this covers the use and procedures of the equipment. Having an F gas qualification is essential.

Calibration and Testing: Regularly calibrate and test your A/C servicing equipment to ensure accurate diagnostics and measurements. This will help you catch potential issues early on and prevent costly mistakes down the line.

JHM Butt believes A/C servicing equipment plays a critical role in the success of automotive repair businesses. By selecting the right equipment, following best practices, and having the relevant qualifications, professional technicians can improve their A/C servicing capabilities and provide exceptional service to their customers. With the right tools and knowledge at your disposal, you can tackle A/C system issues with confidence and precision, ensuring optimal performance and customer satisfaction.

With the PMM brand and content expanding onto YouTube and our podcast and social media continuing to thrive, we’re online now more than ever. So, those of you not taking advantage of our website are truly missing out. With an array of technical articles, breaking news, and helpful business tips, it’s a great source of information right at your fingertips. If you haven’t already, the PMM website is also a great place to listen to our monthly podcast ( WWW.RDR.LINK/ABK021). If you’re not already convinced, this month, PMM ’s news and products editor, Freya Coleman, takes a look back at the most popular articles on the website from the past month.

Digital Digest!

The internet’s top

Try before you buy

Up next is a product review of Sealey’s VS8230 borescope sparking the question ‘Are borescopes a must-have tool?’. First impressions were great in the review, all the way through to the detail of the 45° mirror which helps when inspecting engine cylinder bores.

WWW.RDR.LINK/ABK023

expertise in its new Beyond Greenance discs and pads offers extra value for your customers. To find out how, make sure to follow the link below.

WWW.RDR.LINK/ABK025

Replacing control arms

Kicking off this month’s list of popular online articles is Meyle, arguing that technicians should be insisting on replacing the whole set of control arms when one wears out. Why? You’ll have to follow the link below to find out more.

WWW.RDR.LINK/ABK022

4 1

Common clutch issues

Looking for some solutions for common clutch issues? Then febi is here to help in this next popular online article, covering common clutch issues such as hydraulic circuit bleeding and guide sleeve failure.

5 2 3

WWW.RDR.LINK/ABK024

Sustainable brake solutions

Next up, braking specialist Brembo shares with PMM ’s online readers about how the integrated OE

Leveraging online diagnostic configurations

Rounding off this month’s list of popular online articles is Delphi, sharing the details of the launch of its new online diagnostics configurator. Its aim? To make it easier than ever for workshops to deploy diagnostics throughout their service offering.

WWW.RDR.LINK/ABK026

CONNECTIONS QUIZ

Try and figure out what connects each of the answers!

1. In Star Wars what was the name of Han Solo’s spaceship?

2. In Disney’s Aladdin, who voiced the Genie?

3. Which artist recently released an album called “The tortured poets department”?

4. Which novel by Ken Kesey was set in a mental institution?

5. Whose flagship was The Golden Hind?

6. Which type of crossing in the UK allows pedestrians and bicycles to cross?

7. Name the character played by Jodie Foster in the Silence of the Lambs?

8. Which band wrote the song ‘Hotel California’?

9. What does K.F.C stand for?

10. What connects all the answers?

1. The Millennium Falcon 2. Robin Williams

Taylor Swift

Sir Francis Drake 6. Toucan crossing 7. Clarice Starling

Kentucky Fried Chicken

Birds

Braving the weather

We braved the storm to make it to Schaeffler’s REPXPERT Conference, where all of your favourite seminar speakers held seminars.

Back up north

We got the chance to say hi to many of you earlier in the summer at our Mechanex-PMM Live show, the first at Harrogate in a long, long time. See you there next year!

Dzien dobry from Poland!

We travelled to Krakow in Poland recently to learn more about Valeo’s remanufacturing program. Note, this is how journalists act when we get to look at vehicle components…

We also met this guy on the tour of Krakow old town!

Out and About withPMM

Visit the London Design Museum

We were at the Design Museum for a launch of some new Knipex tools on the Thursday…

…and again on the Tuesday, for Andersen EV’s launch of these trendy EV chargers!

It’s been all systems go around here lately, so we thought we’d share some of our snapshots from our travels with you.

Thumbs up from the IMI

The Hella Academy was given official accreditation from the IMI at a press event – slightly testy ADAS debate not pictured…

What’s new IN THE WORKSHOP?

with Freya Coleman

NEW TO RANGE

■ BORG AUTOMOTIVE has added an A/C compressor for Dacia vehicles to its range, adding eight vehicle applications. The compressor, which covers 300,000 registered vehicles in Europe, from BORG Automotive under the Elstock, DRI, Lucas and TMI brands.The remanufacturing itself aims to follow a strict, six-stage process: Each A/C compressor is thoroughly inspected, dismantled and cleaned. Small and wearing parts are then replaced before the compressor is reassembled and finally subjected to individual function tests according to the manufacturer's specifications.

■ APEC has expanded the Apec Red and Apec Black ranges with 49 new braking components. The red range extension consists of 47 new parts added, including 8 brake calipers, 4 brake drums, 14 brake discs, 2 brake pad sets, 14 brake hoses and 5 master cylinders. Applications include the rear brake disc for the BMW 7 Series 2015-2022 and the rear brake drum for the Nissan Juke 2010-2017. The black range extension includes 2 brake pad sets. Top applications for this month include the brake pad set for the Audi RS6 2008-2013.

■ MEYLE has expanded its electronics and sensor portfolio by over 300 references. 130 new references in the area of assistance systems alone and more than 170 in the area of engine and transmission management. The focus is on assistance systems and engine and transmission management, with more than 300 new references in the pipeline, as well as the expansion of the range specifically for electric vehicles. To further increase coverage, more than 100 new references for ABS sensors will be added this year. Meyle now offers a total of 700 references, covering more than 310 million vehicles in Europe alone.

■ UFI FILTERS has announced the inclusion of Multitube filters for the FIAT 500 Hybrid in its UFI and SOFIMA Aftermarket catalogues, available under the codes UFI 27.TUB.01 and SOFIMA S 1TUB A in the respective catalogues. The cartridge's weight has been reduced by up to 50 per cent, thanks to a double tubular structure that replaces the traditional air panel. The fluid dynamics are also said to be improved – consequently increasing power to the engine –as the air flow allows for reduced resistance, meaning less loss of pressure and energy to the injection system.

EV tools

With independent garages seeing more EVs as existing cars reach the aftermarket and the sale of new EVs continue, Thinkcar UK is looking to support workshops through an ever-widening range of EV specialist tools. The range includes diagnostic tools, battery chargers, specialist lifts and more. The Master CE EVD is a dedicated EV diagnostic tool which aims to provide comprehensive support for electric vehicles. Then there is the Bolt-On EV Kit which expands the ability to diagnose off-the car for the Thinkcar Euro Max and Euro Master X, both of which already aim to offer comprehensive coverage for EVs.

On the charger front, there is the EVP 902 Battery Charger which has been designed for charging high-voltage batteries in various EVs, the Thinkcar EVP 902 is tailored to meet the unique requirements of these vehicles. Safely lifting EV batteries is a concern for garages which is where the Thinkcar EVP501 comes in. This is a specialised lift that aims to to safely and efficiently remove EV batteries from vehicles during service and repair.

Breaker bar

Laser Tools has introduced a 1/2" drive power bar set, featuring a 600mm non-ratcheting power bar with a flexible head (part number 8827). The set includes three single-hex sockets (17mm, 19mm, and 21mm) and a 125mm long socket-extension bar. This is a strong power bar — it exceeds DIN 3122, the breaking point reaching 80kg-m, equivalent to 784.815Nm. The supplied sockets are single-hex (six-point) and together with the 125mm socket-extension bar.

MESSAGE ME YOUR PRODUCT RELEASES OR YOUR FAVOURITE PRODUCTS AT FCOLEMAN@HAMERVILLE.CO.UK

New from Pico Differential probe

Pico Technology has launched the PicoBNC+ 1400 V Differential Probe and updated kits tailored for EVs.

The PQ345 PicoBNC+ 1400V Differential Probe Kit, part of the PicoBNC+ family, aims to chang the game for highvoltage measurements. With the benefits of PicoBNC+ connectivity, including probe recognition, it connects with PicoScope 4425A oscilloscopes, eliminating manual range switching and battery concerns. With up to three probes usable at once, technicians can ensure safety compliance without compromising efficiency. With the

With up to three probes usable at once, technicians can ensure safety compliance without compromising efficiency.

introduction of the PicoBNC+ 1400 V Differential Probe, the company is updating its EV kits, with the aim of equipping technicians with essential measurement tools for both high and low-voltage systems, including insulation and safety testing capabilities. Supported by EV-specific guided tests, and a reference waveform library integrated into the PicoScope 7 Automotive software, Pico’s EV kits aim to ensure workshops remain at the forefront of EV diagnostics.

WANT TO KNOW MORE?

WWW.RDR.LINK/ABK029

Key features of PicoBNC+ connectivity include:

■ Smart probe interfacing, enabling hassle-free probe configuration within the software.

■ Powered probes that remain operational without the need for batteries or constant recalibration.

■ Channel status lights and probe checking for instant identification of connected probes and their status, streamlining diagnostic procedures.

RideorDieTool

For a recent podcast episode titled “How well is the MOT working in 2024?”, we travelled to Protech Academy and spoke to Leigh Marsden and Kallum Dorman about the issues surrounding training and assessment, as well as the debates surrounding the maximum fee and a lack of face-to-face contact with the DVSA. Whilst there, we asked Leigh about his ride or die tool, the one tool he couldn’t live without. Here’s what he had to say:

“ HELLO! MY NAME IS LEIGH MARSDEN FROM PROTECH MOT AND AUTOMOTIVE ACADEMY. MY RIDE OR DIE TOOL IS MY MAXISYS 909 AUTEL DIAGNOSTICS TABLET ”

What’s new IN THE WORKSHOP?

with Freya Coleman

Trolley Jacks

Laser Tools has just introduced a range of trolley jacks that range in size from a neat (8.8 kg) unit with a 2 tonne lifting capacity right up to a mighty (46 kg) example that can lift up to 4 tonnes.

Part number 8835 is a compact, short chassis, trolley jack, with a 2 tonne lifting capacity, suitable for use on cars and light-duty commercial vehicles. It features a lifting range from 130mm to 330mm, has a removable pumping handle, and is fitted with a carry handle for ease of transportation. The 8836 is a low-entry trolley jack, just 85 mm high at the jack pad. Weighing just 12 kg, it also boasts a 2 tonne lifting capacity and lifts up to 385mm, ideal for use on sports cars and lowered vehicles. Next up, the 8837 is a low-profile trolley jack, with a 2.5 tonne lifting capacity and a lifting range of 88mm to 495mm. The 8838 is another low-profile jack, and this time lifts up to 3.5 tonnes. Weighs 37.6 kg and also a twin-pump design. Also features the integrated rubber jack pad, foamcovered handle and built-in parts tray. Lastly, the 8839 is the biggest (46 kg) but is still low in profile (lifting range: 100 mm to 533 mm), but lifts a hefty 4 tonnes. The twin-pump design is also fitted with the quick-lift pedal, integrated rubber jack pad, foam-covered handle and built-in parts tray.

WANT TO KNOW MORE?

WWW.RDR.LINK/ABK030

Dust extractor

New to the Power-TEC range of tools and equipment is this portable, industrial dry-vacuum dust extractor designed to work with both pneumatic and/or electric sanding tools (part number 92697). The extractor features a 38-litre waste drum, and includes a workshop air inlet and 2in-1 hose for use with air-powered tools.

Additionally, the unit is fitted with a 3-pin British Standard electrical socket (1000W output) for use with power tools. The airpowered or electric power tools are plugged directly into the unit. Another feature is that the extractor unit can be switched between an automatic mode, which turns the vacuum on when the connected tool is being used and switches off 5 to 10 seconds after the tool has stopped running, and a manual mode where the vacuum runs continuously (for non-powered sanding).

The internal filter and dust-collection bag are easily accessible (two clips) when cleaning, emptying or replacement is necessary. The internal filter also has an electrical vibratory cleaning function, that

removes dirt and dust from the filter without splitting the head unit from the base unit. The unit is CE certified and suitable for use with Power-TEC Air-Palm Random Orbital Sander (part number 92685) and the Electric Random Orbital Sander (part number 92696). A tool and accessories rack, specifically designed for use with the 92967 portable dust extractor, and suitable for supporting hoses, power cords and tools etc, is also available (part number 92698).

WANT TO KNOW MORE?

WWW.RDR.LINK/ABK031

Wire Stripper

The Knipex 13 76 200 ME Metric Wire Stripper is a multi-functional tool designed to increase efficiency in electrical installations. With its 5-in-1 functionality, it combines cutting, stripping, twisting, deburring and gripping capabilities in a single, robust tool. Time is of the essence for any professional, so accuracy is paramount and so this wire stripper looks set to become an

indispensable asset in many toolboxes. This versatile tool is crafted to handle a wide range of tasks, from precisely stripping solid and fine-stranded conductors between 0.75 to 6 mm² and 0.5 to 4 mm² to cutting copper and aluminium cables up to Ø 15 mm WANT

WWW.RDR.LINK/ABK032

MESSAGE ME YOUR PRODUCT RELEASES OR YOUR FAVOURITE PRODUCTS AT FCOLEMAN@HAMERVILLE.CO.UK

Battery diagnostic solution

Mahle Aftermarket has introduced its battery diagnostic system E-Health Charge to the European market. E-Health Charge delivers reports on the state of health and performance of electric vehicles’ high-voltage batteries. With a maximum run time of 15 minutes, this system claims to represent the fastest static battery diagnostic technology on the market.

The diagnostic system – consisting of the ECharge 20 battery charger and the E-Health app –

THEBESTTHINGS INLIFEAREFREE

Stay hydrated!

Febi Bilstein are giving away 20of its blue print branded water bottles.

TO ENTER

WWW.RDR.LINK/ABK033

Maximiseperformance!

Make sure your car is in top condition with Petronas! The exclusive distributor for its Durance range, JRP, is giving away five Complete Cleaners which have been developed with the Mercedes F1 team.

Whether your vehicle is petrol or diesel, Petronas has a dedicated fuel additive to clean the entire fuel system, maximising the life and power of your engine and giving you more performance. Winners need to notify their fuel type to receive the correct product.

TO ENTER

WWW.RDR.LINK/ABK034

combines charging and battery diagnostics into one workflow. The process functions regardless of make and model. E-HEALTH Charge can also be used purely as a DC charger in addition to the diagnostic function. Thanks to the automated process, the system requires no prior knowledge from the service team.

Thanks to the E-Health Charge battery diagnosis, mechanics are said to be able to quickly and easily determine the state of health of highvoltage batteries with minimal effort. The diagnosis is performed upon stationary vehicles. The vehicle’s battery is simultaneously charged during this process. For the evaluation of the data – collected from both the charging device as well as the vehicle’s OBD-Port – MAHLE works in cooperation with volytica diagnostics.

The battery specialist uploads the data to a secure cloud, analyses the values relative to those from batteries of the same type, and finally compares the results against the original capacity of the vehicle model. The final report is made available by email soon afterwards.

WANT TO KNOW MORE?

WWW.RDR.LINK/ABK035

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

AC Tronics Ltd ..............................................................(page 27) www.rdr.link/ABK100

AIR COMPRESSOR MPC ............................................(page 48) www.rdr.link/ABK101

Atlas Copco Ltd ............................................................(page 53) www.rdr.link/ABK102

Bonaprene Products Ltd ................................................(page 35) www.rdr.link/ABK103

Bowmonk ........................................................................(page 7) www.rdr.link/ABK104

Carwood Motor Units Ltd ..............................................(page 65) www.rdr.link/ABK105

Castrol (UK) Ltd ............................................................(page 22) www.rdr.link/ABK106

Contitech Power Trans Group ........................................(page 35) www.rdr.link/ABK107

Draper Tools Ltd ............................................................(page 46) www.rdr.link/ABK108

Dynomec ........................................................................(page 57) www.rdr.link/ABK109

Ferdiand Bilstein UK Ltd ................................................(page 4) www.rdr.link/ABK110

Impact Diagnostics ........................................................(page 54) www.rdr.link/ABK111

Induction Innovations ....................................................(page 42) www.rdr.link/ABK112

Jack Sealey Ltd ..............................................................(page 45) www.rdr.link/ABK113

Kalimex Ltd ....................................................................(page 29) www.rdr.link/ABK114

Knipex Tools UK ............................................................(page 48) www.rdr.link/ABK115

MAHA UK ......................................................................(page 9) www.rdr.link/ABK116

MAM Software ..............................................................(page 37) www.rdr.link/ABK117

Mann&Hummel (UK) Ltd ..............................................(page 10) wwwww.rdr.link/ABK118

Maverick Diagnostics ....................................................(page 29) www.rdr.link/ABK119

Mechanex ......................................................................(page 18) www.rdr.link/ABK120

MS Motor Service ..........................................................(page 41) www.rdr.link/ABK121

Phinia Delphi (UK) Ltd ............................................(page 2/IFC) www.rdr.link/ABK122

PMM Podcast ................................................................(page 14) www.rdr.link/ABK123

Ring Automotive ............................................................(page 42) www.rdr.link/ABK124

Robert Bosch Ltd ..................................................(page 68/OBC) www.rdr.link/ABK125

Schaeffler Automotive A/M UK Ltd ..............................(page 25) www.rdr.link/ABK126

Tool Connection ............................................................(page 38) www.rdr.link/ABK127

Topdon UK ....................................................................(page 57) www.rdr.link/ABK128

Welzh ..............................................................................(page 50) www.rdr.link/ABK129

Wynn Oil UK ..................................................................(page 33) www.rdr.link/ABK130