Professional Motor Mechanic November 2022

HERE TO HELP

the cost of living crisis ongoing, it’s more important than ever to check in on your peers.

automotive charity Ben encourages those struggling to reach out.

STAR STUDENT

the next instalment in our female focus feature, PMM catches up with the IMI’s student of the year Trinity Hutley.

A LESSON IN HISTORY

Brooke from Maverick Diagnostics takes PMM back in time 137 years with a brief history of vehicle diagnostics.

66 ON WITH THE SHOW

This month sees Mechanex return to Sandown Park Racecourse. The free-to-attend show promises to be an exciting one with over 40 exhibitors and free CPD-accredited seminars.

Editor KIERAN NEE Editorial Assistant

FREYA COLEMAN

Digital Manager

KELLY NEWSTEAD

Group Manager

ROBERT GILHAM

Account Manager

ALEX DILLEIGH

Magazine Designer

GEMMA WATSON

Group Production Manager

CAROL PADGETT

Production Assistant

CLAIRE SWENDELL

Distribution Manager

KARL CLARK

Subscriptions

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

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Bringing you the

At the time of writing, the Government has finally relented and thrown businesses an energy lifeline to help them make it through this winter. No doubt, many customer-facing businesses such as bars and cafes will still struggle to make it till spring, with the prospect of chilly barrooms not exactly an inviting one to potential customers. For workshops, however, which can rely on a steady flow of repairs throughout winter, it might mean a harsher winter than most, but probably not a deadly one.

What the extraordinarily ill-named “mini-budget” has done, is allow workshops simply to survive this winter. Thriving, it seems, was never an option for those whose money doesn’t make more money of its own accord. There is a rising sense of frustration within the industry and beyond, after having been robbed of the post-pandemic bounce back we were promised. True, many of the past year’s problems haven’t originated at home but are, instead, the result of an invasion at the outer reaches of Europe; it’s also true that it can feel churlish to complain compared to the horrors witnessed in Ukraine. And yet, it’s no less true that workshops in the UK in 2022 are facing obstacles in every direction and if you happen to own one of those workshops, that’s a cause for concern.

It’s something of a paradox that car manufacturers could be making such huge strides in technology and playing an ever larger role in our lives, whilst the very future of the independent aftermarket is seriously up for debate. Most people have the impression that garages and car manufacturers are in some way linked and are in cahoots with each other. This will have customers that complain that car companies create faults in their vehicles in order to give garages work to do – if only!

The day-to-day reality of running a workshop is one of constantly trying to stay on top of what the manufacturers are doing and bringing into the market. This is something we try and facilitate within the pages of PMM. Whilst we don’t have any dialogue with the VMs themselves, we are in constant discussion with the suppliers of OE and aftermarket parts – i.e. manufacturers who are specialists in what they do. We harness their wealth of expertise and experience to provide simple, easy-to-use guides to the products you need to work with every day.

With that process in mind, I would like to invite you to attend our aftermarket exhibition, Mechanex, on the 8th and 9th of this month. Hosted at Sandown Park Racecourse, the exhibition brings the magazine to life and gets the latest components, tools and technologies into your hands. It’s the perfect way to make sure you are aware of the latest changes coming through the market and to ensure you have all the tools and information necessary to not only survive this winter, but also to thrive!

Kieran Nee

Editor

‘‘

The day-to-day reality of running a workshop is one of constantly trying to stay on top of what the manufacturers are doing and bringing into the market. ”

PMM NEWS with Freya Coleman

NEWSIN BRIEF

■ Spark plug brand AUTOLITE is returning to the European market, launching under its parent company First Brands Group, as announced at Automechanika, Frankfurt.

■ ARNOTT is proud to announce the launch of its new logo, celebrating its expansion through a more modern font and tagline: “Suspension Products”. The company hopes this reflects their growth whilst maintaining their roots through the distinctive green colour.

■ In conjunction with celebrating its 20th anniversary, ADVICS is expanding its presence in Europe with new aftermarket brake products specifically designed to meet the demands of European customers and driving conditions.

■ Industry champion Hayley Pells has joined the IMI in a new role as policy manager. She will work closely with Steve Nash and the rest of the IMI executive team to lobby and influence stakeholders.

WhatsApp, Doc?

Autoelectro is encouraging technicians to take advantage of a simple but effective tool if they are struggling to identify an alternator or starter motor – by sending images of the parts to the rotating electrics specialist on WhatsApp!

On receipt of the images, an expert will be able to help by identifying the part in question, along with answers any questions the technician may have. The company advises the user to take a minimum of three photographs; the images need to be taken square-on and include front, side and back of the alternator or starter motor. Then the individual should compose a message that includes business name, contact name and information related to the part, such as original equipment number, application detail or engine manufacturer. The message and images should be sent to +44 7972 804336.

Trained up

The Independent Automotive Aftermarket Federation (IAAF) has launched a new training academy, designed to train, develop and upskill new and existing people working within the automotive aftermarket. The academy will evolve substantially when the new IAAF website goes live, but the IAAF has moved quickly to implement and promote initiatives and courses that support its growing membership. From

One of Autoelectro’s experts will give that person a call within 30 minutes of receipt. This solution leaves motor factors with the skill to convert enquiries into a sale, thus leaving their customers with a feeling of professionalism and an experience where they know their distributor is an expert in the rotating electrics category.

technology and legislation, while also enhancing personal development skills.

A key focus of the academy will be engaging with schools, colleges and universities, working closely also with School of Thought. IAAF has set up partnerships with Heart of Worcestershire College, West Notts College, and East Coast College as it looks to provide educational settings with a deeper look into the workings of the trade. West Notts College, with the support of HGV Direct, has successfully set up a Parts Advisor Apprenticeship for Car and CV motor factors and the IAAF Academy will be working to promote the apprenticeship to all members. Meanwhile, the IAAF Academy will be assisting East Coast College with guest speakers from its membership of automotive suppliers and arranging site visits to aftermarket businesses. IAAF members are being encouraged to get in touch with the federation to register their interest in supporting the academy.

MOT fraudster

Anton Fricker of Taunton previously plead guilty to committing fraud by dishonestly making a false representation by issuing an MOT certificate without performing the actual test, intending to make a gain for himself or another.

The guilty plea was entered at Taunton Magistrates’ Courts on the 13th July 2022 and referred to Taunton Crown Court for sentencing. Fricker committed the crimes between the 26th August and the 18th October 2021 in Taunton and Yeovil.

Fricker’s former employer alerted the DVSA to the issue. The DVSA investigated, although Fricker refused to engage with the investigation. Having initially denied the

offences, when presented with the evidence, Fricker admitted to the counts and to having received payment for the fraudulent MOTs. Fricker was sentenced to an 8 month custodial sentence and suspended for 15 months. He was ordered to carry out 150 hours of unpaid work and 25 rehabilitation days and ordered to pay a £500 contribution towards prosecution costs.

NEWSIN NUMBERS

82 %

of motorists in the UK are unaware that it is possible to purchase tyres specifically designed for EVs according to research by Apollo Tyres.

70 %

more car owners in the south have EVs compared to the north says research from Heycar, following the expansion of London ULEZ a year ago

32,900

is the number of technicians now qualified to work safely on EVs estimated by new data from the IMI, said to make up 15 per cent of technicians in the UK.

52%

is the increase in price in some of the UK’s best-selling cars over the past three years, including the Vauxhall Corsa, according to data from BestBrokers.

In

NGK’s Mr Sparky in training for his participation in the 2022 London Marathon, which took place on the 2nd October, raising funds for the Down’s Syndrome Assocation.

PMM NEWS with Freya Coleman

NEWSIN QUOTES

“

It has been a privilege to work with Hayley; her charisma, desire and ideas were contagious and she always lit up our meeting rooms or events. I am sure she will be a tremendous success in her new post and, on behalf of OESAA, I wish her all the best for the future – though, I’m sure our paths will cross again!”

OESAA Chairman, Nigel Morgan, acknowledges Hayley Pells after she takes up a new role with the IMI.

“

I’m delighted to take up the role of head of sales to continue driving forward growth for all our key accounts, work providers and network distribution partners.”

Ryan O’Neil comments on being promoted to head of sales at ACIS, now responsible for developing new business opportunities from multi-site operators.

“ Independent garages provide vital, affordable services that keep the UK’s vehicles roadworthy and roads safe, however we are already seeing reports that motorists are avoiding MOTs and car repairs to save money amidst the rising cost of living. If garages are forced to raise their prices significantly to cover their energy costs in the near future, this could seriously impact road safety throughout the UK.” Stuart James from the IGA comments on the Energy Bill Relief Scheme.

Going up and up

Higher interest rates and inflation are now adding further uncertainty to the prices of precious metals used in the manufacturing of catalytic converters, according to BM Catalysts.

While some commodities are dropping –but still dramatically above pre-coronavirus pandemic levels – any reductions are offset due to increases in transport, logistics, steel and labour, currency fluctuations, the Ukraine-Russia conflict and now due to rising inflation and interest rates. Over the past two years, precious metal prices have increased significantly while also experiencing some drops. Rhodium, used in the manufacture of catalytic converters, is one of the most expensive platinum group metals (PGMs).

It’s also one of the rarest elements on Earth and arguably one of the most volatile pricewise. At the time of writing, the price of a tonne of rhodium is 313 per cent higher

than it was in July 2019.

The automotive industry is the single largest consumer of PGMs. China is one of the largest users of rhodium and its light vehicle market growth, combined with increasingly stringent emissions standards, means demand for rhodium has increased dramatically. The record high prices are also responsible for the enormous increase in catalytic converter thefts. According to Berkshire Live, at least 17 catalytic converters were taken from vehicles at Legoland Windsor’s car park in just two weeks, indicating the severity of the problem faced by authorities.

“At the time of writing, the price of a tonne of rhodium is 313 per cent higher than it was in July 2019.”

PMM NEWS

DATES INTHE DIARY

■ This month’s MECHANEX show will take place on the Tuesday 8thWednesday 9th at Sandown Park in Surrey. Exhibitors will include Varta, Continental and Autowave among many others. Make sure to read the Mechanex feature starting pg.66 to find out more, including what seminars you can look forward to at the event. To register for free WWW.RDR.LINK/AAR001

■ The Motor Ombudsman has launched the 2022 STAR AWARDS and the winners will be announced at the end of this month, so look out for that! Now in their third year, the annual awards allow consumers to nominate a staff member or a business that is accredited to The Motor Ombudsman for going the extra mile to assist them. There are nine trophies on offer including the National Garage Star Award where the winner will receive £1,000 worth of vouchers.

■ RM Sotheby’s has announced a DESTINATION AUCTION in the heart of Miami Beach, Florida. An incredible selection of modern classics, limited to just 60 expertly curated automobiles, will cross the block at the famed 1111 Lincoln building, an “above-the-horizon” space overlooking Miami Beach and The Magic City on the 10th December 2022. Cars available so far include a 1990 Ferrari F40 and a 1989 Lamborghini Countach 25th Anniversary of Bertone.

Rip it up and start again

Diagnostics, a Jaguar Land Rover specialist in Bishop Auckland, opened its doors with no customer base when owner Josh Tyler relocated to the area to be with his partner.

It was a brave move, compounded by the country being in the grip of the pandemic. Furthermore, the unit he took was on an industrial estate with no natural customer foot-fall. Undeterred, he commissioned a website with Garage Services Online and completed specialist training to become a member of the DPF Doctor network. To support the online presence, he also implemented a social media strategy which was further enhanced by word-of-mouth recommendations. Almost immediately the enquiries started to come in.

Josh explained: “The best thing I did was seek out the right people to get me seen online and supplement that with a trusted specialist network which also showcased my additional DPF specialism. The website gave me a professional platform from the start, one that truly reflects the garage itself and what we stand for. And the DPF Doctor training modules have hugely increased my DPF knowledge. In fact I’d say it’s been transformed, even from what I learnt at a main dealer.”

The garage has already doubled in size to 3,000 sq.ft and additional investment has been made in new equipment and training. Josh is now looking for more staff including a master technician.

In pictures: The Art of Braking: An engaging exhibition celebrating iconic brake brand Brembo took place this Septmber in Milan. Over 60 years of Brembo’s history was narrated through design, innovation and research where the control of energy and movement was transformed in an immersive experience.

Why is the Fiat Ducato3 2007-2014 instrument cluster faulty?

This month, ACtronics shares its insights on a peculiar failure the team has seen cropping up on the Fiat Ducato 3’s instrument cluster.

It has been 40 years (!) since the very first Fiat Ducato rolled off the product line in 1981. Although the Ducato was primarily intended as a commercial vehicle/minibus, the first generation was mainly known as a basic car for conversion to a campervan. Thanks to a collaboration with PSA, the almost identical Peugeot J5 and Citroën C25 were launched in the same period. Since then, Fiat and PSA have always worked together.

The Fiat Ducato and its French competitors have always been a success, but after the third generation was introduced in 2006, sales really took off. In 2012, more Ducatos were sold in one year (21,000 units) than in the entire period from 2001 to 2005! Apart from the design and the (loading) weight, little was altered from the original design. Apparently it was just enough to convince the general public.

Enough about the history of the Fiat Ducato, we actually want to talk about the instrument panel of this commercial vehicle. There is something peculiar going on with this cluster. Curious to find out? Keep on reading!

A strange fault in the odometer of the Fiat Ducato 3

Those who have driven many miles with this vehicle will see something really strange happen. The odometer in the Ducato 3 instrument cluster cannot physically count further than 399,999 kilometres (or 248,601

miles). You would expect that every odometer should be able to count up to 999,999 kilometres or miles, but that is not true for the Ducato 3.

Why does it not count any further? The cause has quite a technical background, but let's just keep it to “limitations in processor programming”. Weirdly though, we have only encountered this problem with the instrument cluster of the Fiat Ducato 3. No other manufacturer or model of car seems to have this weird flaw. Although...

We just wrote that the Fiat Ducato is the

the Ducato. Citroën and Peugeot commercial vehicles suffer from the same peculiar flaw. The Fiat group has used the instrument cluster in a few other vehicles as well, which makes the list of cars suffering from the same flaw relatively long:

Citroën Jumper 2007-2018

Peugeot Boxer 2007-2018

Fiat Idea 2003-2012

Lancia Musa 2004-2012

Iveco Daily MK4 & MK5 2006-2014

All these vehicles suffer from the same flaw.

Different consequences

Small differences in the instrument cluster in the different models have been noticed though. No type can count beyond 399,999 kilometres, but what happens next is quite different. Depending on the vehicle, three different things can happen:

The odometer is stuck at 399,999 (248,601 if in miles) and does not count further (Fig.1).

The odometer continues to count, but shows a strange symbol in the first position. Often this is three lines under each other (Fig.2).

Passing the 399,999 kilometres (248,601 if in miles), the odometer changes to dashes. It will only show ---.---.

How to fix the odometer problem?

You will probably wonder what to do to fix the fault. Unfortunately, there is no modification available that can make the Ducato 3’s continue to count after 399,999 km, but during a remanufacture there is the option to reset the mileage back to “0”. Think of that like an instrument cluster reset. Before we perform this reset, we will of course always discuss whether this is desired.

Tip

It is possible that during the first 200 kilometres after a reset, an “H” is shown at the location of the mileage (Fig.3). This means that the mileage is reprogrammable. As long as the “H” visible, the mileage can be reset to 0 with the help of diagnostic equipment. This is intended to deliver new cars to the customer after transport with 0 on the odometer. The ‘H’ can be removed: keep the trip meter button pressed for at least 6

LED lights that do not or dimly illuminate

The mileage problem can be annoying in some cases, but it is not a safety issue and the rest of the instrument panel fortunately continues to function. The Fiat Ducato remains perfectly usable. This changes when the LED lights start to fail. Think of the warning light for the high beam, dipped beam, seat belt or hand brake. The light may illuminate dimly or not at all. A remanufacture will resolve these fault.

There is one problem: given the wide variety of designs made of this instrument panel, the printed circuit boards and therefore the lights are all slightly different from each other. In recent years, we have built up a database of the printed circuit board variations and the corresponding lights. With this we can find a specific remanufacture solution so the LED lights will operate again as they are supposed.

Different frequently found faults

Are there any other faults found with this instrument panel? Sure! However, these may be less “unique” than the fault discussed before and are not as common in this specific cluster. Think, for example, of:

■ Complete failure of the cluster

■ One or more pointers or meters no longer operating

■ No communication with the CAN bus of the cluster

■ Failure of the centre display

■ The background lighting of the display does not illuminate or only partially

One problem that we see less often with other instrument panels (but we do see in the Fiat Ducato 3) is the temperature gauge indicating an incorrect value. We have developed a remanufacture solution for this that will solve the problem.

KNOW

“The mileage problem can be annoying in some cases, but it is not a safety issue and the rest of the instrument panel fortunately continues to function.”

HOW TO

Replace the clutch on a 2008 Fiat 500

In this month’s Clutch Clinic, Charles Figgins, Technical Marketing Manager at Blue Print, takes readers step-by-step through a clutch replacement on a 1.2l Fiat 500.

Vehicle Information

MAKE Fiat MODEL 500 YEAR 2008

ENGINE 1.2 4-cylinder FIRE

Tand low-running costs – has been consistently popular among car buyers since its relaunch in 2007. Taking its shape and design cues from the original, rearengined 500 manufactured from 1957 to 1975, this three-door city car is as successful as ever.

The example featured in this article is a 2008 model equipped with the proven 1.2 litre, four-cylinder FIRE engine, which was suffering with a clutch pedal that was ‘stiff’ to operate. This required the transmission to be removed to investigate and diagnose the cause.

Fixing the problem

With the car on the ramp, the clutch replacement process can begin. First, remove the front bumper to gain access to the subframe. Both front wheels can then be removed, followed by the wheel-arch liners and the strengthening brackets bolted to the body and sub-frame. This allows access to unclip the wiring harness from the lamps mounted in the bumper and fixings. This can be taken off in one piece once all screws are removed.

The front cross-member is then revealed –this requires removal, as does the left-hand section of the sub-frame. There will now be enough room to remove the transmission from the engine (Fig.1). Lower the vehicle in order to be able to work under the bonnet, remove the battery and battery tray to reveal the top of the transmission. Now, the clutch-slave cylinder can be unbolted from the transmission, and the gear-selector rods unclipped from the

linkage. Additionally, unbolt the bracket retaining them to the transmission (Fig.2). At the same time, you will also need to remove the bell-housing bolts located at the top of the transmission, including one starter motor bolt. Raise the vehicle to a working height, remove both driveshaft hub nuts and release the lower suspension-arm ball joints from their hubs. This is in readiness for the driveshaft removal.

Raise the vehicle again to gain access to the underside of the vehicle. The transmission oil needs to be drained and then, using a suitable level bar, the inner and outer driveshaft joints can be released from the differential. The driveshafts can now be removed.

Next, unclip the front lambda sensor, reverse lamp wiring harness and the earth strap, along with unbolting the wiringretaining bracket from the transmission. It is now time to unbolt and remove the reaction rod bolted to the back of the engine block (below the starter motor and the flywheel-protection plate). After this, remove the other starter motor fixings but leave the starter motor in place – it does not need to be taken out completely for the removal of the transmission (Fig.3).

With only the lower bell-housing bolts in place and the transmission mountings left to remove, the engine can be supported ready for removal. Unbolt the lower bell-housing bolts, including the mounting brackets –

During our inspection of the 2008 model featured in this article, the flywheel was in good condition and only required cleaning. However, the friction disc material was close to being worn out and there was significant wear on the pressure-plate diaphragm springs; this being the cause of the ‘stiff’ operation of the clutch pedal (Fig.5).

Turning your attention to the release mechanism, it is recommended to thoroughly clean the transmission bell-housing to free it from all grease, dirt and old friction fibres from the previous clutch. Remove the release

To begin, align the new friction disc and pressure plate to the flywheel, with all bolts tightened to the recommended torque. Then, clip the new release bearing onto the release fork and test it for operation. If it is working correctly, the transmission is ready for reinstallation to the engine.

Align the transmission with the engine and refit all retaining bolts, followed by the support-mounting brackets. Then, refit both driveshafts, lower suspension ball joints and the gear linkage, along with the wiring.

Align and secure the sub-frame and crossmember, followed by the front bumper, strengthening brackets and wheel-arch liners.

Lower the vehicle and tighten the hub nuts to the correct torque before refitting the wheels. Locate and remove the transmission oil level plug before filling the transmission with fresh oil. With all necessary parts refitted, the battery and battery tray can also be reinstalled. Additionally, the clock and radio can be reset.

Check the clutch pedal for ‘smoothness’ of operation, then take the car for a road test to ensure the clutch is working correctly while driving.

COMMON FAULTS

Timing belt drive issues with VW, Audi, Seat & Skoda

The drive system becomes noisy after a short run with what appears to be a relatively simple and straightforward installation procedure. It is most noticeable before the engine warms up to operating temperature.

Problem and diagnosis

The noise can be traced to a “clicking” sound caused by contact between the belt and the pulley flange. Black marks on the pulley, due to the transfer of rubber material from the belt, may be clearly seen after a very short time. Any contact between the belt and the flange is serious. The belt could jump, which can cause premature drive system failure and lead to disastrous consequences for the engine.

Some mechanics have reported the clicking sound stems from impact between the belt and the lever stop that is on the base plate.

Simple solution

By observing two simple rules, mechanics can avoid improper installation issues with the timing belts on these engines and models.

Rule 1

Ensure the locating lug of the tensioner is positioned correctly in the appropriate slot on the engine.

Rule 2

Follow this installation procedure to the letter: Using the adjuster, turn the tensioner counterclockwise until it stops (maximum tension); then turn it back to its original position (minimum tension). Not only is this action essential, it must be repeated five times to ensure correct belt tension.

Although clearly explained in the instruction manual, many mechanics omit following Rule 2 all the way through because they don’t see the point. However, every rule detail makes certain the mechanism is in the proper position to maintain correct belt tension. Accurate tension is essential.

Action by Gates

Relevant Gates PowerGrip kits for the identified engines include:

■ K015489XS (belt plus tensioner)

■ KP15489XS-1 (belt plus tensioner and matching water pump)

■ KP15489XS-2 (belt plus tensioner and matching water pump)

Gates instructions for PowerGrip kits are engine specific and available in digital form. Mechanics need to simply scan the QR code or the barcode, or input the product code from the label on the box. Return visits to the garage are avoided and garage reputations are protected when procedures.

Inspect and Protect

Timing belt covers provide protection for the drive system, but regular inspection is important to prevent contamination. Take note of these five points to keep things working and running properly:

Engine fluids, such as coolant, oil, and screen wash, could cause serious engine problems if allowed to enter the timing belt drive system.

Road debris entering the engine compartment is another potential hazard.

If dirt is allowed to collect on the sprockets, excess wear will develop, and the possibility of misalignment becomes a real concern.

Misalignment can also occur If gravel or other small particles are compacted in the pulley grooves. The belt might be forced to “ride out” — away from the pulley.

This could severely hamper timing belt drive performance, causing high belt tracking forces, edge wear, uneven tooth and land wear, and excessive noise.

A timing belt cover that does not fit correctly might create contact with the belt itself, leading to premature drive system failure.

Most timing belt covers are made of plastic, which can crack during removal or installation. Applying the correct torque when securing the cover is vital. In the event of serious damage, replacement is required.

Any contact between the belt and the flange is serious and can cause premature

CASE STUDY

Land Rover battery issues

As workshops appreciate, the days of the ‘simple’ car battery are long gone, as with the arrival of start-stop equipped, micro-hybrid vehicles and the accompanying technological change that they introduced. The battery landscape has become a lot more complicated, with the development of first AGM (absorbent glass mat) and then EFB (enhanced flooded battery) designs, to sit alongside their traditional SLI (starter, lights and ignition) counterparts.

The most recent change to this landscape is the increasing use of auxiliary batteries used to complement the main battery, usually in larger start-stop equipped applications. Although they were initially thought to be fitted to provide backup power to support the main battery or to support separate systems within the vehicle, research from Ecobat Battery, distributor of premium original equipment brands such as

Exide and VARTA, has revealed that they often fulfil a more collaborative role in the vehicle’s power storage system.

Ecobat Battery’s Training Manager, Christopher Jones, takes up the story:

As a proactive business with good working relationships with our customers, we like to cooperate closely with them, which is why when we were approached by one of our dealers, that had an ongoing issue with the start-stop system in a Land Rover Discovery that was fitted with an 019 AGM battery, we were more than willing to help.

I explained that after four years, the battery could well need to be replaced because it is unable to hold sufficient charge and so had caused the start-stop function to stop working and the ECU to move the vehicles battery

level that prevents the start-stop from working, in order to help reserve power, hence the light being on.

As a result, the battery was replaced, and importantly, the correct installation process followed, and was assimilated into the system using a EBT420 battery validation tool. At this point, having changed and validated the battery, the light should have gone off and the fault cleared, but instead, it came back on!

Further investigation was therefore needed, which lead us to check the auxiliary battery located on the opposite side of the engine. The reading was just 11.80 volts, so revealing an obvious problem.

Due to its SOH and also because it was of the same age as the original main battery, the auxiliary battery was then also changed and when we went back to validate the battery again, we found a question in the sub menu about both batteries being changed. After selecting this option, the warning light then went off and the start-stop function began operating normally.

This experience demonstrates that rather than simply being an ‘auxiliary’ battery, both batteries contribute to the start-stop system and due to the condition of the auxiliary battery in this example, the fault code could not be cleared and the start-stop system wouldn’t reactivate. This situation highlights two valuable lessons for workshops, first find out whether the vehicle has an auxiliary battery, and second, check that battery when they test the starting battery.

BEST PRACTICE

Transmitting their knowledge

Castrol educates PMM readers on the complex topic of EV transmission fluids.

To what extent will the cost and practical measures needed for high volume oil usage and recycling be dispensed with?

As electric vehicles (EVs) progressively penetrate the auto market, we will see a significant increase in EV fluid consumption which used to consist mainly of transmission fluids and coolants/thermal fluids. EV drivers will need to change transmission fluid at some point depending on the EV model, costs associated with this process will be similar to the current ICE transmission. Therefore, we do not see any incremental costs associated with this activity.

How might technicians be able to operate differently to become more efficient with the different nature of

jobs being carried out?

Mechanics will need to learn new skills and Castrol is developing training to support mechanics in this regard. The change has already started. Several OEM workshops are now looking at being EV ready both from a skills and safety viewpoint and we are actively looking at making Independent Workshop mechanics EV ready. This year we’re planning to launch EV 101 training in several markets like India, Nordics, Parts of Europe. Castrol would like to be at the forefront of EV transformation, and skills and knowledge upgrade is the first step.

How quickly should all workshops be looking to make changes and how drastic will they be by the end of the decade?

Aftersales departments will have to consider the evolving vehicle parc and whilst implementing EV-centric initiatives will have to consider legacy ICE vehicle requirements which will remain significant over the near to mid-future. There will still be a huge ICE car park for years to come.

Technicians of today will have to go through skills upgrade to be able to service EV cars of tomorrow. Some of the trainings we are engaged in will help build their confidence as well as understanding safety related protocols for EVs. For Example, the importance of PPE.

EVs still need transmission, thermal management fluids etc. Could you talk a bit about how the supply of fluids/oils will change in the next 10 years and beyond? Is the same disposal equipment needed for EV fluids?

“EV drivers will need to change transmission fluid at some point depending on the EV model, costs associated with this process will be similar to the current ICE transmission.”

We’re still in the early days of EV fluid life cycles but what we do know is that despite the differences in application, thermal management fluids depend on the battery technology in use. Indirectly cooled batteries typically use water/glycol mixes – as used in ICE cooling systems and therefore supplied and disposed of in the same way. Directly cooled batteries will use dielectric fluids like Castrol ON Thermal Management EV Fluid and could be disposed of in a similar way as engine or transmission oils. However, Castrol ON thermal management fluids are being designed from the outset to be recyclable. During use they will pick up less contaminants than conventional engine oils, meaning they should be more straight-forward and use less energy to re-process. The fluid collection and recycling infrastructure will have to keep pace with fluid demand in order to realise this benefit. Our carbon reduction plans include exploring options to help drive a shift in used oil collection and end of use treatment in key markets and reducing our packaging and optimising distribution.

In the transmission area, oils like Castrol ON EV Transmission Fluid are an evolution of conventional transmission fluids but optimised for the new mix of mechanical and electrical protection that is required, whilst maximising efficiency. Supply and disposal will be nominally the same, against a backdrop of improved sustainability efforts across the supply chain.

One development that could impact the EV fluid portfolio is bio-derived fluids –sourcing hydrocarbons and other materials from sustainable feeds. This is not intrinsically linked to EV fluids but is a parallel development that helps reduce the environmental impact of EVs beyond just their power source.

Can you talk further about the profit impact on oils, as well as aftersales departments generally caused by the switch to EVs?

The increase in the number of BEVs, HEVs, and PHEVs will lead to an increase in EV fluid consumption, particularly at the factory fill point. However, in the long term, it will not offset the reduction in ICE fluids demand mainly due to the absence of engine oil in the BEV models. From the aftermarket perspective, the frequency of change for both transmission fluids and coolants/thermal are either low or fill for life and it’ll lead to a drop in aftermarket for fluids for BEVs. HEV and PHEVs still do have an engine and will require engine oil, though at lesser quantities than ICE vehicles. Having said that, there could be other avenues of maintenance that could increase such as servicing of brakes/brake maintenance

“Our carbon reduction plans include exploring options to help drive a shift in used oil collection.”

OE QUALITY steering and suspension components

Schaeffler’s FAG brand is offering workshops OE quality replacement parts for steering and suspension systems. Schaeffler territory manager, Mike Hansford explains.

The FAG steering and suspension range provides independent workshops looking for premium quality parts with the ideal solution, as the unique features, plus the fit and finish, ensure a best-in-class repair.

As a globally recognised original equipment component and system manufacturer, quality is at the heart of Schaeffler’s philosophy, so naturally our steering and suspension range reflects this approach. Everyone who’s come into contact with the programme has been impressed by it and, as a safety critical part, that’s an important endorsement.

In common with many sectors of the aftermarket, steering and suspension is an extremely competitive product group, so workshops have many options to choose from. However, the choice is much smaller at the genuine OE quality end of the market,

Not only is this bad news from a customer service perspective, as it’s possible that an owner could have the same MoT failure when the car is tested a year later, but it’s also potentially life-threatening, so we believe it’s worth spending a little more to ensure the repair is to the highest possible standard. FAG is the ideal solution for bodyshops or those working on newer vehicles, where maintaining OE levels of quality and reliability are a requirement.

A complete set

Designed for all key applications in the UK car parc, the range follows Schaeffler’s philosophy of providing installers with a complete repair solution, which means that every reference comes complete with all the ancillaries – nuts, bolts, washers and clips etc. – so technicians can complete a safe and

Some of the other unique features of the range include nitride treated ball pins to maximise longevity and zinc flake coated exterior surfaces to resist corrosion. They are also protected by clear thermoplastic polyurethane (TPU) boots with a microsealing lip design that adapts perfectly to the ball contour, which means they’re really tough and highly resistant to contamination and mechanical loading, and being clear technicians can see the quality and quantity of the grease we use.

The FAG range provides the aftermarket with a great alternative to other OE quality products, but with these additional unique technical features and Schaeffler’s unrivalled level of customer service and support, we believe we have a winning package.

“Everyone who’s come into contact with the programme has been impressed by it and, as a safety critical part, that’s an important endorsement.”

KNOW YOUR PARTS

Selective catalyst reduction

Utilised on certain diesel engine passenger cars and LCVs, BM Catalysts explains what selective catalyst reduction is and what it does.

Selective Catalyst Reduction (SCR) technology has been around for decades. First introduced by the Japanese in the 1970s, this technology is often found in power plants, marine vessels, and heavy duty vehicles as one of the most cost and fuel effective ways of reducing nitrogen oxide (NO) and nitrogen dioxide (NOx) emissions.

It is no longer the case that soot particulates are considered to be the ‘worst’ elements found in diesel vehicle emissions. More recently, research has identified NOx to potentially cause or exacerbate various respiratory conditions. Some car manufacturers, such as Mercedes and Volkswagen, have been using SCR technology since around 2004. The technology has since become more commonplace to treat emissions from diesel engines over 1.5L following the introduction of Euro 6 emissions standards in 2015, which cut permitted NOx emissions by more than 50 per cent.

SCR technology can reduce a vehicle’s NOx emissions by up to 90 per cent, whilst also reducing hydrocarbons (HC), carbon monoxide (CO) and particulate matter emissions.

SCR technology works by injecting a liquid-reductant agent through a special catalyst into the exhaust stream of the vehicle. This reductant is an automotive grade urea solution comprised of approximately 1/3 ammonia and 2/3 water. It is more commonly referred to as a diesel exhaust fluid (DEF) and it triggers a chemical reaction that converts NOx into:

Nitrogen (N)

Carbon dioxide (CO2)

Water vapour (H2O)

Ammonia is highly reactive with NOx in the oxidising atmosphere of the vehicle exhaust. This is where the ‘selective’ part of the name comes from. The chemical reaction itself is known as ‘reduction’, hence the name Selective Catalyst Reduction.

What is it made from?

SCR catalyst substrates are typically made from the same ceramic honeycomb material as standard automotive catalysts. They are generally coated with either oxides of base metals such as vanadium, or zeolites of copper or iron.

The advantage of zeolite SCR catalysts is that they have greater thermal durability and can operate at both lower temperatures during start up, and the higher temperatures that typically occur during regeneration. Vanadium can work well in automotive applications but is more commonly found in industrial settings.

Early SCR systems tended to place the urea/DEF injector and SCR catalyst downstream of other emissions control devices. It is now becoming increasingly common to see parts containing both SCR and DPF substrates, or even in some cases a single DPF substrate coated as an SCR catalyst.

It is also quite common to see a final catalyst installed after the SCR catalyst in the exhaust system to remove any remaining ammonia. This is called an ammonia slip catalyst. Ammonia slip can occur when:

■ Excess urea/DEF is injected

■ Temperatures are too low for the ammonia to react

■ The SCR catalyst has degraded

What is DEF/AdBlue?

The most common brand of DEF is AdBlue. DEF is non-hazardous to people and the environment, although it can have a slightly corrosive effect on paintwork, so spillages when filling the DEF tank should be avoided if possible. The average car will have a relatively small DEF tank of 5-20 litres, and will likely use a litre of fluid every 500-600 miles and varies according to the vehicle.

It is important to note that DEF must be present at all times for the vehicle to continue to operate. When the fluid level is getting low, the driver will be informed by a series of lights and sounds displayed on the dashboard. Upon empty, or very close to empty, the vehicle will refuse to start again once the engine has been turned off until the DEF is topped-up.

SCR systems can be sensitive to contamination and plugging. Crystallised urea/DEF deposits have been known to build up on the surface of pipework or on the substrates themselves. The fact that the substrates are porous is essential to their operation, but this does mean the pores are easily plugged. This is likely to mean the SCR catalyst will require replacement.

PRESSURE and TEMPERATURE sensors

Pressure and temperature sensors join the expanding range of replacement parts within Nissens Automotive’s climate comfort and engine cooling system offering.

Nissens Automotive has decades of thermal management experience and has therefore developed a comprehensive engine cooling range alongside its air conditioning programme, all of which are manufactured to Nissens Genuine Quality standards, to provide independent workshops with premium grade replacement thermal management parts, which operate to the same performance levels as the original, and gives them an aftermarket solution they can depend on.

The European manufacturer of thermal management solutions is adding two new product groups – A/C pressure sensors and engine coolant and oil temperature sensors –as the number of sensors and electronically controlled components in modern cars continues to increase. The introductions reflect the company’s ongoing focus on vehicle electrification and follows its launch of high voltage A/C compressors, E-actuated turbochargers, EGR valves, fans, fan clutches, blowers and electric water pumps, in its electrified parts portfolio. This strategy began two decades ago, when the company started building product design, development, testing and manufacturing capabilities for electronically controlled parts. With the launch of these sensors, the Danish company has therefore reached another milestone.

Critical function

Although small, these sensors have a critical function as their signals ensure that the A/C and engine cooling systems are working correctly, safeguarding the longevity of other components within the system, as Isabella Møller, Product Category Manager, Engine Cooling at Nissens, elaborates: “Expanding our range with the sensors offers a tangible

benefit in the one-stop-shopping concept we offer. It provides ongoing support for our customers’ businesses as they can further enlarge their sales potential and the wellestablished product lines they supply.

“We have designed the portfolio to fully align with the needs of the aftermarket and this is reflected in the fact that from the workshops’ perspective sensors are an essential A/C and engine cooling system component. The complete Nissens programme encompasses premium quality replacement parts that provide a wide range of solutions alongside excellent coverage of the European car parc. Since our renowned training and technical marketing programmes already comprehensively address systems-related technical knowledge, these new sensors are

naturally part of the expertise we make easily accessible for our partners in the aftermarket.”

In common with other Nissens components, all the necessary installation parts whenever required by the original, for example, mounting clips and O-Rings, are included in the product box to provide a first fit solution.

Furthermore, precise product identification, technical information, along with detailed drawings and complete pictures, as well as further information, such as sensor type, thread size, and connection shape data, is easily accessible via the online catalogue, which contains imagery of each part.

The initial range of sensors consists of more than 40 pressure sensors for automotive climate systems and nearly 50 temperature sensors for engine cooling systems. The coverage reaches almost 60 per cent of the European vehicle parc for both types, and the range will expand further in the following months.

“Although small, these sensors have a critical function as their signals ensure that the A/C and engine cooling systems areworking correctly”

After focussing on the motor in last month’s article, I thought I would outline how EVs actually work in general.

In any situation, with technologies or otherwise, an effective way to start thinking about how it works is to consider it as a standard control system. This is shown in Fig.1 as three simple blocks: inputs, control, and outputs.

Thinking about an EV as a whole, the basic inputs are:

> Accelerator (move off, speed up, cruise, slow down)

> Brake (slow down or stop)

> Other driver controls (forward or reverse for example)

> Electrical energy (high voltage battery)

The control block represents:

> Electronic control unit

> Power control electronics

The single output of this simplified system will be:

> Traction motor

To drive an EV, press the accelerator – this sends a signal to the power control electronic systems and the motor moves the car.

When the vehicle is slowed down, the motor is driven by the wheels and becomes a generator. Under these circumstances the motor (now a generator) becomes a system input and the electricity is output to the battery. This is known as regeneration or recuperation – in other words, a significant amount of braking

energy is stored and not wasted as heat like with normal brakes.

Let’s now expand the ‘blocks’ of an EV further and this is represented by Fig.2.

This shows the main EV components and the high voltage connections. The battery is typically about 400 V. There are some very sophisticated electronic control and monitoring systems but the layout and components of an EV are quite simple:

> Battery (usually lithium-ion, stores the electrical energy)

> Inverter (converts battery DC into three-phase AC to drive the motor, the opposite if generating)

> Charger (converts mains

electricity to a suitable value and controls charging when plugged in)

> Heater and A/C (both are electrically operated on an EV as there is no other source of power)

> Drive motor (three-phase is the most efficient design, becomes a generator when slowing/braking)

Fig.3 is an example of how all these components are positioned in a vehicle. The Volkswagen ID4 is shown here. The battery takes up all of the floor area.

The rear-wheel-drive electric motor is located above the rear axle just in front of the centre of the wheels and transfers its torque to a two-stage 1-speed gearbox with differential. An allwheel drive system is also available where an additional motor is fitted at the front. The electric drive motor weighs about 90 kg. The power control systems are fitted close to the motor(s). But remember, no matter how complex a vehicle may first look, it is only a combination of inputs, controls and outputs?

VehicleCaseFiles

ASSESSMENT: Due to their extreme engine speeds, correct lubrication is crucial for turbochargers. But this is precisely what is lacking when a turbocharger is replaced or re-installed after repair. Here, there is a particularly high risk of wear and tear as well as damage. But that’s easy to prevent. The turbocharger additive made by German oil and additive specialist Liqui Moly protects this sensitive piece of engineering when it is put into operation for the first time.

When a new turbocharger is installed or the old one is repaired, the bearings are dry. If the engine is started in this state and the turbocharger runs for the first time, the engine oil has not yet lubricated all the bearings. “Several 100,000 revolutions per minute without sufficient lubrication – that’s

bound to impact on the material,” says Harry Hartkorn, Head of Application Technology with Liqui Moly. This not only causes a massive increase in wear and tear: it can also result in preliminary damage that drastically shortens the service life of the turbocharger.

The Liqui Moly Turbocharger Additive is designed to prevent this. The combination of active agents in the tube includes a high proportion of the solid lubricant MoS2. This MoS2 sticks to the metal surfaces of the bearings, ensuring lubrication the first time the turbocharger runs. This prevents failure while at the same time increasing the turbocharger’s lifetime.

A FRIEND in need

Aglobal pandemic, Brexit uncertainty and now a national cost of living crisis.

It’s safe to say that the last few years have been anything but calm and consistent for anyone trying to make a living in the UK. The automotive community in particular is finding this period of unrest more troubling than ever before.

We’ve seen a big increase in people from the automotive industry reaching out to Ben for help since the beginning of 2022 –looking for support in everything from our life coaching and mental health assessments through to more specific financial information and advice. We knew that the cost of living crisis was going to cause concern, but we’ve experienced an unprecedented 189 per cent increase in demand for finance related counselling and financial guidance, showing that people really are worried about how to make ends meet.

With interest rates rising, fuel costs soaring and the impact of global unrest starting to affect our bank balances, for a huge number of people it is becoming more difficult to make ends meet each month.

The numbers

In our most recent health and wellbeing survey, we found that 1 in 5 people in the automotive community are currently struggling to keep up with the rising cost of living. We are starting to see a significant increase in people reaching out for support, administering 60 per cent more financial assistance to industry connected families to see them through this period of uncertainty. But people are not just seeking help in managing their finances but also reaching out for support in dealing with the impact that financial insecurity has had on their mental health, with an additional 70 per cent of funds being spent on the delivery of counselling, talking and specialist therapies compared to the same time last year.

Each year, Ben supports many people who are struggling to make ends meet for all

different kinds of reasons. In fact, worrying about money is one of the biggest reasons why people ask Ben for help. There are many ways that Ben can support people with their money worries – whether that’s through providing information, advice and guidance related to finances or debt, offering financial assistance, or providing emotional support when struggling with money impacts on someone’s mental health and wellbeing.

Those struggling with money worries can also sign up to SilverCloud – Ben’s free digital platform with Cognitive Behavioural Therapy (CBT) programmes, which helps to improve health and wellbeing. Try the ‘Space from Money Worries’ programme and just enter access code ‘ben’ to get started: WWW.RDR.LINK/AAR012

Ben has also put together a dedicated page on its website, giving ten top tips on how to reduce your cost of living – from weekly meal planning to reducing water wastage, shopping around for the cheapest fuel stations to reducing energy bills. Even if you're feeling financially OK at the moment, it pays

to start planning ahead for the future.

While we can’t alter the rising cost of living, there are many ways that Ben can make life easier for those struggling with financial troubles. Whether that’s making sure you know which benefits you may be entitled to, or helping you to manage your money in the short or longer term – we’re here to help.

Many people suffer in silence because financial insecurity carry a lot of feelings of shame and low self-esteem, and we find that people wait until a struggle becomes a crisis before reaching out to Ben for help.

Reaching out

Ben is here for everyone who works or has worked in the automotive community regardless of their circumstances. Our whole purpose is to help our automotive family to overcome life’s challenges – without judgment or prejudice. If you are worried about money, if you are in need of financial assistance or simply want reassurance that you’re prepared and in a good place financially, ready to weather the cost-of-living storm, please do get in touch. Remember if you or someone you know is struggling with this, or anything else – you can chat with us online, or call our free and confidential helpline on 0801 311 333 (Mon-Fri 8am-8pm).

Health

Ben, Rachel Clift, explains the toll the cost

living crisis could be taking on the mental health of technicians.

“When any member of our automotive family is struggling or in crisis, we all rally to support them.”

Spread the WORD

It’s an understatement to say that garages it’s become a hotter topic than this summer’s weather. For the independent mechanic every day is a juggling act in keeping customers happy with the business in the black.

If you’ve been slow to promote your business, relying on word of mouth alone may no longer be enough. Customers are being hit like never before. So, what are two of the expenses they’re foregoing?

A recent Motor Ombudsman Survey of 2,000 car owners found that “56 per cent of UK car owners who do not have a service plan in place are considering either missing (33 per cent) or delaying (23 per cent) their vehicle’s annual service in 2022 to save money due to the sharp rise in the cost of living.” What’s more, “68 per cent of car owners are planning to reduce motoringrelated expenditure during 2022.”

they believe marketing to be the silver bullet for workshops looking to weather the storms ahead.

The upshot is that vehicles will deteriorate through small faults being ignored and glaring problems left until it’s too late. Repair costs will rocket too. As Alan Landale from A&J Fleetcare explains:

“We specialise in DPFs, for example diagnosing the specific problems that have caused the DPF to go into limp mode or the light to illuminate as the first sign of a problem. We’re fully trained up members of Darren Darling’s DPF Doctor Network and offer an initial diagnostic for £100. If a motorist foregoes this and thrashes their car

on the motorway or adds a cheap iron-based product to ‘regenerate’ the DPF, they’re heading for a repair bill in the thousands. Doing this could thermally damage the DPF beyond repair so a new DPF is needed or the cost of fixing the car will be in four figures given the DPF is rarely the fault, merely a symptom of other problems. We must show motorists through marketing that ignorance is not bliss! Recently, a motorist contacted me because his DPF had gone into limp mode. He had ignored the warning signs. Thankfully we managed to save the DPF, but it could just have easily gone the other way had he attempted another forced DPF regeneration.”

What can you do to protect your business? Focus on back-to-basics marketing, starting with customers. Because amongst your customers will be those looking to delay or cancel their service and prepared to ignore the warning lights. You’ll have customers that are tempted to haggle which is to be avoided because there are no winners in the race to the bottom.

■ Start by ‘talking’ to customers at least once a month. Email marketing is perfect for this. Remind customers when their service or maintenance check is due with a friendly nudge a few days before. Add in further emails to share useful information for example, top tips on DPF maintenance

Top preventative maintenance additives for your customers from JLM:

Emissions Reduction Treatment (diesel and petrol)

DPF ReGen Plus

Petrol GDI Injector Cleaner

Petrol E10 Fuel Treatment

Bortec Oil Additive

Petrol GPF/PPF Cleaner

■ Use email marketing and face-to-face visits to promote trade-trusted products to customers throughout the year. Research has revealed that not only do customers want their workshops to use high quality consumables (54 per cent), but they are also open to paying more for better quality consumable items for their car, provided the benefits are explained to them first. Kalimex sells the JLM Lubricants’ range of trade trusted additives to mechanics. This range includes products that are used

you another reason to connect with customers – to remind them they need to order more and that it’s time for a service or repair. If you explain the benefits of the trade quality products you recommend and, the consequence of using cheap alternatives, you’re more likely to secure customer buy in and you’ll increase workshop revenues.

The environmental costsof CLEANINGUP

Mewa explores the environmental cost of single use rags, blue roll and paper wipes when cleaning up liquids such as oils and grease.

A

study by the climate-neutral consulting firm, ClimatePartner, has shown the enormous ecological footprint of disposable cleaning cloths compared to reusable textile cloths. Mewa UK Managing Director, Günes Yenen, looks at the findings and tells us why reusable cleaning wipes are better for business and the environment.

It’s obvious that the more often something is used before it’s replaced, the smaller its environmental footprint, but what this study has worryingly revealed is just how large the ecological footprint is to make a disposable cloth that is thrown away after a single use.

The study looked at water and energy consumption, as well as CO2 emissions during the manufacturing of both types of wipes. The results showed significant differences, up to 40 times more, in the resources used to remove 1kg of dirt. It compared the Mewatex 100 per cent cotton cloth with a 100 per cent cellulose paper towel and a non-woven cloth made of 70 per cent cellulose and 30 per cent polypropylene.

Looking at water first, it was found that the total amount of water consumed when removing 1 kg of dirt with a disposable paper towel is 188,500 litres, compared to just 4,538 litres for the Mewatex wipe.

The energy consumption during production was also clearly contrasting; the reusable

wipe consumes nearly three times less energy than a disposable wipe using 87 kWh compared to 31 kWh for a reusable cloth.

In terms of greenhouse gas emissions generated, disposable wipes cause between 2.8 and 5 times more pollution than reusable cloths: 33.3 and 61.6 kg of CO2 compared to 11.9 kg of CO2

Also notable was the difference in the amount of textile needed to make the cloths. The amount of textile used in a disposable paper-based cloth is 25.5 kg compared to just 0.5 kg for a Mewa cloth that has a cleaning life of up to 50 applications.

In addition to the conservation of resources and emissions, there are other environmental benefits of using reusable wipes. Because of their reusability, the company estimates that the use of their wipes by customers prevents some 85,000 tonnes of industrial waste from being created.

Furthermore, any cleaning wipes, disposable or reusable soaked with oil and many other industrial fluids commonly found in garages and workshops, are classified as “absolute hazardous” entries on the Waste Framework Directive’s “list of waste” document. Therefore, they must be safely

accredited hazardous wastes contractor. If they are disposed of incorrectly, they could

A solution

As part of Mewa’s service, they collect and launder soiled wipes and return clean ones for use. This eliminates the need to manage the purchase, delivery, storage and disposal of single-use materials, not to mention all of the wasteful packaging these come in. The service also removes the significant burden of hazardous waste storage and disposal from companies, as well as mitigating potential health and safety fines.

The washing process is compliant with all legal and environmental regulations. But they go further; Mewa recovers the oils from used wipes to power their washing and drying systems, thus covering 80-90 per cent of their energy requirements and they purify wastewater by up to 99.8 per cent before releasing it to urban sewage treatment plants. The company also reduce consumption of washing and rinsing water by 50 per cent through recycling.

Cleaning wipes are one of the most used consumables in the automotive industry. Millions are used and disposed every year. Companies need to rethink the impact of their choice of the humble cleaning wipe on the environment and embrace the sharing economy.

Garages and workshops choosing a green option will not only help the planet, but reputations can be enhanced, increasing appeal to evermore sustainability-focused customers.

INDUSTRY COMMENT

Getting up to Speed

Mark Field, chairman of UK AFCAR, comments on the work the organisation is doing to lobby Government to improve access to data for the independent aftermarket.

Lobbying, in a post-Brexit era, has intensified through UK AFCAR –an alliance of both aftermarket associations and commercial organisations who mutually support the future of the UK aftermarket by navigating the UK parliamentary channels, as well as liaising with their EU aftermarket colleagues.

Most recently, UK AFCAR has welcomed and supported the Competition and Market Authority’s recommendations to maintain, revise and improve the MV-BER into an MVBEO (Motor Vehicle Block Exemption Order) as an important legislative pillar that supports both the principles and the framework of effective competition in the UK automotive aftermarket.

UK AFCAR also welcomed the aspects that are both logical and needed to address the compliance requirements since the current MV-BER was implemented, as well as changes in the sector created by new technologies and business models.

Consumer choice

The MV-BERs that the EU passed in 2002 and 2010 provided a sector-specific competition framework that contributed to keeping individual mobility affordable for consumers by protecting competition in automotive aftermarkets. It is important that the UK maintains appropriate measures to protect competition to the advantage of consumers, especially in times in which the overall cost of mobility continues to rise.

Therefore, consumer choice in repair and maintenance services, as well as spare parts, should be the objective of the revised national competition framework. Consumer choice

hinges not only on the market presence of independent multi-brand repairers, but also on a functioning multi-brand supply chain of suppliers of spare parts (Tier 1 and independent), garage and test equipment, standardised multi-brand repair information databases, etc. – i.e. the complete independent aftermarket ‘value chain’.

Updated and detailed legislation is key to ensuring that this remains possible and is not circumvented by new vehicle design and new communication technologies that have been implemented by vehicle manufacturers.

Therefore, it will be important to have detailed legal and technical provisions that define how the requirements of the MV-BEO

need to be fulfilled. This would require a link to UK vehicle type approval legislation that covers repair and maintenance information (RMI) that would also need to be revised to include detailed technical requirements that support the intent of the MV-BEO and ultimately ensure effective competition in the automotive aftermarket.

UK AFCAR therefore also welcomes the Department for Transport’s consultation in “Establishing a GB type approval scheme for road vehicles” to create a detailed and effective legislative framework for the various requirements of the vehicle type approval legislation, both in Northern Ireland and in Great Britain. UK AFCAR’s response to this consultation has been to support the UK aftermarket and the continuation of competitive choice for UK vehicle owners – both individual owners, as well as larger operators and providers of “mobility as a service”.

IT on wheels

Today’s vehicles are highly sophisticated and contain new systems and interfaces that are used to access the vehicle, its resources, functions and data (e.g. telematics that provides remote access to a vehicle). This also creates the need to have (cyber) secure vehicles, which UK AFCAR fully supports, but this should not be legitimised by legislation to create a monopoly for the vehicle manufacturer to control all aspects of the diagnosis, service and repair of the vehicle. There is already significant and increasing evidence of “abuse of dominant position” and the arbitrary implementation of the “rights and roles” of restricted access to the vehicle

“It is important that the UK maintains appropriate measures to protect competition to the advantage of consumers”

and its data by vehicle manufacturers.

A vehicle is now an IT system on wheels, with the vehicle manufacturer as system administrator with the corresponding ability to control all aspects of access, functions and data to all their competitors, which without robust and detailed legislation to define the technical requirements, will simply allow the vehicle manufacturers to dominate and control the market, including the significant distortion of the abilities of competing vehicle-related service and mobility service providers.

SERMI

We are therefore also calling on the UK government to adopt SERMI (Security related RMI). Key aspects are now in place, and it

adopted SERMI for the EU by July 2023, with all necessary technical integrations, so it would make perfect sense for the UK to take advantage of this, especially as it will also be a requirement in Northern Ireland by this date.

The benefits of SERMI for the UK aftermarket are evident, with SERMI providing a one stop shop for accreditation of independent workshops and technicians, with their credentials being accepted by all OEMs.

The role of the legislator is increasingly important to support the future of the

business models are being implemented by vehicle manufacturers. The principle of nondiscrimination that was the bedrock of the original MV-BER must be maintained and revised, but other legislation to address the access and use of data and cybersecurity must also be put in place to ensure that the ability to be able to compete effectively remains possible for the UK aftermarket.

WANT TO KNOW MORE? FOR MORE INFORMATION

“The benefits of SERMI for the UK aftermarket are evident, with SERMI providing a one stop shop for accreditation of independent workshops and technicians”

Q&A

PMM Interviews: Trinity Hutley, IMI St udent of the Year

PMM ’s Freya Coleman continues her series of articles showcasing women in the workshop with a chat with the IMI’s Student of the Year – Trinity Hutley. Trinity talks about her experiences with dyslexia and how it has changed the way she approaches the job.

Hi Trinity, could you start by telling me why you chose to train as a technician?

I attended an open evening at my local college, I had a look around and finally came to the motor vehicle workshop. I spoke to the tutors and my mother asked questions, but we weren’t too sure this was the course for me. After attending three more open days and tapping into my love of motorcycles I applied for the maintenance course. I had been working on motorbikes from a very young age and had been to bike shows and races. I really wanted a challenge. I didn’t want to sit behind a desk forever and, having a visual and kinaesthetic learning style, I knew that was the place I needed to be. Now I’m a technician at Barnfield, I enjoy working with the different types of learners, I enjoy learning new ways of assisting them with their written and practical tasks. I enjoy developing my knowledge and understanding of the motor vehicle industry every day.

I understand you have dyslexia, something you share with many in the industry, as we discovered in the last issue of PMM. What challenges has that posed for you in your career so far?

I have had to adapt my way of thinking, revise everything all the time, go over things until the light bulb came on for the 10th time. I’ve had to practice practical tasks repeatedly and consolidate my learning in every way possible. I’ve had to deal with gaps in my memory and learn how to fill them repeatedly. I’ve learnt how to cope with processing and understanding information as quickly as

everyone else. I need to wake up early and go to bed late just to complete one assignment.

How difficult is being a female in the automotive industry?

Throughout college I was greatly outnumbered, I was the only girl in the motor vehicle department. I watched my peers apply for the same jobs as me and hear back in a short time whereas I wouldn’t hear anything at all. I watched them grasp the course quicker than I did because they worked in the industry. My male peers are given opportunities outside of college that I could only dream of. I believe there are opportunities for women in the industry but when 16 per cent of employees in the automotive industry are female and the other 84 per cent are male, it’s difficult for women to get their foot in the door. I have applied for main dealers, parts suppliers, garages and valeting companies over my four years of studying and I did not once get offered an interview. I believe there are amazing opportunities out there, I have been given the biggest opportunity of my life, I have a way

of growing and developing, but it was only because someone offered me an interview. I believe that opportunity is out there but getting in the door is harder than people think. I feel that a lot of females attempting to be a part of this industry change career paths because they are not offered the same opportunities or because men are often offered higher positions. 50 per cent of women leave the automotive industry altogether due to lack of promotion opportunities.

What are your plans now you have won the IMI Fellowship Bursary?

I can develop my knowledge and gain another qualification and continue doing what I love. Ultimately, I would like to go from technician to tutor. My goal is to shape the future of the industry from the root and teach level 1 and eventually progress to teaching level 3.

New brake BRANDING

Aisin reinforces the message behind the Advics brand – bringing the power of OE to the aftermarket and extending it across the firm’s entire braking range.

Aisin Europe took the opportunity at this year’s Automechanika Exhibition in Frankfurt to show how it has extended the use of the Advics brand name across the whole of its aftermarket braking product portfolio.

“Our main message is that our replacement parts offer has the OE power of our parent company, the Aisin Group, behind it,” explains Bérenger Léonard, Senior Strategy Manager Aftermarket. “Aftermarket customers can be confident that they will get the same standard of OE quality parts and service that we give to our OE customers. Standing for Advanced Intelligent Chassis Systems, the Advics name has long been used across our OE business to denote power. With the proven quality of our aftermarket offer, we’ve taken the strategic decision to extend its use to cover our entire braking programme.”

“And it won’t end there,” Bérenger continued. “With constant investment in R&D, reengineering processes, product management and new to range, our aftermarket customers can expect the brand to continue to grow.”

The Advics brand was initially used in the aftermarket only for Aisin’s hydraulics programme and a limited range of first fitment brake pads. Moving forward, to denote superior braking performance and high-quality control, Aisin brakes, the entire brake pad programme, brake calipers, brake cylinders, brake boosters and wheel cylinders for European and Asian vehicles will be

marketed under the Advics brand.

The business set the scene for this move in 2021 when it changed the whole aftermarket programme box design to reinforce the vision and the group’s market position. This was created in accordance with the common Aisin Group design language, and uses different coloured stripes to denote different series, making identification easier.

BlueStop technology

At the same time, Aisin Europe introduced the concept of BlueStop Technology. This is

a common name for a series of technologies, derived from Advics’ extensive OE experience that allows the business to create product series with unique features and merits which meet specific customer demands all over the globe.

Disc brake pads were the first to undergo this transformation and in 2021 a programme was introduced using a BlueStop platform with qualities unique to the environment in which they would be used. As examples:

■ Packed in a dark blue box with gold stripes, OE experience-based fine-tuned ceramic brake pads were introduced for the markets of Japan, North America, and Russia. These feature MicroStructure Control (MSC) and Ceramic Tribo Technology (CTT). The key merits of this range are premium feel and stable braking, minimal dust, and rotor wear with virtually zero noise and vibration.

■ Packed in a black box with red stripes, low steel brake pads were introduced to the Asian, European, and South American markets. These feature Tough Body Structure (TBS), and matrix pad structure for strong consistent braking.

“Aftermarket customers can be confident that they will get the same standard of OE quality parts and service that we give to our OE customers.”

Bérenger Léonard, Aisin

autoMOBILE solutions

SINDRI is the new app designed by Continental. Previously, only a visual inspection with paper and pen was carried out, but SINDRI digitalises the entire acceptance process and looks deep inside the vehicle. The app receives its data via a compact Vehicle Communication Interface, which accesses the ECUs via the OBD-II interface.

SINDRI makes the data available much faster than conventional methods so that it can be used in parallel with a visual inspection. The technician quickly gets a much more comprehensive picture of the vehicle’s overall condition. SINDRI covers over 80 per cent of European vehicle fleets

SINDRI works very simply: plug in the VCI, start the app, and a clear, understandable description of the vehicle’s condition appears on the tablet display after a few minutes. SINDRI reads out the control units, decrypts error codes and displays service-relevant information such as the oil level, battery voltage and upcoming inspections.

Customers can view all the data immediately on site, and upcoming repairs can be discussed and agreed upon. This strengthens trust in the workshop. “Digitalisation has huge potential to make life easier for workshops and take their service to a whole new level. SINDRI continues our policy of using digital solutions to make workshops’ everyday tasks easier, more efficient and more customer-friendly,” says Peter Wagner, Head of the Automotive Aftermarket business

segment in the Smart Mobility business area.

SINDRI also supports workshops in their efforts to open up additional business because the system detects problems, such as a lack of operating fluids and it indicates service intervals that would not have been noticed during a routine inspection.

“SINDRI puts an end to the rather superficial exterior check of the vehicle shell and engine compartment. Thanks to its fast and comprehensive scan, it takes direct vehicle acceptance for independent workshops to a whole new level. This means that nothing stands in the way of direct vehicle acceptance on an equal footing with main dealers,” says Dominik Wrede, Head of the Workshop Solutions business unit at Continental. Continental’s developers are already working on equipping SINDRI with interfaces to the spare parts trade and dealer management systems (DMS) catalogues. This will simplify the workflow even more. The drawing up of customer and spare parts orders can then be done from a single source.

Integrated checklist

Using already integrated interfaces, checklists can be created on the tablet from the collected data, which can later be exported as a PDF. This helps workshops to carry out jobs and document their work with no errors because work steps can be ticked off individually and can’t be forgotten. SINDRI also relieves the workshop service team of error-prone work by automatically reading out information such as the vehicle identification number and mileage. “A modern car has dozens of control units that provide important data on the vehicle’s health status. Increasingly complex electronics and the transformation to electromobility mean that a digitalised direct acceptance procedure and an insight into the workings of the car are becoming more and more important. SINDRI makes this as easy and fast as possible for the workshops,” adds Dominik Wrede. The report can also be supplemented with photos taken with the tablet, of previous damage, for instance. This way, the workshop can send identified necessary repairs to the customer straight from the app, by email or by messenger. This can also open up additional business.

This year’s Automechanika saw Continental launch its latest digital tool aimed at helping the independent aftermarket compete with the dealers.

BEST PRACTICE

Let’s talk sensors

Air/fuel ratio sensors and oxygen sensors – what’s the difference?

Denso has the answers for PMM

Despite the rise in popularity of pure electric powertrains, vehicle manufacturers (VMs) are still under intense pressure to improve the ecological performance of their combustion engines to comply with evermore strict emissions targets. As a result, monitoring the engine’s exhaust emissions takes centre stage and the air/fuel ratio sensor is a special type of oxygen sensor that can support more sophisticated emission control processes.

To comply with current and future emissions targets, engine management technology never rests, as original equipment (OE) component manufacturers such as Denso, continue to develop more sophisticated sensors to satisfy the needs of the VMs. As a result, the trusted oxygen, more commonly referred to as Lambda, sensor has had to be supported with the addition of many other sensors, including air/fuel ratio sensors.

The differences

Although both these sensors serve a similar purpose – to monitor the exhaust gases and communicate this data to the vehicle’s engine management system (EMS), to

optimise the fuel and air mixture coming into the engine’s combustion chambers, as well as the engine’s ignition timing etc. – the air/fuel ratio sensor provides a higher level of sensitivity than the traditional oxygen sensor. This allows the EMS to respond to the needs of the engine with higher accuracy, which enables the fuel to burn more efficiently, therefore producing lower emissions and increasing the vehicle’s fuel economy.

This difference in sensitivity can be demonstrated by the fact that the oxygen sensor produces a voltage signal that suddenly changes on either side of the ‘Lambda ratio’ –defined as 14.7 parts air to one part fuel, which is the most efficient air/fuel mixture for a combustion engine – 0.8 volts if the mixture is too rich or 0.2 volts if it’s too lean.

Typical A/F signal

In contrast, the signal output of an air/fuel ratio sensor is not a voltage, but a current. This current, measured in mA, changes in proportion to the amount of oxygen left in the exhaust gases. In other words, the ECU (engine control unit) can understand, not only if the mixture is rich or lean, but can also precisely understand by how much.

Typical

This quantitative measurement allows the EMS to respond to the immediate air/fuel mixture requirements of the engine more quickly and accurately. This provides a greater degree of control over the combustion process and the efficiency of the catalytic converter can be improved significantly as a result. Also,in caseofacoldstart,the engine can reach a closed loop control much quicker, which reduces the emission of unburned hydrocarbons.

More efficient utilisation of the catalytic converter

It goes without saying that the signals that these two types of sensors produce are very different from each other, therefore, they

Quick "light-off" means great reduction of cold start emissions

whereas others vary electronically, but most differences are hidden inside the composition of the ceramic recipe or the protection coatings on the sensor’s elements. Therefore, it is very important to always choose the exact same original design specifications, when replacing an air/fuel ratio sensor.

Denso has recently witnessed a few

performance levels and lifetime, as well as over-consolidation of vehicle applications, which would certainly lead to premature failure and re-occurring engine warning lights on the dashboard should they be fitted to a customer’s vehicle.

WANT TO KNOW MORE?

Therestis HISTORY

One hundred and thirty seven years after Karl Benz patented the “Benz motorwagen”, I am watching one of my tech support team sitting in front of three large screens, logged into diagnostic PCs around the world, performing vehicle diagnostics and assisting with programming and updating software.

So how have we got to this point of advanced ECU diagnostics and cloud based software and where is it going?

In the 1960s, California already had dire environmental issues. By then, millions of cars were contributing to the smog and the situation was totally out of control, with massive environmental impacts and millions of city dwellers suffering respiratory conditions. In 1970, the United States vehicle emission standard came into force and by 1975 two-way catalytic converters had appeared on US roads and leaded fuel had disappeared. Unfortunately, a catalytic converter that suffers overfuelling becomes a bomb and blows its expensive platinum core out of the exhaust, so a way of controlling fuel efficiently was urgently needed.

A brief history and a look at the future of vehicle diagnostics by Andy Brooke, managing director of Maverick Diagnostics.

Analogue computer diagnostics came in as early as 1969 with VW on their type 3 model and Datsun following later. At this point, they were not exactly sophisticated and only gave the most basic data. In the 1980s, GM introduced their ALDL system, widely thought to be the first true diagnostic capable system. However, early versions were only capable of outputting information and this was the forerunner of OBD1.

In the UK, despite the early 70s fuel crisis, fuel was petrol, as diesel was still regarded as a ‘heavy oil’ for boats and lorries, ‘high performance’ being the catchphrase of the day. Tuning and diagnostic ‘big box’ systems appeared like the ‘crypton tuner’, designed to get the best possible performance from your Weber downdraught 28/36 carburettor.

Environmental turn

The environment wasn’t really discussed in the mid 70s. Then quietly, in Scandinavia, the leaves started to fall from trees...

The cause of this – acid rain – was found to be courtesy of NOx and sulphur dioxide drifting in from Europe. Sweden was the first to take the initiative and quickly put the rest of Europe on track in cutting down industrial pollution and automotive emissions. Enter the

1976 Volvo 265 Lambda Sond which was first sold in California and later in Europe.

Invented by Bosch in the late 60s, the Lambda sensor was capable of measuring the remaining exhaust oxygen content precatalyst. This meant that the fuel injection (K-Jetronic Lambda) would vary the amount of fuel to achieve a perfect mixture or Air Fuel Ratio (AFR) for a catalytic converter.

In 1982, Bosch launched their LHJetronic, a fully digital electronic fuel injection system, capable of reporting digital on-board diagnostic faults and receiving data to clear codes. This, in my opinion, is when modern European diagnostics was born.

Modern diagnostics wasn’t driven purely by emissions regulations. The other major factor was fuel economy and the increasing weight of a modern car and its mod cons. By adding all the gadgets (electric windows, power steering, AC, heated electric seats, sunroof etc) and using a 1980 copper analogue wiring structure, the weight increased by several tonnes.

A digital CAN network cut down the weight of a vehicle’s wiring loom, the drawback being the need to have a fully digital system with each control unit being individually addressed. In simple terms, it is a collection of processors on wheels, and lots of

them, reaching up to 70+ on some vehicles. Therefore, you need a modern digital system to programme and diagnose it properly.

Over the last 10 years an economic boon for many workshops and tuners has been failing diesel emissions systems. The writing is on the wall for diesel passenger cars. Beyond EU6, manufacturers cannot meet any further emissions standards. With fuel prices rocketing, even the most hardcore diesel owners are switching to hybrid. I was recently working on a project to spot tampering electronically, including any remapping or fault code table deletions. This has been mandatory in California since 2021 and was estimated to take at least 25 per cent of older diesel vehicles off the UK roads and kill the remapping market overnight.

So, what's the future?

Automotive technology is on the verge of self-driving vehicles and ADAS is now commonplace. We have hit a pinnacle of ICE engine efficiency at around 35 per cent and manufacturers are focused on developing software and systems which are getting more reliable all the time. Vehicles are actually getting simpler and more reliable with fewer components. An electric motor has one working part, is 90 per cent efficient and has fewer sensors. This, coupled with a reliable small petrol ICE, plus automatic remote updates, make the customer’s experience a better one.

Embrace the technology

Cloud-based, fully guided diagnostic software has advanced dramatically over the last few years and if an aftermarket workshop embraces this and is prepared to invest in training, they will have all the help and assistance to keep them in business for the next 20 years – admittedly with a slightly rewritten business strategy.

“Automotive technology is on the verge of selfdriving vehicles and ADAS is now commonplace.”

Recharge your BATTERIES

If we take a look at cars today, it could be said the majority of car owners are driving around in their most expensive computer. The demands on batteries have increased due to more sophisticated power hungry in-vehicle technology and systems, such as navigation and sound systems, heated seats, windows, steering wheels, entertainment and start/stop technology.

As a result of this increasing amount of onboard technology, the battery is being placed under greater strain than ever before. Battery capacities have not increased at the same rate as demand on load, therefore battery maintenance is now, more than ever, an essential requirement in minimising risk of premature battery failure. CTEK, the global brand in vehicle charging solutions, explains exactly why batteries need support.

Until fairly recently, a frequent cause of breakdowns was a flat tyre or a mechanical defect, however, recent research has shown that car battery failures have become the most common reason for an involuntary stop. The reasons for this are often consumer misconception that the battery is ‘under warranty’ and therefore easily replaceable, poor battery maintenance, or failure to

CTEK explores how the shift in driving habits has impacted the importance of battery support during diagnostics.

replace the battery in good time.

Over the past decade, battery issues have become more and more common in vehicles entering the workshop. A six-week winter workshop trial undertaken by CTEK back in 2019, identified that as many as 50 per cent of vehicles arriving in the workshop have a battery requiring attention, either charging or replacing and that figure can only have increased since the Covid pandemic.

Now compounded by the recent increase in fuel prices and the overall cost of living crisis, many drivers are starting to think twice before hopping in the car, are maybe going out less often and, when they do, are taking shorter journeys. Coupled with the younger generation of drivers who have much more of a convenience-led lifestyle when it comes to driving, there is now a significant increase in vehicle and in

particular battery health issues.

As we head towards the winter months we should also consider what happens to the battery when cold weather strikes. Battery performance can reduce by 35 per cent when temperatures hit freezing and fall by as much as 50 per cent if temperatures drop below zero, bringing car battery health in the workshop to the fore.

Driving habits have changed CTEK’s six-week workshop trial identified a significant number of vehicle batteries in need of attention, and the state of batteries entering the workshop will only deteriorate over time. Technicians should always test the battery when a vehicle enters the workshop, it can often say so much quite quickly.

Ghost failures

Low battery voltage can also cause ghost failures. A vehicles’ Canbus system, the main communication channel between all the control modules, will start to shut down all the systems it doesn’t need when battery voltage is low, because its main priority is to ensure the engine keeps running – at all costs! So if a customer reports that the heated

windscreen or the stop/start function isn’t working, test the battery first – it could save hours of unnecessary diagnostic work.

Always support the battery

When repairing a vehicle, testing electrical circuits, carrying out diagnostic procedures or flash programming the ECU, battery support is a vital activity often not fully appreciated for its importance.

The reprogramming of ECU modules and fault code diagnostics requires the ignition switched on without the engine running. This means that during programming, the vehicle’s systems are operated solely from the power of the battery. Maintaining battery charge is critical to avoid unnecessary down time, lost vehicle data or even damage to sensitive electronics. ‘Battery Support’ (as distinct from charging) is vital for the supply of ‘clean’ constant voltage for vehicle

programming. It will also guard against loss of battery charge so protecting the battery from discharge when the work is complete and the vehicle is returned to the customer.

Should battery voltage alter significantly during reprogramming, the programme can fail – meaning a time consuming restart, or worse still, the ECU can be damaged beyond recovery, requiring expensive replacement.

Using equipment dedicated to battery support is now a necessity in any workshop. A battery performs best when it’s in peak condition, and by reducing the possibility of battery failure in the workshop, or even worse after the customer gets home, workshops are saving time, money and protecting reputation.

Customer service

Futureproofing technology in a modern workshop is essential, and that is just as important when looking after batteries as any

other component in a vehicle. When a vehicle enters the workshop, oil and other fluid levels, tyre pressures and brake condition are all regularly checked and monitored.

Workshops should consider offering the same level of service to their customers’ vehicle batteries – easily, safely and without disruption to usual workshop routines.

To make the most of this opportunity, the workshop needs to be equipped with an upto-date battery tester, ideally incorporating a printer facility. Complemented by a battery charger workshops can test, charge and condition a vehicle’s battery during other vehicle work, which is a chargeable service and an easy way to increase profit margins.

“When repairing a vehicle, testing electrical circuits, carrying out diagnostic procedures or flash programming the ECU, battery support is a vital activity often not fully appreciated for its importance.”

Your DIAGNOSTIC companion

Head of Hella Gutmann UK, Neil Hilton outlines why he feels Hella is best placed to serve independent workshops when it comes to their diagnostic needs.

Effective diagnostic solutions have never been as important, which is why independent workshops cannot choose a better partner than Hella Gutmann. Its extensive research and decades of specialist knowledge have both enabled it to produce, not only the most capable tools, but also the most revolutionary products, and so underlining the company’s position as the aftermarket’s diagnostic pioneer.

The mega macs X

The mega macs X is the stand-out diagnostic tool within reach of the independent sector and provides users with the utmost flexibility with an array of options when it comes to both the hardware and software configurations. It allows individual workshops to choose whether they wish to combine their existing desktop browsers or tablets with the mega macs X, or move to a totally mega macs driven platform. This variability means that, should the workshop’s requirements change, then it is able to alter the mega macs X setup to match.

The mega macs X is not only flexible in terms of hardware, thanks to the different software modules that are available, workshops also have a choice when it comes to the scope of the services that can be accessed. This ensures that the workshop is always able to gear the service level it requires to the needs of its customers and, if necessary, the software module altered to make sure it always fulfils the workshop’s requirements.

The mega macs X is also very different in appearance, as it has neither a display nor a keypad. At first glance, the wired OBD plug with integrated LED lighting, looks like a modern, neatly designed VCI, which

incidentally it is, but this future-orientated and most flexible of solutions is also the most advanced diagnostic tool Hella Gutmann has ever developed. It incorporates the processor, diagnostic software and integrated diagnostic protocols, which includes among others, the CAN FD and DoIP for recent vehicle models such as Škoda Octavia, Volvo XC 90 and Golf 8 of Volkswagen, and communicates on a wireless basis.

The mega macs X approach also allows workshops to control their overheads, as beyond the one-off costs to purchase the mega macs X hardware and relevant SDI X software, the only ongoing costs are for the associated annual licence, which obviously includes any updates and system improvements as they are issued.

Naturally, as with the other mega macs devices in the Hella Gutmann line-up, the mega macs X is equipped with advanced driver assistance systems (ADAS) calibration software, which is now a must-have feature for workshops. In addition, however, it also comes with a Cyber Security Management (CSM) function.

This means that instead of having to register individually with each vehicle manufacturer (VM) portal to obtain diagnostic releases for their customer’s vehicles, a one-time authentication, activated by proof of identification by passport or identity card, is

all that’s needed for a mega macs user to have a clear path to work on all vehicles with a security lock, at the usual diagnostic depth.

All these functions and its flexible usability clearly puts the mega macs X at a different level to any other diagnostic tool on the market and sets the trend for the future of vehicle diagnostic management.

Latest CSM extension

The latest vehicle models have electric or partially electric drivetrains, extensive connectivity and a wide range of ADAS. These developments are going hand-in-hand with expanding data volumes and new onboard network architectures, which VMs are increasingly securing against unwanted access by means of CSM.

To support independent workshops to communicate with these and future vehicles, Hella Gutmann implemented the CSM function in its mega macs range of diagnostic devices in 2020. CSM allows verified users to diagnose secured vehicles without detouring to the VMs portal, all available with a single registration with Hella Gutmann and is a genuine multi-brand function that is being successively expanded.

With the recent addition of Renault, Kia and Hyundai, the CSM function has been extended to allow mega macs users to save considerable

Thanks to the different software modules that are available, workshops have a choice when it comes to the scope of the services that can be accessed.

time and administration when working on protected vehicles from these manufacturers, as well as those from Alfa Romeo, Fiat, Chrysler, Jeep, Mercedes-Benz, Audi, Cupra, Seat, Škoda and VW, Hilton added.

Each mega macs recognises when it is dealing with a secured vehicle and initiates all the steps for unlocking the vehicle gateway in a fraction of a second, enabling the user to perform the usual diagnostic functions, such as fault code reading/deleting, parameter viewing, basic settings, calibrations, codes, actuator tests and service resets.

CSM is available, at no additional cost, with any mega macs X with a configuration X2 licence or higher, as well as other mega macs devices with Update Plus licences.

The macsRemote

The macsRemote is a connected repair solution that extends the capability of an independent workshop as it provides diagnostic access to vehicles and systems that even the most up-to-date aftermarket tools cannot cater for, regardless of the make or model. It allows independents to legitimately

access VMs own data, to diagnose diagnostic faults and activate solutions from the moment a vehicle leaves the showroom, and so bridges the data gap between their existing diagnostic tools and the latest new model registrations.

By connecting the macsRemote to the vehicle and creating a job ticket via the Hella Gutmann online portal, our technical team can remotely access all the vehicle’s electronic systems and perform the required tasks, using the VMs diagnostic equipment. In addition, as there are no ongoing licence charges, it also provides the ultimate pay as you go system.

With these two products, plus the benefit of the CSM function, Hella Gutmann has developed the solutions that provide independents with a route to remain at the forefront of the service and repair sector, and rightfully and effectively, compete with the VM franchised dealer network.

DIAGNOSTICS: Moving into the future

I

won’t lie, when it comes to diagnostics, I’m no expert. It is a term whose meaning seems to slip away from me every time I think I have it grasped. For a long time I focussed too much on diagnostics as simply a selection of “ports”, tablets, computers, cables trailing out of cars, various “scopes” and “meters”… In the end, one of our regular contributors helpfully set me straight, making me think of diagnostics as less a procedure, or a selection of tools, and rather as a concept: “The fault codes presented on a vehicle’s OBD aren’t a list of problems,” he explained, “but rather a list of symptoms. Diagnostics is the entire process by which you eliminate potential causes of the problem until you hit upon the real cause.”

Bingo, I thought. That’s something I can understand – it’s a bit like Poirot or Montalbano, solving a crime using the evidence available… only, less exotic and usually in a garage with a frustrated customer asking why they’re being charged for “a scan”. And so, armed with my rudimentary understanding of diagnostics, I set out to find out the latest developments and who better to ask than the leading suppliers of diagnostic equipment?

The essentials

Firstly, I wanted to get an idea of what might be considered “essential equipment” for the workshop when it comes to diagnostics. Maverick Diagnostics’ managing director, Andy Brooke took me right back to basics with this one, pointing out that “first on the equipment list is actually a decent workshop IT system and internet access, this is fast becoming the single largest problem reported by support teams around the world.” A good point, which many have neglected in the past. Once you’ve got the wifi up and running, however, it’s time to turn to a decent tool, but

where to begin? Sealey suggests a multimanufacturer diagnostic tool, such as the VScan Pro, describing it as “an essential piece of equipment for everyday workshop requirements.” Let’s take a look at what makes it so essential: “The software within the unit allows the user to read/clear fault codes, read live data, carry out component actuation tests, ECU and key coding (some vehicles), battery configuration, DPF, electronic parking brake resetting, oil service reset, throttle reset, TPMS and more.”

Hella’s head of business development, Neil Hilton and Autel’s director, Kevin Brown both went one step further with their list of essentials, with both including ADAS capability as an essential weapon in the modern diagnostics arsenal.

From Autel there will soon be an EV bolt-on module for the MS Ultra MS9198 and MS909 models.

Of course, connecting up your diagnostic tool won’t achieve much if you’re not supporting the battery – and failure to do so could end in disaster. Andy from Maverick stressed that “battery support above 100 amps is essential for any type of serious diagnosis work, although some vehicle manufactures now require this just for quick check or service reset.” Impact Diagnostic’s director, Alex Gillbanks agrees with this, adding “battery support units and diagnostic smoke machines are still two of the most necessary tools in any workshop.”

Smoke machines? I confess, that was a new one on me. I was intrigued. Funnily enough, Sealey has a new range coming out, so evidently they’re a popular workshop

addition: “These units allow the technician to pinpoint a wide variety of system leaks including air intake, cooling, evaporation, fuel, exhaust and vacuum systems. Being fast and simple-to-use, these are great time saving tools and are vital when trying to diagnose faults. The units are clean and quick to use and connect to a 12 V vehicle battery. VS868 features both air and smoke modes and is equipped with flow control valve. VS869 features EVAP and smoke mode with flow control valve. EVAP function limits and holds the pressure to 0.8 kg to prevent damaging sensitive components found on the EVAP system. Both models are supplied with cone adapter, power cord clamp, valve core wrench, test oil refill bottle, smoke hose, EVAP connector, universal airbag adapter and rubber blanking cones.”

New product launches

On the topic of new products being launched, Sealey aren’t the only ones. I asked around to find out what new products we can expect to see on shelves over the coming months. From Autel there will soon be an EV bolt-on module for the MS Ultra MS9198 and MS909 models. This will offer technicians the ability to test EV battery cells where obtaining the data requires connecting to the BSM.

Meanwhile, Delphi promised a new tablet in “the near future”, whilst “continuing to expand the coverage of the Delphi Technologies security gateway, which grants technicians access to the latest OEM diagnostics through one easy-to-use portal.” Hella also are focusing on cyber security in their new products, as Neil explains: “We have recently introduced Cyber Security Management access within our standard software, this allows customers to officially access vehicles fitted with these systems and continue working as standard with their mega

PMM ’s Kieran Nee calls on some of the biggest names in diagnostics to get an idea of what the future of diagnostics looks like.

macs device.” The team at Hella, it seems, have been busy this year, as Neil continues: “We have also just released our Smart Component Help which is an additional function within our software to further assist a technician in identifying the correct part to replace on the vehicle to complete a repair. Our recent introduction of the macsRemote which is a remote services product enables aftermarket workshops to now complete work previously reserved for main dealers, they can now compete with OE franchised dealers with the level of service they can offer their customers. We have also just launched our MT-HV High Voltage measurement module designed specifically to enable workshops to test and repair EVs, this has a capability of measuring up to 1,000 V DC and includes guided measurement software to assist the technician in fault finding.”

Eschewing the trend developing for an allencompassing, “all-in-one” approach to diagnostics tools, Maverick is “currently developing a new range of budget one make pass-thru dongles, individually tailored to suit

the “one make specialist” who wants to dip their toe into the world of dealer diagnostic tools, although pass-thru will never be able to give 100 per cent of the functionality of the original dealer interface, these dongles have been specifically chosen and tested by ourselves to give as near as possible coverage.”

will be the deciding factor for many workshops unsure of whether to take the plunge on an OEM tool or not.

Not everyone, however, is confident about the future for pass-thru technology. Indeed, Alex from Impact Diagnostics says he is “sceptical”, arguing that “if you are going to go through the hassle of getting security approval and installing the software sometimes it makes more sense to just buy the OEM tool.” It is the cost, no doubt, which

Simpler tools such as OBD readers are what Sealey and Delphi both point to when asked what technologies they feel are becoming obsolete: “Unfortunately for technicians,” Delphi’s UK marketing manager, Julian Goulding, lamented, “basic OBD readers are becoming obsolete due to their inability to calibrate even when the most fundamental components have been replaced – for instance the air filter, cam position sensor and many other parts. It’s the reason Delphi Technologies’ BlueTech VCI Diagnostic package supports pass-thru diagnostics, enabling techs to repair newer vehicles.” The team at Sealey agree: “Due to the nature of advancing vehicle technology, more in-depth test equipment is needed.”

Andy from Maverick revealed “our sales of scopes have definitely dropped off over the last few years and the uptake in oscilloscope courses show this,” and argues that what is really behind this is an increasing lack of

“Without access to Cyber Security Management, many current diagnostic tools will have less and less capabilities.”

Neil Hilton, Hella

skills: “We find simple comparative testing and component testing is no longer being carried out to diagnose faults correctly, I worry that technicians are being deskilled by the use of fully guided diagnostics, technicians seem to only want to reprogramme modules to fix a fault rather than go back to basics to carry out any other testing using an oscilloscope or a multimeter.”

Similarly, Kevin from Autel sought to emphasise the element of skill and expertise within diagnostics, arguing that every tool has its place if understood correctly: “I’m not sure we want to disregard and knowledge, techniques, or technology that technicians have – that’s not a helpful path, because they never know what vehicles are going to come through their door. Surely it’s a matter of building on the knowledge they have.”

Whilst older technologies may still retain their usefulness, what is undeniable is that new developments at the level of vehicle manufacturer are coming through thick and fast. So how will diagnostics develop over the next five years? ADAS was the answer for

many, with Sealey going into detail: “Vehicle and pedestrian safety are becoming more prevalent in car design and development. Diagnostic equipment will pivot towards servicing ADAS applications’ such as pedestrian detection/avoidance, lane departure warning/correction, traffic sign recognition, automotive emergency braking and blind spot detection.”

Bound up with ADAS and this increased pressure on “safety” is cyber security and retaining control over who gets to tinker with a vehicle – basically VMs want the final say over who gets “access” to a vehicle’s data and who gets to provide that access, and they’re using cyber security, whether rightly or wrongly, as their excuse. Naturally, this dominates much of the answers given. Andy Brooke answers that a “‘line in the sand’ has been drawn by the vehicle manufacturers to the aftermarket tool manufacturers. Functionality is being strictly controlled by over-the-air updates, allowing vehicle manufactures to have total control over their vehicles’ future updates. This takes work away from the aftermarket and is currently being debated for the next round of block exemption.” Neil from Hella, adds: “Without official access to Cyber Security Management, many current diagnostic tools in the market will have less and less capabilities.”

Remote control

One solution to this is proposed in the form of remote access diagnostics, as, in the words of Impact’s Alex Gillbanks, “not every garage will have the budget or inclination to buy OEM diagnostics. So a remote solution is the perfect “Technician in a drawer” which will then allow access to multiple skilled techs and OEM tools to complete the job on your behalf.”

Julian from Delphi agrees, arguing “remote diagnostics and programming should reduce the stress and complications to the technician, by providing pin-point diagnosis and more sophisticated monitoring capabilities.”

I thought it time to reveal my ignorance to my contributors. My understanding, shallow as it may be, was that the ultimate aim of all these sensors and on-board computers and complicated bits of software was to reduce emissions as much as possible. If a vehicle has no direct emissions, like an EV, surely there would be no need for the whole

diagnostic process? So does e-mobility signal the death-knell for diagnostics? Well, it was Neil from Hella who summed it up most succinctly: “Definitely not!” Needless to say, everyone agreed with Neil.

However, EV diagnostics certainly is a different prospect, which Autel is already tackling, as Alex from Impact, a dealer of Autel equipment, explains: “No I don't think it will, in fact Autel have just released a specific EV Package for health checks of the EV directly at the battery. It has brand specific connectors to measure state of charge on Tesla, BMW and VW.”

Sealey went even further in proving me wrong, pointing out: “Given the innovation being put into electric vehicles, plus advanced car safety systems, (ADAS) diagnostic equipment will play an even greater role in fault detection. Many engine management EOBD related sensors will cease to be used but more advanced sensors will be needed to control high voltage battery systems and charging, motor controllers, regenerative braking and more advanced drive systems as vehicle technology naturally develops.”

Before I decided to hang up my spurs in dejection, Andy Brooke’s answer did at least give me hope that my question wasn’t completely misguided: “An electric motor has basically one working part and is nearly 90 per cent efficient, doesn’t need as many sensors and actuators plus zero emission to worry about. EVs still need diagnostics to be carried out, however this is a different skill set, technicians need to learn how to diagnose battery management system, inverter and motor control faults, from what we are seeing already these systems are very reliable, so potentially less diagnosis needed on pure BEVs.”

So, in short, as long as cars are being made they will have faults. And as long as cars have faults, workshops will need to call upon diagnostic equipment to diagnose those faults. Phew!

My special thanks go to Autel, Delphi, Hella, Impact Diagnostics, Maverick Diagnostics and Sealey!

SHINE ALIGHT

With nights now drawing in, good quality lighting becomes even more essential and with new technology bringing about opportunities for both the garage and motorist, it’s important that technicians and garages embrace the latest developments in bulb technology and vehicle equipment to keep vehicles safe and roadworthy.

The automotive aftermarket has seen an increase in the demand for replacement Xenon HID bulbs. Ring stocks a full and comprehensive range, including the latest D3, D4 and D5 references, all E-marked and of OE matching quality. Ring recommends that Xenon HID bulbs are replaced every five years and in pairs, to maintain optimum light output.

Upgrading product lines give an opportunity to retailers to upsell to a brighter headlight bulb instead of a standard bulb, and for garages to offer an additional service that generates more margin.

Xenon200 provides a colour temperature that is up to 3700K, giving a whiter look in the headlamp and onward reflections, providing the optimum visibility in all conditions. This is available in both H4 and H7 ECE bulb types.

The value-added product range from Ring is also relaunching with a new brand refresh, with the seven product lines, Xenon200, Xenon150, Xenon100, Xenon5000, Xenon4000, RallySport and SportzBlue, all hitting shelves across garages with fully recyclable packaging.

Keep moving

As well as the importance of high-quality lighting delivery of optimum visibility in winter weather conditions, it’s important to keep stock of the equipment that keeps drivers moving. Flat batteries are one of the most common reasons for breakdowns in the UK, and the demands of the colder weather can make the problem worse. This means that

technicians become even more reliant on battery chargers to power up vehicles, so stocking a range of high-quality products could prove essential to meet demand.

Ring Automotive has launched the SmartCharge Pro, a versatile, 30A battery charger suitable for use across commercial garages and workshops. The 2.6 kilogram, 12/24V-output compatible power supply rapidly recharges with variable rates of 5, 10, 20 and 30 amps, allowing technicians to charge batteries quickly. Featuring a large LCD screen and diagnostic modes to check for potential battery and alternator problems before charging, Ring’s portable charger is the latest product addition to its awardwinning range and removes hassle when working on any vehicle.

PMM hears from Ring about how they’re helping garages prepare for winter with new lighting and battery tech ranges.

BE WARNED!

‘‘T

here is a temptation for some technicians to take the ‘easy route’ and install a cheaper, standard flooded battery in their customer’s start-stop vehicles” says Andy Cook, Technical Trainer at VARTA. “It seems like an easier sell/message to deliver to the driver, but it’s absolutely not the right approach – it will end up costing them more in the long-run.”

Standard flooded or SLI (Starter, Lights, Ignition) batteries are traditional types made for and fitted to older vehicle types, ones with no start-stop system and with fewer electrical consumers on board. They are not suitable for modern vehicles with fuel saving functions like start-stop on the car. Even

entry-level models don’t come without a start-stop system these days, SLI batteries will not last long if incorrectly installed in these vehicles. “It is vital, that if a vehicle has start-stop functionality, either an EFB (Enhanced Flooded Battery) or AGM (Absorbent Glass Mat) is fitted; trying to get away with a SLI will result in short battery lifespan and could even lead to features on the car not working properly” continues Andy.

In fact, as reported by GiPA the secondhand vehicle market is strong at present, with cars already in the market maintaining higher-than-usual values, as new car sales slumped during 2021/22, due to the chip shortage and economic downturn. “With vehicles in the 3-7 year old segment remaining a valuable asset, why would you want to effectively de-value it by fitting the wrong parts, thus leading to problems” stated Cook. “When it comes to re-sell value, you’re potentially worse off if you fitted the wrong technology, instead of maximising your return on investment by installing the correct battery type.”

As the colder winter months draw near and the cost-of-living crisis in the UK continues, VARTA advises workshops not to cut corners when it comes to battery replacements.

It is always recommend to fit like-for-like, or like-for-better when it comes to technology – if you take an AGM off the vehicle, replace with an AGM. “When I talk to customers I always say replace with the same technology and if you can, fit the same brand; if you see VARTA as the original equipment, why not ensure it’s the exact same; then you know the vehicle will work like new. I understand that everyone is being cautious of spending at the moment, I really do think it’s wise to invest in your car maintenance, to fit the best available replacement parts – this helps avoid any potential break-downs or lowering the resale value of your car” said Andy.

Test Every Battery

The company also recommend technicians test every car’s battery coming into the garage. With over half of vehicles on the road now having a start-stop system, it’s vital that a workshop has an up-to-date tester, that can also accurately test AGM and EFB Batteries. If it’s an older tester that doesn’t have the capabilities to test AGM or EFB batteries, then it’s worth upgrading the tester; otherwise the test results will likely be inaccurate.

Andy highlights “it shouldn’t take long to complete a battery test, not much longer than 5 minutes, but by explaining the results to the customer, you are giving them peace of mind that the battery is operating properly, or advising that it might be time for a replacement. By doing this you’re ensuring they have a functioning battery and will be

ready for upcoming journeys.”

Batteries face greater demands than ever before, as they have to serve increasingly complex and power-hungry car electronics. Whereas digital dashboards, inbuilt screens and parking cameras used to be limited to high-end vehicles, they are now commonplace on most models, all placing additional strain on the battery. Andy commented “Many drivers are also plugging in their mobile devices to charge them whilst on-the-move, again drawing power from the vehicle. This is why it’s paramount to ensure the battery is in a condition to support all the comfort and safety features; it’s the heart of the car.”

VARTA partner portal

The VARTA Partner Portal provides assistance to technicians; the industry leading online platform uses Original Equipment information to help identify the correct battery for every vehicle, and also includes step-by-step fitting instructions.

Access to the VARTA Partner Portal is available via all internet-enabled devices: after a quick one-off registration, each workshop employee has free and unlimited access, so you can ensure the correct battery is recommended and installed in the quickest time possible.

With over half of vehicles on the road now having a start-stop system, it’s vital that a workshop has an upto-date tester, that can also accurately test AGM and EFB Batteries.

Why fit WINTER TYRES

How important are winter tyres and why should you fit them? Here, Grouptyre shares information on why fitting winter tyres to your customers’ cars when the temperature drops could be a good thing.

Whether it’s snow, wintery showers, persistent rain or a mixture of them all that will be the dominant weather condition, adequate tread depth is going to be a primary safety requirement for all vehicles on the roads. It is the tyre’s tread that clears water from the road surface to keep a vehicle in contact with the road and

Driving with air pressures below the recommended settings can also significantly affect a tyre’s ability to grip. This is because an underinflated or overinflated tyre loses its shape, which in turn lowers the amount of contact it has with the road.

While expert drivers may alter tyre pressures under extreme off-road conditions, it’s dangerous to do so on a vehicle which is

for summer, they are not dangerous to use in winter and, in fact, advances in technology mean they now perform better than ever before at low temperatures. However, they must be thoroughly inspected for roadworthiness and the driver must pay particular attention to road conditions and adjust their driving accordingly.

Winter tyres are the optimal choice for a vehicle during prolonged periods of cold weather. Even at extremely low temperatures, their rubber stays supple and, combined with an increased number of ‘sipes’ or grooves in the tread, they provide the highest levels of grip under these conditions. As the name implies, they are not best suited to year-round driving.

All-season tyres, however, are an increasingly popular option as they provide near winter tyre performance but have the benefit of also being designed to be driven all year-round. They also feature many more sipes than summer tyres, again increasing physical

CHECKLIST

Tread depth

If your tyres are below 2mm, consider whether it is worth risking waiting rather than replacing them

If you don’t have a tread depth gauge, use a 20p coin as a guide –insert the coin at three points across the tread pattern and at various point around the circumference. If you can see the border at any point, have a professional check them

The legal limit for cars, vans and all vehicles below 3.5 tons is 1.6mm; 1mm for motorcycles over 50cc. A potential £2500 fine and three penalty points can be applied on

Air pressure

Arealltyresatthevehicle manufacturer’s recommended settings?

Settings can be found in the owner’s handbook, in the door shut or fuel filler cap

Download the TyreSafe Tyre Checker from the Apple Store or Google Play to help guide you and record the correct settings

Condition

Tyres should be free of lumps, bumps, cuts and cracking – if you see these, have them checked by a professional

If you slide and the tyres hit an object like a kerb, check it before your next journeys to ensure it has

grip. However, they will not always offer the optimal performance of summer tyres in warm weather or winter tyres in the cold.

When deciding whether winter or allseason tyres are their best option, TyreSafe recommends owners consider their own driving requirements and the conditions they are likely to face. No matter which type of tyre your vehicle is equipped with, during winter it’s essential you check they are all in good condition and you adjust your driving to the conditions.

Grouptyre stocks a wide range of winter tyres available to the trade covering all fitments and brands. With a delivery service from 42 locations nationwide, you can obtain the correct tyre for your customer in a timely manner.

WANT TO KNOW MORE?

SEASONAL CYCLE

Rotating electrics is a competitive industry and as a new ‘season’ emerges, Autoelectro is eager to reiterate its credentials to workshops.

The remanufacturer, with more than 35 years of dedicated service to the automotive aftermarket, is keen to remind technicians that misdiagnosis of a starter motor or alternator is a common hazard.

With a strong season predicted, which, in part, could be due to the unprecedented summer temperatures, the remanufacturer has some useful advice so technicians can stay on top this winter. With an ever-increasing amount of electronics on a modern vehicle and vehicle manufacturers developing alternators that are smaller in size but emit greater output, the result is an alternator that generally gives off more heat.

In recent times, cooling ducts and even water cooling have been used to combat increased operating temperatures; however, this, combined with the recordbreaking warm summer, could cause an unusual spike in alternator issues, with excessive under bonnet temperatures stressing electronic components that could result in a greater number of replacements.

If the alternator managed to escape problems throughout the summer, it’s plausible that issues could be just around the corner, with already strained components subject to seasonably low temperatures that result in greater performance requirements. Consequently, technicians could be in for a busy period.

Avoiding misdiagnosis

That said, technicians shouldn’t automatically assume that a failed alternator or a starter motor is what they’re dealing with. Misdiagnosis is one of the most common misconceptions in the workshop.

Autoelectro UK Sales Manager, Nick Hood, said: “It’s important to understand why the starter motor or alternator has failed –

there are external factors, of course, but there are internal causes too; for example, on a Renault Clio 2.0 petrol (20002013), there is a known issue with the vehicle’s drive belt system, which causes the belt to slip, most often resulting in the failure of the power steering pump bearings.

“At the same time, a slipping belt can have serious consequences for the alternator, resulting in premature failure. We recommend replacing the drive belt, tensioner, power steering pump and refill power steering pump with automatic transmission fluid. Failure to observe this will result in the early demise of the replacement alternator.

“The Fiat Punto/Panda 1.2 (2003-2015) suffers with an issue that causes the starter motor to burn out. The problem is due to an insufficient operating voltage at the ECU following a ‘cold start’. We advise that the ECU be reprogrammed and updated with modified software. The situation will avoid premature failure of the replacement starter motor in the future.”

Investing in workshops

This type of advice can be found within an Autoelectro box if the starter motor or alternator has a recognised, consequential mode of failure, achieved thanks to the extensive analysis and diagnosis the company carries out in product development or when testing failed parts. The remanufacturer’s modern test benches enable its experts to increase the company’s range, introduce new products quickly, but, vitally, strengthen technical learning and understanding.

Over the last decade, starter motors and alternators have gone through a significant period of design and performance changes, with the introduction of start/stop technology, combined starter motors and alternators, and 48 V units to cater for the increase of electrical comforts, so having the latest test bench equipment is critical in staying ahead of the curve.

BEST PRACTICE Stay in charge

Rotronics shares their top tips for managing you customers’ batteries throughout the winter months.

There is only one route to successfully ensuring that your customers’ batteries are in the best possible condition throughout the year, especially in the winter months, and that is to test and charge.

Half of the batteries coming into your workshop will require some form of attention and charge. If you are the last person to work on any vehicle, make sure that you are the one to prevent shortterm failure and help prolong battery life.

Electric vehicles will have reduced range in winter and the battery is still the beating heart of EVs and maintaining those batteries is vital. Rotronics, battery management and technology specialists, have pulled together some easy-toachieve actions for all workshops:

■ Test. Test. Test. Every vehicle coming into your workshop needs to have a battery test

■ Once you have tested each vehicle, follow the charging and maintenance actions required

■ Avoid short-term battery failure by testing and charging appropriately and prolong battery life

■ Look at revenue generation options during routing servicing, i.e Charging for Charging

■ Fully check each battery for failure, half of all batteries will require maintenance and attention

■ Check the regular battery warranty rules; neglect and cyclic issues are not included

■ Keep your battery equipment in excellent working condition and make sure it is repaired, calibrated and serviced

■ Test and charge any stock batteries on the shelf

If you would like more information on testing and charging technology available, have a look at WWW.RDR.LINK/AAR029 .

Test and charge service

The Rotronics team recommends offering your customers a simple battery test and charge service, i.e charge for charging, and this would be appropriate for each vehicle coming into your

Half of the batteries coming into your workshop will require some form of attention and charge.

premises. With a few simple steps, you can provide excellent customer service:

■ Use a diagnostic battery tester and include this test in your regular winter inspection programme (and all year round).

■ Inform your customer if the battery is Good or Faulty i.e no further maintenance is required or there is a need for the battery to be charged or replaced.

■ Visually inspect the battery for any signs of corrosion or damage of any kind

■ Test and charge to keep the batteries above 12.5v as this will help prevent the risk of any sulphation and deep cycling

■ Check the electrolyte levels

■ Check that the vehicle’s charging system works as it should

HOT AND COLD

With the UK’s multiple heatwaves over the summer, Trico is highlighting the damage UV rays can do to wiper blades and how this could bleed into the winter months.

Ultraviolet light from the sun causes damage, particularly to the rubber wiper element of the blade, especially if the car sits in the full sun for the majority of the day. The intense light, combined with its heat, can impact the rubber, making it crack, which will lead to smearing on the windscreen when the wiper is in use.

With the extreme heat the UK has experienced last summer, this has presented the perfect upselling opportunity to factors and technicians with regards to wiper blades, especially as the hot weather will inevitably ease and give way to wetter conditions as winter draws nearer.

■ Streaking – when the blade doesn’t completely clear the windscreen, leaving streaks of water or debris.

■ Chattering – when the blade doesn’t move smoothly across the windscreen.

■ Smearing – when the debris or water is smeared across the windscreen, but not removed.

Even if there are signs of these faults appearing it is recommended to change the wipers before

Trico’s group brand and marketing manager, Sam Robinson, said: “As we all know, wiper blades are looked at as a distress purchase and only replaced when they are almost falling apart, or because the vehicle will fail its MoT, but we’re trying to change that mindset by educating technicians and factors on what to look out for when it comes to blades.”

WANT TO KNOW MORE?

WHERE: SANDOWN PARK, ESHER, SURREY

The annual trade exhibition, the only one of its kind, will once again be held at Sandown Park on Tuesday 8th and Wednesday 9th November. 2022’s show promises to be a lively one, with more than 40 exhibitors signed up for the two day show.

MECHANEX is well known within the independent aftermarket for offering visitors a hands-on experience, bringing them the latest updates and expertise from across the industry and providing an exciting day away from the workshop. Registration to visit the show is

HOW DO I VISIT?

The address for the

SANDOWN PARK PORTSMOUTH ROAD ESHER SURREY

KT10 9AJ

If you’re coming by car head to the free car park. If you’re coming by public transport, the nearest train station is Esher, a 13 minute walk from the venue.

free and so is parking, so why not come and take a look at what the likes of NGK, Varta and Liqui Moly have to show you. In such a competitive industry, MECHANEX is an opportunity you can’t afford to miss.

If you like PMM, you’ll love Mechanex –it’s simply the magazine in a live format.

Seminars

Of course, MECHANEX isn’t only about the exhibitors. Over the years the show has built a formidable reputation with its free training seminars. This year, the seminars will be hosted by industry experts and MECHANEX super-fans Hayley Pells and Tom Denton, who will be livening up the stand with their unique blend of automotive insight and friendly banter. This is the

DID YOU KNOW?

Did you know you can claim CPD points for each seminar you attend at Mechanex? Simply scan the QR code at the stand at the end of each seminar, it couldn’t be easier.

COME AND SAY HI!

As always, PMM will have a stand at the show, so come and say hi and let us know what you like (or dislike!) about the magazine. We may even be podcasting at the show, so please do come armed with your strongest opinions!

perfect opportunity for you to get involved and ask the questions you’ve been dying to get the answers to.

Back this year are the popular panel discussions from the past. Hayley and Tom will be getting each of the seminar speakers around the table at the end of each day to delve into the big issues facing the industry. On day one it’s the future of mobility and how cybersecurity and the shift towards electrification will affect your garage. Day two sees the panellists tackle the skills shortage and considering what role upskilling will play in retaining and recruiting staff in the future. These are sure to be unmissable discussions!

VARTA

VARTA Batteries is showcasing the very latest in automotive battery technology to the UK’s most forward thinking workshop technicians this year. The team will be on hand to discuss the challenges of battery replacement on modern vehicles and how VARTA can provide solutions to make battery-related jobs easier and more efficient.

Visit the stand to learn about the VARTA Partner Portal, the free-to-access online platform which includes all the tools that technicians could need for the perfect battery replacement. Also on show will be the latest EVready Absorbent Glass Mat (AGM) batteries available for the aftermarket, as well as views on future battery technology.

VISIT VARTA ON STAND D60

ROAD RUNNER

Road Runner is the original motor trade insurance specialists. For the past 25 years, they’ve been offering road risks, liability and premises cover for independent motor traders. In fact, they were one of the very first brokers to specialise in this area. Not only will the Road Runner team be bringing their vast knowledge of all things motor trade insurance to Mechanex, but we’ll be giving you the chance to win an amazing Lego McLaren F1 car!

So, with Christmas just around the corner, if you’re stuck for ideas or just love Lego, go and see them on stand C12 to be in with a chance of winning.

VISIT ROAD RUNNER ON STAND C12

Ignition and sensor specialist

NGK will be focusing on its recently introduced EGR valves range when it exhibits at Mechanex. Phase one of the launch took place in March of this year with the introduction of 45 reference with the valves being the equivalent to their original equipment (OE)

NGK

counterparts. NGK’s Mark Hallam adds: “While the main focus will be on the valves at Mechanex, our staff will also be available to speak to garage visitors about our other components including OE spark plugs, glow plugs, and NTK Lambda sensors and also the services we provide.”

VISIT NGK ON STAND B2

LIQUI MOLY

With around 4,000 items, Liqui Moly offers a global, uniquely broad range of automotive products including motor oils, additives, car care products and chemically-based technical solutions for automotive applications. Not only are they voted the top Motor Oil Brand in Germany, Liqui Moly offer a range of innovative solutions in

the workshop from their chemical to storage solutions. The company is delighted to be able to bring you these innovations to Mechanex this year, so you are able to see their products in action with your own eyes. There’s even a chance to win some merch by entering their raffle!

VISIT LIQUI MOLY ON STAND D52

THINKCAR UK

Thinkcar UK is a new name to the UK diagnostics industry, however they have the DNA of one of the world’s largest global diagnostic brands. This time it is all about Thinkcar, as they will have on display one of the most

complete and exciting ranges to be released in the UK for years. From personal tools perfect for technicians box up to the range topping Euro MAX with 4 channel scope.

GROUPTYRE

Originally formed as a buying group, Grouptyre is made up of 10 independent member wholesalers across the country. The company has evolved massively in its existence since its inception nearly 27 years ago. The company has the strength and buying power of a national

organisation, but with expert local knowledge. Come and visit the team, who will be made up of regional sales managers, to see how Grouptyre can help you develop your business, with its business support, industry leading tools and market leading delivery service.

VISIT GROUPTYRE ON STAND A10

ROTRONICS

Rotronics provides high-quality battery management technology and is the UK partner for Midtronics and CTEK, specialising in battery management solutions. To explore opportunities that offer the right solutions, they place a premium on quality and longterm problem-solving. Rotronics focuses on solving customers’ problems, and providing detailed product knowledge and

achievable solutions. Make time in your day to meet with Ken Clark, Managing Director, and the team as they demonstrate the Midtronics CPX900, DCA8000, and industry-first ROBIS at stand C2.

Also, Purchase the CPX900 and receive a 12-month free subscription to the ROBIS online portal. Receive £500 off any DCA8000 purchased during Mechanex 2022.

VISIT ROTRONICS ON STAND C2

CLICKMECHANIC

ClickMechanic is the UK’s market-leading platform that connects car owners who need repairs, servicing and inspections to the UK’s best mobile mechanics and garages. The platform provides mechanics on the network with exclusive access to 1,000s of jobs across cities in the UK. The friendly

team from ClickMechanic will be at Mechanex 2022 to chat about the innovative technology behind the real-time quoting system and how mechanics are using these features to grow their business in a digital-first world. Mechanics will have the opportunity to sign up to ClickMechanic on the spot at Mechanex 2022!

VISIT CLICKMECHANIC ON STAND A6

ABSOLUTE ALIGNMENT

Absolute Alignment is the leading UK distributor of wheel alignment equipment for car and commercial applications. As market leaders in alignment technology, the Aldershot-based

outfit offers opportunities for forward-thinking workshops, having recently launched its new Bluetooth Lite wheel aligner –which will be on the stand.

VISIT ABSOLUTE ALIGNMENT ON STAND F26

MAM SOFTWARE

MAM Software will be providing attendees with an opportunity to find out more about the latest features within Autowork Online, MAM’s feature-rich garage management software. The latest version of Autowork Online is filled with improvements to streamline efficiencies and increase productivity. MAM Software will also be showcasing the latest version of TeamView: the paperless job card and

technician’s activity add-on for Autowork Online.

Ashley Tankard, sales manager at MAM Software: “Mechanex 2022 is the perfect platform to showcase our latest developments in Autowork Online. It’s a great opportunity to meet new and prospective customers and demonstrate how Autowork Online can help improve efficiency and profitability in busy workshops and garages.”

VISIT MAM SOFTWARE ON STAND D34

PicoScope is considered the world’s leading supplier of Oscilloscope Diagnostic tools, with the latest 4425A PicoScope, Pico Technology has once again pushed the world of Diagnostics forward. Visit us on Stand D72 to find out more about our PicoBNC+ probe connectivity, our latest

PicoScope 7 software, and how PicoScope will help you diagnose the low-carbon vehicles of the future.

VISIT PICO TECHNOLOGY ON STAND D72

ISN EUROPE

ISN Europe will be showcasing and demonstrating a range of Atlas Platinum tyre changing, wheel balancing and wheel alignment equipment at Mechanex this year. ISN Europe is the European arm of Integrated Supply Network, North America’s largest independent tool and equipment distribution business. In the UK, it is a leading supplier of

automotive tools, equipment and services to the UK tyre and automotive aftermarket. With fantastic equipment covering Tyre Changers, Wheel Balancers, Vehicle Lifts, Wheel Aligners, ADAS diagnostics, Air Conditioning recharge units and MOT equipment all under one roof, it is the go-to company for all your garage equipment needs.

VISIT ISN EUROPE ON STAND B19

IMPACT DIAGNOSTICS/AUTEL

Working closely with Autel UK, Impact diagnostics will again be exhibiting the latest range of diagnostic products from Autel including their newest EV Products. On the stand Impact

will also have vehicle chargers from IntelliEV, Autocom Diagnostics, N2 Neuron multimeters, specialist tools from AJD, Welzh Werkzeug plus more.

VISIT IMPACT/AUTEL ON STAND F16

COOLING EDGE

Cooling Edge supplies high quality air conditioning service equipment, tools and consumables to the automotive industry. Our range of equipment includes the popular Denso

Kheos Plus and Kristal Base service stations. As part of our training programme we offer the City and Guilds F Gas licence onsite throughout the UK.

VISIT COOLING EDGE ON STAND D40

GLOFORCE

GloForce have a new and very unique range of work lights/machine lights, which have magnetic goosenecks and clamped goosenecks with a range of lengths, enabling users

to get light, right where they need it. They are extremely bright, dimmable, battery operated, so cordless and mobile, with run times of over seven hours per charge.

VISIT GLOFORCE ON STAND F1

SHAFTEC

AUTOWAVE

Autowave are market leaders in the supply of auto-locksmithing equipment, diagnostic tools and key cutting machines. With a wide range of items to suit all users’

needs. Backed up with our expert team of technical advisors; all of our customers benefit from our unparalleled aftersales support and unmatched product knowledge.

VISIT AUTOWAVE ON STAND F12

Shaftec has been supplying remanufactured and new parts to the motor trade for over 20 years and is now firmly established as the leading transmission, steering and braking supplier to the UK aftermarket. Full range of

products available from stock includes Driveshafts, CV joints, CV Boot Kits, Propshafts, Brake Calipers, Steering Racks, Steering Rack Gaiters, Steering Pumps and Electric Steering.

VISIT SHAFTEC ON STAND F20

As much as we wish it was, it’s not always possible to have a paper copy of PMM on hand, but luckily PMM Online is an amazing resource to stay up to date on the latest in the industry. From easy access to a large array of technical articles, to breaking news or a reference for information on parts – our website covers it all. This month, PMM ’s Freya Coleman looks back at the most popular articles on the website from the past couple of months.

Engine maintenance

In this piece on engine maintenance, Dayco’s Steve Carolan stresses the need for workships to conduct regular maintenance of PureTech engines. This ensures the ongoing reliability of these engines when conducted in line with VM’s scheduled service intervals. With this being the most read online

Building up

GDI engines are said to be rolling through garage doors at an alarming rate over the next decade, so Carwood lays out some advice on how to deal with carbon build-up. They advise taking advantage of this lucrative service opportunity and dealing with carbon build-up by removing the intake manifold and blasting the intake runner and vales with non-

batteries. This includes the fact that one contains potassium and the other cobalt, one has a shorter life span and requires a small charge and one is less powerful with a longer life span. Both are different and have appropriate applications which are definitely worth reading up on!

Making adjustments

Should you start undertaking your own vehicle geometry tests and adjustments?

Warning!

After a customer requested support on an Audi A4 that had an AdBlue warning on the instrument cluster, Opus IVS talks PMM through diagnosing and repairing this issue. They did this by using DrivePro diagnostic software to get to the bottom of the warning light.

WWW.RDR.LINK/AAR034

Ion vs Iron

In this technical piece, Traction Charger helpfully outlines the key differences between the confusingly named Lithium Ion and Lithium Iron

This is what Tecalemit’s Malc England is asking, giving tips on those who might not know where to start. Whether your workshop undertakes few alignment checks or it’s a speciality for your garage, Malc has tips for all. This includes how much equipment you should invest in from easy-to-use laser based alignment systems to bespoke alignment bays with a 3D fixed camera alignment system.

The best things in life are free...

SET OF PHILIPS XPERION WORKSHOP LAMPS AND CHARGING DOCK

To celebrate the new Philips Xperion Workshop lamps, their manufacturer Lumileds is giving the set away along with a charging dock. The slim Xperion features a 100° beam angle from its lighting unit, which rotates through 270° and features three different outputs, ranging from 100-500 lumen, yet it still offers a long operating time of up to 9 hours. With two different magnets –one on the base and one on the rear –and a useful torch in the tip, but still light and easy to use and, with its folding light blade, the lamp is a brilliant all-rounder.

Its bigger sibling, the Philips Xperion 6000 UV Pillar is a multipurpose work light with several powerful light sources. It has an LED movable main light, with three different outputs ranging from 100-500 lumen and a wide 100° beam angle; a high Colour Rendering Index (CRI) lightand a unique UV light which allows leak detection. The 6000 UV Pillar has a long-lasting battery and allows the user to locate it with the “Find My Device” function, which comes as standard. The wireless docking station that charges both these devices is also including in the package for this giveaway, but is also included for anyone who

1CASE OF BLACK MAMBA NITRILE GLOVES

Made with NITREX polymer, this strong (6.0 mils) powder free nitrile glove boasts three times the chemical and puncture resistance of a comparable thickness latex or vinyl glove. These gloves feature grip rite finish for secure handling and dexterity even when working with fine objects. Targeted at the automotive market, the Black Mamba Glove provides an effective barrier against oils, acids and other chemicals providing good chemical and mechanical properties for a disposable glove. The glove is ideal for use during servicing, oil changes, battery replacement, painting and many other routine automotive tasks.

It is manufactured from a superior strength nitrile formulation but described as extremely soft and flexible providing unrivalled comfort and sensitivity. The cuff is beaded further adding to its strength and preventing liquid roll back. The winner of this giveaway will win one case of the gloves, containing 10 boxes each with 100

Four go mad in Frankfurt

At the time of writing the PMM team is still recovering from our trip to the international aftermarket exhibition Automechanika, held in Frankfurt’s enormous exhibition grounds. The show encompasses 12 halls, many of which are multi-storey, and covers everything from brakes to software packages to car cleaning products. In short, everything you could possibly associate with the aftermarket is there in some form or other! It’s a great opportunity for us to catch up with old friends, make new ones and discover the latest technologies coming through the automotive pipeline – many of which will be appearing in the pages of PMM over the coming months.

Continental batteries on display. The German firm’s big launch was its SINDRI digital tool, more on which can be found on pg.41

Out and About withPMM

Jumping Jack Flash

Ring came to the rescue recently as editor Kieran found himself in a pickle. Having been forced by “slightly rainy” weather to forego his trusty bike in favour of the car, he then managed to run the battery flat in the office car park. Luckily, he had Ring’s RPPL360 Lithium jump starter in the boot. After some confusion (yes, the positive goes on the positive, negative on the negative…) he was up and running again – thanks Ring!

A big thumbs up from PMM for Ring’s reliable jump starter range. A useful addition to the workshop and a great add-on for customers.

How many editors does it take to jump start a Polo?

What has the PMM team been up to recently?

BorgWarner’s Brady Ericson discusses how the company is preparing for a zero emissions future and how this will impact the aftermarket. The team also emphasised the important role remanufacturing plays in their operations.

Meyle’s amusing advice to Elon Musk certainly caught our eye and no doubtthe eyes of Tesla’s representatives too…

Schaeffler’s impressive stand was constantly busy

Brembo unveils its new Greenance braking concept, which it claims will combine green and performance qualities in one braking system.

A cool look inside a clutch

WORKSHOP AID

WD-40’s Specialist Penetrant

PMM takes a closer look at WD-40 Specialist

The situation

Penetrant and when to use it.

Rust and corrosion must be the bane of any technician’s life. Facing the prospect of battling seized bolts brought on by oxidation on a daily basis must be one of those challenges that swiftly wears thin. In reality, rust is a natural occurrence when certain metals are exposed to air/oxygen and water, which, especially when out in the field, is a certainty so the problem is not going away. Brute force and ignorance can solve many a problem, but where corrosion is concerned that tried and tested method can inevitably create far more problems than it solves. Taking that approach when unseizing holding bolts, for instance, can easily result in the head being twisted off leaving just the stub of the bolt behind and that can only be rectified with a drill and, as soon often is the case, a tap and die.

How it works

This is where WD-40 Specialist Penetrant comes into its own. The formula penetrates to the core of rusted components and mechanisms to swiftly work its magic by loosening stuck or seized parts. Penetrant’s extremely low surface tension seemingly cuts through rust, seams and tightly bonded threads and effectively frees up seized parts. It is highly water resistant, it also displaces moisture that prevents smooth movement and can also be used as a preventative against the future build-up of rust and corrosion.

When and how to use

Prime candidates, in terms of uses, has to be when servicing corroded water pumps, seized valves and bearings, and even the routine role of changing an exhaust system whereby seized bolts used in holding brackets are so readily ripped off can just so easily be freed and re-used without the added cost and inconvenience. Liberally coating the seized bolt or nut head with the penetrant and then leaving it for a minute before carefully trying to work it can be effective. Areas coated by severe debris must be cleared, of course, using a wire brush or, in extreme cases, a hammer and chisel, but liberal amounts of Penetrant and a little TLC will, more often than not, be the solution to an unavoidable problem.

WANT TO KNOW MORE?

MORE INFORMATION

■ NEW LINES PROMOTION

Available until the end of March, Sealey’s latest promotion features over 600 new products. For example, the new 2180LE jack features a 180° turning handle, which allows the jack to be used in the tightest of spaces.

The heavy-duty chassis incorporates strengthening flanges along the top edge for torsional rigidity under load, while the profiled lifting arm allows a low clearance height of just 100mm. The AP556CSHV is a storage system which fits together in a compact design. Combining all the design features of their Superline Pro rollcabs, such as heavy gauged steel construction and heavy-duty 45mm ball bearing drawer slides, it has the added benefit of a threedrawer utility seat. Sealey’s 20 V series provides the most versatile way to build your own cordless tool kit over time. New additions include a pressure washer, chainsaw, heater, work light and handheld vacuum.

■ TRANSPORTER BUSH KIT

New from Polybush is the VW Transporter Bush Kit. From morning to night, Transporters are put under constant pressure. Heavy loads take their toll on your suspension. Polybush is designed to exceed where rubber bushes cannot, lasting 4/5 times longer than OE, they pride ourselves on supplying parts you can trust. Upgrading from the original rubber will also deliver unbridled comfort, increased safety and provide prolonged tyre life, at the same time as being unaffected by oil, fuel, UV & road contaminants.

■ TIMING BELT

With climate protection and sustainability becoming important factors in the replacement parts business, Continental has launched a new timing belt based on synthetic rubber. This new and patented synthetic rubber compound has many benefits for both the environment and the climate, which is becoming an increasingly effective selling point: “The raw materials used already have a significantly lower global warming potential,” says Hermann Schulte, responsible for the Timing Belt Development for the Automotive Aftermarket at Continental. “And the new compound generates an around 50 percent smaller carbon footprint – from its manufacture to the disposal of the belt.” There are also some interesting technical pluses: The new timing belts enable higher power transmission and offer improved cold and heat resistance.

■ STRETCHY-BELT TOOL

This little gadget is a double-sided stretchy-belt tool that is used for safely removing and installing stretchy drive/alternator and accessory belts without causing damage to either the belt or the pulley.

Just introduced by Laser Tools (part number 8331), this is a combination of removal and installation tool for most stretchy-belt applications. On the face of each side of the tool is a magnet to keep it in position as the pulley is turned to remove or install a new belt. As you rotate the crankshaft or pulley (by hand with a ratchet), the belt is eased steadily over the edge of the pulley. A robust and solid tool, it is zinc-plated for years of use.

■ NEW-TO-RANGE

Product highlights from the joint booth for BorgWarner’s aftermarket brands at Automechanika, Frankfurt 2022, include dual Clutch Modules and High Voltage Coolant Heater as well as light-weight bi-metallic brake discs and a repair program for Euro 6 heavy-duty vehicle diesel injectors, Delphi Technologies by BorgWarner had two ranges of brake solutions at this year’s show. Launching at the end of 2022 is a range of light-weight bi-metallic brake discs featuring a new surface coating that delivers corrosion protection and premium quality appearance. They also previewed a range of environmentally friendly brake pads designed for battery electric vehicles.

■ PROPSHAFTS

Shaftec has released details about a range of new Propshafts. At launch, the surcharge-free programme consists of 170 OE matched quality parts for the European Aftermarket, with many more already in development. With wide car-parc coverage, the programme of one-, two- and three-piece shafts covers rear, all and four-wheel drive passenger cars and light commercial vehicle applications. As with all its safety critical parts, the company ensures material quality and strength, and all are tested to the extreme in line with strict industry guidelines. All parts are engineered for low NVH (noise vibration harshness) 100 per cent balanced and fully inspected. A propeller shaft – or propshaft –is the shaft that connects the gearbox to a differential, and you can have up to three on some 4WD vehicles. The handling of each propshaft is designed according to the class of vehicle it will be fitted to. In line with this, the company’s programme caters for all vehicle sizes, from the smallest to the largest.

WANT

KNOW

■ EV/HYBRID TOOL KIT

From Laser Tools, this 3-drawer toolbox (part number 8328) contains a selection of insulated tools to suit the needs of any technician working on a hybrid or EV. The hand tools are suitable for live working up to 1000V AC / 1500V DC and include insulated combination pliers (35mm jaw opening) and insulated side cutters (19mm jaw opening) both with two colour VDE insulated handles with slip guards. Insulated screwdrivers are included: Ph2 x 100mm long, flat 5.5mm x 125mm long; 5x insulated open ended spanners: 8, 10, 12, 14, 17mm. For spannering, an insulated 3/8"D ratchet (72 teeth); 9x 3/8"D insulated sockets: 7, 8, 10, 12, 14, 15, 17, 19 and 22mm; length 71mm, together with a 100mm extension bar providing greater access. Also in the set, an insulated cable knife ideal for stripping standard cables, and a 420mm long flexible magnetic pick up tool, with 250g pick up capacity. To check for the existence and/or absence of high voltage, a CAT IV 1000V voltage tester is included together with a disconnect and shut down digital timer used to accurately measure the required shut-down period between switching off the ignition and disconnecting or reconnecting the vehicle’s battery.

WANT TO KNOW MORE?

WWW.RDR.LINK/AAR046

■ ALLOY DISCS & BRAKE PADS

Brembo unveils the Greenance Kit Concept; a jointly developed new range of combined special alloy discs and dedicated brake pads. This latest solution aims to combine top braking performance with a lower environmental impact, while also increasing disc life. At the same time as aiming for quality standards, it also ensures a much lower environmental impact with a significant reduction in emissions: 83 per cent in PM102 and 80 per cent in PM2.5. These solutions have already achieved the ECE-R90 homologation tests as well as the most severe benchmark road tests, which are conducted by the company’s technicians, according to the company’s stringent requirements. This solution aims for extended mileage and a significant improvement in terms of the total cost of ownership of vehicles. It aims to ensure better durability of the brake discs, triplicating their expected lifetime. This leads to an optimisation of maintenance costs that is a top priority for professionals and drivers who require longer mileage for their vehicles, such as light commercial vehicles and fleet cars

WWW.RDR.LINK/AAR047

VEHICLE COLLISION REPAIR

Rebuilding an OEM seam, for example, is a time- and resource-saving alternative to replacing parts. However, the rebuilt seam must not only offer a showroom finish, it must also prevent corrosion and the ingress of moisture and dirt. Such a task therefore demands the application of an innovative yet proven product offering attributes like low shrinkage, the potential to apply by spraying, easy smoothing in the event of imperfections during application, and tolerance of spot-welding operations. Henkel’s driving brand in this field is Teroson, a range which includes sealing products, dispensing equipment and nozzles that enable body shops to recreate original OEM seams, regardless of whether a smooth, wavy or rippled finish is required. The flagship product Teroson MS 9320 SF is an SMP-based chemical-curing sealant. Available in different colour choices, this innovative product can be painted over just 30 minutes after application. This offers good stability, is free of isocyanate and silicone, and provides adhesion to many different surfaces without primer. The product also gives good resistance to UV and corrosion.

■ LIGHT BULBS

The Neolux +150 Extra Light bulbs feature up to 150 per cent more brightness and a longer light beam for higher performance and better visibility. The halogen upgrade bulbs have been designed to offer motorists even greater illumination of the road ahead to enable them to see further and react to any hazards or traffic signs quicker, improving overall road safety. These automotive bulbs are specified according to strict German quality standards and comply with ECE R37 respectively R99 as far as relevant. This latest product launch offers the market an affordable quality upgrade lighting solution, suitable for all types of vehicles and is available in twin packs for H4 and H7 ECE types.

WANT TO KNOW MORE?

■ DRILL-TAP BITS SET

This set of six combined drill-tap bits has been designed by Laser Tools to drill and tap a hole in a single pass (part number 8405). Each bit has been manufactured from high speed steel (HSS4241) and coated with a super-hard, ceramic titanium-nitride coating for edgeretention and corrosion resistance. The 1/4" hex drive drill-tap bits feature a drill section at the forward end of each bit that forms the perfect-sized tap hole in the material. The following tap section then cuts the threads. The bits include spiral flutes to clear the swarf created plus a deburring shoulder to ensure the edge of the hole is finished without any sharp edges. Suitable for drilling and tapping iron or carbon steel plate up to 3mm thick and aluminium or copper plate up to 6mm thick. A 60mm long magnetic bit holder is also included that features a quickchuck end for ease of use and is supplied in a useful storage case.

WANT TO KNOW MORE? WWW.RDR.LINK/AAR050

ECF WATER PUMP

Airtex is pleased to introduce its new ECF water pump, which is an aftermarket alternative to the original equipment (OE) version that is used for 1.6 and 2.0-litre VAG engines from 2012 onwards, which now total more than nine million vehicles across Europe. The water pump varies flow rate according to the requirements of the engine, which results in improved engine warm up times, leading to gains in fuel efficiency and lower emissions. The pump uses the company’s own patented SWITCH ECF switch ECF technology to vary the flow rate, without infringing the original patent. The ECF pump (reference 1978) is available as a single water pump unit, or as part of the increasingly popular water pump kit programme, with reference WPK-197801 including the water pump, timing belt, tensioner and pulley.

■ CLIMATE-NEUTRAL PRODUCT RANGE

Meyle has been working to improve the carbon footprint of their steering and suspension parts since 2019 and has managed to significantly reduce production emissions with energy efficiency measures and the use of wind power. They are now taking the next decisive step and working with ClimatePartner to compensate for the CO2 emissions associated with the steering and suspension category. These parts are largely manufactured at the company’s own plant in Turkey, which like the their headquarters in Hamburg has been certified carbon-neutral since 2021.The concept behind Meyle HD parts has always been sustainable: repairing rather than replacing the entire unit. Sustainability management now comprises a whole host of projects across all company departments with their most important aim being to offer a product range that is entirely climate-neutral by 2030, with a key focus on avoiding CO2 emissions.

WANT

KNOW

■ FILTRATION SOLUTIONS

Modern diesel engines have stringent requirements for the purity of diesel fuel. In view of widely varying fuel qualities around the world, efficient filtration is all the more important. That is why Hengst developed the Blue.maxx, an innovative modular fuel filtration system. Three versions are available: Blue.maxx 200 (up to 200 l/h), 300 (up to 300 l/h) and 450 (up to 750 l/h). To cover all customer requirements, the basic variants can be equipped with innovative addons in combination, which are available with different components such as a heater, filter insert, adapter set or water level sensor.

■ 2-POST LIFTS

Tomorrow Series – The Way to the Future is the name and claim that Rotary has chosen for its new line of 2-post lifts. The series is introduced to the market as a reliable and powerful lift able to sustain high performance even in demanding conditions. It distinguishes itself for up to 20 per cent less installation time, electronic synchronisation preventing installation and adjustment of the realignment cable. Furthermore, the three width-adjustable positions allow the lifts to be flexibly installed; fast and simple operation with an obstacle-free work area; routine maintenance minimised thanks to the components designed for easy replacement, which is said to reduce the operating cost and the risk of errors on safety-critical components; high quality components that guarantee safety and quality over the years.

Here is a useful summary of all the adverts that appear in this issue of Professional Motor Mechanic.

is listed with its page number and a direct URL that will get you straight to the relevant online information

ACtronics Ltd................................................................(page 4) www.rdr.link/AAR100

Alliance Automotive UK Ltd/APEC............................(page 52) www.rdr.link/AAR101

Autowave Ltd..............................................................(page 73) www.rdr.link/AAR102

Bailcast........................................................................(page 64) www.rdr.link/AAR103

Ben..............................................................................(page 73) www.rdr.link/AAR104

Brembo........................................................................(page 67) www.rdr.link/AAR105

Clarios..........................................................................(page 56) www.rdr.link/AAR106

FAI Automotive............................................................(page 33) www.rdr.link/AAR107

Garage Equip Assoc....................................................(page 77) www.rdr.link/AAR108

Group Tyre..................................................................(page 65) www.rdr.link/AAR109

Impact Tuning & Diagnostics......................................(page 47) www.rdr.link/AAR110

Ivor Searle....................................................................(page 71) www.rdr.link/AAR111

Jack Sealey Ltd............................................................(page 23) www.rdr.link/AAR112

Kalimex Ltd..................................................................(page 27) www.rdr.link/AAR113

Kalimex Ltd..................................................................(page 47) www.rdr.link/AAR114

Karcher (UK Ltd)........................................................(page 36) www.rdr.link/AAR115

Karnetic Ltd/Autel........................................................(page 39) www.rdr.link/AAR116

KYB Ltd......................................................................(page 18) www.rdr.link/AAR117

Liqui Moly......................................................................(page 9) www.rdr.link/AAR118

MAM Software............................................................(page 31) www.rdr.link/AAR119

Mann & Hummel (UK) Ltd........................................(page 11) www.rdr.link/AAR120

Maverick Diagnostics..................................................(page 16) www.rdr.link/AAR121 Motul............................................................................(page 69) www.rdr.link/AAR122

MS Motor Service........................................................(page 35) www.rdr.link/AAR123

NGK Spark Plugs UK Ltd..........................................(page 28) www.rdr.link/AAR124

Nissens........................................................................(page 44) www.rdr.link/AAR125

OPUS............................................................................(page 43) www.rdr.link/AAR126

Pico Technology..........................................................(page 40) www.rdr.link/AAR127

PMM Online................................................................(page 74) www.rdr.link/AAR128

PMM Podcast..............................................................(page 71) www.rdr.link/AAR129 Primalec........................................................................(page 63) www.rdr.link/AAR130

Prologics Europe..........................................................(page 47) www.rdr.link/AAR131

Ring Automotive..........................................................(page 61) www.rdr.link/AAR132

Robert Bosch Ltd................................................(page 84/OBC) www.rdr.link/AAR133

Schaeffler Automotive............................................(page 2/IFC) www.rdr.link/AAR134

Thermobile..................................................................(page 73) www.rdr.link/AAR135

Toolbank Marketing Services......................................(page 18) www.rdr.link/AAR136

Traction Charger Co Ltd..............................................(page 81) www.rdr.link/AAR137