Professional Motor Mechanic June 2021

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PROFESSIONAL

JUNE 2021

MOTOR

F R T E R E A

T T O H E

D E

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

THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

THROUGH A NEW LENS How to modernise your vehicle health checks

Also inside... Tom Denton explores the question: what type of learner are you?

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

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Contents Regulars 6-10

NEWS & VIEWS

12-17

TROUBLESHOOTERS

20

CLUTCH CLINIC

22

BELT FOCUS

27-28

TECH TIPS

31-38

BUSINESS & TRAINING

39

TRAINING GROUND

45

PIT STOP

63

COMPETITION

64-65

WHAT’S NEW?

VOLUME 22 ISSUE 6 JUNE 2021

Features

40-43 SPECIAL REPORTS

Editor’s Picks 17

THE DEVIL IS IN THE DETAILS Investigating a BMW M3 that is refusing to start with no cranking possible

32

WHAT TYPE OF LEARNER ARE YOU?

47- 54 STEERING & SUSPENSION

Tom Denton explains why we don’t all learn the same way

43

THE INTELLIGENT DECISION PMM introduces the Intelligent Motorist app

58

57-62 DIAGNOSTICS & ENGINE MANAGEMENT

COULD YOU BE AN AUTOMOTIVE LOCKSMITH? One way to broaden your diagnostic offering

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

PMM JUNE 2021 3

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VIEWPOINT

Digital demands

Editor DANIEL ARON Digital Manager KELLY NEWSTEAD

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

Subscriptions

PROFESSIONAL MOTOR MECHANIC is a business magazine for firms and individuals involved in all aspects of the motor trade. It is published eleven times a year and is available nationally FREE to the trade through leading motor factors. It is also available through the post at a cost of £30. EUROPE and OVERSEAS 1 year (11 issues) £50 Airmail 1 year (11 issues) £65 Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts, WD24 4YF. Tel: Watford (01923) 237799 Fax: (01923) 246901 E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk Website: www.pmmonline.co.uk Facebook: /ProfessionalMotorMechanic Twitter: @pmmmagazine Copyright © 2021

Associate member

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

he phrase ‘going paperless’ will be one that is very familiar to PMM readers. For many years, the aftermarket has been pushed towards taking that digital leap of faith, doing away with paper documents and instead transforming everything into virtual information that can be stored efficiently and accessed easily. It was not long ago that a garage’s ‘data’ was almost entirely enshrined in those most trustworthy of materials: paper and ink. Now, for the most part, this has all changed, undergoing what we would call the process of ‘digitisation’. An important point to note here is that ‘digitisation’ and ‘digitalisation’ are not considered to be interchangeable terms. In fact, it’s a relatively common error to confuse the two ideas, but if you’re being pedantic (which I almost always am), the two words have subtly different meanings. On the one hand, ‘digitisation’ is the process of converting information into a digital format; a more all-encompassing version of ‘going paperless’. Whereas, on the other hand, ‘digitalisation’ tends to be used in reference to processes or industries. PMM’s Readerlink service is a great example of digitalisation. Once upon a time, if you wanted to find out more about a particular article or company that had featured within the printed magazine, you would have had to fill out the ‘Readerlink card’ that came with the PMM issue, send this back to the address provided, and then patiently wait until the information that you had requested came back to you via post. Thankfully, that much-loved but really quite convoluted system has been replaced with what you see in the magazine today: a website link that can be entered into a search engine – or simply clicked on if viewing the digital publication – to send you instantly to the precise information that you are after. Why am I discussing this? Well, that’s because the rhetoric within the garage sector has recently changed, moving on from talk of ‘digitisation’ and ‘going paperless’, to that of ‘digitalisation’. Before you jump to conclusions, it would be too easy to say that the pandemic and the resultant social restrictions are the sole instigators of the sector’s change in priorities. Other contributing factors, such as competition with the franchised network, vehicle technology, customer expectations, and more, have all been directing the independent sector towards a digital transformation for many years now. COVID-19 may simply have been the catalyst to really get things going. You will see from the PMM issue you are about to read that digital innovation has bred opportunity, even if it has been spurred on by crisis. From online booking providers and virtual classrooms, to social media marketing apps and digital vehicle health checks, there is currently a torrent of technological development flowing into the aftermarket, and much of it can help you to improve and streamline your business. Sure, there is a balance to be struck between instantly buying all the available options out there and identifying key areas of your business that could do with optimisation, but being amenable to adopting new technology into the workshop is fast becoming a necessity. As Rob Collison, the newly appointed Chairman of the Independent Garage Association (IGA), said on page 10: “Continuous investment is vital to stay ahead of the competition.” Enjoy the issue and have a great month.

Daniel Aron Editor

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NEWS

& VIEWS

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

©Ico Maker/AdobeStock

DVSA publishes guidance to combat MOT fraud New guidance on how to report an MOT tester or garage suspected of fraud has been published by the Driver and Vehicle Standards Agency (DVSA) to help protect the public against unsafe vehicles.

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eople can report a garage or tester if they believe MOT certificates are being given to vehicles that should have failed or have not been tested, or certificates are being issued for bribes or for failing vehicles unnecessarily to generate work. The new guidance is available at WWW.RDR.LINK/AAB001, and reports can be made anonymously. The garage or tester could be banned from carrying out MOTs, fined or given a prison sentence, depending on how serious the offence is. Within the last year, DVSA investigated 2,057 fraud reports which resulted in stopping 156 garages and 335 testers from testing.

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The agency also undertakes other activities to check garages are operating within the law, including site visits, vehicle inspections, mystery shopper exercises and covert surveillance by specialist teams. DVSA Director of Enforcement Marian Kitson said, “DVSA is committed to protecting everyone from unsafe drivers and vehicles. Although most garage owners and MOT testers follow the rules and work within legitimately run businesses, there are still those who try to cheat the system. “MOT fraud effectively allows unsafe vehicles on the road, so we’ll come down hard on the perpetrators to protect the public and integrity of the MOT.”

“The garage or tester could be banned from carrying out MOTs, fined or given a prison sentence, depending on how serious the offence is.”

Autoinform Live 2021 tickets now on sale The Original Equipment Suppliers Aftermarket Association (OESAA) is pleased to announce that tickets are now on sale for Autoinform Live 2021, to be held at the GTG Academy in Wolverhampton.

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aking place during the weekend of the 6th and 7th November, specialists will deliver hands-on technical training, business seminars and vehicle demonstrations, as OESAA members, guest speakers and a mix of garage management, diagnostic equipment and tool suppliers look to champion the benefits of OE quality and strengthen the future of workshops in both the short and long term. There will also be an opportunity for visitors to view the latest OE products,

technology and tooling available in the automotive aftermarket, not forgetting the networking opportunity presented by the gala dinner on the Saturday evening. Experts from OE suppliers, such as Dayco, Banner Batteries and VARTA, are scheduled to speak, as are Dave Massey, James Dillon and Andy Savva, ensuring an excellent blend of content is available for delegates to get their teeth into. Tickets start at £100 for a single-day’s attendance, with an additional £40 charge should visitors wish to attend the gala dinner on Saturday evening, while a weekend value ticket costs £199, which grants access to two full days of training and includes a seat at the gala dinner. To book a ticket, visit WWW.RDR.LINK/AAB002. Due to the anticipated high demand, OESAA urges those interested in securing a ticket to do so at the earliest opportunity.

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NEWS

& VIEWS

IMI comments on announcement that self-steering cars are heading for UK roads Steve Nash, CEO of the IMI, comments on the news that self-steering cars will be on UK roads later this year.

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he UK is in a race... a race for zero emissions and a race for mobility solutions that don’t need a driver. But I fear the government’s current impetus is not necessarily underpinned by solid infrastructure to ensure the next generation of vehicles can be maintained and repaired safely by a widely accessible network of technicians. “The IMI has already cited the serious deficit in technicians qualified to work on electric vehicles; currently we’re at just 5%. A skilled workforce for vehicles featuring Advanced Driver Assist Systems (ADAS) is better populated – but it’s still an area of concern as a whole. The reality is that this currently presents a much bigger risk for

road users than electric vehicles. “Connected and autonomous technologies are crucial to advancing the safety and performance of vehicles for all road users. But it will only work if it is accurately calibrated at all times. Whilst ADAS technology is certified at manufacture, we firmly believe there is room for improvement to ensure that automotive technicians repairing vehicles fully understand ADAS technology so that all systems are precisely and accurately calibrated before a vehicle goes back on the road. “The IMI has been championing the setting of standards to ensure that technicians are appropriately qualified to work on vehicles

involving ADAS, as well as electrified vehicles through the IMI TechSafe banner. We have already launched IMI ADAS Accreditation, designed and developed in collaboration with industry organisations, to help ensure technicians have the expertise to work with ADAS features in vehicles, protecting the safety of drivers when this technology is activated. But market penetration is not yet comprehensive and that is where I fear the government’s plans could come unstuck. “We urge government and its advisors to engage with the IMI to ensure that the repair and maintenance infrastructure is ready for autonomous motoring. As the industry’s professional body, working with broad-based sector advisory groups, we are best placed to ensure that appropriate standards are developed, adopted and, ideally, supported by appropriate regulation.”

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NEWS

& VIEWS

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

The Garage Inspector joins Autotech Academy

©GaiBru Photo/AdobeStock

Connected equipment moves ahead with emissions analysers DVSA’s plan to modernise the MOT testing service through connectable equipment resumed in May with the introduction of emissions analysers.

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nyone who has bought or plans to buy an exhaust gas analyser or diesel smoke meter after 1st May needs to make sure it is a model that can connect to the MOT testing service. This applies to garages buying replacement equipment, Authorised Examiners taking over another site and any new garage being approved to carry out MOTs. Connectable equipment is not mandatory for most garages, but some have started to invest in replacing their existing equipment. In a survey last year, around one in seven garages said they were using some form of connected equipment. Installing

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connectable equipment can save garages time, reduce the risk of error in entering MOT results and help combat fraud. Chris Price, DVSA’s Head of MOT Policy, said, “We paused the introduction of connectable equipment last year to help garages manage their businesses through the pandemic, as well as the impact of MOT exemptions. “As part of our recovery of the MOT service, we’ve been working with equipment manufacturers over the last few months to introduce connectable exhaust gas analysers and diesel smoke meters to further modernise the test. “After reinstating the grace period for connected equipment installation in December 2020, we wanted to give garages enough time to review their requirements around connected equipment before bringing in emissions analysers.”

One of the independent aftermarket’s most vocal and visible figureheads, Andy Savva, a.k.a. The Garage Inspector, is set to play a vital role in driving awareness of Autotech Academy.

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reated to help fill the automotive skills funnel and counteract the shortage of fresh talent entering the industry, Autotech Academy will provide qualified college leavers with a gateway into the industry through a paid internship. With the industry facing a major skills shortage, particularly with the shift towards electrification, the need to create a pipeline of new talent has never been more prevalent. Now a consultant and trainer for the independent garage sector, Andy started his career as an automotive apprentice at 18 before owning

his own garage, making him ideally placed to work with both interns and employers. “The opportunity to join the board at Autotech Academy as Non-Executive Director is something I couldn’t refuse,” commented Andy. “For many years I have commented on the challenges of attracting and retaining youth in our industry. Autotech Academy offers a unique and broad range of essential technical-skills training, complementing what colleges are already doing to enhance and prepare the next generation of technicians, and front-of-house personnel, for employment. “It is an exciting time to be involved in the automotive sector and there is much to do. I cannot wait to share my business knowledge to give each and every intern the edge as they step into the real world of our competitive and everchallenging automotive industry.”

Andy Savva, The Garage Inspector, pictured with Autotech Group CEO Gavin White, has joined Autotech Academy as a Non-Executive Director

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NEWS

& VIEWS

FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE

VIEWS from the

INDUSTRY

“Continuous investment is vital to stay ahead of the competition” Rob Collison, Chairman of the IGA (Independent Garage Association)

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ith over 30 years working in the motor trade, I have witnessed many changes, but recent years have presented changes at a rate we’ve never seen before, and challenges that have tested the true mettle of the people within this great industry. While we are hopefully over the worst of the coronavirus pandemic, the automatic sixmonth MOT extensions granted for vehicles last year is causing a huge knock-on effect for garages. We are now facing recurring periods of significant peaks and troughs in MOT demand throughout the year, so time and effort put into spreading your workload more evenly and bringing tests forward would be well spent. Technological advancements have meant that continuous investment is vital to stay ahead of the competition, not only in equipment but also in staff and their continued development. We are all aware that, whilst modern vehicles may operate more or less as they always have from a driver’s perspective, for technicians, they are a world apart from the vehicles of even just 10 years ago. Technical information, and access to it, is as vital as the parts

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Rob Collison, Managing Director of Collison Motoring Services, was appointed Chairman of the IGA this year

we need to maintain and repair cars. As independent garages, the breadth and depth of the information we need to cover the vast array of vehicle marques we see is becoming an increasingly difficult challenge. This is sadly true not only from the perspective of access, but also cost. Now more than ever, independent garages need to engage directly with vehicle manufacturers to secure the future of access to technical repair and maintenance information. With the current Block Exemption Regulation

coming to an end in 2023, the IGA is working towards a solution that ensures our customers continue to have a choice as to who and where they have their vehicles repaired. The training and development of people is a passion of mine; a strong business is based on good people who are, or can be, upskilled into the right people. Therefore, it saddens me when I hear of apprentice numbers declining. Apprentices are the foundations upon which we build our future, and as such should not be viewed as a

distraction or hinderance, but more as a fundamental requirement to safeguard our businesses and whole industry. As a sector, the services we provide ensure that vehicles last longer, enabling mobility for many and providing the social utility of access to a personal transport solution. One of my greatest frustrations is that our industry isn’t recognised for the vital role it plays in the nation’s mobility. Without the motor trade and the people in it, our country would literally grind to a halt.

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TROUBLESHOOTER

Drivetrain error message: BMW i3 Pico technician Steve Smith puts his EV diagnostic skills to the test with a BMW i3 that is refusing to switch to ‘Ready Mode’ and is displaying a drivetrain error message. Customer’s description The customer reported that when they tried to switch on and power the vehicle to ‘Ready Mode’, the instrument panel displayed a ‘drivetrain error warning’ and the vehicle could not be driven.

Technical description Verifying the customer complaint is an essential step in the diagnostic process, but it is quite often a time-consuming task without success. On this occasion, the customer complaint was bang on as the instrument panel and the iDrive displays both indicated a drivetrain error accompanied with the message: ‘It is not possible to continue journey’. Note: It was not possible to shift the vehicle from ‘Park’ with the transmission select switch, and while the ignition could be turned on to illuminate the instrument panel and associated warning lights, the highvoltage (HV) contactors were not energised (i.e. the HV system appeared inoperative). In addition to the symptoms above, the vehicle would not allow charging to commence when connected to an EVSE point (electric vehicle supply equipment). The following video demonstrates the symptoms described above: WWW.RDR.LINK/AAB003.

Vehicle information Manufacturer: BMW Model: i3, 94Ah (Full EV) Year: 2016 Model code: I01 Engine code: 1B1 Transmission: Single speed with electric parking lock

Mileage: 34,783 miles Failed part: Wiring harness failure

A vehicle scan of all onboard control units revealed 17 fault codes, which we saved and erased. We cycled the ignition from ON, to OFF, to ON and made an attempt to power the vehicle to ‘Ready Mode’. Once again, the drivetrain error message was displayed. Using this technique ensures that the remaining codes are relevant to the fault condition and not codes introduced by previous diagnosis. A rescan of the vehicle revealed the following six faults codes: Engine control

The customer interview followed the four targeted open question principle below to establish fact from fiction:

■ 21E96F Ready for starting signal: Signal

■ How long has the problem been evident?

■ CE5402 Message: High-voltage battery 2

The fault occurred without any warning (the vehicle was then recovered to the workshop).

■ 21E687 Voltage Terminal 30 C: Crash

■ When did you first notice the problem?

■ CE5406 Message: High-voltage battery 1

The symptom occurred once, leaving the vehicle immobilised and requiring recovery.

■ CE5403 Communication with HV battery

missing HV batt.charge control 4.0: data: Missing message detected data: Missing message control unit: Missing message

■ Has any work been carried out on the

vehicle recently? No.

Informat. electronics 4.2: ■ B7F805 L-band antenna: Open circuit in

wiring ■ When do you experience the problem?

Diagnosis: Day 1 With the customer complaint verified, we confirmed the vehicle’s ID and specification. Confirmation of specification is of the utmost importance when it comes to diagnosis as there is often a temptation for customers to modify their vehicle with fashionable accessories that lack the fundamental quality control and engineering that was originally intended for the vehicle. The customer confirmed that no such accessories had been installed.

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No driving pattern required. One day this vehicle was fine, the next day it would not power up! Quite often the customer interview leads to a probable diagnosis, but I think you will agree that in this case, after receiving the responses above, there was literally nothing to go on! The basic inspection confirmed no fluid leakages, no visible signs of damage to hoses, connections, wiring harnesses, or that favourite discovery: accident repair.

To interpret the fault codes we obtained during the vehicle scan, we had to decode the terminology as universal scan tools often use differing descriptions for OE system components. This is a typical hurdle to overcome, which we have demonstrated and discussed in previous case studies. For example: ■ ‘Engine control’ refers to Electric Digital

Motor Electronics – EDME (BMW terminology)

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■ ‘HV batt.charge control 4.0’ refers to

Battery ECU – SME (BMW terminology) While this may not seem relevant at this stage of the diagnosis, we needed to interpret the abbreviations used in the BMW wiring diagrams against the component descriptions, fault codes and data we obtained from the scan tool. I guess you could liken this to the translation of languages, i.e. the language used by the scan tool and the language used in BMW technical documentation.

Which fault code should we follow and why? Given that we were using a generic scan tool, we did not have access to the occurrence order of the fault codes. Based on the fault code descriptions, the following was my interpretation: SME fault code ‘21E687 Voltage Terminal 30C: Crash detected’ would be the primary fault code to pursue as ‘Crash’ takes priority over everything else! With a ‘Crash detected’ fault code, it is no surprise that the EDME is returning ‘21E96F Ready for starting signal: Signal missing’. With a crash detected, the HV system would have been shut down immediately.

“The best possible way to qualify the presence of known issues and fixes is to use the manufacturer’s technical portal combined with the vehicle chassis number.” Before diving in, at this point it is paramount to take a step back and check for technical bulletins (recalls and campaigns, etc.). The best possible way to qualify the presence of known issues and fixes is to use the manufacturer’s technical portal combined with the vehicle chassis number. While this may seem obvious, there are a number of avenues to obtain free technical bulletins and so called ‘fixes’. I have experienced that while the entire description of such obtained data matches the exact symptom and fault code you have obtained, the bulletin may well be for other markets, i.e. not applicable to the UK. Please don’t fall into this trap as I have done with other vehicles in the past. In this case, there were no such bulletins to take into consideration.

■ Crash sensing circuit component error ■ Crash sensing circuit error

The action plan The action plan was, as usual, predominantly governed by accessibility, probability and cost. Based on the acquired scan data, the fault code 21E687 was very descriptive about the voltage level at Terminal 30 C of the SME. The action plan, therefore, focused on the integrity of Terminal 30 C and the associated circuit.

Recap ■ The vehicle failed to power up to ‘Ready

Mode’ ■ The vehicle failed to charge from EVSE ■ A drivetrain error message was reported

on the instrument panel ■ There were multiple fault codes stored

with the SME reporting ‘Crash detected’ Circuit 30 C can be seen below in the wiring diagram (Fig 1 – supplied by ALLDATA). I have added a number of annotations to help with my interpretation of the BMW terminology. For example: ■ I understand ‘Convenience charging

electronics’as the On-Board Charger (OBC). Likewise, the SME is also returning: ■ CE5402 Message: High-voltage battery 2 data: Missing message ■ CE5403 Communication with HV battery control unit: Missing message ■ CE5406 Message: High-voltage battery 1 data: Missing message

Possible causes ■ Accident repaired vehicle with

immobilising crash data

■ X45*1V is a sealed joint within the

wiring harness under the vehicle on the left-hand rear side

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Informat. electronics 4.2: ■ ‘B7F805 L-band antenna: Open circuit in

wiring’ is not relevant to our diagnosis Let’s be honest here. How difficult would it be to chase ‘Missing messages’ compared to the Terminal 30 C voltage at the SME? For this reason, we left the CE5402, CE5403 and CE54006 codes alone for now. At this stage, my mind is running riot thinking this could be a crash repaired vehicle even though the basic inspection revealed no accident repair work.

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TROUBLESHOOTER

Note: The high-voltage safety connector in Fig 1 is responsible for switching off the HV electrical system to carry out repair and maintenance work. Please refer to the workshop manual and make sure that the relevant procedure is followed by suitably qualified personnel. If the high-voltage safety connector is open, the 12V supply to Terminal 30 C at the SME and OBC will be removed (30 C now at 0V) and so the HV system is switched off until the power supply to Terminal 30 C is reestablished. The high-voltage safety connector is linked directly to the 12V battery positive post via a Safety Battery Terminal, which includes a pyrotechnic device designed to break the connection between the 12V battery and the high-voltage safety connector (triggered by the Airbag crash module) in the event of an accident. In Fig 2, you can see the voltage present at Terminal 30 C of the SME, as reported by the scan tool. However, Fig 3 shows the Terminal 30 C voltage measured with PicoScope at connector A191*B pin 1 (Red/Yellow wire) of the SME. We can immediately see a concerning issue with the voltage at Terminal 30 C of the SME when we applied electrical load in the form of attempting to power the vehicle to ‘Ready Mode’. The load applied would be in the form of the HV battery contactors attempting to connect the HV battery to the vehicle HV system. However, as soon as Terminal 30 C voltage at the SME drops below a predetermined threshold, the contactors would be de-energised immediately. Let me share a tip on using the scope to monitor and capture voltage dropout. Select a slow timeframe (2 s/div) whereby the

“The action plan was, as usual, predominantly governed by accessibility, probability and cost.”

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waveform is drawn across the screen in ‘realtime’, which can be interpreted by the human eye during events such as ignition ON/OFF or wiggle testing. While the scope can also be used to capture these events at ultra-speed with triggers, it is difficult to interpret and link waveforms to events, such as wiggle tests that are only displayed on screen for a split second. In such cases, the user would then have to scroll back through the waveform buffer to find an event that may or may not be linked to ignition ON/OFF or wiggle testing. The PicoScope capture provided sufficient evidence to further test the integrity of the

crash sensing circuit (30 C), unlike the value displayed by the scan tool that may lead you to believe Terminal 30 C at the SME is OK (the refresh rate of the scan tool is too slow to capture the voltage drop). So far, we had confirmed that Terminal 30 C voltage at the SME is unstable under load. Based on this knowledge, we needed to qualify the integrity of the 30 C circuit at the high-voltage safety connector. We were on for another day of diagnosis… Read the next issue of PMM to find out what happened on day two of diagnosis and how it led to Steve’s final conclusion.

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TROUBLESHOOTER

The devil is in the details Scantec Automotive’s Ross Kemp presents a recent case where knowing the details of a specific brand’s various electrical systems is the only way to prevent unnecessary costs and delays.

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s a diagnostic technician, it is clear to me that when it comes to the art of diagnostics, you cannot place enough importance on brand and brand-specific knowledge and data. The clear rate of acceleration in technology and software found in today’s vehicles only confirms to me that to achieve and maintain the level of knowledge required to be a competent and efficient diagnostic technician, you need to limit the brands that you work on. A recent vehicle that we were asked to look at highlights this for me.

A key question The vehicle in question was a BMW M3 and had been delivered to our workshop with the reported symptoms of non-start with no engine cranking possible. Previous attempts to repair this fault elsewhere included a new steering column (with inbuilt steering lock) and a new remote key. It also had the accompanying comments: “the steering lock is being switched and we think it may need a new CAS Module”. On initial visual inspection, we noted that both the new and original keys were accepted and recognised when placed into the ignition slot – this was confirmed by the keys latching into place, as this would not happen if the

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Ross Kemp, Diagnostic Specialist

key had not been recognised for any reason. Therefore, we had confirmed in less than five minutes (and with no diagnostic tools) that the fault on this vehicle was not key related and the vehicle did not require the new key.

Monitoring modules We noted no action or noise from the new steering lock, and we were unable to activate terminal 15 (ignition). At this stage, an initial diagnostic fault code assessment is reasonably limited due to the lack of ignition activation. This is because many control modules would not be receiving either a hardwired T15 or a network transmitted T15 wake-up command. Therefore, understanding which modules should be responding is important, because we had a long list of modules that were not responding, some of which may be required to enable ignition and/or starting. The initial fault scan had to be filtered. Many of the faults were from modules that were online but were logging faults because of missing data from modules that were not online. In our case, all the modules required for initial activation were present and correct, and the only fault considered relevant was found in the CAS module (00A103 – CAS: Immobilizer bus fault).

“It is clear to me that when it comes to the art of diagnostics, you cannot place enough importance on brand and brand-specific knowledge and data.”

What is CAS? The Car Access System module (CAS), as the name suggests, is predominantly responsible for vehicle access type functions like remote lock and unlock signals, immobilisation, and terminal control, and is also responsible for the steering lock management. In basic form, when placing a remote key in the key slot, the CAS will detect the insertion of the key and power up the loop aerial, read the key’s embedded transponder data, check the key data to confirm it matches one of the 10 factory pre-programmed key data slots, and if it does, the key will lock into the key slot as mentioned above. One of the next steps is for the CAS module to power up the steering lock, which (like the engine control module) is security matched to the vehicle. It will then send a digital request to the steering lock for it to unlock, awaiting a response confirming that the steering lock has been successfully unlocked. Then, and only then, will the CAS module activate ignition.

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TROUBLESHOOTER

Time to test For us (as first noted on visual inspection), we could see that the keys were recognised and locked into place, however, we heard nothing from the new steering lock. So, we gained access to the lock’s wiring and carried out an initial scope test of the circuit (Fig 1). Again, it is important to understand what to expect and when to expect it. By design, the steering lock assembly has a permanent ground (used for internal control module circuit), a communication line (Bus Signal), and two motor current carrying wires. Due to the safety implications of having an electrically operated steering lock, BMW has designed the system so that the motor (when not being operated) has neither power nor ground supply. This means the CAS module is required to switch power and ground to the lock motor assembly when it wishes to operate it. It can be seen from the test that the CAS module does indeed supply power and ground to the new lock assembly with three attempts before giving up. But, note! There appears to be an issue relating to no activity on the Bus communication line, and it also appears to be stuck at approximately 5V. Initial checks against the wiring diagrams (Fig 2) and specifications of the vehicle suggested that on this model, the communication line was only involving the CAS module and the steering lock module assembly. However, disconnecting either one of these two modules did not show any change to the signal line voltage. Therefore, it was pretty safe to assume that we had a wiring fault.

A fault in the wiring Further checks against the wiring diagrams (when not filtering out specific vehicle specification) confirmed that on vehicles fitted with the Comfort Access Module (which this vehicle did not have), the Bus communication line in question would also be wired to this module. A quick look at the empty space where the comfort access module should be showed a redundant connector with green corroded connectors. A closer inspection confirmed that a battery voltage supply terminal was being

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“In this case, the first thing to take onboard is that if it had been realised that the key would not be locked into place if any part of the key reading and prechecks had failed, then it would have saved the cost and delay associated with an unnecessary new key.”

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partially shorted across the Bus communication line, causing sufficient voltage on the line to prevent the CAS module from communicating with the steering lock. A quick clean-up of the electrical plug, and the retest showed that the CAS module was still switching both power and ground to the steering lock module but could also be seen actively communicating. As a result, we could now see and hear the steering lock operate. With the CAS module receiving its required feedback, it was able and willing to activate terminal 15 ignition (Fig 3).

Conclusion Understanding the system and the way it operates is normally the key to comprehending why it is not operating correctly. In this case, the first thing to take onboard is that if it had been realised that the key would not be locked into place if any part

of the key reading and pre-checks had failed, then it would have saved the cost and delay associated with an unnecessary new key. We also factored in that a steering lock supplied with a switched power and ground is insufficient when the communication is not present, as the switched supplies do not actually activate the lock motor directly without the accompanying command signal. Therefore, if it had been realised before the vehicle arrived here that the CAS module requires a successful unlock confirmation from the steering lock in order to activate the ignition, then the owner may have saved additional costs involved in replacing the complete steering column. TO FIND OUT MORE ABOUT SCANTEC AUTOMOTIVE, WWW.RDR.LINK /AAB004

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CLUTCH CLINIC

HOW TO Replace a clutch on a 2009 Peugeot 107 In this month’s Clutch Clinic, Charles Figgins, Technical Marketing Manager at Blue Print, runs through the step-by-step procedure for replacing a clutch on a 2009 Peugeot 107.

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he Toyota Aygo, Citroën C1 and Peugeot 107, manufactured from 2005-2014, were the result of a very successful joint project between the PSA group and Toyota. All three vehicles were assembled in the same factory in the Czech Republic and share many common components. However, this popular city car is well known to have suffered from a number of clutch issues, resulting in a variety of improvements during its production. The common issues can be attributed to premature clutch disc wear or clutch noise (often recognised as release bearing ‘squeak’) caused by a worn clutch cover diaphragm spring and/or broken release bearing tab. This results in the clutch feeling heavy and, as a result, difficult to change gear. The complete Blue Print clutch kit ADT330246 is required if the vehicle being repaired has symptoms relating to a worn clutch. In addition, if the vehicle demonstrates the symptoms highlighted above, then the clutch fork must also be checked and replaced if necessary. This is advised due to the increased effort required to change gear, which may result in stress fractures in the clutch release lever.

Step-by-step guidance In this particular case, the focus is a 2009 Peugeot 107. The owner had noticed that the clutch pedal had become stiff in operation and the engagement point was at the upper part of the pedal travel. This indicated the clutch was nearing the end of its service life and was due for replacement. With the vehicle in the workshop, the bonnet was opened, and the battery was removed, followed by the battery tray. The tray is held in place by four bolts, however there are also several retaining clips connected

20 JUNE 2021 PMM

to the fuse box which need detaching before it can be removed. Once removed, this revealed the gear selector linkage cables and clutch cable. The ‘R’ clips were removed (which retained the gear linkage cables) and the clutch cable was loosened. This was followed by the unbolting of the retaining bracket from the transmission. The cables were then retained out of the way, until they were required to be refitted (Fig 1).

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Working from the top of the transmission, the lambda sensor and reverse lamp wiring harness were unplugged, along with the removal of the retaining bracket. The upper bell housing bolts and one of the starter motor fixing bolts were also removed. The vehicle was raised, and the front wheels were removed, followed by the lower suspension arm ball joint ‘R’ clips and retaining nuts. The ball joints were then freed from the steering knuckle assembly. This was followed by the removal of the transmission oil drain plug, which is located below the left driveshaft. Once the oil was drained, a suitable lever bar was used to release the inner driveshaft joints from the differential. Working under the transmission, the earth cable was unbolted and the lambda sensor wiring harness was unclipped. The two exhaust retaining bolts were removed and the exhaust was positioned out of the way and supported to one side – this prevented the risk

020_PMM_JUNE21_Layout 1 04/05/2021 14:05 Page 21

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of damaging the lambda sensor when removing the transmission. Next to be detached was the steel plate covering the flywheel, followed by the removal of the rear transmission mounting and bracket. Whilst supporting the engine, all but two of the remaining bell housing bolts were removed, plus the one remaining starter motor bolt. Note: The starter motor was left in place as it does not need to be removed completely for the removal of the transmission (Fig 2). The four bolts retaining the top transmission mount were removed along with the last of the remaining bell housing bolts. The transmission was then separated from the engine and lowered from the vehicle for inspection. The clutch pressure plate and friction disc were removed from the flywheel and inspected for any unusual wear issues. In this particular inspection, the flywheel was in good condition and only required cleaning before fitting the new clutch. However, the friction disc material was close to being worn out and there was significant wear on the pressure plate diaphragm springs. The clutch kit for this vehicle had been updated in 2008, increasing the clutch friction disc diameter from 180mm to 190mm to improve its service life. As a result, Blue Print clutch kit ADT330246 was fitted to the flywheel, reflecting these updates and following the updated OE specification. Turning attention to the release mechanism, the bell housing was thoroughly cleaned to free all grease, dirt and old friction fibres from the previous clutch. The release bearing was then removed from the clutch fork and the guide sleeve was inspected for wear. The fork and release lever were removed and inspected for any fractures or damage. In this case, no parts were showing any signs of stress or damage. However, during the vehicle’s production, a strengthened release fork and

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bearing or any other part of the shaft. With the release bearing fitted correctly and the operation of the release mechanism tested for smoothness, the transmission was ready to be refitted to the engine.

Refitting the transmission

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lever were introduced in 2013. As a result, the updated clutch fork ADT33351 and release lever ADT33352 were fitted to the transmission, following the lubrication of the pivot points. Next, the new release bearing was fitted. Note: It is important to correctly locate the retaining clips on the fork and the orientation of the release bearing – failure to do so can create operational issues with the clutch mechanism. Fig 3 highlights the locating groove in the fork. Fig 4 shows the incorrect orientation of the release bearing, whereas Fig 5 demonstrates the correct fitment of the bearing with the clip located in the groove. Note: When fitting the release bearing, you should only apply grease to the input shaft splines. Do not apply on the release

The transmission was aligned with the engine and all retaining bolts were attached. This was followed by the support mounting brackets and exhaust. Then, both driveshafts, the lower suspension ball joints and the wheels were all refitted. The transmission oil level plug, located above the left driveshaft, was removed and the transmission was filled with fresh oil. Working from the top of the transmission, all wiring harnesses were attached. Then, the clutch and gear control cables were refitted, including initial adjustment to take up the free play within the clutch cable. With all of the parts now refitted, the battery tray, fuse box and battery were also installed. The clock and radio were then reset. The clutch pedal was checked for smoothness of operation, followed by the checking of the pedal free play (by hand) and adjusted where necessary. The distance travelled by the pedal was then measured with a ruler. Note: The amount of free play in the clutch pedal is required to be 23mm, +/- 5mm (Fig 6). This check and adjustment should be carried out at every routine service. The clutch cable was revised accordingly, until the tolerance was achieved. With the new clutch fitted and adjusted correctly, the car was road tested for perfect operation. TO FIND OUT MORE ABOUT THE BLUE PRINT RANGE, WWW.RDR.LINK /AAB005

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BELT FOCUS

CASE STUDY Premature failure: guide pulley bearings In this investigation, the Gates technical team identifies the primary causes of premature failure of the guide pulley bearings in specific timing belt drive systems soon after replacement.

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hen the guide pulleys in the timing belt drive systems on Kia and Hyundai models with similar engines were reported as failing prematurely after replacement, the Gates technical team launched an investigation. The models affected were in the 1.4L, 1.5L and 1.6L range, and the pulleys were part of both the Gates PowerGrip K015479XS and the Gates Powergrip Plus Water Pump Kits KP15479XS. The investigation revealed that, in most of the cases, the failure was due to the guide pulley bearings failing, causing belt damage, loss of synchronization and subsequent damage to the components of the timing mechanism. In the process, the pulleys came apart and the inner ring often became detached from the outer ring. The inner ring of the guide pulley has completely detached from the outer ring

22 JUNE 2021 PMM

Vehicle information Models: Kia (Rio, Cerato) Hyundai (Accent, Getz, Matrix, Coupe) Engines: 1.4L, 1.5L and 1.6L petrol Year: 1996–2014

In all of the cases examined, there were traces of overheating to the guide rollers and scuffs on the back surfaces of the belts along the entire length. Typically, scuffs were found around the working surface of the tensioner pulley, too.

Fault diagnosis During installation, the initial belt tension is provided by the force of a spring (not included in the kits). The spring rests with one end on the engine structural element, while the other end sits on a special lug located on the tensioner bracket. After tension adjustment and after securing the tensioner with two bolts, it remains fixed. The spring is not actually involved in the operation of the drive. Replacement of the spring is not typically prescribed by the car manufacturer if there is no visible damage. However, it is good workshop practice to replace the spring when

Here, the parts of the in-guide pulley are in the correct position, but clearly detached

overhauling all the other parts in the drive, even though OE does not prescribe it. That spring has been in the same position for four or five years and there are a number of issues that could lead to problems Over time, the spring’s characteristics begin to decline. If the fixing bolts are incorrectly torqued, the spring might jump over the lip, causing the spring to rest directly on the pulley after the installation procedure – rather than on the tensioner lug. It could

022_PMM_JUNE21_Layout 1 04/05/2021 14:01 Page 23

then begin to rub against the pulley during engine operation generating a serious amount of friction as well as causing mechanical damage to the pulley. The friction generates an enormous amount of heat. Once the heat is transferred to the belt, the guide pulley heats up, causing the bearing to overheat and the lubricant to leak out. The overall consequence is even more heat generation on the bearing, with overloading and eventual destruction.

Investigation recommendations In any replacement or installation situation, it is important to observe both the correct relative positioning of all the elements of the tensioning mechanism, and the sequence for tightening the fixing bolts. Applying the prescribed torque is essential. A key investigation finding was the importance of observing the correct position of the spring, which must not rest on the pulley. There are some more general lessons to be

“Observe both the correct relative positioning of all the elements of the tensioning mechanism, and the sequence for tightening the fixing bolts.” learned, too. When making the diagnosis, it is crucial to pay attention to the single element of the drive system that has visible damage, but also to consider the condition of the entire system and each individual element.

ONLINE GUIDANCE Online digital instructions are available for all Gates PowerGrip Kits. They are engine specific and include drive system layouts. They are accessed via a QR Code or the Product Key on the side of each box.

TO FIND OUT MORE ABOUT GATES RANGE OF PRODUCTS, WWW.RDR.LINK /AAB006

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WHAT CAUSES BATTERY FAILURE? PART TWO When the car doesn’t start, often the first thought is…has the battery failed? However, it’s not always the battery itself that’s at fault.

What can cause battery failure when in use? 씰 A parasitic drain can be the main cause of battery failure. A drain of 0.03A is an acceptable drain, but at the higher end of the tolerance (the ideal is as close to zero as possible). At this rate of drain (0.03A), a 60Ah battery would be flat in 83 days or less. If the drain increased to 0.1A, it would be flat in 25 days or less! 씰 If the vehicle has not been used for an extended period of time (for example, during the recent lockdown periods), it can lead to battery stratification. This is when the acid in the electrolyte separates from the water, and sinks to the bottom of the battery and so reduces the charge and capacity. If left too long, it is not possible to fully recover the battery. Note: Even if a new battery is fitted, regular use of at least 30 minutes after Stratification inside the battery starting is still required to maintain the battery health. Without this care, the battery could fail prematurely again! This scenario could be something you have experienced with new batteries fitted during lockdown. 씰 If the vehicle is only ever used for short journeys – less than a 30-minute drive – this could cause premature battery failure. The alternator needs at least a 30-minute drive time to recover the battery power used from one start alone. 씰 If the battery is rarely maintained (not checked, tested or charged when required), then this could also lead to premature battery failure.

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The starter motor powered by the battery needs voltage and amperage to function. Below is a chart to show the voltages between a good and bad battery, and what action should be taken to maintain and prolong the life of the vehicle battery.

100% >12.7v 90% 12.6v - 12.7v 80% 12.5v - 12.6v

No action is necessary apart from continued regular testing – battery condition is GOOD.

70% 60% 50%

12.4v - 12.5v 12.3v - 12.4v 12.2v - 12.3v

The battery is discharged and needs charging in order to bring it back to full charge and capacity. Retest the battery after charging.

40% 30% 20%

12.1v - 12.2v 12.0v - 12.1v 11.9v - 12.0v

10% 0%

11.8v - 11.9v >11.8v

Sulphation has begun in the cells and lasting damage is taking place. Charging the battery may provide short-term recovery, however, it is advisable to install a new battery as soon as possible. The battery has reached the end of its life and is not recoverable. Replace the battery immediately. The type of battery failure where the battery has been left to go flat without intervention is typically not covered by the warranty, regardless of the age of the battery.

Important note! Most technicians will always check and report back to the driver if there is an issue with: 씰 Tyre condition 씰 Brake components and the fluid 씰 Coolant strength The VARTA ® team strongly recommends adding ‘Battery Test’ to the list! Give your customers peace of mind with a clear prediction of their battery’s future performance. Carry out a simple and quick battery test on every vehicle to ensure that the customer isn’t disappointed shortly after their visit, and also so that they associate your business with their next battery change. A happy customer is a customer that trusts their garage and is willing to return because the service they received exceeded their expectations! Always ensure that any battery replacement is of the correct specification for the vehicle technology. Use the VARTA® Partner Portal to help you identify the correct battery. Simply enter the vehicle details for an exact match to the technology needed for that model.

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 expert advice for the whole replacement journey. Register now for free: WWW.RDR.LINK/AAB007

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027_PMM_JUNE21_Layout 1 04/05/2021 14:10 Page 27

TECH TIPS

HOW TO Inspect secondary air valves Noisy secondary air pump? Why do speed fluctuations occur on cold engines? What is the cause of the diagnostic trouble code P0410 and P0411? Here, the technical experts at MS Motorservice explain why you should check the actuating electric switchover valve and the secondary air valve.

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he following customer complaints can occur during the cold-running phase in vehicles that have a secondary air system:

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■ Secondary air pump (SLP) makes noises ■ SLP does not work ■ Repeated failure of the SLP after a brief

running period ■ Variation in revs when the engine is cold

The possible OBD error codes for this situation are likely to be P0410 and P0411. The trigger for this damage can remain in the vehicle and lead to the recurrent failure of the secondary air pump. When replacing the secondary air pump, the electrical reversing valve and the secondary air valve must be inspected for leaks as a basic principle.

01 Secondary air pump 02 Electrical reversing valve (EUV) 03 Switch-off non-return valve (approx. 1995)

04 Secondary-air switch-off valve (approx. 1993-1997) 05 Secondary-air non return valve (approx. 1993-1997) P Inspection point for quick inspection

In that case, the secondary air pump may already have been damaged.

Under inspection The secondary air valve can be quickly inspected very easily:

■ Inspect the secondary air pump and

■ Loosen the connecting hose on the

In almost all cases the damage is caused by exhaust gas condensate in the secondary air pump. In repairs, often only the secondary air pump is replaced.

secondary air non-return valve leading to the secondary air pump. See inspection point ‘P’ in Fig 1. ■ If there are deposits on this side of the valve (finger test – see Fig 2), the nonreturn valve is leaky and must be replaced.

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replace it if necessary.

Different designs Secondary air valves are an integral part of the secondary air system. They are fitted between the secondary air pump (Fig 1.01) and the exhaust manifold. They prevent pressure peaks in the exhaust flow from damaging the secondary air system and exhaust gas or condensate from entering the secondary air pump. There are different designs of secondary air valves. Switch-off non-return valves (Fig

Damage caused by exhaust gas condensate (left), compared to new condition component (right)

1.03) are generally vacuum-operated valves, whereas later designs (from approximately 1998) are opened by the pressure of the secondary air. This does away with pneumatic control by an electrical reversing valve (Fig 1.02). Secondary-air non-return valves (Fig 1.05) open as a result of the pressure of the secondary airflow. TO FIND OUT MORE ABOUT THE SECONDARY AIR SYSTEM, WWW.RDR.LINK /AAB008

PMM JUNE 2021 27

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TECH TIPS

CASE STUDY Is it worth refurbishing a faulty FRM? OSCA cables offer remote diagnostic support from expert technicians. In this case study, the company explains how one of its experts helped a customer encode an FRM module on a BMW 3 Series.

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owadays, many people face quite a difficult decision whether to replace faulty car parts with brand new ones or try to save the existing ones by taking them for a good, old refurbishment. You would think that bringing a part back to life that has served you so well over the years is cost-effective and the best way to go. However, this is not always the case. Recently, OSCA technician Martin was contacted by a customer. The initial report appeared to be a BMW 3 Series 320i M Sport with indicator faults and various electrical body functions. However, after a more indepth examination, it was revealed that the FRM (Footwell Module) also had significant water damage. After discovering that the FRM module was damaged, the initial problem made sense as the module receives signals from the doors, controls the lighting, commands the adaptive headlights, and interfaces with the dashboard. The BMW FRM receives signals from the following sources: ■ ■ ■ ■ ■ ■ ■ ■

Height sensors Reversing light switch Brake light switch Hazard warning flasher switch Light switch Driver’s door switch block Door contacts in front doors Driver’s door lock

28 JUNE 2021 PMM

Vehicle information Year of manufacture: 2007 Fuel Type: Petrol Make: BMW Model: 3 Series 320i M Sport Transmission: Automatic

Therefore, the following mechanisms are controlled by the FRM: ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■

Exterior mirrors Power window drive Headlight Tail lights Fog lights Centre high-mount stop lamp Auxiliary turn indicator light Front courtesy lighting Rear courtesy lighting Number-plate light Two stepper motor controllers for the adaptive headlight stepper motors Two belt feeder controllers (only on E92) Exterior lighting Interior lighting Central locking system Power window regulator

The first option for solving the problem was to get in touch with a local control module repair service provider. At first glance, this

option seemed sensible enough until the customer received a shocking £400+VAT quote for ‘an attempt’ at FRM module refurbishment. The second option was to purchase a new module from BMW; however, the customer would have had to face the inconvenience of having to tow or drive the faulty vehicle to the dealer for programming. Luckily, the customer owned an OSCA cable. The customer went ahead and purchased a new module directly from the dealer, which cost £360+VAT. Later that day, they connected the OSCA cable to the vehicle and started an online chat with OSCA technician Martin asking for a remote encoding of the module. Twenty minutes later, and after following Martin’s on-screen instructions, the customer confirmed that the vehicle health check scan was finished and all faults were clear. They were issued a £39.99 invoice and the job was completed. In conclusion, refurbishing an old damaged module would have been a risky and expensive move with a limited warranty. This case shows that using new genuine parts with the help of OSCA can be both cost effective and convenient. TO FIND OUT MORE ABOUT OSCA (EXCLUSIVELY DISTRIBUTED IN THE UK BY 3D GROUP), WWW.RDR.LINK /AAB009

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Although the concept of the air suspension system on passenger cars was introduced in the sixties, the functioning of the system remains a mystery to most. This is partly because many workshops do not have air suspension maintenance and repair as part of their service offering. Below, Arnott, the air suspension specialist, explains the general functioning of this system and its components.

AIR SUSPENSION UNCOVERED

In general, an air suspension system contains the following components: ● Air suspension struts and/or air springs with separate shock absorbers ● Electronic Control Unit (ECU) ● Air suspension compressor ● Solenoid valve block ● Ride height sensors ● Air hoses/lines ● Pressure reservoir

PARTS OF THE SYSTEM The suspension struts and shock absorbers of the air suspension system are similar to a conventional suspension system except that the metal coil springs are replaced by air springs. That being said, an air spring does have different characteristics to a coil spring, which means the dampening setting of the shock is tuned differently. The air spring is made of rubber, making the quality of elastomer used very important for safety and comfort. Arnott uses high quality elastomer from respectable OEMs. The sleeve construction consists of a multiply cross-corded design to provide longlasting structural integrity. Although air suspension components are classed as wearand-tear parts, quality products can withstand both high and low temperatures, and abrasion from dirt and road debris. Stainless steel crimping rings that connect the rubber below with the top and bottom part ensure an airtight construction. The ECU is the brain of the system. It monitors the system pressure, processes the

input signals from the height sensors, controls the valve block and activates the compressor. The compressor is used for the air supply to inflate the air springs and often contains an integrated dryer as well. Moisture is stored in the dryer and evaporates by the heat of the compressor. The compressor is activated when the height sensors send a signal to the ECU that the vehicle is not at the predetermined height. The air pressure flows through the valve block and air hoses to the air spring(s). The valve block regulates the direction in which the air pressure flows. Excessive pressure follows the same path back from the air bellow to the valve block. The pressure is either released (by a pressure-release valve) into the open air or stored in a pressure reservoir. A pressure reservoir contains pressurised air and works like a buffer. It can be used to quickly deliver the required air pressure. This helps regulate

the activation of the compressor more efficiently, and it prevents possible overheating caused by constantly switching on and off.

ALL ABOUT ARNOTT Although air suspension and conventional suspension systems have similarities, air suspension has some additional benefits like adjustable ride height, improved driving comfort, and load leveling capabilities. As an air suspension specialist with more than 30 years of experience in engineering, designing, and manufacturing high quality air suspension components for the aftermarket, Arnott is a technical expert when it comes to air suspension systems. Arnott’s products are produced with high-quality, OE components offering exact form, fit and function. Each product is extensively tested in its American and European facilities and custom-tuned to suit the specific vehicle make and model before being produced.

FOR MORE AIR SUSPENSION INSIGHT, GO TO WWW.RDR.LINK/AAB010 PMM JUNE 2021 29

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BUSINESS

Lessons on lubricants

& TRAINING

Adrian Hill, Automotive Product Manager at Morris Lubricants

After hearing about the success of previous presentations, PMM decided to sit in on one of Morris Lubricants training webinars. Here’s what happened…

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n the past, Shrewsbury-based lubricant manufacturer Morris Lubricants has put on a number of live training events to help educate and inform the company’s customers. For the most part, these events have been led by the company’s Automotive Product Manager, Adrian Hill, who you may know from his technical column in PMM, ‘Ask Ade?’. Due to the pandemic, Morris Lubricants moved its training online, creating a series of concise webinars that look at various aspects of vehicle lubrication. This virtual series once again draws on the knowledge and expertise of Adrian, and PMM was able to tune in for one of the presentations, entitled ‘GDI, LSPI, and GPF: What are they and how are they related?’.

“It’s all to do with emissions” Adrian began the webinar by introducing the attendees to the Q&A function that was available to them. He invited all participants to enter any questions that they thought of during his presentation into the system. Once he had completed his 45-minute slideshow, there would be a period of 15 minutes when he would do his best to answer everything that had been supplied. Noting that meeting emissions requirements is a significant factor in current and future

automotive technology, Adrian began by going over the structure of a standard diesel or petrol four-stroke engine, and how an engine with gasoline direct injection (GDI) differs. He then moved on to combustion within the engine and how GDI improves the efficiency of the process. To make it all as clear as possible, every section of the presentation came with clear and informative diagrams to help Adrian explain each point.

“GDI does come with some disadvantages, namely LSPI” The next part of the webinar focussed on LowSpeed Pre-ignition (LSPI). Adrian outlined how it occurs, when it might occur, and the type of damage it can cause to engine components, particularly to the piston head crown. Although the chemistry behind the process is complicated, the explanation Adrian provided was easy to understand and concise. Moving through the presentation, the topics discussed were always put into the context of how lubricants fit into the processes, and why those that work with vehicles need to make sure they are using the correct lubricant. This was made particularly clear when talking about the number of engine classifications in circulation, both current and future.

“GPFs are going to become more and more common” One unwanted by-product of the GDI engine is soot that carries harmful particulate matter. As a consequence, a Gasoline Particulate Filter (GPF) is required to ensure these harmful substances are not released into the environment. To put this into context, Adrian presented a number of petrol engine classifications and the emissions specifications (including limitations such as ‘particulate number’) that they must adhere to. Before turning to the questions that had come streaming in throughout the webinar, which he would dutifully answer, Adrian rounded off the presentation by linking it all back to lubrication and why it’s crucial to match the lubricant specification to the correct engine type. After the webinar, PMM asked Gavin Stout of D Ward Automotive about what he thought of the Morris Lubricant training event. He said, “At D Ward, we have been trading to garages and the public since 1982. Whenever we’ve not been sure what oil or lubricants to recommend to a customer the Morris technical team has always provided excellent advice. Taking part in their online training was a great way to extend our knowledge. Not too long, very informative, yet not too technical and well presented. A real pleasure.”

IF YOU WOULD LIKE TO FIND OUT MORE ABOUT MORRIS LUBRICANTS’ TRAINING OFFERING, WWW.RDR.LINK /AAB011

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BUSINESS

& TRAINING

What type of learner are you? Tom Denton, founder of the Automotive Technology (AT) Academy and prolific publisher of automotive training textbooks, is back with a second article. This time around Tom discusses the complexities of learning and how to identify the best education methods for you.

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eeping up to date with everything in the automotive sector is difficult because things are changing all the time. It is possible, but it does need a commitment to continuing professional development (CPD). However, this is something that is often misunderstood. CPD is not about going on face-to-face courses, although that can be an important part. Rather, it simply means learning what is necessary to keep pace with technology changes in our industry. How should we do this CPD and what is the best way to learn and remember? To answer this question, we first need to understand how we learn, and further, what methods work best for us as individuals. Before we look at these things, I would like to add one other important point here: training is not an expense, it is an investment.

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How do we learn?

is the most effective method. All learning tends to follow the learning cycle. A simplified version is shown in Fig 2. The level of our involvement in the learning definitely determines how much we remember.

There are arguably three main learning methods or styles:

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■ Visual ■ Auditory ■ Kinaesthetic

These can be simplified as you can see in Fig 1. For example, if you are a visual learner, then you may learn best when taught using images, pictures, and video. An auditory learner would prefer vocal or written methods, whereas a kinaesthetic learner would learn best through physical activity. Even though this simplified view is open to debate, some people clearly do prefer one method over another. Matching delivery of the teaching to the recipient’s preferred style

How much do we remember? How much we remember about something is very much determined by the way we learnt about it. The pyramid of learning (Adapted from: Audio-Visual Methods in Teaching (3rd Ed.), Edgar Dale, Holt, Rinehart, and Winston (1969)) is a good way to represent this (and a visual way to teach in addition to the text!). As a textbook author, I found it hard to put reading at the top. However, don’t let the hierarchy put you off. This is just a

DELIVERY METHOD

PROS

CONS

Practical learning

● We remember most of what we learn when

● Requires attendance at a training centre at specific

undertaking practical learning ● It involves hearing, seeing and doing

● Costs of the course as well as travel and

times accommodation

Webinars

Face-to-face presentations

● Easily accessible and can include all styles and

● May be constrained to set times and no hands-on

practical demonstrations ● Video recordings can be made so this means accessibility is further improved

● Live questions and interactions are not possible with

● Interactive – it is possible to learn from and share

● Requires attendance at a training centre at specific

information with other attendees

practical work is possible recorded webinars

times ● Costs of the course as well as travel and

accommodation

Textbooks

● Easy to access and low cost

● Very much an individual learning experience

● eBook versions are also available that include text

● Passive learning if just read cover to cover

to speech ● Active learning is possible

Digital platforms

32 JUNE 2021 PMM

● eLearning systems can include text, voice, images,

● No practical work is possible

diagrams, animations and videos, so the learning becomes blended and covers a range of styles and methods ● Easily accessible at any time

● There is a cost, but cheaper than face to face

Table of training types

032_PMM_JUNE21_Layout 1 04/05/2021 14:29 Page 33

Representation of how much we remember

representation and it is, for example, possible to read actively by keeping notes or answering questions or telling others what you have learned. People do learn in different ways, yet some methods are more geared towards one type of learner than another. An individual learns best, therefore, when a range of methods are used. Practical handson learning is clearly ideal, but not always physically possible. What we do is very much a practical job, but it also requires significant knowledge, communication skills and much more. In an ideal world, we would perhaps attend face-to-face practical training sessions every week or every month. In reality, we have to choose other methods that do not use too much time or require too much travel.

What are the best methods for you? Bearing in mind what we have discussed so far, we also need to weigh up the pros and cons of what type of training we should do. Costs, time and accessibility are all issues that we need to consider, as you can see by the 'Table of training types' on the previous page.

How can you improve your own learning? As a final note, here are my top tips to improve your learning no matter what method or style: ■ Learn by doing wherever possible (active learning) ■ Learn by hearing or reading about the subject if doing is not

possible (passive learning) ■ Build connections between what you learn and your previous

experience (construct) ■ Discuss with other learners (collaborate) ■ Think about what you have learned (reflection)

TO FIND OUT MORE ABOUT TOM DENTON AND THE AUTOMOTIVE TECHNOLOGY ACADEMY, WWW.RDR.LINK /AAB012

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BUSINESS

& TRAINING

Changing perceptions School of Thought is a new initiative created to raise awareness within schools of the automotive industry as a viable career choice. PMM spoke to Dave Reece, one of the organisation’s founders, to find out more.

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he skills shortage is a welldocumented problem within the automotive sector and particularly within the aftermarket. A number of industry organisations are working incredibly hard to get ahead of the issue before the consequences are truly realised. However, sometimes a problem can only be solved by complete dedication, and School of Thought might just be the initiative to accomplish exactly that. Founded by Dave Reece together with David Punter and Julie Eley in 2019, School of Thought is a project created to raise the automotive industry’s profile amongst schools and to get pupils enthused about its wide variety of career opportunities. Dave Reece explained, “We’re all well aware of the ‘skills shortage’, but I view it more as a ‘generation gap’. By this, I mean that we as an industry stopped concentrating ©macrovector /AdobeStock

34 JUNE 2021 PMM

on young people many years ago when apprenticeships didn’t receive the recognition that they desperately needed. And, this is something that needs to change. “School of Thought began after I was invited to talk about the automotive industry at a STEM (Science, Technology, Engineering and Maths) event at a school in Neath. The reaction from the pupils was phenomenal. However, after that event, and following meetings with the STEM Project, it became clear that our industry was being severely underrepresented, struggling to find the right people to present the boundless opportunities that are available.” Dave and Julie subsequently became STEM Ambassadors, and from that point on, started to make contact with their industry connections to discuss the topic of school engagement. It was from these meetings that School of Thought came into fruition. Dave continued, “We realised that to be an ambassador for the industry wasn’t taking up a huge amount of time. Many of the events we went to were during the school lunch break, which led us to realise that we could get more people involved now that we knew what we were facing. This began the hunt for School of Thought Ambassadors.” By the end of 2019, School of Thought had roughly 35 ambassadors from all corners of the industry. Unfortunately, COVID-19 hit soon after and put a stop to the school

Dave Reece

presentations, but that’s not to say the School for Thought team stopped growing the ideas behind the project. The organisation now has a number of education sector partners (STEM and Youth Employment UK, to name two), signed over 100 ambassadors, and is in talks with government on how best to refocus the drive to bring in new faces into the industry. Despite the events of the past 12 months or so, Dave and the team are continuing to recruit School of Thought Ambassadors. All ambassadors are provided with a presentation and are given free licence to talk at as many or as few events as they like. So, if you are passionate about what you do, and would like to share your experiences with the future generation of automotive professionals, the team at School of Thought would love to hear from you. Dave concluded, “We’re working hard to grow this programme and help change the perception of our industry; only then can we change its future.” TO FIND OUT MORE ABOUT SCHOOL OF THOUGHT, WWW.RDR.LINK /AAB013

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BUSINESS

& TRAINING

Online and visible Is it time to consider joining an online car repair booking platform? PMM hears from a selection of garages that are currently using ClickMechanic as their go-to.

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he automotive industry has collectively witnessed new trends, changes and challenges in the last year. One of the biggest changes the industry has seen since the onset of the pandemic is the rapid digitalisation of the aftermarket sector. This transformation is here to stay and will continue to advance with more businesses embracing a digital approach as a key aspect of running a sustainable business. As more people stayed home, unsurprisingly, UK internet use is reported to have more than doubled in 2020, resulting in wider adoption of online shopping and consumption of social media among all age groups. With this new wave of digital disruption and dynamic shift in consumer behaviour, there is evidence that both car owners and garages are adopting online platforms to book services such as car repair and servicing. One such online marketplace that illustrates this shift is ClickMechanic, an online car repair platform. Despite the sixmonth MOT holiday and the sudden reduction in car usage during some periods of 2020, the platform saw demand and bookings grow substantially. The increase in bookings perfectly illustrates the consumer shift towards the adoption of online channels to book car repairs and servicing. Mechanics and independent garages have also recognised the value of having an online presence in the post-COVID era. In March last year, ClickMechanic saw interest from mechanics triple soon after the lockdown was

first announced, resulting in a 168% increase in applications to join the online network. London-based Joe Gray of Alite Motor Services joined the platform in June 2020 and has completed more than 500 bookings through the platform: “After leaving my previous role at Mercedez-Benz, starting my own business during lockdown was a stressful decision, but going online with ClickMechanic gave me the confidence to take the next step. It’s exactly what I needed in terms of a user-friendly infrastructure and consistent support.” What makes the platform’s model attractive to technicians like Joe is that it takes care of the quoting, customer service and marketing, enabling the technicians to do what they are best at and love doing, which is

fixing cars. Furthermore, the platform guarantees the payments through its payment system, and offers other perks and benefits such as discounts parts and trade insurance. Brad Reynolds, a mobile mechanic based in Oakham, joined ClickMechanic in November 2020. In the span of five months, he successfully completed 77 bookings through the platform, helping him to fill up his diary without taking additional time off his usual bookings. Trading as Mouths Motor Company, Jason McManus, a technician with over 20 years of experience, joined the platform in 2018. In the last year, he observed a huge increase in bookings through the app. Since joining, Jason says he hasn’t looked back as, currently, 95% of all his weekly bookings are through ClickMechanic. Evidently, this accelerated rise in online adoption means that digitalisation of garage businesses is quickly becoming essential. Looking into booking platforms, like ClickMechanic is just one way for your business to keep pace with the aftermarket’s digital transformation. TO FIND OUT HOW YOU CAN JOIN CLICKMECHANIC, WWW.RDR.LINK /AAB014

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The Life and Times of Lubricants In this limited series of articles, Witham Motorsport, exclusive UK distributor of Motul products, tracks the journey of the humble lubricant. Each issue of PMM will focus on a different stage, starting with the ordering process… ● What does a technician need to consider when choosing and ordering a lubricant? The starting point always needs to be ‘the correct oil for the correct application’. The technician will need to check the car manufacturer’s recommendation and correlate this to a quality lubricant supplier with the relevant approvals. The base quality (European) is an ACEA specification, so it's worth checking that the oil company is on the SAIL list for signatories to the ATIEL code of conduct. The starting point must never be the cost price!

● Is it a one-size-fits-all scenario? Never. The passenger car lubricant market has arguably the most diverse range of oils, with many manufacturers having their own specifications and approvals. There are low SAPS oils designed to protect catalysts and other aftertreatment devices. Most lubricant companies now have lubricant finders that can demonstrate the range, as well as support the technician’s decision. Technicians must not be afraid to use the oil companies’ expertise as the incorrect lubricant selection can be a costly mistake to make for the sake of a phone call or email. ● How should a technician decide on order quantity? Depends on the size of garage and the

variety of vehicles you service. If you specialise in one particular brand, then a small bulk tank may make sense. If not, smaller pre-packed containers, such as 208L, 60L, 25L, 5L or even 1L bottles may be more suitable. If you speak to a lubricant supplier, they should have the expertise to rationalise your lubricants to as fewer grades as possible. ● What do all the symbols and abbreviations mean? There are literally dozens but the main ones, Standard European base line specifications, start with ACEA. ACEA is the European Association of Vehicle Manufacturers which sets specifications known as ‘sequences’. These have letter prefixes A, D, C and E, which relate to different classes of vehicles: A – Petrol, B – Light Duty Diesel, C – Low SAPS, and E – Heavy Duty Diesel. Many car manufacturers also have their own specifications such as Mercedes, VAG Group, Ford, Toyota, Suzuki, Land Rover, etc. There are literally too many to list, but with a reputable and quality oil supplier, there are lubricants that meet multiple specifications.

To find out more from Witham Motorsport, GO TO WWW.RDR.LINK/AAB015

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BUSINESS

& TRAINING

EPA in detail

APPRENTICESHIP ANSWERS

For this month’s Apprenticeship Answers, Gemma Westlake revisits the topic of the End Point Assessment (EPA), providing in-depth insight into exactly what is expected of an apprentice.

own apprentice, then it would make sense for us to look into the AP03 for now. The practical section of the EPA is carried out over two days and is completed in EPAapproved centres. An independent assessor will observe the learner completing between four and six practical tasks. These tasks are designed to incorporate skills across nine different skill sets, as seen in the table on the IMI awarding website: WWW.RDR.LINK /AAB017. A good example of one such task would be removal and refitting of the cylinder head. The assessor expects to see that the future technician understands how to not only remove and refit components, but how to find technical information, such as bolt tightening sequences and tightness, and follow the correct procedure using equipment such as torque wrenches and angle gauges. This also includes removal, refitting and the correct procedures for the timing belt – again using (normally) online technical information from Autodata or similar. Any fault diagnosis jobs would be expected to follow the same pattern; find and interpret the technical information, use a logical diagnostic

©auremar/AdobeStock

A

s promised in the May issue, we will now be looking into the EPA (End Point Assessment) for apprentices in a little bit more detail. So, what have we already discussed? You may have read about how in the run up to the EPA, apprentices need to have completed a mixture of practical and written/online assessments alongside online gateway exams. To complete the actual EPA, the learner needs to have achieved both English and Maths at a grade four or above, achieved their F Gas certificate, and be deemed ready by both their mentor and workplace, who will have agreed in advance to enable the booking of the EPA. As previously stated, the EPA then consists of an online exam, two days of practical assessments, and finally, a professional discussion. ‘What tasks can take up two days of practical assessments?’ I hear you ask. Well, it can differ for each learner. It is designed to highlight key skills that a technician would be expected to use in a workplace. This will include removal and refitting of components and fault diagnosis. There is some extremely helpful guidance that can be found on the IMI website ( WWW.RDR.LINK/AAB016). The practical tasks to be completed can differ for a learner that is on the AP02 qualification compared to AP03 (AP03 being the newer version); if you are currently looking at finding your

approach with the information/wiring diagrams, and use the correct diagnostic equipment for the task to find and rectify the fault. A key component to any task (as it would be in a workshop) is to ensure that health and safety is adhered to at all times; the learner will be asked to identify health and safety risks for the job that they have been given. When each task is completed a clear and detailed job card is written out. Each task is given a time of 110% compared to manufacturer repair times and diagnostic time on top, and the learner is given instructions both verbally and in written form at the beginning. I hope this has helped give a bit more of an insight into what can be expected. Join me next time to discuss education tactics, decreasing nerves, and how to prepare your apprentice for the learning process.

Gemma is a lecturer at Basingstoke College of Technology. To find out what goes on there, GO TO WWW.RDR.LINK/AAB018 38 JUNE 2021 PMM

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TRAINING GROUND In the modern workshop, training and development is a crucial element in staying competitive and keeping up with technology. PMM offers a helping hand by providing details of some of the training and events that should be in your diary.

UPCOMING TRAINING DATES FROM THE GARAGE INSPECTOR CHESHIRE ● Financial Understanding Essentials for the Garage Business – 8th July ● Marketing Essentials – 9th July ● Effective Leadership/Managing Quality – 10th July ● Customer Excellence & Reception Management Essentials – 11th July

BOSCH LAUNCHES EV AND HYBRID TRAINING COURSE Bosch has announced the launch of its online training course – Electric/Hybrid Vehicle System Awareness.

the need to travel to one of the Bosch training locations. ● The course is suitable for all roles and

With the ever-increasing numbers of these vehicles and the likelihood of seeing them in the workshop, it is important to learn the health and safety considerations, as well as dispel some of the myths surrounding these vehicles and systems. As a non-technical course, the new offering from Bosch has been designed with both technicians and other employee roles in mind, including service managers, front of house, parts advisors, drivers, valeters, recovery personnel, as well as other key team members. Available to book now and delivered online as two two-hour modules in a ‘Virtual Classroom’, it is run by dedicated Bosch trainers and provides a fullyinteractive learning experience, without

capabilities ● It’s for anyone involved in a job role that places them in and around vehicles that have high voltage drive systems ● It’s suitable for non-technical people ● Provides an overview of health and safety surrounding electric/hybrid vehicles in order to keep employees safe within their role Upcoming Dates: Friday, 11th June 2021 Friday, 27th August 2021 Monday, 1st November 2021

CARDIFF ● Financial Understanding Essentials

for the Garage Business – 29th July ● Marketing Essentials – 30th July ● Effective Leadership/Managing

Quality – 31st July WWW.RDR.LINK /AAB020

AUTOTECH TRAINING ADAS COURSE DATES REVEALED The latest course dates for Autotech Training’s new ADAS AOM 230 Accreditation courses are as follows: ● Wednesday,16th June – Thursday,17th June ● Monday,12th July – Tuesday, 13th July ● Wednesday, 28th July – Thursday, 29th July ● Wednesday, 11th August –

TO FIND OUT MORE,

Thursday, 12th August

WWW.RDR.LINK /AAB019 WWW.RDR.LINK /AAB021

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SPECIAL REPORT

It’s what’s inside that counts Wouldn’t it make life so much easier if you could find a way to accurately determine the health of a vehicle’s engine simply by testing its oil? Well, fluid analysis offers exactly that. PMM spoke to David Ellingsworth, Director of My Oil Doctor, to find out more about this area of engineering. PMM: Thanks for taking the time to talk to us. Let’s begin with you explaining exactly what fluid analysis is.

PMM: Which industries is it used in? And, why can this extend to the automotive repair and maintenance sector?

David Ellingsworth (DE): No problem. So, the purpose of fluid analysis is to accurately determine the condition of the oil and machinery it’s used for, as well as to prolong the lifespan of both entities, with the final product being a machine that runs at an optimal level for longer. I always say the four key parts of condition monitoring are:

DE: No matter what your challenge is, we know that optimising performance can make a huge impact to the bottom line and deliver that all important competitive advantage to your business. At My Oil Doctor, our partner Finning (UK) Ltd already works in the following sectors: construction, rail, manufacturing, oil and gas, marine, commercial, mining, renewables, and transport. Comparing the results of fluid analysis samples over the lifespan of machinery, allows negative trends to be identified and corrected, helping to eliminate costly repairs.

■ Analysis for wear metals to provide an

indication of the mechanical condition of the unit and allow early detection of faults ■ Physical testing to detect the presence of

contaminants that may indicate a problem (e.g. fuel or water in the engine oil and/or cross contamination of lubricants) ■ Assessment of the condition of the oil to

estimate its remaining service life and allow cost-effective top up rather than an unnecessary oil change ■ Analysis of the oil to ensure that the

correct type and grade has been used, and that the appropriate additives are present

40 JUNE 2021 PMM

My Oil Doctor provides engine oil analysis test kits that can be used to show the customer exactly what’s. going on inside their vehicle’s engine.

This will cut the customers costs, improve uptime, and highlight any problems before they happen. Proactively managing assets not only helps a technician to avoid component failure, but also offers environmental benefits and allows operators to optimise the oil change interval. We believe that as cars evolve, the automotive market will be the next growth area for fluid analysis, and the process would slot into a garage service and MOT schedule quite easily. PMM: Where does My Oil Doctor fit into this? DE: O’Donnell James Solutions Ltd., the company that runs My Oil Doctor, was started after I was approached by Finning (UK) Ltd – a part of Finning International Inc. As one of the world’s largest distributors of Caterpillar® plant, the company also offered the opportunity to open the door to fluid analysis in the on-highway market. Finning has exceptional products and facilities that we feel are the best in the world. The company is geared to work as an industrial powerhouse and is not currently set up to handle the volume calls the lab would have to deal with if they came from the automotive market directly. At the moment, we are striving to deliver a comprehensive reporting system, that

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CASE STUDY Hayley Pells, Avia Autos

enables the technician and customer to understand the science behind what is happening under the bonnet of a vehicle. We feel the benefits of running both a lean economical and environmentally friendly engine are better for all of us. PMM: How does a garage benefit from adding fluid analysis to its offering? DE: Garages are very much like the haulage and recovery industries; the price is constantly being driven down by the top players. The customer demands quality but finds the whole experience baffling. Indeed, an article written by the AA states that British drivers are happy to pay more when getting their car serviced at a garage that they deem trustworthy. According to new research by the AA’s MOT, repairs, and car servicing garage finder, a quarter (26%) of drivers paid more to visit a garage they trusted when they last serviced their car, while 22% went out of their way to visit an accredited garage. However, a considerable proportion struggled to anticipate how much they might be spending, as more than one in 10 (11%) explained they were unsure of how much a service should cost. Analysis can help build on customer confidence in a number of ways. It can ensure that the correct grade is being used, the correct additives are present in the right concentrations to lubricate effectively, whilst also identifying any leakage of water, coolant, or fuel into the oil, thereby avoiding unnecessary oil changes. This subsequently saves the customer money. In fact, engine and

As a garage that has piloted the My Oil Doctor solution, Hayley Pells had this to say about fluid analysis and its place in the workshop: “Oil and fuel analysis are normal within sectors that heavily consume fluids. Testing to find exactly when changes are required can be a cost-effective and environmentally friendly solution when dealing with large quantities. “However, the smaller volumes used in automotive applications historically meant that replacement could be more cost effective than testing, but this attitude does not consider the other benefits. Oil sampling can help forecast the need for minor or major repairs that are the result of metal or water contamination, and abrasive wear. “We have used the My Oil Doctor testing kits to determine whether or not a Classic car engine is running as sweet as it sounds. But, there are other potential fluid sampling applications – EV and hybrid, for example. And, as we exit lockdown and motorists experience fuelling issues, diesel testing can help to determine the presence of unwanted organic contaminants such as fungi, yeast, and bacteria. “The follow-up report generated by My Oil Doctor can also lead to greater client communication, offering helpful advice to keep vehicles running reliably.”

construction equipment manufacturer Caterpillar, found that catching a problem before failure typically results in repair costs of 5-25% of the engine value, whereas a problem after failure can cost more than 65% of the engine value. My Oil Doctor can effectively help you generate and collate your

customers’ oil, coolant, and fuel sampling into one easy-to-use service. TO FIND OUT MORE, CALL DAVID ON 0333 344 9893 OR WWW.RDR.LINK /AAB022

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SPECIAL REPORT

Digitalisation is happening in the automotive aftermarket. Products and services are constantly being developed to streamline processes and improve efficiency. One such solution is the Intelligent Motorist app that made a star appearance at a recent IAAF (Independent Automotive Aftermarket Federation) briefing. PMM decided to find out more about it.

The INTELLIGENT decision

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stablishing trust with a customer has always been, and remains to this day, one of the most difficult aspects to garage life. To this end, some businesses have started to incorporate video into their offering in order to explain to a customer why they carry out certain procedures on a vehicle. It provides transparency. Take this idea a couple of steps further and you will come up with something akin to Intelligent Motorist. The solution is made up of three different apps: ‘Intelligent Motorist’, which is designed for the vehicle owner; ‘Intelligent Technician’, designed for technicians within the workshop; and ‘Intelligent Hub’, which is the portal that presents the information.

Tried and tested

Through Intelligent Motorist, the technician and the customer can create a vehicle maintenance plan

Developed by AutoX3, the Intelligent Motorist solution is used to monitor the health of your customers’ vehicles and ensure that there is clear communication between the customer and technician about what needs to be done to the vehicle. However, it goes beyond a simple vehicle health check mechanism. The

app provides reminders to both the customer and the workshop, as and when future predicted preventative maintenance is due. Ultimately, this is about increased customer transparency and trust that will result in more visits to the workshop throughout the year. The solution has evolved from a wellestablished model of the same system that had been tried and tested in the Asian market, as Ben Smith, Director at Intelligent Motorist, explained, “It all started after my business partner JJ Edgell, who runs Bluechem GB, went out to visit his colleagues in Asia. If you’re unfamiliar with Bluechem, the company makes engine cleaners, flushes, additives, etc, but in Asia it has also set up its own workshop chain. All of these workshops are of an exceptional quality, and as a group, Bluechem looked at the various garage management systems and vehicle health check solutions to see which ones would work best. “In the end, it was decided that none of these solutions fit the bill and so the company went about developing its own. What resulted was an initial version of Intelligent Motorist (since its creation, the app has been used for

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You can use the app to record evidence for various vehicle health recommendations, such as tyre tread depth

SPECIAL REPORT

more than 120,000 vehicles in Asia). My business partner saw the solution in action and said that he would like to launch this in the UK. Over the course of lockdown, we have further developed the software to make it suitable for a global market.” Since then, Intelligent Motorist has gone on to be trialled at a number of garages in the UK with successful results and is now ready for all workshops.

What exactly does it do? The app is an in-depth and multi-faceted vehicle health check solution. For the customer, it does everything from storing a vehicle’s service history, through to notifying the driver when they should take their vehicle in to be looked at. For technicians, it can be used to manage workflow, monitor your customer’s vehicle health, provide evidence for service procedures, and upsell specific products or brands – not just to simply make yourself a quick buck, but because the vehicle would genuinely be better for it. Through the use of complex algorithms and artificial intelligence, the app allows both the garage and the customer to build a vehicle maintenance plan based on evidence and a series of health reports. By incorporating numerous data sets, such as a part’s mileage recommendation, the technician’s expert opinion, photo evidence, driving habits, and more, the app can help to predict exactly when a driver may need to take in their vehicle for servicing. What is really clever is that the more the app is used the more accurate it will become; the data that it gathers is anonymously collated to help better predict the preventative

44 JUNE 2021 PMM

maintenance plan for any vehicle. Ben continued by explaining this idea: “Currently, we’re working on mileage algorithms based on the technician’s expert opinion. So, the garage will log that a customer has roughly 4,000 miles left on a set of brake pads, and the app will then inform the garage and the driver when the vehicle is close to completing that mileage allowance, based on the ‘persona’ of that vehicle and its driver. “As we gather this data, the app will become more and more intelligent. We are applying machine learning to this, and have a team of program developers to back it up. Ultimately, Intelligent Motorist should be able to predict when a light is going to illuminate on a dashboard before it does so. This will allow vehicle owners to both plan and budget for their maintenance requirements.”

How does it fit into the workshop? The Intelligent Technician app is used to carry out standardised procedures, meaning that no opportunity to identify and upsell urgent or future advisory work goes amiss. This is simply done by following a set health check; from summer or winter, to basic or comprehensive safety checks, all of which can easily be tailored to meet the individual workshop’s current health checks. It can even be used to carry out an MOT and evidence major or minor work and advisories. The final part of the setup is the Intelligent Hub. The hub is used to present all the recommendations and information to the customer whilst in the workshop. Completely customer-service oriented, the garage can use a large touchscreen (or tablet) to present the reports to the customer and explain why the

work needs doing, using the data and evidence that has been collected. Customers can authorise work as they go through the reports and then simply scan a QR code to bind the report to the Intelligent Motorist app on their mobile phone. If the customer is not in the workshop, the reports can still be sent directly to their mobile phone – with or without the app to view it! “I have now presented our solution to a number of fast fits, chains, manufacturers, and plenty more besides,” Ben explained. “What I have noticed is that whenever anyone sees the customer app and the way that the reports are displayed to the vehicle owner via the Intelligent Hub, they are always blown away. You might expect me to say this, but the level of customer service we are offering via Intelligent Motorist surpasses any dealership.” Ben went on to conclude: “Intelligent Motorist is very much for any independent workshop that is looking for innovation and ways to stand out from the crowd. It offers their customers convenience and a truly customer-centric experience.”

SUITABLE FOR ANDROID AND APPLE All three apps are developed for Android devices, and both Intelligent Technician and Intelligent Motorist apps will work on Apple products as well.

TO FIND OUT MORE ABOUT INTELLIGENT MOTORIST, WWW.RDR.LINK /AAB023

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PIT STOP

In need of a refuel?

QUIZ 1.

What does BMW stand for (in English)?

2.

What is the tiny piece attached to the end of a shoelace called?

3.

In 2016, who became F1 World Champion and then announced their retirement five days later?

WORD WHEEL How many words of four letters or more can you make from the letters provided? You have to use the central letter in each word, and there is one nine-letter word that can be made from every letter in the wheel. See how many you can get! Here’s what you should aim for: 17 four-letter words, 13 five-letter words, 8 six-letter words, 4 six-letter words, and 1 nineletter word. Good luck!

N

Which kind of bulbs were once exchanged as a form of currency?

O

I

S

4.

G

A S

The Candlestick, Lead Pipe, Knife, Revolver, Rope, and what else are the six weapons in a standard game of Cluedo?

6.

Who was the first ever British F1 World Champion?

7.

What are the bones in the fingers called?

8.

MINI was the first manufacturer to make room inside the car by doing what?

9.

This year, which two vehicle manufacturers merged to form the Stellantis Group?

10.

What was the original name of the search engine, Google?

D I

WIN! TO BE IN WITH A CHANCE OF GETTING YOUR HANDS ON A MOTUL BODYWARMER AND BASEBALL CAP, VISIT THE PIT STOP PAGE AT WWW.RDR.LINK/AAB024

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

5.

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STEERING

& SUSPENSION

COMMON FAULT Fitment forewarning Component manufacturer FAI AutoParts has identified a selection of common problems that affect regularly replaced components, causing technicians fitment issues and, in some cases, hugely increased labour times.

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o remedy vehicle-specific fitment problems, FAI AutoParts has developed a series of solutions that ensures the fitter has all the elements to turn a nightmare job into a quick and easy one.

Tesla control arms – Model S

the added benefit of a more complete repair having used a fresh series of fastenings. The construction of the FAI arms has also been modified to achieve a longer component lifespan. During the part’s design process, the company’s factory found that the component had a 200% increase in the control arm fatigue test. A big part of the strength comes down to a robust ball pin, that has a pull-out rating of 80kN, an increase of 100%.

force. The resulting damage can mean a job left unfinished until new bolts can be sourced, a problem avoided by FAI’s fitting kits. Each kit contains all nuts, bolts and washers for the particular application, developed alongside the control arms that are already in the range. The previously mentioned points relating to reducing labour time and not relying on re-used bolts all stand for this solution, too.

Best practice after refitment Land Rover fitting kits – Discovery and Range Rover Sport

FAI is reportedly the first in the aftermarket to offer the forward-lower arms complete with fitting bolts. The offering isn’t just a ‘nice to have’ option, but is actually a result of the original bolts needing to be cut away from the vehicle in most instances. The design of the Model S is such that the battery housing is in very close proximity to the lower arms, making it tricky to remove without going through the painstaking process of removing the battery compartment to gain access. By cutting off the existing fixings and replacing them with the FAI kit, the job is done in no time, with

With over 200,000 of these vehicles on the road, many doing high mileage, the wishbones are a common repair. Many technicians will have experienced frustration when trying to pry off the heavily corroded components, leaving little option other than to use brute

Vehicles are manufactured to have a series of tolerances to which the components operate to, but over time and with the occasional bump up a curb or pothole, the margins are moved outside of the tolerances originally set. A small amount of movement to steering and suspension components is to be expected, but this can have a knock-on effect on new parts being fitted. After fitting control arms, FAI always suggests that the wheels are re-aligned to ensure the geometry of the vehicle is correct. No one wants a customer coming back with tyre wear issues or complaints of poor handling. TO FIND OUT MORE ABOUT FAI’S RANGE OF REPLACEMENT COMPONENTS, WWW.RDR.LINK /AAB025

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STEERING

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Power steering and programming Joe Toakley, Marketing Manager at UK remanufacturer Shaftec, offers PMM readers an insight into the latest electronic power steering (EPS) developments, and how the automotive network communications protocol FlexRay is affecting this area of steering technology.

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n 2021 you’d be hard pushed to find a vehicle rolling off the production line without EPS fitted, as standard. In line with industry trends, this makes perfect sense as the components are lighter in weight and more durable, require less maintenance, give a better response at different speeds and necessitate less fuel consumption. Because the numbers have been ramping up over the past couple of decades, most vehicles which fall into the aftermarket sphere for service and repair are fitted with EPS parts – and yet, there still seems to be a lack of knowledge across the industry in how to deal with them effectively. Add to this a lack of investment by independent garages in the technology needed to programme the parts, and independents could be missing out on a large chunk of the available income stream.

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If they don’t know which particular parts need specialist equipment in order to reprogram them, and then find that they don’t have the correct equipment, they may have to call in the expensive services of the main dealer who does – clearly increasing cost. This means they make less on the job than they anticipated, or worse still, have to explain to their customer that the job will be more expensive and take longer than they had quoted. Once the fundamentals of ensuring you protect the integrity of the part by careful removal and storage, as well as protecting your surcharge by making sure cables are not cut and EPS motors remain intact and undamaged, and that the EPS part remanufacture processes are dealt with, you then move into the realms of software and programming...lots of programming.

Reprogramming EPS At Shaftec, we have a stringent process of formatting the software on the EPS units so that when they are removed from the box they are ‘oven ready’ to ‘work’ in another vehicle. We make this crystal clear by adding a ‘Tamper’ label to the box to prove this has been done. In the unlikely scenario of a garage receiving a component with a damaged/broken label, they should source a replacement from their local motor factor. The part will then be returned directly to us and we will check the product thoroughly to ensure it complies. But this is only part of the job. The bit we can’t physically do for our customers when it comes to EPS is the actual reprogramming – because this has to be done when the part has been fitted to the vehicle. Some parts can be reprogrammed using generic diagnostic tools

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– which garages really should invest in if they want to capture market opportunities. Certain steering systems, however, require bespoke Vehicle Manufacturer (VM) equipment in order to be successfully programmed for fitment. It helps massively if the garage is aware of which parts require which programming tools so that they can factor the cost of main dealer intervention into the original quote – and decide up front if they can make a profit.

FlexRay and EPS In essence, the concept of FlexRay is a bit like going from broadband to fiber, and basically refers to the intercommunication through all electronic parts via the cars own mini ‘ethernet’. At the moment, the current ‘wired-up’ technologies in vehicles are up to their limit when it comes to sharing data across the vehicle. FlexRay has a much larger bandwidth (ability to send receive far more data) resulting in greater control over safety systems and management of all components. This is paramount with the constant expanding technologies in cars and their components. And, as more and more vehicles use FlexRay, the parts have to remain compliant. Knowing this was coming (FlexRay started to increase in prominence about 2014), and understanding that growth within the aftermarket was inevitable, at Shaftec we’ve been working on this project for some years. We now have the capability to read the racks prior to beginning the remanufacturing process; allowing us to incorporate the programming and acceptance of FlexRay, ensuring reliable fitment without coming into electronic blockers. This has required a massive amount of R&D as well as greatly expanding the physical space being used within our facility to accommodate the different steering technologies.

TO FIND OUT MORE ABOUT THE RANGE OF EPS COMPONENTS AVAILABLE FROM SHAFTEC, WWW.RDR.LINK /AAB026

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HOW TO Replace the wheel bearings on a 2005 MINI Cooper Schaeffler REPXPERT Alistair Mason presents the replacement process for the front and rear wheel bearings on a 2005 MINI Cooper.

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ven though we now enter the better months, potholes are still ever present. Thanks to these obstacles, combined with large diameter wheels and low-profile tyres, plus the fact that many vehicles have been parked up through the three lockdowns, it is now becoming more common to see wheel bearing problems. As wheel bearings are safety critical components, the FAG brand provides workshops with the obvious choice, because they are manufactured to the highest of standards for the vehicle manufacturers and come with everything required for the repair in the box, which reduces the risk of installation errors. It is therefore the complete solution for a professional repair, with a two-year/unlimited mileage warranty against manufacturing defects. BMW reintroduced the MINI 21 years ago, with the first generation of these being known as R50, R52 cabrio and R53 Cooper S. With more than 600,000 examples on our roads, all using the same wheel bearings, the likelihood that this repair will arrive at the workshop is quite high.

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The front and rear wheel bearings are bolton units known as Generation 3, and are double row sealed tapered bearings that incorporate the ABS encoder ring. These bearing units bolt directly onto the hub carrier and the drive flange is part of the bearing assembly that is orbital formed to set the correct bearing preload during the manufacturing process. With no special tools required, this is an ideal and easy repair for any independent. However, before starting the repair, ensure the locking wheel bolt key is with the vehicle, if it’s required.

the brake calliper (Fig 1) and carrier assembly as one unit and secure so as not to strain the flexible brake hose, then remove the Torx bolt (Fig 2) that secures the brake disc and with the bolt removed, take off the brake disc.

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Front wheel bearing replacement Replacing the front wheel bearings in this particular case has a scheduled time of 0.65 hours. With the vehicle placed on the ground, slacken the front hub nut and the wheel bolts, raise the front wheel off the ground and remove the front wheel and hub nut. Remove

The wheel bearing housing bolt threads are now visible, so, if possible, remove any dirt/corrosion with a small wire brush, lubricate the bolts and then remove the four wheel bearing housing retaining bolts (Fig 3). The bearing assembly can now be removed

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STEERING

& SUSPENSION

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from the hub carrier and eased off the driveshaft (Fig 4). With the wheel bearing assembly removed, ensure the mounting surface is free from any debris, being careful not to damage the ABS sensor. Mount the new wheel bearing assembly onto the splines of the driveshaft, and then ease the housing into position, install the new bolts supplied in the kit (Fig 5) and torque to the manufacturer’s specification. Installation is then in reverse order of removal (Fig 6), but ensure the mounting face of the brake disc is clean. A new hub nut is provided in the FAG bearing kit, which must also be torqued to the manufacturer’s specification and remember to always apply the brakes after the caliper has been refitted.

Rear wheel bearing replacement Replacing the rear wheel bearings in this particular case has a scheduled time of 0.85 hours

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With the vehicle placed on the ground, slacken the wheel bolts, raise the vehicle and remove the rear wheel, followed by the rear calliper and brake pads (Fig 7) and then the brake disc retaining Torx bolt (Fig 8), and finally, the rear brake disc. Follow the same procedure as the front wheel bearing by cleaning and lubricating the housing bolt threads, removing the four bolts from behind

the brake backplate (Fig 9), and then carefully removing the bearing assembly (Fig 10). Cautiously clean the bearing housing mounting surface, mount the new bearing assembly, install the new mounting bolts (Fig 11), tighten and torque to the manufacturer’s specification (Fig 12) and, as before, installation is in reverse order of removal. Remember, torque all bolts and apply the brakes to reset the brake calliper. INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, LABOUR TIMES AND MORE CAN BE FOUND ON THE REPXPERT WORKSHOP PORTAL – WWW.RDR.LINK /AAB027

– OR BY CALLING THE HOTLINE ON 0872 737 0037

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STEERING

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Precision in process An increasing number of recalls, poorly conceived technology in the vehicle, and complicated installation and removal, often leads to frustration for garages. To improve product quality and make life easier for mechanics, Hamburg-based manufacturer MEYLE has a meticulous engineering process for its MEYLE-HD range, as PMM finds out.

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here is a great deal of demand for spare parts optimisation, and there are a variety of reasons for this: greater volumes of traffic, higher vehicle mileages, more efficient engines, and increasing vehicle weights coupled with deteriorating road conditions. There is also an increasing cost pressure for the vehicle manufacturers – development and testing times are so short that many components no longer deliver the usual durability. The trend in the direction of lightweight construction and material savings, and also short model life cycles and increasing model diversity are likewise significantly shortening the service lives of various serial parts.

Multi-stage re-engineering To ensure that MEYLE-HD parts fulfil the expectations of customers, garage businesses and drivers, MEYLE has established a multistage re-engineering process. The company’s engineers analyse OE parts, their weaknesses and potential for improvement, to then use their findings to develop better parts. These engineers are involved in the entire process, from development to manufacture, at the production facilities or at those of its international production partners. The product experts know the market requirements and the daily routines in the workshop very well, and therefore focus product development on solutions that are tailored to the needs of the garage technician, including a four-year warranty on its MEYLE-HD parts (for more information on this warranty, WWW.RDR.LINK /AAB044).

Manufacturing expansion In recent years, MEYLE has significantly expanded its research and development, and has further enhanced its manufacturing output with its own production facilities in Turkey. The company has plants that manufacture steering and suspension, and rubber-to-metal parts. In the areas in which MEYLE is unable to manufacture, the company works with an international network of development and production partners, including OE suppliers, all of which manufacture parts in accordance

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with MEYLE’s specifications and standards. All of the company’s production partners are regularly audited by quality engineers to ensure that standards are maintained and can be relied on.

solution limited to a few rubber and aluminium parts. What’s more the solution is lighter: at 600g, the two MEYLE bushings are lighter than the OE control arm, which weighs nearly 4kg.

Kit creation

Aftersales support and technical advice

One example of how to improve on OE solutions that has been developed by the company’s engineers is the MEYLE-HD slot bushing kit with matching installation tool. The experts controlled the entire process – from the initial idea, through development, to production and comprehensive quality tests. The idea for the product came from the analysis of the repair on the BMW control arm. In contrast to the OE version, defective bushings on the BMW rear control arm can be replaced separately in pairs with the MEYLE kit – a repair solution that is not yet available from the OE side with the appropriate tool, and previously had to be solved by the cost-intensive replacement of

the complete control arm. MEYLE developed a specialised tool to ensure easy installation and removal of the bushing. The bushings are already precompressed to installation size and enclosed in an installation sleeve. Because the installation sleeve is longer than the bushing, the tool is guided during insertion, preventing the tool from slipping off. The environment benefits, too. Produced with high energy, the aluminium body of the control arm can be used again, with any waste associated with the use of the repair

MEYLE makes a concerted effort to ensure that the garage businesses using its components can rely on solid aftersales support. The technical services team is available for questions and the technical trainer team advises on usage and tips for numerous products. To make access to training and tips easier, the company is offering a series of online technical training courses, as well as the tips and tricks you can find on the MEYLE YouTube channel. TO VISIT THE MEYLE YOUTUBE CHANNEL, WWW.RDR.LINK /AAB028

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‘Prevention is better than a cure’ Gasoline injector testing and servicing specialist, ASNU, has been offering its expertise to the automotive aftermarket for more than 30 years. Here, CEO Philip Ellisdon explains how it all began, and a particular GDI issue that the company has recently come across.

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SNU was founded in Sydney, Australia by Alan and Mike Skovron. The Skovron brothers were exhibiting at the 1989 SEMA show in Las Vegas, which is where we had arranged to meet. Then in 1990, I signed with the company to be its UK distributor, and then, a little later on, to be their European distributor. In 2000, I bought ASNU from the Skovron brothers and moved production from Sydney, Australia to Bushey, UK. Since then, we have never looked back, having received Bosch approval and becoming world leaders in injector diagnostics and high-performance gasoline injectors. As a company, we have taken our injector diagnostics programme to the next level. ASNU is now setting the standards and meeting the requirements for aftermarket, performance and racing teams, so that they know and understand how injectors operate and perform. Thanks to our state-of-the-art instrumentation and data analysis, we can diagnose every injector, from the classic flow

tests, to the minimum current variation and dead time, creating high performance products in-house to be distributed across the globe.

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Advice on fuel system flushing In the last few years, we have had to advise our ASNU approved Injector Diagnostic Testing & Servicing Centres, as well as other garage service shops working with Gasoline Direct Injection (GDI, FSI, etc.), on the problems that these businesses are finding with injectors not performing to specification due to damage to the injector’s internal filter basket. It would seem that some workshops are flushing the vehicle’s fuel system with aggressive chemicals to remove carbon build-up in the combustion chamber. We believe that the aggressive chemicals are too strong for the nylon mesh used in the plastic framed filter basket, and are therefore destroying the mesh, leaving bits of filter mesh trapped inside the injector (Fig 1). The design of the injector and the injector

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valve seating is too fine to allow anything to pass through the injector and can cause a drop in the injector’s flow rate. This could also cause the injector to leak, or even worse, stick open, causing a hydraulic lock of the engine. To help garages, we have produced a wire mesh filter basket for GDI injectors (Fig 2). Through our network of Injector Diagnostic Testing & Servicing Centres, we are able to offer customers and vehicle owners a preventative maintenance service where the injectors can be tested, serviced and fitted with the new wire mesh filter as a precautionary measure for the future. If any aggressive chemical is flushed through the system, then the injector is protected. At ASNU, we like to say: ‘Prevention is better than a cure’. TO FIND OUT MORE ABOUT ASNU AND WHAT THE COMPANY CAN DO FOR YOU, WWW.RDR.LINK /AAB029

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Images courtesy of Michael Key Engineering

DIAGNOSTICS

& ENGINE MANAGEMENT

Could you be an

AUTOMOTIVE LOCKSMITH? Ravi Kotecha, Managing Director at Autowave, presents the case for introducing auto locksmithing into your diagnostics offering.

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iagnostics carries such a broad meaning these days. If we look back 10 to 15 years ago, many independent garages would call a specialist auto electrician when they needed a vehicle scanned. In those days, devices would cost a lot more and do a lot less than is possible today; information wasn’t readily available, and the area was considered quite specialist. Fast forward to the current market and it is fair to say that pretty much every independent garage at any end of the spectrum has some form of diagnostic device. Even to carry out a brake pad change can have a requirement for a diagnostic tool. It has also become normal for independent garages to carry out coding on vehicles that would have previously been considered ‘specialist’, but the complexities of modern vehicles have made this a necessity, and luckily the plethora of information available has made this very doable. Vehicles have so many modules and electronics that it is not always possible to

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use old school techniques. So, what is the next phase of this evolution? We hear about hybrid and electric vehicles every day and it is clearly a massive growth area, but something that has slipped under the radar for so long is key and immobiliser programming. Auto locksmithing had been considered such a specialist area for so many years – key programming equipment was very specific and carried a high cost; however, this is not the case now. Traditional locksmiths have ventured into auto locksmithing as they know about physical keys and locks, however automotive technicians know about vehicles so there is value in both areas of knowledge, and both can be adjusted to handle auto locksmithing. As diagnostic tools have developed, many now have the ability to program transponders and remotes, and the cost of equipment has reduced dramatically. It seems like an area often avoided and we see so many customers being referred to main dealers when, in many

Ravi Kotecha, Managing Director at Autowave

“We see so many customers being referred to main dealers when, in many cases, it is a relatively straightforward process.” cases, it is a relatively straightforward process and there is a whole host of training and guidance available. We often see jobs being turned away or outsourced as ‘it might be your key’, so the customer will go elsewhere to rule out an immobiliser fault before even considering returning to the independent garage to

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continue with a diagnosis. However, if a spare key was offered there, then it would be a different story. Diagnostic devices used every day can program ECUs, instrument clusters, and body control modules, so what is stopping you from offering a spare key service? The price of remotes and keys has also come down massively and the advancement of the aftermarket has stopped the need to buy them from the main dealer. Specialist aftermarket suppliers can supply remotes and keys at a fraction of the cost that the dealer would charge, and the profit opportunity is huge. To give you an idea of margins involved, for a 10-year Ford, Renault, Peugeot or Citroen, an aftermarket remote can cost from £15-£40 to buy from the Autowave reseller network. This can be programmed within 15 minutes and charged to the customer at £120-£150; and most independent garages will likely have the equipment already, with the ability to do it.

When you scroll through the menus of your Autel, Launch, Xtool or other devices, how many times have you noticed ‘program keys’? If you look back at how many customers have walked through the door asking for a spare key, or how many customers have dropped their vehicle off and handed you a remote key which looks like it is falling to bits? I am sure there have been quite a few. Auto locksmithing is becoming accessible to the independents and the margins are high – there are some huge opportunities ready for the taking. Lots of garages have already got involved and there is plenty of space for more. Keep your eye out for future articles showing detailed case studies and information as we keep you up to date with this exciting area of automotive. TO FIND OUT MORE ABOUT AUTOWAVE, WWW.RDR.LINK /AAB030

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DIAGNOSTICS

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Working in combination PMM hears from Bosch about how its Connected Repair solution can significantly increase the efficiency of the diagnostic processes required for air conditioning (A/C) servicing.

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orkshops are dealing with a constantly growing demand for professional servicing of A/C systems. Most of the vehicles produced in recent years are equipped with heating and climate control. For this purpose, the control unit ensures the functional interaction between actuators, A/C compressor, engine cooling fan and the cabin fan motor. It also controls the heating system and the flaps guiding the air flow

into the cabin. In addition, several sensors supply the system with information concerning temperature zones inside the cabin, exterior temperatures, engine conditions and settings made by the driver. Accordingly, modern air conditioning service is much more than just standard routines. Using ESI[tronic] 2.0 Online and Bosch Connected Repair, Bosch A/C service units can be combined with troubleshooting and linked to diagnostic equipment to increase the efficiency of A/C servicing.

The A/C option Bosch A/C service units are known for their easy handling, fully automatic procedures and their particularly high performance. Thanks to their ‘deep recovery system’, both the premium and standard models are said to recover up to 99% of the refrigerant even under difficult environmental conditions. The integrated forming-gas pressure test option allows accurate ‘leak-proof’ tests. The ACS 563 and ACS 553 entry-level units support workshops with daily service tasks such as refrigerant recovery, filling and recycling. They feature a recovery rate of up to a reported 95%. In addition, the top model ACS 863 automatically tests the purity of R1234yf refrigerant. Moreover, ACS 763, ACS 753 and ACS 863 also feature an integrated nitrogen and hydrogen pressure test. Using the WLAN dongle, the units can also be integrated into as a network or linked to Bosch Connected Repair workshop software.

Staying connected The ACS units can be combined with ESI[tronic] 2.0 Online and KTS-series diagnostic solutions. Due to the complexity

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and ongoing connectivity of today’s vehicle systems, the workshop’s way of working when servicing and performing repairs changes continuously. By means of the ESI[tronic] 2.0 Online features and the connectivity via Bosch Connected Repair, the company’s diagnostic solutions expand the workshops’ range of services while easing maintenance and repair procedures. Using the connected system, a vehicle driving up for its maintenance or repair can be identified by its vehicle identification number (VIN). This application eases entering vehicle and customer data. All information is entered just once. It is stored in a workshop internal database and can be accessed and reused at any time. At the initial scan using Bosch KTS, the vehicle condition is analysed and possible faults are listed. The fault memory monitors the components connected to the air conditioning system via control units. In this manner, all of the vehicle’s fault memories are checked while allowing to save the results. Besides reading out actual values of the components installed – e.g. the values of the temperature sensor – the A/C system pressures can also be analysed. The functionality of the control panel is checked as well. Moreover, the ECU diagnosis includes different functional tests concerning the air conditioning system. For this purpose, components such as the compressor, the fan or even the air distributor can be operated and checked via KTS device. The nominal values and filling quantity are specified at the database of the A/C service unit and at ESI[tronic] 2.0 Online. In addition, technicians can also use experience-based repair (EBR). It comprises the most common

Installation position of the sensor

“Using a WLAN network and Connected Repair, workshops are able to connect their workshop equipment to one another.” A/C faults compiled by vehicle types. EBR is a database listing known faults and the respective solutions or remedies. For additional information and regarding specific issues, users can access technical documents such as circuit diagrams, test values, installation positions, information on spare parts and additional support using ESI[tronic] 2.0 Online (as shown above). The diagnosis includes routines to check proper A/C functionality. The results are documented as a protocol. Bosch Connected Repair provides a further unusual feature. It

connects the test equipment such as ACS units, KTS and ESI[tronic] 2.0 Online with one another. That is, once the vehicle has been identified, test protocols and repair procedures are stored centrally in a paperless form. Even product information such as the order number of suitable cabin filters, installation instructions and test routines in line with the manufacturer specifications can be accessed easily for each vehicle. Using a WLAN network and Connected Repair, workshops are able to connect their workshop equipment to one another. The data workflow enables them to increase both speed and efficiency of their work and save the results. TO FIND OUT MORE ABOUT BOSCH CONNECTED REPAIR, WWW.RDR.LINK /AAB031

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CASE STUDY Exhaust gas temperature sensors: 2015 VW Passat 2.0L TDI Hella Gutmann Solutions (HGS) investigates a case where a VW Passat is presenting exhaust gas temperature sensor error codes. System overview

Error code

Depending on the vehicle’s features, up to four exhaust gas temperature sensors can be installed and the ECU monitors the temperature before the catalytic converter, turbocharger and also upstream and downstream of the diesel particulate filter (Fig 1).

In this function the error codes stored in the error memory can be read out and deleted. In addition, information on the error code can be called up. In this case study, the error codes 15709 and 5257 are displayed, which indicate a fault in exhaust gas temperature sensor three.

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1. Exhaust gas temperature sensor in front of the turbocharger 2. Exhaust gas temperature sensor in front of the cataytic converter 3. Exhaust gas temperature sensor in front of the soot particulate filter 4. Exhaust gas temperature sensor after the soot particulate filter

In vehicles without a SCR (selective catalytic reduction) catalytic converter, the exhaust gas temperature sensor behind the diesel particulate filter is not required. In the event of a defective exhaust gas temperature sensor, or in the case of implausible output values, the system switches to emergency operation or alternatively uses a substitute value to protect the relevant components from overheating. An error entry is then recorded in the ECU and the warning lamp in the dashboard is activated.

Testing with a diagnostic tool The function of the exhaust gas temperature sensor is monitored by the respective higherlevel system control unit. Any errors that occur are stored in the error memory of the ECU and can be replaced by using a suitable diagnostic tool, such as a HGS mega macs device. Depending on the system, additional parameters can be displayed and used for troubleshooting.

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Parameters In this function, the current measured values of the sensor in the ECU can be displayed and evaluated. Fig 2 shows a vehicle with three exhaust gas temperature sensors, with sensor three displaying a value of -40 degrees, which may be due to an interruption in the electrical wiring or to a defect in the sensor.

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Circuit diagrams System specific circuit diagrams can be taken from vehicle information and used for troubleshooting purposes. With this example, the PIN assignment on the exhaust gas temperature sensor or the cable colours can be read and used for further tests (Fig 3).

Maintenance and repair instructions As part of troubleshooting, a visual

inspection of the components and peripherals in the engine compartment should be carried out after the ECU diagnosis, and the sensor should be replaced if the connecting cable or sensor housing is damaged. If the threads of the exhaust gas temperature sensors are coated, they must not be treated with an extra coating of hot thread paste and they must be tightened to the torque value specified by the vehicle manufacturer. As a guide, for a HELLA exhaust gas temperature sensor, a torque of 40 to 45Nm is recommended. However, please also observe the respective maintenance and repair instructions provided by each individual vehicle manufacturer.

Important! The various diagnostic options in this example have been illustrated using an HGS mega macs 77 diagnostic tools. The respective test depth and variety of functions can be set out differently depending on the vehicle manufacturer and is dependent on the relevant system configuration of the ECU. FOR MORE INFORMATION ON HGS DIAGNOSTIC PRODUCTS, WWW.RDR.LINK /AAB032

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COMPETITION

Stay UP TO DATE To be in with a chance of winning a bilstein group-branded Bluetooth speaker, simply sign up to receive the Blue Print and febi email newsletters.

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he bilstein group is well aware that as technicians and workshop owners, you are under pressure to keep up with the ever-changing world of vehicle repairs and components. From your point of view, having a resource that provides crucial and tailored information directly to you is invaluable. The Blue Print and febi email newsletters allow these brands to share technical articles, videos and tips directly to your inbox, so you can stay one step ahead and continue to provide efficient professional repairs.

What do the newsletters include? The bilstein group has a broad selection of information available that the company shares in its regular newsletters, including: ■ ProTips offer practical support for everyday issues encountered in the workshop and, when possible, follow the explanation structure of ‘Problem’, ‘Cause’, and ‘Solution’ ■ Product Highlights focus on a specific part in the Blue Print or febi range, and detail the component’s function along with any information on common failure

■ Technical Articles provide a more in-depth look at how a specific vehicle component works or details a diagnostic story from the workshop – highlighting a vehicle fault, including diagnosis and replacement ■ Videos offer a visual ‘How To’ guide sharing best practice information and top tips for many Blue Print and febi products ranges It is the in-house technical marketing team that provides the technical information. Collectively the team has over 70 years’ worth of experience in the automotive industry, including knowledge gained from previous roles as workshop technicians and technical trainers. The team now stay on top of all things technical regarding the Blue Print and febi ranges ensuring that any relevant information is shared with customers.

What’s on offer? Five lucky winners will each receive a bilstein group Bluetooth speaker. With a rechargeable battery, this portable speaker can be moved where required whether it be in the workshop or around the home. It also includes an SD card port, Aux USB cable, FM radio functions, and hands-free call function.

How do you enter? To be in with a chance of winning this great prize, all you need to do is WWW.RDR.LINK /AAB033 and

fill out your details. You will automatically be entered into the competition and signed up to receive the Blue Print and febi newsletters. Deadline for entries is 10/06/2021. T&Cs apply. See website for details.

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WHAT’S NEW?

■ FOAM TRAY PLIER SETS ■ MARKETING APP The Foreman app was developed with the seemingly simple goal of providing businesses with a cost-effective way to improve their online presence. The app is purpose-built for business users to encourage regular, relevant and fresh social media posts relating to their business. It is designed with a feature-rich interface that offers scheduled posting, multiple image selection, video uploads, testimonials, as well as other useful functions.

KNIPEX has launched a range of foam tray sets for workshops and van racking systems. It means your prized pliers are protected, organised and ready to hand just when you need them. There is now a choice of five sets each including popular variations of pliers, including: cutters, combination pliers, circlip pliers, and water pump pliers. Each set of pliers comes in a two-colour foam tray and are arranged clearly in a well-protected package suitable for all common tool trolleys and workbenches. The foam trays measure 335 x 165 x 33mm. WWW.RDR.LINK /AAB035

Once the free app is downloaded from Apple App Store or Google Play Store, there is a 14-day free trial, with a straightforward one-time setup linking the Foreman app to your social media business pages and website. The app’s developers claim that it is as easy to use as writing a text and taking a picture. A tap on one button and the post is sent to all the connected channels with the option to withhold posting on specific platforms if required. There is the function to save drafts, schedule, as well as post instantly, alongside the capability to amend, edit or delete posts as required. Should you need a website created or a refresh of an existing one, then Foreman can assist with a cost-effective build that incorporates app connectivity. For an existing website, the required code is freely supplied by Foreman for your web master to integrate into your platform’s existing code. The app team can also secure domain names, create logos, set up email addresses and host websites.

■ HANDHELD MULTIMETER/OSCILLOSCOPE Auto XT has released a handheld multimeter with single channel oscilloscope. The device features many useful functions such as load testing, cam/crank testing, resistance testing, DC voltage measurement and built-in lithium battery. It’s a great, practical tool to quickly check and scope sensors, with a READER durable and ergonomic feel. OFFER PMM readers also get 15% off when using voucher code PMM15. Follow the link below and enter the code at checkout to redeem the offer. WWW.RDR.LINK /AAB036

WWW.RDR.LINK /AAB034

■ SCREW COMPRESSOR RANGE The latest G2-7 models from Atlas Copco are now the smallest, oilinjected rotary screw compressors in the company’s professional portfolio. Designed to replace the current GX2-7 range, they are a low-cost solution for small companies, workshops and operations with an infrequent air demand that are looking to expand their compressed air applications. That is why the G2-7 belt-driven, fixed-speed compressor family has been designed to provide quiet, efficient, powerful, and reliable performance within its five-model range. The 2.2, 3, 4, 5 and 7.5kW machines are available at working pressures of eight and 10 bar(e) with an output capacity range of 6.1 – 16.4l/s (22.0 – 59.0m3/hr). WWW.RDR.LINK /AAB037

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■ PNEUMATIC BELT SANDERS ■ EV AND HYBRID VEHICLE FILTERS MAHLE Aftermarket UK has introduced filtration references for electric and hybrid vehicles. The additions include 75 cabin filters for electric vehicles and 125 cabin filters, 55 oil filters, 75 air filters and 25 fuel filters for hybrid vehicles. The brand’s latest product additions cover applications including: Mercedes C250 and E250, Volve XC60, S90, V90 and XC90, Lexus RX350, BMW X5 and X6, Audi A4, A5 and Q5, Hyundai iX20 and I40, Mitsubishi Canter and Toyota Auris.

Mirka’s product portfolio is expanding with the launch of two pneumatic belt sanders (PBS) and two file belts. The PBS 10NV and PBS 13NV have been developed for removing paint in body shop work and collision repair, and for grinding welding spots and seams in vehicle manufacturing. The PBS’ design ensures low vibration sanding, and its rubber handle means the user has a comfortable grip, so the tool can be used for a sustained period, while reducing the stress on the hand and wrist. To complement the pneumatic belt sanders, the company is also expanding its abrasives’ line-up with Ceramic and Zirconia file belts, which are suitable for use on metals and can be used across multiple applications. WWW.RDR.LINK /AAB040

WWW.RDR.LINK /AAB038

■ BRAKE PADS AND DISCS Recently released brake pads from Mintex cover popular Kia applications including Sedona III, Picanto JA and Picanto Runner. Meanwhile, the brake disc references have been made available for passenger car vehicle makes and models such as BMW Coupe, Convertible and Touring, Nissan Atleon and Cabstar, Hyundai Elantra and Veloster and Kia Niro. All references have been added to TecDoc and MAM cataloguing systems and are also accessible via the online catalogue, Brakebook. WWW.RDR.LINK /AAB041

■ SHOT AND SODA BLASTING KIT The recently launched shot and soda blasting kit (model no. SBKITA) from Sealey includes SB997, SB99.KIT, SSP141, SBG25KG and B/25KG. The SB997, a 37L shot blaster with water trap and wheels, accepts a variety of grits up to 700microns and is suitable for stripping rust and paint from wheels, chassis, panels and other corroded/painted surfaces. The tank comes equipped with a 2.4m rubber hose, five ceramic nozzles, in-line water trap for moisture-free grit blasting, and a bayonet air line coupling and airflow regulator. SB99.KIT is a conversion kit accessory for use in conjunction with model no. SB997 and SB998 shot blasters. It also includes a pair of SSP141 lined leather welding gauntlets. The blasting soda (SBG25KG) is suitable for several applications, including removal of graffiti, mould, and grease from surfaces such as fibreglass, brick, stone, marble and more. The shot blasting grit (B/25KG) is suitable for workshop, handheld and recirculating shot blasters. WWW.RDR.LINK /AAB039

■ SCR SYSTEM PRESSURE TEST KITS Part of the diagnostic routine for SCR (AdBlue injection) systems is to measure the pressure in the system both electronically, via the OBD diagnostic software and protocols, and dynamically, using pressure test gauges. This test kit from Laser Tools (part number 8060) provides the gauge and connection pipes required to allow the user to directly measure the system pressure at the injector (dosing module) or pump. The kit is supplied with a pressure gauge equipped with pipework and connectors to connect into the SCR system. Two additional 300mm connection pipes are also supplied fitted with straight and 90° connectors to assist with hook up in restricted areas. WWW.RDR.LINK /AAB042

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ADVERTISEMENT INDEX

3D Group UK ........................................................ (page 35)

Ferdinand Bilstein UK Ltd .................................... (page 46)

Apec ...................................................................... (page 30)

Gates Power Transmission .................................... (page 16)

Autotech Recruit .................................................... (page 35)

Jack Sealey Ltd ...................................................... (page 15)

Autowave ................................................................ (page 7)

MAM Software Ltd .............................................. (page 37)

Bailcast .................................................................. (page 41)

Mewa ...................................................... (inside back cover)

Ben ........................................................................ (page 56)

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

Clickmechanic ...................................................... (page 23)

MS Motor Service ................................................ (page 55)

Continental Automotive .......................................... (page 4)

Opus IVS .............................................................. (page 59)

Contitech Power Transmission Systems Ltd ........ (page 33)

PMM Online .......................................................... (page 42)

Dayco Europe ........................................................ (page 11)

Ring Automotive .................................................... (page 53)

Delphi Technologies Ltd ........................................ (page 9)

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

Energizer Group Ltd .............................................. (page 49)

Traction Charger Co Limited ................................ (page 61)

FAI Automotives Plc ............................................ (page 50)

Varta .................................................................. (back cover)

Federal Mogul Ltd ................................................ (page 19)

Witham Oil and Paint Soham Ltd ........................ (page 53)

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