Professional Motor Mechanic October 2021 by Hamerville Media Group

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PROFESSIONAL

OCTOBER 2021

MOTOR

F R T E R E A

T T O H E

D E

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

THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

INDEPENDENT THINKERS Exploring the challenges facing independent workshops Also inside... Get your workshop MOT ready

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

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Contents Regulars 8-9

NEWS & VIEWS

10-14

TROUBLESHOOTERS

CLUTCH CLINIC

BELT FOCUS

20-30

TECH TIPS

32-41

BUSINESS & TRAINING

MECHANEX UPDATE

PIT STOP

COMPETITION

77-80

WHAT’S NEW?

Editor’s Picks 24

VOLUME 22 ISSUE 9 OCTOBER 2021

Features

47- 58 OILS, LUBRICANTS & ADDITIVES

61-73 MOT

SPINNING DISCS What advantages do compound disc brakes offer over standard ones? Bosch explains all

THE BIG ISSUE WITH MICROCHIPS Neil Pattemore addresses the problems posed to the aftermarket by the microchip shortage and data restrictions

WATCH THIS SPACE As ICE vehicles exit stage left, could hydrogen pip electric to the post and become the new standard for passenger cars? VLS speculates on what it would mean for the future of lubrication

HANDLING THE CROWDS Acton Service Centre reveals its top tips for workshops dealing with the MOT rush this autumn

Total Average Net Distribution 54,426 1st July 2020 – 30th June 2021

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VIEWPOINT

Earning the right

Editor KIERAN NEE Digital Manager KELLY NEWSTEAD

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

Subscriptions

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

Associate member

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

hen the pandemic hit the UK with a sudden blow last spring, the public were quick to withdraw from normal life. Under Government orders, most of us went into hibernation for a couple of months; unsure of how to handle such situations, certain survival instincts kicked in and we began to reassess what was essential and what wasn’t. Besides driving to the supermarket in a frantic search for flour and pasta, people left their cars on their driveways untouched. Almost overnight, road traffic was reduced to a fraction. This left many technicians with the prospect of a quiet summer. Not all workshops faced this situation, however, and pretty soon business was back in swing for most as the inactivity began to take its toll on brakes, engines and batteries. Despite the unknown risks of the new virus, by summer of last year, most garages were in operation. Just like the shop assistants trying desperately to prevent people bulk buying toilet paper, the role of the technician proved to be an essential one – without which, the country would have struggled to function. It’s not an exaggeration to speculate that had all of the UK aftermarket’s technicians decided to down tools and find another job, the economy would have fallen to its knees within days. Keeping the UK car parc roadworthy is, for the driver, a yearly inconvenience. On the other hand, for many workshop owners, it’s a welcome, reliable income. When cars break down on the side of the road, however, drivers are all too happy to find a local garage willing to accommodate them – changing their schedule and even working overtime to get the job done in a timely manner. Both of these scenarios, preventative and restorative actions, prove the essential nature of the technician’s work. All too often, however, the technician delivering the bad news to customers is met with anger and disbelief. These reactions would be better aimed at the cause of the problem, rather than at those offering a solution. Technicians bear a heavy burden on their shoulders, and this will only get heavier as electric vehicles become the standard passenger vehicle. Already, those involved in the automotive industry are beaten with the stick of sustainability, as though they personally force the millions of Britons who drive a car to do so. Once the huge technological switchover is made, customers will no doubt expect the same service at the same price as before, with no thought given to the huge outlay in capital equipment and training costs that each workshop will no doubt have to bear. Most likely, workshops will meet those expectations and swallow the costs themselves. So, having proven themselves essential to the running of the country and ready to take an active role in the decarbonisation of private transport solutions, what are independent aftermarket technicians asking for in return? Higher wages, perhaps? Or a commitment from the Government to train more apprentices? Those things would be nice, but let’s start with the basics first. What workshops desperately need is simply the right to do their job. Increasingly, the “right to repair” is being taken away from the independent aftermarket, as though it were an added bonus and not a necessary service. Vehicle manufacturers, with astonishingly little foresight, are under the impression that forcing as much aftermarket work performed on their vehicles as possible to go through their own network of dealers will benefit them. Besides representing an affront to market principles and common decency (in a rare lining up of the two), the sheer greed of the move and the negative impact it will have on their own customers will no doubt counteract the minor monetary gains to be had. It’s high time the Government had the technicians’ corner and paid them the dues they deserve.

Kieran Nee Editor

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NEWS

& VIEWS

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

Motor Ombudsman predicts increase in Garage Finder searches Ben’s Big Breakfast fundraiser The automotive industry charity, Ben, has announced the launch of its first ever Big Breakfast fundraiser in October. The event runs for a week, from 4th October till 10th October, World Mental Health Day.

en is encouraging automotive people to set themselves up with the most important meal of the day and get together with others over a cuppa and breakfast butty. As World Mental Health Day is the finale of the weeklong event, the focus is also on opening up, talking about mental health, connecting with others and sharing experiences. Host a breakfast any day during that week and bring, bake, make and sell breakfast to raise money to support Ben’s work in the industry. Those hosting Ben’s Big Breakfast can also raffle a Ben bear to fundraise. The charity is asking individuals and companies in the industry to host colleagues, family, friends and customers for Ben’s Big Breakfast, because when any member of our

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automotive family is in crisis, we all rally to support them. Matt Wigginton, Director of Partnerships, Engagement & Income, said: “We’re very eggcited about our new fundraiser – Ben’s Big Breakfast. It really is an eggcellent way to fundraise and support your automotive industry family. It’s also the perfect opportunity to boost mental wellbeing by chatting to friends, colleagues, family and customers over a cuppa.

“Those hosting Ben’s Big Breakfast can also raffle a Ben bear to fundraise.” “So we hope you’ll join us for a butty and a brew in October to raise much needed funds for Ben, because, when any member of our automotive family is in crisis, we all rally to support them. We propose a toast to everyone who hosts Ben’s Big Breakfast – thank you for your support!” To find out more and sign up, WWW.RDR.LINK/AAE001

The Motor Ombudsman is expecting a significant increase in searches by consumers on its online Garage Finder tool this month, as millions of motorists look to secure a booking at an MOT station for their vehicle’s annual test.

and 31st July 2020 in response to the Coronavirus pandemic. With 9.58 million drivers choosing to take advantage of this opportunity to postpone the annual assessment, this has subsequently altered the peaks and troughs in testing volumes that would normally be witnessed across a calendar year.

“A busier end to the year for the mandatory tests [...] is a knock-on effect of the six-month MOT exemption.”

ccording to the latest figures released by the Driver and Vehicle Standards Agency, nearly seven million MOTs are due to expire across England, Scotland and Wales during September and October, which is around 1.3 million more, or a 22% overall rise, in comparison to what would ordinarily be seen during these two months in a typical year (i.e. pre-pandemic in 2019). A busier end to the year for the mandatory tests for vehicles that are aged three years and over, is a knock-on effect of the six-month MOT exemption introduced between 30th March

During the first six months of the 2021, more than 160,000 searches were conducted on the Garage Finder, a 60% increase versus the same period last year. It is also one of the most frequented pages on The Motor Ombudsman website, thereby highlighting the Garage Finder’s status as a “go-to” resource for drivers when looking for a vehicle repairer or retailer.

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NEWS

& VIEWS

NGK aims for carbon neutrality by 2050 NGK Spark Plug has established the ‘Eco Vision 2030’, based on the United Nations’ ‘Sustainable Development Goals’, which sets milestones for where the company wants to be by the end of this decade as well as the vision which will be pursued in the following ten years leading up to 2040.

his bold new environmental policy sees the ignition and sensor specialist promoting environmental conservation activities. These are linked with corporate management maintaining a good balance with corporate growth – based on the participation of all company employees – in order to contribute to the construction of a sustainable society.

For ‘Eco Vision 2030’, the impacts which the company’s day-to-day operations and products have on both society and the business were analysed, with 13 issues ultimately identified. From these, four main issues, considered to have a greater impact, were selected and given numerical goals. These were ‘Responding to Climate Change’, ‘Expanding Environmentally Friendly Products’, ‘Conserving Water Resources’, and ‘Waste Management’. Through the practice of ‘Eco Vision 2030’, all employees at NGK SPARK PLUG will work together to contribute to the realisation of

global carbon neutrality and zero emissions. “We are undergoing unprecedented change at our company,” said NGK Spark Plugs (UK) Ltd Managing Director Marko Wowczyna. “Although confronting the issue of climate change provides us with many challenges, it offers many opportunities also, which we are keen to take advantage of. With our Long-Term Management Plan, ‘Nittoku BX’, we have already begun the process of transforming into an environmentally sustainable company fit for the future. Our new ‘Eco Vision 2030’, along with our Venture Labs and our investment in a $100 million Corporate Venture Capital Fund which is being run with the support of the global venture capital firm Pegasus Tech Ventures, clearly demonstrate the path we’re on.”

Garages have an extra year to look out for new product safety marking The Government has confirmed businesses will have an extra year to start using the new product safety marking – the UKCA marking.

usinesses will have an extra year to start using the UKCA marking, the

new product safety marking in the UK this applies to all goods where businesses were due to begin using the UKCA marking by the end of this year (2021). Businesses will have an additional year to apply new product safety markings for most products placed on the market in England, Scotland and Wales, the

government has announced. This means that garages don’t have to start looking for the marking on the products and tools they buy until after January 2023.

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TROUBLESHOOTER

Cruise control failure: 2004 Volvo C70 The Opus IVS team supports a customer with a Volvo cruise control failure and clutch pedal sensor fault. Vehicle information Manufacturer: Volvo Models Affected: C70

S60

S80

V70

Years:

2001-2004

The team recently supported a customer with a 2004 Volvo C70. The cruise control was reported as inoperable. What’s more, a clutch pedal sensor fault code was also recorded. The IVS team identified the cause and steps needed to fix the problem. This particular problem can affect several Volvo models between the years 2001 and 2004.

Symptoms

VS 360, from Opus IVS, offers diagnostics and live repair guidance support services to help workshop technicians fix complex vehicles safely and quickly. All Opus IVS mechanical repair solutions come with live repair guidance from OEM brand-specific master technicians. Using the DrivePro’s diagnostic software and extensive product knowledge, the IVS 360 team identifies the cause and steps needed to fix vehicle faults. Customers can request support from the team directly from their DrivePro device or DrivePro Elite Diagnostic Kit. The experts remote in real time directly to vehicle communication systems to diagnose, programme and calibrate vehicles. This eliminates uncertainty, giving workshops the confidence to get the most complex vehicles back on the road safely and fast.

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■ Cruise control may not function ■ Fault codes for the clutch pedal position sensor

Fault Codes ■ 9300 Clutch pedal position sensor, faulty signal. Signal too high. Permanent fault Engine Control Module – ECM ■ 928C Cruise control lever. Signal too low. Permanent fault Engine Control Module – ECM

IVS 360 is included with the DrivePro Elite Diagnostic Kit Multi-Brand Diagnostic Solution.

BENEFITS Unlimited support no support request limits, and workshops have unlimited access. On-demand request support from our OE-certified Master Technicians when needed. Save time no more sending jobs to dealers, or wasting time Googling the repair.

�� Connect your Opus IVS device. �� Go to Drive. �� Select dynamic data values, brake/clutch pedals. �� Check the clutch pedal position sensor values. When the clutch is completely released, the value is approx. 60-70%. The value decreases when the clutch pedal is depressed. �� If the values are lower than 9.0% for longer than 0.16 seconds, or higher than 79.7% for longer than 0.16 seconds, replace the clutch pedal position sensor.

Possible Causes ■ Clutch pedal position sensor may be faulty and need replacing

Repair Steps �� Remove the driver’s side dash undertray. �� Inspect position sensor for clutch fluid contamination.

Parts Required ■ Clutch position sensor (9472979) WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAE002

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TROUBLESHOOTER

Solving an intermittent non-start problem – part one In the first part of this feature, PICO Technician Steve Smith investigates a 2005 Vauxhall Vectra, the engine of which is (mostly) refusing to start. Vehicle information

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Manufacturer: Vauxhall Model: Vectra Auto Year: 2005 Transmission: Automatic Mileage: 90,979 miles Failed part: Engine ECU and Starter motor

Customer’s description The customer reported a clicking noise from under the bonnet when attempting to start the engine (the engine failed to crank).

Technical description Verifying the customer complaint is an essential step in the diagnostic process but is also quite often a time-consuming task with no success. On this occasion, the customer's complaint was verified. The engine failed to crank and there was a clicking noise from the starter motor when we held the ignition key in the crank position. The warning lights in the instrument panel would also flicker in unison with the clicking from the starter motor. When

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we applied a boost pack to the vehicle battery, the engine would occasionally crank and start as normal, accompanied by a screeching noise from the starter motor. In contradiction to the above, there were several occasions where the engine would crank and start as normal without support from a battery boost pack (i.e. there was no apparent fault).

Diagnosis With the customer's complaint verified, we confirmed the Vehicle’s ID and Specification.

Confirmation of specification is of the utmost importance when it comes to diagnosis. Owners often get tempted to modify their vehicle with fashionable accessories that lack the fundamental quality control and engineering that was intended for the vehicle. The customer confirmed that no such accessories had been installed. The Customer Interview follows the four “targeted” open question principle below, to help establish facts from fiction: How long has the problem been evident? No previous experience of a non-crank/start event or any engine running problems When did you first notice the problem? The symptom occurred when attempting to start the vehicle after it had been standing for over six months (MOT was due). Has any work been carried out on the vehicle recently? No work had been carried out before the non crank event. When do you experience the problem? When attempting to start the vehicle, once started the engine would continue to run. Quite often, the customer interview leads to a “probable” diagnosis. My initial thoughts turned to low battery voltage (parasitic

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referring to the relevant technical information. The cranking circuit relied on the engine ECU to ground pin 85 of the starter motor relay, the diagram from ALLDATA (Fig.1) helped clarify the circuit. This diagram shows:

�� drain) or 12 V battery failure since the vehicle has been stationary for several months and applying a booster improves the non-cranking issue. A basic inspection confirmed no fluid leakages, no visible signs of damage to hoses, connections or wiring harnesses, and no sign of accident repair. A vehicle scan of all on-board control units revealed several fault codes which were saved then erased: Steering C1550 Control unit Malfunction U2105 Communication with engine control unit – Communication faulty Brake control unit U2105 Communication with engine control unit – Communication faulty Steering column switch module U2105 Communication with engine control unit – Communication faulty Instrument cluster U2105 Communication with engine control unit – No communication Before diving in, we took a step back and checked for Technical Bulletins. This check is paramount. While this may seem obvious, there are many avenues you can take to obtain free technical bulletins and so-called “known fixes”. I have learned that while the entire description of such obtained data matches the exact symptom you are experiencing, the information obtained may well be for other markets i.e., not applicable to UK specification vehicles. (Please don’t fall into this trap as I have with previous vehicles.)

Possible causes ■ Battery and charging system (inc. parasitic drain) ■ Cranking control circuit ■ Starter motor assembly (Screeching noise upon cranking) ■ CAN network communication error ■ Engine management system input error

The action plan The action plan was predominately governed by accessibility, probability and cost. We quickly eliminated the battery and charging system as we confirmed them to be OK. Based on the acquired scan data, you can’t ignore numerous ECUs reporting loss of communication with the Engine ECU. Again, it was tempting to dive into CAN network diagnosis but I felt as though we could be working blind. To understand how such CAN errors could influence cranking, we needed to interpret how the starter motor was controlled and this was where we focused our attention,

■ The ignition switch supplies the gear position switch with a 12 V supply when held in the cranking position. ■ If the gear position switch is in either Park or Neutral position, the supply from the ignition switch is allowed to pass onto pin 86 of the starter motor relay. ■ The starter relay (pin 85) is then grounded via the engine ECU (closing the relay contacts) and cranking can commence. So, what was causing the starter motor to repeatedly “click” and the engine failing to crank? The Autodata wiring diagram (Fig.2) will assist with the descriptions included in the waveforms, where we caught the failure. Fig.3 shows how we captured the engine ECU failing to keep starter relay pin 85 grounded, and pulsing the ground path instead (see Channel E). The result, therefore, is the rapid energising and de-energising of the starter relay and, of course, the engaging/disengaging of the starter motor as a direct consequence. Since we had eight channels to acquire data with, we could eliminate numerous components in one single capture. In Fig.4 we have zoomed in on just one of the “pulsing” events of the starter motor relay. When we referred to the captures and wiring diagrams we could conclude the following:

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TROUBLESHOOTER

■ The engine ECU did not lose any of the three power supplies to pins 15, 16, and 47 during intermittent cranking, our ignition/engine control relays and circuits were, therefore, OK. ■ That also meant that the fuse boxes and the terminals “housing” the above relays had to be OK. ■ The signal from the ignition key to the starter relay pin 86, via the gear position switch, was OK. ■ The power supply to starter relay pin 30 was OK. ■ The starter relay was OK, as it was simply responding to the pulsed ground of Pin 85. ■ The starter motor did momentarily energise based on the inrush current captured on Channel F. All in all, a set of worthy test results that allowed our focus to firmly shift to the engine ECU and our numerous CAN codes reporting a loss of communication (we are not working blind). It is always comforting to know the diagnostic path you have chosen is the right one and by this, I mean validation of the test results shown. We knew the starter relay was losing the ground path on terminal 85 and what better way to qualify this scenario than using a bypass test? With the ignition on, we removed the starter motor relay and joined terminals 30 to 87 in the engine bay fuse box. The vehicle cranked and started every time (accompanied by a screech from the starter motor). This test qualified, beyond any doubt, that we were

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�� justified in pursuing the ground path of the starter motor relay via the engine ECU. While we have tested the ECU power supplies, what about the main ECU grounding? Given that the engine ECU was bolted to the engine (and in turn acquires an earth path via the mounting bolts), we carried out a volt drop test (on the ground path) to make sure that the ECU was earthed correctly (Fig.5) During the starter motor peak inrush (Channel D), we captured an average volt drop of 785 mV. I initially thought that was high, however, the addition of a ground “jump lead” did not change this value. We also knew that the engine ECU was capable of running the engine during the relay bypass test, which removed any doubt surrounding external earthing. Armed with the confidence generated by the previous tests, we had to test the CAN network at the engine ECU under the fault condition. (Remember multiple ECUs were reporting a loss of communication with the engine ECU.) Fig.6 captures CAN Lo during the

intermittent cranking symptom accompanied by a simultaneous loss of communication to the connected scan tool (monitoring engine ECU live data) and the flickering of the engine MIL. Note how the voltage drops to approximately 8 volts during the momentary operation of the starter motor (Channels E and F). This is to be expected during the initial inrush of the starter motor current. However, this is repeated at approximately 300 ms intervals, which generates huge amounts of noise in the engine control circuits (Channel E). While these voltages appear to remain at an expected level during the “inrush” at our external measurement points, they also supply other actuators (e.g. the throttle motor) via internal electronics in the engine ECU. (Refer to A177 in the Autodata wiring diagram). It was noted that, periodically, during intermittent cranking, the throttle motor would appear to “whine” which could suggest a cyclic control of the power supply from inside the engine ECU. Note the back EMF present on Channel E which is characteristic of stop/start motor assemblies (think of inductive spikes from fuel injector coils). Channel G revealed an increased voltage drop (2V) at ECU pin 31 (which is responsible for grounding the engine control relay), accompanied by some very strange behaviour of our CAN Lo signal on Channel H which appeared to momentarily switch from CAN Lo to CAN Hi! It was at this precise point that communication was lost with the scan tool... Read next month’s issue to find out what was causing the erratic signals and Steve’s ultimate diagnosis. FOR MORE INFORMATION WWW.RDR.LINK /AAE003

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CLUTCH CLINIC

HOW TO Replace a clutch and dual mass flywheel on a BMW 123d In this month’s clutch clinic, Schaeffler LuK REPXPERT Alistair Mason is replacing the clutch and dual mass flywheel in a 2011 BMW 1-Series, fitted with a 2.0 turbo diesel engine that has covered over 120,000 miles.

MW launched the 1-Series to the UK market in 2004 as a replacement for the 3-Series compact and it has been a very successful C segment car, which is now onto its third generation. The 1-Series is a great all-rounder and very popular, so with a repair time of 4.2 hours and only limited workshop equipment required, it presents a good clutch replacement opportunity for the independent workshop.

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Workshop equipment required ■ Vehicle lift (two-post is ideal) ■ Transmission jack ■ Clutch alignment tool

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Gearbox removal With this repair, all the work is carried out from the underside, so raise the vehicle lift to gain good access and remove the engine and gearbox under shield and then disconnect the rear exhaust mounts to allow the exhaust to be stowed to the O/S giving better access to the prop shaft. Mark the prop shaft mounting points to eliminate any balance issues (Fig. 1) and then disconnect it from the gearbox flange and position it above. Support the gearbox with a transmission jack, remove the rear gearbox mounting assembly and then disconnect the gearchange linkages by releasing and removing the retaining clips (Fig. 2). Disconnect the reverse light switch and unclip the wiring loom from the gearbox, then remove the two nuts that secure the

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clutch slave cylinder on the other side of the gearbox, detach the slave cylinder assembly (Fig. 3), and stow it away from the bellhousing area. There is also a sensor on the top of the gearbox which requires the multiplug to be disconnected. Now work around the bellhousing, removing the bellhousing bolts and exhaust bracket, but leave one easily accessible bolt to secure the gearbox. Ensure the transmission jack is in a central position supporting the gearbox, then remove the final bellhousing bolt and ease the gearbox away from the engine. Once clear, lower the gearbox and stow the gearbox safely. With this vehicle, it was evident that the self-adjusting clutch had reached the end of its service life, indicated by the fact that the three yellow adjuster springs were fully extended and at the end of their travel.

Clutch and dual mass flywheel replacement Remove the six clutch retaining bolts, the clutch pressure plate assembly and then the clutch plate. In this repair the dual mass flywheel was also being replaced, but if this was not the case, now is the time to test the rotational free play and bearing rock of the dual mass flywheel with its values and instructions being easily obtained from the REPXPERT app. Remove the eight flywheel bolts and the flywheel, then check for any oil or coolant leaks that could contaminate the new clutch and flywheel assembly and rectify if required. Mount the new dual mass flywheel onto the crankshaft, ensuring the flywheel locates onto the dowel correctly (Fig. 4), insert the new flywheel bolts and torque to the manufacturer’s specification. Then de-grease the flywheel face using clutch and brake dust cleaner.

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Attention now turns to the gearbox and the release system, so remove the clutch release bearing and release arm, inspect the ball pivot and release bearing guide tube for any wear and replace if required. Clean the bellhousing using clutch and brake dust cleaner, and then mount the new release bearing and release arm, ensuring the release bearing is positioned correctly, a process that is explained by a non-verbal bulletin supplied with the replacement clutch. Apply a light smear of high melting point grease to the gearbox input splines and then place the clutch plate onto the input shaft, this will ensure the clutch plate has the correct fitment and evenly distributes the grease. Then remove the clutch plate, and wipe off any excess grease. Now mount the clutch plate onto the flywheel. This is where this clutch differs from a conventional set up, as the flywheel has a solid spigot, which means a special tool/spacer bush is required to align the clutch plate. Mount the spacer bush onto the spigot (Fig. 5), then mount the clutch plate onto the spacer bush ensuring the words “Gearbox side” or “Getribeseite” are facing away from the engine (Fig. 6). De-grease the clutch pressure plate clutch face and then locate it onto the alignment dowels and insert the six clutch bolts and tighten in an even and sequential sequence and, finally, torque to the manufacturer’s specification. Now remove the transport locking plate from the centre of the clutch using a 14mm Allen key and rotate in an anti-clockwise direction (Fig. 7). Once the key is removed, the clutch plate aligning tool/spacer bush

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can also be removed with the aid of a small bolt (Fig. 8).

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Gearbox installation Prior to gearbox installation, ensure all cables and pipes are clear so they don’t get trapped when the gearbox is installed and that the gearbox alignment dowels are installed in the engine. Using a transmission jack, ease the gearbox into position and when the gearbox has located on the dowels, install, and tighten an easily accessible bolt. Installation is in reverse order of removal, but always check if the bellhousing bolts need replacing using the manufacturer’s information, and always torque bolts to the specification it states. WANT TO KNOW MORE? INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, REPAIR TIMES AND MUCH MORE CAN BE FOUND ON THE REPXPERT WORKSHOP PORTAL WWW.RDR.LINK/AAE004 – THE REPXPERT APP, OR BY CALLING THE SCHAEFFLER REPXPERT HOTLINE ON 0872 737 0037.

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BELT FOCUS

HOW TO Install the timing belt on a 2012-2015 Fiat 500 1.4 This month’s Belt Focus looks at the installation process behind a Dayco timing belt kit (KTBWP2853) in a 1.4L Fiat 500.

he 1.4-litre MPi petrol engine used in the popular Fiat 500, features a timing belt driven water pump. As replacing the belt also requires the auxiliary drive system to be removed, Dayco recommends that all the systems’ components – primary drive and auxiliary drive – be replaced at the same time. This step-by-step technical guide aims to help technicians through the process, to avoid complications and ensure a first-rate job. As with all primary drive system jobs, the work should be undertaken when the engine is cold; ideally the vehicle will not have been run for at least four hours. After disconnecting the battery earth cable, draining the coolant and detaching the reinforcement brace, remove the cowling/side protection from the driver’s side

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front wheel arch to expose the auxiliary belt system. Slacken the auxiliary belt tensioner with a spanner and take off the belt, then remove the crankshaft pulley. Disconnect the coolant hoses to the reservoir and remove it. After suitably supporting the engine from underneath, remove the upper engine mount and bracket to reveal the cover of the timing drive system, which can then be removed, starting with the upper half. After checking the timing marks, loosen the tensioner bolt and then remove the tensioner and belt, followed by the water pump. Fit the camshaft locking tool (186085000) then turn the crankshaft clockwise and align the crankshaft timing marks and install the crankshaft timing tool (2000004500) ensuring that the pin in the pulley is located correctly (Fig.1).

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Ensuring that the cooling system has been flushed through and no debris is present, install the new water pump from Dayco kit KTBWP2853, complete with its seal. Hold the camshaft pulley with the special tool (2000015800) and loosen, but not remove, its bolt, so the pulley can rotate on the shaft, then remove the tool. Replace the tensioner and the belt with the new ones from the kit and using the tool (1860987000), rotate

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“Dayco recommends that all the systems’ components – primary drive and auxiliary drive – be replaced at the same time.”

�� the tensioner anti-clockwise to the end of its stroke (Fig.2) and tighten the nut to between 22-27Nm. Making sure the camshaft pulley doesn’t move by holding it with the special tool (2000015800), tighten the bolt to 132Nm. Remove the camshaft and crankshaft timing tools and, using the crankshaft pinion, rotate the engine several times and reinstall the tools. Then, while holding the tensioner with the tool, loosen the fastener and rotate the tensioner until its index is centred in the reference window (Fig.3), then retighten the fastening to between 22-27Nm.

Remove the timing tools and refit all the components in their reverse order, but check, and if necessary, replace the crankshaft pulley with Dayco DPV1021 (the fasteners for which should be tightened to 28Nm) and the auxiliary belt tensioner with Dayco APV3711. However, Dayco recommends the auxiliary belt 5PK1145 is always replaced. For vehicles without air conditioning, Dayco offers the crankshaft pulley DPV1028 and auxiliary belt 4PK668. Finally, refill the cooling system, start the engine and carefully check for leaks and ensure the radiator fan operates at the correct temperature. Replace the thermostat Dayco DT1078F if necessary. Then, once the engine is cold, check the level of the fluid again.

�� WANT TO KNOW MORE? TO VIEW SIMILAR INSTALLATIONS, VISIT THE OFFICIAL DAYCO YOUTUBE CHANNEL WWW.RDR.LINK/AAE005

FOR MORE INFORMATION REGARDING THE POWER TRANSMISSION PRODUCTS IN THE DAYCO RANGE WWW.RDR.LINK /AAE006

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TECH TIPS

HOW TO Replace rear brake pads and discs on a Hyundai i40 Blue Print guides readers through the process of replacing the brake pads and discs on the rear wheels of Hyundai’s i40 saloon and tourer estate. The i40 uses an electromechanical parking brake system similar to other manufacturers such as Volkswagen, Renault, Volvo, Ford and BMW.

STEP-BY-STEP �� Carry out a braking system health check with regards to fluid level and condition, leaks, and check the operation of the parking and foot brakes. Note: It is advisable to connect a battery support unit as the parking brake motors draw a lot of current (approximately 14-20 amps) when in use. With the ignition on, plug a diagnostic tool into the 16 pin diagnostic socket and check for fault codes in the EPB and ABS systems.

�� With the vehicle raised, remove the rear wheels and check the condition of the brake hoses, parking brake motor cable and connections, and the rear brake pads and discs. The minimum disc thickness is 8.4 mm, and the minimum rear brake pad thickness is 2.0 mm.

�� Perform the EPB motor wind back procedure using a suitable diagnostic tool.

�� Remove the two 12mm headed bolts on the brake caliper and remove the caliper – carefully putting it to one side, without putting excessive stress on the brake hose and motor wiring.

�� There is no need to wind back the piston; it can just be pushed back.

�� Remove the old rear brake pads and retaining plates.

20 OCTOBER 2021 PMM

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�� To remove the caliper carrier (A), first, remove a suspension link bolt (B). This will enable you to remove the two caliper carrier bolts (C).

쐅 Finally, rewind the EPB motors and check the operation of the parking and foot brakes, which includes checking for fluid leaks. Then recheck for fault codes in the EPB and ABS systems, refit the wheels and torque wheel nuts to 88-108 Nm and road test.

��

Remove the rear brake disc retaining screws and then the old brake disc. Clean the mating surfaces and degrease (where necessary) the new brake disc before fitting.

Refit the caliper carrier bolts, the suspension link bolt, and then fit the new brake pads and retaining plates – once this is done refit the brake caliper.

WANT TO KNOW MORE? FOR MORE TECHNICAL INFORMATION WWW.RDR.LINK /AAE007

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TECH TIPS

AUTODOCTA ��

��

KIA SPORTAGE CENTRAL LOCKING NOT OPERATING WHEN USING REMOTE CONTROL

JAGUAR E-PACE CREAKING NOISE WHEN OPENING/CLOSING DOORS

FAULT:

A customer of ours has a 2010 Kia Sportage and they are complaining the central locking intermittently fails to operate when using the remote control. The door locks have not failed whilst the car has been in our workshop so we are struggling to diagnose the fault. Can you help?

During a service for a 2019 E-Pace a customer mentioned a creaking noise when opening or closing the doors. Clearance seems good and applying lubricant to the hinges fails to resolve the issue. Is there by chance something on your systems for Jags with creaky doors?

FIX:

Yes, the symptom you described is known to us on Sportage models built in Slovakia up to August 2011. The fault is due to the ignition key warning switch sticking because of insufficient lubrication included at manufacture. Disconnect the battery and remove the steering column trims. Disconnect wiring harness multi-plug from ignition switch. Insert key into ignition switch and turn to ACC position (Fig 1.1). Press and hold ignition switch locking pin and simultaneously pull out ignition switch barrel (Fig 1.2 & Fig 1.3). Apply a light coating of grease, available from Kia parts department, to the ignition switch barrel and ignition key warning switch (Fig 1.4). This should eradicate the central locking fault.

Jaguar has published a bulletin for this issue, which affects E-Paces from 2018-2021. The cause is unsatisfactory design of the door check strap cover, which creaks in operation. The fix as advised by Jaguar is as follows:

As one of the UK’s leading suppliers of technical information to the automotive aftermarket, Autodata has over 65 skilled technicians with a comprehensive understanding of those common problems that take up valuable garage time to investigate. In this regular column, Autodata’s Technical Team share their fixes to common problems raised through Autodata’s technical helpline, available to all UK customers.

■ ■ ■ ■

Remove the door trim panel Remove door check strap Remove door check strap cover (Fig 1.1) Fit the retaining clip to the door check strap cover (Fig 1.2). Ensure the retaining clip is fitted on top front edge of the door check strap cover ■ Refit the door check strap cover (Fig 1.3) ■ If necessary, repeat the procedure for the remaining doors

FOR MORE INFORMATION ONLINE, GO TO WWW.RDR.LINK/AAE008

PMM OCTOBER 2021 23

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TECH TIPS

BEST PRACTICE Compound Disc Brakes Compound disc brakes are lighter than standard brake discs and therefore reduce carbon emissions. It is essential technicians are familiar with their properties. Bosch provides some Best Practice advice on how to work with them.

he compound brake disc is a new product innovation in lightweight design, comprised of a profiled aluminium disc chamber, combined with a high-carbon cast iron friction ring. The two components are held together by stainless steel rivets. Compound brake discs feature various materials, binding methods and designs, depending on the vehicle model. Advantages over standard cast iron brake discs include:

■ Lightweight component design results in lower fuel consumption and reduced CO2 emission ■ Reduced unsprung mass improves driving comfort and performance ■ Enhanced thermal capacity and heat conductivity reduces brake judder. Another advantage is that the friction ring is highly resistant to thermo-mechanical stresses ■ The friction ring and rotor hat are joined using a special method which further reduces undesired heat flow. This reduces warping and hot tears, as well as vibration and noise Bosch compound brake discs follow the OE hat material concepts (steel and aluminum hat) combined with the robust market proven connection concept (rivet) in order to provide premium aftermarket advantages in line with concepts in OE. All Bosch compound brake discs are ECE R90 certified and therefore offer customers the same quality as OE components. Their material composition and tolerances are optimally adapted to the brake system of the designated applications. Bosch

24 OCTOBER 2021 PMM

compound brake discs also come with the required studs and feature an Alutherm coating for corrosion protection.

Impact wrenches are not acceptable tools to use.

Handling and installation When the wheels have been removed, steering motions should only be performed by rotating the steering wheel.

Compound brake discs are very sensitive, high-quality products. Special requirements and safety precautions are involved in the handling and installation of these components.

DO The hub seat must be clean, rust-free and even. It should not be damaged in any way. When transporting a compound brake disc, always use both hands, and grip the disc by the friction ring.

DON’T Do not use any assembly grease or copper paste.

Do not lift or carry it by the disc chamber.

Hammers are not acceptable tools to use.

Tightening Always use a torque wrench to tighten the screws of the compound brake discs. Tighten the wheel screws evenly in three stages to the torque specified for the vehicle. ■ Evenly tighten the wheel screws crosswise using a torque wrench, max. 30% of the rated torque specified by the vehicle manufacturer ■ Tighten crosswise to 60% of the rated torque specified by the vehicle manufacturer ■ Tighten crosswise to 100% of the rated torque specified by the vehicle manufacturer After repair, the brake system should be bedded in somewhat if possible. Be sure to follow the vehicle manufacturer’s installation, assembly and safety instructions.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAE009

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12 VOLT POWER FOR HYBRIDS & EVS

12V Lead Acid Batteries continue to power all types of vehicles. From Conventional to Full Electric and every type of vehicle in between

There is a misconception that Electric Vehicles or Hybrid Vehicles don’t require a 12 volt lead-acid battery, but have you ever wondered what happens when the high voltage battery stops working? In addition to the high voltage traction battery you will find a second one: a 12 volt lead acid battery acting as the initial power source to start up the high voltage system; to ensure the uninterrupted function of safety critical systems, in case of a traction battery failure; also for key off-loads like the central locking system.

MICRO HYBRID

MILD HYBRID

FULL HYBRID

씰 Vehicles with a stop-start system

씰 Vehicles with two powersources: internal

씰 Vehicles with two powersources: full time

combustion engine & electric motor assist for starting/low speed acceleration

electric motor with internal combustion engine assist plus regenerative braking

Lead-acid AGM and EFB batteries have proven their reliability for years, making them the perfect choice for supporting the 12 volt electrical system on electric or hybrid electric vehicles. They step in when the high voltage battery fails or switches off, to lock and unlock the car and also serve as an additional power supply to buffer the electrical system. They ensure that important safety functions such as ABS and ESP are working at all times. AGM and EFB batteries are far from being obsolete. Their construction and behaviour as well as their lack of electronics make them a reliable and robust power source.

PLUG-IN HYBRID

FULL ELECTRIC

씰 Vehicles with two powersources: full time

씰 Vehicles with one powersource: electric

electric motor with internal combustion engine assist, plus regenerative braking with the advantage of a charging system powered by the mains electric

motor only. They still require a 12 volt lead-acid battery to power auxiliary, safety and comfort features

NOTE TO REMEMBER! As all electric vehicles and hybrids still have a 12 volt lead acid battery, remember to test them when the vehicle is in the workshop. Ensure they are in good working order and don’t let your customers down.

THE VARTA PARTNER PORTAL: Not sure which battery technology to choose? Not sure where the battery is and how to replace it? Head to the VARTA Partner Portal, where you can find expert advice throughout the whole replacement journey.

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TECH TIPS

BEST PRACTICE Battery Management Rotronics provides readers of PMM with some essential battery management tips to ensure that you provide the best service to your customers and optimise all revenue opportunities. Workshop battery checklist

Understanding the test results

Consider the battery’s use

■ Test the battery of every vehicle coming into your workshop ■ Do you have the correct diagnostic equipment so that you can test and charge every vehicle? ■ Do your testers accurately measure start/stop and EFB battery application? ■ Are your stock batteries on the shelf tested and charged to reduce sulphation risks? ■ Do you service and repair your testing and charging equipment or do you have broken kit lying around the workshop? ■ Keep terminals clear of dirt, oil and lubricants ■ Keep your power packs continually charged, for those emergency moments ■ Can your chargers supply sufficient battery support to support software updates? ■ With Lithium 12V batteries becoming more common in vehicles, does your charger have the capability to support these?

When diagnosing a faulty battery, workshops can be faced with a customer not trusting or believing the requirement to replace it. Having the ability to advise the customer in clear, simple terms that the battery requires replacement, even though it may still start the vehicle today, can be a challenge.

You need to be clear about the application the battery is being used for. When testing a battery, is the battery original, or a replacement? If the latter, it may have been replaced with the incorrect battery capacity or technology for the vehicle. For example, a vehicle with start/stop must only be fitted with an AGM or EFB technology battery.

Have a chat with our experts if you have answered no to any of the easy workshop checklist points and seek our guidance.

26 OCTOBER 2021 PMM

■ When presenting the customer with the diagnosis, and battery test printout, show them the variation in CCA (Cold Cranking Amps) from what the battery is rated to ■ If your tester measures RC (Reserve Capacity), explain to them what the negative impact of this component means to vehicle loads and start/stop applications ■ Share with them the battery voltage and, if below 12.4v, how sulphation build up may have attributed to its demise.

Do it once, do it right When it comes to battery testing, if you need to test, do it well and do it once. Testing the same battery multiple times will only cause confusion as the results are likely to vary; and this can lead to the wrong solution to a problem.

Proactive charging It takes no extra time in a routine service to proactively charge the battery and it will not impact on service downtime. WWW.RDR.LINK /AAE011

for more information about top-of-the-range battery chargers.

Electrolyte check Where non-maintenance-free batteries are used, check the electrolyte levels before you charge, making sure that the electrolyte is above the plate level within the battery. It only needs to be a couple of millimetres above the plate level. Then keep checking the electrolyte levels afterwards. It is important

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not to overfill so that you can avoid the risk of acid spillage and potential overflow.

Workshop equipment There is so much to choose from and the old saying ‘buy cheap, buy twice’ is an important one to bear in mind when you are thinking about buying kit for your workshop. We keep an eye on the best quality technology that will provide excellent customer service and we can help you make the right decisions. If any of your equipment has become faulty or may be showing signs of wear and tear. WWW.RDR.LINK /AAE012 and see if we can help you.

Hazards to avoid When you change a damaged ‘flooded’ battery, take good care to avoid any

“When it comes to battery testing, if you need to test, do it well and do it once.”

electrolyte spill and that this is kept to a minimum. In good condition, batteries are sealed and generally will not be a danger. It is always wise to be respectful when you handle them. Definitely do not drop a battery. Explosions are not everyday occurrences in workshops, but we hear too often about such problems in workshops, and the reason is generally due to poor maintenance or handling. A 12V electric shock is not lethal but it pays to use considerable caution if you happen to be using any metal tools close to batteries, so that you can avoid short circuits and sparks.

Jump starts Having to jump start a vehicle is not ideal, so find out why the jump start is needed in the first place. It really is worth conducting a comprehensive battery and electrical system test. Check to see if any vehicle loads were left on. Is there anything unusual that will create a drain on the vehicle? Is the charging system working properly? It is best to have the answers to these questions before the vehicle is allowed to continue its journey.

WANT TO KNOW MORE? FOR MORE SAFETY TIPS FROM ROTRONICS WWW.RDR.LINK /AAE013

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TECH TIPS

HOW TO Replace the wheel bearings on a Vauxhall Corsa D Schaeffler FAG REPXPERT Alistair Mason demonstrates how to replace the front and rear wheel bearings on a Vauxhall Corsa D 1.4 SXI.

he Corsa is a popular car amongst younger drivers, often fitted with bigger and wider wheels and lowered to within an inch of its life. These modifications generally don’t help with the life of the wheel bearings and therefore it’s a common repair. However, with a book time of 1.1 hours for the front bearing replacement and 0.7 for the rear, it also presents a quick repair for any independent workshop. The front wheel bearing is known as a Generation One, with two rows of encased ball bearings, which relies on the hub nut torque to set the bearing pre-load. It also carries the ABS sensor encoder ring that must be located next to the ABS sensor. The rear wheel bearing is known as a Generation Two, is part of the hub assembly and also relies on the hub nut torque to set the bearing pre-load, and has the ABS encoder ring as part of the bearing construction.

28 OCTOBER 2021 PMM

��

Recommended workshop equipment: ■ Vehicle lift (two-post is ideal) ■ Hydraulic press ■ Suitable size press mandrels

Front wheel bearing replacement With the vehicle placed on the ramp, remove the hub cap and slacken the hub nut and the wheel bolts, raise the ramp to waist height and remove the wheel. Detach the hub assembly by removing the brake calliper and carrier assembly, brake disc and secure it so not to strain the brake pipe. Remove the back plate, ABS sensor and the hub nut (Fig.1). Disconnect the track rod end from the hub assembly, remove the bottom ball joint pinch bolt and draw the ball joint out of the hub assembly. The final operation is to remove the two hub-strut pinch bolts, and once removed, the hub assembly can be eased off the driveshaft and taken from the vehicle. The first operation to replace the bearing is to press out the drive flange. So, support the hub carrier in the press and using a suitable size mandrel, press the drive flange out of the bearing. There is a high chance that

028_PMM_OCT21_Layout 1 27/08/2021 16:50 Page 29

��

the bearing inner race will stick to the drive flange and if this is the case, will have to be removed later. Detach the bearing retaining clip (Fig.2) from the hub carrier and once removed, the complete bearing assembly can be pressed out of the hub carrier. The final operation is to remove the bearing inner race from the drive flange, and in this instance, a bearing clamp was used to grip and support the bearing race and allow the drive flange to be pressed out (Fig.3). It is always good practice to clean the bearing area with a wire brush or rotary cleaner to aid bearing and clip fitment. Using the hydraulic press, support the front face of the hub carrier, place the new wheel bearing in position, ensuring that the ABS encoder ring will be on the inside surface of the bearing. Select a suitable size mandrel to press the bearing into position on the outer race (Fig.4) until it is in the “home” position and fit the new retaining circlip. Now press the drive flange into the new bearing by

��

supporting the inner race of the inner bearing, locating the drive flange (Fig.5) and press into position using the hydraulic press. The hub assembly can now be installed in reverse order of removal. Torque all bolts to the manufacturer’s specification and tighten the hub nut before lowering the vehicle to the floor where the final torque can be applied. However, remember to reset the brake pedal as the brake calliper has been removed and refitted during the installation.

Rear wheel bearing replacement With the vehicle on the lift, slacken the wheel bolts and raise the ramp to waist height to remove the rear wheel. Unscrew the two brake drum retaining screws and take off the drum. Remove the centre hub cap (Fig.6) and then the hub nut, which will allow the flange and bearing assembly to simply slide off the stub axle. At this point, remove any brake dust using brake and clutch dust cleaner and ensure the ABS sensor is clean (Fig.7).

��

The new wheel bearing and drive flange assembly can now be installed, so once positioned correctly, fit the new hub nut supplied and torque correctly. Installation is in reverse order of removal, but remember to torque bolts as required and reset the brake pedal.

WANT TO KNOW MORE? INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, REPAIR TIMES AND MUCH MORE CAN BE FOUND ON THE REPXPERT WORKSHOP PORTAL – WWW.RDR.LINK /AAE014 – THE REPXPERT APP, OR BY CALLING THE SCHAEFFLER REPXPERT HOTLINE ON 0872 737 0037.

��

PMM OCTOBER 2021 29

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TECH TIPS

Advanced battery technology ECOBAT charts the complex process behind the modern car battery and seeks to clear up any remaining confusion.

n terms of the aftermarket, batteries have historically been a relatively simple component to replace within a generally uncomplicated electrical system. Although things began to change slightly when a 12-volt power supply had to be provided during battery removal and installation, initially in order to save radio codes and then the information contained in the vehicle’s electronic control units (ECU), the real game changer has been the introduction of start/stop technology. In order to support a start/stop system, which, as its name suggests, requires the battery to make multiple engine starts in the course of a single journey, there had to be a fundamental shift in battery technology. Hence the development of first, AGM (absorbent glass mat) and later, EFB (enhanced flooded battery) designs. Although these developments are now commonplace within the industry, what is clear from research conducted by ECOBAT Battery Technologies is that there is still confusion in the marketplace as to the process and tools that might be required to change the battery in a start/stop equipped vehicle, as well as a failure to recognise that it requires a specific battery. Another factor is the need for technicians to use a battery validation tool to ensure the new AGM/EFB battery is correctly assimilated into the vehicle’s battery management system (BMS). This vital element is an important step that is often overlooked and means that even if the battery is of the appropriate technology and correct specification, incorrect validation will result in the wrong charge algorithms being applied to the new battery via the BMS, which will considerably reduce its service life.

30 OCTOBER 2021 PMM

A significant additional benefit to workshops fitting start/stop replacements is that with each installation they are selling a battery with a greater profit margin. On top of this, because they are fitting a battery of the correct specification for the application, rather than a familiar, but ultimately inappropriate SLI version, customer satisfaction increases and warranty claims are reduced accordingly.

Solutions for the aftermarket Exide’s next generation light-vehicle batteries, which are under continuous development for its OE business with vehicle manufacturers globally, are specifically optimised for the most advanced powertrain technologies currently in the market and for those coming in the future. Initially developed for its start/stop OE batteries, Carbon Boost is Exide’s smart electrochemical solution for longer battery life and uses carbon additives on the surface of the negative plates to increase the speed at which the sulphate particles dissolve. It is the only battery manufacturer to adopt this approach, which leads to faster recharging,

protection from sulphation, and less stratification. Continuous investments in R&D, tighter emissions regulations and the increasing demands from the VMs in regard to charge acceptance and energy availability, all led to the development of Carbon Boost 2.0, which uses improved carbon additives, combining an optimised surface structure with significantly better conductivity. This enables a superior current flow within the battery, resulting in unmatched charge acceptance. It also helps to dissolve the lead sulphate deposits that usually consolidate on a battery’s discharged negative plates, reducing its ability to charge back efficiently. Exide’s OE AGM batteries were first to market in 2004 and feature LifeGrid technology, which is perfect for advanced start/stop systems where the battery needs to be quickly recharged through the energy provided by the regenerative braking system. First invented by Exide in 2008, EFB batteries have come to play an increasingly crucial role for VMs in order to reduce fuel consumption and emissions. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAE015

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BUSINESS

& TRAINING

CHIPS with everything!

any years ago, when I was a teenager, the village I lived in was on a main road and boasted a ‘proper transport café’. How did I know that this was a proper transport café? It always had a lot of lorries in the car park, the drivers feasted on the fry-ups and the menu offered ‘chips with everything’. Times have moved on and the transport cafe has long since been demolished, but the ‘chips with everything’ (‘chips’ now referring to microchips or semiconductor integrated circuits) has now become the basis for almost all functions found on today’s vehicles. The current shortage in these chips has become a problem for the automotive industry, and for the aftermarket things will only get worse before they get better, but then could become an even more serious problem.

So, what exactly is happening to these chips? The current shortage is a combination of several factors that have coalesced to create a perfect storm. Firstly, the start can be traced back to coronavirus. Like most manufacturing sectors, the semiconductor sector had to partially shut down because of the pandemic, resulting in a reduced supply of chips. Secondly, the pandemic led to many employees working from home and this has significantly increased the demand for PCs and printers for home use. Thirdly, there was the launch of two new gaming consoles – the PlayStation 5 and Xbox Series S/X –

32 OCTOBER 2021 PMM

In the connected world we live in, developments and disruptions in unrelated sectors can end up impacting on the automotive industry. Neil Pattemore reflects on the recent semiconductor shortage and the increasing restrictions on independent workshops replacing OEM parts in the name of ‘cybersecurity’. Will the independent aftermarket will end up at a disadvantage? pushing demand for chips to a new high – Sony estimates it alone sold 4.5 million units in 2020. To add to these factors, there was a fire at the Renesas Electronics factory – one of the largest semi-conductor suppliers to the automotive industry. The unhelpful backdrop to all of this has been the USChina trade war. For the vehicle manufacturers, this came on the back of a massive downturn in demand for new vehicles (and the corresponding in-vehicle systems and components) created by the pandemic, which in turn was followed by a massive upturn in demand as the economies around the world started to recover. However, semiconductor manufacturing did not have the capacity to simply fulfil this increased demand from the automotive system suppliers. Vehicle manufacturers have universally indicated that their production volumes will fall and profits in Q2 and Q3 of this year will be significantly down. With the decreased availability of new vehicles, the price of used vehicles has risen significantly.

How will this chip shortage impact the aftermarket? There will be a number of both short and longer term issues arising from this chip shortage. The most obvious is the reduced volumes of new car sales, which helps the aftermarket in the shorter term, but will become a longer term issue. However, much more critical as an immediate impact is the availability of replacement parts which use chips, as these are often ‘captive parts’ which are only available from the vehicle manufacturer. Where there is some availability, this is likely to be prioritised in favour of the vehicle manufacturer’s own dealer network and not independent repairers. Equally, independent parts manufacturers that use chips in their own parts, may also find that those chips that are available are prioritised for the Tier One suppliers as part of the vehicle manufacturer supplier contracts. In a separate, but parallel, issue to the chip shortage, the vehicle manufacturers are increasingly programming the replacement parts that are supplied, so that a code is

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required to allow the part to be activated (these can now be mechanical parts, as well as those that include chips). Often this code is only made available to main dealers, or can only be conducted using the vehicle manufacturer’s

own diagnostic tool. Independent repairers can find themselves, and increasingly do, refused on the basis of ‘safety and cybersecurity’. Of particular significance are replacement parts that are fitted as part of an ADAS. Currently, many of these parts are electronic and are coded by the vehicle manufacturer, but for independent parts manufacturers to develop these parts now involves another significant barrier. There is new vehicle type approval legislation that has been developed at the UNECE in Geneva which creates the requirement for ‘cybersecurity’ to become part of the vehicle type approval. However, whereas all other vehicle type approval requirements are technically defined (e.g. steering, brakes, emissions), the cybersecurity is individually developed by each vehicle manufacturer and is then assessed by the type approval authority. This means that the vehicle manufacturer decides who can access the vehicle and for what purpose. To develop a replacement part, an independent parts

manufacturer would need to agree a ‘project’ with the vehicle manufacturer and follow the cybersecurity strategy of that individual vehicle manufacturer. This creates a significant range of issues – the vehicle manufacturer is under no obligation to agree to the independent parts manufacturer’s request, the costs involved, extending into full disclosure through the independent parts manufacturer’s supply chain for the ‘safety and security’ requirements of the vehicle manufacturer. A true ‘big brother’ scenario! So, although the current chip shortage will create some problems in repairing a vehicle, these chips form the basis of much more significant problems for the aftermarket, which are already starting with new vehicle type approvals. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAE016

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BUSINESS

& TRAINING

SCREEN

TIME ACIS discusses the benefits of investing in software in the workshop.

t is commonplace for workshops to invest in the latest technology for their technicians on the workshop floor. But, if businesses want to streamline their operations effectively and save time and money, it is just as important to do the same at the back end. Systems such as ASCRIBE, AIMS and AIMS Lite from ACIS can help repairers become more efficient and profitable. The ASCRIBE inventory management system from ACIS was developed with the user in mind, providing full visibility of the use of products within the workshop, enabling managers to speak to the technicians on the shop floor, compare individuals’ usage of products and measure the associated costs. ASCRIBE also streamlines the ordering process because it can allocate products to a technician, department or job number easily, and it knows when the items are at a minimum so it can reorder them to the agreed level. This then leads to the garage optimising its overall stock holding because it can easily see how much product it is using. This also means the business becomes leaner, both from a stock and financial point of view, because it has moved away from the inefficient manual method of ordering X amount of pounds worth of product each month and potentially not using all of it before reordering the same products the following month. As a result, the workshop keeps accumulating dead stock which just sits on the shelf. The next stage of ACIS’ technology development is AIMS and AIMS Lite, which have recently been launched to the market and have already provided quantifiable benefits for users across the UK. AIMS Lite, in particular, has been developed as a solution for cosmetic repair and mobile repair, operated through bodyshops, pods, and vans.

This new software is built around Application Programming Interface software (APIs), which enables applications to talk to each other. This communication allows for the integration of data from various systems, including paint, estimating and bodyshop management systems, under one roof and ensures that the bodyshop does not have little silos of information on various systems that are hard to access, compile and decipher. The fact they are now under one roof will enable management teams to drill down easily into the data. For example, to understand how much material cost was estimated for a job, how much was used, and how much was invoiced.

“As with all its systems ACIS provides, the user is put first, as the software is simple to use.” The software also ensures a core stock profile, which can be set on the system, and if selected means users can only order from a pre-set basket of products, instead of a stores person ordering varying items based on (perhaps) individual preferences by technicians. As with all its systems ACIS provides, the user is put first, as the software is simple to use. For example, when placing an order, all that is required is for the product to be scanned on a tablet. There is an easy view of the order on the dashboard and AIMS then automates the ordering process and ensures workshops of all sizes, from single sites to multi-site operators as well as cosmetic and mobile repair operations have more control over their inventory and associated costs.

According to Ryan O’Neill, Business Development Manager at ACIS, “AIMS Lite has gone through extensive testing with customers. The feedback from the trials is that it is very user-friendly and enables users to be more efficient in their ordering process. In addition, as more businesses add cosmetic and mobile repair operations, AIMS Lite will even allow us to set a van up as a single account for a customer, making it is easier for them to see what products it is using over a period of time.” He adds: “The market is heading in a direction where businesses are looking to save time and money, while being as efficient as possible, and this is being assisted by the introduction of electronic ordering platforms. Once these are in place, there is no need for an account manager to come into the store and take orders from the shelves. There is also the benefit to the workshop of not having a stores person walking around checking shelves and placing an order, as the system does it automatically. This means that money can be saved and then reinvested back into the business. Aligned with the market development, the software is evolving too. There is now more of a focus on autonomous reordering and machine learning that will enable AIMS and AIMS Lite to understand what the business is ordering and then use algorithms within the software to help the business optimise its stock holding. These areas of focus are not going to change anytime soon and ACIS will remain at the cutting edge of technology to ensure it offers this to its customers.”

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAE017

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BUSINESS

& TRAINING

In the workshops of the future Tom Denton, founder of the Automotive Technology (AT) Academy and prolific publisher of automotive training textbooks, finishes his series of articles on learning. This month, Tom travels forward in time to 2070 to put some questions to a technician to find out how different things could be.

n the first three articles in this series, I first looked at EV training, at how we learn using different methods, and then compared different scenarios. In this final article I will consider these two questions: What do you really need to know? Why bother learning anything when you can just look it up? Let’s speculate on the future. What will our job be like in about 50 years? Here is a summary of what a technician from 2070 had to say when I interviewed him…

Q What hours do you work? Like most people I work shifts because everything operates 24/7. I do six hours, five days a week. My job is to supervise the servicing and repair operations and diagnose unusual faults. Most people have a personal AI that is connected to the WWW (the World Wireless Workgroup). Q What are typical service intervals? In most cases, servicing and repairs are only done when a car’s AI decides something is necessary. On-board monitoring systems regularly check every system and the AI has access to critical failure predictive data. This reduces the amount of service and repairs needed. Since fully autonomous cars started to be used in about 2035 the number of accidents have reduced, so body and paint repairs are also lower.

Q What components are used and how do you diagnose faults? When a car arrives in my workshop, I know exactly what is wrong with it because its AI has communicated all the details to our company system. The replacement subunits are already waiting. All cars are of a modular construction and consist of five major subunits: power pack, drivetrain, central computing core, electrical power control, and body. There are some major differences in body subunit types for various levels of comfort, but the others are the same for all cars. Q Do you personally replace the subunits? No, don’t be ridiculous! The appropriate subunits are changed by robots (occasionally all five subunits are changed!), and the car leaves the workshop 20 minutes after it arrived at the most. The various subunits are then returned to their specific factories and are refurbished before being returned to us. Someone told me that these cars are like Trigger’s broom, but I’ve no idea what this means. Q Does anything complex ever go wrong that means you have to know how to diagnose faults? Yes, occasionally, something goes wrong and that is when I really earn my wages! Yesterday for example, some kind of glitch meant that when a new power pack was fitted, it blew the electrical power control (EPC) unit, and the car wouldn’t move. The repair was simple, two different new subunits, and off the car went. However, finding out why this error occurred was more complex. Q What steps did you take to find the fault? I started by remotely interrogating the EPC’s AI. The information in this unit

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seemed to be all correct, so it was time to break out the test equipment. I physically connected the communication network analyser to rule out any wireless issues. The comms patterns looked wrong and my personal AI confirmed this. I then checked deeper into the system by removing some of the nodes on the network and finally the comms patterns returned to normal. At least I now knew which subsystem of the subunit was at fault. After further logical diagnostic checks, I eventually found a wiring connection to a sensor that had shorted out. It looked like some of the wires had been chewed by rodents! I sent the subunit back to the repair factory with a log of my findings attached. Q How long did you spend learning about automotive technology? I didn’t study automotive technology at school or college. Education and training changed radically many years ago. Nowadays, it is all about learning how to learn, what you need when you need it, rather than how to do specific things. For example, when diagnosing the fault on the car mentioned before, I downloaded detailed information about each specific system and test as I needed it.

Now back to the present day. Let’s return to our two original questions: What do you really need to know? You don’t need to know how a motor works to be able to change oil or coolant. But you do need to know the operating principles of an EV drive to

find the cause of a fault. In the future when it may be even easier to look things up, we will still need to know the fundamentals of how systems operate, how to use equipment, and only then perhaps look up the details. Why bother learning anything when you can just look it up? Let’s take an example to compare two methods: �� I ‘know’ how an EV drive motor is operated by three-phase AC. I ‘know’ how to use a scope so I can measure it and show it as a waveform. I ‘know’ what the waveform should look like, so if it looks wrong I ‘know’ there is a fault. �� I look up how an EV motor works, what test to carry out, how to carry out the test, and what the results should look like. Then I carry them out and I ‘know’ there is a fault. To me the obvious benefit of the first method is that it is much faster and we can be more confident in the process. On the other hand, the second method ensures we are using the correct information, for the specific system and comparing results with exactly the right data. Perhaps the answer is that there is a hybrid approach where a combination of what we already ‘know’ and what we can look up is ideal. What is certain is that we definitely need to ‘know’ how to look up the right things! WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAE018

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BUSINESS

& TRAINING

PMM hears from ASC Finance about brokers and how hiring one could help your garage succeed.

THE FUNDAMENTALS

here is no denying it’s been a strange year, and we know it’s been a hard year for garage businesses even though the industry remained largely open through the lockdowns. All the pressure, changes and temporary measures has made it quite difficult to plan for the future. With things levelling off and many looking to capitalise on the post-pandemic word, many garage owners are now starting to make and even implement plans for future growth, and obtaining funding might be part of that solution. Could a broker help you? If so, how? Our handy guide will give you an overview.

What is a broker? A commercial finance broker’s role is to secure funds from lenders and transfer those funds to the borrower or business, and a good broker will know all the details of the process and have access to many lenders which approve funds. A broker will also have great knowledge of the market and will be able to offer a tailored product for the client, with the appropriate lender available. In other words, a Broker maximises the client’s chances in securing finance, and can save you and your business time. It is already difficult to get a business off the ground, and without finance it can be even harder.

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How can a broker help my garage business? Many businesses fail when applying for finance on their own as the whole process can be daunting and lengthy, not to mention the many different requirements. Each business has different needs and garages are no different, so how to achieve that can vary significantly between them. A broker is able to identify the best opportunities depending on the case to maximise them, and will be on your side through the whole process, has experience in their sector and knows the market well. We often see applications for finance from garage owners as often the amount they pay on rent each month, would be about the same as mortgage costs, but of course, with the added benefit of owning the property. ASC knows and understands that garage owners have either been weathering the pandemic storm or looking to make the best out of the situation, with finance being a popular option to help with business expansion. We also know that presented right, banks will look favourably on applications from garage owners who own their own premises. Securing finance can be done more efficiently through broker services while increasing your chance of success, and we believe the future of your business shouldn’t be left in anybody’s hands.

“A broker will have great knowledge of the market and will be able to offer a tailored product.” How can effective financing help my business? Finance for garage owners can be arranged to expand the business itself to either another city or your current premises, pay suppliers or staff wages, generate profit, enable operations, buy machinery or attaining long-term goals. You can often secure a loan with the garage or workshop as a security, meaning your business is the guarantee to the bank in case you are not able to afford repayments. Effective financial planning can make a strong positive impact and increase the value of your business. Ensuring strong and efficient financial arrangements can set your business for success for the years to come along with careful allocation and spending of funds. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAE019

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TRAINING GROUND DENSO LAUNCHES HANDS-ON WEBINAR SERIES The firm’s objective was to take the webinar out in the field and use a location that technicians could relate to. This means the real world of the workshop, and the first webinar takes place in Hayley Pells’ award-winning Avia Sports Cars workshop.

Denso has further bolstered its online training offering with a new ‘Denso in the Workshop’ webinar series. Technical guru Mike Sadler, launches the new ‘in the workshop’ format with a hands-on demonstration and detailed discussion concerning oil contamination of the air conditioning system, in conjunction with aftermarket personality Hayley Pells.

When it came to choosing the content for the first ‘Denso in the Workshop’ webinar, the condition of the oil/refrigerant mixture in a vehicle’s AC system was an obvious subject for the company, because it is often overlooked by workshops. However, its condition is absolutely vital to allow technicians to either fit a replacement component in the AC system with confidence, or to flush and replace the mixture before doing so.

FOR DETAILS OF THE UPCOMING WEBINARS, WWW.RDR.LINK /AAE020

EV TRAINING FROM CONTINENTAL Continental Automotive is an approved IMI Centre and can deliver a full electric and hybrid electric vehicle training programme from its Birmingham headquarters. There is currently a serious deficit in the number of automotive technicians trained to work on electric and hybrid vehicles – latest data suggests just over 5% are currently qualified. Therefore, Continental has invested in enhancing its training to bring these new technologies into scope to support automotive professionals who want to enhance their

skills, and give motorists confidence that their electric and hybrid vehicles can be serviced and maintained safely. The courses range from 1-3 days and cover Awareness, Routine Maintenance, Repair and Replacement and Diagnosis. There is the opportunity to attend the full set of courses or just one or two to suit the garage requirements.

TO BOOK EV TRAINING COURSES FROM CONTINENTAL WWW.RDR.LINK /AAE021

In the modern workshop, training and development is crucial in staying competitive. PMM offers a helping hand by providing details of some of the latest training developments.

TRAINING MATERIALS FOR HYBRID & ELECTRICAL CAR HVAC SYSTEMS Nissens has released some new knowledge sharing modules in its training programme. The arrival of hybrid and electric cars in the aftermarket also means new systems and ways to repair them. And while one could expect that there would not be much difference between AC systems in regular vehicles and hybrid/electrical vehicles, there are some major differences that can make or break a successful repair or service of the system. Nissens is currently offering all its training for free through its online portal. To sign up and start learning, mechanics only need to request access links or coupons through their Nissens suppliers. To access Nissens’ online portal WWW.RDR.LINK /AAE022

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PROFESSIONAL MOTOR MECHANIC

MECHANEX

THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS

BACK AND BETTER THAN EVER IN 2021! The UK’s only regional tradeshow dedicated to garage businesses is back again in 2021, with a fresh approach and a host of exciting new content.

2021 SHOW DETAILS Sandown Park, Esher, Surrey KT10 9AJ, 9th & 10th November It’s an unmissable opportunity to attend FREE seminars, sample the latest products on the market, and take advantage of exclusive show special offers. So, why not bring the full workforce along and make a day of it?

GET SOCIAL

To keep up to date with all things MECHANEX in 2021, be sure to visit WWW.MECHANEX.INFO, like us on Facebook and follow us on Twitter!

MECHANEXShow

@MECHANEXShow

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WWW.MECHANEX.INFO BIG NAMES ALREADY SIGNED UP FOR SANDOWN

SEMINAR TIMETABLE TO INCLUDE TALKS FROM: NEIL PATTEMORE, AFTERMARKET SPECIALIST

DAVE REECE, SCHOOL OF THOUGHT

HAYLEY PELLS, AVIA AUTOS

STEVE CARTER, EV SPECIALIST Topics to be announced

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PIT STOP

In need of a refuel?

QUIZ WORD WHEEL How many words of four letters or more can you make from the letters provided? You have to use the central letter in each word, and there is one nine-letter word that can be made from every letter in the wheel. See how many you can get! Here’s what you should aim for: 12 five-letter words, 10 six-letter words, 4 seven-letter words, 2 eight-letter words, and 2 nine-letter words. Good Luck!

What is the main ingredient of the Indian dishes Sag Aloo and Aloo Gosht?

Who is the youngest Formula 1 World Champion?

In which country is Timbuktu?

Sean Connery says “there can only be one” in what film?

R B

A C

T L

E A

WIN! TO BE IN WITH A CHANCE OF GETTING YOUR HANDS ON A MOTUL PAIR OF GLOVES AND BODYWARMER, VISIT THE PIT STOP PAGE AT WWW.RDR.LINK/AAE023

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

When did the first Mini Cooper roll off the production line?

Where can the world’s longest pleasure pier be found?

How many time zones are there in Russia?

Which German music group famously sung about the Autobahn?

What you can you still find over 100,000 of on UK streets?

10.

What do a pugilist and a catcher have in common?

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SPECIAL REPORT

MARKET FORCES

onnected cars include innovative remote functions that enable multiple new uses such as remote access to highly granular in-vehicle data. For example, this includes advanced analytics including predictive failure analysis, driving style analysis and highly accurate analytics on wear and tear of components. When such technology is combined with remote access to the vehicle and driver interaction through the vehicle human-machine interface, new services and business models can be created. Predictive and preventive maintenance can thus support new business models such as ‘Maintenance as a Service’. However, the proprietary closed technical design of manufacturers’ in-vehicle telematics systems and the lack of an efficient, interoperable access to in-vehicle data and resources, prevents the automotive aftermarket and mobility services sector realising its digital potential. Independent service providers require the ability to offer competitive digital services to end-users, independently from the vehicle manufacturer (i.e. the ability to compete effectively as independent businesses). As vehicle manufacturers accelerate the deployment of such systems, they reduce the scope for further competition. IAAF has added its voice to a large coalition representing the automotive aftermarket in Europe, including FIGIEFA, that is calling on the European Union to take on board a proposal for a Secure On-board Telematics Platform (S-OTP) – allowing access for independent service providers – when legislating on access to in-vehicle data.

The IAAF recently commented on access to in-vehicle data, arguing that a lack of access was harming the aftermarket.

How could it impact my business? The so-called ‘Extended Vehicle’ (ExVe) model, promoted by vehicle manufacturers, channels all remote data communication through the vehicle manufacturer’s proprietary backend server. Only a limited part of the in-vehicle data and a narrow subset of functions, based on the business model of the vehicle manufacturer, are made available to independent service providers. This gives vehicle manufacturers full control to decide how, when, and to whom access to data, functions and resources will be granted. Through this approach competing providers become dependent on the vehicle manufacturer and are no longer able to compete effectively. Vehicle manufacturers’ pre-selected data, diagnostics and repair methods would restrict independent providers to ‘duplicated’, redundant services. Innovation, as well as effective competition, will be hampered within the overall automotive sector. The technically closed ExVe system places the vehicle manufacturer in the role of self-appointed gatekeeper, interposing itself between its competitors and their customers. ExVe thereby enables not only full control of each vehicle manufacturer over its brand-

specific aftermarket, but ultimately also full control over all vehicle-related services around the connected and automated mobility. The lack of independent competition deprives consumers and fleet operators of genuine choice; they become ‘locked-in’ to the digital eco-system of the vehicle manufacturer immediately after purchase, as switching to another vehicle is generally not an option.

What is IAAF doing about it? IAAF has called for a “Secure On-board Telematics Platform” (or S-OTP). FIGIEFA also commissioned an independent study with the aim to show that it is perfectly possible to have the highest level of cybersecurity protection, whilst at the same time allowing an independent communication with the vehicle, its data and resources. Thanks to this work, the European Commission has put on its work programme a legislation on access to in-vehicle data. It is expected that it will publish its proposal by the end of 2021 or early 2022. IAAF will continue to campaign and lobby the UK government, highlighting that the current in-vehicle access platforms – controlled and operated by the vehicle manufacturers – restricts businesses from embracing digital opportunities, and jeopardises consumer choice, innovation and a growing economy. WANT TO KNOW MORE? FOR MORE INFORMATION ON HOW TO JOIN IAAF WWW.RDR.LINK /AAE024

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OILS, LUBRICANTS

& ADDITIVES

Improve your

‘SPILL-SET’ First Mats asks all workshop owners: are you using the correct spill kit?

hen a spill happens within the workplace it’s important to act quickly to clean it up. Being up to date with the different types of spill kits (and the substances they should be used for) can help you and your staff be prepared in the event of an accident. When a substance of any kind leaks you may find yourself with disastrous consequences. These could range from harmful impacts on the surrounding environment and wildlife to damage to your stock and storage systems. That’s why controlling spills of hazardous substances and dangerous chemicals efficiently is essential. Your stock of chemicals and liquids may already be controlled by several regulations

such as those outlined by HSE and COSHH, and keeping a well-chosen supply of spill kits ready to be used in an emergency helps you adhere to the guidelines effectively.

What are the different types of spill kits? Oil spill kits – as one of the most common spill kits available, oil spill kits can be found in the majority of workshops and garages. They work on a range of different oil types including hydraulic oil, engine oil and lubricating oil, as well as on fuels and other hydrocarbons. Oil spill kits contain white absorbents made from hydrophobic materials that reject water but attract and contain oil. This means that water simply rolls off the pads instead of saturating them, leaving capacity to clear up larger quantities of oil effectively. Chemical spill kits – similarly, it’s a good idea to have a chemical spill kit or two on hand. Containing yellow-coloured absorbent pads, absorbent socks and disposable bags, chemical spill kits can help you to deal with dangerous spillages quickly and efficiently. These kits are suitable for use on various chemicals, oils, and fuels but not oxidisers or water as they will not absorb these properly – each individual kit states on the label which types of chemicals it’s compatible with. Universal spill kits – this type of kit can be used on almost all substances from solvents to mild chemicals to coolants. Identifiable by their distinct grey colour, universal spill kits are a must to keep in all workplaces ready to be used in an unexpected emergency.

AdBlue spill kits – a new and more modern type of spill kit, AdBlue spill kits are highly effective at mopping up diesel exhaust fluid (DEF) spillages. These spill kits include darkcoloured absorbent socks, double weight pads, disposal bags and ties. Be aware that oil spill kits are not effective at clearing up AdBlue spillages, so if your workplace handles AdBlue it is worth keeping a stock of dedicated spill kits to hand.

What size spill kit do I need? To answer this question, think about the biggest spill your workshop is likely to experience and select the spill kit that can handle that volume of fluid. There are no set guidelines for spill kit sizes however, a good rule of thumb is to have enough absorbent materials to soak up around half of all of the liquid you have in storage. This way you can be prepared for a spill of any size. Spill kits range greatly in size from as little as ten litres, all the way up to 800 litres. The most common sizes, based on their absorbency, are between 90 litres and 240 litres but, ultimately, the choice of size is based on your own workplace’s needs.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAE025

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OILS, LUBRICANTS

& ADDITIVES

The RIGHT OIL for the job Motor oil: mineral, synthetic or fully synthetic? German oil specialist Liqui Moly explains the differences and reveals what is really important.

48 OCTOBER 2021 PMM

otor oil has developed from a simple lubricant to a hightech liquid. At the same time, the number of oil grades and specifications has increased significantly. Oliver Kuhn, deputy head of the oil laboratory at Liqui Moly, provides more insight and explains what really matters. Motor oils can be roughly divided into two categories: mineral-based and synthetic oils. Mineral oils are becoming less and less important for cars because they do not offer as high performance. “Modern engines demand much more from the oil than old engines. Only synthetic oils can meet these requirements,” says Oliver Kuhn. So synthetic oils are the better oils? Yes, but you can also mix a mineral oil with a synthetic oil. However, according to Oliver, “such semi-synthetic oils are playing an increasingly smaller role in the market, because their performance is not high enough, due to their mineral content.” So, the question is Are all synthetic oils at least similar? Unfortunately, no. There are two different ways in which synthetic oils

can be produced. By one of these methods, a so-called PAO oil is obtained at the end. Oliver tells us: “This is the classic synthetic oil as it came onto the market in the 1970s. It is chemically very pure and therefore very effective, but also very expensive to produce.” With the other approach, the oil is produced by hydro-cracking, which is why these oils are also called HC oils in technical jargon. HC oils are more modern and came out in the 1990s. Today, they offer the best possible performance for all modern engines. Almost all oil development nowadays takes place on the basis of HC oils. Many oil specifications can only be met with HC oils. So there often is no choice available between PAO oil and HC oil.

“Today, motor oil is like a liquid replacement part. Putting in the wrong oil is like fitting the wrong replacement part.”

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It is not easy to tell what kind of synthetic oil you are dealing with because there are no uniform terms here. In the USA and UK, for example, both PAO oils and HC oils can be described as fully synthetic, but in Germany only PAO oils may be called synthetic. “That

is why we give our HC oils the label “Synthesis Technology”. Other oil manufacturers use terms such as “100% synthetic” or “synthetic mix”, where it is not clear what exactly is meant,” says Oliver. Although confusing, the question of which synthetic oil is actually meant in a particular case is of little importance to drivers and workshop technicians. It is not about which oil is supposedly better. Instead, it is a question of using the right oil for each car. Today, motor oil is like a liquid replacement part. Putting in the wrong oil is like fitting the wrong replacement part. This poses dangers that go beyond a little oil sludge. There are actually oil-engine combinations that destroy the engine after just a few hundred kilometres. The decisive factor is that the oil meets the specifications which the car manufacturer has set for that model. Which oil is right for a vehicle can be found in the handbook or the online oil guide WWW.RDR.LINK /AAE026.

Simply enter the make, model and engine to obtain a list of the right oils. So if the specification is right, it doesn’t matter whether it’s a PAO oil or a HC oil. In any case, the additive packages are becoming increasingly important. Oliver explains: “Today, they are the most important component of a motor oil besides the actual oil. They provide a large part of the motor oil’s performance. With some very modern motor oils, the base oil is hardly more than just the carrier fluid for the additive packages.” Oliver is aware of the discussions about which synthetic oil is supposed to be the better one: “This is an echo from the past. When the first HC oils appeared 30 years ago, the quality difference to PAO oils was greater. But that was a long time ago. No expert would have such a discussion today.” Industry standards are decisive for motor oil today, such as those by the European Automobile Manufacturers' Association or the American Petroleum Institute. Furthermore, European car manufacturers especially have developed their own oil specifications. “Overall there are currently more than 50 specifications for motor oil,” reveals Oliver. A change in trend towards fewer oil types is not on the horizon. Quite the opposite: in future the variety of oils will grow even further and the trend towards ever more specialised oils will continue. “This makes life more complicated for car drivers and mechanics alike,” says Oliver Kuhn. “Fewer oil types would, of course, be easier for us as a manufacturer, too. But this development is being advanced by the car manufacturers, not by us.” WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAE027

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OILS, LUBRICANTS

& ADDITIVES

Moving on from ICE

aving produced quality oils and lubricants for over 150 years, Morris Lubricants knows how important it is to be at the forefront of innovation. With an extensive laboratory and skilled technical team with many years of experience, the firm researches and produces new formulations of products that keep up-todate with the latest industry developments and demands of the major OEMs. The move towards alternative power technologies in the passenger car market is leading to a review of the hardware requirements. There will be new opportunities ahead to compensate for reduced conventional engine lubricant usage. From a full hybrid electric perspective, new lubricant technology will be required as the operating regime is very different from a petrol or diesel only vehicle. The first thing to consider is the intermittent nature of its operation. Start/stop operation increases bearing stress that can lead to accelerated wear. Conventional internal combustion engines (ICE), other than when start/stop is used (at junctions, for example), continue to rotate, generating an oil film that keeps bearing shells/journals separated for long periods. Under these conditions, minimal bearing shell/journal contact occurs, as this only happens when the engine is at rest. The

50 OCTOBER 2021 PMM

Morris Lubricants discusses hybrid vehicle technology and the challenge for engine oils. formulated to disperse the water and fuel, forming an emulsion to safeguard against these issues. Of course, these features are not the only performance parameters these lubricants have to comply with. Each OEM will also require the usual performance parameters to be covered, such as: aftertreatment device compatibility, engine cleanliness, general wear protection, protection from rust and corrosion and good dispersion (to help the filter do its job).

Range of hybrids frequency of this contact is higher in hybrids (due to their intermittent use) and therefore more robust wear protection has been developed and incorporated. Hybrid engines may not operate for an extended period of time and therefore never reach their optimum running temperature; they can be at least 20°C below their petrol or diesel only counterparts. For this reason, certain contaminants build up that would normally be driven off during continuous use. Unburnt fuel and water can persist and lead to the formation of harmful low temperature sludges. Too much water will lead to phase separation with a distinct layer of water forming. This can damage the oil pumping system and contribute to bearing wear issues. New hybrid lubricant technologies are being

Full Hybrid vehicles (HEVs) are just one configuration. Mild hybrids (MHEVs) use the battery for less demanding work (parking, slow speeds, starting, electrical systems etc.) and rely heavily on the internal combustion engine, usually petrol, to propel the vehicle and charge the battery. Plug-in Hybrid Electric Vehicles (PHEVs) operate in a similar way to full hybrids except that plugging the battery in for recharging purposes is an option. Extended Range Electric Vehicles (EREVs) use an ICE, but it has no direct link to the road wheels. In this type of vehicle, the battery does the lion’s share of the work, with the ICE being employed purely as a generator set to extend the range of the battery. In each of these cases where an ICE is present, the demands on the oil are all very similar to a greater or lesser

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extent and all require the same performance attributes. In addition to the new chemistry required to combat the harmful operational side effects, engine lubricants continue to move towards low viscosities: 0W-20, 0W-16, 0W-12 and even 0W-8. The reduced internal drag of these lubricants means that more of the energy is released to charge the battery packs, whilst improving fuel efficiency and reducing carbon dioxide emissions. The good news is that existing engine oil technology is already capable of addressing these issues. Morris Lubricants has a selection of highly qualified 0W-20 and 5W-30 engine oils that are already in

“In addition to the new chemistry required to combat the harmful operational side effects, engine lubricants continue to move towards low viscosities.” the market place and suitable for hybrid technology vehicles – providing rapid circulation from cold start, reducing wear and optimising fuel efficiency when the engine is operational. OEMs have already increased their demands in terms of sludge control, corrosion resistance and wear protection, as a move towards ensuring the oil stays within acceptable parameters during its working life. As lubricants play an important part in the overall emission output of an ICE, they need to consistently perform through the service interval. The demands on ICEs used in hybrid vehicle technologies are very different to that of ICE-only vehicles. The impact of these new workload regimes is the driving factor behind the evolution of new engine lubricant technology, which still has a critical part to play in a future where vehicle emissions are public enemy No.1. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAE028

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OILS, LUBRICANTS

& ADDITIVES

WIPE RIGHT

The importance of cleanliness in garage workshops is critical, especially when it comes to health, safety and compliance. MEWA UK Country Manager, Günes Yenen looks at how something as simple as your choice of industrial cleaning wipes can improve garage cleanliness, health and safety in your workplace.

t is believed that cleanliness is a sign of high standards, and multiple studies show that a clean and tidy environment makes for a more productive one. It eliminates distractions so staff can concentrate on the task at hand, helping improve efficiency and quality – and a garage workshop is no exception. A clean and tidy workshop also creates a professional image for customers and visitors. By their very nature, workshops are greasy environments with oils, hydraulic fluids and many other liquids always being used, meaning leaks and spills are a regular occurrence. These liquids can easily drip onto surfaces and floors in high traffic areas, from where they are prone to be spread further by workers accidentally stepping in them. Keeping such areas clean and oil free can be a challenge, but is necessary to ensure health, safety and compliance.

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Slips and trips According to the UK’s Health & Safety Executive, slips and trips cause some 20% of all injuries in the motor vehicle repair industry. These accidents can be serious, often resulting in broken and dislocated bones, meaning long absences from work, which cause other problems for garage

owners. Over-exposure to lubricants, used engine oil for example, may cause dermatitis and other skin disorders too, so unnecessary contact must be avoided. Employers are required to ensure, as far as is reasonably practicable, the health and safety of all employees as mandated by the Health and Safety at Work Act. Companies must assess any potential risks to the health and safety of employees and others and take appropriate action to put effective control measures in place. Companies which fail to prioritise workplace safety could face significant reputational and commercial risks. The HSE is responsible for regulatory enforcement that can see substantial fines levied on companies and their directors and, in extreme cases, prison. Measures required under the Act include taking steps to control slip and trip risks as well as exposure to hazardous materials. Recommendations include cleaning up spills

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promptly and keeping absorbent materials to hand where there is a risk of a spillage. Garages and workshops typically use blue paper roll or single use rags to absorb and mop up spills and clean tools and machine parts. However, any blue roll or rags which are used to mop up spills and leaks involving, for example, petrol, waste engine oil, solvents and some cleaning materials, potentially become classed as hazardous waste which then requires suitable management and disposal. To ensure compliance with legal regulations, businesses producing hazardous waste in the UK – including contaminated wipes – have a specific ‘duty of care’ concerning that waste and must classify, separate and store any waste safely before having it disposed of by an authorised hazardous wastes contractor.

Storing contaminated wipes Contaminated wipes may emit volatile organic compounds (VOCs) or pose a fire risk. To minimise risk to worker health and safety, they should be stored in a tightly closable container made of resistant material such as metal or special plastic (high-molecular, low-pressure polyethylene) before being disposed of. There are also issues with laundering contaminated wipes. They must never be put straight into a washing machine; doing so could not only damage the machine’s motor, but fumes may escape and potentially cause a fire, particularly as the washing machine’s motor heats up.

Alternatives Spillages and leaks in garages and workshops must be cleaned up quickly to minimise the chances of accidents and unnecessary exposure to hazards. The cleaning process is long- winded, and the residues and dirty cloths and rags used must be dealt with appropriately to comply with regulations – a significant and potentially costly responsibility. With companies under pressure to ensure high standards of health and safety practice, an alternative strategy to disposable paper towels and rags is emerging in the UK.

CLEANING TIPS The model is based on leasing industrial, highly absorbent, cleaning wipes as part of a full service that picks up the soiled wipes, cleans and returns them to a pre-agreed schedule. As part of the service, MEWA provides two storage containers for clean and soiled wipes. Made from robust high density polyethylene with a lid that creates a hermetic seal, it provides safe storage and transport for wipes contaminated with hazardous waste. MEWA also supplies oil trapping mats, providing a simple way to keep the floor clean and clear from dangerous liquids. They can absorb up to 3 litres of fluid before needing to be replaced, eliminating the need for sand, granules and/or plastic tubs – also hazards on the floor. This reusable system ensures that wipes and mats are always to hand and spills can be rapidly addressed to reduce the risks of exposure to chemicals and slipping, causing injury. The service also removes the significant burden of hazardous waste storage and disposal from companies, reducing overall costs as well as mitigating potential health and safety fines. Even small changes to a typical cleaning regime in garages and workshops can yield considerable benefits as well as helping protect employee health and well-being and aiding regulation compliance. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAE029

■ Clean little and often – create a daily cleaning rota to allow a small amount of time each day to stay on top of grease and dirt, especially for floors ■ Wipe down tools and equipment after use, but always properly at the end of each day ■ Have good tool and spare part storage – use cabinets, open shelves or pegboards to keep clutter off the floor and work surfaces and reduce time searching for tools ■ Make sure you have all the cleaning supplies and tools you need and re-stock regularly as not having the right products will mean that the job doesn’t get done ■ Have plenty of clean wipes to hand and ensure they aren’t left lying around once used, especially if they have hazardous waste on them ■ Have a matting system to capture oils and other liquids to prevent their spread to other areas, particularly customer areas ■ Schedule periodic deep cleaning through the entire garage to remove grime and grease, over and above daily cleaning duties

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OILS, LUBRICANTS

& ADDITIVES

WATCH THIS SPACE Andrew Goddard, Chairman of the independent trade body, the Verification of Lubricant Specifications (VLS), discusses with readers whether hydrogen could be a viable solution to the emissions challenge and its potential impact on the lubricants sector.

o date, the debate about the future of automotive transport has centred almost wholly on electric vehicles. From governments and OEMs alike, for both passenger and commercial vehicles, many see battery-powered electric vehicles as the key to achieving carbon neutrality targets. However, electric vehicles might not be a tenable long-term solution if lithium shortages, limited range and the relatively short lifespan of batteries continue to hamper technological advances for these types of products. Also, the sheer volume of charging infrastructure required, in such a short space of time, means some companies are investigating other options such as hydrogen. Voices are saying that pure electric might not be the only solution. Hydrogen fuel cell technology has actually been with us for nearly two centuries, since it was first developed by Sir William Grove in 1839. Hydrogen fuel cell engines require hydrogen and oxygen to react together in a special cell to produce electricity which can then be used within a battery to power an electric motor. The first

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commercially available hydrogen fuel cellpowered vehicle to appear was the Hyundai Tucson in 2013, followed two years later by the Toyota Mirai. JLR has recently begun testing hydrogen fuel cell vehicles. Shell, Volvo and Daimler are all looking at hydrogen as an option for goods vehicles. Already hundreds of filling stations all over Europe are primed to dispense hydrogen fuel for these vehicles. Hydrogen itself can be produced from a variety of domestic resources, including renewable power like solar and wind, as well as natural gas, nuclear power and biomass. But what are the lubricant challenges to this technology that Toyota calls the future of motoring? Hydrogen fuel cell or battery powered electric vehicles have totally different fluid

“The volume of charging infrastructure required, in such a short space of time, means some companies are investigating other options such as hydrogen.”

requirements to diesel or gasoline-powered internal combustion engines. Lubricants manufacturers have been busy developing fluids to suit these electric vehicle needs, catering to the increase in oxidation and the need to dissipate an increase in generated heat around the power units.

Moving parts But hydrogen can also be used as a fuel itself to drive vehicles, mixing it with air to produce combustion in a near conventional type engine. This could be good news for lubricants manufacturers, as engines running on hydrogen fuel will still need some form of lubrication in the crankcase, to keep them functioning effectively. Pistons and other moving parts will need to be lubricated to keep the engine functioning properly. The low ignition energy of hydrogen ensures easy ignition of an ultra-lean mixture with air. But like any fuel solution, it has its drawbacks with premature ignition and knock. The combustion process of a hydrogen-fuelled vehicle would produce NOx which would need to be cleaned by selective catalytic reduction prior to exhaust emission,

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much as we have at the moment with traditional ICE vehicles and the requirement for exhaust after-treatment devices. Additionally, in order to be operable, hydrogen needs to be converted from a gas to a liquid which means the engine needs to run at very high pressures. During engine operation, blow-by will always occur due to the rapid pressure rise and the low density of hydrogen gas. When exhaust gases enter the crankcase they can condense, when there is no provision of proper ventilation. With gasoline or diesel, water is produced as a by-product of the combustion process and the same applies to hydrogen, only more so. The water produced as a by-product of the combustion process will mix into the lubricant and reduce its lubrication ability. As a result, there is a real risk of a higher degree of engine wear. Specific lubricants need to be developed to cope with this dilution. A lubricant that is compatible with increased water concentration in the crankcase should be used, so that it can withstand the increased moisture levels and still keep the engine fully lubricated.

Up for consideration It remains to be seen whether hydrogen-fuelled or hydrogen fuel cell vehicles will become a viable alternative to battery-powered electric vehicles. The UK government has signalled its intent to consider hydrogen as a worthwhile option for some forms of transport at least, by recently announcing £11.2 million of funding to develop and manufacture low-cost hydrogen fuel cell technology for buses and create a hydrogen centre of excellence in Northern Ireland. Whatever solutions the automotive industry develops, lubricants manufacturers will be watching closely, ready to develop the products required to keep engines functioning properly. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAE030

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OILS, LUBRICANTS

& ADDITIVES

GREENER WAY TO CLEAN The PMM team braved the rain to report on a new product launched by Motul during the Classic at Silverstone. Ben Lazarus reports on a development which could help workshops get clean and go green at the same time.

n a typically miserable British summer’s day, the PMM team found itself huddled beneath a trackside gazebo at Silverstone, surrounded by equally intrigued, and equally damp, automotive journalists. Punctuated by the roars of unseen vintage motors, Motul representatives unveiled a new cleaning station for workshops looking to increase their eco-credentials. Luckily for us, waterproof ponchos were also at the ready. Motul’s role at the Classic wasn’t confined to the product launch, as we discovered wandering from one end of the famous circuit to the other, haplessly trying to navigate our way through the enthusiastic crowds and out of the rain (still poncholess at this point) Being a Friday, it was evident many had opted to take the day off work to visit the races, which were only at the qualification stage. The allure of the classic car and the smells and sounds is obvious, and the technician’s centre would whet the appetite of any automotive enthusiast. We’re sure many of our readers would find much to pore over in the paddock, with the vintage vehicles being put through their paces, although the truth is the appeal extends far beyond petrol-heads.

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Whilst we were on our way to the event, we came to realise how strong Motul’s commitment was to its partnership with the retro racing festival. A Motul mobile laboratory, suitably housed in a classic bus, was available for participants throughout the weekend, carrying out lubricant analysis and offering help or advice on lubricant-related matters. On top of this, the firm provided competitors with a free top-up service for lubricants, coolants and essential vehicle fluids. On the company’s main stand, Motul launched two products for classic vehicles – classic eighties 10w-40 and classic nineties 10w-30. The ‘Youngtimer’ engine oils are suitable for cars that date back to the 80s and 90s. Also on display was the presentation of the prototype Motul-Edition GBS Zero sportscar. The sports car, built by hand, has a distinctly classic look to it and features a

host of Motul-specific features. It sported the livery that won the nationwide design competition, and the brand hopes that this design will make the vehicle instantly noticeable wherever it goes.

The main event From our point of view, the most exciting part of the day – yes, even more exciting than the racing – was the unveiling of Motul’s BioClean, a sustainable parts cleaning system for workshops. Despite cleaning parts being an inevitable and vitally important part of the service and repair process in automotive workshops, it is usually done using harmful cold cleaners and solvents. The BioClean system is regarded by the French company as a sustainable alternative to standard cold cleaning technology.

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Traditional cleaning systems employ fluids that pose a danger to people because they are harmful substances or unpleasant odour-producing solvents. These substances are a hazard to the environment, bring with them the danger of fire and risk damaging surfaces. They also require high energy consumption, and incur expensive downstream disposal costs, together with all of the hassle of managing the waste they produce. Motul BioClean is an all-in-one, efficient, environmentally-friendly parts cleaning system that consists of a wash stand and a water-based cleaning fluid that gets its cleaning power from natural bio-microorganisms. At a stroke, it overcomes all of the issues of traditional cold cleaning. Performance-wise, its cleaning effect is at least as good as traditional cold cleaning. The uses the system can be put to include removing and decomposing mineral oils, greases, waxes, machining oils and other impurities from a variety of surfaces, including

steel of all types, aluminium, plastics and even painted surfaces. On top of this, BioClean retains its level of performance over a much longer period of time. The potential applications for the product are obviously widespread, and BioClean is being pitched at relevant businesses of every size, all of which should see multiple benefits from its use. As with Motul products over the ages, it has already been tested across Motul’s motorsport programme. On the new product, classic car race preparation expert and former BTCC champion Andrew Jordan had this to say: “It is not always easy to reconcile environmental protection and work. The new Motul BioClean cleaning system helps us to reduce both the environmental impact of cleaning processes and the risk for employees in the workshop from dangerous chemicals. We are pleased that, together with Motul, we are making a major contribution to environmental protection and can still provide the best performance.”

WANT TO KNOW MORE? FOR MORE INFORMATION ON MOTUL

WWW.RDR.LINK /AAE031

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OILS, LUBRICANTS

& ADDITIVES

In for a

CHECK UP Castrol is launching its ‘Oil Check Challenge’ campaign with the aim of boosting business for vehicle workshops.

astrol is launching an ‘Oil Check Challenge’ marketing campaign this month, encouraging car owners to take their vehicle to a workshop if they are unsure of how to assess the oil level of their car. The company has created a free marketing pack for workshops to help promote the campaign and to encourage customers and prospects to bring their car in for a check. The marketing kit comprises promotional email templates, digital advertising banners for use on a workshop’s website and Facebook page, posters to put up in a reception area, leaflets that can be used at point of sale or mailed out and oil check reminder stickers that can be left in

“32% of car owners say they would prefer a mechanic to check the oil level because they believe they would do a more effective job.”

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customers’ cars. Workshops can request their own complimentary Oil Check Challenge marketing pack WWW.RDR.LINK/AAE032. To support the campaign, Castrol commissioned nationwide research to explore consumers’ awareness of the need for regular oil level checks. Significantly for vehicle workshops, 32% of car owners say they would prefer a mechanic to check the oil level because they believe they would do a more effective job. Of those who don’t typically check the oil level themselves, 49% said they have never checked the oil level of their car’s engine (for their current car or any previous car), and 19% don’t know how to check the oil level of their current vehicle. Almost a third (32%) of all respondents say they have never topped up the engine oil for their current car or any previous car. Castrol recommends that oil checks are conducted monthly, but the survey found that 70% of car owners say the level on their car is currently checked less frequently. 19% say they only check their engine oil if a warning

light comes on, and only 27% of all respondents are aware that damage may already be occurring at that point. Castrol estimates that 21% of vehicles on European roads are currently low on oil, and 8% are at immediate risk of damage because the oil level is at or below the minimum recommended level. “The Oil Check Challenge provides a great opportunity for workshops to build positive awareness in their local communities, attract more consumers and increase revenue,” comments Shailendra Gupte, Marketing Director EMEA, at Castrol. “And it’s not just about finding new customers. The Challenge also helps workshops reconnect with lapsed customers, and create a platform to sell top-up lubricants packs and identify additional service, maintenance and repair work.” WANT TO KNOW MORE? TO FIND OUT MORE ABOUT CASTROL’S CAMPAIGN WWW.RDR.LINK /AAE033

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POWERING UP The MOT is the perfect opportunity for workshop technicians to diagnose and maintain customers’ batteries. CTEK explains how workshops can capitalise on this encounter.

attery issues are becoming more and more common in vehicles entering an MOT test centre – a six-week workshop trial, undertaken by CTEK identified that as many as 25% of vehicles arriving in the workshop has a battery problem, with a further 32% at some risk of battery failure if action is not taken to maintain the condition of the battery. The increase in the number of vehicles entering the MOT test centre with a battery that needs replacing or charging/conditioning, presents additional revenue opportunities. Oil and other fluid levels, tyre pressures and brake condition are all checked and monitored during a standard MOT and with the help of CTEK’s unique technology, technicians can now check their customers’ vehicle batteries – easily, safely and without disruption to usual workshop routines. A replacement battery or recharge, both chargeable services, provides an enhanced level of customer service as well as additional revenue. To make the most of this opportunity the modern workshop needs to be equipped with an up-to-date battery tester, ideally incorporating a printer facility and a smart battery charger. To get the most out of this set-up, follow these six steps: �� Connect the battery analyser to the battery when the vehicle arrives in the workshop and generate a printout showing battery condition. �� The printout will indicate the battery’s condition: a) good condition, no action is required b) good, but in need of a recharge c) replace the battery. �� Customer to be advised of the outcome as part of the review of additional work required. �� If the battery requires re-charge and the customer agrees to the cost of this service, simply connect up a battery charger – with the CTEK PRO 25, for example, there is no need to disconnect

the battery from the vehicle. �� Complete all other required work without interruption, the vehicle battery will be charged and conditioned by the CTEK unit. �� Re-test the battery to check charge and condition and print out a new reading. At the time of payment, workshops may want to use the printout from the analyser as evidence for the customer of the work carried out. The six week trial carried out by CTEK identified that workshops can earn extra income by routinely testing vehicle batteries – even testing as few as two vehicles a day: Working days per year 312 Total vehicles tested in a year 624 The trial identified that: ■ 11% of those tested needed a new battery – annually that means 68 batteries sold at a minimum of £50+VAT amounting to £3,400 per year ■ 59% of those tested were sold a battery reconditioning service at £10 per service – annually that’s 368 services, or £3,680.

By using products like the CTEK PRO Battery Tester and PRO25 battery charger, it is simple to put together a comprehensive programme. The PRO25 will ensure that a safe, fast charge is delivered to exactly meet the needs of the individual battery – it works with both lead-acid and lithium batteries too. A built-in temperature sensor will adjust the charge rate, depending on temperature, to achieve maximum charge levels. The PRO25 also has a dedicated reconditioning programme for lead-acid batteries to restore battery life (especially on AGM & EFB batteries) and recondition flat batteries. So, with state-of-the-art equipment, some minimal training and product familiarisation, workshops will be able to create a completely new source of revenue and increase customer satisfaction whilst protecting and enhancing their business reputation. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAE034

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IN FOR A ROUGH RIDE

Images show examples of failed ball joints on cars brought into UK workshops for a routine MOT inspection

With MOT season upon us, we have asked FAI to share its knowledge and experience on a safety-critical area of the test. With over 20 years’ experience in supplying the aftermarket with steering and suspension components, the firm has grown from an initial offering of just a few hundred numbers to over 6,000 parts today.

teering and suspension account for 21% of MOT failures. 50% of which could have been prevented if drivers undertook regular checks on their vehicles. Around 35% of vehicles fail their MOT on the first attempt with that figure reducing to a final fail rate of 25%. From April to September 2019, over 15.7 million vehicles had an MOT with over 3.9 million having a final failure on their MOT.

In this period, steering and suspension was the second-highest overall cause for failure, being a safety-critical category there is no consideration for not getting the parts replaced if there is any concern. Causes of failure are often down to the poor condition of UK roads that are littered with potholes, inadequate repairs and our love-hate relationship with traffic calming. Driving over speed humps too quickly is

something that most vehicle owners are guilty of, yet most don’t realise the array of issues this can cause – that is, until they take their car for its MOT. This constant strain placed on the car’s steering and suspension affects the life of ball joints, bushes, and wheel bearings. Weather conditions also massively affect the degradation of all metal and rubber components, the latter of which often disguise the issue lurking beneath. Types of issues: ■ Wishbone failure on the ball joint or bushes ■ Rubber boot split or failed and salt, dirt

and water from the road have started to corrode the ball pin ■ Strut Mount and/or bearing failure resulting in a harder ride ■ Link rod or anti-roll bar bush failure can affect the steering of and notice the vehicle rolls more on corners

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MOT

Types of failures to look out for that can occur leading to MOT failure include: ■ Vehicle pulling to one side when driving ■ Speed bumps and potholes feel harder

when driving ■ Difficulty when turning the steering

wheel/poor handling, vehicle does not respond correctly to steering wheel movement ■ Excessive play in steering wheel/vibrations from the steering wheel ■ General knocking sound when driving

Bad practices It is all too common for parts to not be replaced in pairs. This is highly recommended by FAI as it is not always straightforward to see wear and tear on the insides of rubber boots or the inside of bushes or any bolts which are used to fit wishbones. The concern here is that if one part has failed, it is likely the other side could fail around a similar time as each part has an expected lifetime. Bushes and ball joints and ball pins on rack ends and tie rod ends will also wear over time and replacing only one side means the bushes and ball pins are less worn on one side more than the other, allowing the possibility of a change in steering or control of the vehicle and possible failure on other steering and suspension parts. Alignment after fitting steering and suspension parts is a crucial practice once steering and suspension parts have been

“It is all too common for parts to not be replaced in pairs.” replaced as avoiding this would lead to unnecessary wear and tear on steering, suspension, wheel bearings, tyres and brakes.

Safety issues It is well known that steering and suspension parts are safetycritical. Any shortcuts taken or mistakes made with fitment or assessment of the vehicle can lead to unpleasant outcomes for the vehicle, the driver and others on the road. Some parts in the aftermarket are not met to specification and often shortcuts are taken on materials causing them to have up to 30% less of the

correct material and not hold the relevant weight that is required to meet OE spec. To ensure FAI maintains its high quality in production, we work closely with our factories to educate ourselves on the testing our products go through and to keep on top of any new testing methods or machines which are introduced by our factories. Currently, our suppliers have six different laboratories which cover testing methods such as link rod vibration and pull-out tests, ball pin strength tests, salt spray tests and many more. One of the most important methods our products go through is cataphoretic coating, which is a high-tech paint coating where paint is attracted to the metal through charged paint particles, ensuring complete coverage compared to a spraying process. This increases the longevity of each part as it provides better protection from the chemicals and dirt which spray onto steering and suspension parts from current road conditions. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAE035

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MOT

What’s the ‘ACTON’ Plan? Richard Fletcher, Service Centre Manager at Acton Service Centre, tells PMM what the MOT season means to garages after a year and a half of COVID-19 restrictions and gives his advice on how similar garages should prepare.

ven though an MOT is due every year, the pandemic brought on some necessary changes. Due to the COVID-19 lockdown, the government relaxed the MOT due dates and provided a six month extension in 2020. As the lockdown kept stretching, the government has been very generous with the MOT relaxation. However, as the country is opening up, there is an expected rush for MOTs. The relaxation is running out and drivers are all set to contact their trusted garage.

A few tips to keep garages prepared for the rush After the relaxation, garage owners are expecting a heavy rush from car owners looking to get an MOT. This can get hectic for customers as well as the garage. Implementing Covid protocols like social distancing might be tough when there is an unprecedented number of customers lining up at a single place. Here are some things that garage owners can practice to avoid hassle and provide optimum service to their customers.

Following Covid-19 protocols For everyone's safety, it is important to follow the government guidelines issued for Covid-19. Maintaining social distance, wearing masks full time and sanitising along with temperature checks-ups for everyone should be on priority. Since Covid-19 still exists, everyone needs to follow all the norms advised by the officials as a precaution. Any negligence could lead to a severe condition. Booked appointments only A few centres, like the Acton Car Service Centre, offer appointment services on their website for MOT and other services. Pre-booking

“Booking an appointment prior helps in saving customers’ time and avoids long queues. This will also help garage owners to beat the rush!”

facilities and designated time slots help keep things organised and follow all the mentioned guidelines. Another great thing about this facility is that the service provider can give full attention to every customer. Booking an appointment prior helps in saving customers’ time and avoids long queues. This will also help garage owners to beat the rush! Assistance from the team We need to understand how difficult the past year has been for car owners as well as garage owners. It is essential to gather a team of individuals that can answer all the doubts of car owners. As many of the owners are still sceptical about their car being parked in a garage for so long, it is essential to be prepared to cater to the anxious customers patiently. Free toolkit More than 50% of customers you are expecting are going to be for MOT renewable. A free toolkit about MOT can help them find answers to all their questions. They can learn from social media posts,

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MOT

emails, texts or graphics sent by an authorised garage. This will help in having an easy conversation between the customer and the service provider which would decrease the time taken to cater to a single-vehicle owner. Cashless service To avoid any kind of contact, garages can go cashless and accept only online payment. Currency notes contain a maximum amount of germs that can be harmful. Payment in advance or through an online method can save a lot of time and energy. Talking to Dev Gami, the owner of Acton Service Centre, he revealed how business slumped during the lockdown: “If we used to get 10 cars a day, it was reduced to 10 cars a week. Owners either did not take their car out of the garage or postponed their services altogether. “It has been a tough road, especially during the start of 2020. But as things gradually started opening up, we saw a rush of people coming over.” Naturally, with the lockdown in place, the cars sitting in the garages needed servicing. Dead battery, cold engine, deflated tyres, the list of services were quite evidently results of the extended lockdown.

“Since the main objective is to keep the roads safe, we tend to give importance to cars that need immediate attention” Dev Gami Opening the garage to its complete capacity was a challenge for ASC. Even though the threat seems to have died down, the virus is still here, and you have to follow the norms and guidelines lest you want to be shut down by the government. “We had to change our way of servicing, interacting, and even a few services to accommodate the new way of living,” explained Dev. Apart from making masks mandatory at all times, ASC also put a halt to the pick and drop service since it involved too much human contact. Sanitising a car became a new type of service that everyone opted for.

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IGA’S LIST OF THINGS TO CONSIDER DURING THE MOT PERIOD ■ Does any equipment need recalibrating prior to recommencing testing?

■ Update and re-send any MOT reminders for any of your customers whose vehicles have been given a 6month MOT extension

■ Are all testers still eligible to test? ■ If your testing process requires the use of an assistant, how will they

■ How will you socially distance customers that wish to observe their vehicle being tested?

socially distance? ■ Consider issuing MOT testers with their own small testing tools such as tread depth gauges ■ Accessing the MTS: does/can each tester have an individual means of accessing the system to finalise tests, such as a phone, tablet or individual PC? If not, each user should clean all surfaces before and after use to avoid virus transmission

“Wearing gloves while handling the vehicles, assuring clients of the health of our technicians, temperature checks, regular testing, and ensuring the protocols are met and followed; the learning curve of living with Covid was steep, but we got through it together,” proclaimed Dev. Embracing the new normal has been the game plan for every business. Whether it is a restaurant or a simple grocery shop, everyone changed their way to accommodate the pandemic. As the world is opening up and the impending MOT rush is evident, we tried to understand how ASC had planned to handle it. “We already have a working appointment system that helps us to maintain the number of cars in our centre at a given time. Apart from that, we are giving priority to the people whose MOT is expiring earlier than others.

■ Advise customers that the DVSA have issued a temporary exemption, and garages are not obliged to allow customers access to MOT viewing area if this is in the MOT bay ■ DVSA has provided a temporary exemption so that customers do not need to be given a paper copy of the emissions reading

Since the main objective is to keep the roads safe, we tend to give importance to cars that need immediate attention and provide a quick inspection to avoid MOT failures. The rest of the procedures are the same everywhere; it’s just that we follow it very strictly to avoid any kind of issue.” explained Dev. There is an expected peak in the MOT service in October for MOT. Following an organised procedure, including Covid-19 protocols, and preparing for the rush can help the service centres and car owners get their MOT done with ease. It’s time to make UK cars roadworthy! WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAE036

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MOT

After the MOT Rush Steve Scofield, Head of Business Development at the Institute of the Motor Industry looks at the myriad challenges – and opportunities – facing the MOT sector after eighteen months of upheaval as we begin the road to decarbonisation.

n ageing car parc, a significantly increased workload as a result of the 2020 MOT extension, an already immense skills shortage and the transition to hybrid and full EV as part of the government’s road to decarbonisation. The challenges for the MOT sector cannot be underestimated. But the opportunities for the aftermarket as a whole also need to be embraced. The MOT extension granted last year has structurally changed the market, to the extent that aftermarket analysts, GiPA have stated that 60% of all MOTs required in 2021 will be due between July and December. The figure for the same period before the pandemic would have been 47%. In September alone garages face an estimated 580,000 more MOTs than in a normal September. That’s quite an uplift when also factoring in the workforce challenges that garages have faced – not just as a result of the pingdemic but already casting a long shadow over the

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sector are the consequences of the slowdown in recruitment and apprentice uptake in the last 18 months. Whilst the most recent (June) IMI analysis of the current job recruitment trends in key occupations within the automotive retail sector, based on EMSI job postings, shows that job postings across all automotive occupations increased in the past two months (with the exception of Fitters which saw a small decrease), with job postings for technicians, valeters and corporate managers now at levels higher than 2019, the skills gap is still significant.

Communications and customer service top the skills chart Of course, the uplift in demand expected for the second half of the year will make up for a quieter than normal start – but there’s still no getting away from the fact that the ‘feast or famine’ environment will be challenging for some operations, and especially the smaller, independent garages reliant on just a few qualified personnel. Managing customer

expectation in this context is, therefore, going to be crucial. As such, it is especially encouraging that our own analysis of skills requirements for job postings has seen communications and customer service as the top skills. The COVID restrictions on the number of technicians working on a vehicle have now been lifted – enabling a faster turnaround of work. And the sector has progressed leaps and bounds in using video technology to give customers insight into where additional work is required as a result of the MOT – again reducing delays in getting work out the door. But against a backdrop of an older car parc – the SMMT reported earlier this year that the average car on UK roads is now 8.4 years old – and the enormous new car supply issues not likely to do much to reduce that age in the coming months, businesses right across the aftermarket sector should also see the opportunities, as long as they focus on continual professional development and training.

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Of course MOT training and assessment is mandatory – and one positive to take from the reversal of the normal MOT pattern is that the usual Spring surge for MOTs is likely to be much less in 2022. This will give technicians the opportunity to get their training and assessments completed well ahead of the DVSA deadline of 31st March. But every good garage will know that the MOT often drives additional work. According to GiPA, 56% of all MOT tests performed in 2019 were carried out with extra work. eDynamix recently reported that the average additional customer spend on an MOT visit was £85. That all puts even greater emphasis on skills development that needs to be factored in alongside managing workloads. I don’t believe that’s a bridge too far, if garages tap into the evergrowing resource of online training tools now available. For example, the IMI MOT Training and Assessment tools are based on a philosophy of e-Learning. And we have teamed up with VOCANTO to deliver a range of light vehicle and EV training courses online.

“According to GiPA, 56% of all MOT tests performed in 2019 were carried out with extra work. eDynamix recently reported that the average additional customer spend on an MOT visit was £85.” Garages should also be building their pipeline of talent for 2022 and beyond. The most recent analysis of job vacancy data by the IMI shows significant numbers of job vacancies in the MOT network. But by working with IMI centres and recruiters building a skills funnel which offers Level 2-3 college students a route into the automotive industry there is a real chance to tackle this. Lastly, we come to the road to decarbonisation. The ramp-up in hybrid and all-electric sales over the last year means that it won’t be long before these vehicles are entering the MOT sector. But is the sector ready? Sadly, I think that’s quite unlikely, with just 6.5% of the entire automotive workforce currently qualified to work on electric vehicles. It’s estimated that the electric vehicle population will accelerate to 10.6m in the next decade – in order to safely maintain that number of vehicles, the UK will need around 75,000 technicians with the skills to work on EVs and a good proportion of those will need to be able to handle EVs. Now, therefore, is the time for the skills transition to EV and Hybrid, with technicians attaining a blend of level 2 and 3 EV qualifications. There’s no question the MOT sector faces a really challenging few months. But I firmly believe, with a focus on skills training, not just of the technical skills but the soft skills of customer service and communications too, it can reap the rewards. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAE037

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MOT

Putting the BRAKES on timely tasks

fter three national lockdowns due to the coronavirus pandemic, cars have spent more time parked motionless than ever before. The Department for Transport estimates that car traffic in 2020 decreased by 24.7% when judged against 2019 levels, dropping a typical driver’s annual mileage from 7,400 to just over 5,500 miles. While that might sound like good news in terms of reduced fuel bills, there’s a risk that lack of use has only created problems for the future. Some cars may potentially have seen less maintenance and inspection than usual due to the government’s MOT extension, and that may mean these problems are now coming home to roost. One in ten MOT failures are caused by issues with the braking system, and brake discs are among the most exposed parts of a car: subjected to huge temperature changes, largely unprotected from the attrition of road dirt, and drenched in salty water in winter, the abuse doesn’t stop when the car is parked. Modern alloy wheel designs leave the discs open to the elements where corrosion quickly sets in, and while this will usually only result

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in a test failure if it is judged to be excessive, it can easily lead to a reduction or imbalance in braking performance that will quickly need addressing. Some customers may find their cars earn an MOT advisory for the first time due to the poor condition of the brake discs, particularly if the surface has corroded unevenly having been parked for so long. Such an advisory presents an ideal opportunity to discuss the possibility of fitting replacements in the future.

Extra work From a garage’s point of view, replacing the discs on a vehicle where corrosion has been allowed to take hold can be difficult and time consuming, particularly if the mating surfaces between the disc and the hub have become corroded together. Not only that, but traditional replacement discs are often supplied with a preservative oil coating that must be carefully removed, making what should be a simple job now a much more long-winded affair.

According to Delphi Technologies, coated brake discs can help put a stop to MOT advisories.

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Delphi Technologies’ more than 80 years of experience and enjoy access to OE-quality replacement parts without being tied to the vehicle manufacturer, potentially saving money as well as time. In addition, Delphi Technologies’ work with OEMs allows it a unique insight into new vehicles coming to market and can prepare for their arrival with a full aftermarket offering.

However, as Julian Goulding, Northern Europe Marketing Manager at Delphi Technologies Aftermarket explains, coated discs can resolve these issues. “Our zincflake based Geomet coating is applied to the entire surface of the disc, including the top hat, outer rim, mounting bore and even the internal vanes, giving long-lasting protection to every part of the disc. And because it’s oil-free, they can be fitted straight out of the box. All the technicians need to do is unpack the discs and install. We even supply the hardware.”

Durable coating The Geomet coating used by Delphi Technologies is an environmentally-friendly high-performance zinc flake and water-based finish that leaves a consistent silver appearance that outlasts the protection offered even by traditional painted discs. Independent tests of salt spray corrosion resistance have proven the coating’s effectiveness in comparison with other finishes. A Delphi Technologies coated disc was tested against its OE equivalent and five premium aftermarket brands. After only 24 hours of being subjected to the salt spray, the OE disc and a premium black-painted disc had suffered complete corrosion and were withdrawn from the test. By the time the test was concluded after a total of 720 hours – the equivalent of many, many more hours of realworld driving conditions – the Delphi Technologies disc still exhibited less corrosion than the OE part had shown at the 24-hour point.

Certified

“By resisting the effects of corrosion for longer, Geomet coated discs can maintain full braking performance for longer.” By resisting the effects of corrosion for longer, Geomet coated discs can maintain full braking performance for longer, even with extended gaps between maintenance inspections, keeping drivers safer and simplifying their eventual replacement. The coating is offered across Delphi Technologies’ range of brake discs, from high-carbon content to cross-drilled and vented discs, all of which match or exceed the OE specifications and are supplied as a kit complete with fixing hardware and everything needed for a quick and painless installation. Delphi Technologies already offers brake discs for a huge range of vehicles, meaning garages and customers can benefit from

All brake discs for vehicles manufactured after 1st November 2016 carry the recently extended ECE R90 certification, awarded only after rigorous integrity testing and thermal fatigue analysis, with the company going so far as to secure certification for many popular older vehicle applications, too. But it’s not just the enhanced performance, longer service life, or ease of replacement that should attract car owners and garages to coated brake discs, Goulding concludes. “They also look good. Who wants to see a rusty old disc poking out from behind a stylish set of alloy wheels? Our silver Geomet coating ensures a bright, shiny finish that will stay looking that way for longer. And with something as safety-critical as a vehicle’s brakes, that offers drivers a welcome sense of reassurance.”

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAE038

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COMPETITION

TURBO learning Turbo specialist Nissens is offering technicians a way to learn and win prizes at the same time.

orced induction engines that make use of a turbocharger have grown in popularity with vehicle manufacturers because they make a significant contribution towards their need to produce smaller capacity engines that can allow them to reach the targets that legislators globally have set for the level of a vehicle’s exhaust emissions. Working alongside other engines systems, such as the power transmission and clutch/gearbox, that all help VMs to be able to reduce the overall size of these units, turbochargers optimise the engine’s performance potential, which means that despite being smaller, lighter and with fewer cylinders than their larger capacity predecessors, they still provide motorists with the power and responsiveness they desire, but also deliver the fuel consumption benefits they seek. As a result, the number of engines that are fitted with a turbocharger has grown exponentially and subsequently most of the vehicles that enter the typical independent workshop will be equipped with a turbo. This means that technicians responsible for the service and repair work that workshops undertake must have access to the technical information required to diagnose turbo faults, as well as the parts they need to carry out a competent, professional replacement. Thankfully, Nissens Automotive has a reputation for providing the independent sector with matching original equipment quality replacement components and repair solutions that give them and their customers confidence. Within its growing range of products is a comprehensive turbo programme. In addition,

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Nissens is a byword for technical support, so as well as the comprehensive fitting instructions that come with every Nissens component, the company also provides technicians with a host of reference information to help them understand the issues, diagnose faults, ensure they are able to fit the replacement items with complete confidence, and successfully complete the job and get it right, first time. This support also includes online training through its Nissens Training Concept (NTC), a well-developed training platform with selflearning, webinars and pre-recorded videos, which is under constant development and is designed to help technicians tackle a variety of technical challenges.

Learn and win with Nissens Via an activation link ( WWW.RDR.LINK /AAE039) Nissens is offering technicians who sign-up and complete two turbo e-learning courses the chance to win a fantastic prize. The first course is Turbocharger Fundamentals, which is very straightforward for professional technicians and explains the forced induction

principle for combustion engines and how the turbo works. The second however, Turbocharger Installation, is far more comprehensive and provides insights into how to properly install a turbo, including the necessary diagnostics. This second course is the key to successful installation, which is of paramount importance to both the reputation of the workshop and the satisfaction of the customer. As a result, the course takes technicians through a seven step process that addresses preparation, vehicle troubleshooting, system troubleshooting, handling the turbo, obligatory action, fitting the turbo and finally, testing. It then finishes with an installation movie and summary questions. Being online, the course is available to access whenever is convenient for the participating technician and is easy to navigate and can be suspended and restarted at will, which all makes it user friendly. A number of turbo related issues are also addressed through Nissens’ use of multimedia via its Robin Under The Hood ( WWW.RDR.LINK /AAE040). These provide a detailed overview of the given subject, but also include useful advice and tips about the underlying problems that may be the root cause of the matter, as well as bite-sized technical information, which all contributes to the overall knowledge of the technician.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAE041

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AIR SUSPENSION INSTALLATION

TIPS & TRICKS

AIR SPRINGS After installing an air spring, always make sure to double check that the lower piston is mounted correctly and seated/engaged in its mounting pins/locks. Otherwise, the lower piston can break, or the air spring can dislodge from its location. Make sure the air line is properly placed and routed. Improper air line installation can cause the air line to get stuck between the air spring and chassis, making it impossible to deflate the air spring through the air line. Always inflate the air spring whilst supporting the vehicle. Inflating the air spring without supporting the vehicle, causing the vehicle weight to be unevenly distributed. Additionally, the air spring can then bend during the air up procedure causing the air sleeve to be pulled out of the crimping ring. When replacing an air spring, always make sure to thoroughly check the shock absorber as well. The shock absorber is responsible for dampening, not the air spring. When the dampening force of the shock absorber is no longer sufficient, the air spring needs to compensate, forcing it to do something it’s not made for. This can cause the lower piston to crack or break off.

AIR STRUTS On Arnott parts it is almost never necessary to remove or tighten the fitting. If you did remove it, Arnott recommends that the

Damaged screw-thread

Routine MOT checks often shine a light on otherwise hidden problems with a vehicle’s air suspension. Expert in the field, Arnott provides its top tips and tricks for readers of PMM who may find themselves faced with an air suspension problem this autumn. Knowing how to confidently diagnose a problem will result in customer satisfaction. maximum torque for tightening the Voss fitting is 2Nm. When more torque is used it can damage the screw-thread which will lead to the air spring leaking air on the fitting. After installation, check if the wiring/connectors are installed properly. Improper installation or loose connections can generate fault codes. Tighten the top bolts with some care. Tightening them to 25Nm is usually sufficient. If you overtighten the bolts, they can break off. Arnott delivers its air struts with the proper mounting nuts and bolts. Please use those to facilitate a smooth and easy installation.

COMPRESSORS Compressor burn-out or overload is often a consequential damage so always check the air suspension system for possible leaks. Usually, it is easy to recognise if a compressor failed due to burn-out/overload because it will smell burnt, the sticker turned yellow and often you will see melted lines/connectors. If this is the case, do not just install a new compressor but make sure to find the issue as well. Otherwise, the new compressor will likely fail in no time as well.

When replacing a compressor, always replace the relay as well and check or replace the air filter. The compressor is switched on and off by a relay that is controlled by the Electronic Control Unit. The relay can get sticky, causing the compressor to continuously pump air. This will eventually lead to a burned-out compressor. The compressor sucks and ventilates air through its air filter. If the old compressor broke down due to water and/or dirt inside, it is likely that the air filter is also contaminated. If you then replace the compressor but not the filter, the new compressor will suck in the water/debris that is left in the air filter. After replacing the compressor, always check the condition of the inlet and intake hoses. An intake hose can dry out and become porous, causing leakage and/or break off from the compressor. In both situations this will have led to water and dirt inside the old compressor causing it to break down. If not fixed, this will also damage the new compressor beyond repair. Check the wiring loom of the compressor for possible broken or cracked wires. A compressor can vibrate when in operation causing the wiring to wear out.

FOR MORE AIR SUSPENSION INSIGHT, GO TO WWW.RDR.LINK/AAE042 PMM OCTOBER 2021 75

When life changes we're life changing.

Life can throw the odd curved ball no matter what stage of life you're at: money worries, illness, mental health issues, social isolation. It can create a downward spiral for you and your family. It's why Ben's here. At these moments our support and care services can be life-changing. Ever since there's been an automotive industry Ben has been helping its people and their loved ones keep life on track. Together we’ll tackle the challenges that get in life’s way and make sure they don’t, for life.

Always here for you www.ben.org.uk Helpline 08081 311 333

Find plenty of advice, online chat and self-help tools on our website, or talk to us on the helpline, free and in complete confidence, Monday-Thursday 8am-8pm, Friday 8am–5pm

Here for the automotive industry

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WHAT’S NEW?

FO MORE IN in Just type wed fo link llo www.rdr. de nique co by the u ht ig ra get st shown to . fo in to more

■ CATALYTIC CONVERTERS BM Catalysts has added a further 15 new catalytic converters and connecting pipes to its product portfolio, including nine new Euro 6 part numbers. The additional parts have been introduced as part of the aftermarket specialist’s commitment to offering wider car parc coverage and include Euro 6 petrol catalytic converters for the Hyundai i20 Coupe 1.2cc 16v, Hyundai i10 1.0cc 12v and Kia Picanto 1.0cc 12v, as well as a Euro 5 or 6 petrol catalytic converter for the Toyota Prius C 1.5cc Hybrid CVT and a Euro 5 connecting pipe for the Citroen C4 Grand Picasso 1.6cc HDi. As a result, BM Catalysts’ total EU car parc coverage, including the UK, of these releases is 1.14 million. All parts in the range are made to BM Catalysts’ high-quality and easy fitment specifications. As well as regularly introduced new-to-range parts to expand vehicle parc coverage, BM Catalysts also carries out ongoing R&D work to identify additional fitments, to offer even greater choice to motor factors. WWW.RDR.LINK /AAE044

■ BULB STAND Ring Automotive is preparing for the MOT rush with a handy new bulb stand, providing technicians with easy access to its 12V bulb range. Recognising that lighting and signalling is one of the most common failures of an MOT, the firm has launched its new BU175 pre-stocked bulb stand to provide technicians with a solution to having the most popular automotive bulbs at the point of installation. Ring’s bulb stand is designed to be wall mounted and comes fully stocked with 175 bulbs - and includes 16 of the most popular, fastmoving references in single box, ensuring garages and workshops have every bulb they need close to hand for every job. With over 40 years’ experience in vehicle lighting, Ring uses its expertise to bring the most popular bulb types to market for better, safer driving. The new stand has been refreshed to include the most common and fast moving bulb types from Ring, including RB955 (W16W) replacement capless brake, indicator, reverse or rear fog bulb, RB580 (W21/5W) replacement capless W21/5W brake and tail bulb, RB582 (W21W) replacement capless brake, indicator, reverse or rear fog bulb and RB566 (P21/4W) replacement P21/4W fog or taillight bulb. WWW.RDR.LINK /AAE043

■ RUGGED TABLET MobileWorxs, rugged tablets specialist, claims that tablets are experiencing a revival due to their affordability combined with added functionality compared to smartphones and laptops. The firm’s new generation tablets are designed for rugged and robust usage. The bottom end of the tablet market is seeing growth with the introduction of entry level products that are robust, affordable and functional, such as the new Flex Series which a good business solution for those users working to a budget but need a little more ruggedness than a consumer grade tablets. WWW.RDR.LINK /AAE045

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WHAT’S NEW?

■ DIAGNOSTIC TOOL ■ OILS AVAILABLE ON ONLINE TOOL Castrol’s complete range of aftermarket oils, fluids and lubricants are now available to view on Autocat, the look-up and recommendation tool used by independent workshops. Each Castrol product listed includes the most up-to-date lubricant specifications and viscosity grades, making it easier to locate the most suitable oil. Castrol’s full range of current oils, including Castrol Edge, Castrol MAGNATEC and Castrol GTX are available, alongside the brand’s extensive range of driveline fluids, coolants and greases. WWW.RDR.LINK /AAE046

The latest high-end diagnostic tool from Launch UK, the X-431 Euro Turbo, has been specifically designed for challenging workshop conditions and is an upgrade from the Launch PRO S. Developed for the European market, the handy tool features all of the well-known attributes of the company’s diagnostic software, including wide model coverage, powerful test functions, accurate test data and numerous special functions. The quality, rugged 8in. touchscreen tablet uses the Android 9.1 operating system for a smooth and feature-rich experience and the tablet housing features a useful ‘kickback’ stand and a new fool-proof charging port design. It is supplied in a robust, hard case with all the necessary cables, including a wide range of OBD1 diagnostic connector adapters. Using the latest Bluetooth technology, the tool allows technicians to move unhindered around the vehicle while carrying out diagnostic checks and tests, as the Euro Turbo communicates wirelessly with the latest DBS Car VCI. WWW.RDR.LINK /AAE048

■ INSULATED TOOL KIT New to Sealey’s comprehensive range of Premier Hand Tools, is their 29pc Insulated Tool Kit, ideal for technicians working on modern hybrid and electrical vehicles. You can find this tool kit on offer in Sealey’s Hand Tool 2021 Promotion. Each component of this kit is fully insulated to IEC 60900 Category C standards to protect from electric shocks up to 1500V DC and 1000V AC and are chrome plated for resistance to corrosion. This set includes 1/2in.Sq drive reversible ratchet, sockets, extensions, spanners, hex socket bits, screwdrivers, pliers, cable knife and comes supplied in a storage case. WWW.RDR.LINK /AAE047

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■ SANDING BLOCK The Twist & Lock sanding block from Power-TEC is designed to make changing abrasive paper quicker and easier. The sanding block features a quick-change function allowing for the abrasive paper to be changed and locked in place with ease thanks to its twist and lock grip. Manufactured from durable ABS, it has an ergonomic comfort grip handle which allows for even pressure distribution during use. It uses any abrasive paper cut to 175x71mm, which allows for four pieces cut from a standard sized sheet. Simply twist the grip to release, insert abrasive paper and twist back to lock. WWW.RDR.LINK /AAE049

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WHAT’S NEW?

■ LOCKING PLIERS Every tool box has a pair of self-grip or locking pliers and now Laser Tools has launched new large-jaw locking pliers (part number 8069) which open up to 65mm in order to enable large pipes to be gripped. The large curved-shape jaws have sharp serrations and are designed to grip pipe-work, large diameter bars, nuts and bolts. The flat end-section of the jaws means that smaller items can also be gripped securely. Ideal for mechanics, they make great welding clamps. The pliers are 12in. in length and feature a one-handed release mechanism with soft-grip handle to allow increased grip and ease of use. The large, knurled adjustment screw has a through-hole to allow fitment of a T-bar if necessary (not included). The tool is manufactured from chrome molybdenum steel and the body of the pliers is heattreated for strength and toughness.

■ BRAKING RANGE TMD Friction, through its Textar brand, has extended its braking portfolio with 76 additions for the European market. The new parts include 67 ABS sensors for popular makes and models, including Mercedes-Benz, Renault, Nissan, Jaguar, Ford, Polestar, Volvo, Hyundai, Toyota, KIA and Infiniti. WWW.RDR.LINK /AAE052

WWW.RDR.LINK /AAE050

■ NEW-TO-RANGE PARTS WAI has added two new alternators and two new starter motors to its range of rotating electrics to meet demand of the growing European car parc. The latest alternator references, part numbers 21139N and 20895N, fit popular passenger car and commercial vehicle applications including Honda HR-V 1.5 2015, Honda Jazz 1.3, 1.5 2015 and, Iveco Daily 3.0D 2014. The brand has also expanded its starter motor range with new part numbers 30567N and 16371N to cover vehicle makes and models including Mazda 6 2.2 D 2012, Mazda CX-5 2.2D 2012, Lexus IS 2.0 2015, Lexus RC 2.0 2015 and Lexus GS 2.0 2015. All WAI products are tested to OE specifications and feature 100% new units (no core), WAI/Transpo electronics in all alternators and premium WBD bearings. WWW.RDR.LINK /AAE051

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■ MOTOR OIL On its 50th anniversary, Motul has launched a new version of its flagship product, Motul 300V racing oil. The new formulation improves engine performance by reducing internal friction. This new formulation ensures proven power and torque gains across the whole powerband. The new oil aims to protect engines without compromising performance by providing high shear stability for maximum oil film resistance, even in the most extreme conditions. The updated product fulfills modern engine requirements: compatible with exhaust gas after-treatment systems such as particulate filters, compatible with biofuels (especially Ethanol) and protects against LSPI (on downsized engines). The company has made a more sustainable solution with organic base stocks using non-fossil renewable materials limiting the environmental impact – this allows Motul to lower its carbon footprint by 25% during manufacturing process. WWW.RDR.LINK /AAE053

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ADVERTISEMENT INDEX

AC Tronics Ltd ............................................................ (page 6)

IFA .............................................................................. (page 69)

Alliance Automotive UK Ltd/Apec ............................ (page 22)

Jack Sealey Ltd .......................................................... (page 66)

Autodata .................................................................... (page 11)

Liqui Moly GMBH .................................................... (page 60)

Auto Electro .............................................................. (page 79)

Maverick Diagnostics ................................................ (page 34)

Autowave .................................................................... (page 57)

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

BEN ............................................................................ (page 62)

Millwaukee ................................................................ (page 21)

BG Products .............................................................. (page 79)

Morris Lubricants ...................................................... (page 40)

BM Catalysts Ltd ...................................................... (page 59)

Nissens Automotive .................................................... (page 33)

Brembo SPA .............................................................. (page 39)

Osram ........................................................................ (page 27)

Castrol UK Ltd ........................................................ (pages 4,5)

Powerprobe ................................................................ (page 71)

Castrol UK Ltd .......................................................... (page 51)

Primalec ........................................................................ (page 9)

Castrol UK Ltd .......................................................... (page 55)

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

Castrol UK Ltd ...................................................... (back cover)

Shaftec Automotive Components Ltd ........................ (page 19)

Clean Diesel Technologies ........................................ (page 71)

SP Diagnostics ............................................................ (page 37)

Federal Mogul Ltd ...................................................... (page 15)

TMD Friction UK Ltd ................................................ (page 65)

Ferdinand Bilstein UK Ltd ........................................ (page 31)

Total UK Ltd .............................................................. (page 27)

GYS Limited ........................................................ (loose insert)

Witham Oil and Paint Soham Ltd .............................. (page 46)

LATEST ISSUE DELIVERED STRAIGHT TO YOUR INBOX! TO SIGN UP FOR THIS SERVICE, ENTER YOUR DETAILS AT THE FOLLOWING WEB ADDRESS: WWW.RDR.LINK/AAE054

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