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PROFESSIONAL
JULY/AUGUST 2022
MOTOR
F R T E R E A
T T O H E
D E
S E R V I C I N G ■ R E P A I R ■ D I A G N O S T I C S ■ M O T
THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS
DIFFERENT STROKES What do your workshop and the CIA have in common? The IMI’s Steve Nash explains all Also inside... Win a GYS induction heater!
TECHNICAL TIPS AND CLINICS BUSINESS ESSENTIALS AND TRAINING UPDATE ‘HOW TO’ GUIDES AND BEST PRACTICE ADVICE
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Contents Regulars 6-8
NEWS & VIEWS
10-12
TROUBLESHOOTER
13-14
CLUTCH CLINIC
16-17
BELT FOCUS
18- 29
TECH TIPS
31-33
BUSINESS & TRAINING
35- 40
SPECIAL REPORTS
38
COMPETITION
79- 81
WHAT’S NEW?
VOLUME 23 ISSUE 7 JULY/AUGUST 2022
Features
41-52 TYRES, WHEELS & ALIGNMENT
Editor’s Picks 10
BAD VIBRATIONS This month's Troubleshooter from Pico presents a Honda Civic vibrating excessively on acceleration.
28
HIGH VOLTAGE QUALIFICATIONS Tom Denton outlines the awards and qualifications relating to work on high voltage vehicles.
35
GROWING DIVERSITY PMM caught up with the IMI's Steve Nash to discuss why the aftermarket should be diversifying its workforce.
36
55-61 EXHAUSTS & EMISSIONS
OILING POINT PMM interviews David Aldous from Petronas about the lubricants company’s new Syntium range of oils.
38
COMPETITON In this month’s competition you could be in with a chance of winning one of GYS’s Powerduction 10R units!
63-69 TECHNICAL SUPPLEMENT Total Average Net Distribution 54,426 1st July 2020 – 30th June 2021
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VIEWPOINT
Editor
Ticking a box?
KIERAN NEE Editorial Assistant FREYA COLEMAN Digital Manager
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KELLY NEWSTEAD Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Magazine Designer GEMMA WATSON Group Production Manager CAROL PADGETT Production Assistant CLAIRE SWENDELL Distribution Manager KARL CLARK Subscriptions
PROFESSIONAL MOTOR MECHANIC is a business magazine for firms and individuals involved in all aspects of the motor trade. It is published eleven times a year and is available nationally FREE to the trade through leading motor factors. It is also available through the post at a cost of £30. EUROPE and OVERSEAS 1 year (11 issues) £50 Airmail 1 year (11 issues) £65 Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts, WD24 4YF. Tel: Watford (01923) 237799 Fax: (01923) 246901 E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk Website: www.pmmonline.co.uk Facebook: /ProfessionalMotorMechanic Twitter: @pmmmagazine Copyright © 2022 p.22 ©AdobeStock/BLKstudio p.60 ©AdobeStock/chaiyasit
Associate member
f there’s something we can all agree on in this country, it’s that we’ve got no time for so-called “box-ticking exercises”. Mandates sent from on high – whether from the Government or Head Office – meant to impose an ill-judged procedure on an unwilling public. What really gets us is that those who dream up the boxes we need to tick don’t really care about the box – they just need you to tick it and we can all move on with our day. Sometimes, however, in our rush to disavow ourselves of anything resembling bureaucracy, we lose sight of the very real issues which underscore the memos, the “advice”, the corporate training days and the monthly quotas. Our aversion to being told what to do often gives us a get-out clause when it comes to big issues, one big one being gender diversity. Women only account for around 20 per cent of the automotive industry, a figure which potentially halves when discussing the aftermarket, with even fewer working in technician roles. Among the various factors for why this would be the case, many have pointed to a historical culture of sexism within the workshop. Whilst views across the board have become more open in recent years, it is still true that there is a lingering neglect towards women entering the industry. Which isn’t to say that a workshop is sexist for not having any women on the workshop floor! For years there was an argument, whether legitimate or not, that automotive repair was hard, heavy work which required strong arms – in short, it was “men’s work”. Recently, though, that excuse has started to sound a bit, well, rubbish. In a world of “health and safety gone mad” (more box ticking), we are categorically forbidden in most scenarios from putting our bodies in danger for the sake of our employers (professional rugby notwithstanding, of course). This doesn’t just include risk of serious injury, but also means avoiding longer term risks – the kind that come from heavy lifting, or the kinds of jobs that rely on strong arms. No male technicians are shedding tears about no longer having to destroy their bodies lifting parts far beyond their capability. Indeed, the modern workshop happily relies on a range of lifts, hoists and tools to remove the toil from the job. So, one must wonder at what point women are also allowed to benefit from the advances of technology? There is also the argument that young women simply don’t want to become mechanics. Tackling this is beyond the ability of one workshop alone, but if every independent workshop, working individually, pulled towards a common goal, then maybe things would change. At this point, you’re probably asking yourself how this any different from every other box ticking exercise? The difference is that not only is opening up the industry to women the right thing to do, it’s also the best thing to do. Gender diversity has been proven time and again to improve the way you do business, bringing fresh insight to your operations and allowing businesses to modernise in essential ways. So don’t see gender diversity as a box to tick, see it as an opportunity to grasp.
Kieran Nee Editor
The publishers and editor do not necessarily agree with the views expressed by contributors, nor do they accept responsibility for any errors of translation in the subject matter in this publication.
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NEWS
& VIEWS
GET YOUR DAILY FIX OF INDUSTRY NEWS AT WWW.PMMONLINE.CO.UK
Dangerous step back The automotive industry has united in condemnation of possible MOT change.
Electric increase
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K AFCAR has called on the UK government to retract proposals to increase MOTs to every two years as this could lead to a reduction in road safety, increase in car repair and maintenance costs and increased emissions. To ensure motoring is as safe and cost-effective as possible, motorists must have their vehicle inspected and serviced regularly. Data from the DVSA shows that one in three vehicles presented for an MOT test fail and 30 per cent of those fail on brakes, a safety critical component. Therefore moving to an
extended testing period with an ageing vehicle parc would see more defective vehicles on the roads and potentially cause more accidents and fatalities. Also, despite advancements in vehicle technology, there is no evidence to support suggestions that modern vehicles are less likely to suffer from wear and tear or safety related defects. Want to know more? WWW.RDR.LINK /AAN001
4.5 per cent increase in EV-ready technicians is not enough to bridge the gap before 2030 according to the IMI.
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ne in four new cars would come with a plug by the end of 2022 if predictions by the SMMT are correct. Yet analysis by the IMI reveals that only 11 per cent of technicians in the UK are qualified to work safely on EVs. Despites slight increase, it still highlights the skills shortage in the percentage of the sector. Despite soaring sales of
EVs providing a clear indication that consumers are embracing the idea of electric motoring, the IMI fears a ticking time bomb of consumer confidence, as motorists struggle to find qualified technicians. According to the institution, by 2030 the government’s Road to Zero target, there could be a shortfall of 25,100 qualified technicians and current forecasts predict that this shortage could materialise as soon as 2027, as sales of EVs accelerate. Want to know more? WWW.RDR.LINK /AAN003
Electric beginnings Motor Ombudsman poll shows the first car is set to be electric for the next generation of drivers.
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he Motor Ombudsman commissioned an online YouGov study of existing and prospective learner drivers in Great Britain, revealing that nearly half (42 per cent) of respondents would prefer their first car to be fully electric (26
per cent) or in part electric i.e. a hybrid, after passing their driving test. With electric cars sparking the most interest amongst the next generation of full driving licence holders, the study showed that just a fifth (21 per cent) of those polled would want to get behind the wheel of a petrol-only variant once they had lost their L-plates, with just 6 per cent of study participants saying they would opt for a diesel vehicle once they passed. The survey findings have been published to mark the launch of The Motor Ombudsman’s second edition of its online #JustPassed guide. Want to know more? WWW.RDR.LINK /AAN002
6 JULY/AUGUST 2022 PMM
Ben on the road Aiming to raise awareness of Ben’s health and wellbeing services, the charity are visiting small to medium sized businesses.
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utomotive charity, Ben has announced it will be going on the road to kickstart conversations about its mental health and wellbeing services. Visiting everyone from small workshops and parts manufacturers, to independent garages and dealerships, Ben’s aim is to raise awareness about its lifesaving work, and encourage anyone who may be struggling
to reach out for support. This service is free of charge and there is no obligation to commit to any of Ben’s services. The tour has been designed simply to raise awareness of their free and confidential helpline and resources that are available to anyone who may need their support. Want to know more? WWW.RDR.LINK /AAN004
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NEWS
& VIEWS
Blend 2022 Garage hive has opened ticket sales to the public for their annual conference and networking event for garage owners.
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he event, taking place on the 17th of September, is created specifically for business owners within the independent automotive sector to learn about the latest technology, business practices and Garage Hive and how to utilise it in the
best way in their companies. Among Garage Hive speakers there will be sessions with the industry author Hayley Pells, garage business development and technical training coach John Batten, industry leader David Massey and industry practitioner Alex Lindley. Blend 2022 is a
not-for-profit event and only focuses on the key factors that bring value to the attendees and the industry. Tickets can be booked now on the official event’s website. Want to know more? WWW.RDR.LINK /AAN005
MOT controversy According to the Startline Used Car Tracker, more than eight out of 10 (84 per cent) of car buyers would back two years between MOT tests.
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racker also shows that 69 per cent of this group believe their car would remain safe despite the longer gap and saving money doesn’t appear to be a factor in their support, only 16 per cent citing this. Out of those who
don’t agree with lengthening the test, half worry about the safety of other people’s cars and 27 per cent about the safety of their own. Over a fifth don’t believe longer gaps between tests would save money. The monthly tracker, which looks at changing trends in the used car market, shows worsening personal finances is having a major impact on used car buying intentions, while inflation is also a growing concern. Fuel costs are also
69 per cent believe their car would remain safe despite the longer gap becoming more of a worry, with 7 percent (up to 25 per cent) saying they were more likely to buy a diesel vehicle given a choice including petrol, hybrid and electric. Want to know more? WWW.RDR.LINK /AAN006
Brake training TMD friction has donated training aids through Mintex to Reddish Hall in Stockport.
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eddish Hall School’s new charity was set up to equip children and young adults with vocational skills, including in mechanical engineering, and Mintex answered the call for vehicle part donations to serve as learning resources for the next generation of talent. The company has donated brake calipers, disc brakes and pads to
the school’s new facility, plus a range of branded goods such as posters and signage. The company will also be providing technical talks on brakes and the automotive industry to give pupils insight into how brakes work and the opportunities available in the sector. Want to know more? WWW.RDR.LINK /AAN007
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NEWS
& VIEWS
FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE
Veteran collaboration
Increasing prices According to a survey conducted by WhoCanFixMyCar, 57 per cent of garages surveyed said they were planning on increasing prices.
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ccording to the survey, the cost-ofliving crisis was the biggest factor behind price increases, with 14.89 per cent of garages citing this as the sole reason for charging more, compared with 11.7 per cent saying the price of parts. Of the garages who said they would be increasing their prices, over half felt that both the cost-of-living crisis and the rising price of parts were major factors in this decision. An additional 25 per cent said they were considering
charging more but hadn’t yet decided, reflecting the current uncertainty of the UK economy. Many motorists are already feeling the effects of soaring fuel prices and could soon see their finances stretched further by the impending increase in the costs associated with repairing and maintaining a car. The founder of the company, Al Preston, explained the significance of the survey’s findings for motorists, with prices set to rise over the coming months he advises that drivers should book their cars into repair sooner rather than later to avoid paying considerably more if they wait.
DENSO has begun to support the charity Veterans in Action, with workshop equipment.
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eterans in Action is a charity that helps those that suffer from PTSD, as well as veterans and their families who have endured the effects of war. Their ALIVE Centre is close to Salisbury Plain and is the ideal place to use the charity’s off-road vehicles to train and take their families out on off-roading days. These vehicles are stripped and built
onsite and at a local veteran owned garage. The project aims to give participants new life and workshop skills, to be taken into the wider-world and to help with their adaption to civilian life. Subsequently the vehicles that have been built, have been used to deliver Ukrainian aid to the border with Poland. This is where DENSO have been able to step in – providing OE replacement parts for the vehicles in need. Want to know more? WWW.RDR.LINK /AAN010
Want to know more? WWW.RDR.LINK /AAN008
2021 Motorparc According to SMMT data, three quarters of a million EVs are now on UK roads, but car ownership falls for a second year.
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he number of vehicles in the UK grew 0.4 per cent in 2021, according to new Motorparc data released by the SMMT, with more plug-in electric cars, vans, trucks and buses put on Britain’s roads amid the challenging pandemic and economic conditions. Despite the increase in the parc, major
shortages of key components and supply chain disruptions across the globe caused new car registrations to remain broadly static at 1.65 million. While electric car uptake is growing rapidly, accounting for around one in five new registrations, plug-ins still only represent around one in 50 cars on the road, demonstrating the scale of the challenge ahead in convincing every driver to make the switch. Electric car uptake also varies dramatically across the UK, plug-ins making up 2.2 per cent of cars in England, 1.6 per cent in Scotland, and 0.8 per cent in Wales and Northern Ireland. Want to know more? WWW.RDR.LINK /AAN009
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A Bridgend hit REPXPERT Academy live from Schaeffler sees success at Bridgend College Steam Academy.
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t the training event, both professional vehicle technicians and garage owners took full advantage of a day of comprehensive training sessions and workshop demonstrations. The training included two Schaeffler technical sessions from REPXPERTs Simon Cooper and Tim Adams, delivering sessions on double clutch and timing belt drive
systems respectively. Business focused advice was provided by special guests Hayley Pells and Tim Benson, who certainly got the attendees thinking with their ‘Pathway to EV’ and ‘Upsell your skillset’ sessions. Want to know more? WWW.RDR.LINK /AAN011
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TROUBLESHOOTER
PART ONE Why is the Honda Civic vibrating so much under acceleration? This month’s case study from Pico Technology details Ives Garage’s diagnosis of a Honda Civic experiencing abnormal levels of vibration whilst accelerating.
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VH diagnostics requires a methodical approach and evaluation of test results to reach a conclusion that is satisfactory for all parties involved. The case study below describes the rapid identification of a customer’s complaint of vibration and how using multiple sensors (either microphones or accelerometers) become invaluable in locating the source of the problem.
Customer’s description The customer reported that a severe vibration was present throughout the vehicle while accelerating from 45 to 55 mph. (N.B. In this case, the customer was a trade person concerned about a vibration after an engine repair.)
Technical description Verifying the customer complaint is an essential step in the diagnostic process. However, it can quite often be a timeconsuming task without much success. The initial road test did not reveal any major concerns for a vehicle of this age and mileage. However, after driving about 8 miles, we detected a severe vibration under acceleration only. When we accelerated, we felt a severe vibration. When we decelerated, the vibration cleared immediately. The vibration occurred around 45 mph, where items in the cabin (e.g., keys and coins etc.) would tremor in unison. While we could describe the vibration as making the vehicle “borderline undrivable”, there were occasions where no vibration was present at 45 mph under acceleration, even after prolonged driving. (The vibration was intermittent.)
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Diagnosis With the customer's complaint verified, we confirmed the Vehicle’s ID and Specification. Confirmation of specification is of the utmost importance when it comes to diagnosis. Customers are often tempted to modify their vehicle with fashionable accessories that lack the fundamental quality control and engineering that was intended for the vehicle. We noted that the vehicle had been fitted with three “budget” tyres, where two appeared to have covered very few miles indeed. The customer interview follows the 4 targeted open-question principle below to help us establish facts from fiction: How long has the problem been evident? There was no previous experience of a vibration, even though the vehicle was originally scheduled for an engine running problem that developed into an engine failure (read more about this vehicle here). When did you first notice the problem? There were no reports of vehicle vibration (it was only discovered after the engine repair). Has any work been carried out on the vehicle recently?
Yes, major engine overhaul due to timing chain wear. When do you experience the problem? Every drive after approximately 8 miles, when accelerating between 45 and 55 mph. Quite often the customer interview leads to a probable diagnosis, and given the history of the major engine overhaul, it is difficult not to jump to conclusions. Especially since the vibration is only present under acceleration. The basic inspection confirmed no fluid leakages, no visible signs of damage to hoses, connections, or wiring harnesses, or indeed that favourite discovery, accident repair. A vehicle scan of all onboard control units revealed no fault codes, which suggests that our symptom is outside the detection condition of the engine ECU.
Possible causes ■ engine misfire under acceleration ■ incorrect installation of engine mounts or
ancillaries ■ worn or out-of-balance driveline
components ■ worn suspension components ■ wheel and tyre runout or imbalance
The action plan
“Quite often the customer interview leads to a probable diagnosis, and given the history of the major engine overhaul, it is difficult not to jump to conclusions.”
The action plan was predominately governed by accessibility, probability and cost. Based on the symptom, we required objective measurement data to establish not only the level of vibration (amplitude) but also the offending frequency as well as the axis of the vibration. What better tool for such a task than the Pico NVH kit?
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We started with a 3-axis accelerometer mounted on the driver’s seat mounting bolt and a microphone mounted inside the cabin. We now have all avenues covered. (Fig.1) The accelerometer identifies the level of cabin vibration along with the offending frequency and axis. A word to the wise, however. To identify the offending axis of vibration, you must make sure that the accelerometer is mounted in the correct orientation as seen in the image above. Since the complaint is vibration only (020 Hz), the microphone was only used to record any narrations from the driver such as location, road surface texture, vehicle posture, gas pedal position and steering angle to name just a few snippets of useful information during playback. In Fig.2, we have the first capture from our initial road test. We identified an intense vibration of 101 mg at 10.7 Hz in the Z-axis (a lateral vibration) under acceleration. Our engine speed was recorded as 2377 rpm at a road speed of 45 mph. The vibration also occurs at the same frequency as “T1”. In other words, a component rotating at the same frequency as the road wheel and tyre. Note the level of vibration in Fig.3 when the vehicle is decelerating at the same road
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speed (45 mph). Our lateral T1 vibration has virtually disappeared! So, now we have our objective measurement data, and offending frequency and axis. What do we do next? This is where multiple accelerometers come into their own and can assist with the diagnosis and zoning of a vibration. Since our vibration is lateral (Z-axis), we now disconnect PicoScope channels A and B from X and Y on the NVH interface, leaving only Channel C to capture the lateral vibrations (the Z-axis) from the connected accelerometer. The following tests were conducted with three accelerometers (measuring the Z-axis
only) and a microphone mounted inside the cabin. Channel A on PicoScope was connected to Channel Z on the NVH interface, which was capturing the lateral vibrations at the mounting bolt for the driver’s seat. Channel B was connected to Channel Z on the NVH interface, which was capturing the lateral vibrations at the left-hand rear subframe. Channel C was connected to Channel Z on the NVH interface, which was capturing the lateral vibrations at the right-hand rear subframe. Channel D was connected to an NVH interface where any channel can be used, with a microphone connected and mounted inside the cabin. It is advisable to keep an accelerometer mounted inside the cabin for all subsequent measurements. This will serve as a reference in which to compare vibration levels at strategic points about the vehicle. In Fig.4 we compare the lateral vibration levels at the rear subframe to the cabin. We concluded that the lateral vibration inside the cabin was greater than the level at the rear subframe. Therefore, our additional accelerometers (Channels B and C) would be
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TROUBLESHOOTER
Watch the diagnosis in action!
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■ Worn suspension components
A visual inspection confirmed that the suspension components were secure and with acceptable wear only. ■ Wheel and tyre runout or imbalance
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better positioned at the front of the vehicle. In Fig.5, accelerometers B and C were moved to the front shock absorbers, alongside the hub assemblies. We had a clear increase in lateral vibration at the front shock absorbers, compared to the cabin. What I found bizarre about this severe vibration was that I could feel very little via the steering wheel. It all appeared to shake the cabin and floor pan (the chassis was the responder and not the steering). Further road tests would periodically see a dramatic increase in the lateral vibration levels at both front shock absorbers. It was near impossible to qualify which side of the vehicle was the true offender. Where was the source of the vibration? By using the Time Domain view in our PicoDiagnostics NVH software, we got a clue in the form of energy spikes. Fig.6 highlights momentary lateral energy spikes present at the left-hand front shock absorber only. Based on the analysis in Fig.6, we needed to return to our list of possible causes and eliminate accordingly.
“Given the intense level of vibration and the adverse effect it has on the cabin/chassis at 45 mph, it occurred to me that we could reveal the offending component by mounting a webcam under the vehicle.” return an E0.5 vibration order. The engine management system would also record such an intense and prolonged misfire if applicable. ■ Incorrect fitment of engine mounts or
ancillaries Any anomalies here are highly unlikely to appear as a T1 vibration order. A visual inspection confirmed that all ancillary and mount installations were correct and secure.
While this could be a possible cause of a T1, T2 or T3 vibration, wheel and tyre are unlikely to produce intermittent lateral vibrations under acceleration only. A severe lateral tyre vibration (at the front of the vehicle) would also manifest itself in the steering wheel, which was not evident at 45 to 55 mph. With that said, we used best practice to measure runout and balance and the results are recorded in Fig.7. As you can see, we have what I can only describe as a pick and mix array of radial/lateral runout values accompanied by an assortment of tyres and rim damage. While these results require further attention, we balanced the wheels to 0 g and remounted them to the vehicle in their original orientation. Following the above, a brief road test confirmed that we had not achieved any improvements. Given the intense level of vibration and the adverse effect it has on the cabin/chassis at 45 mph, it occurred to me that we could reveal the offending component by mounting a webcam under the vehicle. By using the split-screen feature in Windows and the integrated Camera app of Windows 10, we were able to simultaneously monitor NVH data while capturing a response from numerous components within view of the web camera. To watch the video, scan the QR code above. We’ll meet you back here next month to finish off!
■ Worn or out of balance driveline ■ Engine misfire under acceleration
I believed we could move away from a misfire, based on our T1, T2 and T3 offending frequencies, since a misfire would
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components This was certainly a possible cause and required further investigation. A visual inspection revealed no concerns.
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN012
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CLUTCH CLINIC
HOW TO Replace the clutch on a Toyota Hilux In this month’s Clutch Clinic, Charles Figgins, Technical Marketing Manager at Blue Print, takes readers step-by-step through a clutch replacement on a 2014 Toyota Hilux. Vehicle Information Make
Toyota
Model
Hilux
Year
2014
Drivetrain
4wd
Mileage
112,000
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he Toyota Hilux pickup is a mainstay of the brand and more than 18 million have been produced since 1968; yet not always under the Hilux name, as the North American market embraced the rather straightforward ‘Toyota Pickup’ title for models sold between 1972 and 1995. Naming differences aside, the Hilux has gone through eight makeovers in its time and the current generation model, introduced in 2015, is known as one of the best pickups available. It is a further continuation of the Hilux’s reputation as being tough and reliable even in the harshest of conditions. Reviews for the latest Hilux praise its safety, strength and reliability as well as the comfortable ride and spacious cabin and load areas. The vehicle featured in this article is a seventh-generation example from 2014 which has had a life of continuous use on a farm – being used mainly for towing and off-road duties, exactly what a Hilux was designed to do. Although proven to be a very reliable ‘workhorse’ around the farm, the clutch was showing signs of slipping after 112,000 miles of driving. Therefore, it required a replacement clutch kit. The vehicle was brought into the workshop and the bonnet was raised to start the procedure. To begin, disconnect the two batteries. Being a four-wheel drive vehicle of traditional design, with the powertrain
mounted longitudinally in a ladder-frame chassis, the two gear sticks in the cab need to be taken out in order to remove the transmission. Firstly, remove the gear sticks and the centre-console surround, before carefully folding back the carpet surrounding
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the gear sticks; this is to reveal the gear stick gaiter-retaining bezel. Remove its four screws and two clips, along with the two gear stick gaiters, to enable access to the gear sticks mounted on top of the gearbox (Fig.1). With these parts removed, both gear sticks can then be unbolted from the transmission, ready for work to continue underneath the vehicle. With the vehicle raised, mark the alignment position of the front and rear propshafts and undo all of the bolts that retain them to the drive flanges. Remove the propshafts from the vehicle, checking all four universal joints for any excessive ‘free-play’ or ‘stiffness’ and put them to one side. Next, remove the two bolts and the one bell-housing bolt retaining the clutch slave cylinder. Put all of them out of the way, ready for when the transmission is to be removed. Disconnect the three exhaust-gas temperature sensors and the oxygen sensor
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CLUTCH CLINIC
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from the wiring harness, in preparation to remove the diesel particulate filter (DPF) and the differential-pressure sensor hoses (Fig.2). Support the transmission with a transmission jack, unbolt the crossmember from the chassis and the transmission mounting and remove. This now gives enough room to remove the DPF. Undo the two exhaust bolts at the rear that secure it to the exhaust, then the three bolts retaining it to the exhaust down-pipe. Once released, carefully lower the DPF to the floor. Disconnect all other remaining switches, sensors, breather hoses and cables from the transmission and secure them to one side. Unbolt and remove the drive flange from the front axle in order to give extra clearance. This is because the transmission has very limited clearance between the transmission tunnel, the exhaust down-pipe and the frontaxle drive flange (Fig.3). With the transmission and transfer box assembly securely supported, unbolt all of the bell housing nuts and bolts. Note which bolts are from which location, because they differ in length. The starter motor can be left in place because it does not need to be removed completely for the removal of the transmission. Then, carefully separate the transmission assembly from the engine and lower it to a working height. Remove the clutch-pressure plate and friction disc from the flywheel, and inspect them for any ‘unusual’ wear issues. In the case of this Hilux example, the flywheel was in good condition and only needed a clean before fitting the new clutch. However, the friction disc material was very close to being worn out. Therefore, it was concluded that
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this clutch assembly required replacement, using Blue Print clutch kit ADT330285. Align and attach the new pressure plate and friction disc to the flywheel, and tighten all six bolts in a ‘star’ pattern to the required torque. This is to give an even spread of pressure during the tightening process – preventing twisting and vibration of the cover and the lifting of the pressure plate (Fig.4).
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Turning our attention to the release mechanism, it is important to clean the bell housing thoroughly to free it from all grease, dirt and old friction fibres from the previous clutch. Remove the release bearing from the clutch fork and inspect the guide sleeve for wear. Remove the clutch fork and release lever and inspect them for any fractures or other damage. Apply grease to the pivot points before refitting. Next, fit the new release bearing whilst securely locating the retaining clips on the fork and noting the correct orientation of the release bearing. Failure to do this can create operational issues with the clutch
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mechanism (Fig.5). Apply a small amount of grease to the input shaft splines before reinstalling the transmission. With the new clutch kit fitted, the transmission assembly can be reunited with the engine. Install and tighten all bell housing nuts and bolts. Locate and align the wiring harness for the transmission and the DPF – this is to allow for the reconnection of all the sensors and switches for the transmission. You can then refit the DPF to the exhaust system and reconnect the hoses and sensors. Next, return the chassis crossmember to the chassis, which supports the transmission. As a result, the transmission jack can now be safely removed. With the transmission securely in place, refit the clutch-slave cylinder, front-axle drive flange and the front and rear propshafts and lower the vehicle. Now working inside the vehicle, refit the gear sticks to the transmission, followed by the rubber gaiters. Secure them to the body with the bezel surround (FR denotes the direction of fitment). The carpet can now be put back in place, followed by the centreconsole surround. Reconnect the batteries and close the bonnet. Reset the clock and carry out a full road test to check the operation of the new clutch. For the Hilux used in this article, the vehicle was then sent back to work on the farm.
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK/AAN013
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BELT FOCUS
HOW TO Replace the timing belt on a 1.0l Seat Mii In this month’s Schaeffler INA Belt Focus, REPXPERT, Alistair Mason is replacing the timing belt on a 2015 Seat Mii, fitted with a 1.0 TSI, 3-cylinder petrol engine.
Vehicle Information Make Seat Model Mii Year 2015 Engine 1.0 TSI 3-cylinder petrol Mileage 35,000
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he 1.0 TSI engine is a very popular unit, used in all four of the Volkswagen Group’s brands, with the main advantages being that it is lightweight and compact. With a scheduled book time of 2.70 hours, little investment required for workshop tools, all the fitting information available on Schaeffler’s REPXPERT workshop information system and the fact that it is a very popular engine, makes this a great repair for any independent workshop. This particular vehicle has only covered 35,000 miles, but as it is seven years old the customer has been advised to replace the timing belt. With the vehicle placed on the ramp, open the bonnet and remove the air filter assembly, upper timing belt cover, and, at the other end of the engine, the coolant pump belt cover and the inlet cam bung (Fig.1). Raise the ramp to gain access to the underside of the
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��� vehicle and remove the o/s/f splash guard, lower the ramp to waist height and remove the o/s/f wheel and then the wheel arch liner. Remove the plastic cap from the tensioner pulley, slacken the pulley and remove the auxiliary drive belt (Fig.2), then the alternator retaining bolts, and lever the alternator forwards. Now remove the bottom pulley,
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followed by the black plastic timing belt cover (Fig.3), and slacken the main timing belt cover bolts. Finally, before lowering the vehicle lift, remove the crankshaft locking
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tool blanking bolt (Fig.4) and support the engine before removing the engine mount.
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Lower the ramp to gain access to the engine bay, remove the engine earth lead, engine mount and then remove the timing belt cover, or at least move it out of the way! Refit the crank pulley bolt and rotate the engine in a clockwise direction until the two dots on the inlet cam pulley are in the 11 o’clock position, fit the crankshaft locking pin into the engine block and then rotate the engine until it locks. At this point the camshaft locking tool should locate into the back of the camshafts (Fig.5). Remove the
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tensioner and idler, as these are supplied in the new INA timing belt kit and then check for any leaks in the timing belt area and rectify as required, to prevent the contamination of the new timing belt.
alignment window, then bring the pointer back until it aligns in the alignment window and tighten and torque the centre bolt (Fig.8).
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Timing belt installation Install the new tensioner, ensuring that the lug is correctly located, and fit the new idler pulley, torquing it to the manufacturer’s specification. Ensure the crankshaft is locked against the crankshaft locking tool and that the camshaft locking tool is correctly located and the cam pulleys are free to rotate. Then, fit the cam pulley locking tool to make sure the cam pulleys are timed correctly, as these pulleys are “Smart Sprockets” and tri-oval, to help reduce belt fluctuations from the firing pulses of the engine (Fig.7).
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camshaft locking tool and, using a counterhold tool (Fig.6), support the inlet cam pulley and remove the centre cap (note – collect leaking oil with a cloth). With the cap removed, slacken the cam pulley centre bolt and the exhaust cam pulley centre bolt, also with the aid of a counter support tool. Refit the camshaft locking tool, slacken the timing belt tensioner bolt and remove the timing belt. Finally, remove the
All the fitting information available on Schaeffler’s REPXPERT workshop information system and the fact that it is a very popular engine, makes this a great repair for any independent workshop.
Install the timing belt starting at the crank pulley and work in a clockwise direction, finishing by sliding the belt onto the idler. Now tension the belt by rotating the large eccentric in a clockwise direction until the pointer has gone about 10mm past the
Ensure that the crankshaft is still against the locking pin, remove the camshaft locking tools and, using a counter-hold tool, tighten and torque the camshaft pulleys. Then, reinsert the cam locking tool to ensure the timing is still correct. Remove the camshaft and crankshaft locking tools and rotate the engine two complete revolutions, refit the engine locking tools and also check the timing belt tension is still correct. If it is not possible to insert the camshaft locking tool, the timing needs to be carried out again. Refit the parts in reverse order of their removal, in this case, the auxiliary drive belt was also replaced as this is best practice. Finally, carry out a full road test to ensure the completion of a quality repair. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN014
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TECH TIPS
BEST PRACTICE Servicing ball joints correctly Ball joints are one of the hardest working parts in a vehicle. We asked Delphi Technologies to share its expertise on servicing this stalwart of the steering and suspension system.
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here’s no doubt that the humble ball joint lives a hard life. Working every time a vehicle is driven and performing a vital role in connecting steering componentry, the ball joint also must contend with road grime as well as general wear and tear, so it’s no surprise that it’s one of the most changed parts. It’s been a key part of a car for decades and there’s no sign of that changing either, regardless of whether a vehicle is pure electric, hybrid or conventionally powered, so its replacement will always be in demand and, importantly, be a constant revenue stream for garages.
How to spot a failing ball joint Function and types of ball joint The ball joint acts as a pivot between the vehicle's wheels and suspension, allowing the vehicle to be steered, whilst also ensuring a comfortable ride. Since the ball joint constantly pivots through multiple planes and angles, it is subject to significant stress and wear. There are two types of ball joint, which require slightly different approaches when it comes to servicing. Most vehicles are fitted with MacPherson strut suspension systems. This incorporates a single ball joint on each side, positioned between the lower end of the strut and the control arm. In double wishbone systems, the two joints are located at the top (upper ball joint) and bottom (lower ball joint) of the suspension system. Given its position, the lower ball joint experiences higher loads as well as increased exposure to dirt and salt, resulting in faster wear.
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Ball joints are highly durable but need regular inspection for damage and excessive play. If either is present, the ball joint should be replaced. Other common symptoms of a worn ball joint include: ■ Clunking noises coming from the vehicle’s front suspension when driving over bumps or turning. As the joints wear out they become loose in the socket and rattle as the suspension moves up and
A key part of the car for decades with no sign of change on the horizon, the ball joint will provide a useful replacement opportunity for workshops for years to come.
down. This can also cause excessive vibration from either side of the vehicle or through the steering wheel. ■ The vehicle’s steering wanders from left to right on its own. As the ball joint deteriorates, these symptoms will progressively worsen until the part fails. Waiting until joint failure is dangerous as the wheel could collapse, causing an immediate loss of control.
Why is it important to replace the entire ball joint and not just the boot? A common cause of ball joint failure is the splitting or cracking of its rubber boot. When this happens, water, salt and dirt penetrate the joints internal components, damaging the boot. In this instance, it’s advisable to replace the entire ball joint, as a new boot would likely seal in the damaging substances, resulting in accelerated wear and corrosion.
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Additionally, the ball joint is designed to operate with a grease lubricant, which is sealed and intended to last the life of the joint. A defective boot could lead to loss or heavy contamination of this essential lubrication. Without a form of lubrication, the friction within the joint increases significantly, which can cause the steering to become heavy or stick.
Tips on ball joint replacement To ensure a quality steering and suspension repair and after determining that the ball joint is worn, best practice includes the following steps: ■ Remove the wheel to access the ball joint and move the brakes aside. Depending on the steering assembly, you may have to remove the caliper which will increase the time required. You may also need to loosen the mounts holding the control arm or anti-roll bar in place to give you more room to move suspension parts. ■ Before removing the old joint, soak all the bolts with penetrating oil to loosen them. Remove the mounting bolts. Then remove the “pinch bolt” that clamps the ball joint pin, and using a pry bar leaver the joint out of location. Loosen and remove the bolts securing the joint to the suspension arm and remove the joint. ■ Note that ball joints can be mounted to the control arm in several ways: pressed in, clipped or bolted. In some instances, the
Cracked or defective boots need to be replaced to avoid lubricant loss or contamination. ball joint may even be integrated into the steering arm, necessitating replacement of the entire arm. Ball joints that are pressed in will require a hydraulic press for removal and replacement. ■ Inspect the wishbone mounting holes for damage or metal fatigue. A worn ball joint can cause damage to this hole, which in turn can damage the new joint. Fit the new ball joint to the suspension arm, ensuring all new fixings are used and are torqued to the manufacturer’s specifications. Remember to never use air or power tools
as they can cause damage to components. ■ Insert the ball joint pin into the steering
knuckle. Secure it with a new bolt and locking nut, tightening to the correct torque. Refit the wheel and wheel nuts and tighten to the correct torque. Always torque components in their loaded position, not wheel-free. This will prevent the components from being under additional stress when the vehicle is lowered to the ground. ■ Finally, settle the vehicle on its suspension and check the wheel alignment including camber, adjusting as required. Julian Goulding, Marketing Manager Northern Europe, Delphi Technologies, concludes: “Of course, what’s also vital is to ensure that quality replacement ball joints are used. With the ball joint working so hard and extremely susceptible to wear, only those that meet or exceed the manufacturer’s specifications will optimise performance and safety. Stick to reputable, proven brands, such as Delphi Technologies, while a quick indication of a superior product is that it will usually come with all the necessary fixings.”
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TECH TIPS
COMMON FAULTS GDi carbon build-up issues With an increasing number of GDi engines rolling through garage doors over the next decade, Carwood gives some expert advice on how to deal with an old service issue – carbon build-up.
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n a traditional multi-point or port fuel injection engine, fuel is injected into the intake port of each cylinder, where it washes over and cleans the intake valves. In a gasoline direct injection (or GDi) engine, however, the fuel is injected at high pressure directly into the combustion chamber of each cylinder, bypassing the valves. Subsequently, small amounts of dirt, carbon and other particles from the air intake and crankcase ventilation system can build up and burn onto the intake wall; over time this leads to carbon deposits on the valves, cylinder head inlet ports and injectors, which can cause a number of issues: ■ Intake valves: carbon deposits on or
around the valves can disrupt airflow, creating turbulence and an uneven air-fuel mix. This can cause noticeable power loss and drivability issues such as misfiring. The resultant rich and lean mixtures can also generate hotspots within the combustion chamber, causing localised areas of carbon to overheat, and in turn engine knock and reduced engine efficiency. ■ Cylinder head inlet ports: deposits here can cause pre-ignition, rough starting, and rough idling, as well as foul spark plugs and misfire codes. ■ Injectors: fuel that is left in the injector tip after engine shutdown will get ‘cooked’ with the residual heat. Deposits on the tip will hamper fuel delivery, causing the engine to run lean and with it issues such as increased emissions. Since GDi injectors are reliant on fuel to cool the nozzle assembly/tip during operation, any restrictions can also cause the nozzle tip to overheat and deform.
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Symptoms to ask customers about The effects of carbon build-up are gradual, and often subtle to start, so keep an eye out for: ■ reduced acceleration/power ■ rough idle/hard engine starts at cold ■ engine misfires ■ excessive engine ping on acceleration ■ lower fuel economy ■ black exhaust smoke under hard acceleration ■ cylinder misfire fault codes from one or more cylinders ■ check engine light ■ faulty sensors from fouling If you suspect carbon build-up, conduct some simple tests to confirm the diagnosis: ■ use a diagnostic scan tool to check for random and single cylinder misfire or cylinder disabled codes. ■ remove the intake manifold and inspect the cylinder head intake runners for carbon deposits on the walls and back of the valves. Check the injectors too. ■ connect a pressure transducer to the intake manifold whilst cranking the engine – low
vacuum on the intake stroke in at least one cylinder is a sign that the intake may be partially blocked with carbon.
How to remedy carbon build-up The only way to resolve carbon build-up is to remove the intake manifold and blast the intake runner and valves with a non-abrasive media. Technicians should also remove the injectors and perform off-vehicle diagnostic tests and specialist cleaning on a specialist GDi bench. Carwood has invested in this capability and can offer both injector diagnostics and servicing, and a full range of Bosch OE GDi pumps and injectors, backed by expert technical support, should parts need replacing. So, by understanding the problems, and knowing how to avoid and fix them, service professionals can take advantage of another lucrative service opportunity and build up both their sales, profits and customer loyalty. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN016
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TECH TIPS
KNOW YOUR PARTS Lithium Batteries Traction Charger outlines the key differences between the similarly named Lithium Ion and Lithium Iron batteries.
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espite having similar names these are actually two different types of battery, used for different purposes and with distinct characteristics. Perhaps confusingly, both are used in automotive cars, but there are big differences in how they are used and how they perform. Ultimately these are both battery types, so they do operate on a similar principle in that ions are passed between positive and negative electrodes to discharge and charge. They are also both rechargeable, and also both use a graphite carbon electrode with a metallic backing as the anode. Lithium-iron (LFP) and Lithium-ion (LCO) technology are both relatively new, the first lithium-ion battery was released in 1991 and is now used in portable electronic devices such as electronic toys, wireless headphones and mobile phones. The lithium iron phosphate battery (or LiFePO4 battery) was developed in 1996 using very similar chemistry. It wasn’t commercialised quickly due to a low electrical conductivity, but this was later improved, making it a player in the 2000s.
Differences LCO batteries have the chemical symbol LiCoO2 and LFP batteries LiFePO4, so we can see that the immediate difference is that
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one contains potassium and the other contains cobalt. It is these core elements that are the main active material in these two battery types and give them their distinctive differences. LCO technology has a relatively short life span, with low thermal stability and limited load capabilities. It requires a slow charge and has a shorter life span. Crucially though, they also have a high energy density and no memory effect, and can deliver power over a long period, which offers a great option for smaller electronic devices that needs recharging. Lithium-iron batteries (LFP) are in general less powerful than a lithium-ion battery. They have a much longer life span – LCO cycle durability is between 400 and 1200 and last around 13-18 years, whereas LFP is more like 2000 cycles so in theory should last more like 50 years. LiCoO2 is considered hazardous (it can cause allergic reactions to the eyes and skin when exposed), whereas LiFePO4 is a nontoxic material and can be disposed of more easily. Lithium iron phosphate has generally excellent thermal and chemical stability, staying cooler in higher temperatures and at low risk of combustion, whereas LCO batteries have a higher flammability rate.
Automotive applications? LFP technology (lithium-ion) is the primary
choice of battery for an electric car, so you’ll see this technology specifically in Teslas and most hybrids. They need to be plugged in in order to recharge. Lithium-iron batteries however, are being used more often to replace conventional lead-acid batteries in gas/petrol-powered motor vehicles. This technology is significantly more expensive than regular car batteries but with its longevity and charging benefits it’s quickly becoming the choice of battery for car manufacturers, so is now often found in newer cars.
Charging Traction Chargers produce battery charging technology specifically for Lithium-iron batteries – The MPL50-Li and SPIC-50. These batteries require a specific charger and can be fatally damaged if a non-LiFePO4 charger is used. Both the MPL50-Li and SPIC-50 can also be used for all other common battery types (Ca/Ca, Ca/Ag, AGM, GEL and conventional lead acid) so it’s a worthwhile investment for future-facing workshops and mechanics. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN017
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THE PARASITES OF POWER
What is a parasitic drain? Sometimes a battery experiences a parasitic drain, which means a vehicle is still consuming circuit functioning power, even after the vehicle has all components switched off, and the CAN (Controller Area Network) system should be completely asleep. The maximum drain should be less than 0.05A from the negative battery terminal, anything over this could indicate a problem.
MAXIMUM LATENT AMP DRAW
What causes a parasitic drain? Let’s start with the basics, visually inspect the battery and then test it. Are the terminals in good, clean condition? If the terminals look like the one in the image, this could well be the problem; high terminal resistance. This corrosion can be caused by simply overtightening the terminal clamp, causing acid residue to leak. Other causes of parasitic drain could be that the vehicle is simply not going to sleep (when checking this, it can take in excess of 30 minutes for all systems to completely go to sleep), ask your customer as many questions as possible to find out how the vehicle is left after use? This could point to something simple like the car being left unlocked in a locked garage, which will not allow the CAN system to enter sleep mode. Before you start with the diagnostic tools and oscilloscopes, use the multimeter and check the function of the bonnet switch. Many cars will lock with the bonnet open but the alarm will not set, this then leaves the CAN system online, causing a drain. Has the vehicle been repaired recently? The amateur DIY mechanic could have fitted a new accessory, and unless it has been fitted to a switching live feed, it will remain permanently live and cause a drain. Large amounts of solder during repairs can also cause high resistance in circuits, which then creates another circuit consumer and causes a drain. Finally, do not rely on the Amperage hour (Ah) rating of the battery to determine how long the battery will last with a certain Amp draw, this will only determine how long the battery will take to become completely discharged (0 Volts). The battery is actually fully discharged at 11.8 Volts, therefore the discharge time is much shorter than you think.
THE VARTA PARTNER PORTAL: Not sure which battery technology to choose? Not sure where the battery is and how to replace it? Head to the VARTA Partner Portal, where you can find the expert advice throughout the whole replacement journey. Register now for free: WWW.RDR.LINK /AAN018
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TECH TIPS
BEST PRACTICE Servicing PureTech engines Dayco’s National Sales Manager, Steve Carolan stresses the need for workshops to provide regular maintenance of PureTech engines in line with VMs’ scheduled service intervals, to ensure the ongoing reliability of these engines.
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aking the 1.2-litre PureTech engine, which is used in multiple PSA applications, as an example, according to their respective service schedules, the timing belt must be checked at intervals of between 12,500 and 16,000 miles or every 12 months, whichever comes first. The belt-in-oil solution helps this small and efficient engine deliver incredible levels of power, alongside exceptionally low emissions and excellent fuel economy, primarily because it reduces friction in the drive system by up to 30 per cent. However, to maintain this level of performance and to continue to operate as the manufacturer designed, they need to be serviced regularly and the condition of the belt assessed. Apart from the catastrophic consequences that would result from belt failure, belt degradation can also have serious implications to several other components, such as the oil pump and brake system vacuum pump. So, for independents servicing these vehicles, there are some practical best practice guidelines that can be followed to help them avoid these issues, including how to assess
the condition of the belt, without having to resort to a complete engine strip down. First and foremost, irrespective of why the vehicle has come into the workshop, check the condition of the belt. This is much easier than many think, as it can be carried out by looking at the condition of the back of the belt when viewed through the engine’s oil filler. The second, which can also be carried out through this access point, is to measure the width of the belt with special tool PSA part number 1643190080, as excessive belt swell can cause binding in the drive system. If any evidence of damage can be seen, or if its width exceeds that of the measuring tool, the belt must be replaced. However, even if no damage is obvious, but contamination of any description is evident in the engine oil, further exploration is necessary as the oil sump needs to be dropped and several of the engine’s other components must be examined. Technicians need to check both the oil pump and vacuum pump strainers for any debris, and if any sign of contaminates are found in the vacuum pump, its replacement should be considered. Three further checks then need to be made: the turbo oil feed banjo, oil pump solenoid valve and the variable valve timing solenoids, which all also need to be cleaned before refitting. Finally, a visual check for
debris in the oil ways should be carried out by removing the camshaft solenoids. If contamination is found in any of these areas or components, irrespective of the visual condition of the timing belt, it must be replaced. By following these best practice procedures, workshops will not only be reducing the risk of subsequent belt failure, but they will also ensure that the engine is operating to its correct tolerances and maximising its performance and efficiency.
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TECH TIPS
TROUBLESHOOTER Resolving an Audi A4’s AdBlue warning fault Using the DrivePro diagnostic software, Opus IVS’ remote IVS 360 team guides a customer through diagnosing and repairing an Audi A4 with AdBlue warning fault.
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ecently, a customer requested support on an Audi A4 (2016 – DEUA Euro 6 Engine). They reported an AdBlue warning on the instrument cluster, stating “No engine start in 500 miles”, despite the AdBlue being refilled. After carrying out a full system test with their diagnostic tool, the following faults were detected: ■ Engine 1 FAULT P20E800: Reductant Pressure Too Low ■ (AC) Reductant Control Module 3 FAULTS ■ U101100 : Supply voltage – Voltage too low P21CA00 : Reductant Control Module Supply Voltage – Circuit P20BC00: Reductant Heater A Control Circuit High. To investigate and repair the issue, the team advised that the following checks be carried out. Suspicious of the voltage supply fault codes in the Reductant control module, the customer was advised to check this live data for the reductant control module voltages. This showed that one of the terminal 30 voltages was low (Fig.1).
��� Next, the team suggested using a wiring diagram to carry out the wiring checks for the powers and grounds to the reductant control module.
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After all the wiring tested OK, the team were suspicious of an internal module fault. With guidance, the customer found the Reductant Control Module to have a sticker peeling off the module. After peeling this sticker back, it revealed a small hole in the module casing, as shown in Fig.2.
As the module looked like it would have to be replaced, the team recommended taking the casing off to investigate further, revealing damage to the control module, as shown in Fig.3.
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With guidance, the customer found the Reductant Control Module to have a sticker peeling off the module. After peeling this sticker back, it revealed a small hole in the module casing.
Having successfully diagnosed the issue, the technician replaced the Reductant Control Module and rechecked the fault codes and live data. With no faults stored on the module, and the live data for the terminal 30 voltage now looking correct, the issue was resolved (Fig.4).
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Sponsored by
WHAT TRAINING AND QUALIFICATIONS DO YOU NEED TO WORK ON To understand how the various awards and qualifications relating to high voltage vehicles work, let’s look at how they came about in the first place. The HSE, aware of the changes to vehicle technologies, categorised the risks or dangers to people working on or around these vehicles at four different levels as outlined in Fig.1. Using this information, the IMI developed a range of standards and qualifications, as shown in Fig.2 and outlined below:
FIG.1 Health and Safety Executive, levels of EV work
FIG.2 Qualifications and awards
> Level 1:Vehicle Awareness, >
> >
is about being aware of the potential dangers, even things as simple as how some EVs are very quiet when moving in the workshop. This level is ideal for valeters, sales staff, managers, and anyone who comes into contact with EVs in a working environment. L2: Hazard Management for Emergency Personnel, is about ensuring first responders are able to work safely. L2:Vehicle Routine Maintenance Activities, is aimed at qualified or time served technicians working around high voltage systems
EVS
Last month I asked the question “Are high voltage vehicles dangerous to work on?” The answer is no, they are not dangerous if you have the correct tools and are suitably trained.
>
who are able to safely switch them off (de-energise). L3:Vehicle Repair and Replacement, is for technicians who will be working on the high voltage systems, with them switched OFF. L4: Diagnosis, Testing and Repair of Vehicles and Components, includes working on high voltage systems with them switched ON, and is for technicians who have previously completed level 3.
To set a context, a training course for level 1 would be a maximum of one training day. Levels 2, 3 and 4 are often about two days each (assuming the
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delegate is a qualified vehicle technician). Some providers offer a week long course that covers levels two, three and four. For safety reasons it is essential that you are trained and qualified before working on or near high voltages – the 400V used by many EV batteries really will kill you... There is no licensing requirement for working on vehicles (we can debate this another time!). However, when it comes to high voltages in the workplace, the Electricity at Work Regulations 1989 definitely applies to vehicles as much as it does to fixed wiring in the home or workshop. For example, one part states:
“No person shall be engaged in any work activity where technical knowledge or experience is necessary to prevent danger or, where appropriate, injury, unless he [sic] possesses such knowledge or experience, or is under such degree of supervision as may be appropriate having regard to the nature of the work.” IMI TechSafe, a professional recognition, is an excellent way of ensuring compliance with the Electricity at Work Regulations, and the associated HSE requirements – and, of course, to keep a technician safe. It identifies a member’s professionalism and safe working practice in the field of EV. As well as proof of competence through the achievement of nationally recognised qualifications, IMI TechSafe recognition means that the member keeps up-to-date through mandatory requirements for CPD. To retain recognition, you must complete a set amount of CPD over three years. Next month will be back to basics when I look at how the main EV systems work.
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Vehicle Case Files In this series of articles, Liqui Moly investigates common vehicle problems and proposes a solution. PROBLEM: Changing the oil on an automatic transmission SOLUTION: Liqui Moly’s Gear Tronic ASSESSMENT: Just a few years ago, changing the oil on automatic transmissions was time-consuming and complicated. Liqui Moly designed Gear Tronic help independent workshops perform a fully automatic oil change for torque converter transmissions, CVTs and DSGs. Gear Tronic III is the latest generation from Liqui Moly. The proportion of vehicles with an automatic transmission is growing worldwide. Even in countries where manual shifting was very widespread, it is on the decline. Just as the popularity of the automatic transmission concept is increasing, so is the need for service. The new Gear Tronic III device shines with a number of improvements compared to its predecessor: a robust 7-inch colour touchscreen with enhanced display provides a better overview. The work instructions are also displayed there,
including the correct adapters and pictures from practice on the vehicle connections. The complete vehicle database with more than 2000 vehicle models and all the information is now right on the device. Additional data carriers and logins to other systems have now been eliminated, simplifying the process. Networking also offers other benefits: the servicing data can be sent directly to the printer or to an e-mail address of the workshop via wifi. Regular and free updates will also be installed automatically via the internet in the future.
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BUSINESS
& TRAINING
With an onslaught of EVs due to hit the independent aftermarket in the near future, Waeco is utilising its involvement with industry body OESAA to share essential advice on A/C servicing with more independent workshops than ever.
A FLUSH FIT
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ack in March, the Original Equipment Suppliers Aftermarket Association (OESAA) welcomed air conditioning specialist, Waeco, to the organisation. Its territory sales manager for workshop equipment, Andrew Bastable, has called the group’s determination to prioritise education in the automotive aftermarket “refreshing”. Waeco wants to align itself with the organisation’s membership, in order to better prepare workshops for the onset of electric vehicles coming through their doors. Fortunately, the firm has more than four decades of A/C engineering and manufacturing experience to call upon.
Changes on the horizon According to Andrew, A/C systems have, traditionally, been billed as an “easy fix”, but that is all set to change; the days of simply using PAG 46 or universal compressor oil, then recharging the refrigerant during a service, are numbered. He argues: “Focusing on EVs or hybrids, it’s vital that moisture is removed from the system. That is why the correct, specific compressor oil must always be used when replacing old oil from the vehicle whilst servicing the A/C
system. Always bearing in mind that the correct refrigerant and vacuum is carried out on the system as per any A/C service. “However, the most commonly seen A/C service format from technicians is to unscrew a bottle of compressor oil, pour it into a plastic bottle on their service unit, then allowing that moisture to go back through the system. Exposing this oil to moisture in the atmosphere undoes all their hard work, so technicians need to understand the consequences of this format with future vehicles, along with the right specification of oil!” The moisture issue got Waeco thinking; it now provides a patented Profi Oil canister, and these have laminated bags inside them – Andrew expanded: “there is no way of allowing any exposure of moisture into the system. These canisters click onto the machines. We produce them in 150ml and 500ml bottles for manufacturers. “We’re able to reuse that oil too; previously, once the oil seal was open, air and moisture would mix in with the oil and would likely be redundant in less than three days. Oil used after that has the potential to cause severe damage to the vehicle and also the A/C service unit – we’ve seen a huge increase relating to electric compressor failures.”
Working with technicians to offer solutions Andrew said: “I believe that it’s going to become increasingly difficult to obtain A/C items in the years to come, especially within the EV A/C sector due to demand from servicing and fitting errors; on the other hand, this will present a fantastic opportunity for those garages carrying out the A/C repairs and services correctly.
Internal combustion engines All of Waeco’s A/C machines come with the ability to add on a flush kit to the bottle, so they are able to jump between EV and ICE powertrains. It completes an internal threeflush cycle and removes any potential dangers of cross contamination. Andrew added: “That flexibility allows technicians to look at vehicles that are 10years-old and cars that will be filtering through into the aftermarket over the next few years. We also sell hybrid flush kits.” WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN023
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BUSINESS
& TRAINING
A TEAM EFFORT
M
AM Software has launched the latest version of Autowork Online, its cloudbased garage management software designed to facilitate every aspect of running a busy workshop or garage. The recent update includes many user enhancements for the TeamView companion application and a new technician time reporting suite. The latest release adds an improved Electronic Vehicle Health Check (eVHC) and damage inspection feature to Teamview. What’s more, inspections can now be carried out from the same devices. Designed for phones, tablets and PC, the TeamView inspection features works
“This is just the first step in our plan to streamline and support the customer decision making process with a fully integrated inspection and estimate approval workflow.”
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MAM Software has announced new additions to its TeamView app with eVHC and damage inspection now available. seamlessly with the existing AutoWork Online processes alongside the paperless job card in a single app. The new and improved TeamView features are now included as standard for new and existing users for no additional cost, for up to 4 technicians on unlimited devices. The deferred work feature now aims to be easier to use. Deferred work is a way to recover previously recommended work and integrates directly into the reports created from an eVHC. Each process within the garage or workshop environment can be enhanced using AutoWork Online and TeamView, utilising eVHC, deferred work, the suggested jobs feature and the automatic SMS reminder service. This latest version contains a series of new features that have been developed to make things more direct and simple, ultimately allowing you to provide a better experience for your customers. Product manager Chris
Daniel explains: “This is just the first step in our plan to streamline and support the customer decision making process with a fully integrated inspection and estimate approval workflow. The enhancements in this release, including changes to make suggested jobs and deferred work easier to use more than ever before, will help garages convert, upsell and recover more of the profitable work they want to do, when they want it, with minimum effort. Combined with what we have planned our aim is to help our users compete successfully in the rapidly modernising aftermarket.” Autowork Online users will receive notifications from MAM Software when their system has been updated. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN024
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ADVERTORIAL
BILSTEIN B6 CAMPER:
NEW PRODUCT LINE SPECIALLY FOR MOTORHOMES SHAKING UP THE CAMPER MARKET – BUT NOT THE PASSENGERS. The motorhome industry is booming, with no end in sight. However, the driving behaviour of the mostly one-to-one commercial vehicle base is not always ideal for camping use. This is because classic van suspensions are designed for highly fluctuating load conditions. Camper combines a whole range of benefits:
Motorhomes, on the other hand, are never
These include a safety plus in crosswinds and
really empty due to the heavy internals, but tend to move just below the permissible total
vans. Young families in particular appreciate
on bends thanks to optimum grip and a more
weight. Lacking travel comfort, poor stability
these affordable vehicles. In addition, the new
intense driving experience thanks to high
in curves or disturbing driving noises therefore
shock absorber is also available for semi-
traction and precise handling. At the same
do not exactly make the journey a pleasure.
integrated vehicles. BILSTEIN has carried out
time, campers can look forward to a more
As a result, you arrive at your destination
special road tests for this application to
comfortable driving experience: the reduction
exhausted and stressed. It would be much
guarantee optimum handling here too. Other
of driving noise through better damping
better, however, if a relaxed feeling of being
applications will follow successively. There will
contributes to this just as much as the increase
on holiday could set in as soon as you set off!
also be a variant with automatic damping force
in comfort through optimised rolling behaviour
That’s why the shock absorber experts at
adjustment using a purely mechanical process.
on cobblestones and at level crossings.
BILSTEIN have decided to build up a tailor-
This shock absorber adjusts its characteristics
made product line for motorhomes around the
automatically by means of vibration feedback
the BILSTEIN B6 Camper high-performance
high-performance B6 shock absorber with the
from the road. Motorhome owners can
shock absorber is not a simple carry-over
suffix “Camper” from 2022 onwards. For
therefore soon look forward to another
product. Each vehicle application is
many, this innovative product could become a
attractive camping product from BILSTEIN.
individually tuned on a demanding course in
The successful setup is due to the fact that
the BILSTEIN road test at “ATP Automotive
real game-changer. All product information The BILSTEIN B6 Camper in detail
Testing Papenburg”. This time-consuming
“Caravan owners have been able to upgrade
process is also the reason why the product
which forms the basis for well over half of all
their towing vehicle for some time now with
roll-out is staggered. Step-by-step, BILSTEIN
motorhomes in Europe, is the first to benefit
our improved BILSTEIN B6 series replacement
will test and fine-tune further vehicle
from the significant increase in damping force
shock absorber, which we also recommend to
applications of the B6 Camper and launch
compared with the standard damper. All
all other motorists due to its greater damping
them on the market – but only when the
identically constructed vehicles from Citroën
force”, explains Rainer Popiol, head of the
demanding test engineers are fully satisfied.
and Peugeot are also taken into account. The
BILSTEIN Academy training organisation: “But
B6 Camper configuration was initially tested in
now, for the first time, we can also offer a
the particularly popular segment of camper
special product for motorhomes”. The B6
can also be found at camper.bilstein.com. The Fiat Ducato (from model year 2006),
BWWW.FACEBOOK.COM/BILSTEIN.UK D WWW.INSTAGRAM.COM/BILSTEIN_OFFICIAL
Want to know more? For more information WWW.RDR.LINK /AAN025
F WWW.YOUTUBE.COM/BILSTEINDE
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SPECIAL REPORT
Q&A PMM interviews Steve Nash, IMI The IMI’s Chief Executive Steve Nash caught up with PMM recently to discuss why the industry can really benefit from diversity increases and what workshops can do to promote diversity in the workplace. Hi Steve, can you tell readers about what the IMI has been doing to promote a more diverse automotive industry? We’ve been very heavily engaged in equity, diversity and inclusion over the last year, convening a cross-industry taskforce of people to represent the following three areas: visible and invisible disability; race and ethnicity; and gender in its broadest sense. There's a practical element to all of this as we are now facing some of the greatest skills shortages we’ve seen to date. As an industry, we've not been particularly diverse historically and it's not really possible for us to continue down that path. We’re not alone in that, of course, it’s something that affects all sectors. However, if we're going to address the skills shortages in our sector specifically, we have to fish in much more of the pond than we have done previously. We've always been underrepresented on the female side, for instance. Considering that women make up 51 per cent of the population now, it's crazy for us not to have a better balance. There are many other underrepresented minorities and
“If we're going to address the skills shortages in our sector specifically, we have to fish in much more of the pond than we have done previously.” Steve Nash, IMI
there is a bigger issue than simply plugging the skills gap, which is urgent. So there is a need for diversity that goes beyond just numbers? Beyond the practical element, it's also about understanding our workforce better. We have, for example, a lot of neurodiversity in the industry. So the one area where as an industry we are actually overrepresented compared to other sectors is in people with invisible disabilities, whether that be dyslexia, ADHD or a number of other neurodiversities. If we can understand the situation of our workers better, we can do a better job for them and they in turn will do a better job for us. Why is diversity itself a good thing? It’s important that we recognise that the more diverse a workforce is, the more effective it is. That has been researched extensively and there are some brilliant examples of it. The one that sticks in my mind is the CIA. The CIA receives around 50,000 applications a year, from which they always took the cream of the crop of Ivy League universities – so these are very intelligent people from the top universities in the States. The thing was, though, they all came from the same kind of background. They were predominantly white, all from upper middle class or upper class backgrounds, so they all shared a collective
blindspot. When Osama bin Laden came on the scene, they didn't take him seriously because they didn't understand any of the cultural references. Ultimately they paid a heavy price because they couldn’t see the threats that were there. It's been well proven that the more diverse your workforce is, the greater the variety of ideas you generate. And it pays off in a more literal sense too? It is directly measurable on the bottom line. Even if people feel cynical about this stuff and think it's just “being woke”, it’s worth listening. I’ve always said right from the beginning that I wanted to see outputs that would appeal to even the biggest cynic. I want them to say: “I think I can't afford not to do this stuff because otherwise I'm not going to have the workforce I need going forward.” If your workforce doesn't look anything like the people walking up and down the street outside, you probably need to think about changing that. One way is through apprenticeships. We've got a Return on Investment calculator on our website which shows what kind of return you could expect from employing an apprentice, which is way more positive than most people believe it to be. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN026
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SPECIAL REPORT
Q&A PMM interviews David Aldous, Petronas PMM ’s Editor Kieran Nee puts the questions to Petronas’ Technical Service Manager, David Aldous about the lubricants company’s new Syntium range of oils. Hi David, could you start by telling us a bit about Petronas?
drivers who need products that can withstand challenging schedules, terrain and weather conditions. As we develop and test our products under the most extreme pressures, such as F1 or the Dakar Rally, our products deliver winning performance. Our relationship with the racetrack puts us in a unique position to deliver motor racing level technology to drivers all over the world, and even into the car on your driveway!
Established in 2008, Petronas Lubricants International is a leading global lubricants company, currently ranked amongst the top 10 in the world. We manufacture and market a full range of high-quality automotive and industrial lubricants products in over 100 markets worldwide. We also work in tandem with Mercedes-AMG engineers to co-design the V6 hybrid Formula One engine and develop fuels, lubricants and functional fluids that power the Silver Arrows Race Team.
What benefits does the new Syntium range offer drivers?
Can you give readers an idea of the range of products you offer? We have an extensive portfolio of advanced lubricants and fluids for a range of vehicles, including cars, bikes, motorsport, trucks, agriculture, and construction. For example, this year we launched our new Petronas Syntium range for road cars which boosts thermal efficiency and controls engine dissipation. Our CoolTech+ technology cuts vehicle emissions and fuel consumption by up to 3 per cent – minimising the environmental impact of driving and saving motorists money – which we all know is more important than ever given the current climate. For both light and heavy-duty trucks, we have our Petronas Urania oil range which delivers the durability needed to withstand the toughest situations and the heaviest loads. Whether this is extreme engine temperatures, oxidation or damaging deposits, Petronas Urania brings core strength to the trucks and commercial vehicles, while providing better fuel economy, reduced emissions and enhanced reliability too.
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"As we develop and test our products under the most extreme pressures, such as F1 or the Dakar Rally, our products deliver winning performance." For readers who are unfamiliar with the brand, what separates your products from those of your competitors? How has experience on the race track helped the company create a better product for the workshop? Our customers are looking for products they can trust and depend on, regardless of the situation. Whether this is everyday motorists who want confidence on the open road and products that reduce the impact on their engines, wallets and the planet, or truck
Modern vehicles must work harder and more efficiently to generate more power from smaller engines, all while consuming less fuel to reduce emissions. That’s why the Petronas Syntium range focuses on addressing thermal efficiency and controlling the dissipation of engine heat, transforming the performance of road car engines for cleaner, more cost-effective mobility. For example, it now offers almost 40 per cent stronger protection against the wear of critical parts compared to past generations and provides up to 68 per cent higher oxidation resistance too. It’s this attention to detail that counts. The new range utilises CoolTech+ technology, could you explain what that is? Our CoolTech+ technology is all about efficiency. It lubricates the moving parts to protect and reduce wear, removing heat generated by friction and combustion. It can deliver up to 3 per cent better fuel economy and few emissions, for cleaner, more costeffective, and efficient mobility. By
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improving fuel efficiency, we have reduced the overall heat generated from combustion, which keeps the engine at the optimum operating temperature. Similarly, by reducing fuel consumption we have reduced the CO2 emissions generated from the combustion process. How important is sustainability to today’s drivers? Sustainability is something that cannot be ignored. Whether this is drivers, companies like PLI or garage owners - we all have a responsibility to reduce our impact on the environment. From a car owners’ perspective, having a better performing and cleaner car engine reduces the impact on their wallet as well as the planet. It is our job to provide customers with solutions to help them be more energy efficient and reduce carbon emissions, as well as offer products that are sustainably packaged. Engines are getting smaller, whilst drivers are expecting increasingly comfortable drive experiences – how can the Syntium range help vehicles achieve this?
A vehicles performance is vital to the driving experience and is directly linked to ride comfort. Most engines only convert around one third of their potential fuel energy into power, the rest is left unconverted or disappears as waste heat. Excessive heat can cause damage to critical engine parts, such as turbochargers, pistons and bearings, which ultimately affects the driving experience. The Petronas Syntium range enables motorists to unlock peak engine performance for a more stable car, and a smoother ride. What else is Petronas doing to reduce plastic waste and carbon emissions? We strongly believe it’s time to change, and it’s our goal to achieve net-zero emissions by 2050. As part of this journey, we have redesigned our packaging. The Petronas Syntium range now uses 15 per cent less plastic across the entire collection and our new 20L Ecovent pail now contains up to 50 per cent recycled plastic, with the pails themselves fully recyclable. This new packaging is a major step forward in our netzero ambitions and supports our customers to operate more sustainably.
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN027
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COMPETITION
HOT STUFF Induction heating looms large in manufacturing industries and in domestic cookers. So, what's it about, and can it help in the automotive workshop? GYS explains what it has to offer to the independent workshop and gives you the chance to win a Powerduction 10R for yourself.
O
xy-fuel gases have warmed up steel in workshops since we can remember. With good reason: if the equipment is properly maintained and if the operator follows well-defined procedures, oxyacetylene in particular is a safe and effective way to heat a wide range of material thicknesses. Plus, you can cut and weld with it. While the equipment itself is relatively cheap, cylinder rental and gas aren’t. Moreover, the two safety-related 'ifs' above generate enough concern that, in these riskaverse days, some companies have banished gas from their workshops. Yet things still seize up and get bent. So, what's the alternative? Induction heating heads a very short list. Heating without a flame or physical contact, it is a controlled, safe and efficient process.
What’s going on? Electronics are behind the magic. An induction heating set first changes single- or three-phase electrical power to high-frequency alternating current; that is, one which reverses flow direction rapidly and endlessly. This current goes to an electromagnet which, in response, produces a strong magnetic field which also flips direction rapidly. If you then put a conductive object, typically a metal, in that alternating magnetic field, the alternating electric currents appear in the object – despite it having no contact with the electromagnet. These strong, constantly flick-flacking currents lose some energy as heat as they overcome resistance to their flow, so the whole object heats up.
38 JULY/AUGUST 2022 PMM
How hot things get, how quickly they heat, and how far that heat penetrates is decided by two main things: the material's resistance and the intensity/frequency of the magnetic field it's sitting in. Now, induction heating technology has drifted to workshop level. The GYS Heat Induction range consists of eight models of varying power levels available, from the entry level 10R through to the range-topping 220LG. We shall focus on two models here. Offered through its Rugby-based UK arm and independent dealers, the Powerduction 10R is a single-phase portable multi-application spiral inductor. The Powerduction 39 LG is liquid-cooled, which extends its duty cycle compared with cheaper air-cooled alternatives.
Ends of a spectrum The most popular of the Powerduction range for use in automotive applications is the 39 LG. It needs a 13A single-phase supply to produce its rated 3.7kW heating power. It can run from a generator, but only if the power supplied is frequency-stable and spike-free. The unit weighs 50 kg (including 7 litres of coolant) and its 2m-long mains and 3m output leads allow reasonable reach. Heating is adjustable in 250W steps; duty cycle is generous, i.e. the unit can operate at full output for 15 minutes before shutting down. This is good performance: for example, at full power the 39LG can bring a 10mm bar to red heat in 15 seconds, or heat to red one flat of a M12 nut in just 1 second. At the top end of GYS’ range sits the 220 LG. Hooked up to a 32 A, three-phase supply the 220 produces 22 kW at 100 per cent duty cycle. It’s certainly heavy duty, weighing 130 kg and carrying 30 litres of coolant. Supply and output leads are 4 m and 6 m long respectively, with the latter gantried to take cable weight from the user. Performance is impressive: 2 seconds to red-heat a M45 nut, 12 seconds to spot-heat 8mm plate, 4 seconds to heat 10mm bar.
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Variations of inductor angle, shape and size let the user match a tip to the job, whether it's spot-heating an item or full-depth, all-round heating a bar or tube. Each unit’s output lead finishes in a lance, tipped with an interchangeable inductor. While the lances differ in size and design according to the power they must handle, both are liquid-cooled; the temperature is helpfully flagged on the control panel. Various sizes and types of inductor are on offer. Most are copper blocks surrounding an exposed and potentially fragile ferrite core, the latter used to direct and amplify the magnetic field, while others are loops or pads. Variations of inductor angle, shape, and size lets the user match a tip to the job, whether it's spot-heating an item or full-depth, allround heating a bar or tube. When changing inductors, a button isolates the coolant supply. The extent and penetration of heat depends on the frequency and size of the magnetic field coming from the inductor. Lower frequencies heat deeper, higher frequencies more shallowly. The 39 LG and the 220 LG run at 20kHz-60kHz. The impressive thing is that both units adapt their output frequency on the fly, the aim being to generate as much heat as possible as deeply as possible.
How do you enter? To be in with a chance of winning one of GYS’ Powerduction 10R units, all you have to do is WWW.RDR.LINK /AAN028
and answer the following question:
Q. The Powerduction 39 LG can produce up to how many kilowatts of heating power? A) 35kW B) 37kW C) 39kW Deadline for entries is 10/09/2022
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PROFESSIONAL MOTOR MECHANIC
MECHANEX
THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS
LET’S MAKE 2022 THE BEST MECHANEX YET! The UK’s only regional tradeshow dedicated to garage ain in businesses is back ag proach 2022, with a fresh ap ing cit ex and a host of new content.
2022 SHOW DETAILS Sandown Park, Esher, Surrey, KT10 9AJ, 8th & 9th November It’s an unmissable opportunity to attend FREE seminars, sample the latest products on the market, and take advantage of exclusive show special offers. So, why not bring the full workforce along and make a day of it?
Each month we’ll be catching up with some of this year’s fantastic exhibitors. Make sure you watch this space to discover what great offers and products will be on display this November at Sandown Park!
GET SOCIAL To keep up to date with all things MECHANEX in 2022, be sure to visit WWW.MECHANEX.INFO, like us on Facebook and follow us on Twitter!
MECHANEXShow
@MECHANEXShow
REGISTER FOR FREE TICKETS AT:
WWW.MECHANEX.INFO
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TYRES, WHEELS
& ALIGNMENT
HOW TO Install tie rod ends Meyle guides readers through the four easy steps to a proper installation of its Meyle-HD tie rod ends.
T
he technically optimised MeyleHD tie rod ends come with improvements such as a larger ball diameter or a highperformance grease in the joints. This reduces the parts wear and offers increased longevity. The ball diameter of the firm’s ball stud is significantly larger than the OE equivalent. This extends its service life because the forces acting on the ball are distributed over a larger surface area, reducing the surface pressure on the plastic seat of the ball joint. Like that, there is less wear on the ball stud, which results in added durability. In addition, the HD tie rod ends feature high-performance grease in the joints that aims to further reduce wear on these highly stressed parts. Although tie rod ends are particularly robust components with a range of up to 100,000 km, they are typical wear parts and need to be replaced regularly. The wrong installation of tie rod ends can result in serious damage and impair the vehicle’s directional stability – an obvious safety risk. To guarantee safety and the intended longevity of parts, it is mandatory to carry out a proper installation. Let’s take a look at how to install these tie rod ends in four steps.
STEP ��� Clean the steering knuckle
“The wrong installation of tie rod ends can result in serious damage and impair the vehicle’s directional stability – an obvious safety risk.”
STEP ��� Install the tie rod end
Before the installation of the new tie rod end can begin, the contact surface of the steering knuckle on which the rubber rests must be cleaned. This is necessary so that the rubber on the steering knuckle can rotate freely.
to turn. The final torque is then tightened with a torque wrench. Do not use an impact wrench under any circumstances to tighten the tie rod end.
STEP ��� Lubricate the steering knuckle surface with silicone grease
STEP ��� Carry out the wheel alignment
After cleaning the contact surface on the steering knuckle, it should be lubricated with silicone grease. This will help the rubber sleeve to slide over the surface of the steering knuckle so it won’t be twisted when the steering wheel is turned.
It is always necessary that a wheel alignment is carried out after the installation of the tie rod end in order to adapt the axle geometry of the vehicle to the manufacturer's specifications. Then the lock nut of the tie rod end is tightened with 55 Nm.
Now install the tie rod end and tighten the nut with 65 Nm. The nut must be tightened by hand until the ball pin is no longer able
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN029
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TYRES, WHEELS
& ALIGNMENT
Worth a CHECK Tecalemit’s Malc England asks whether it is time you started undertaking your own vehicle geometry checks and adjustments. Moderate Usage
D
o you outsource your wheel alignment and associated profit margin? Are you fed-up with the amount of time it takes to keep ‘running vehicles up the road’ to someone else’s wheel alignment centre? Do you wish you could undertake wheel alignment adjustments in-house, but are not sure where to start? We always advocate that the first thing to remember with any wheel alignment system is that “It’s the vehicle technician that makes the adjustment to the vehicle geometry, not the wheel alignment system”. So when a wheel alignment equipment supplier informs you “the system they sell is the best”, is that because it is the only type of system they supply? Start with the way you wish to market the alignment service and the quantity of checks and adjustments you envisage undertaking in any given day. These can usefully be categorised as low, medium and high.
Perhaps your workshop undertakes a reasonable quantity of tyre replacements. Here you may have a customer presenting vehicles with heavy tyre wear due to vehicle geometry issues. A higher throughput of vehicles requiring alignment checks and adjustments could substantiate an increased investment in a CCD based cameral alignment system. These systems are typically quicker to set-up and obtain front and rear vehicle geometry readings. The extra cost of these systems can often be recuperated through the time saved in undertaking the geometry checks and adjustments. Tecalemit’s CCD based alignment systems also produce colour printouts that can be included with your customers invoices.
Heavy Usage
Low Usage Perhaps you are a workshop whose main work is general service and repair. Typical jobs that give rise to alignment checks and adjustments are replacement ball joints, track rod ends, steering racks and suspension bushes. Perhaps you only have the requirement to undertake a couple of wheel alignment checks and adjustments per day? You may only need a good laser based alignment system. These are easy to use, take up minimal workshop space with their compact wall mounting capability, and importantly, provide a cost effective mechanism for checking alignment using a variety of environments. A level floor area, two-Post Lift with wheel stands or full length platform lift, such as a four-post lift or scissor lift. The one real advantage with laser systems is that they are very visual. Often described as ‘virtual string’, it is very easy to see the
geometry readings change as the adjustments are carried out. Tecalemit’s laser systems can also be configured with a PC, vehicle database and printer. This enables you to produce alignment printouts for your customers, from these cost effective alignment measurement systems.
Perhaps you market wheel alignment as a bespoke service to the extent where you can devote a entire alignment bay to this service provision. In such instances, you will be maximising bay utilisation, requiring speed of set-up. These type of bespoke alignment bays lends themselves to a 3D fixed camera alignment system with a vehicle lift comprising rear slip plates. These ‘totem pole’ based systems are typically the fastest to set up. They require the quick installation of individual alignment targets to each wheel. The eight cameras provide an instant geometry read out for both the initial vehicle readings, and also during subsequent adjustments. The rear slip plates facilitate easy rear geometry alterations and the built in front radius plates facilitate east front geometry adjustments. Once again, Tecalemit’s 3D systems provide a comprehensive vehicle geometry print out for your customer. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN030
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TYRES, WHEELS
& ALIGNMENT
HOW TO Perform an alignment check Wheel alignment specialist Pro-Align outlines how workshops can quickly perform a wheel alignment check with the Hunter Elite TD, step by step.
W
heel alignment is an essential element of making repairs to steering and suspension systems and can also prove to be a highly profitable source of income for workshops. While specific operating procedures for individual aligners vary between manufacturers, the Hunter Elite TD sets itself apart from more inferior options. The Elite TD is the fastest wheel alignment system on the market, capable of conducting a full 14-point alignment check in just 90 seconds. With such speed, many workshops are using their Elite TD aligner to embrace speculative alignment, helping to bring further income to their business. Now, let’s take a look, step-by-step at just how fast the alignment process is with the Hunter Elite TD.
STEP ���: Position the vehicle Drive the car or van onto your alignment ramp, stopping just short of the turn plates. Leave the handbrake on but turn the ignition off and lower the driver’s window in preparation for completing the caster wing.
STEP ��� :
STEP ���:
Perform rolling compensation To perform a rolling compensation check, simply roll the vehicle forward directly onto the turnplates until the console screen turns green, indicating the Elite TD’s QuickComp feature has captured the motion. Stop and wait for the readings to load. This completes the compensation check including toe and camber angles. You can now access the alignment figures on the console.
Print the results Save and print the initial alignment measurements and discuss the measurement findings and potential adjustment work recommendations with the customer.
STEP ���:
STEP ���: Select your vehicle Using the alignment console, create a work order and recall the correct vehicle specification from Hunter’s comprehensive list of original vehicle manufacturer data available.
STEP ���: STEP ���: Mount targets Raise the ramp to the appropriate working height and attached the high-definition 3D targets using the Hunter QuickGrip adapters which have been designed to eliminate metalon-metal contact and reduce damage to the customer’s wheels.
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Steer caster Remove any locking pins from the front turn plates and release the rear slip plates. Move into the vehicle to follow the console screen instructions to perform the caster swing, turning the steering wheel left to right as indicated, before returning it to the straightahead position.
Sell the service And there you have it. In just 90 seconds you have a clear printout (or digital) alignment result. Where correction is indicated by the measurements in red, your team can now make the necessary corrections ensuring tyre wear is reduced and fuel economy is increased. Alternatively, if you’re providing an alignment service you can charge the customer for the correction ensuring that they see the same cost-saving benefits. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN031
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TYRES, WHEELS
& ALIGNMENT
Q&A PMM interviews Wayne Daniel, Point S Wayne Daniel, Network Operations Manager at Point S Tyre & Autocare Network, sits down with PMM Editor Kieran Nee to discuss what the group can offer to the independent workshop. Hi Wayne, could you tell our readers a little bit about Point S? Point S Tyre & Autocare is an independent tyre dealer and car maintenance network. Our network of independent garages and tyre dealers offer a range of tyre services, as well as an array of servicing, repair and maintenance options for our customers. Point S was first established in France in 1971, and the company has since expanded across the globe into 49 countries and onto five continents, with over 5,800 points of sale. Although the global business recently celebrated its 50th anniversary, our operation in the UK has been going since 2011. In the UK, our network consists of 179 members, with 280 locations in operation.
What is the group doing to increase its presence in the UK? Our international business is a household name in many of the markets in which we operate. In France, for example, Point S is the country’s leading multi-brand automotive services and tyre sales franchise. A key goal of our operation here in the UK is to replicate this success. We have seen a steady but strong growth in our network of independent repair centres, and garage owners across the country are becoming increasingly familiar with the Point S brand. To further boost our presence in the UK, we have been taking strategic steps, both in our own internal recruitment and when taking on new members within our network. For example, we have decided to add a further two Business Development
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Managers to our current roster of four to not only take greater care of our current members, but to seek out new businesses to join the network. When we evaluate whether a business is the right fit for us, we do so in a strategic way, taking everything into account, from location to capacity. We feel that in following this model, our network will go from strength to strength. How can UK tyre fitters benefit from Point S membership? There is so much to gain by being a member of the Point S network. Members become part of a set-up that enables their business to become more profitable in the face of a rapidly evolving automotive market. A central aspect of our network is giving our members the tools and the knowledge to
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stay competitive and futureproof themselves. This stems from the increased buying power and brand recognition that goes hand-in-hand with the Point S brand, as well as our comprehensive support package that includes marketing, training and business support. Our members benefit from better up-front pricing on parts and tyres and we also have a rebate scheme that puts money in their pocket at the end of each year. One of the key aims of the network is to level the playing field, enabling independents to compete with the big nationals and take their business up a notch. Part of Point S’s stated mission is to “defend independents” – how does membership in an international organisation achieve this? We can assure the businesses that join our network that they are guaranteed to retain their independence. This is a fundamental and uncompromising aspect of our strategy. It is our mission to preserve the independence of our network and ensure the profitability of our members. We have no desire to take on the decision-making processes of any of our members; we are purely here to support them on their journey to greater profitability. As an international organisation, we have developed strong relationships with an array of tyre and parts manufacturers. As mentioned above, we are able to leverage these relationships to the benefit of our members, giving them increased buying. This in turn enables Point S centres to become more profitable, ensuring that they can continue to operate in their local market under their own name, with their independence intact.
How wide is the range of tyres Point S has to offer customers? Our centres offer customers a wide range of tyres, from budget to premium products. As an international organisation, the longstanding relationships that we have with tyre manufacturers all over the world enables our members to access these products at competitive prices. The tyre market is an excellent opportunity for independent auto repair centres to gain the upper hand in their local market. Not only is it a profitable revenue stream, but it differentiates a business’ offering and keeps
“One of the key aims of the network is to level the playing field, enabling independents to compete with the big nationals and take their business up a notch.”
customers content that their local workshop is doing everything they can to ensure that their vehicles get back on the road safely. We have had many workshops that have joined us without ever being tyre dealers. By joining the Point S network and subsequently gaining access to our wide range of tyres, these businesses have seen a marked increase in their profitability. Does Point S offer an exclusive, own brand range? We do. We offer our members exclusive access to the Point S range of tyres and batteries. The Point S tyre, in particular, has been the flagship of our offering to our members for quite some time now. The product is designed in Germany and made in Europe to ensure the best quality and safety on the road, at an affordable price. Of course, for our members, this means that they can exclusively sell the Point S tyre to their customers, boosting their own product offering and their profitability. We also exclusively offer Point S batteries, and are in the process of introducing Point S wiper blades and bulbs to our product offering. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN032
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Absolute Alignment’s Bluetooth Lite wheel aligner in use
TYRES, WHEELS
& ALIGNMENT
THE LOWDOWN
T
he latest Absolute Alignment Bluetooth Lite wheel aligner aims to provide an upgrade from the old-style laser ‘tracking gauges’, offering advanced six-camera CCD four wheel alignment at entry level prices. CCD technology is accurate to 0.1mm and measures the position of all four wheels, as opposed to just front wheel tracking.
Low arch clearance is no longer a problem
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The Bluetooth Lite has a particularly small footprint for workshops where space is at a premium and works on a range of lifts – two-post, four-post, scissor – and can even be used with an inspection pit. The aligner is operated from a quality Samsung Android tablet while working on the car, which removes the need for line-of-sight positioning of a base unit or the need to
Absolute Alignment has released a new version of its popular Bluetooth Lite wheel aligner that offers an entrance into a growing market for workshops, including working on lowered cars.
keep returning to a master screen to check what has been adjusted. The system can generate a professional, printed ‘before and after’ report to be handed to the customer which promotes confidence and can be a useful marketing tool. Like all of Absolute Alignment’s wheel aligners, the Bluetooth Lite is supplied with professional wheel clamps which offer an optional extension pack to accommodate wheels from classic Mini to SUV. Importantly, the clamps have special fitments to avoid metal-to-metal contact which protects expensive aluminium wheels and makes the workshop attractive to users of performance cars.
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h e
To further attract such customers, the unit also features a bespoke ‘spoiler programme’ designed to overcome the problems of wheel alignment on lowered, sports and performance cars. Many such cars have too little wheel arch clearance to accommodate the traditional over-the-tyre clamp which is where Absolute Alignment’s Pro Clamp scores as it grips on the lower edge of the wheel, away from the bodywork. As already mentioned, the non-metallic clamp tips also prevent damage to expensive wheels. Absolute Alignment’s Technical Director, Chris Dear, explains the importance of the spoiler programme: “The ability to offer wheel alignment to specialist cars is a real asset to any workshop. Search Google and you’ll find any number of requests for recommendations on modified car forums because the standard wheel alignment equipment can’t cope. We even had a web enquiry from a workshop using a rival’s equipment asking for their local Absolute Alignment centre so they could direct enquiries for specialist car alignment to them!”
“What was previously a difficult operation often involving the removal of body panels is now as quick and easy as with any everyday hatchback.” Absolute Alignment’s web team has identified ‘lowered car alignment near me’ as their fastest-growing search term, and the ability of the Bluetooth Lite to tap into this lucrative market is a very important marketing tool for workshops looking for a competitive advantage. Customers with such cars tend to be high spending – and loyal to workshops that can give them good service. They will also travel long distances to get the specialist attention they need and are very keen to share their experiences – both positive and negative – with like-minded folk. Thanks to Absolute Alignment’s technology, what was previously a difficult operation often involving the removal of body panels is now as quick and easy as with any everyday hatchback. The system has been used and approved by many major race teams including Power Maxed Racing, who use it to set up the suspension of the works Vauxhall Astra racers in the British Touring Car Championship. Chris Dear also commented: “The Bluetooth Lite is a very flexible tool. It does not require a dedicated ramp meaning workshops can undertake checks when it is convenient for the vehicle they’re working on, not just when the alignment bay is free. It’s the perfect entry level wheel aligner because it’s so user-friendly. We’ve spent some time developing the machine to offer the maximum features at a very competitive price.” Absolute Alignment produces a special two-post lift adaptor to enable the Bluetooth Lite to be used on the widest variety of lifts, freeing workshops from the tyranny of the dedicated bay and bringing wheel alignment profits to a wider audience. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN033
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TYRES, WHEELS
& ALIGNMENT
Win! To be in with a chance of winning one of Autel’s TS508 TPMS tools, all you have to do is
TPMS RANGE
WWW.R DR.LINK /AAN0
34
and fill out the form.
This month, we turn to Autel’s range of TPMS and calibration tools and even give our readers the chance to win one for themselves.
A
utel’s TPMS tools aim to provide high performance and offer reprogramming capacity with TPMS diagnostic functions. The devices are compatible with the Autel MX-Sensors which feature a coverage of 95 per cent of the European, Asian and American vehicles. Autel's MaxiTPMS tools aim to provide the best solution for technicians operating in the tyre field and allow them to offer a complete maintenance service. The tools of the MaxiTPMS line can read any OEM/Universal sensor, reprogramme the Autel MX-Sensors and turn off the TPMS warning lights. Compared to previous generations of TPMS tools from the brand, the current crop have made an effort to increase precision, speed and stability.
Features ■ Reading and copying of universal TPMS
sensors ■ Prints sensor data via USB ■ ■ ■ ■ ■ ■ ■
Autel TPMS sensors programming Inputs sensor ID in the control unit 4 x MX Sensor programming methods High vehicle coverage Sensor learning via OBD TPMS fault scanning TPMS DTC read and clear
MAXITPMS ITS600 WIFI The ITS600 is Autel’s new TPMS tool designed to work in conjunction with the new TBE tyre wear and brake disc wear tool. The ITS600 has a wifi module so you can update the tool wirelessly, rather than having to connect to your PC.
MAXITPMS TS508 This tool has four programming methods and is specially designed to activate all known TPMS sensors, read the TPMS sensor status, check TPMS system health conditions, programme MX-sensors and conduct TPMS relearn procedures. With Quick Mode and Advanced Mode options, you can save time by choosing the most suitable way to complete work. The TS508 has all the features of the previous TS408, but also has the ability to extract ID codes via the OBDII interface, and can display faults detected. The TS508 also has TPMS read and clear DTC capabilities, so it can be used as a standalone TPMS fault finding tool.
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Deadline for entries is 10/09/2022
MX808TSC As the first comprehensive TPMS and Diagnostic tool in the market, the MX808TSC attempts to offer workshops superior capability of TPMS health checking, sensor programming, TPMS relearn, as well as all system diagnostics and special service functions. Its diagnostic software tool supports ABS, SRS, SAS, BMS, DPF, EPB, oil service and TPMS sensor programming functionality, as well as read and clear diagnostic functions for over 70 manufacturers. A fast go-too tool for undertaking many service functions, it is lightweight, has an ARM Cortex-A9 processor, and is portable. The MX808TSC is equipped with a 7 in. touchscreen with 1024 x 600 resolution and a Bluetooth VCI mini for wireless communication with the vehicle.
Features ■ Optical scanner identifies VIN/MMY ■ Exclusive TPMS status screen ■ Fast OBD ll relearn for most domestic vehicles ■ Copy by OBD sensor programming for faster service ■ Batch programme up to 20 Autel 1-Sensors ■ Activate, read, relearn all known TPMS sensors ■ Wireless OBDII connection via Bluetooth VCI ■ Tyre pressure placard value reset ■ Includes four commonly used maintenance service functions
MAXITPMS TBE100 This laser-enabled tyre tread depth and brake disc wear examiner provides users with
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Autel's range of TPMS tools aim to provide the best solution for technicians operating in the tyre field and allow them to offer a complete maintenance service. “quick and accurate” wear measurements. It enables technicians to measure brake disc wear without having to remove tyres. It features a 1.1 in. AMOLED super retina touchscreen, displaying measurement data in real-time. The TBE100 can provide detailed replacement and maintenance suggestions for quick tyre service, document tyre wear and damage, and scan the Tyre Identification Number (TIN). Use the tool separately, or with the ITS600 to view and print detailed TPMS reports.
Wheel Alignment & ADAS Calibration IA900WA
■ Mark service recommendations, attach
Features ■ 24 in. touchscreen monitor simulcast from MaxiSYS Ultra MaxiSYS Ultra tablet cradle with controls ■ MaxiSYS interface instead of PC for wheel alignment ■ Robotic frame movement ■ Precise optical measurement with six high resolution cameras ■ Self-calibrating cameras ■ Cameras automatically track vehicle height on lift vehicle inspection of tyres, brakes, suspension, steering, and more
readings, required tools, and adjustment locations display on a single screen ■ The industry’s “fastest and most accurate” frame placement in as little as a minute. ■ Set ADAS calibration target height with the push of a button. Step-by-step illustrated full-color instructions walk the user through the ADAS calibration process
photos and notes. ■ Live alignment reading display ■ Illustrated alignment instructions, live
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN035
Features Larger screen and zoom camera 1.2 in. AMOLED super retina touchscreen 1 mega-pixel macro camera Measurement data curve display/uneven wear analysis ■ Detailed replacement and maintenance suggestions ■ Test detail for single tyre tread/brake disc ■ Tyre expiration notice/tyre recall lookup/scan DOT ■ ■ ■ ■
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& ALIGNMENT
Why not try
TYRES?
Does your workshop currently undertake tyre replacement work? If not, Grouptyre argues you could be missing out on an extra revenue stream without knowing it.
I
t’s important that garages encourage customers to undertake regular tyre checks all year round. Cold and damp conditions on the roads can create a hazardous environment for the driver and tyre wear and regular checks are often forgotten, so it is vital to advise them when new tyres need fitting – whether it be a standard likefor-like replacement or a suitable ‘winter tyre’ solution in the colder months. The replacement tyre market has moved very quickly over recent times. Mirroring the way that parts numbers of components have exploded and other technology has developed, the range and selection of tyres available to the aftermarket is truly vast. In the past, independent garages may have kept a stock of tyres on hand to cope with any replacement work, but now this is neither feasible nor possible. There are so many different brands, ranges, tread patterns and sizes of tyre in the market – with many being vehicle specific – that you would never be able to stock the correct type of tyre to cope with every eventuality. Independent garages are in a terrific position to profit from replacement business
Independent garages are in a terrific position to profit from tyre replacement business because often they are seeing the car at key stages in its service life.
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because often they are seeing the car at key stages in its service life. The garage can simply perform a tyre check while completing a vehicle service and can suggest that the customer have the tyres replaced if the tread is too low or the wear is too great. This would often be business that a customer would take to a specialist tyre fitter, so why miss out on an additional source of revenue? Tyres are usually a distress purchase – they get a puncture or are worn and the customer has to have them replaced to be able to drive (much in the same way as the battery) so this makes it even more important to have a reliable supplier. When choosing a supplier, you are looking for someone who will have the correct range and depth of tyres available, covering popular volume sizes through to ultra-high performance sizes. As tyres are a distress purchase you need a rapid and reliable delivery, otherwise the customer will simply take their business elsewhere. It is also important to have a supplier that can offer a competitive and market reflective price so that both parties can make margins on the sale.
Grouptyre and its service package aims to offer a one stop solution to help with your tyre supply. The company has over 455 delivery vans around the country and stocks around 1.3million tyres. The range available covers all major brands and several exclusive margin boosting brands and it is a specialist in high performance (rare/slow moving) products with vans leaving the distribution centre three times a day, on average. They distribute from 42 different locations and have a sales force of over 45 highly skilled and knowledgeable Business Development Managers around the country to help you get the most out of the tyre fitting opportunity. With a package of support tools to help you grow your tyre business they really are the one stop shop. If you’ve not considered the step into the tyre replacement market then you could be losing out on a great deal of profit.
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN036
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EXHAUSTS
& EMISSIONS
TALKING
SENSE Because they are a high failure part, exhaust gas temperature sensors are becoming more in demand for repair. Here, John Wass, Engineering Director at SMP Europe, delves deeper into what the sensor does, its key components, why and how it fails and gives tips on replacement, so the aftermarket is prepared to take advantage of this rapidly expanding repair opportunity.
E
xhaust Gas Temperature Sensors (EGTS) are becoming more popular in modern vehicles due to tougher emissions legislation. By measuring temperature in the exhaust system and relaying back to the ECU, they enable the vehicle systems to take appropriate action to protect key engine components. An EGTS measures the temperature of the gas in the exhaust system. This information is then reported back to the ECU where appropriate action can be taken. Commonly in petrol engines, the sensors are relied on to protect key components from the higher temperatures commonly found in smaller engines. In diesel engines, EGTS are also used to monitor the temperature of the DPF to maximise efficiency of regeneration and reduce harmful emissions. It is common to have three or more sensors fitted to the same exhaust system, one before the turbocharger and one either side of the DPF.
temperature. In both cases a temperature is assigned to resistance in the ECU, allowing it to take action based on the feedback.
Why does it fail? Commonly, EGTS failure is caused by exposure to extremely high temperature. In some cases, over 900°C. As with many components, particularly sensors, severe vibrations can loosen internal connections and bending/twisting can cause wire failure. Combining these with contamination from fluids, such as oil or antifreeze, can affect the EGTS’s response efficiency, causing it to drift out of tolerance and provide the ECU with inaccurate information. Symptoms of failure include the engine light appearing on the dashboard, a reduced fuel efficiency, unnecessary DPF regeneration, a failed emissions test or component failure.
Troubleshooting How does it work? There are two types of EGTS: the first with positive temperature coefficient (PTC) sensing elements; and the second with negative temperature coefficient (NTC) sensing elements. The difference between the two is how they measure temperature. PTC element sensors are the most common, where resistance increases in line with temperature. NTC elements have a high resistance at low temperature and low resistance at high
To diagnose a faulty EGTS, technicians are advised to follow a series of steps. Firstly, they should read fault codes using a diagnostic tool and then conduct a visual inspection for signs of corrosion or loose connections, as well as visually inspecting the wiring for signs of breaks or damage and the EGTS for build-up of contaminants before cleaning if required. Technicians then need to use a separate IR measurement device to test the sensor and compare to live data obtained when using the
diagnostic tool, ensuring the engine is running to build exhaust temperature. With the ignition on, and EGTS sensor disconnected, they can then measure the voltage at the connector. This should be 5v, but if it isn’t, the wire should be traced back to the ECU to check supply there.
Replacement After locating the faulty sensor, technicians should disconnect the connector and unscrew the thread using a socket wrench, with care so as not to damage surrounding components. They should then prepare the replacement sensor(s) with an anti-seize compound to the thread where required, without greasing the sensor nose. Next, they need to install the replacement EGTS and torque, tightening them to the manufacturer’s specifications, before attaching the electrical connector, followed by the negative battery terminal Any related fault codes can then be deleted using a diagnostic tool and the vehicle ignition can be turned on to confirm that the check engine light is off and the exhaust system functions correctly Finally, the technician should then perform a road test to confirm that the vehicle is performing as desired.
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN037
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EXHAUSTS
& EMISSIONS
BEST PRACTICE Replacing a faulty EGR Valve Nissens guides PMM readers through the replacement of an EGR valve. Note: This is a generic installation guide, therefore some specific fitting instructions issued for a given vehicle make and model may overrule these recommendations, which is why it is also important to refer to the vehicle manufacturer’s documentation and original equipment data. ��� EGR system leaks Leaks in the ducts and hoses of the EGR system expose the valve to abnormal working conditions and can quickly cause breakdowns.
T
he failure of an EGR valve can provoke malfunction of the exhaust emission control and cause the failure of emission control devices such as the DPF filter, catalytic converter or turbocharger. Look out for these common signs of malfunction: ■ Engine check control lighting on the dashboard ■ ECU setting the engine into limp mode ■ Reduced engine power ■ Significant changes in fuel consumption ■ Engine emitting pinging and knocking sounds ■ Rough, uneven idling ■ Stalling and hesitation during acceleration ■ Exhaust gases escaping within the engine compartment EGR valves are often located in the engine compartment and close to heat-generating components, so the valve can get very hot. Therefore, before starting the diagnosis and fitting procedure, make sure the vehicle has cooled down to a safe, low temperature level.
Understanding what can cause damage As the valve operates in a harsh environment, under thermal stress and the direct influence of the flow of exhaust gases, there are many factors that can cause its premature failure. The following are the most common reasons and their root causes must be recognised and eliminated effectively. ��� Excessive contamination by carbon build-up The most frequent failure is the valve getting stuck in an open or closed position. This happens because of unusually high levels of
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Diagnosis
carbon deposits and the reason for the contamination must be eliminated. Typically, it’s linked to one of the following: Improper, unclean combustion in the engine caused by: ■ Improper air-fuel ratio of combustion ■ Excessive oil intake/burning by the engine ■ Engine overcharge ■ ECU/Engine management errors including software version problems Frequent short-distance journeys: Specifically at lower ambient temperatures, when the higher humidity of the intake air impacts the crankcase ventilation, which leads to the formation of sludge, soot and carbon. ��� Thermal stress Excessive exhaust gas temperatures and engine overheating can cause the valve housing to crack or its inner elements to melt.
As the EGR valve is not a standalone part and operates in a system with other components a thorough EGR system diagnosis is required, particularly as most valve breakdowns are caused by factors other than the failure of the component itself. Using dedicated tools and recommended methods, as well as by simple visual inspection, check: ■ Exhaust lines related to the EGR ■ Vacuum pump connection and lines ■ EGR electrical connections ■ EGR air connection (pressure/vacuum) ■ Coolant connections to EGR cooler (If applicable) Perform an OBD diagnostic span to specify the failures related to the valve, but remember that error codes for a specific sensor or malfunction may not reveal the root cause of the problem. Often, the errors are stored due to another problem in a related system/component, causing the inspected sensor/device to send improper readings. It is, therefore, important to analyse and recognise the real cause of the malfunction before replacing parts. Possible OBD error codes: P0401 Exhaust Gas Recirculation – Insufficient flow detected P0402 Exhaust Gas Recirculation – Excessive flow detected P0404 Exhaust Gas Recirculation – Circuit Range/Performance
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P0103 Air mass too high P0102 Air mass too low Other possible causes: ■ Vacuum pump operation or its connection/ducts problems ■ Crankcase ventilation system issues including PCV valve function and improper oil separation ■ Tolerances within the engine inner parts (high mileage engines) causing excessive blow-by gases formation ■ Turbocharger failures, specifically bearing and seals issues, blocked oil return line ■ Improper engine oil filtration – worn filter, exceeding service intervals ■ Improper grade/poor quality engine oil applied ■ Improper oil level, mainly too high ■ Wear of the valve seals/washers/guides causing excessive oil transfer to the intake port
Installation After disconnecting the battery and removing the faulty EGR valve, thoroughly clean all gasket surfaces and flanges and check the condition of the supply pipes and cables, then fit the new EGR valve as follows: ■ Install all new gaskets (if applicable) for the EGR valve connections ■ Fit the valve using original fixings/screws. Use a torque wrench when tightening – for information on tightening torques, refer to the vehicle manufacturer’s specifications
For some vehicle models it may be necessary to reset the ECU unit in order to clear any stored fault codes relating to the previous EGR failure. In some cases, after installation of a new electric EGR valve, the new part may not be detected properly by the ECU and the valve will not operate, which can repeat some further OBD faults for the EGR, so it needs to be mapped. This can be performed by the ECU tester/OBD controller. For a specific mapping guide consult the device manual or vehicle technical documentation.
Testing A
B
Note: Do not use an air impact wrench. It can cause irreversible damage to the valve mounting brackets and housing ■ ■ ■ ■
Reconnect electrical fittings Reconnect vacuum line fittings Reconnect battery Reset ECU/check software version by means of an OBD controller
C
Inspect the engine operation. Run the engine at idle to warm up to the normal operating temperature of around 90°C, it should idle smoothly and evenly. Inspect for any leakages of air, exhaust gas or coolant (by water-cooled valves). If any are spotted, they must be fixed immediately. Final OBD diagnosis. Perform another OBD inspection for any EGR-related errors, and examine the exhaust gases emission. Road test. Finally, take the car out for a drive and check that the engine operates properly, running smoothly in all rev ranges and generates the proper power.
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN038
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VALVES NGK has introduced a range of EGR valves to its NTK Vehicle Electronics portfolio. Here, the company explains the function of the valves and why they are so important when it comes to reducing harmful emissions.
N
GK argues its latest addition to its NTK portfolio, a range of EGR valves are equivalent to their original equipment counterparts. Phase one of the launch in March saw the introduction of 45 references to sit alongside the company’s range of NTK Lambda sensors. The principal function of the EGR system is to reduce the amount of harmful nitrogen oxides (NOx) that are produced during the combustion process. NOx is created when high combustion temperatures enable the nitrogen and oxygen present in the air-fuel mixture to combine. NOx formulates when the combustion peak temperature is high, so the target is to reduce this temperature.
The higher the oxygen content is of the charge entering the combustion chamber, the higher the burn temperature. Recirculating some of the exhaust gasses into the inlet side of the engine has the effect of reducing the amount of O2, which lowers combustion temperatures and reduces NOx emissions. There can be a compromise between the reduction of NOx emissions and
engine efficiency. Too much exhaust gas in the intake charge when the engine is cold would make combustion very unstable and the engine would not run smoothly. At high engine loads too much exhaust gas in the intake charge would cause a reduction in power output. Diesel engines can suffer with excessive black smoke. So, the valve needs to be controlled accurately to maintain decent drivability throughout all operating conditions. The valve’s function is to control the amount of exhaust gas which flows into the inlet side of the engine.
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“The valve needs to be controlled accurately to maintain decent drivability throughout all operating conditions.” How do they work? Early units were purely pneumatic (vacuum operated). Since then, electronically operated units were introduced, some both vacuum and electronic. Modern units have grown in complexity and are an integral part of the engine management system, and the Engine Control Unit (ECU) monitors all areas, e.g. speed, load, boost pressure, mass air flow rate and temperatures to control the valve to allow the correct amount of exhaust gas through for all operating conditions. Many EGR valves utilise a system to reduce the temperature of the exhaust gas. This is because it is undesirable to pass hotter than required exhaust gas into the system, to maintain combustion efficiency and prevent component damage. Some do this with either a separate or integral (water cooled) heat exchanger to reduce the exhaust gas temperature.
Where to find them Originally developed at the beginning of the 1970s, EGR valves first started to be used in Europe in the 1990s in order to meet the ‘Euro 1’ emission standards. Today, 100 per cent of diesel cars are equipped with EGR valves and 30 per cent to 50 per cent of petrol cars. 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 demand. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN039
SENSORS NGK is advising workshops to stick to OE-quality.
N
GK says the experience it has in supplying the VMs worldwide allows it to offer the right sensor for every vehicle application. The company has received feedback that some garages are not recognising its Lambda sensors which are supplied in green and white boxes as genuine NTK product. NGK has reassured garages that its Lambda sensors supplied in traditional yellow boxes and new green and white boxes are both genuine products. “Different packaging, same quality product inside the box” is the message coming from the company.
Avoid universal sensors The company is encouraging garages to always go with an OE-quality Lambda sensor and steer clear of ‘universal sensors’. A ‘universal’ Lambda sensor is designed to cover as many applications as possible by splicing in the connector from the unit being replaced. In theory, this sounds like a good idea. In practice, the potential for a mismatch with the vehicle's system or subsequent premature failure is very high. NGK says garages should fit a new NTK Lambda sensor whenever they replace a vehicle’s catalytic convertor. A worn or failed sensor can result in drastically reduced control of the fuelling system which could result in increased fuel consumption, uneven running, generally poor
“NGK recommends that the function of the sensor is checked every 20,000 miles or annually.”
performance or failure of an MOT emission test, so replacement is good news for the customer, garage and distributor. NGK recommends that the function of the sensor is checked every 20,000 miles or annually. The emissions check as part of the current MOT test samples the exhaust gases to monitor the efficiency of the engine, exhaust system and engine control systems. The Lambda sensor is a vital part of this system and its function is therefore influenced by many other components. A malfunction of an associated part may directly affect the performance of a sensor. An oscilloscope and gas analyser is a much more accurate way of assessing sensor performance than relying on fault codes alone. Garages need to look for slow response times, output range and heater function. Contaminants from poor quality oils and fuel which remain in the exhaust gases can become deposited on the sensor element affecting its operation. Even coolant from a leaking head gasket can reach the element.
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN046
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& EMISSIONS
OPPORTUNITIES IN SERVICE
W
ith the advent of electric cars it is time for garages to consider how mobility solutions will change in the coming years. The obvious thing is that electric cars will come to the fore but what is less obvious is how maintenance of internal combustion engines will evolve. The trend is that people are hanging on to their cars for longer as they wait to see what happens with electric cars and the infrastructure. This means that the maintenance demands will be more than the standard service. This is an opportunity to look after your ICE customer’s cars better, and make more profit too.
“An industry survey showed that 40 per cent of garage customers were unsatisfied with their car servicing. On further investigation, the body carrying out the survey identified that the customers usually had unrealistic expectations.”
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As EVs take over the UK car parc, BG Products wants readers to consider how the change will also affect servicing of traditional ICE vehicles and how you can make a profit out of it. The internal combustion engine produces emissions every time there is a combustion event inside the cylinder. Some emissions are dealt with by the advanced emission devices that are on modern vehicles – but not all. Emission devices give a false sense of security about how clean the modern engine is. Any technician that has seen the deposits on an intake valve of a direct injection engine or the soot that accumulates in the oil of a diesel engine will know that not all emissions are dealt with optimally. DPFs (and soon petrol PPFs) and EGR valves are further testimony to the reality that emissions, an unavoidable by-product of combustion, are still here and is interfering with quality combustion and, ironically, emissions.
What the manufacturers say All the OEM organisations such as ACEA, EMA, etc. produce a document about fuel and emissions challenges that they face. Included is a clear statement regarding the importance of clean injectors and its impact “in terms of power, fuel consumption and emissions.”
The document confirms that the injectors cannot avoid deposits and the repercussions of dirty injectors. A question worth asking is: “Why, if injectors are critical to emissions and fuel economy, are garages not installing an injector cleaner on every service?” A standard oil and filter service is not enough for a modern car. Cleaning injectors (and other components, like piston rings) is as logical as changing a fuel filter.
Customer attitudes to enhanced servicing Before we start to look at offering enhanced maintenance it is important to get past a fear that many garages have. That is that customers “won’t pay for any extras” – this is demonstrably incorrect. An industry survey showed that 40 per cent of garage customers were unsatisfied with their car servicing. On further investigation, the body carrying out the survey identified that the customers usually had unrealistic expectations. They were expecting their car to drive better after the
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service than before. These expectations may be a relic of the days when regular changing of contacts and spark plug, and timing adjustments all helped to improve the car’s drivability. These days the engine management system caters for all adjustments and spark plugs are changed less often, so the car drives almost the same after a service. The survey also showed that only 2 per cent of customer ranked price as the most important feature when choosing a garage. Furthermore, only 2 per cent of customers say that they were thinking of changing garages because of cost. Another survey (Belluber) shows that 88 per cent of drivers were interested in a service that would help save fuel and lower emissions. The message is that the customer wants to know more but garages are not educating them on how they could look after their car better. Petrol Direct Injection Higher compressions together with low
tension piston rings mean more blow-by. This blow-by leads to higher oil convection and eventually oily deposits on the air intake and the intake valves. In addition to this the position of the injectors leads to an increase in deposits which will quickly impact on spray patterns and power, economy and emissions. Keep injectors clean and keeping piston rings (and ring seats) clean so that they flex and centre properly. This maintains compression and inhibits damaging blow-by. Standard servicing does not, and cannot, remove power-sapping deposits. Petrol cars are now being fitted with (PPF Petrol Particulate Filter). Drivers are beginning to see issues with PPFs in as little as 9,000 miles. Hybrid Engines The intermittent use of the ICE in a hybrid engine means that the fuel is stored for
longer in the fuel system. Fuel breaks down quickly. The stop/start nature also means that deposits form in the engine in much less miles than a standard engine. The increase in moisture will in an intermittently running engine will also negatively affect the oil. Diesel cars Diesel cars have always suffered from deposits but as mileage mounts will suffer (unless using Enhanced Maintenance) even more. Many parts of the engine (injectors, piston ring seats, EGR, DPF). BG Products have been used to reduce DPF and injector issues, and improve fuel economy in various fleet operations and independent workshops. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN040
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TECHNICAL SUPPLEMENT
y r e g r u s s r o ct o D F P D e h T ’ DPF Doctor Barry Lawson, from Ewan Lawson Motors is back! This month, he is tackling a 2.2l Ford Transit Custom with 145k miles on the clock.
Vehicle information:
2.2l Ford Transit Custom – 145,000 miles
O
ur customer had travelled from Dunfermline to our workshop in Larbert. Before this he had taken his vehicle to a local garage several times in a bid to get it out of limp mode. He collected the van after being told a DPF regeneration had been conducted only for the engine management light to illuminate within a few miles. Frustrated he called us and booked the van in for a DPF assessment. He had come to the right people. We have been members of the DPF Doctor network for five years and draw freely on the wealth of knowledge which is being added to all the time. Darren Darling has been working behind the scenes on an excellent portal which makes it easy for us to look up faults and find testing advice. So, armed with comprehensive information gathered from the customer on the previous work on his van, we were able to start fault finding. There were seven logged fault codes: P0671 Cylinder 1 glow plug circuit open. P0673 Cylinder 3 glow plug circuit open. P0674 Cylinder 4 glow plug circuit open. P2002 Particulate filter efficiency below threshold. P2463 Particulate filter restriction soot accumulation. P246C Particulate filter forced limited power. P24A4 Particulate filter restriction soot accumulation too high. With this we were able to bring up some live data PIDs gathering more information as to where the problem lay. Not all the faults we find are listed as P codes. We were looking to see what state the DPF was in. Was it
blocked? Could we clean it with the JLM Lubricants’ DPF cleaner or had it been blocked by too many forced regens and additives to the point that it had melted? It is only through spending hours looking at live data, sharing it with other DPF Doctors that we can decide with absolute confidence whether or not a DPF has been damaged beyond repair or whether it can still be cleaned. This saves the customer money and the workshop time. Along with the live data checks, we conducted a few basic circuit tests and these confirmed the vaporiser had a high resistance. All the previous forced regens were futile as they would never complete without the vaporiser. This may have saved the DPF from becoming irreversibly damaged. Three glow plugs confirmed Open Circuit using a H7 bulb. A fault with the coolant system meant the engine wasn’t up to running temperature. Add on top of this a poor service history and there you have the DPF blockage. The soot level rose until the lights came on with the PCM restricting power to prevent further damage. Don’t ever clear codes until you know it’s not going to cause issues.
Armed with this thorough information, we explained the real problems to the customer, the cost of the repairs and the consequences should he opt for a partial repair. All repairs undertaken, we then cleaned the DPF on the vehicle, bringing the pressure down from 400 millibar to 40 millibar, keeping the temperature nice and stable to prevent damage. This was an excellent result on a high mileage van. We advised our customer to use a JLM Diesel Treatment every three months as a preventative measure. Products used: JLM Lubricants Engine Flush JLM DPF cleaner JLM Diesel treatment We advised our customer to use a JLM Diesel Treatment every three months as a preventative measure. He was understandably pleased his van was now fixed but unhappy that the DPF had come close to being damaged beyond repair due to the previous forced regens. FOR MORE INFORMATION ON WWW.RDR.LINK/AAN041 JLM FOR MORE INFORMATION ON THE DPF DOCTOR NETWORK WWW.RDR.LINK /AAN042
A collection of the most popular online technical articles from recent months
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TECHNICAL SUPPLEMENT
HOW TO Replace the clutch and dual mass flywheel in a Peugeot 308 In this month’s Schaeffler LuK Clutch Clinic, REPXPERT Bob Carter is replacing the clutch and dual mass flywheel in a Peugeot 308 fitted with a 2.0 HDi engine. Vehicle Information Make
Peugeot
Model
308
Year
2011
Engine
2.0 litre, Diesel HDi
Transmission
Manual
Mileage
115,306
T
his car has covered 115,306 miles and the driver has reported that selecting first or reverse gear is difficult. In other words, the clutch is not clearing. A short road test confirmed the problem and a clutch replacement was advised. As this is the vehicle’s first clutch change and bearing in mind its mileage, a DMF change was recommended, subject to its testing. With a little insight into this repair, an independent workshop will be able to confidently replace the clutch system on this vehicle. The replacement time for this job is 6.9 hours, so it’s not an easy job. So, to ensure a complete and high quality repair, it was decided to fit a LuKRepSet DMF module kit (part number 600 0136 00), which has all the required, matched components in one box. The REPXPERT app was used to gain the fitting instructions, torque settings and service information.
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Gearbox removal With the vehicle positioned on the ramp, slacken the front hub nuts, raise the lift and then remove the front wheels, open the bonnet and disconnect the battery. Remove the engine cover, intercooler hose (between intercooler and inlet manifold), air filter
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housing, battery and tray (Fig. 1), then both wheel arch liners and underbody tray. Remove the front bumper cover by undoing the four screws at the bonnet slam panel and five under the car. Disconnect the electrical plugs and lift the cover clear (Fig. 2). Then disconnect all the electrical connections to the gearbox. Unclip the slave cylinder hose from the support bracket, remove the slave cylinder bolts and store the slave cylinder assembly to one side. Disconnect the reverse light switch and remove the earth strap from the gearbox. Disconnect the gear selector cables from the gearbox, remove the reverse gear Bowden cable and then remove the starter motor, support and store to one side. Loosen front exhaust pipe clamps, remove the lower gearbox
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A collection of the most popular online technical articles from recent months
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pendulum mount, unscrew the intercooler bolts – which are a little awkward to access – and the air tube between the intercooler and exhaust turbocharger. Then remove the gearbox cradle by removing the retaining bolts. Now is the ideal time to drain the gearbox oil. Whilst the oil is draining, release both front driveshafts by removing the hub nuts, disconnecting the hub from the front strut (Fig. 3), this will allow the CV joint to be eased out of the hub. Then remove the driveshaft from the gearbox. When removing the right-hand driveshaft, the intermediate bearing carrier also has to be released. Remove the front bumper aluminium bar and then the left-hand front sub frame tube (Fig. 4), followed by the lower bellhousing bolts and support the engine. With the engine and gearbox supported, remove the gearbox mounting and retaining plate (Fig. 5 & 6). Using a transmission jack, support the gearbox, remove the final bell housing bolts and then ease the gearbox away from the engine. Once clear, lower the gearbox and remove it from the vehicle.
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Removal and replacement At this point it was evident that the clutch had reached the end of its service life as the three small yellow springs on the self-adjusting clutch mechanism had extended, indicating it was near the end of its adjustment. Remove the clutch assembly from the flywheel by removing the six bolts and ease the clutch assembly off the DMF. During all clutch replacements the DMF should be measured for rotational free play and rock, against its specification to establish the extent of its wear. All DMFs have different measurements depending on part number and comparison with specification will reassure the customer that the flywheel does need changing. Helpfully, the measurements can be found using the REPXPERT app.
Any scoring, heat damage or excessive grease loss will also require the DMF to be replaced. Remove the six flywheel bolts and then remove the DMF. At this point, check for any leaks from the engine (oil or coolant) that could contaminate the new flywheel and clutch assembly and rectify if required. Remove any clutch dust or debris from the bell housing using brake and clutch dust cleaner before mounting the new flywheel, as this could contaminate the new components. Mount the new DMF ensuring any alignment dowels are correctly positioned and secure into place using new flywheel bolts.
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Tighten them in an even and sequential process and torque to the manufacturer’s specification, (flywheel bolt torques can easily be obtained from Schaeffler’s DMF Checkpoint app). After ensuring the clutch plate is the correct way round, with “Gearbox Side” or “Getriebe Seite” stamped on the centre of the clutch plate facing the gearbox, fit the new clutch to the DMF. Use the Special Tool (SAC tool) to install the clutch (Fig. 7), which does three things: gives perfect alignment, avoids the risk of de-adjustment and operates the clutch before the gearbox is reinstalled. One final recommended process to carry out before installing the gearbox is to flush out the old clutch fluid, which may be contaminated from the system, by simply draining it into a waste container and replenishing it with new clean clutch fluid. Whilst it is draining, pour clean new fluid into the reservoir and when the new fluid is flowing through the system, clamp the hose. Finally, check that the gearbox alignment dowels are installed correctly in the engine block and that the spacer plate is aligned correctly, after which the gearbox is ready for installation. Reinstallation of the gearbox is the reverse of the removal procedure. Bleeding the clutch is best done using a vacuum bleeding tool, as was done with this vehicle. This is recommended by vehicle manufacturers and has the benefits of providing a right first-time job, is a one-man operation and eliminates the risk of over pressurisation. When assembly is complete, reset all electrical consumers as the battery has been disconnected and carry out a full road test to ensure a complete and successful repair. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK/AAN043
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TECHNICAL SUPPLEMENT
BRAKING Going all electric: braking system ACtronics outlines how even the braking system on cars can’t escape an all-electric future.
I
n recent decades we’ve become used to pressing down the brake pedal in order to push fluid towards the brake calipers. A lot may have changed over the years, but the master cylinder, brake lines and fluid are still there. However, for how much longer will this be the case? Why still use fluid when smart electronics can take over?
Brake by wire Well, to be perfectly honest, there already are some systems that are trying to get rid of the whole idea of pushing fluid towards the brakes. This is called ‘brake by wire’. With this system the pedal functions just like a brake pedal from a racing simulator: a pedal travel sensor (Hall-effect sensor) measures how much the pedal is pressed and generates a signal. This signal is then sent to the ABS/ESP ECU. The output can be either an analogue signal or a PWM signal (Pulse Width Modulation). Because people are creatures of habit, the brake pedal feel is still the same as a conventional braking system. A pushrod and an independent cylinder filled with fluid are used to create this authentic feel. Yes, we are being played here. The direct connection is really gone (Fig.1&1a).
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An evolved master cylinder So, if the master cylinder isn’t directly connected to the brake pedal anymore, why do we even need a master cylinder? The clever minds at Continental thought the same and designed a new concept where the master cylinder is integrated into the hydraulic control unit of the ABS/ESP system (Fig.2). You have probably already come to this conclusion by looking at the scheme above: Integrating the master cylinder into the hydraulic control unit creates a system with a much wider range of possibilities. The ‘master cylinder’ is no longer directly controlled by the brake pedal, so the ECU can determine when and how much pressure it needs to build up.
The benefits When stopping a vehicle no longer solely depends on a drivers input, a world of possibilities opens up. Systems such as precollision assist and adaptive cruise control can intervene if the driver fails to react in time. In addition, advanced regenerative braking systems can operate with high efficiency. But brake by wire also adds an extra level of comfort for the driver. Since the
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��� brake pedal isn’t directly connected to the system anymore, the amount of brake force isn’t directly related to the amount of pedal force any longer. Because of this, it’s possible to adjust the amount of brake force to the driver’s preference. That is, if the car manufacturer equips a car with this possibility. But all in all, you could say brake by wire has benefits for safety, fuel consumption and comfort.
Taking it to the next level You might be surprised when we tell you the story above is just an intermediate stage. But think about it: The whole hydraulic set up was originally created to have a direct connection from the pedal to the brake calipers. However, when a direct connection is no longer needed, why still use hydraulics? Of course,
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A collection of the most popular online technical articles from RECENT months
hydraulics is a very reliable way of transferring pressure, but modern step motors are just as capable these days. So why not switch to electronics? The most important reason for sticking with hydraulics are the operating temperatures while braking. Electronics in general don’t like temperature swings. However, electronics do save weight and aren’t susceptible to leakage. You’ll also get rid of maintenance, such as changing brake fluid and bleeding the brake calipers. So, if the temperature issue can be solved, electronic braking might actually be a great idea. In 2019 Brembo thought the same way and started experimenting with electronic brake calipers. The result was a system called ‘Brembo Sensify’ (Fig.3). This system uses fully electronic brake calipers on the rear and two independent calipers on the front with each their own hydraulic system.
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The aim is to eventually eliminate hydraulics altogether, but the technology isn’t ready yet to make this final step. So, they’ve kept some hydraulics for now. According to Brembo, this new way of braking offers lots of benefits, such as shorter lockup times under extreme braking and a more precise application. They’re convinced this is the future and to be honest we believe so too.
The future according to ACtronics At ACtronics we’re always really interested in innovation and new technologies. That’s also the main reason why we follow the latest developments on brake technology. If we were to make a bold prediction on how brake technology will develop, this is what we believe to be the future: We foresee that besides all hydraulic parts, all wear and tear parts (such as discs and pads) will also be obsolete eventually. This might sound far-fetched, but just think about it: Regenerative braking is ever evolving and in the near future these systems will function with such power and such precision, parts like discs and pads are just not needed anymore. So, you’ve read it here first: Even the braking system won’t escape an all-electric future. And this could actually be a good thing. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN044
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TECHNICAL SUPPLEMENT
TROUBLESHOOTER Range Rover Evoque: battery running flat PMM troubleshooter Andy Horwat tackles a Range Rover Evoque whose battery issues are causing its owner considerable stress.
R
ecently I was given a call by a very emotional young lady regarding her Range Rover Evoque 2200 Diesel. I could hear her frustration as she outlined the issues she had been experiencing for over 12 months. Overnight her battery would run flat and in the morning the car would not start – this reached the point where recovery services even refused to come out. The recovery tech reported a parasitic drain as the cause. However, what was causing the drain he couldn’t say and advised her to find a garage. At this point, she contacted her local garage used for annual servicing. They kept the car in for a couple of days but were unable to locate the source of the problem. After paying the first of many bills she
68 JULY/AUGUST 2022 PMM
Vehicle Information Make:
Land Rover
Model:
Range Rover Evoque
Engine:
2.2l Diesel
continued her search for a workshop that could help. Many turned her away, presumably unwilling to unravel the mystery she’d brought them. Can you blame them? Eventually, after running out of options, she decided to pay a visit to the main dealer. That should be the end of the story, right? Unfortunately, the poor woman’s frustration only grew from this point. The car was booked in at the local dealer, however after two days they were unable to
find anything wrong with the vehicle – once again, more money spent with no cause found and no fix to the issue. The day after the car returned it failed to start yet again and she decided to call the dealer, who again agreed to take the car in. They decided that it made sense to change the battery, which was agreed, and she asked if this would finally solve the problem. To this they said they would not be able to guarantee anything. The dealer even claimed that she had not been driving the car ‘properly’ or for long enough periods of time. After spending a grand at the main dealer and still experiencing issues, she luckily stumbled across my details and gave me a call. I was filled in on the situation and asked if I would take the job – how could I say no?
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A collection of the most popular online technical articles from RECENT months
Ambient lighting circuit, as taken from ALLDATA
Initially I paid her a visit, where I checked the battery voltage (reading around 6 V), disconnected it and put it on charge for 24 hours. The next day the vehicle was delivered to my workshop for the diagnostics to begin!
Starting with the alternator Once the battery was fully charged, I wanted to check that the alternator was supplying adequate charge, so I fully loaded the system. I switched on the full headlights, air con etc. and monitored this over a period to make sure there were no dropouts. The alternator was able to maintain a constant 14.2 volts and 14.7 off-load. That was the first test, even so it was able to carry out max load. This test was sound, no humming noise, at the same time checking the wiring diagram through my information network, ALLDATA. The BAT cable going to the starter solenoid and then to the alternator, it was time to carry out the test, disconnecting the main cable and connecting the multimeter in series, on AMP setting. The test showed 0 AMP draw. There are two main cables, the second to the fuse box. Care must be taken to avoid disconnecting this cable as this will cause all the modules to go to sleep. It can take as long as an hour for some of the modules to close. My meter is connected, battery is disconnected, and I have a parasitic draw of 1.7 AMP, which is a huge draw and potential trouble. The following test could be a minefield as I am not sure how many modules are planted in this car, meaning the possibilities could lead to pulling fuses, however there was another test I could carry out. There is the possibility it could be an internal light. I started checking the lights in the boot compartment, all was well there. I checked the front footwell light, then I closed the car door and had a think.
Problem solved Once the door closed and I took a moment to think I noticed that the interior ambience light was still on, even though it should have gone out by then. I waited five minutes and the light was still blinking. I opened the door and tapped the light, bingo out it goes. I immediately checked my meter reading, as soon as I closed the door the light blinked on again. Time to experiment with this new found information.
“The car was booked in at the local dealer, however after two days they were unable to find anything wrong with the vehicle – once again, more money spent with no cause found and no fix to the issue.” I turned the light off and checked the meter – a drop to 60 miliAMPs, still too high. I removed the unit, disconnecting the main harness and bingo! The draw was now around 6 miliAMPs and the fault was found. According to my network, the ambient lighting or illuminator console wiring diagram displayed that it is wired to the central body control module. Perhaps I was fortunate that the problem wasn’t deeper? I wondered at this point why it had stumped so many people before me. Once the problem was sorted, I connected the battery for the remainder of the day and overnight, the following morning the car started promptly, and I knew I had successfully pinpointed the issue. The next day I informed my customer of my findings and informed her that a replacement part could be expensive, so for the time being
it was decided to keep the unit disabled. She expressed her thanks for the fault being detected so quickly, especially after waiting so long for a real solution to be discovered. This type of fault is not the first but one of many that have come my way. I always follow a procedure and, in this case, a multimeter was all that I required, together with my source of information: ALLDATA. This is a must-have source, a very good tool to possess, which was key to closing this case. Could this fault have been found earlier? With the right knowledge, tools and a little bit of common sense I say it should have. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAN045
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WHATS NEW?
FO MORE IN in Just type d k followe n li r. d .r www e ique cod by the un t et straigh g shown to . fo to more in
■ AIR-CHISEL PUNCH SET
■ E-MOBILITY PRODUCTS Liqui Moly has developed a coolant for fuel cells as well as a special transmission fluid solely for electric vehicles. The Fuel Cell Coolant FCF 20 is based on ethylene glycol, combined with non-ionic additives, exhibits very low electrical conductivity and combines optimum thermal dissipation with outstanding material compatibility and aging stability. Optimum thermal release is said to be essential with fuel cells, as the heat generated can be higher than with classic, comparatively powerful combustion engines, guaranteeing the maximum service life of the components. In regards to aiming their second product at purely batterypowered vehicles, “it is a misconception that electric vehicles do not need oil. In fact, they need very high-quality lubricant for the transmission,” reports David Kaiser. Here, too, the company offers a fluid that is geared towards the high torque of powerful electric motors. The Top Tec Gear EV 510 gear oil meets the strict manufacturer requirements of Tesla. With the new products, the fullrange supplier is expanding its offering of some 4,000 items and rounding off its range to cater more for alternative drives.
WANT TO KNOW MORE?
For more information
WWW.RDR.LINK /AAN048
■ SELECTIVE CATALYST REDUCTION REFERENCES The product offering from BM Catalysts has expanded to cover selective catalyst reduction references (SCRs). To coincide with the launch, the manufacturer has also produced some useful point of sale content which includes a technical poster, explaining more about SCR technology and its effectiveness in reducing vehicle emissions. SCRs work with diesel exhaust fluids (DEF), such as AdBlue, and can reduce a vehicle’s NOx emissions by up to 90 percent, while also reducing hydrocarbons, carbon monoxide and particulate matter emissions. The technology has become commonplace to treat emissions from diesel engines over 1.6L following the introduction of Euro 6 emissions standards in 2015, which cut permitted NOxemissions by more than 50 per cent. It has been said that the demand for SCR systems within the automotive industry is to rise, as many Euro 6 vehicles featuring this technology and will now be entering the aftermarket. WANT TO KNOW MORE?
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New from Laser Tools is this pair of axle-staked nut air-chisel punches (part number 8307) specifically designed to easily release and then re-stake crush-type axle nuts found on many vehicles. Using the punches with the air-chisel is said to make this a quick and easy procedure that reduces the chance of causing damage to the axle shaft and threads. The kit includes a removal punch with a curved release tip to disengage the stake (crimp) and thus release the axle nut. On replacement, the second flat-bladed punch is used to reset the stake squarely and positively. Applications include wheel bearings, prop-shaft and drive-flange stake nuts across many makes of vehicle. The punches are 178mm in length with a 10mm shank diameter. Manufactured from SCM440 chromium molybdenum steel. Use with an air-chisel or air-hammer such as the Laser 6031.
WWW.RDR.LINK /AAN047
For more information
WWW.RDR.LINK /AAN049
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WHAT’S NEW?
■ ALTERNATOR RANGE New to WAI’s alternator product offering ia part 21074-OS, for Volvo’s 2.0 litre diesel S60 and S80 models (2013 model year onwards), plus V40 (2014), V70 (2013) and V90 (2016) cars. Also added to the range are 21522-OS and 21533-OS, aftermarket alternators meeting and exceeding OE-quality standards for drivers of the 20152020 Hyundai Tuscon 2.0 CRDi and KIA Sportage, and the 2007 1.0 litre Subaru Justy and 2005-2013 Daihatsu Sirion models respectively. Also released in the past few months is the 21535-OS, a new reference offering aftermarket alternators for BMW 114d and 116d (2015-2019 models). Additionally, 21542-OS is now available, a 12v 180A alternator suitable for 2.0 TDI Audi A4 (2013-2016), A5 (2013-2017), A6 (2012-2018) and Q5 (2013-2017). WANT TO KNOW MORE?
For more information
WWW.RDR.LINK /AAN050
■ BRAIDED HARNESS SLEEVING Wraparound braided harness sleeving from Connect Workshop — this self-closing braided sleeving provides a lightweight and easy to install solution for protecting and tidying electrical wiring harnesses. It is flame retardant, has an operating temperature range of -40°C to +150°C, is resistant to most chemicals and solvents, and has excellent noise vibration reduction properties, making it suitable for automotive use. It is ideal for use when repairing an existing wiring harness or loom, or for helping to secure additional wiring for new components such as aftermarket audio equipment, car alarm, reversing sensors and cameras, or a vehicle tracker. The braided sleeving does not look out of place on classic vehicles. Available in six tube diameter sizes: 5mm (part number 39878), 8mm (39879), 10mm (39885), 13mm (39904), 16mm (39906) and 25mm (39998), all supplied in 5 metre lengths. Choose a suitable size, simply cut to the required length with scissors, then wrap around the wiring, the braid then closes up around the wires. WANT TO KNOW MORE?
For more information
WWW.RDR.LINK /AAN052
■ CALIPERS ■ JUMP STARTERS Ring has launched the RPPL260 and RPPL360 jump starter products, enabling super-quick charging of vehicle batteries and power delivery-enabled devices. Both the RPPL260, with its 200-amp output, and RPPL360, with a 300-amp output, feature PD30W, a 30W power delivery method allowing devices to take on large amounts of power in a shorter timeframe. The RPPL260 for small vehicles features a 9,000mAH battery capacity, with the RPPL360, suitable for larger vehicles including SUVs and vans, featuring a battery capacity of 13,000mAh. The RPPL260’s lithium cobalt starter is capable of starting 12V vehicles with petrol engines of up to four litres, and diesel engines of up to two litres, in under 60 seconds. The RPPL360 unit offers rapid recharging to 12V vehicles with petrol engines of up to six litres, and diesel engines of up to three litres. Ring’s Safe Connect system protects the user, vehicle and jump starter when in use. The clamps safely manage power between the jump starter and vehicle, and feature reverse polarity, short circuit and anti-spike protection.
Brembo has launched their latest line of replacement solutions: Xtra calipers. These include a colourful touch and are a said to be a good choice for drivers who seek plug and play set-up of the car. Calipers directly derive from the consolidated Original Equipment (OE) experience of the company. In particular, their engineers have been charged with transferring technical know-how to the new replacement proposal, with a continuing emphasis on aesthetics. This has led to the development of a new range of fixed aluminium calipers that aim to satisfy the demand for personalisation as well as the essential characteristics of quality, reliability and performance. Drivers will have the possibility to choose which colour best enhances the peculiarities of their premium car. The standard shades are red, yellow, black and grey but more bespoke colours are available on request. The products appears in dedicated kit solutions which will include two fixed aluminium calipers and two sets of accessories.
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For more information
72 JULY/AUGUST 2022 PMM
WWW.RDR.LINK /AAN051
For more information
WWW.RDR.LINK /AAN053
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MORE IN FO Just type in www.rdr. link follo wed by the un ique cod e shown to get straig ht to more in fo.
■ NEW-TO-RANGE Febi has launched new references to their specialist range which features over 1,500 specially-selected vehicle parts and unusual product types that provide an aftermarket repair and replacement option. The references in the range feature parts across engine and transmission, including new rocker covers 108274 for Vauxhall Insignia, Mokka and Mokka X cars, and 170432 for BMW 1 and 3 Series vehicles, and inlet manifolds for Audi, BMW, Seat, Skoda and Volkswagen vehicles. New parts to the range include brake disc shields, a protective part of the brake disc system which are manufactured from pressed steel, treated with a galvanized coating and then painted to give excellent anti-corrosion protection. Additions to their braking range feature new brake disc shield references 171531 for Audi A3, Seat Leon, Skoda Octavia and VW Golf, 171537 for Mercedes Benz C-Class cars and and 171540 for BMW 3 Series (1997-2007 model year).
■ EV BATTERY REMOVER
WANT TO KNOW MORE?
Modern EV batteries are designed to be easily removed from the vehicle, for both service and/or replacement purposes. However, although they may be simple to remove in theory (i,e a few bolts and a plug to remove), in practice safely removing a large battery which can weigh anything up to 600kg is not exactly ‘easy’. Therefore Laser Tools has introduced two new products, designed specifically for safely removing such batteries. The EV batterylifting frame (part number 8338) and the EV mobile battery bench (part number 8339) are suitable for ‘all-makes’ applications and are designed to be used together. The mobile battery bench is used under a standard two-post vehicle lift – the bench legs are adjusted to suit the angle of the base of the battery on the vehicle. The vehicle is then lowered onto the surface of the bench, and the battery securing fasteners, etc, are removed. Raising the vehicle allows the mobile bench with battery to be rolled away. The battery-lifting frame is used for lifting the battery off the mobile battery bench for repair or replacement and for lifting a new battery from its packing crate ready for installation. It is fully adjustable to accommodate the length and width of the battery, and positioning of the lifting eyes. It can also be adjusted to accommodate batteries which vary in height along their length due to control modules, etc, by adjusting the chain lengths. This adjustability is critical in being able to maintain stable horizontal lifting for safety reasons.
For more information
WANT TO KNOW MORE?
WANT TO KNOW MORE?
For more information
WWW.RDR.LINK /AAN054
WWW.RDR.LINK /AAN055
■ COIL SPRINGS Continental Direct have announced the further addition of 124 new-to-range coil spring references, all with immediate availability from stock. This expanded range of additions include applications for Audi A1, Land Rover Freelander 2, Nissan Juke, Peugeot 3008 and Vauxhall Corsa E, as the company continues to maintain strength in coverage in step with the latest vehicles. Designed and manufactured to OE matching quality standards, all new references from the company are fully supported with Autocat+ V9 enhanced catalogue data, aiming to allow for quick and accurate identification at point of sale. This development further strengthens the company’s suspension range which includes shock absorbers and strut top mounts.
For more information
WWW.RDR.LINK /AAN056
PMM JULY/AUGUST 2022 73
074_PMM_JULYAUG22_Layout 1 14/06/2022 13:30 Page 50
ADVERTISEMENT INDEX
Here is a useful summary of all the adverts that appear in this issue of Professional Motor Mechanic. Each is listed with its page number and a direct URL that will get you straight to the relevant online information
AC Tronics Ltd .......................................................... (page 49)
Liqui Moly UK Ltd .................................................... (page 54)
www.rdr.link/AAN100
www.rdr.link/AAN114
Alliance Automotive UK/APEC ...................... (page 76/OBC)
Mannol ........................................................................ (page 67)
www.rdr.link/AAN101
www.rdr.link/AAN115
Autowave .................................................................... (page 39)
Maverick Diagnostics ................................................ (page 24)
www.rdr.link/AAN102
www.rdr.link/AAN116
Ben .............................................................................. (page 70)
Millers Oils ................................................................ (page 34)
www.rdr.link/AAN103
www.rdr.link/AAN117
Bilstein ........................................................................ (page 33)
The Motor Ombudsman ............................................ (page 53)
www.rdr.link/AAN104
www.rdr.link/AAN118
Carwood Motor Units .................................................. (page 7)
Motul SA .................................................................... (page 30)
www.rdr.link/AAN105
www.rdr.link/AAN119
Dayco Europe ............................................................ (page 21)
Opus ............................................................................ (page 30)
www.rdr.link/AAN106
www.rdr.link/AAN120
Energizer ...................................................................... (page 9)
Petronas Lubricants .................................................... (page 15)
www.rdr.link/AAN107
www.rdr.link/AAN121
Group Tyre .................................................................. (page 42)
PMM Online .............................................................. (page 62)
www.rdr.link/AAN108
www.rdr.link/AAN122
Hydrotherm ................................................................ (page 53)
Primatec .............................................................. (page 75/IBC)
www.rdr.link/AAN109
www.rdr.link/AAN123
Induction .................................................................... (page 53)
Schaeffler .............................................................. (page 2/IFC)
www.rdr.link/AAN110
www.rdr.link/AAN124
Jack Sealey Ltd .......................................................... (page 27)
Shaftec Automotive .................................................... (page 61)
www.rdr.link/AAN111
www.rdr.link/AAN125
Karnetic Ltd/AUTEL .................................................. (page 45)
SP Diagnostics ............................................................ (page 57)
www.rdr.link/AAN112
www.rdr.link/AAN126
Kalimex Ltd ................................................................ (page 29)
TMD Fricton UK Ltd .................................................. (page 4)
www.rdr.link/AAN113
www.rdr.link/AAN127
PMM grid primalec_Layout 1 09/06/2022 11:25 Page 1
PMM grid_Layout 1 09/06/2022 10:33 Page 1
2022 IS THE YEAR OF THE TIGER
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