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PROFESSIONAL
NOVEMBER 2020
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
IS THE INDUSTRY BEATING THE RUSH? PMM discovers how independents are tackling the increase in MOT demand Also inside... An exclusive interview with SimplyDiag Network Director Steve Scott TECHNICAL TIPS AND CLINICS ‘HOW TO’ GUIDES AND BEST PRACTICE ADVICE BUSINESS ESSENTIALS AND TRAINING UPDATES
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Contents
VOLUME 21 ISSUE 9 NOVEMBER 2020
Regulars
Features
6-10
NEWS & VIEWS
39-42 MOT
12
TROUBLESHOOTER
14
CLUTCH CLINIC
17
BELT FOCUS
21-22
TECH TIPS
24-30
BUSINESS & TRAINING
33
TRAINING GROUND
35
PIT STOP
45-52 STEERING & SUSPENSION 36
SPECIAL REPORT
62-63
COMPETITIONS
64-65
WHAT’S NEW?
Editor’s Picks 28
APPRENTICESHIP ANSWERS PMM’s apprenticeship expert prompts garages towards taking the first step
36
STRONGER TOGETHER An exclusive interview with Steve Scott, Director of the SimplyDiag Network
39
A SEASON LIKE NO OTHER We hear from Tina Drayson of CCM on how the business plans to handle the MOT rush
55-60 DIAGNOSTICS & ENGINE MANAGEMENT
Total Average Net Distribution 59,921, 1st July 2019 – 30th June 2020
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VIEWPOINT
Editor
Communication overload
DANIEL ARON Digital Manager KELLY NEWSTEAD
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Senior 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
or many PMM readers, the predicted tidal wave of MOT tests will be of primary concern as we hit the month of November. The Government’s six-month extension that came into force in March has inadvertently caused a backlog of tests that will bring on all kinds of headaches for motorists and garages alike! It’s difficult to say how best to cope with this extraordinary situation. However, one approach that will certainly have a positive effect is to ensure that you are clearly communicating with your customers. Yes, it is a simple answer, but one that has been tried, tested and proven to work. If you manage your customers' expectations for when they visit your garage in busy conditions, then they are far less likely to grumble than if they are suddenly confronted with a situation that they’re not used to. Hayley Pells of Avia Autos strongly believes in this approach, as she describes on page 31: “Communication for preventative maintenance, I believe, will be the key to successful relationships with customers, as clear planning will be a reassurance during such times of uncertainty.” Keeping customers informed is certainly an important way of managing expectations, especially in times of adversity. However, communication extends beyond that of the garage-tomotorist relationship. When lockdown restrictions first came in, many immediately found themselves cut-off from the usual physical, face-to-face interaction, and, therefore, had to find alternative methods to communicate (this is true for trade publishers as well!). And, thus, many signed up to online industry platforms. One such platform is the SimplyDiag Network (page 36). Steve Scott, a director for the digital portal, realised that the network became more than a technical advice resource during lockdown. Rather, technicians came flocking for the personal interaction that had disappeared due to COVID restrictions. Garages started talking to each other as a support mechanism, united by the struggle that they were all going through. And, if you take a moment to do a bit of research, it becomes clear that all manner of garage-focused groups had appeared – whether that was in the form of a bespoke portal or simply as a social media group. Arguably, there has never been a period where garage-to-garage communication has been so common. It makes me wonder why this level of discussion didn’t occur during more ‘normal’ times. Is it not the case that communication between businesses means that the professionalism of the industry as a whole will increase? Is this not a goal everyone should aspire to? The pandemic has had many adverse effects on the garage sector, so we should find the positives where we can. I would consider this increase in communication between businesses as one of those positives. Steve Scott chose the mantra ‘Stronger Together’ for the SimplyDiag Network, and it’s an ethos that I think the whole industry is starting to get on-board with.
Sales enquiries: pmmsales@hamerville.co.uk Website: www.pmmonline.co.uk
Enjoy the issue and have a great month.
Facebook: /ProfessionalMotorMechanic Twitter: @pmmmagazine
Daniel Aron
Copyright © 2020
Editor
Associate member
The publishers and editor do not necessarily agree with the views expressed by contributors, nor do they accept responsibility for any errors of translation in the subject matter in this publication.
Front Cover: Image courtesy of Aidan Edgar
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NEWS
& VIEWS
FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE
Chancellor Sunak sets out Winter Economic Plan
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he package includes the new Jobs Support Scheme that will help protect millions of returning workers, as well as number of other business support mechanisms. Find out more here: WWW.RDR.LINK/AU001. The Chancellor of the Exchequer Rishi Sunak, said, “The resurgence of the virus, and the measures we need to take in response, pose a threat to our fragile economic recovery. Our approach to the next phase of support must be different to that which came before. “The primary goal of our economic policy remains
unchanged – to support people’s jobs – but the way we achieve that must evolve.”
©AdobeStock/salparadis
Delivering a speech in Parliament, the Chancellor has announced a package of measures that includes a new Job Support Scheme to follow on from the furlough scheme.
Job Support Scheme: an outline A new Job Support Scheme will be introduced from 1st November to protect viable jobs in businesses who are facing lower demand over the winter months due to coronavirus. Under the scheme, which will run for six months and help keep employees attached to the workforce, the government will contribute towards the wages of employees who are working fewer than normal hours due to decreased demand. Employers will continue to pay the wages of staff for the hours they work – but for the hours not worked, the government and the employer will each pay one third of their equivalent salary.
In order to support only viable jobs, employees must be working at least 33% of their usual hours. The level of grant will be calculated based on employee’s usual salary, capped at £697.92 per month.
The Job Support Scheme will be open to businesses across the UK even if they have not previously used the furlough scheme.
“Don’t lose industry talent” warns recruitment expert Glen Callum Associates (GCA) Director, Glen Shepherd is urging the automotive sector not to lose the industry’s talent in the wake of the coronavirus pandemic.
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n a key message to the trade, Shepherd said, “The threat of redundancies looms large across the UK and we’re urging businesses in automotive, engineering and industrial sectors not to lose the expertise that’s currently in the market. “It’s important to note some
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of the similarities between now and the financial crisis in 2008. Back then, there were large scale cutbacks but a quick recovery, similar to what we are seeing now in some sectors. This meant however, that companies lost access to people when they needed them most. “In all the webinars I have attended, it’s clear that, while we are undoubtedly seeing work patterns change, it is effective people that will propel businesses forward.” The recruitment specialist is working round the clock to
support companies with its recruitment strategy, as part of a wider plan to help businesses emerge from the pandemic in the best shape possible. “Companies need to work with recruiters even if they aren’t recruiting,” added Shepherd. “Recruitment shouldn’t be kneejerk, especially in the current situation. With 22 years’ experience in specialist recruitment, it’s essential the team at GCA has the skills, knowledge and expertise to provide solutions to businesses for the long term.”
Glen Shepherd, Director at Glen Callum Associates
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Kraftwerk Group Dickies celebrates acquires Jordan METEC inspiration in the trades Kraftwerk Tools, a leading supplier of professional hand tools and workshop equipment, has acquired the production and sales divisions of Jordan GmbH METEC Blechsysteme, a German manufacturer of components, systems, and factory equipment.
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ordan Metec, based in Stassfurt, Germany is an established manufacturer and distributor of factory equipment such as workshop carts, work benches and workshop cabinets, as well as sheet metal construction technology components and systems for a variety of industrial sectors.
The commercial activities of Jordan-METEC are being integrated into the newly founded Kraftwerk Industry GmbH & Co. KG and will continue to be controlled from their current location with the company’s 40 employees and its CEO, Reiner Büsching, being brought on board. CEO Kraftwerk Group Alexander Pieper stated, “This is the first acquisition since the Kraftwerk Group takeover in 2016 and is an important strategic step for us. Expanding our activity to include local production in Germany will accelerate our worldwide growth. JordanMETEC and Kraftwerk Mobilio automotive storage products complement each other perfectly, and will enable us to better position the Kraftwerk brand, and bring us closer to our vision.” A new Industrial Solutions catalogue with over 300 products, has been launched to showcase the new range of Kraftwerk Industrial storage products and is available to view and download here: WWW.RDR.LINK/AU002
Global workwear brand Dickies is calling on tradespeople to nominate someone whose work inspires them as part of a new campaign celebrating those who love what they do and take pride in their work.
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he global campaign, United by Inspiration, United by Dickies, features footage of 10 of Dickies’ community of makers from around the world showing their skills, including British stonemason Rob Maxfield. In light of global restrictions on social contact, the footage aims to highlight how those who make a living with their hands can continue to inspire each other despite the distancing imposed by the COVID-19 pandemic. Rob’s footage is juxtaposed with London-based barber Klipper Kem. Both are wearing the iconic Dickies Portland shirt – a ‘lumberjack’-style checked shirt, which is one of the brand’s enduring bestsellers.
Rob Maxfield
As part of the campaign, Dickies is calling on tradespeople to nominate someone whose work inspires them by tagging them on social regardless of whether they work in the same trade. Improve your chances further by telling us why – in words, photos or to camera and using the hashtag #unitedbyinspiration. Both nominators and nominees will be entered into a draw to win their own Portland shirt. Share your nomination on social media, using the hashtag #unitedbyinspiration, tagging dickiesworkwearofficial using the following details: On Twitter: @DickiesEurope On Instagram: @dickiesworkwearofficial On Facebook: @DickiesWorkwear
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NEWS
& VIEWS
GET YOUR DAILY FIX OF INDUSTRY NEWS AT WWW.PMMONLINE.CO.UK
IAAF warns of ‘rise of counterfeit parts’ The Independent Automotive Aftermarket Federation (IAAF) has warned that the coronavirus pandemic could contribute to a rise of counterfeit car parts entering the UK automotive industry in the latest Annual IP Crime and Enforcement Report: 2019 to 2020.
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he report demonstrates how Intellectual Property (IP) crime occurs, how it is prevented and why it is so important to “engage with consumers on the ethical issues at the heart of much IP crime so that they do not engage with it.” In the IAAF section of the report, it said, “The COVID-19 pandemic has created an extraordinary environment this year in which all market players have been forced to adapt to the crisis and, in many cases, adopt different ways of operating. Some of these may be new and untested, and as a result, the IAAF is concerned that, because
of possible parts supply chain disruptions, garages and motorists may resort to sourcing parts through alternative channels, which leads to an increased risk of counterfeit parts entering the market. “With online usage increasing dramatically during the pandemic, the risk of fraudulent products being available online is a growing trend. When purchasing parts online, it is crucial that people know who they are buying their parts from. “It is important, particularly during the coronavirus pandemic and beyond, that the supply chain remains in close communication to ensure the effective supply of parts and equipment. Garages are liable for any parts they fit and must be aware of the origin of the parts they are using.” The latest report again highlighted the rise of ecommerce having a significant impact on the availability of counterfeit merchandise and also pointed to social media platforms as being a focus for brand protection teams.
Tool Connection brings in new consumables van A new addition to the Tool Connection’s fleet of Tech Vans has just been launched — the Connect Workshop Consumables van will complement the offering from the Tool Connection. s with the existing Tech Vans from Laser Tools and PowerTEC, the Connect Workshop Consumables van will support the local authorised supplier or distributor, and together with the supplier’s sales representative, visit garages and end users to introduce new consumables to the range, show new tools and equipment and demonstrate their use. The van is full of Connect’s range of workshop consumables and showcases the professional range of specialist automotive
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consumables under the concept of Dealer No More — Connect Workshop Consumables has introduced a comprehensive range of consumables for the garage, workshop and bodyshop network to positively combat spiralling main dealer prices. The available range includes trim clips; common rail fuel connectors; injector spares and consumables; electrical sensors for Bosch, Delphi and Denso fuel injectors; wiring connectors to suit Supaseal, Delphi, Deutsch, Econoseal, Mate-N-Lock and 250 Type connectors; brake fixing screws and retaining spring clips plus a range of sump plugs covering over 8000 different engine applications. To book the new Connect Workshop Consumables van for a visit, contact your local Tool Connection representative.
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VIEWS from the
INDUSTRY
“The businesses that invest in training for their technicians will be the winners” Steve Nash, CEO of the IMI
Steve Nash, Chief Executive Officer of the IMI, presents the case for investing in technician training
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ndependents have always been used to competing against the buying power of the manufacturer franchise marketplace, but with the increasing pace of automotive technology the pressure has probably never been greater. Add to that the commercial challenges as a consequence of COVID-19, and it’s not difficult to see that some independents may be wondering where their future lies.
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However, I firmly believe that there is immense opportunity for the independents that see a value in investing in the skills now that are required for the next stage of the automotive evolution, with IMI TechSafeTM providing the standards for the sector to work to. The culmination of detailed work to develop the Electrified Vehicle Professional Standards, the EV TechSafe Standards centre on EV qualifications, IMI
accreditation, accredited training, professional behaviours and a commitment to CPD over an agreed number of years. The standards comply with the Electricity at Work regulations, which are enforced by the Health and Safety Executive (HSE). With endorsement from OLEV at the end of 2019, EV TechSafe gives independent garages a competitive edge as the UK government deliberates how quickly it can achieve zero emissions. But whatever the eventual date, the businesses that invest in training for their technicians will be the winners. Of course, right now, making any sort of commitment to future training will be a daunting prospect, but there are routes to funding that can really help with that. For example, the top-ups being offered by the Chancellor to help employers bring apprentices on board are a further reason to make this choice now. From August to January, any firm that hires a new young apprentice aged 16 to 24 will receive £2,000, and those that hire new apprentices that are 25 and over will be paid £1,500.
It’s also important to remember that for smaller employers (less than 50 staff), apprenticeship training is still heavily subsidised by the government, which picks up the bill for 95% of the training costs, or 100% where the apprentice is 16-18, or an eligible 19-24 year old, as per government funding rules (more information can be found here: WWW.RDR.LINK/AU003). Independents can also tap into e-learning routes for existing members of staff. We have seen a huge shift in the use of e-learning tools in the last six months, and there has been a particular focus on electric vehicle modules, which is encouraging to see. Whilst, at the moment, electric vehicles are largely maintained by the franchise marketplace, as these vehicles mature, they will move into the independent sector. We are therefore urging independent garages to invest in quality training to ensure their employees are equipped with the knowledge and skills to repair and service new technology. Otherwise they are going to struggle to compete in a sector that is experiencing such change.
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TROUBLESHOOTER
©AdobeStock/pixarno
Door-to-door diagnostics In this issue of PMM, Ross Kemp of Scantec Automotive wrestles with a Ford Fiesta that was exhibiting a central locking problem. Here’s how he managed to solve the issue…
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s a German car diagnostic specialist, I often find myself wondering why I get involved in certain jobs or brands, normally halfway through the job in question. The recent work I describe in the following article is just such an example. We were presented with a five door, 2013 Ford Fiesta from a local independent workshop for a central locking issue, and the symptoms reported were that both rear doors failed to lock and/or unlock. They informed us that they had sourced two new rear latches, however, having fitted one of the new rear latch assemblies to the rear offside door, the replacement had had no effect on the faults, and that they had therefore held back from fitting the other new latch.
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They also informed us that the vehicle had been to another workshop, and this garage had discovered a broken wire to the offside rear door. However, after that workshop’s repairs to this wire, the front electric windows no longer functioned.
Visual assessment The initial visual assessment confirmed that no apparent rear door activation of any kind could be heard or felt, and neither of the front electric windows operated via either switch. Initial diagnostic assessment confirmed that both front door control modules had permanent faults logged relating to LIN Bus A Circuit. A quick check against the manufacturer wiring diagrams confirmed that the LIN
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LIN circuit abnormality when the latch was closed. Same circuit faults in both rear doors. Strange!
Down to the wire
circuit was used by both front doors for switch operation, module request between the doors, and the LIN circuit was also wired to the rear door control modules (if fitted). A quick scope check of the LIN confirmed that not only was there no activity taking place when operating the switches, but it was also clear to see that there was no voltage on the LIN circuit (Fig 1). Strangely however, at one point during testing, we noted that if the rear door was opened, the LIN circuit would then become active. We discovered that if we rolled the door latch between open and closed, something in the door appeared to pull the LIN down to ground when the latch was closed. Ironically, the broken wire in the previously repaired rear door loom was the LIN wire, so the other workshop had inadvertently reconnected the fault in the door by repairing this wire, which caused the electric windows to stop functioning. A quick check on the other side confirmed the same
It was then time to strip down the rear doors. As the rear doors had no electric windows, the loom was very basic with no rear door modules, and, on inspection, we noted no apparent issues with the wiring. Quick end-to-end checks confirmed that there were no wiring issues present in the loom, and further checks also confirmed that we had no apparent lock and/or unlock signals coming from the vehicle at the B-Post connector. Now, I was a little perplexed at this point as the wiring on the B-post coming from the vehicle married with the wiring diagrams, but with no lock or unlock signals present. This suggested that we had a potential vehicle issue, as well as the LIN circuit fault within both rear doors. Further checks made against the genuine Ford wiring diagrams (based on VIN) for a vehicle with manual rear windows, with deadlock and without door modules, showed all the correct pins and wire colours at the Bpost connector, except that the LIN circuit was connected directly to the new door latch
microswitch causing it to ground out when opening the door. Another round of checks confirmed that both rear door looms fitted were incorrect. We therefore ordered new looms as we knew that the looms fitted were definitely incorrect for this vehicle. When the new looms arrived, we noted that they had connectors for a door module, and, unfortunately, the Ford parts team were unable to confirm whether or not our vehicle used door modules. However, when we pinned out the new looms, we discovered that instead of terminating at the B-post connector as per the wiring diagrams, all five of the terminals at the latch assembly plug actually terminated at the door module connector, which meant that there was no way these rear doors were ever going to function with these looms.
Getting to the point Checks confirmed that the looms were correct, so clearly we were also missing two door modules. Two new door modules later and we were happy to report all central locking, door ajar, electric windows and LIN circuits were now operating correctly with no further LIN faults reported by the either of the front doors. We are confident that both rear doors had previously been replaced using the incorrect type/specification, and someone had cut the rear door LIN wiring to circumnavigate the resultant electric window issues. Although we were happy the vehicle faults were now rectified, we were left feeling let down by the inability of the manufacturer to know what had been fitted to the car when it was built, and its subsequent inability to therefore provide wiring diagrams that were specific to the VIN/specification and not just generic. What’s more (and rather unhelpfully), this was made worse by the fact that the B-Post wiring connector is populated for all rear door options, and that the dealer tool has no ability to show sufficient live data and/or activations to aid in proper diagnostics.
TO FIND OUT MORE ABOUT SCANTEC AUTOMOTIVE, WWW.RDR.LINK/AU004
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CLUTCH CLINIC
HOW TO Replace a clutch on a Nissan Micra Chris Figgins, Technical Marketing Manager at Blue Print, runs through the procedure for replacing the clutch on a fourth generation Nissan Micra, K13 model.
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he popular Nissan Micra has been in production since 1982. It has been sold worldwide in considerable numbers since its introduction and is now on its fifth generation – it is still a popular choice of car. The model featured in this article is a fourth generation K13 model, fitted with the 1.2 three-cylinder petrol engine. The example shown in this article was reported to have a slipping clutch, which would require a clutch replacement.
Step-by-step guide With the vehicle in the workshop, the bonnet was opened, and the battery and air cleaner assembly was removed. This was followed by the battery tray, which is held in place by four bolts, two nuts, and has several retaining clips that hold different parts of the wiring harness in place (Fig 1). With the battery tray out of the way, the gear selector linkage cables were revealed. They required unclipping and the retaining bracket needed to be unbolted from the transmission. The selector cables were then set aside until they were required to be refitted. Next, was the removal of the crank sensor. If left in place, there is a high risk it
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will become damaged against the flywheel during the removal of the transmission. This was followed by the unclipping of the plastic hydraulic pipe, which is connected to the concentric slave cylinder (CSC). The pipe was sealed to prevent any excess fluid from leaking during the removal of the transmission. Working at the top of the transmission, the upper bell housing bolts were removed; it is important to take note of their original position as they are different lengths. The vehicle was raised to a working height, and both front wheels were removed. This was followed by the hub nut retaining split pins and hub nuts, readying the removal of both driveshafts to allow plenty of room to remove the transmission. Working on the left side of the vehicle, the front wheel arch liner was removed, revealing the reverse lamp switch situated on the end of the transmission, which was subsequently unplugged. The wiring harness that runs under the transmission mounting was then unclipped and put to one side. There is also an earth cable that required unbolting from the transmission. The vehicle was raised again, and the transmission oil was drained, followed by the removal of both front, lower-arm ball joints from the hubs; this leaves enough room for the driveshafts to be removed. With a suitable pry bar, the driveshafts were levered out to release the retaining clips so that the driveshafts could be removed from the transmission, being careful not to damage the seals (Fig 2). Next was the removal of the heat shield – which is above the right driveshaft – as this would restrict the removal of the transmission.
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Then, the rear steady bar was removed; this is fitted to the transmission and the rear cross member. The engine required support before any other part could be removed. With the engine supported, the transmission mounting was removed, and the lower bell housing bolts were also removed; again, ensure their original position before removing the transmission is noted. With the transmission removed, the clutch pressure plate and friction disc were removed and inspected. The friction plate material was worn down to its retaining rivets and needed immediate replacement. The flywheel was cleaned and inspected for defects before the parts contained in clutch kit ADN130236 were fitted. The attention then turned to the removal of the old CSC. Once removed, the transmission was cleaned of excess worn clutch material. Then, the input shaft seal was inspected for fluid leaks before fitted the new CSC (Fig 3).
Clutch bleeding procedure With all the new clutch parts fitted, the transmission was installed in reverse order and filled with the correct grade oil. The last thing to do was to bleed the air from the clutch hydraulic system (Fig 4). The Blue Print clutch kit comes with a number of useful bulletins, one of which includes the clutch bleeding process, which goes as follows: 1. First, top up the clutch fluid reservoir with new clutch fluid and then connect a transparent hose to the air bleeder of the bleeding connector, which is part of the CSC. Do not use a vacuum or pressure bleeder on this system as this may cause damage to seals within the clutch hydraulic system.
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2. Press the retaining clip down into the bleeding connector and maintain the position – this is to release the clutch hydraulic tube. 3. Slide the tube back by approximately 5mm to release the retaining clip. This will allow clutch fluid to flow from the air bleeder. Hold the tube to prevent it from getting disconnected as the clutch fluid tube is under hydraulic pressure. 4. Get an assistant to depress the clutch pedal and hold it. Then, bleed the air from the CSC until no bubbles are observed in the clutch fluid. 5. Push the clutch tube back into its original position. Release the clutch pedal and wait five seconds. Make sure the retaining clip is complete and is in its correct position to retain the clutch tube. 6. Check that the fluid level in the reservoir is within the specified level during and after air bleeding. Check that the clutch pipe is correctly retained, and no chafing can occur. After successfully bleeding the new CSC, the clutch operation, pedal free play and travel height were all checked. Additionally, the clock and the radio were reset. The clutch operation was then tested. After that, a road test was carried out. With the new clutch fitted and the CSC bled, the new clutch was operating correctly. TO FIND OUT MORE ABOUT THE ENTIRE RANGE OF CLUTCH REPLACEMENT PARTS FROM BLUE PRINT, WWW.RDR.LINK/AU005
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BELT FOCUS
For this month’s Belt Focus, REPXPERT Alistair Mason runs through how to replace the timing belt and water pump on a 2004 Peugeot 407, fitted with a 2.0 HDI engine that has covered more than 125,000 miles.
HOW TO Replace a timing belt and water pump on a Peugeot 407
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or this specific vehicle, the manufacturer’s recommended change interval is every 144,000 miles or 10 years, and the water pump replacement is also advised at the same time. Helpfully, the INA timing belt and water pump kit contains all the components required for a complete replacement; all of original equipment (OE) specification and quality. With a book time of 4.6 hours, minimal investment required for special tools, and by following the full fitting instructions and bulletins available on Schaeffler’s REPXPERT information website, this is a great repair for any independent workshop. When it comes to maintenance work for this component category, it’s always advisable to follow the ‘4T’ guidelines: 1. Temperature – Replace and tension the timing belt at an ambient temperature 2. Tools – Use the correct engine timing tools 3. Tension – The correct timing belt tension is critical on today’s engines 4. Torque – Torque all bolts to the vehicle manufacturer’s specifications
Equipment used: ■ ■ ■ ■ ■
Vehicle lift (two post is preferred) Engine support Crank and camshaft locking tools Coolant drain pan Cooling system vacuum bleeder
Timing belt and water pump removal With the vehicle placed on the lift, raise it to waist height, remove the O/S/F wheel and wheel arch liner, then raise the vehicle to gain access to the underside and mount an engine support on the front sub-frame and support the engine on the O/S. Remove the auxiliary drive belt (Fig 1) and inspect for wear and cracks, although it is always good practice to replace the auxiliary belt when replacing the timing belt. Now lower the vehicle to gain access to the engine bay. Remove the engine cover, followed by the O/S engine mounting (Fig 2) and then the rubber mounting bolted to the chassis leg – the top section of the timing belt cover retained with four bolts can now be detached (Fig 3). Remove the inner section of the engine mounting bolted to the engine block – Note: the bottom bolt holds the idler pulley in position, so only slacken this bolt and then
slide the mounting off (Fig 4 and 5). Now insert the crankshaft and camshaft locking tools by rotating the engine in a clockwise direction using a socket and bar on the bottom pulley bolt, until the camshaft locking pin can be inserted (Fig 6), then insert the slightly more difficult crankshaft locking pin that is located behind the starter motor. When the crankshaft is locked, remove the bottom pulley bolt and inspect the rubber section for any cracks or deterioration and replace if required, then remove the lower timing belt cover and crank sensor (Fig 7). Slacken the timing belt tensioner and ease the tension off of the timing belt, so the belt can be removed, followed by the tensioner and idler (Fig 8). With the timing belt removed, check for any leaks that may contaminate the new timing belt system and rectify as required. Place a coolant drain pan under the water pump area, remove the pump and clean off the old gasket.
Timing belt and water pump installation Before installing the new water pump, ensure the mounting surfaces are clean and dry, then mount the gasket – Note: a light smear of grease may help retain the gasket
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BELT FOCUS
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position, but gasket sealer is not required on modern water pumps and can contaminate the water pump seals. Locate the water pump, insert and tighten the bolts in an even manner and torque to the manufacturer’s specification. Mount the new tensioner, ensuring the back plate locates on the dowel (Fig 9) and lightly nip the tensioner bolt so that it can be adjusted once the belt is fitted, then fit the idler pulley, remembering to leave this bolt slack so that
18 NOVEMBER 2020 PMM
the mounting bracket can slide on. Fit the timing belt from the crankshaft sprocket, to the water pump, idler pulley, camshaft sprocket and finally, slide it onto the tensioner, then reattach the engine mounting bracket and torque the bolts. Tension the timing belt by turning the tensioner anti-clockwise with an Allen key until the pointer aligns with the cut out and tighten the tensioner bolt. Remove the crankshaft and camshaft locking tools and rotate the engine four complete revolutions in a clockwise direction, then refit the crankshaft and camshaft locking tools and check the pointer is still in the correct position on the tensioner. After confirming the timing and tension is correct, remove the locking tools and torque the tensioner bolt to the manufacturer’s specification. Refit all components in reverse order of removal.
Fill the cooling system with new coolant, ensuring it is of the correct specification and concentration. Vacuum filling/bleeding is one of the best ways to replenish the system (Fig 10) as it is quick, avoids air locks and lubricates the new water pump on initial startup. Once the cooling system has been filled, run the vehicle with the heater on to confirm coolant circulation, and top up the coolant if required. Always road test the vehicle to ensure the completion of a quality repair. INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, LABOUR TIMES AND MORE CAN BE FOUND ON THE REPXPERT WORKSHOP PORTAL – WWW.RDR.LINK/AU006
– OR THE REPXPERT APP
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TECH TIPS
Kalimex, the European distributor of QuikSteel, presents real-world examples of when the much-loved epoxy putty has really come into its own and helped technicians remedy all manner of leaks and repairs.
One for the WORKSHOP
Q
uikSteel is an industrial strength epoxy putty that bonds to any hard surface. It is said to be used by thousands of mechanics worldwide to repair leaking fuel tanks, blowing exhausts, cracked sumps, leaking pipes, stone damaged radiators and more – on cars, light commercial vehicles, and motorbikes. It cures steel hard in 20 minutes and withstands up to 300°C. With garages under pressure as motorists take to the roads once again, having products to hand that can help in an emergency – without adding a significant sum to the bill – is crucial.
Where can you use QuikSteel? Pretty much anywhere. This is because the putty bonds to all hard surfaces, including metals, stone, wood, glass, and hard plastics. In the USA, QuikSteel is even approved by NSF for use on drinking water supplies. BEFORE
“Recently, QuikSteel was used to fix the leaking fuel tank on a 1999 Suzuki SV650s,” explained Mike Schlup, MD of Kalimex, the European distributors of QuikSteel. “Within 60 minutes the biker was back on the road, leak fixed. Another memorable repair was on a Range Rover. The fuel tank was badly damaged by thieves trying to steal the fuel. By using the putty, the mechanic repaired the damage; a process that took under two hours. We have many case studies at our head office of QuikSteel being used to stop shorting in high voltage ignition coils, repair worn wiper spines, seal cracked distributor caps and fix blown fuel rails.”
Multiple applications ■ When working with the putty have a little
water to hand. When finishing the job, wet your fingers to stop the putty sticking AFTER
to them. This also makes for a smoother finish. You can paint and powder coat a repair once the putty has cured. ■ For fuel tank repairs, if you can’t drain the tank first, then some use a bar of soap to temporarily stop the leak. Then clean the area around the leak and apply the putty. ■ To tap a new thread, mix the QuikSteel and push it into the old stripped thread. Coat the bolt or screw with WD40, or similar alternative, and then push this into the putty. Leave it for a few minutes, and then give it a half turn to create the new thread. Alternatively, you can drill and tap once the putty has cured. “Unlike lower specification DIY brands, you only need one type of QuikSteel to cover all eventualities,” continued Mike. “For the professional mechanic, it’s the only epoxy putty they will ever need in the workshop." A high-profile fan of the product is John Mickel, multiple-time UK and World Legends Racing Champion. “We always carry QuikSteel with us,” clarified John. “We’ve fixed cracked heads, loose bolts, even damaged sumps.” QuikSteel is an iconic workshop product, one that has been put through its paces through many different applications.
FOR MORE INFORMATION, WWW.RDR.LINK/AU007,
EMAIL ENQUIRIES@KALIMEX.CO.UK OR CALL 01273 891162
PMM NOVEMBER 2020 21
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TECH TIPS
BEST PRACTICE Fuel pump fiasco The technical team at MS Motorservice provides essential information to aid technicians faced with the possibility of a faulty fuel pump. Always check the contacts!
I
n the event of problems in the fuel system, the system pressure and volumetric flow of the fuel pump should be measured first. If the measured values do not match the manufacturer’s specifications, it can sometimes be the case that the supposedly faulty fuel pump is replaced with a new one prematurely. Before you replace a pump, you should ensure that a corroded electrical connection does not cause a loss of power. Depending on the flow rate and system pressure, the current consumption of a fuel pump is 5 to 8A or more. In the case of such high currents, clean and reliable contact points are important, since any type of corrosion or poor contact increases the ohmic resistance across the contact. However, increased resistance necessarily means a voltage drop at the fuel pump. The typical circuit of a fuel pump in Fig 1 shows a number of detachable connections due to screwed-in or plugged-in contacts. In addition, there are switching contacts within the ignition switch and the fuel pump relay as well as possible additional installations in the system, such as anti-theft devices. Each of these contacts may have increased resistance due to oxidation, corrosion and an
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inadequate connection. This results in an undesirable drop in voltage in this circuit. A drop in voltage may result in a lack of performance by the fuel pump. The consequences are a reduction in pressure and flow rate. It is worth noting that in modern vehicles, the fuel pump is located in the fuel tank and usually takes the form of a fuel delivery module. In this case, it is difficult to carry out measurements directly at the terminals of the fuel pump. However, it is necessary that the drop in voltage is measured as close as possible to the fuel pump. It is therefore recommended that the measurement is carried out at the electrical plug contacts, which are usually located in the cover of the fuel delivery module (Fig 2). It is only possible to receive a correct result if the circuit is closed, i.e. if voltage is present. For this reason, you have to keep the engine running during measurements. Loss at the contacts is unavoidable, even if the contacts are clean and tightly connected. The voltage at the terminals of the fuel pump is therefore always lower than the on-board voltage. The value should be as close as possible to the on-board voltage of the vehicle. However, the difference should not exceed 1 to 1.5V.
!
Recommended procedure â– Determine system pressure and flow rate â– Measure drop in voltage at the fuel
pump. With the plug plugged in, connect the measuring instrument with the corresponding measuring tips to the rear of the plug (Fig 3). Never ‘puncture’ the cables (Fig 4)! ■A voltage of at least 12.5 to 13V must be present when the engine and pump are running ■If the measured voltage at the terminals or the plug of the pump is significantly lower than the on-board voltage, e.g. lower than 11V, there is a malfunction. ■In this case, check the condition of all contacts in the circuit to see whether corrosion is present at the contacts (Fig 5). Note: In modern vehicles that are equipped with a ‘regulated’ or ‘demand-based’ fuel supply, the fuel pump is actuated by its own control unit with a pulse width modulation signal. A conventional digital multimeter is not sufficient to test these types of systems, as you simply measure the average voltage over a period here. In this case, you need an oscilloscope.
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22 NOVEMBER 2020 PMM
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022-023_PMM_NOV20_Layout 1 07/10/2020 14:40 Page 23
í¢³ Measuring tips on the rear of the plug
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TO FIND OUT MORE ABOUT MS MOTORSERVICE AND ITS ASSOCIATED BRANDS, WWW.RDR.LINK/AU008
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BUSINESS
& TRAINING
TMD Friction, the brake linings manufacturer, has launched a software solution to help garages document and evidence the quality of their work.
PMM finds out more.
Proof of quality
W
orking in partnership with GaraShield, the new webbased quality process and documentation platform has been developed with the help of garages, in order to deliver a platform that is designed specifically for garages. Here are just a few ways the platform can help: ■ Technicians will find a clear task description with all the necessary process steps for the specific vehicle model, regardless of whether it is an inspection or a repair that is being carried out. ■ GaraShield features an interactive user interface: the work steps carried out can be confirmed with just a click, and
vehicle defects and/or faulty parts can be described easily and documented with photos. ■ The system can be integrated into existing IT solutions, and the information can be made available in real time to everyone involved; internally, to procure the right spare parts and to design the job handover; or externally to inform the customer about the status of their repair at any time.
Garage input TMD Friction worked closely with workshops to ensure the system provides genuine value to their processes. Garage owner David Poole came up with the idea for the digital tool: “The mechanic
working on the lifting platform decides whether a system is good or not. If they are impressed by the processes and the handling, then they will be happy to use it.” GaraShield aims to help futureproof independent garages by not only helping to increase efficiency, but to also produce new customer business opportunities. Soeren Kristensen, Vice President Global Marketing & Communication at TMD Friction, said, “As attitudes towards cars change, the fleet business will become increasingly important. Personal contact between the garage and the individual vehicle owners will continue to decline, which means that a key pillar in the customer acquisition process is lost. “To ensure future business, the independents need to win over the fleets, which have very unique requirements when it comes to quality assurance in garages. Transparency is essential if the independent garages are to become an alternative for the fleets in the first place.” Following the coronavirus crisis, fleet managers have become significantly more aware of costs. This has created new opportunities for the independent market to get involved in the fleet business, and their chances of success can be significantly increased by using digital workflow tools such as GaraShield. TO FIND OUT MORE INFORMATION ON GARASHIELD, WWW.RDR.LINK/AU009
24 NOVEMBER 2020 PMM
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THE ORIGINAL EQUIPMENT CHOICE When it comes to car batteries, VARTA is Europe’s leading supplier to vehicle manufacturers. So, by fitting VARTA, you can be sure that your customers have peace of mind and continue their journeys with confidence.
newly manufactured, AGM start-stop vehicles come with a VARTA battery These car manufacturers fit VARTA: Audi Bentley BMW Bugatti Chevrolet Chrysler Citroen Ferrari Fiat Ford GMC Honda Hyundai Jaguar Kia Lamborghini Land Rover Maserati Mercedes-Benz Nissan Opel Peugeot Porsche Renault Seat Skoda Toyota Vauxhall Volkswagen Volvo VARTA’s technical engineers in the company’s production plants work closely with vehicle manufacturers to ensure the batteries are designed to meet and exceed the vehicle’s power requirements. Modern vehicles are packed full of electrical components, with digital screens, parking cameras, and device charging becoming the norm. In fact, most modern cars have over 150 electrical consumers on board. VARTA provides the best replacement battery available to the market, so you can trust the battery to continue powering your customer’s vehicle and it’s on-board comfort and safety features.
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 and accurate original equipment data to ensure that the correct battery is installed in the quickest time possible. Register now for free: www.varta-automotive.com/en-gb/partner-portal
Fit a likeforlike replacement. Fit VARTA.
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BUSINESS
Staying on COURSE
& TRAINING
© AdobeStock/Olivier Le Moal
It’s only a matter of time before HEVs become commonplace in the workshop, and these high voltage vehicles pose some serious health and safety risks. The RMI Academy is offering several courses to help you keep up with the changing technology and its safety requirements. Hybrid/Electric Vehicle Awareness and Safety This half-day course is delivered at your premises and is suitable for technicians and apprentices with a limited experience or understanding of hybrid vehicles (HVs). No prior knowledge or experience is required. The RMI brings a car and trainer to you, and covers aspects such as: ■ How to correctly identify suitable sources of information before working on a HV ■ How to correctly identify high voltage cabling and components ■ How to correctly identify AC and DC voltage systems ■ How to correctly identify a vehicle’s high voltage status pre, during, and post-service ■ The procedures followed before removing/disarming HV safety devices
Hybrid/Electric Vehicle Maintenance Level 2 This two-day course, based at one of IGA’s regional academies, is suitable for technicians who maintain and repair HEVs, possessing appropriate skills at level 2. The course covers the skills and knowledge required to work safely around a vehicle’s high and low voltage electrical system and electric drivetrain system. Topics include:
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HEV system components and operation, including the construction and function of battery cells, electronic motors, and associated high energy electrical components The hazards surrounding HEVs How to reduce risk when working on HEVs How to safely prepare a vehicle when carrying out routine maintenance on HEVs (not high voltage components or systems) How to work safely on a HEV (not high voltage components or systems)
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Principles of high voltage battery construction, management, and monitoring systems The design, construction, and operating principles of three-phase brushless motor/generator systems The control systems required for efficient operation, and methods of electrical rectification and regulation The transmission system operating principles of current HVs The diagnosis of system faults and monitoring of live data using suitable diagnostic equipment
Hybrid/Electric Vehicle Repair Level 3
Hybrid/Electric Level 3 Conversion Course
This three-day, level 3 qualification also takes place at an academy, and is suitable for technicians who diagnose faults and carry out repair and replacements on HEVs, qualified to a minimum of level 3 in Vehicle Repair and Maintenance and/or equivalent. Topics include: ■ The correct methods for shutting down and isolating high voltage systems ■ The correct measurement procedures and approved tools ■ The layout and construction of HEV drive powertrain systems and the identification of key components
Where staff have attended a level 2 course within the last two years, we also offer a twoday conversion to a level 3 course. This revisits the level 2 and carries straight onto the level 3 element.
FOR MORE INFORMATION AND TO BOOK A COURSE, WWW.RDR.LINK/AU010
PMM NOVEMBER 2020 27
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BUSINESS
& TRAINING
The first step
APPRENT ICESHIP ANSWERS
After a rollercoaster of a year, employing an apprentice might not be the top of your priority list. But, with additional funding options available, Gemma Westlake argues that it is still a hugely worthwhile investment. Here’s how you can take the first step.
W
elcome back! Hopefully, after my previous article in the May issue, there are a few people reading this that have considered employing an apprentice. In my first piece for PMM, I went over the basics of what it means to take on an apprentice, why you might want to, and what the process entails. Now would be a good time to look at how to take the first step towards taking an apprentice on board… The most straightforward approach to this is to get in contact with your local college. If they have an automotive department (which many do), then they will most likely already have technical training for apprentices in place. There will usually be a business department with a dedicated automotive employer engagement role, who will be there to become the link between the employer, mentor, and trainers, and will be able to give support and guidance from the first step to the last. An apprentice is considered a full employee. They must be over 16 years old and given a minimum of a 30hour-per-week contract, which will include at least 20% off the job for training. One of the questions high on the priority list for an employer is of course financial. It is worth noting that there is a minimum wage for an apprentice, which sits at £4.15 as of
April 1st 2020 for apprentices under the age of 19 years old (there are many employers who pay more than that). All the wage information can be found on the government website: WWW.RDR.LINK/AU011. Funding is available of course. For companies that do not pay into the apprenticeship levy (if you pay less than £3million a year in wages then you won’t pay into this), they will now receive funding for 95% of their apprentices’ training and assessment cost. Not bad! So how does it work? Most of us will have some experience of apprenticeships. It is generally accepted that one day out of the working week is spent at college and the rest within the workplace. With the new standards, it is the responsibility of the learner (and workplace mentor) to upload evidence to an online portfolio, which is signed and graded by their mentor within the workplace, as well as checked by their college mentor, and then finally checked by the Internal Quality Assurer (they will look at a sample). The apprentice must work their way through certain tasks and assessments, to then complete two major Gateway assessments when they feel that they are
ready, and if their workplace and college mentor agree. This all culminates in an end-point assessment as the qualifying final stage. This step may seem a little daunting given the current situation, but there are a few points worth noting regarding the COVID-19 landscape: colleges are now open and running with COVID measures in place, whilst many have been set up so that apprentices will be in a specified bubble, and have access to remote teaching. In short, they are ready to go in the event of another lockdown, which means an apprentice won’t miss out on progressing with their qualification. Maybe you have now decided to take the plunge and started looking for your own apprentice. Join me next time when we look closer into what is expected of a modern-day apprentice, what other (possibly not-so-obvious) skill sets to look out for, and where you can find them…
Gemma is a lecturer at Basingstoke College of Technology. To find out what goes on there, GO TO WWW.RDR.LINK/AU012 28 NOVEMBER 2020 PMM
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BUSINESS
& TRAINING
AUTUMNAL CHANGE Hayley Pells of Avia Autos speculates on the good, the bad, and the ugly within the independent garage sector as the consequences of COVID-19 measures start to hit home.
F
or the garage sector, our categorisation as key workers has provided us with many choices; we could remain open, we could shut, and with flexible furlough, we could do something in between. The decision depended on which part of the industry a business operated in and what was best for the team, their families, and the motorists we look after. For some, the decision was made for them. People have found themselves working from home, and it is important to understand that it is not to be confused with remote working for the two are different disciplines. The challenges of unexpectedly working from home, whilst also holding everything else together, can easily be dismissed by those who have carried on attending a workplace. For those people returning to the workplace for the first time in some 20+ weeks, employers and team members must treat them with compassion and understanding. They are returning to a different workplace culture and way of doing things. Remember that lockdown has affected people differently; some may have been living their best life and may be reluctant to change, whereas some may be
30 NOVEMBER 2020 PMM
eager, perhaps even over eager. A few may be just outright frightened.
A busy season ahead As we enter a period that the DVSA predicts will see huge numbers of MOT test presentations and subsequent repairs, understanding how to accommodate and best meet your motorists needs, addressing their fears and managing expectations will be key to successfully navigating this season of change. Decide on your strategy for your workplace and ensure you communicate your plans accurately. At Avia Autos, ‘over communication’ had served us well in spring, and the time has come to employ that approach once again. It is important to develop your strategy with your team and any work returners that you have; agree who should have responsibility for what and get your messages out to your motorists. We used a variety of methods to do this. We found YouTube to be a useful tool, as well as the
local press (radio, television, newspapers), business signage, and digital messages for direct communication, and that’s not including our digital spaces, such as the garage website and social media channels. As a small team, we allocated each responsibility to a specific team member, giving them sovereignty over an area, which enabled them to confidently make decisions, as long as they stuck to the strategy that had been previously agreed.
Same old, same old? The big difference between the spring and autumn lockdowns are that this time there is a noticeable effort to keep more
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businesses open. Even with the Chancellor’s Job Support Scheme, the end of furlough will result in uncertainty and further anxiety to those facing the prospect of unemployment. This could mean that the boom in business predicted for the autumn and winter may not come to pass as anticipated. Cars may remain off the road as motorists continue to work from home, whether they are employed or not. If you couple this with the knowledge that there are less places to visit due to regional lockdowns, then clearly there will be further reductions in travel. That being said, it’s not all bad news. For example, a lack of mobility may turn motorists away from buying new vehicles, which will subsequently age the UK car parc. As we look ahead, the older vehicles on the road may provide future opportunity for the aftermarket. It’s also worth considering that the new local restrictions may result in a change to the motorists coming through your door. As an alignment specialist and close to a border, we routinely see motorists from different counties. If you consider the new restriction that you need a ‘reasonable excuse’ to travel, then should motorists seek repairs within their own county borders? Are
mechanics able to pick up vehicles outside of their county border in the same way couriers and deliveries are allowed? The DVSA supports the sensible approach that if a repair or MOT test is required, proceeding to your closest repair shop that can accommodate is common sense, but does this apply to services such as air conditioning?
Facing up to winter The Chancellor’s Winter Economy Plan, detailing the new measures that include extending the time to pay back deferred VAT without interest, as well as other COVIDfighting business loans, shows that the hope that the initial spring lockdown was a temporary measure was misplaced. We are now faced with a fragile economy and a country that has experienced a permanent cultural, fiscal, and professional shift. On the run up to Christmas, we usually enjoy a successful campaign to encourage our motorists to visit us before ski trips or visiting family and friends. I do wonder about what will happen to this usual revenue stream that supports my business through the winter months if the restrictions on nonessential travel are not lifted. Our ‘run up to Christmas’ campaign usually starts roughly when furlough is currently due to cease,
which means that there may be some hard conversations with our motorists as they experience shifts in their economic situation or changes in work patterns as the new Job Support Scheme comes into effect.
Where does this leave us? I like to think that the private motorcar will be an essential item as a second wave of coronavirus may make public travel undesirable, and restrictions will make the private car a passport to what freedoms are available. Communication for preventative maintenance, I believe, will be the key to successful relationships with customers, as clear planning will be a reassurance during such times of uncertainty. At Avia, we have responded with services such as caliper and slider cleaning for vehicles that have been left unused for some time, along with battery condition checks and general cleaning services. Lockdown was temporary, but the behavioural change that is happening may be permanent. Understanding that change now will enable the agile workshop to survive. TO FIND OUT MORE ABOUT AVIA AUTOS, WWW.RDR.LINK/AU013
PMM NOVEMBER 2020 31
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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.
RWC TRAINING CENTRE OFFERS ONLINE COURSES
THE RMI ACADEMY OF AUTOMOTIVE SKILLS RELEASES DATES FOR UPCOMING EVENTS The RMI has recently released the latest set of course dates for those aspiring technicians looking to hone their skills. All bookings are subject to current Government guidance. At the moment, places are limited and strict hygiene measures are in place to comply with the Government's safe working guidelines.
Winchester ■ MOT Tester Training Class 4 & 7 – Monday 26th October ■ MOT Centre Management – Wednesday 4th November ■ Air Conditioning (F-Gas) Accreditation – Tuesday 17th November
To book a course, call the RMI helpline on 0845 305 4230 and a member of our team will be able to assist.
Southam ■ ADAS Introduction & Awareness – Thursday 22nd October ■ ADAS Awareness & Practical – Thursday 22nd October ■ Annual Training Classroom Session – Friday 23rd October ■ MOT Tester Training Class 4 & 7 – Monday 26th October
Runcorn ■ MOT Tester Training Class 4 & 7 – Monday 26th October ■ Annual Training Classroom Session – Friday 30th October ■ MOT Centre Management – Monday 2nd November ■ MOT Tester Training Class 1 & 2 – Call for details
RWC now offers virtual learning as an alternative option to the traditional attended classroom training section of its courses. The knowledge elements of the courses below are completed online in your own time prior to completing the practical assessment at RWC if required.
■ Electric/Hybrid Vehicle Level 2 & 3 Online Learning ■ ADAS Awareness IMI Online Learning ■ Automotive Air Conditioning Refrigerant Handling Online Learning WWW.RDR.LINK /AU015
UPCOMING TRAINING DATES FROM THE GARAGE INSPECTOR CHESTERFIELD
3rd & 4th November NEWCASTLE
25th & 26th November CHESTERFIELD
To find out more, WWW.RDR.LINK/AU014
8th & 9th December WWW.RDR.LINK/AU016
PMM NOVEMBER 2020 33
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PIT STOP
In need of a refuel?
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What was the maximum speed of the world’s first car? a. 34km per hour b. 16km per hour c. 25km per hour
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Name the song
What does the term ‘LASER’ stand for? a. Light Amplification by Stimulated Emission of Radiation b. Light Amplification by Simulated Emission and Refraction c. Light Absorption by Specific Emission of Radiation What year saw the very first automobile race held in the United States? a. 1895 b. 1899 c. 1902
Did you know? Old high-wheeler bicycles were also known as ‘penny farthings’ because they looked like the largest (penny) and the smallest (farthing) coins of the time, rolling after each other. The front wheel was so large because the bicycles had no gears or chains, and having a big front wheel was the only way to make them go faster!
Garage gags ©AdobeStock/aleutie
Change your damn O2 sensor! ———————————————
Quiz answers: B, A, A. Answer to Name the song: Billie Jean
O2 O2 who?
©AdobeStock/somemeans
Knock Knock! Who’s there?
036-037_PMM_NOV20_Layout 1 07/10/2020 15:04 Page 36
SPECIAL REPORT
As the UK navigates through these strange times, the automotive industry has found solace online. The SimplyDiag Network is a digital community founded on the principle of being ‘Stronger Together’ and has been a support crutch for many technicians ever since its inception. PMM speaks to one of the platform’s directors, Steve Scott, to find out more about it.
STRONGER together
S
teve Scott is a name that has appeared in the pages of PMM many times before. A highly skilled automotive diagnostician, his expertise has provided brilliant insight to many of the publication’s readers. Yet, this is only one aspect of his contribution to independent garages across the UK. Steve, alongside three other directors, is the driving force behind a new online support platform for proactive, positive and progressive technicians that have a thirst for automotive technical knowledge. The SimplyDiag Network was not always as it appears today. It all began with Steve in front of a camera uploading content on YouTube. In a recent Zoom interview, Steve gave the full story: “I was just a normal diagnostician, watching YouTube videos on diagnostics to find any useful info that would help me at work. “Then, one day, I ended up talking to Paul Danner, a.k.a. ScannerDanner, the American diagnostics YouTuber, who asked me why I didn’t pick up the camera myself. So, I did! That was three years ago. “I started streaming on Facebook Live and then built up a YouTube channel called Simply
36 NOVEMBER 2020 PMM
Diagnostics. My intention was to provide fellow professionals with useful information that would help them out if they happened to come across a difficult diagnostics problem. But beyond that, my main goal was to do my bit to improve the public perception of our trade, educating people on the skill involved in doing what we do.”
The reputation of the industry has always been one of those big sticking points between customers and garages, and if truth be told, it’s not completely unwarranted. Steve understands this and is working hard to put to rights what is now a misconception. Many training providers within the garage sector realise that this is
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a major hurdle that needs to be vaulted if progress is to be made. As an example, Steve referred to James Dillon, the diagnostician behind the training provider Technical Topics, as someone with a similar attitude towards improving the skills of UK independents. Many onlookers would assume the two training providers are competitors, but this couldn’t be further from the truth. Steve explained, “James and I both realise that many technicians out there ‘don’t know what they don’t know’. They are essentially ‘unconsciously incompetent’. Through the SimplyDiag Network, Technical Topics and our other partners, we want to help combat this problem.”
YouTube to Facebook Having established a healthy number of YouTube viewers, Steve set his sights on how best to spread the technical information that he was compiling. Once again, he turned to Facebook, and created the group SimplyDiag YT. Open to anyone, the group was free to join and, soon enough, membership was at 4,000 strong, which led to a number of previously unforeseen problems. “I realised that by providing this information for free and attainable to anyone and everyone, I was devaluing the skills of the industry,” Steve continued. “So, I created a closed group. This is when the SimplyDiag Network really began. “Unfortunately, I came up against another issue with this format. Trolls and people who weren’t willing to buy into our productive ethos quickly overran the group. In response, I shut it down and started a new group that included a small subscription fee. As planned,
the fee made sure that only those willing to take it seriously were included in the group. “At this point, things were going really well. That was until we realised that much of the information posted in the group quickly became lost due to Facebook’s content algorithm. Good, useful content would quickly disappear from the news feed. The next step, therefore, was to find a way of controlling the content’s exposure.”
SimplyDiag.net Just before the country went into lockdown, Steve and the other directors launched the SimplyDiag Network portal, SimplyDiag.net, moving away from the Facebook model. COVID-19 restrictions meant a number of independents had to shut up shop for a period of time, which naturally led them to going online and seeing what was out there. Many were after educational resources, some were looking for industry solidarity, and others just needed a support network whilst they found themselves without day-to-day employment. SimplyDiag was the perfect place for all of this. Although the lockdown no doubt had some effect on initial and successful sign-up figures for the SimplyDiag Network portal subscription (£15 per month, or £150 for 12 months), Steve believes it was more to do with the various SimplyDiag groups that had preceded it and the ethos of the community. “We just want to put a big arm around anyone who wants to learn, who wants to get better, and do the job properly. We have created a huge technical resource through our community, but we don’t just focus on education. Garages were really affected when lockdown first came in, and we wanted to be
in a position to help those that needed it. A number of suppliers stepped forward with sponsorship; some we had worked with prior to the portal, such as Diagnostic Connections, and others that were new to us. The industry really came together.”
#StrongerTogether The interview continued with a number of anecdotes illustrating instances where the network had really proved that it fosters a nurturing and supportive online environment. From sourcing new equipment for technicians that had had equipment stolen, to pulling together funds for online training for those technicians that had struggled with their mental health during lockdown, SimplyDiag became a truly positive place. Behind the scenes, the SimplyDiag directors have grand plans for the platform. The ‘Stronger Together’ ethos is not just restricted to the UK aftermarket. Steve explained that they had recently started to expand their idea and platform to our American neighbours across the pond: “It makes no difference where you happen to be. We want to spread the SimplyDiag attitude and ethos to anyone willing to listen and engage. My intention next year, is to visit the US again and meet with a number of technicians and network members across the country. Now that we have the portal, there is nothing stopping us from going worldwide. “Our aim is to become a global online community of investigative technicians.” TO FIND OUT MORE ABOUT THE SIMPLYDIAG NETWORK, WWW.RDR.LINK/AU017
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MOT
A season like no other PMM hears from Tina Drayson, Operations Manager at CCM, about how the garage and MOT station has navigated these past months, and what plans the business has in place to manage an MOT season like no other.
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e knew lockdown was coming. At CCM, we had already put together a contingency plan and communicated this to our staff in the likelihood of being in lockdown. The only real uncertainty we found came at the start of all this, and it related to whether garages were classified as essential or not. Once it was established that garages could remain open, we then had the ethical dilemma of whether it was right to stay open. Despite garages being classed as key service providers, people were discouraged from travelling other than for essential reasons, which seriously reduced the number of vehicles on the road. With the announcement from the Department of Transport to provide a six-month extension on MOTs, the impact on independent garages was tenfold.
Almost instantly, people were cancelling any appointments that they had. As a result, the amount of work significantly reduced, which meant less staff were required. Thankfully, garages had the option of placing surplus staff on furlough, which would lessen the financial impact on their business. Although this massively helped from a finance perspective, it did also add another task for someone else to do.
There were various explanations: the extension was going to cover a 12-month period, so all vehicles from 30th March 2020 to 29th March 2021 would get the six month extension. A second was that vehicles with MOTs due on 30th March 2020 onwards would get the six-month extension, but that rule could be revoked at any time. Both possibilities caused a problem when trying to predict workload, opening times and staff numbers.
Communicating with the customer
Sourcing parts
At this point, the priority was to get the message out to customers that explained exactly what the MOT extension was all about, how it would affect them, and how garages could help. This was easier said than done, as each person had their interpretation of the new guidelines at the time!
Once we had worked out what the MOT extension entailed, the next problem was the availability of parts and the frequency of deliveries. If you were fortunate enough to get through on the phone to a stockist, the next struggle was getting the parts required to carry out the necessary repairs. On more than one occasion, it took days for parts to become
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MOT
available. Then, the dealers started having issues with the delivery of said parts, either offering no deliveries at all or only one delivery a week. Some were able to post parts or make them available for collection, however all options were time consuming. The delays resulted in ramps filled with vehicles that were waiting for parts. Depending on the number of ramps and types of jobs, vehicles were either left as they were, or had to be put back together to free up space, only to be stripped apart again once the parts arrived. Organisation and time management became crucial.
Working through the problem At CCM, we have two garages that are geographically close together, so it made sense to close one temporarily and have all work and enquires redirected, leaving our third site open on reduced hours. With immediate effect, all our communication with our customers changed. We explained what the extension was about, the impact and legalities of it, and its potential downsides as well. By the end of April, our MOT capacity was at about 30%. With perseverance and good communication, by the time we reached end of June, people were feeling a bit more confident and we saw our MOT numbers go back up to 80%. The issue we had with the delayed parts was minimised by having courtesy cars at our disposal, which we could then give to key customers. Our courtesy cars also meant we had the flexibility to collect and deliver customer cars too. Many of our customers who were self-isolating found this extremely useful.
As people’s confidence began to grow and bookings came in, we were able to bring staff back from furlough, and by the end of June, we were back to full capacity at all three depots.
Approaching MOT season Going forward, all customers have been encouraged to have their MOTs done at the earliest possible opportunity to ensure that they can get an appointment. As we get further into MOT season, our hours may have to be extended to help with the volume, and we have recently sent two more technicians on MOT training so that 75% of our technicians across all three depots are qualified to do MOT testing. It is not all about the testing though. Do not forget about the time needed to carry out any remedial work. Last year, we averaged
45 tests per day across our three sites, and if we apply the national failure rate of 31% to this, that results in 14 tests that will fail. Our own figures show that the average time for MOT failure work is 1.1 hours per failure, which means we generate another 15.4 hours of work per day that we need to prepare for. We calculate this on a site-by-site basis, which allows us to estimate the additional hours that we need to have available to complete this work on the same day. Workshop loading is key! Due to the government’s MOT extension, our number of MOT bookings has already exceeded last year’s numbers at one site, and the other two are at 95%. Whilst we will do everything we can to accommodate our customers, we need to find a balance so that we don’t put our staff under undue stress.
Looking ahead Financially all garages need to be prepared. There are many who deferred payments to assist them early on during the uncertainty. Remember however, that all those payments still need to be made. Whilst we are all predicting an increase in MOTs, workflow, and, therefore, cashflow in the next few months, do not forget the new trend caused by this pandemic. March through to July next year is likely to be quiet. Prepare for it!
TO FIND OUT MORE ABOUT CCM, WWW.RDR.LINK/AU018
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MOT
Managing the RUSH With MOT season very much under way, the effects of the government’s extension are starting to hit home. To provide clarity, PMM, with the help of the DVSA, has consolidated some of the information that is currently being circulated regarding this one-of-a-kind MOT season.
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he outbreak of the coronavirus pandemic at the start of this year threw many industries into turmoil, and the garage sector was certainly no exception. In an effort to prevent social distancing complications during lockdown, the government made the decision to extend by six months the MOTs due between 30th March to 31st July. Although this may have had the desired effect of reducing the transmission of COVID-19, it became a concern that the extension would cause a rush of bookings when it came around to MOT season in the last quarter of the year.
Beat the Rush campaign In response, the DVSA launched its Beat the Rush campaign in order to manage the potential overflow of work that was predicted. The campaign was designed to encourage motorists that had extended their MOT to book their test as early as possible, ahead of the peak season that had been predicted for the months of October and November. An information toolkit was made available to garages so that they could communicate the message effectively to their customers. The toolkit consisted of social media post drafts,
42 NOVEMBER 2020 PMM
email drafts, and a selection of graphics that would impress upon customers the need to book their MOT in August, in order to alleviate some of the pressure that was likely going to be felt in the months that followed. When asked about how independent garages are expected to deal with the MOT rush, Chris Price, Head of MOT policy at DVSA, said, “DVSA’s priority is helping everyone keep their vehicle safe to drive. The MOT test helps motorists ensure their vehicle is safe and roadworthy and is also a legal requirement. Beat the Rush encourages motorists to think about booking their MOT as soon as they can, so they get a slot at their preferred garage. September was very busy for the industry, with 3.7 million MOTs carried out. We’re predicting similar levels of demand in October, November and December, and will continue to encourage motorists to think about their MOT and book ahead to beat the rush.”
The latest DVSA statistics In September this year, garages performed 3,726,681 MOT tests, compared to 3,619,043 in September 2019. Of those tests, over one million (1,050,143) were vehicles that were
not due an MOT until between October 2020 to January 2021, including 170,516 that were due in November, 122,628 due in December, and 99,337 due in January 2021. In 2019, only 3% of the vehicles seen for MOT in September were due as late as the following November to January period. This year the figure was 12%. More than 200 garages have used the Beat the Rush toolkit materials on social media. This, coupled with the statistics above, suggests that the campaign has had a promising effect on the predicted MOT rush, as motorists book their tests ahead of schedule. DVSA’s current predicted figures show: ■ 2.9 million MOTs due in October 2020 ■ 3.5 million MOTs due in November 2020 ■ 3.1 million MOTs due in December 2020
If you consolidate the data the following can be concluded: the total MOTs predicted to expire in October, November, and December combined is 9,668,153. This suggests that the rise in demand when compared with a typical year for October, November and December combined is 46.49%.
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MESSAGE FROM THE IGA Don’t forget that testers are still required to complete their MOT Annual Training despite the current circumstances, and there are six months left until the deadline on 31st March 2021. The assessment pass mark has increased to 80% this year and first-time pass rates are significantly lower than previous years, so don’t leave it too late. If you need help with training, give the IGA a call on 0845 305 4230.
■ Will you be able
to handle the increased demand of service engineer response if the customer should have a breakdown? ■ How will you handle the potential delayed scheduled work/upgrades to equipment/sites due to MOT demand?
How to handle the situation In an effort to help garages navigate the influx of bookings, the DVSA has suggested that each business needs to ask itself a series of questions in preparation for the MOT rush. They are as follows: ■ Have you looked at your staffing levels? ■ How are you going to manage equipment
calibrations?
Although this certainly highlights areas that need to be concentrated on, perhaps the most important aspect to consider is communication – covered by Hayley Pells of Avia Autos on page 30 of this very issue. As is so often the case in this industry, it is all about keeping the customer happy, and as the workload starts to build, it’s important that garages advise motorists on how the
MOT experience may change due to the current COVID-19 restrictions. For this reason, the DVSA will refresh the campaign toolkit shortly with new graphics and messages for garages to use on social media through the autumn. TO FIND OUT THE LATEST MOT INFORMATION, WWW.RDR.LINK/AU019
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STEERING
& SUSPENSION
Air spring 101 Air suspension specialist, Arnott Europe, provides readers with insight into the humble air spring and its constituent parts. The working principle n air spring consists of a compartment that is filled with pressurised air and a rolling piston that is connected to the axle of the vehicle or integrated on the suspension strut. The rubber sleeve is safely secured between the two components with high-grade steel crimping rings for durable, air-tight construction. Together they form the ‘active area’ for the pressurised air. The ECU (Electronic Control Unit) uses several inputs (e.g. height sensors, vehicle speed, acceleration sensor) to calculate whether the air spring should inflate or deflate air to obtain the predetermined ride height.
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Elastomer construction Although an air spring is a wear and tear part, it can cope with high and low temperatures and has a high resistance to the constant
abrasion of dirt and road debris. Arnott uses elastomer from respectable OEM manufacturers, such as Continental ContiTech, Vibracoustic and Goodyear. The sleeve construction is made with high quality elastomer material and consists of a five-layer, multi-ply design to provide a long-lasting structural integrity (see right): ■ Outer elastomeric layer ■ Cord layer ■ Intermediate elastomeric layer ■ Cord layer ■ Inner elastomeric layer
Air spring characteristics A conventional coil spring has a linear spring rate. This means that the same compression force is needed to compress it during the complete stroke. It can be tuned to progressive behaviour by changing the distance between the turns and/or varying in the thickness of the steel. An air spring behaves differently. The force that is required to compress an air spring increases exponentially through the stroke. This means more force is needed to compress the air spring near the end of the stroke resulting in an overall comfortable driving experience. The spring behaviour can be adapted to a more comfortable or sportier ride by changing the angle of the rolling piston. This is one of the reasons that a passenger car’s sport (air) suspension system usually features a different air spring than the standard (air) suspension for the same model.
The advantages
A cut-through of an air spring
Air spring systems automatically level the vehicle, so the spring travel stays identical. This is very convenient when heavy cargo is transported in the boot. By comparison, a coil spring system is less comfortable, can be unstable and is more likely to ‘bottom out’ on rough roads or uneven surfaces (e.g. potholes).
Multi-ply cross-corded construction of the rubber air sleeves used in Arnott products
By reducing the air inside the air spring, the ride height lowers at high speeds. This brings the vehicle closer to the ground decreasing the drag coefficient and thus reducing fuel consumption. An inherent benefit of an air spring is that it naturally isolates the passengers from road harshness, resulting in a smooth and comfortable ride. Most car owners describe this as the biggest advantage of driving a vehicle with (factory) air suspension.
Look for quality Although some cheap aftermarket air springs might look identical to the original part at first sight, the differences can be quite substantial! Making concessions such as using inferior rubber, lower grade parts, and/or consolidation in piston design can result in lower burst pressure, difficult fitment, impaired damping comfort and more NVH (noise, vibration, and harshness). FOR MORE INFORMATION ON ARNOTT EUROPE’S RANGE OF AIR SPRINGS, WWW.RDR.LINK/AU020
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BEST PRACTICE Flex and pose
PMM hears from the MEYLE technical team on how best to remove and then install a flex disc on a Mercedes S211.
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lex discs need to be able to withstand a great deal; strong forces, impacts and heat can lead to wear and tear or, in the worst case, cause the flex disc to break or fail – with far-reaching consequences for the vehicle and driver. MEYLE’s technical team has, therefore, pulled together the important information required for the successful removal and installation of the spare part, using a Mercedes S211 as an example. Note: The following information is intended for use by trained professionals. It offers a simplified overview and does not represent the full process. The information and values apply solely to the vehicle described. The vehicle manufacturer’s guidelines and instructions should be followed and always take precedence over the general process shown here.
46 NOVEMBER 2020 PMM
Removal of the old flex disc To remove the old flex disc, first expose the cardan shaft. For some vehicles, it may also be necessary to remove the underride guard and/or parts of the exhaust system. For many vehicles, it may make sense to loosen the centre bearing, as this will simplify removal. Once the bolts have been loosened, the flex disc can be removed. Important: For some vehicles, it’s crucial to remember not to place any weight on the rubber of the vibration absorber when
removing the flex disc, as this could tear the vibration absorber. If any flex disc spacers remain in the cardan shaft flange, these need to be removed. Any rust should also be removed.
Inspect the cardan shaft During the repair, the guide bushings of the cardan shaft should be inspected and replaced if worn. It’s important to sufficiently grease the differential pin and the cardan shaft bushing before it is attached to the differential. The centre bearing of the cardan
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shaft should also be inspected for wear during repair. Check the rubber mount of the centre bearing to ensure it’s not torn. If the cardan shaft is clearly off-centre in the centre bearing, this is an indication of fatigue in the centre bearing rubber. Worn rubber often leads to sounds and vibrations. MEYLE tip: MEYLE offers a practical repair kit for the cardan shaft which makes it relatively easy to replace the centre bearing.
Installation of the MEYLE-HD flex disc It’s extremely important to install the MEYLE-HD flex disc correctly. Unfortunately, flex discs are occasionally
MEYLE-HD Flex Disc The MEYLE-HD flex disc is said to be designed to have a longer service life than the OE. The winding technology employed reduces inner friction and thus the development of heat inside the flex disc. In addition, the push and pull characteristics minimise wear. The improved thread stability inside the MEYLE-HD flex disc improves breaking load, whilst the full-surface yarn packages inside increase torque resistance up to 3,000Nm. The flex disc also reduces torque peaks and boasts wavelength frequency damping and sound insulation. The rubber blend of the flex disc is heat-resistant up to 130°C (270°F), whilst OE parts can usually only withstand temperatures up to 90°C. Like all other MEYLE-HD parts, this part comes with a four-year guarantee. MEYLE currently offers 80 MEYLE-HD flex disc references for more than 67 million vehicles in Europe, including Mercedes, BMW, VW, Audi and many others.
installed incorrectly, causing them to fail prematurely. Before installation, it’s important to observe the cardan shaft’s rotational direction when driving forwards. The gearbox flange ‘pulls’ the cardan shaft over the inner winding of the flex disc. The flex disc should be installed accordingly. The same applies to the rear flex disc. Here, the flex disc should be installed in such a way that the cardan
shaft flange ‘pulls’ the differential flange over the large inner winding of the flex disc. Once the nuts and bolts are in place, these can be tightened with the specified torque. TO FIND OUT MORE ABOUT THE MEYLE-HD RANGE, WWW.RDR.LINK/AU021
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STEERING
& SUSPENSION
FINDING THE FAKES Counterfeit parts remain a problem to this day. They put businesses at considerable liability risk, and that’s not even looking at the danger they can put motorists in. NSK has years of experience fighting the fakes, so here provides PMM readers with ways to identify the phony from the for-real.
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hen a company’s reputation is at stake, no purchasing or maintenance team wants to fall into the trap of purchasing fake bearings. Every year, NSK invests heavily in identifying and prosecuting counterfeiters, but knows that the best way to stop these bogus operations is to halt demand. With this thought in mind, informing customers of ways to identify and avoid buying replica bearings is hugely beneficial for all stakeholders. Most garages that receive counterfeit bearings believe they have purchased genuine products and, lacking expertise in this technology, will find it almost impossible to tell the difference between real and fake items at the point of delivery. As a result, these technicians are completely reliant on their supply chains to have the necessary quality control procedures in place that avoid the arrival of counterfeit bearings.
Use authorised sources For NSK parts, buying from an authorised source is a certain way to guarantee the acquisition of authentic bearings. When
purchasing premium bearings from an authorised distributor or dealer, technicians can be sure that rigorous quality assurance procedures are in place, as this is one of the many stringent control processes with which distributors must adhere to receive NSK approval. To verify the use of an approved source, visit the NSK website, where a full list of authorised distributors can be found. Alternatively, call NSK for confirmation of the distributor’s status. A further source of potential vulnerability to counterfeits is when subcontractors are used for repairs on assets such as electric motors, pumps, gearboxes and fans. It is sometimes easy for a subcontractor – unaware of the dangers (which include premature failure) – to inadvertently fit fake bearings. As a result, each subcontractor should be vetted to ensure they know the risks that surround copycat products and have the appropriate controls in place to avoid illfated acquisitions. If there are any doubts about the authenticity of bearings, a few basic checks can help identify the original manufacturer.
Both of these bearing products are counterfeit, showing incorrect packaging (left) and no markings (right)
48 NOVEMBER 2020 PMM
For NSK, begin by checking the markings. An absence of markings is an obvious sign that the bearings are fake. If markings are present, are they similar to standard manufacturer markings, or are they located on different areas of the bearing to normal? Both can point to illegal manufacture.
Insufficient quality standards Poor quality is another factor that can help reveal fraudulent bearings. A close-up inspection of the rolling elements and raceways will provide key indicators, such as rough finishes and abnormal roller appearance. NSK’s manufacturing processes have been refined over many decades and, in combination with rigorous quality procedures, means there is zero potential for poor-quality products. Another giveaway when it comes to identifying fake bearings is the packaging. In the first instance, users should check that the bearings have been packaged in appropriate shipping material. Insufficient or low-quality packaging means the bearings have not been supplied by NSK. Additionally, examine the pallet configuration and container load, and
Although similar in general appearance, there are several areas in which authentic (left) and counterfeit (right) are different, including indentation on the rollers
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o
compare manufacturer country with shipment country. Crate quality should also be checked. Once the outer packaging The photo on the left shows a single-piece machined brass cage with broached pocket, has been while the photo on the right shows a counterfeit two-piece cage with rivets. removed, observe The difference in the cage could cause bearing failure Lo o ko the bearing log ut r for to cartons. Are the management and product and application the need for any of these the N ibu SK Authorised Distr cartons similar to other knowledge, through to engineering advice and checks. Carefully chosen and packaging received previously? support based on a total-cost-of-ownership meticulously monitored, NSK Authorised Always look to see if the cartons have the (TCO) approach, is available. Distributors are professional, knowledgeable proper markings and that the logo is genuine. and service-orientated. With extensive stocks of NSK and RHP products, and unlimited WWW.RDR.LINK/AU022 access across the range, these distributors The easy solution TO DISCOVER MORE ABOUT deliver genuine bearings quickly and reliably. Of course, buying from a trusted source such COUNTERFEIT BEARINGS In addition, everything from stock as an authorised NSK distributor will negate
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STEERING
& SUSPENSION
RANGE FOCUS Steering and suspension from FAG Schaeffler has recently launched a comprehensive steering and suspension programme under its FAG brand. PMM finds out more...
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teering and suspension components are obviously safety critical, so quality should always be a major consideration for both garage and vehicle owner. The new FAG range consistently delivers advanced quality standards and is backed up by Schaeffler’s REPXPERT workshop support system. As a technical partner of a number of vehicle manufacturers, the FAG brand had a considerable pool of knowledge to draw on when it looked into expanding into steering and suspension. As a result, every component within the new range has been approved by Schaeffler’s own engineers using stringent testing standards, down to the last nut, bolt and washer. This attention to detail should result in garage owners and technicians having confidence in the quality of these new parts. Designed for all key applications in the European car parc, the range naturally follows Schaeffler’s business model that focuses on providing installers with a complete repair solution in a single box. This model is built on the idea that every component comes complete with all the necessary ancillaries – nuts, bolts, washers and clips etc. – so technicians can complete a safe and professional repair with no hunting round for extras. A simple idea but one that can really save technicians time and unnecessary labour cost.
50 NOVEMBER 2020 PMM
The FAG chassis component range has been developed to benefit from the company’s intelligent repair solution approach, with the product engineers using high standard materials, whilst adhering to the strict manufacturing specifications that go towards ensuring the quality of final product. Take the company’s ball pins as an example. They are nitride treated to maximise longevity, whilst all exterior surfaces have zinc flake coating technology providing protection against corrosion. They are further protected by clear thermoplastic polyurethane (TPU) boots with a micro-sealing lip design that adapts to the ball contour. To cap it off, they are also highly resistant to liquids and mechanical loading, whilst the transparent material allows the mechanic to see the quality and quantity of the grease inside. Commenting on the launch, Schaeffler UK’s Managing Director, Nigel Morgan, said,
“Everything we do is geared towards helping professionals carry out the best possible repairs using the highest quality components. The addition of the FAG steering & suspension range is therefore a significant development, allowing us to provide workshops with a viable alternative from a trusted supplier, along with the market leading workshop support that we offer with every Schaeffler product.”
INFORMATION ON SCHAEFFLER PRODUCTS AND SYSTEMS, FITTING INSTRUCTIONS, LABOUR TIMES AND MORE CAN BE FOUND ON THE REPXPERT WORKSHOP PORTAL – WWW.RDR.LINK/AU023
NEW MX MAG AD_Layout 1 05/10/2020 14:50 Page 1
THE LIVE EVENT FOR ALL GARAGE BUSINESSES PROFESSIONAL MOTOR MECHANIC
MECHANEX
The regional Tradeshow for aUTo  rePair Professionals
All the latest in diagnostics, parts, tools and equipment
For the latest 2021 show info, visit us at: www.mechanex.info
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STEERING
& SUSPENSION
Safe compression When operating machinery there is always a safety risk, so it’s best to invest in equipment that reduces those risks. This is certainly true of coil spring compressors, as PMM finds out from workshop equipment supplier JHM Butt.
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n today’s modern workshop, safety is paramount and should be considered as a top priority relating to any tasks undertaken. Vehicle workshops have a duty of care to protect staff and to ensure that they have the right tools to undertake the tasks required of them. Replacing vehicle springs is now commonplace but the task of compressing them is very dangerous. Coil spring compressors have to develop over 1,000kg of force to compress most springs, but if released in an unrestrained way, it can be very dangerous if not fatal. This is why JHM Butt offers what is, in the company’s opinion, the safest coil spring compressor on the market today. The Semad ‘Simply’ range of coil spring compressors, from JHM Butt and its distributors, offers workshops a range of spring compressors that all feature the patented hook system and safety features for maximum operator protection. What’s more, the design of the machinery in the range means it provides users with universal capability, and therefore the potential to save hundreds of pounds on extra claws and clamps that would usually be needed for
52 NOVEMBER 2020 PMM
different manufacturers and models. With 2,400kg of compression force and 440mm of ram stroke length, the compressors are capable of changing some of the largest and most difficult springs, such as the Mercedes C-Class and Nissan Navara. The equipment is designed with ease of use in mind, making it a valuable addition to any workshop, and should be considered by anyone that replaces vehicle springs. Just load the spring into the bottom two jaws, line up the centre to make sure it’s straight, then lift the carriage to meet with the top two jaws and line up accordingly. It takes 30 seconds to set up and then it’s good to go. It is safe, easy, and quick to use, saving garages time and money. The spring compressors all have a robust triple bar protection cage providing full safety for the operator. The machine will also not operate unless the cage is lowered and locked into place, a failsafe to ensure that the unit is used correctly and safely at all times. Lastly, there is a safety cable that passes through the spring and locks into place, which has been designed to keep the spring in the machine at all times, even if it is used incorrectly.
The 9905 version coil spring compressor pictured here can exert 2,400kg of force
TO FIND OUT MORE ABOUT JHM BUTTS’ SEMAD ‘SIMPLY’ RANGE OF COIL SPRING COMPRESSORS, WWW.RDR.LINK/AU024
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DIAGNOSTICS
& ENGINE MANAGEMENT
PRODUCT FOCUS Introducing the mega macs ONE PMM looks into the recent development from Hella Gutmann Solutions as the company releases its mega macs diagnostics tool as an Android app.
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he increasing use of smartphones in everyday life is reflected in the growing popularity of tablets in modern workshops. Sales of Android devices in particular are booming because they are considered to be fast, affordable, and – due to the multitude of apps available – versatile. As a result, Hella Gutmann Solutions (HGS) is launching mega macs ONE, a brand new system that transforms a tablet with Android 6.0 or higher and minimum 7″ screen, into a fullyfledged diagnostic tool. After concluding the licence agreement, technicians will receive the Bluetooth VCI, which mega macs ONE uses to communicate with the vehicle. Once the software has been installed on the tablet, technicians can use it on an unlimited basis. All the basic diagnostic functions available on the mega macs ONE are equivalent to those provided by the mega macs devices. These range from displaying the OBD socket location in the vehicle, to reading/deleting trouble codes, global scan, resetting service indicators, parameter depictions (up to 16 at the same time), basic settings and adaptions, coding and
actuator tests. The diagnostic results can be printed out or emailed to customers as a PDF document. For rapid vehicle selection, VIN-based identification is available. Simply click once to see the OBD socket location and, if the global check option is selected, the system will automatically scan all the existing ECUs at high speed. Helpfully, users can toggle between several functions at any time when diagnostics is in progress without having to repeat the selection. mega macs ONE also offers up-to-date customisation options, such as landscape and portrait screen mode, and changing both alarm duration when leaving the VCI wireless range and recording duration of measured parameter values. As is the case with HGS’s conventional mega macs diagnostic devices, technicians also have the option of regular updates and services for mega macs ONE and contacting the HGS technical help line for assistance with diagnostic tasks. FOR MORE INFORMATION ON THE MEGA MACS ONE, WWW.RDR.LINK/AU025
SERVICES AT A GLANCE ■
Wireless communication with the vehicle
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Quick and unambiguous vehicle selection via VIN identification
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Graphic display of diagnostic connection
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Reading/deleting trouble codes and a comprehensive global check of more than 40 vehicle makes and 48,000+ vehicle models
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Explanation of trouble codes with detailed information and descriptions
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Full parameter depiction with graphics and explanation
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Actuator tests, coding, basic settings
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Service resets including conditionbased and long-life resets
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Diagnostic results sent as PDF via email
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Flexible views (landscape and portrait format)
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Car history for results recall
PMM NOVEMBER 2020 55
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DIAGNOSTICS
& ENGINE MANAGEMENT
Wire-to-wire consolidation Figuring out the right amount of stock to offer can be a challenge, especially during uncertain times like these. PMM speaks to Fatiha Laauich, Pan-European Strategic Marketing Manager at DENSO, to find out how smart consolidation can help you optimise your component stocks.
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he European aftermarket has always been adept at evolving to remain competitive in a business landscape driven by fastchanging technology. Workshops demonstrate this daily, with ever-growing diagnostic knowledge and the ability to carry out repairs using the right tools and methods. To offer this full-service package to their customers, they rely on access to the correct parts. Thanks to continual advancements by parts manufacturers, there is a trend for wholesalers to stock a smaller – but just as widely applicable – range of parts, enabling them to meet customer needs whilst reducing their overheads. The challenge for these wholesalers is presented when working out how far they
56 NOVEMBER 2020 PMM
can reduce their stock without compromising their offering to workshops, or inadvertently introducing issues with fitting or efficacy. That is where our concept of ‘smart consolidation’ comes in – merging products in a range just enough for wholesalers and workshops to benefit, but not so much that they experience problems.
An optimised offering Let’s look at one component category where smart consolidation is already at work: lambda sensors. Some manufacturers have identified these parts as a target for range consolidation, and with their variety of wire lengths and fit types, it is easy to see why. Lambda sensors are crucial components not only in the optimisation of engine
performance, but also in reducing vehicle emissions – something that the entire industry knows to be important in the context of global climate goals. Therefore, their performance cannot be compromised. Consider a group of 10 different OE sensors, which all share an identical sensor core, connector type, and pinout. The only difference is their wire lengths. Here, DENSO puts smart consolidation into practice by selecting only three optimised wire lengths, thereby greatly improving the stock efficiency of servicing all related vehicles. As a result, workshops can ensure maximum vehicle coverage without having to buy a prohibitive amount of stock. Having fewer parts in the workshop makes technicians’ lives easier and the right parts result in efficient and error-free fitting.
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í˘ą When is a saving not a saving? Would it be possible to take the concept further and reduce the range all the way down to one cable? In theory, yes, and other manufacturers have indeed done this. However, reduce the range too much, and the constraints begin to outweigh the benefits. In the case of the example in the diagram (Fig 1), the longest possible length would mean an excessive wire length that needs to be secured when the car is running, with cable ties, for example. With high temperatures, fast moving parts, and heavy vibrations, wire harness
fixation is a safety and reliability issue that DENSO is not prepared to compromise on. In general, the company does not allow wire to be more than 35% over length, depending on the actual wire length. Others in the aftermarket do not apply such a limit, and may even permit wire that is more than 100% over length. The most extreme version of consolidation can be seen in universal fit sensors. Such sensors will always need additional preparation time, as it is required to cut the wires to length and splice them onto the original wire and connector. Although this
provides a perfectly reliable result when done correctly with the right tools, materials, and methods, preparing the sensor will significantly extend the installation time. Additionally, there are many ways that a less-experienced mechanic could make a mistake; through confusing any of the four wire connections, using a wrong method of connection, soldering instead of mechanical crimp, using the wrong equipment or insufficient sealing. If any of these occur, it goes without saying that the sensor will not work properly, which will be noticeable in the car’s drivability and fuel consumption. When making their buying decisions, workshops should consider the cost of rectifying these situations, not just the initial costs of the parts.
The ‘smart’ choice The DENSO lambda sensor range is optimised for smart consolidation, allowing you to maximise benefits without incurring negative impacts. Not only do the sensors themselves match strict quality standards, the segmentation of the range confers the maximum possible benefits to workshops, calculated across the entire life cycle of a product from purchase, to installation, to use. FOR MORE INFORMATION ON DENSO AND ITS RANGE OF LAMBDA SENSORS, WWW.RDR.LINK/AU026
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DIAGNOSTICS
& ENGINE MANAGEMENT
Electronic EVOLUTION These days, even the simplest of service jobs now requires diagnostic intervention. We get the lowdown from Delphi Technologies on the evolution of electronic control in modern vehicles.
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ehicle technology is evolving faster than ever before. Repair focus is gradually shifting away from physical tools to software nuance as mechanical control is relinquished in favour of electronics. First fuelling, then brakes, suspension, steering and even air conditioning; computers have been gradually taking control of vehicles over the past three to four decades. Yet, this does not begin to scratch the surface. The era of electrified powertrain, advanced driver assistance systems (ADAS) and increased connectivity means that the role of computers is still growing, and diagnostic and software intervention has never been so crucial. The simplest of jobs now require the right diagnostic tools – and the expertise to operate them efficiently – and Delphi Technologies tells us that this is a huge opportunity for garages and workshops. An increase in hybrid or electric powertrain and active safety systems has, of course, resulted in an increase in need for advanced diagnostic capability, but even
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simple service jobs now require such involvement. Without these tools garages could be facing their worst fears – the efficiency and reputation-damaging returning customer complaining of the same fault.
Growing complexity The most basic of service jobs, such as changing an oil or air filter, now often require diagnostics to effectively ‘sign-off’ on a job. Whether that is telling the ECU that an air filter has been changed on a Mercedes-Benz or for a Volvo to reset oil quality values following a service, diagnostics are key. The days of manually resetting a service indicator or simply stamping a book are long gone. Without diagnostics to ‘finish’ a job, garages risk customers’ vehicles advising of incorrect service information, display misleading prompts or even warning messages – a sure route to disgruntled customers. We’ve had ample warning that this day is coming. Some ABS systems have required diagnostics to initiate a fluid bleeding procedure for over a decade, and what was
DS150E from Delphi is the VCIonly diagnostic option. However, the company also has DS450E which comes with a dedicated tablet as well.
once a simple, manual process is now impossible without the correct software. Likewise, many mechanical components such as injectors and even batteries – with startstop systems taking significantly further – require coding to specific vehicles after replacement, but that is nothing new. However, what is adding complexity is the requirement for ADAS calibration after windscreen replacement, for example, or even a simple wheel alignment check – lane departure warning systems, adaptive
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DS Diagnostic VCI (vehicle communication interface)
headlights, autonomous emergency braking (AEB) and the like, all require precise calibration of a vehicle’s entire drivetrain, chassis and interconnected operating systems. The slightest miscalculation or lack of diagnostics can jeopardise safety. EGRs, air suspension systems or camshaft sensors; all can require specific diagnostic procedures for optimal operation without poor performance or increased emissions. Of course, few manufacturers are
the same and a high level of technician skill is required to identify the vehicles that require diagnostics work, and how to carry out the procedures correctly. While traditional gasoline and diesel vehicles pose evolving challenges through increasingly complex systems, electric and hybrid vehicles present an entirely new set of demands. Even battery health checks, for example, must be carried out using a diagnostic tool.
Tools for the job Up-to-date, correct diagnostic tools are vital to help achieve garage best practice. Looking at the capability of Delphi Technologies’ DS diagnostic tools gives a little insight into the vast complexity of modern vehicles, the nuances of correct operation, and the lack of consistency across the various major vehicle manufacturers. For example, its software
covers over 4,400 engine types that require diagnostics for MAF sensor replacement, 1,600 for exhaust temperature sensors, 2,400 for lambda sensors, and 11,500 for EGRrelated hardware. Where nothing is simple, the correct tools and knowledge of how to use them is absolutely crucial. It is clear that systems are moving away from mechanical to electronic control, but that doesn’t mean garage life has to become harder. Access to the right tools and training can help garages operate more efficiently, encourage more new business and promote returning customers for all the right reasons.
FOR MORE INFORMATION ON DELPHI TECHNOLOGIES’ RANGE OF DIAGNOSTICS EQUIPMENT, WWW.RDR.LINK/AU027
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DIAGNOSTICS
& ENGINE MANAGEMENT
It starts with SENSORS Bosch has had a hand in the development of many aspects of modern vehicle technology, not least in the progression of sensors. Here, the company runs through the range of exhaust gas sensors that can play such a crucial role in diagnostic processes.
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owadays, different sensors installed at the exhaust tract of modern passenger cars and commercial vehicles monitor the exhaust gas composition with top precision. They make an important contribution to compliance with legal emission limits and the regulations concerning on-board diagnosis. It is therefore crucial to replace defective and worn sensors. As well as lambda sensors, particle sensors and differential pressure sensors, the Bosch range now also includes exhaust gas temperature sensors, and nitrogen oxide sensors for most of the vehicles on the European market. The combination of these sensors with the Denoxtronic exhaust gas treatment system provides workshops with a comprehensive range of exhaust gas treatment components. Reliable analysis of the exhaust gas composition is the basis for efficient exhaust gas treatment. For this reason, modern cars and commercial vehicles are equipped with different sensors installed into the exhaust duct. All of these sensors are integrated into the on-board diagnostic system and can easily be identified and checked using a diagnostic tester such as, a Bosch KTS. If defective, Bosch sensors can be replaced both easily and quickly.
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Nitrogen oxide sensors A growing number of diesel cars and light and heavy commercial vehicles are equipped with nitrogen oxide sensors. Due to a heatresistant ceramic sensor element, these sensors can measure the amount of nitrogen oxide (NOx) downstream of the SCR catalytic converter. Some engine types include a second nitrogen oxide sensor upstream of the catalytic converter, which controls the amount of urea (AdBlue) injected into catalytic converter for the selective catalytic reduction (SCR). This reduces the NOx emissions. In addition, they also monitor the SCR components. As SCR technology is used more frequently, nitrogen oxide sensors become increasingly important for the aftermarket and workshop business. The current Bosch range comprises 17 part numbers.
contribute to compliance with emission limit values and fuel efficiency. Used in gasoline engines, exhaust gas temperature sensors are used to protect critical components, such as catalytic converters and turbochargers. Since July 2020, the Bosch aftermarket range for workshops comprises some 80 part numbers.
Particle sensors The particle sensor range comprises 31 part numbers and is continuously expanding. These sensors analyse the amount of soot particle contained in diesel emissions through resistance measurement. Based on the values obtained, the control unit analyses the functionality of the diesel particle filter. Prior to each measurement, the sensor element is regenerated by heating it up in order to keep the sensor in the same condition for all measurements.
Exhaust gas temperature sensors Exhaust gas temperature sensors can be installed at different locations within the exhaust duct of diesel and gasoline engines. They measure the temperature of exhaust gases and send an electric voltage signal to the engine control unit. Used in diesel engines, exhaust gas temperature sensors monitor the temperature of the particle filter. Therefore, they significantly
Differential pressure sensors Differential pressure sensors measure the pressure difference of the particle sensor. The values measured provide information on the condition of the particle filter in order to trigger the demand-based and fuel-saving particle-filter regeneration – known as selfcleaning or burning clean. Differential pressure sensors are also used to control low-
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pressure exhaust gas recirculation. The current Bosch range comprises more than 30 part numbers for these sensors.
Lambda sensors Lambda sensors determine the amount of oxygen contained in exhaust gases. Based on this value, the engine control unit determines the optimum fuel quantity to be injected into the combustion chamber. Lambda sensors are used in gasoline, diesel and gas engines. Bosch’s range of lambda sensors cover more than 80% of all vehicles on the market.
With their high measurement accuracy, these sensors actively support engine efficiency and effective exhaust gas treatment. Compared to worn lambda sensors, new lambda sensors allow fuel savings of up to 15%.
Denoxtronic The Denoxtronic exhaust gas treatment system is also of growing importance. Increasingly used in diesel-powered vehicles, it generates additional potential for automotive workshops. This system injects a watery urea solution
(known as AdBlue) into the exhaust duct. In combination with the SCR catalytic converter, this allows for the turning of nitrogen oxides (NOx) into water and nitrogen. As a Denoxtronic system developer, Bosch provides comprehensive solutions for workshops – from diagnosis and spare parts, through to repairs and technical training. TO FIND OUT MORE ABOUT BOSCH’S RANGE OF SENSORS, WWW.RDR.LINK/AU028
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COMPETITION
Get ready for ROK! To mark Laser Tools’ latest sponsorship enterprise, the company is offering PMM readers the chance to get their hands on some excellent prizes. Read on to find out more!
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t’s a football sponsorship – but not as we know it. Laser Tools, sponsors of the BTCC motor racing team Laser Tools Racing, has now added football to its portfolio, with one striking difference – the team it is sponsoring only appears in a critically-acclaimed graphic novel series! Rok of the Reds, the story of the world’s first alien footballer, was recently shortlisted for Teenage Book of the Year 2020 by the Scottish Book Trust. Created by legendary comic writers John Wagner (Judge Dredd/A History of Violence) and Alan Grant (Batman), and illustrated by 2000AD favourite Dan Cornwell, Rok of the Reds tells the story of
an alien lord seeking refuge on Earth who falls in love with ‘the beautiful game’. Now, as Rok’s second season begins in the new graphic novel Rok the God, Rok’s team – Radford Reds – will be taking the field proudly bearing their new Laser Tools logo. “It’s a perfect brand for the team and looks just right on the shirts,” Wagner said. “And of course we’re immensely grateful for a sponsor’s support. Producing comic strip is expensive. It is heartening that a company like Laser Tools has seen enough value in what we’re doing to get behind us.” John Wagner and Laser Tools Founder Martin Smith had gone to school together in Scotland, but had not seen each other for more than 50 years, so when Martin turned up at a comic convention, listened to John talk about the project and offered to back it, it was the perfect reunion. “We are very interested in brand awareness and are always keen to promote the Laser Tools brand in new, fun and exciting ways,” Martin said. “Sponsoring the Radford Reds is a great fit for us, and it brings our brand to a whole new audience. Here at Laser Tools we have a lot of comic and graphic novel enthusiasts, and we cannot wait for publication!”
WHAT’S UP FOR GRABS? To celebrate this sponsorship with a difference, Laser Tools is offering a prize of one Radford Reds football shirt and one copy of the Rok the God graphic novel to each of the three lucky PMM winners! See below on how to enter!
How do you enter? To be in with a chance of winning this great prize, all you have to do is WWW.RDR.LINK/AU029
and answer the following question: John Wagner has also been involved in the creation of which other famous graphic novel? A) Judge Judy B) Judge Dredd C) Judge Rinder Deadline for entries is 10/12/20. T&Cs apply. See website for details.
62 NOVEMBER 2020 PMM
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COMPETITION
HO HO HOSE CLAMP PLIERS! Knipex is celebrating the countdown to its Christmas Advent Calendar competition by giving lucky PMM readers the chance to win one of five pairs of 85 51 250 AF Spring Hose Clamp Pliers.
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deal for air suction, cooling, charge air, water return, thermostat, fuel and heating hose clamps, the Knipex Spring Hose Clamp Pliers feature universal grip inserts for reliably gripping clamps in all positions. The jaw inserts can also be rotated under load and the pliers have extremely good leverage which allows clamps to be opened easily without great effort. The pliers have a slim head design and narrow head width, making this an ideal tool, especially in confined areas. The 85 51 250 AF model features a locking device that enables simple and secure work on clamps under tension
without effort. It allows for one-hand release and can be used for standard, spacesaving, spring wire hose clamps and for spring band clamps up to 70mm nominal size. The pliers allow more than 40mm clamping range.
Gripping action If you want to see the potential prize in action, WWW.RDR.LINK/AU030. If
you would like to receive the latest information about Knipex and the company’s range of products, sign up to the Knipex newsletter here: WWW.RDR.LINK/AU031.
How do you enter? To be in with a chance of winning this great prize, all you have to do is WWW.RDR.LINK/AU032
and answer the following question: What feature does the 85 51 250 AF model have that allows for one handed release? A) A spring B) A locking device C) A light Deadline for entries is 10/12/20. T&Cs apply. See website for details.
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WHAT’S NEW?
■ COIL SPRINGS Excel Automotive Group (EAG) has recently bolstered its Suplex range of coil springs, including references applications for Hyundai, Mitsubushi and Volvo. Since becoming the UK’s exclusive distributor of Suplex coil springs in December 2019, EAG has continued to strengthen the product portfolio for its customers. The company has now introduced 15 front and rear coil springs into its range of more than 3,500 references, all of which are accessible on MAM AutoCat and available for same-day local delivery or next-AM national delivery. WWW.RDR.LINK/AU033
■ PRODUCT PROMOTION
■ PNEUMATIC COUPLING
The 108-page New Lines promotion from Sealey launched on 1st September and contains over 1,360 products, savings up to 51% off list price inside and is valid to 31st January 2021.
This year marks three quarters of a century since PCL manufactured and patented the first ever ‘Made in Sheffield’ coupling.
Featuring hand tool ranges, storage options, vehicle service tools, plus more, Sealey is confident that technicians will not be disappointed. The promotion also features the latest competition, which gives customers a chance to win a five-drawer topchest with a 139-piece tool kit. The AP33059COMBO is worth £545 and is fully loaded! Enter the latest competition via the company’s website. If you are not already registered with a My Sealey account, simply register with your details via the competition entry page. WWW.RDR.LINK/AU034
■ WHEEL BEARING KITS Dayco continues to expand its aftermarket product portfolio with the introduction of wheel bearing kits. The introduction of wheel bearing kits marks a significant, but natural step for the company, to add safety related products alongside its established drive systems expertise. The range encompasses Generation 1, 2 and 3 technology, as well as bearings integrated into the brake disc. The kits come complete with all the necessary ancillary items, such as nuts, bolts, pins or circlips, and include fitting instructions and technical tips that can be viewed via a QR Code on the product packaging, to ensure they are installed correctly. WWW.RDR.LINK/AU035
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To celebrate the milestone, the company has released the latest version of that original coupling. The product is built for intensive use, and is in demand for a huge range of automotive markets. The reinforced coupling meets all requirements for a reliable, no-leak solution with low lifetime costs. PCL is so sure of its new and improved coupling, it now comes with an extended five-year warranty. WWW.RDR.LINK/AU036
■ GDI SERVICE SOLUTION Delphi Technologies Aftermarket is expanding its gasoline direct injection (GDi) full-service solution for Hyundai and Kia vehicles. The company is also introducing an aftermarket solution for its GDi technology Multec® 14 (M14) 350bar pressure injection system as it begins to enter the aftermarket. Along with its GDi product portfolio, the aftermarket solution features comprehensive training, advanced diagnostics, testing and cleaning equipment, technical service, cataloging and market data. The Multec® 14 (M14) 350-bar pressure injection system was launched in 2017. The system increased injection pressure from the industry norm of 200bar to 350bar to help automakers meet both Euro 6d and China 6 emissions standards. The GDi full-service solution will now enable garages to quickly and efficiently provide high-quality service for this new technology. WWW.RDR.LINK/AU037
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■ WORKSHOP EQUIPMENT BROCHURE
Winntec has recently launched its latest product brochure that was previously scheduled to be introduced at the Automechanika 2020 Frankfurt Show. The brochure showcases a selection of the company’s product line, including its popular Jack range. For the jack sector, the company is now launching several new products, such as the Y42033. Whilst the Y420222 Winntec Low Profile Jack with an integrated jack stand function is a unique lifting solution, the company knows that in practice not everybody uses jacks stands to support the car after it has been lifted, so this jack and jack stand combination makes the process a lot easier with an automatic lock that kicks in at 38cm. WWW.RDR.LINK/AU038
■ MULTI-FUNCTIONAL BATTERY & ELECTRICAL SYSTEM TESTER
GS Yuasa has launched the multi-functional battery and electrical system analyser, the GYT250. The GYT250 will allow users to test both conventional and nextgeneration (EFB and AGM start-stop) 12V vehicle batteries up to 2,000A. The tester is also capable of standard and smart alternator, starter and earth tests (12V and 24V) to give a comprehensive overview of a vehicles’ starter and charging system health. The GYT250 has three primary battery test types; warranty, health check and stock check. Managing vehicle battery warranty claims can be complex, so the GYT250 determines if a GS Yuasa product should be replaced under warranty. The health check reports on the state of health, voltage and CCA performance of batteries that have been used on a vehicle. The stock check feature is perfect for battery stock management testing of new batteries that are in storage prior to being installed in a vehicle. A full colour, back-lit display screen provides a clear battery testing experience. The heavy-duty housing material and large navigation buttons make it ideal for mechanics in a busy work environment. The product comes supplied with a robust carry case, a quick start guide, thermal printer paper, 4GB micro SD card with adaptor, and USB SD card reader. WWW.RDR.LINK/AU039
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ADVERTISEMENT INDEX
AC Tronics Ltd ....................................................(page 2)
Mann & Hummel UK Ltd ..................................(page 11)
Arnott Europe ....................................................(page 49)
Morris Lubricants ..............................................(page 38)
Autel ..................................................................(page 54)
Mechanex ..........................................................(page 51)
Autotech Recruit ................................................(page 34)
NGK Spark Plugs UK Ltd ................................(page 16)
Ben ....................................................................(page 44)
Norbar Torque Tools Ltd ....................................(page 59)
Bailcast ................................................................(page 7)
Kraftwerk Tools ..................................................(page 23)
BM Catalysts Ltd ................................................(page 20
Pneumatic Components Ltd ..............................(page 53)
Bowmonk Ltd ....................................................(page 41)
Powerprobe ........................................................(page 41)
Dayco Europe ....................................................(page 25)
RDR.Link ..........................................................(page 44)
Delphi Technologies Ltd ......................................(page 9)
Ring Automotive ................................................(page 43)
Ferdinand Bilstein UK Ltd ............................(back cover)
Rotronics ............................................................(page 32)
Flexfuel ..............................................................(page 41)
Schaeffler (UK) Ltd ............................(inside front cover)
Garage Equipment Association ..........................(page 63)
Shaftec Automotive Components Ltd ................(page 47)
Jack Sealey Ltd ..................................................(page 19)
SP Diagnostics ..................................................(page 32)
Jack Sealey Ltd ..................................................(page 29)
Thermobile ........................................................(page 61)
Kalimex Ltd ......................................................(page 53)
Traction Charger Co Ltd ....................................(page 57)
Kalimex Ltd ......................................................(page 61)
Walker Products Europe ....................................(page 34)
Maha UK ............................................................(page 65)
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