Professional Motor Mechanic January 2022

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PROFESSIONAL

JANUARY 2022

MOTOR

F R T E R E A

T T O H E

D E

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

THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

SMART WORKING PMM looks at the role your workshop could play in fighting catalytic converter theft

Also inside...

Q&A with OESAA’s Nigel Morgan

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

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Contents

VOLUME 23 ISSUE 1 JANUARY 2022

Features

Regulars 6-10

NEWS & VIEWS

13

TROUBLESHOOTER

14-15

CLUTCH CLINIC

17

BELT FOCUS

19-22

TECH TIPS

24- 33

BUSINESS & TRAINING

34

PIT STOP

35

COMPETITION

62-63

WHAT’S NEW?

64-65

ONLINE ROUND UP

41-51 DIAGNOSTICS AND ENGINE MANAGEMENT

New!

Editor’s Picks 26

EXPANDING THE WEB PMM learns how one workshop’s website launch led to an unprecedented growth in their business.

36

CATCH UP WITH NIGEL MORGAN PMM’s Kieran Nee discusses OESAA’s plans with the chairman, and hears how they’re

53- 59 OILS, LUBRICANTS & ADDITIVES

working with independent workshops.

38

COMLINE RACE DAY Follow one lucky reader as they spend a day at

60-61 TOOLS & EQUIPMENT

the races, courtesy of Comline.

60

LIGHTING THINGS UP Ring Automotive takes us through its new range of quick charging, versatile inspection lamps, and how this can help solve common workshop problems.

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

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VIEWPOINT

Please apply within

Editor KIERAN NEE Editorial Assistant FREYA COLEMAN

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Digital Manager KELLY NEWSTEAD Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Magazine Designer GEMMA WATSON Group Production Manager CAROL PADGETT Distribution Manager KARL CLARK Subscriptions

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

EUROPE and OVERSEAS 1 year (11 issues) £50 Airmail 1 year (11 issues) £65 Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts, WD24 4YF. Tel: Watford (01923) 237799 Fax: (01923) 246901 E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk Website: www.pmmonline.co.uk Facebook: /ProfessionalMotorMechanic Twitter: @pmmmagazine Copyright © 2022 Pg.6 ©AdobeStock/Andrey Popov Pg.21 ©AdobeStock/Tomasz Warszewski Pg.26 ©AdobeStock/LIGHTFIELD STUDIOS Pg.33 ©AdobeStock/Axtem Pg.48 ©AdobeStock/Syda Productions Pg.50 ©AdobeStock/Africa Studio Pg.58 ©AdobeStock/papii

hen I meet automotive technicians, one question I often ask is “Why did you first become a technician?” Not being a mechanic myself, it interests me to find out what sparked the curiosity in a young technician. Usually the answer is something along the lines of “My dad was a mechanic” and whilst I suspect that casual answer hides more than it reveals, it also says a lot about the route into the independent aftermarket taken by many technicians.

Perhaps the question I should be asking is not why, but how?

Many young people entering the world of work have no real idea of what they want to do as a career, and even many that do have a strong idea of what they want to become are up against barriers before they can even get started. We are all well aware of the issues surrounding barriers to entry by now, especially those facing people from disadvantaged backgrounds, or those who face prejudice due to their race, gender or sexuality. What is less discussed, however, is the simple lack of entry points into certain trades that young people face.

Many potential automotive technicians are missing out on rewarding, vibrant careers within the automotive aftermarket simply because they are unaware of the training routes and employment opportunities that are available to them. Often, this is because high schools are not very encouraging of a trade route. In fact, many young mechanics report being actively discouraged from an apprenticeship route. If schools are unwilling to fly the aftermarket flag, how are independent workshops supposed to attract the talent the industry desperately needs?

Many of you reading this may feel that the lack of interest in the trade is a problem to be dealt with solely by colleges and training academies. There are some fantastic colleges and training academies out there, some of which appear in the pages of PMM from time to time.

They go above and beyond in ensuring that each student gets the most out of their time in the classroom, with the end goal always being active employment. However, that’s only one side of the story. Without some participation from workshop owners themselves, there will continue to be a lack of enthusiasm among the teenagers of today.

Often, workshop owners tell me that they would like to hire an apprentice, but there are no willing candidates. Undoubtedly that can lead to much frustration. Regardless of all the previous reasons discussed for that dearth of candidates, there is still room to look at your own workshop and ask whether there is anything you can change in order to attract some new blood. As an independent operator within the automotive aftermarket, there is a lot you can offer to a young prospect looking for work. What better way to begin a life of work than by being trained by a local expert in their field, given real life experience of both mechanics and running a small business.

As cars become ever more digitalised, it’s time workshops learn to harness the potential posed by modern technology to recruit a generation more familiar with tablets and smartphones than with pistons and crankshafts.

Kieran Nee Editor

Associate member

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

PMM JANUARY 2022 5

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NEWS

& VIEWS

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

Fuel Crisis and Electric Cars?

New research has found that more than a third of people are more likely to buy an electric vehicle as a result of the fuel crisis.

I Left to right: Gavin White, Glen Shepherd, Kerrie Richards, Andy Hill

Driving Up Quality Employment Solutions Autotech Group, Glen Callum Associates, and KPI People, have formed the Automotive Recruitment Alliance in a bid to streamline the recruitment process for the aftermarket.

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ue to their parallels in values, all three companies have informally recommended each other for several years to provide the aftermarket with effective recruitment solutions. Now, this collaboration has been formalised with aims to support the future

growth of the aftermarket through the placement of high quality, skilled candidates.

The alliance has committed to a number of shared principles including delivering an ethical recruitment service to all, continually investing in the latest technology and recruitment tools, only recommending quality candidates who are provided with access to relevant training, and offering a transparent fee structure with no up-front costs.

For more information WWW.RDR.LINK/AAH001

“The Recruitment Alliance is headed up by likeminded recruitment experts, totally dedicated, committed and passionate about raising the hiring bar for the automotive sector” Gavin White, CEO of Autotech Group

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n data collected recently from Volkswagen Financial Services, not only are more than a third of people surveyed considering an EV for their next car, but 32% also said they are likely to buy a second-hand EV as their next purchase. This is evidenced by the number of used electric cars being financed by the firm’s customers surging by 76% between 2020 and 2021, whilst petrol and diesel cars have fallen 23% and 37%. The recent fuel shortage might suggest that

EVs are a more favourable option than first thought.

Furthermore, the UK now has more EV charging stations than conventional fuel stations.

Volkwagen’s Rebecca Whitmore, said: “As EV technology continues to improve it won’t be too long before we have mainstream adoption in the UK. For more information WWW.RDR.LINK/AAH002

Warnings of Mini Car Recession According to car finance experts ChooseMyCar, second-hand car prices in the UK are set to plunge in the new year.

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ue to the downturn in availability of new cars caused by the ongoing pandemic and delivery issues, the second-hand car market has seen record prices in 2021. But now, the combined effect of a potential winter lockdown and the impact this may have on jobs and disposable cash, many customers have said to be holding back on purchasing decisions. This is

further perpetuated by mounting fuel prices.

Therefore, ChooseMyCar is predicting a market correction of second-hand car prices, costs falling in the New Year. Nick Zapolski, founder of the company, said that various factors are in place to create the perfect storm for drastically falling values of second-hand cars. Furthermore, with the holiday season upon us and energy prices spiking, many people are predicted to prioritise Christmas over car buying.

For more information WWW.RDR.LINK/AAH003

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FOLLOW PMM ON TWITTER @PMMMAGAZINE

NEWS

& VIEWS

Clutch promotion winner announced 2021 top prize claimed by Neil Bryan of Brislington Motor Services in Bristol.

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verybody buying a LuK RepSet Clutch Kit and LuK DMF combinations from their local Alliance Automotive Group branch during the promotion was given an “Every One a Winner” scratchcard, guaranteeing an instant win of a branded beanie hat, enamel mug, mechanics gloves, or USB charging cable.

“The promotion was designed to raise the importance of providing a complete repair solution when undertaking clutch replacement work,” explains Schaeffler Territory Manager, Jonny Harris. The star prize was an IMI certified training day for the

whole garage, but also consisted of prizes including Kärcher pressure washers and vacuum cleaners, plus DMF and SAC tools.

Neil Bryan, co-owner of the winning garage alongside business partner Chris Ironside, was delighted, commenting: “The Kärcher equipment and LuK

DMF and SAC tools are great, but as we’re a garage with a focus on the future and how to do the best job and remain competitive, it’s the training that’s of greatest value” For more information WWW.RDR.LINK/AAH004

Clutch advice in new poster Campaign launched to support garages with greater access to information on choice, quality, and technical support.

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irst Line is continuing its commitment to share extensive product knowledge and technical expertise with the aftermarket by launching a new campaign to educate the importance of best practice clutch installation, designed to support independent garages and parts distributors. To support this campaign, a technical poster has been introduced to outline the

best practice and top tips for clutch fitment, including is a visual guide highlighting key parts of the process that are important to follow.

One of the key messages shared by all clutch manufacturers is the importance of correct engine to gearbox

alignment. Before offering up the gearbox, Borg & Beck engineers advise technicians to align the input shaft with the hub spline of the clutch disc, and not allow the weight of the gearbox to hang off the spline, as this could cause the drive plate to break apart.

The company is committed to providing workshop customers with as much information as possible, so is giving away these posters free of charge to any factor, workshop or repairer that would find this useful.

For more information WWW.RDR.LINK/AAH005

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NEWS

& VIEWS

FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE

Mark Field and the IAAF The IAAF is currently active on many fronts, such as establishing UK AFCAR earlier this year to hammer home the size and importance of the independent aftermarket to the UK Government in the post-Brexit era.

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ark Field has provided us with campaigns the IAAF have been leading, including that on block exemption regulations and Northern Ireland MOTs. Block Exemption Regulations The consultation by the European Commission into Motor Vehicle Block Exemption Regulations (MV-BER) began in 2019 and has been “backwards” looking, examining the effectiveness of the legislation. It has concluded that the independent aftermarket must be protected to ensure competition and consumer choice, including in the vital areas of access to Repair & Maintenance Information (RMI) and in-vehicle systems.

A forward-looking consultation that goes deeper into the maintaining and possible modernising of MVBER starts later this year.

IAAF, through FIGIEFA, has been extremely active in putting forward the perspective of the independent automotive aftermarket. They have demonstrated that the current MV-BER regulations, which came into force in 2012, are already open to anti-competitive actions by vehicle manufacturers, as newer parts and technology fall outside of its scope.

8 JANUARY 2022 PMM

Global demand for parts continues Shortage in car parts creates a boom in the ‘chop-shop’ market.

A Vehicle Manufacturers are designing systems and products that lock-out third parties, and this practice is especially prevalent in newer areas of technology, like electric vehicles and Advanced Driver Assistance Systems (ADAS).

The current MV-BER still applies in the UK until 2023, but after that, it will be up to the UK Competition and Markets Authority, on behalf of UK Government, to come up with their own legislation (if they wish to do so). UK AFCAR are pressing CMA to begin this process and will strongly represent the independent aftermarket.

Northern Ireland MOTs The Northern Ireland Assembly has issued a call for evidence on their proposal to extend the MOT frequency in Northern Ireland to 4:2:2 rather than the current 4:1:1. The IAAF has opposed the extension, on grounds of road safety. IAAF has also commented that the government-owned MOT centre network offers poor service to motorists in terms of convenience, efficiency and environmental controls.

For more information WWW.RDR.LINK/AAH006

s the global demand for car parts continues, Tracker Network is warning motorists to be extra vigilant when it comes to protecting their vehicles form thieves. Police across the country are continuing to fight against an increase in ‘chop shops’ – buildings which house stolen vehicles for stripping down, meaning their expensive parts can be sold on. These are being established just as quickly as the police are closing them down.

According to Clive Wain, the

Head of Police Liaison at Tracker, with the help of the Essex Police, Tracker recovered a £55,000 Mercedes-Benz S500 AMG, along with a further 14 stolen cars worth a total of approximately £600,000 at an illegal chop-shop. Tracker’s police-supported SVR vehicle tracking systems that working like an electronic homing device can aid in stumping the rise in chop-shops across the UK. Other advice from Tracker to increase vehicle security includes protecting key fob, switching off and locking up the car whenever it is unattended.

For more information WWW.RDR.LINK/AAH007

KYB catalogue KYB Europe awarded ‘Premier Data Supplier’ status by TecAlliance.

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fter holding A-rated status for a number of consecutive years, KYB is one of the first aftermarket companies to become a ‘Premier Data Supplier’. This status is the new gold standard in data quality, allowing TecAlliance to honour the commitment of data suppliers who meet their high standards.

With a dedicated team of people who work full time to ensure their catalogue data is up to date and accurate, KYB is the first shock absorber manufacturer to be awarded this gold status.

Jordan Day, their marketing manager, explains: “Data quality is crucial to being able to successfully identify the correct parts, first time.

For more information WWW.RDR.LINK/AAH008

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NEWS

& VIEWS

FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE

Winners of the 2021 Garage Star Awards announced The Motor Ombudsman has announced the winners of its 2021 Garage Star Awards and inaugural Customer Service Star Awards.

■ Wales: FRF Toyota

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he Garage Star Awards were launched in 2020 by the Ombudsman dedicated to the automotive sector to recognise businesses accredited to its four Motor Industry Codes of Practice, and individual team members working within these organisations who go the extra mile to provide an exceptional level of work and service to customers.

Building on the success of the competition last year, nearly 1,100 nominations were received in the 2021 contest from motorists across the country, who submitted short accounts about a business or individual that had gone above and beyond to help them to resolve an issue related to a vehicle. These entries were then whittled down by the Motor Ombudsman to create a shortlist that was passed to a panel of judges to determine the recipients of the 11 trophies on offer.

With two regional award winners from 2020 amongst this year’s finalists, coupled with a very high calibre of nominations from customers, it was a closely fought contest for the silverware on offer, with the judges reaching a consensus on the winners of the eight regional 2021 Garage Star Awards: ■ North: Westmoor MOT Centre in Newcastle Upon Tyne, for going the extra mile

10 JANUARY 2022 PMM

National Garage Star, Ian Robertson of The Garage in Whitburn

to source a spare part for the customer’s electric vehicle, and for taking the time to keep the customer fully informed as to the work needed on their car; ■ South: Crown Honda Bushey Heath in Bushey, for the business carrying out a thorough diagnostic to identify the issue with the customer’s vehicle at short notice, whilst providing a caring and personal approach to reassure them of their safety when using the car; ■ East: Frettenham Service Station in Frettenham, for travelling to the customer’s location to change a flat tyre, due to them being unable to visit the garage in person; ■ West: Cadley Garage in Marlborough, for putting in several hours of work until the problem with the customer’s vehicle was fixed, and for keeping costs to a

minimum; ■ Midlands: Clarkes4Landys in Market Drayton, for helping a customer to source a replacement car at very short notice, enabling them to visit a family member before they passed away; ■ Northern Ireland: JC Halliday & Sons in Eglinton, Derry, for ensuring the highest level of safety for customers during the pandemic, and for donating a significant amount of Personal Protective Equipment (PPE) to their local NHS Trust; ■ Scotland: The Garage in Whitburn, for their unrelenting commitment to providing customers with the highest level of customer service, for hosting vehicle maintenance classes for local motorists, and for their charitable work and support of the surrounding community;

Haverfordwest in Pembrokeshire, for providing a consistently highly level of service on every occasion that the customer visited the business, which included clear communications from the time of booking through to when repairs were conducted.

After crowning the eight regional winners, judges then turned their attention to deciding which of the businesses would emerge triumphant as the overall National Garage Star. After being assessed on their own merit, Scotland’s The Garage was deemed to be the worthy recipient of the top prize, thanks to their approach of putting the customer at the very heart of everything that they do, and their desire to go above and beyond to help others in their local area.

Ian Robertson, Managing Director of The Garage (Whitburn), said: “We are thrilled to be the recipient of not just one, but two trophies in the competition, and we are extremely honoured to have been crowned the National Garage Star.”

For more information on the Motor Ombudsman’s Garage Star Awards WWW.RDR.LINK/AAH009

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TROUBLESHOOTER

Hybrid brake vacuum issue on a Porsche Cayenne 92A 2011 This month, Opus’ IVS 360 team supports a customer’s Porsche Cayenne 92A hybrid brake vacuum issue.

■ Electrical vacuum

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VS 360, from Opus IVS, offers unrivalled 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 IVS 360 OEM brandspecific 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. Opus IVS’ experts remote in real time directly to vehicle communication systems to diagnose, programme and calibrate vehicles.

A recent case the team dealt with involved a Porsche Cayenne 92A 2011. The vehicle had a hard brake pedal, which indicated a fault with the electrical vacuum when switching to Hybrid Drive.

VEHICLE INFORMATION Make: Model: Year: Engine:

Porsche Cayenne (2011 - 2017) 2011-2017 Hybrid

The problem Hard brake pedal – the brake servo has a mechanical and electrical vacuum pump to create the required vacuum for the brake servo. When the vehicle switches to hybrid drive the electrical vacuum pump is used, or at a time the mechanical pump does not make required vacuum when the engine is running.

Fault codes: P147900 Brake boost vacuum system, mechanical failure DME - ENGINE ECU

The repair ■ Connect your diagnostic tool and read out

the fault codes ■ Check the vacuum of the mechanical pump ■ If P147900 is stored then check actual

values of the mechanical vacuum in the DME data list ■ The expected vacuum pull is approx. 550 down to 800 hpa (550-800 hpa/millibar, = 0.55-0.80 bar) vacuum ■ The mechanical pump is located on the front of the engine Bank Two

pump The electrical pump is mounted lower on the engine’s side, near the front of Bank One. The electrical pump is powered via a relay in the under-bonnet fuse board, maxi fuse provides the pump protection, the DME switches the relay depending on the pressure sensor reading.

The pressure sensor is mounted in the vacuum line near to the brake servo.

■ Test the electrical vacuum pump

Check that the electrical vacuum pump runs and will create the required vacuum.

Do this with engine off key on, the relay can be worked from the DME drive link function (or bridge relay) The DME only monitors the control of the relay not the pump electrical function.

■ Replace the electrical pump

If the electrical pump is determined to be faulty, i.e. not running (fuse and relay ok) noisy during operation, or is getting hot quickly, always replace the electrical pump together with the relay and maxi fuse.

■ Checking vacuum pipes

The vacuum lines contain check valves, so be sure these are working. Check the vacuum lines for micro cracks. There are other vacuum systems for the control of the Secondary Air injection, intake manifold flaps. The solenoids (two for air injection, one for inlet manifold flaps) are mounted at the rear of the engine on a bracket. There is another vacuum line and solenoid for the engine coolant pump (water pump) shutoff slide control at the front of the engine.

TOOLS REQUIRED ■ Diagnostic tool ■ Hand vacuum pump ■ Smoke tester (optional)

WANT TO KNOW MORE? FOR MORE INFORMATION ON OPUS IVS WWW.RDR.LINK /AAH010

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CLUTCH CLINIC

HOW TO Replace the clutch and dual mass flywheel in an Audi A5

In this month’s Schaeffler LuK Clutch Clinic, REPXPERT Alistair Mason is replacing the clutch in an Audi A5 2.0 TFSI Quattro.

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his vehicle has covered just over 44,000 miles and such a low mileage would indicate that the vehicle does short trips with a lot of stop-start driving. A short road test was carried out to confirm that the clutch was ‘slipping’ under load, indicating that the clutch had reached the end of its service life, and that a replacement was required.

With the vehicle booked in, the customer was also advised that the dual mass flywheel (DMF) might need replacing, so it would be inspected when the clutch was removed. All the parts required were ordered prior to the appointment and the service information was checked through Schaeffler’s REPXPERT information portal.

From 2007, Audi changed the design on part of its clutch and transmission system, by mounting the front differential on the side of the bellhousing rather than behind it. This allowed them to move the engine and gearbox back

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14 JANUARY 2022 PMM

Vehicle Information Manufacturer: Model: Year: Engine:

Audi A5 2011 2.0 litre, Petrol TFSI

152mm, but keep the road wheels in the same position, which achieved two objectives. It gave the vehicle a greater crumple zone at the front and changed the driving dynamics of the vehicle, making it less nose heavy. As a result, a drive shaft had to run through the bellhousing to connect the N/S/F driveshaft to the front differential and the DMF is designed and manufactured to incorporate this feature, therefore it is removed with the gearbox.

With a scheduled repair time of 5.5 hours and full repair instructions available on REPXPERT, this makes a great repair for any independent workshop.

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Gearbox removal Although 99% of the work of this repair is carried out from the underside of the vehicle, first place the vehicle on the lift, remove the space saver wheel from the boot and disconnect the battery earth lead, but do not close the boot as it is electrically actuated.

Raise the vehicle lift to gain access to the underside, remove the engine and gearbox undertrays and then their metal mounting brace, followed by the exhaust system. Then, disconnect the steering column from the steering rack (note – marking its position may help with alignment on installation Fig.1).

Disconnect both front driveshafts from the gearbox and remove the driveshaft protector on the O/S, then the gear linkage and stabiliser bar can be disconnected and stowed to one side. Separate the electrical multiplugs from the gearbox and position the loom away from the gearbox. The clutch slave cylinder can now be removed from the bellhousing, so

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clamp the two coolant pipes that pass into the bottom of the gearbox (Fig.2) and then disconnect from the gearbox.

Remove the black plastic blanking cover from the bottom of the bellhousing, this will now give access to the flywheel and drive plate bolts that need to be removed (Fig.3). Remove the three bolts, position a transmission jack under the gearbox, support the weight of the gearbox, and remove the gearbox mounting.

Now disconnect the propshaft from the rear differential by removing the six bolts (Fig.4).

Then, remove the centre bearing bracket, which will allow the propshaft to slide away from the differential and hang down.

Next, the steering rack needs to be lowered to gain access to the lower bellhousing bolts.

Disconnect and lower the anti-roll bar, which allows the steering rack bolts to be removed and the steering rack lowered (Fig.5). With the gearbox supported, remove the bellhousing bolts while taking care to note their position.

The gearbox can now be eased away from the engine. Once clear, lower the transmission jack and position the gearbox safely.

Clutch replacement With the gearbox positioned safely, remove the three bolts that retain the bellhousing driveshaft, and then remove the driveshaft from the bellhousing (note – this bearing should be a good fit in the casing, but if the bearing is loose, it will need to be rectified, as it will cause a rattling noise, Fig.6). With the driveshaft removed, the clutch and flywheel assembly can now be lifted off the gearbox input shaft and removed from the bellhousing.

During this repair, when the clutch was unbolted from the DMF, clutch slippage was evident, as the face of the DMF was ‘blued’ (Fig.7), at which point the customer was

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now be mounted into the input shaft. Once in position, support with the plastic tool supplied (Fig.9), insert the bellhousing driveshaft and secure it.

Gearbox installation

advised that the DMF also needed replacement and their authorisation given.

Remove the clutch release arm and bearing assembly to allow the bellhousing area to be cleaned with clutch and brake dust cleaner.

Replace the release bearing guide tube supplied in the LuK RepSet clutch kit, mount the new release bearing onto the release arm and refit the release arm.

Apply a light smear of high melting point grease to the gearbox input shaft splines and then slide the clutch plate onto the input shaft, which will ensure the clutch plate is correct and evenly distribute the grease, then remove the clutch plate and wipe off any excess.

Place the new clutch plate onto the flywheel, ensuring it is the correct way round as indicated by the ‘Gearbox side’ notification. Centralise using the clutch plate alignment tool, align the pressure plate onto the dowels, mount the self-adjusting clutch tool and ease the pressure plate into the home position (Fig.8). Once in the correct position, insert three clutch retaining bolts and tighten, remove the self-adjusting clutch tool, fit the remaining three clutch bolts, tighten and torque to the manufacture’s specification.

The clutch and flywheel assembly can

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Before installing the gearbox, ensure the alignment dowels are located correctly and that all pipes, hoses and wires are clear of the bellhousing area, so they do not get caught as the gearbox is being installed. Using the transmission jack, bring the gearbox close to the engine/drive plate, align the gearbox and ease into position, securing it with a couple of easily accessible bell housing bolts. Now insert the three flywheel-to-engine drive plate bolts, and tighten to the manufacturer’s specification.

Installation is in the reverse order of removal and after the battery lead is connected, reset electrical consumers as required and always carry out a road test to ensure a quality repair.

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WANT TO KNOW MORE? YOU CAN FIND OUT MORE INFORMATION ON PRODUCTS, FITTING INSTRUCTIONS, REPAIR TIMES AND MORE BY VISITING THE REPXPERT WORKSHOP PORTAL. WWW.RDR.LINK/AAH011

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BELT FOCUS

BEST PRACTICE Replacing the timing belt on an EA211 engine Gates explains some things every technician must know before changing the timing belt on VAG’s EA211 engine.

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hile the VAG EA211 threeand four-cylinder engines have been on the market for almost a decade, they still do not make for run-of-the-mill maintenance. Their special, oval sprockets (which we at Gates call ECO Sprockets), certainly have something to do with that. Let’s take a look at their special characteristics, and the main issues to keep in mind while changing the timing belt on these engines.

The VAG EA211 engines are used in different VAG platforms, including: 1.0 litre, 1.2, 1.4 and 1.6. The timing belt drive uses an automatic tensioner with flanges to guide the timing belt at the same time.

Three-cylinder engine In the introduction we mentioned the oval camshaft pulleys that are characteristic of these VAG engines.

Opening the valves of an engine requires a certain amount of force. The forces arising from valve springs opening and closing the valves of the cylinder head create cam torque vibrations or angular vibrations that heavily impact belt drive dynamics. As a result, the VAG EA211 three-cylinder engine has quite a large natural imbalance. To counter this imbalance, specific oval camshaft gears (ECO Sprockets, in Gates terminology) have been used with 120° intervals. ECO Sprockets allow of variations in belt length, both on the tight and on the slack side of the drive, and this reduces the peak of belt forces in the engine.

Four-cylinder engine The four-cylinder engine uses an oval crankshaft torsional cancellation sprocket or gear. Due to a temporary reduction of the radius during the working stroke, the timing

belt is slackened. This phenomenon will result in reduced forces and less vibration in the timing belt drive.

The benefits of the oval sprockets In both the VAG EA211 three- and fourcylinder engines, the use of oval ECO Sprockets leads to: ■ lower timing belt forces, which means the tension force of the tensioner also decreases ■ lower friction and mechanical stress in the entire timing belt drive ■ reduced vibrations and noise levels ■ load reduction affecting all components ■ increased system life

Changing the timing belt Changing the timing belt on VAG EA211 engines requires using the proper tools.

Consult Gates’ website ( WWW.RDR.LINK/AAH012) to identify which tools are required for your exact vehicle. In the case of even a minor misalignment, the engine will have difficulties starting after you are done working on it. In addition, belt life will be drastically reduced, because the belt will be exposed to too many forces.

The camshaft pulleys need to be loosened while holding the pulleys in place. Again, if this is not done correctly, belt tension fluctuation will increase.

The water pump, which is integrated into the thermostat housing and driven by the engine’s exhaust camshaft at the other side of the engine, also needs to be replaced. For this, Gates offers four kits containing all required parts on the timing belt side as well as the water pump and its separate toothed belt, namely: KP15680XS-1, KP15680XS-2, KP25680XS-1 and KP25680XS-2.

The VAG EA211 engines have a dual cooling system with two thermostats: one for the cylinder head opening at 87°C (Gates ref TH59787G1) or at 80°C for MPI engines, and one for the cylinder block at 105°C. To conclude, we would like to share three best practices that you should adhere to whenever you change the timing belt on VAG EA211 engines. First, we advise you to change the water pump together with the timing belt. Replacing both parts at the same time is not only more efficient and safer; it also avoids costly comebacks, because it prevents the scenario of a customer having to return for a second repair when they just had a new belt and tensioner installed and then the water pump fails. Second, a timing belt should never be kinked, bent or twisted. And third, it is imperative to adhere to our installation instructions, which are available digitally, as well as to bleed the cooling system according to the manufacturer’s prescriptions. After all, with these engines you not only have to carry out your actions in a specific order; you also have to use diagnostic software to prevent overheating and other problems.

WANT TO KNOW MORE? FOR MORE INFORMATION ON GATES’ TIMING SYSTEMS WWW.RDR.LINK /AAH013

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TECH TIPS

Under PRESSURE Continental delves into the subject of TPMS dignostics.

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here are many reasons workshops may be reluctant to move into tyre-pressure monitoring system (TPMS) diagnostics. Many feel it is either beyond their capacity, financial resources or that they simply have not got the time to select the right TPMS tool for their requirements.

Another concern is that TPMS diagnostics is a leap into the unknown and therefore a costly hindrance – a fear shared by many businesses. Yet workshops now increasingly need to consider ‘new concepts’ around customer service, satisfaction, and repeat business. In turn, owners and operators should consider what can be offered in-house, and where profit margins can be maximised, especially in this competitive day and age.

In this situation, workshops with their own TPMS diagnostic tool can enjoy two key benefits. Firstly, there is an obvious impact on profit, as it keeps them in control of the repair process. For example, in scenarios where the TPMS light is on and a faulty TPMS valve needs to be replaced, the car may need to be driven to the nearest tyre centre 30 minutes away. As the car needs to remain there, another mechanic will have to come and collect the first, adding another 30 minutes to the task.

Consequently, both mechanics will have spent over an hour just getting the car offsite, let alone fixed and returned to the workshop. The business therefore loses over an hour of manpower – and repeated over time, this can hugely impact profit.

Secondly, the lack of a TPMS tool can also affect a workshop’s ability to provide good customer service. Two mechanics running back and forth to get the car to the tyre centre means man hours are lost, which can have a knock-on effect on completing work.

Mechanics may then be left apologising – “Sorry Mrs Smith, we had really hoped your car would be ready today, but we couldn’t get hold of that final part,” – leaving Mrs Smith unsatisfied with the service she received. By contrast, having TPMS

diagnostic capability on-site puts the business in control. The car doesn’t need to be taken anywhere, and mechanics know exactly when the work is going to be done.

Therefore, accurate promises can be made to customers, increasing satisfaction and generally making your life easier.

Additionally, the DVSA confirmed 1.3m tyre-related defects found in MOTs between April and December 2020. With millions of vehicles fitted with TPMS, more and more will need diagnosing or repairing. With this in mind, the quicker you can get on the TPMS diagnostic ladder, the less of a shock it will be in the future.

Tyre servicing In order to simplify the task faced by vehicle workshops when handling TPMS sensors, Continental is launching its new TPMS service devices to the aftermarket – the TPMS Go and TPMS Pro. These new devices have been developed using Continental’s expertise as a global automotive supplier and one of the world’s largest suppliers of tyre pressure control systems. As a result, workshop owners can be assured of an extremely high-quality tool as they take their first steps into TPMS diagnostics.

TPMS Go and TPMS Pro Continental’s TPMS Go tool is ideal for those new to the technology. This device, which uses wireless technology to read TPMS sensors irrespective of the sensor manufacturer, and regardless of whether these sensors are the originally installed devices or have since been replaced. The tool is able to promptly determine important sensor information such as tyre pressure, temperature, battery status, or sensor ID. If necessary, the TPMS PRO can do even more – it not only reads data, but can also programme or configure unprogrammed aftermarket sensors.

Additionally, the TPMS Pro possesses an OBD II interface. This means that the device is able to teach ‘relearn' TPMS sensors to the vehicle, read out any TPMS diagnostic trouble codes or display system-specific information, meaning it is able to handle all service tasks involving TPMS sensors.

The TPMS Pro is also optionally available as a print version which comes equipped with a docking station and integrated infrared data printer – perfect for mobile tyre fitters.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAH014

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TECH TIPS

BEST PRACTICE Straight flush

Testing and building steering racks at Shaftec’s HQ

Shaftec’s Marketing Manager Joe Toakley discusses the importance of flushing your steering system and why you should never try and cut corners.

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single litre of flushing agent to flush the system is never enough. It should be five litres, every time.

The steering system consists of several items: a rack and pinion connected to the front wheels; a piston inside the rack and pinion, which is moved by pressurised fluid from the power-steering pump that helps to turn the wheels; and a cylinder containing fluid mounted on the pump or remotely mounted for easier access.

Leaks in the system allow foreign particles to enter more easily and with low fluid, steering becomes more difficult and parts can become damaged.

If you discover a leak in a customer’s system either by fluid on the ground or by a low power steering fluid, you should check it immediately. Low fluid levels can be a warning sign: if everything is working as it should, the fluid levels should never drop. It’s therefore vital to regularly check power-steering fluid levels and top up when necessary.

Pumps and racks will live longer if the system is flushed regularly, as systems deteriorate over time. As the system ages,

20 JANUARY 2022 PMM

small particles start to break off – then it can get really tricky. Contaminants are suspended in the steering fluid which then becomes abrasive, which then speeds up wear in other parts. Contaminants from rubber pipes and particles of metallic swarf from other areas – such as the impellers of the pump – gradually build up, causing more wear.

This, together with fluid oxidisation which propels the build-up of air and results in further inefficiencies and noise, causes ongoing deterioration until, eventually, the system fails.

As all contaminants originate from inside the enclosed circuit, the only way to prolong the life of a pump is to change the fluid regularly, flushing the system thoroughly each time. The contamination collects inside the system where you can’t see it, so the effects may be barely noticeable until the system fails.

By the time the system fails, you are in trouble.

Because of this, there is an ongoing debate as to whether fluid change should be a standard part of the service schedule. If the system has failed on a vehicle it’s highly likely that there are raised levels of contaminants in the lines, making it even more important to flush the whole thing out

before fitting a new part.

Fitting a new part without flushing out the system would be somewhat counterproductive. With raised levels of contaminants in the lines, the fluid would still be abrasive. You can sometimes see if the fluid is contaminated by its darker colour, or if you feel particles between your fingers, you shouldn’t take the risk or it can be costly.

Before any change, the system should be flushed properly using a professional machine which sucks out all of the old fluid and any contaminants. Only after washing it through thoroughly with a flushing agent until it runs clear should new fluid be added.

It’s also important to clean out the reservoir because any larger particles will settle at the bottom as the fluid circulates. If you don’t, when the new fluid is poured into the reservoir, any remaining silt at the bottom will be forced straight back into the system, causing a leak almost instantly.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAH015

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COMMON FAULTS Suspension on a Ford Focus Febi outlines what can go wrong and what to look out for with the suspension of a Ford Focus.

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he Ford Focus was introduced in 1998 and has proved to be very popular with drivers. However, it is also reported to be one of the most popular vehicle models visiting workshops for repair work. With this in mind, we have identified some wear items that are of note when repairing the suspension system of this popular model.

Once the old worn bush is removed, clean the shaft, then the new bush should be pressed on; there is a special tool available to maintain the alignment of this, while the new bush is being pressed into position. (Fig.2) The repaired arm can now be refitted to the vehicle. The bush (febi 32418) has applications for several other Ford, Mazda and Volvo models.

The track control arm, which is located between the cross member and the knuckle, is prone to stress fractures which can lead to failure after long service. When this arm is removed to gain access to other components such as the road spring, or when it needs replacing, the fixing bolts are prone to corrosion. (Fig.4)

Front suspension The independent front suspension of the Focus is made up of a MacPherson strut attached to the steering knuckle, and a track control arm with an anti-roll bar for stability.

When worn, the anti-roll bar links, can produce a rattling noise symptom while being driven on bumpy roads.

One of the most common wear items on the MK 2 model is the track control arm bush, (Fig.1). This component is available as part of the complete arm or available as a

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separate part with new fixing bolts. The latter is available from febi, and offers an economical repair of this component, compared with replacing the whole arm, which in most cases is perfectly serviceable.

When carrying out this replacement, the alignment of the new bush is very important.

The bush needs to be aligned correctly on the shaft of the suspension arm for its correct operation and to ensure the long life of the replacement component. The old bush can be pressed off or carefully cut off using suitable equipment, so as not to damage the shaft that the bush is mounted on.

��� ��� Rear suspension The highly acclaimed control-blade trailing arm multi-link suspension system was developed for the Focus model; its compact design allows maximum use of space for luggage capacity and gives excellent handling. The thin trailing arm handles, fore and aft wheel location and brake-torque reaction, with three other links that are needed to locate the wheel fully. These components all have bushes that are prone to wear. The trailing arm bush (febi 34249), which is replaceable like the front control arm, needs to be aligned correctly during installation. Otherwise, the rubber will over twist and shorten the life of the bush. (Fig.3)

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This leads to the bolts shearing during removal, or being seized to the bush inner sleeve. Therefore, it may be necessary to cut them off to remove the arm.

The inner bolt, which is an eccentric bolt, is for camber adjustment – it must turn freely if it is to be adjusted. It is recommended that all bolt fixings are tightened only when the vehicle's suspension is under load, not freehanging, as this puts unnecessary strain on the bushes and can lead to them being tightened in the incorrect position.

When all suspension repairs are carried out, a full wheel alignment is recommended, to ensure the vehicles correct handling.

Many febi suspension components are available as a Prokit, which comes complete with all necessary fixings to carry out a repair.

This saves the installer time and money by avoiding the need to source separate parts.

WANT TO KNOW MORE? FOR MORE INFORMATION ON FEBI’S RANGE OF STEERING AND SUSPENSION PARTS WWW.RDR.LINK /AAH016

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TECH TIPS

Know your parts:

SOLENOID VALVE BLOCK PMM and Arnott take a deeper look at the solenoid valve block - a small but significant component of the air suspension system. Symptoms that seem to point to a leak in an air spring, could also be due to a defect in the valve block.

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he valve block takes care of the distribution of pressurised air. A valve block for a fourcorner air suspension system with pressure reservoir contains a total of six air connections. One for the air compressor, four for the air springs/struts and one for the pressure reservoir. To avoid making mistakes when installing a new valve block, all connections are colour-coded.

The six solenoid valves inside the valve block are activated by the ECU (Electronic Control Unit). It is a common misconception that the air springs are always directly fed by activation of the air compressor. In most cases, the air bellows are filled through the pressure reservoir. The air compressor pressurises the air in the reservoir up to 15-16 bar, this pressurised air in the reservoir is then used for controlled pressure build-up and as a buffer. The general objective is to use the pressurised air as efficiently as possible, so the compressor runs as little as possible. This prevents overheating and keeps the energy consumption low.

Common Faults Over time, the solenoid valves in the valve block can become sticky or blocked by small particles that have circulated through the system when operating. For example, when an ageing compressor breaks down, the valve block can consequently become damaged too. Due to overheating, small metal particles can block the solenoid valves and disturb the air distribution. This can result in the vehicle being lower in one or

22 JANUARY 2022 PMM

“The general objective is to use the pressurised air as efficiently as possible, so the compressor runs as little as possible.” more corners. This symptom could also occur when there is a leak in the air spring.

Fortunately, the actual cause can be easily identified by swapping the concerned airline in the valve block. If the valve block is the issue, the problem should then move to another corner and if the problem stays on the same side, it is indeed an air leak.

The valve block is also involved in the release of excessive air pressure. If needed, the solenoid valve towards the air compressor is opened. The pressure is then released through the pressure release valve on the compressor. Thus, in case a vehicle stays “locked” on a certain ride height, first check the functioning of the pressure release

valve on the compressor before diagnosing a faulty valve block.

If an air compressor is no longer running, the usual suspect is often the compressor itself or a faulty relay. But it might just be the valve block. The air suspension pressure sensor is located inside the valve block, not in the compressor. If this sensor isn’t working correctly anymore, the signal for activating the compressor stays out and pressure is no longer built up.

If the dryer no longer has the capacity to keep moisture out of the system, the valve block can corrode internally. Additionally, when the outside temperature drops below 0˚, the moisture inside the valve block can freeze, causing it to stop functioning.

One last thing to keep in mind is that normally the airline from the air compressor to the valve block is unpressurised if the compressor is not running. This is done to allow the compressor to start easily. If, for one of the abovementioned reasons, this airline stays pressurised, much more heat builds up each time the compressor is activated. This could lead to a burned-out compressor. So, even though it is small, this significant component of the air suspension system deserves some attention – especially after a compressor replacement.

WANT TO KNOW MORE? FOR MORE INFORMATION FROM ARNOTT WWW.RDR.LINK /AAH017

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BUSINESS

& TRAINING

START TODAY

W

ith increasing consumer demand, greater availability of vehicles and government support, EV sales are increasing in parallel with the development of UK charging point infrastructure. By the end of October 2021, over 345,000 pure-electric cars were reportedly on UK roads, 675,000 including plug-in hybrid models.

The EV car parc is expected to reach 12.7 million during the next 10 years, and, as these vehicles fall out of warranty, garages will ultimately benefit. However, many garage owners, particularly within the independent sector, have inherently viewed electric vehicles as something which will feature within the garage of the future, not today.

There is little doubt that the majority of repair and servicing work carried out within UK garages today is on vehicles with internal combustion engines. However, garage owners are now increasingly being contacted by EV owners for remedial work.

Consequently, the need to be prepared for this EV revolution is no longer something which can be left until tomorrow. Garages

24 JANUARY 2022 PMM

Autotech Training puts forward the case for starting EV training today in order not to miss out tomorrow. could be missing out on additional revenue streams, and risk losing customers to the competition, if they are not equipped or able to manage this rising demand.

Conventional ICE vehicles feature hundreds of moving parts, in comparison, while featuring complex electrical components, the number of parts within an electric vehicle is dramatically less. Full diagnostics on EVs may be some way off for the vast majority of vehicle technicians, but having the skillset to carry out even the most basic of repairs, including the maintenance of brakes, tyres and wipers, is becoming essential.

“Garages could be missing out on additional revenue streams if they are not able to manage this rising demand.”

Safety first Employers have a duty of care to ensure any vehicle technician working on an EV holds the necessary skills to work safely on, or around them. First and foremost, before any repair work can be carried out, the garage needs to have an area which is prepared for EVs and has a sufficient amp charge point.

Having the right tools is also essential, such as insulated rubber gloves and plastic tools.

Even simple modifications, such as wheel re-alignments, requires the safe isolation of the vehicle’s high voltage system. Since power will still remain in the battery, vehicle technicians will need to remain vigilant.

“Not only will training ensure that a technician holds the relevant skill set, but it will also safeguard them against injury,” comments Mandla Ndhlovu, Training Delivery Director for Autotech Training.

“We cannot lose sight of the fact that these are high-voltage vehicles, and the industry has

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a duty of care to ensure vehicle technicians have the necessary skills to work safely on, or around them. Employers may find themselves liable if an untrained employee is injured while working around an electric vehicle.”

EV training Autotech Training, a division of Autotech Group, is beginning to see an uplift from the independent sector.

“For many garage owners there was an overriding belief that EV repairs and diagnostics work would take several years to filter through to the independent market and, for some, this shift would take place several years after their retirement. But many are now opting to train at least one vehicle technician within their garage to ensure they are prepared,” comments Mandla.

Consequently, demand for electric vehicle training courses is increasing.

The starting point for any vehicle technician is a Level Two qualification, which is designed for those who will encounter electric/hybrid vehicles within a routine maintenance situation. It also contains the knowledge and skills required to work safely around a vehicle that may have had damage to its high energy/electrical

system. The next stage, Level Three, equips the technician with the knowledge of how the electrical circuits of an EV operate, and how the high voltage and low voltage circuits interact with each other, while Level Four teaches how to carry out repairs on live, high voltage vehicles and focuses on in-depth diagnostics of the systems within an EV. Unfortunately, many first time EV owners will have a very basic knowledge of EV maintenance when they drive their car off the forecourt. While still under warranty, they will inevitably contact their local garage for remedial work.

Simple repair work on an EV means additional time for the garage, from safely isolating the high voltage system from the rest of the vehicle, to correctly re-instating it.

This is something that customers are largely unaware of. Having the knowledge and explaining the process to a customer is imperative.

“There is a whole new level of education around electric vehicles needed from the consumer through to the garage owner.”

Autotech Training, offers a range of electric/hybrid vehicle courses either from its EV training suite in Milton Keynes or on the premises of any garage or organisation.

“For many garage owners there was an overriding belief that EV repairs and diagnostics work would take several years to filter through to the independent market. But many are now opting to train at least one vehicle technician within their garage to ensure they are prepared.”

Mandla Ndhlovu, Autotech Training

WANT TO KNOW MORE? FOR MORE INFORMATION ON AUTOTECH TRAINING’S EV COURSES WWW.RDR.LINK /AAH018

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BUSINESS

& TRAINING

Bringing BUSINESS in PMM hears how one garage is reaping the rewards after turning to Garage Services Online to get them visible on the web.

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ateshead-based Team Valley Service & MOT Centre, the largest independent garage in the North East, has announced larger than expected interim growth figures to August 2021. The company, which specialises in providing an alternative to more expensive main dealers for vehicle repairs, servicing and maintenance, has seen turnover increase by £125k in just eight months. Owner, Marvin Campbell attributes the unprecedented growth to its new website launch.

He said: “As a leading independent garage, we’re continually looking at ways to invest in and grow the business whilst making our customers’ experience as easy as possible. This also means making it foolproof for them to find us online.

“It’s estimated that 70 per cent of UK motorists would rather use an independent garage than a main dealer, and given the best way to reach those customers is online, we knew we had to overhaul our website and make it really work for us. It’s safe to say it’s certainly done that. Business is snowballing.”

The figures Within weeks of the new website being built and launched by motor sector specialist Garage Services Online, Team Valley Service & MOT Centre was seeing real results. The garage was getting three leads a day directly from the website – and converting 70 per cent of them into sales.

Marvin continued: “The figures are there in black and white, we can’t believe it. In direct website bookings alone, we’re now doing over £1k a week. Then there are all the calls it generates and those new customers recommend us too. We knew the website would be a good investment but this has been beyond what we expected. I’ve had to take on three extra staff and invest in two more ramps.

26 JANUARY 2022 PMM

“The garage was getting three leads a day directly from the website – and converting 70 per cent of them into sales.”

“Appointing Garage Services Online to design, build and manage the website has proved to be a game changer for us. There’s always a leap of faith with these things but from the outset I knew we’d got the right team on board. Their customer service, knowledge and realistic pricing mirrors our own company ethos and handing the whole thing over to them was easy. The time commitment at our end was only about an hour; they’re professional and slick so this was a big tick from me.

“Making the investment wasn’t a hard decision. There were no upfront costs and

the site only had to generate a car service a month to pay for itself. It’s blown that into orbit already and there’s other cost savings too. The amount we used to spend on advertising alone has reduced by 60 per cent. That in itself has covered the website cost 20 times over.”

Jim Lang, managing director of Garage Services Online said: “We’ve been creating websites for the independent garage sector for over 10 years, and the best thing about the job is seeing the real difference they can make to businesses like Team Valley Service & MOT Centre.

“These are their interim results; we can’t wait to see them after a year!”

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAH019

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ABOUT THE COMPANY Garage Services Online has been creating top performing websites specifically for independent garages for over ten years. The team understands the independent garage sector and what makes Google tick, delivering bespoke websites that are consistently found on page one of Google searches.

The company doesn’t just help independent garages compete with the main dealers by getting them alongside all the big names, the team can fine tune the telephone and online enquiries a garage will receive to the specific motor services, and repair work it wants to attract the most. As this is usually the most profitable work, it’s easy to see how the hundreds of websites the company has built over the years have helped independent garages not just to grow, but grow smartly.

Why use Garage Services online?

Every website built to date has had a proven quick return on investment. Each bespoke garage website only needs to bring in an extra car service per month to pay for itself – but customers report they bring in much more. Commonly, within around four months of a new website launch, the garage’s enquiries will increase tenfold and 70% of those enquiries will be converted into sales because the customer is already invested in what’s on offer.

What’s really different about Garage Services Online is that it makes what can be a complex and expensive process, straight-forward, easy and completely affordable. It provides independent garage businesses with limited budgets, a clear, cost-effective route to a top performing website with no upfront costs. And the only time investment on the garage’s part is around one hour from start to finish. Overall, the team will get a garage’s website designed, written, built, tested and live in as little as four weeks.

Getting a new website or an existing website upgrade from Garage Services Online is probably one of the savviest investments an independent garage can make.

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BUSINESS

& TRAINING

Q&A The digital sell PMM ’s Kieran Nee chats to Ashley Tankard, MAM Software’s Autowork Sales Manager about why our readers need to be paying attention to software solutions.

What are the main things MAM Software does?

What can you offer independent automotive workshops?

MAM Software provides reliable, innovative and economical business management software and product cataloguing solutions that deliver competitive advantages to businesses in the automotive aftermarket and distribution industries. Our business management applications integrate, simplify and optimise the people, administration and transactional processes that are central to every business, helping companies to maximise value and drive business performance. Our online product catalogues are an essential cog in the automotive aftermarket machine, providing busy parts retailers with instant access to product prices and information, and component suppliers the perfect platform to offer their latest products to the widest possible customer base.

Autowork Online is a fully-featured, cloudbased garage management package, which includes all the features required for the endto-end running of a garage or workshop, from estimate to invoice can be managed using the one solution, without the need for additional third-party products.

When was the company started?

MAM Software is a Kerridge Commercial Systems company and was founded in 1984 to provide software solutions for of businesses in the automotive aftermarket including Factors, retailers, suppliers and garages/workshops.

28 JANUARY 2022 PMM

What are some problems that workshops face on a daily basis that could be avoided using the Autowork Online platform?

Having been in the industry for a number of years, we are able to recognise the issues workshop owners face in the running of their businesses. Finding the correct parts can be difficult when looking at a vehicle with various fitment options. Autowork Online’s factor parts link will provide fitment information for each available part, so an informed decision can be made and order placed without having to call a supplier. There is a recorded trail for each part which makes returns easy.

No shows can disrupt even the most carefully planned day – these can be reduced by using automated reminders, sending the

customer an SMS or email the day before to remind them of their booking.

Managing the flow of vehicles through the workshop and preventing bottlenecks due to outstanding parts or decisions from customers is also a common issue. Our Work in Progress board can give a high level overview of every open job at once, so blocked ramps can be prevented leading to improved technician efficiency.

Can technology increase a business’ efficiency?

Technology is the driving force behind a business’ efficiency and allows users to spend less time doing administration and more time working on jobs. Saving a few minutes on each stage of a job (estimate, ordering parts, invoicing etc.) all adds up and can lead to hours being freed up every week to focus on revenue generating activity.

We often speak to people who are hesitant to make such big changes, but the benefits are worth the effort. Our team are used to helping customers with this transition and are there to help with any problems that may arise. For businesses going digital for the first time we would advise to start small and see how incremental changes help with everyday work.

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Start using an electronic diary instead of paper, or ordering parts online through a linked parts factor. Once the business is familiar with this and see the benefits, you can start bringing in more – automated SMS reminders and electronic job cards. Because Autowork is a monthly subscription model, we can get customers up and running on their new systems with minimal upfront investment.

Is digital technology necessary for the modern workshop?

Technology is a necessity to keep up with the competition and deliver the best experience possible for the customer. Customers expect more from workshops then they ever have before and this trend will only continue. Text reminders, online estimates and electronic health check forms are becoming an expectation and are all only possible with a business management system like Autowork Online.

Do you have any further plans for the future?

As a business we are committed to developing and improving our products, we are always listening to the market and its needs. We are in the process of releasing new TeamView reports and a revised SMS screen and our team is working on more enhancements due next year.

“For businesses going digital for the first time we would advise to start small and see how incremental changes help with everyday work. Start using an electronic diary instead of paper, or ordering parts online through a linked parts factor.”

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAH020

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BUSINESS

College connection

& TRAINING

APPRENTICESHIP ANSWERS

In 2022’s first instalment of Apprentice Answers, Gemma Westlake reflects on how employers can get more actively involved with an apprentice’s training provider.

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appy New Year! I really hope you have all had a fantastic festive time. Starting a new year is always a good time to reflect and plan your next steps moving forward. With this in mind, now seems like an appropriate time to discuss the valuable link between an employer, their apprentice and the training provider.

In past articles I have covered many points such as the apprentice framework, why you may consider employing an apprentice, how you can then support the person you’ve given this opportunity to and much more.

Hopefully by now you have been convinced to take on at least one (maybe more) apprentice on board. For those who have, let’s look at how your connection with your apprentice’s training provider can assist you, your business and your apprentice.

On a personal level, I have witnessed the impact that the Covid years have had on young people and it is profound. I have found that many of our learners have less confidence and less experience – not only of their chosen profession but of life in general. This includes our apprentices.

With a lack of confidence comes selfdoubt and if not supported efficiently, this has the potential to evolve into something much more serious.

Unfortunately, I have seen in the nottoo-distant past examples of a young person, unhappy at work and lacking general confidence in their abilities,

the support has unfortunately not been there in the workplace.

Also, with Covid in full play, meetings with their college assessor/mentor in person were also much less frequent. When small things like this begin to build it can have a snowball effect. Small problems can become big problems, and I have also seen circumstances where employer, employee and college all disagree with where the fault lies.

So, what can we do to help, and hopefully avoid, a situation like this?

Communication is absolutely key here!

If you have an apprentice then please ask them for their point of view; how is college going for them? Do they feel supported in the workplace? Do they know where their progress is currently within their apprenticeship and how to get to the next stage?

If they seem unsure, are feeling negative or you would just like to know more, then I would highly recommend getting in contact with their mentor at the training provider/college. Talk to them about how your apprentice is progressing, ask what you can do to help and offer suggestions if you have any. Under the new apprenticeship framework it is the responsibility of the workplace mentor to sign off certain work-based learning evidence and the

college mentor is there to help you. The idea behind the new framework was that employers met with the awarding bodies, and had a lot more input into the apprenticeships.

On that note, any good college would be keen to improve employer links, it can only benefit all sides and with all the correct ingredients (good communication, support and positive working relationships) a highly effective recipe for learning and progressing will be created.

In conclusion, the moral of the story here is to get involved, stay in the know and keep up to date with not only understanding how the apprenticeship is progressing but also how your apprentice is feeling, happy people generally work well. Would you like more in-depth information on the role of a workplace mentor and how you can support the apprenticeship by becoming one? Until next time…

Gemma is a lecturer at Basingstoke College of Technology. To find out what goes on there, GO TO WWW.RDR.LINK/AAH021 PMM JANUARY 2022 31

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BUSINESS

& TRAINING

LIQUID Assets PMM talks to SmartWater’s Phil Cleary about the security solutions company’s latest campaign and how workshops are in a prime position to help.

M

arch last year saw a peak of catalytic converter thefts, with 3,245 thefts reported in that month alone. Along with the shortage of raw materials, the price of precious metals has shot up, resulting in car owners left at a loss as thieves supply unscrupulous scrap dealers and chop shops with stolen parts. The past year has seen the British Transport Police jump into action to recover the stolen converters, and pinpoint the thieves and the entire supply chain. A week-long operation taking place last April recovering over 1,000 stolen converters, resulting in 50 people being arrested.

As part of the struggle against catalytic converter theft, SmartWater has been an incredibly useful asset to the authorities. You may already be familiar with SmartWater, but even so, it’s worth taking a look at what this mysterious substance is. Unlike something a medieval apothecary might keep in a coloured vial, drinking this solution won’t actually increase your intelligence. Using it in your workshop, however, is certainly an intelligent thing to do. SmartWater is a traceable liquid, with a unique “code” embedded into each individual batch, which is logged onto a database. What the solution isn’t, as co-founder and CEO of the SmartWater Group, Phil Cleary assures me, is DNA. “DNA isn’t nearly robust enough,” Phil explains. “DNA fades in sunlight.

That’s why we use inorganic chemistry to get very robust signatures, which is more suitable for a solution designed to last several years.”

For the workshop, there are two main uses

32 JANUARY 2022 PMM

Buxton Police inspecting a catalytic converter at a workshop

“The security group is looking to mobilise workshops in the mission to mark car owner’s catalytic converters with the traceable liquid, enabling the converters to be easily tracked back to their owners.” this liquid could be put to. Firstly, any expensive equipment that is kept loose in the workshop can be invisibly marked. Anything stolen by thieves, either breaking in at night or grabbing an opportunity during the day to nip in and out whilst all the technicians are off the floor, can be identified as your property if recovered and compared to the database. Secondly, the liquid can be spread over entranceways into the workshop, such as windows and doorways. That way, if there has been a theft, the culprit’s clothes can be analysed for traces of SmartWater and matched up to the source.

National campaign Now, SmartWater is setting its sights firmly on catalytic converter theft, which drives 30 per cent of car thefts. The security group is looking to mobilise workshops in the mission to mark car owner’s catalytic converters with the traceable liquid, enabling the converters to be easily tracked back to their owners – as Phil puts it, “traceability is the enemy of theft”. Workshops are being asked for their involvement because it is beyond the means of the average driver to apply SmartWater to their own catalytic converter. Workshops who wish to become a part of the scheme will be instructed on how to appropriately apply the liquid, and log the vehicle into the database. This ten-minute job can be sold easily as an add-on to customers already in the workshop.

Participating workshops will be able to purchase packages of 30 SmartWater registrations for £15, which leaves ample opportunity for a mark-up. Also provided by the group are marketing and promotional materials aimed at raising awareness among customers. Most importantly for the workshop, once the liquid has been applied and the vehicle registered, there is nothing more required from them.

WANT TO KNOW MORE? FOR INFORMATION ON HOW TO GET INVOLVED IN THE SCHEME WWW.RDR.LINK /AAH022

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

E-LEARNING COURSE

HYBRID & ELECTRIC VEHICLE TRAINING

Meyle is offering a wide range of digital training courses free of charge, now available in English speaking countries.

Mechanics in the automotive are increasingly faced with electric drives and high-voltage systems. Meyle’s senior technical trainer Patrick Stüdemann is convinced that the new e-learning for high-voltage vehicles will offer automotive workshops all over the world added value.

All participants are familiarised with the relevant safety and health aspects, with a focus on content such as differences between the various drive

Hybrid/Electric Vehicle Repair Level 3 courses are available from RMI Academy.

topologies, legal matter, hazards and first aid to optimally prepare participants for customer requirements.

This training course available at any time and from anywhere.

WWW.RDR.LINK /AAH023

WWW.RDR.LINK /AAH025

GETTING ADAS READY RWC Training has urged repairers to ensure they are ADAS compliant before new requirements are introduced.

It’s estimated that more than 15 million vehicles in the UK are already ADASenabled, about 40 per cent of the total car parc, and the figure is increasing, with some forms of ADAS even becoming mandatory in new vehicles from 2022.

Therefore, RWC Training courses range from basic ADAS awareness to full IMI accreditation, and combine a blend

With training sites in Runcorn, Southam, Lincoln, and Winchester, there is wide access to high quality training from the RMI Academy of Automotive Skills. This 3-day course covers the technology associated hybrid and electrically propelled vehicles.

LIGHTING WEBINAR

of online learning with practical training at RWC’s centre in Milton Keynes. This course covers why calibration is so important, and how it is carried out.

In this HELLA webinar, participants can learn about the development of LED technology, with emphasis on practical tips for workshops. The webinar also provided an outlook on future lighting technologies.

WWW.RDR.LINK /AAH026

WWW.RDR.LINK /AAH024

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PIT STOP

In need of a refuel?

QUIZ WORD WHEEL How many words of three 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: 16 four-letter words, 7 five-letter words, 1 six-letter word, 3 seven-letter words, and 1 nine-letter word. Good Luck!

1.

When referring to beer, what does IPA stand for?

2.

Which 1970s subcompact car was known for ‘exploding’?

N

P

M C

T N

6.

What year did seatbelt wearing become compulsory in the UK?

How much does the Star Wars Chewbacca costume weigh?

7.

What’s the primary ingredient in hummus?

4.

How many bones do sharks have in their bodies?

8.

What musical legend is Jay-Z married to?

9.

Which American state is the largest (by area)?

10.

Which movie features Michael Caine and Mini Coopers?

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/AAH027

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

Two English football players have won the World Cup Golden Boot. Who are they?

3.

O E

O

5.

035_PMM_JAN22_Layout 1 02/12/2021 16:26 Page 35

COMPETITION

A CHARGER TO RELY ON

WIN!

How do you enter?

To be in with a chance of winning, all you have to do is WWW.RDR.LINK /AAH028 and

answer the following question:

PMM is offering readers the chance to win a CTEK PRO25S Battery Charger.

C

TEK research has identified that as many as 50 per cent of all vehicles arriving in the workshop have a battery problem – by that we mean it is undercharged or needs replacing – a threat that could cause you problems when carrying out work on your customer’s vehicle. Couple this with the fact that battery performance can reduce by 35 per cent when temperatures hit freezing, and fall by as much as 50 per cent if temperatures go even colder and it becomes more important than ever during the winter months that batteries are supported during winter servicing.

So, whether you are repairing a vehicle, testing electrical circuits, carrying out diagnostic procedures, flash programming ECUs or programming vehicle keys, battery support is a vital activity often not fully appreciated for its importance in saving technician’s time, and insuring against costly programming failures, and preventing possible costly damage to the ECU. The PRO25S from CTEK is a 25A battery charger and power supply that combines power and advanced technology with safety, portability and flexibility to work with any 12V vehicle battery, including lithium-ion (LiFePO4) – it’s the perfect solution to support the battery during diagnostic and fault-finding work.

Tough, robust, and highly portable, the PRO25 uses the latest technology for maximised operating efficiency, reliability and protection against de-rating (a process whereby a battery charger will reduce power output as the operating temperature rises).

We strongly recommend that technicians hook the battery up to a battery charger, or support unit as soon as it enters the workshop to protect against costly battery failure. With the PRO25S you have a dedicated SUPPLY mode to support the battery during diagnostic or fault-finding work. This essential piece of workshop equipment has low voltage ripple, low current ripple, and a range of integrated safety features. So, it’s safe for the battery and the vehicle’s delicate electronic systems.

Even more features The PRO25S is also a fast a powerful battery charger and conditioner too, that will ensure that a safe, fast charge is delivered to exactly meet the needs of the individual battery. A builtin temperature sensor will adjust the charge rate, depending on temperature, to achieve maximum charge levels. The charger also has a dedicated reconditioning programme to restore battery life and recondition flat batteries.

The PRO25S is fully automatic and easy to use. It’s also very simple to connect, sparkproof and reverse-polarity protected to protect

What is the PRO25S’ dedicated SUPPLY mode designed to do?

A) Prevent the charger de-rating in cold weather B) Support the vehicle’s battery during diagnostic work C) Measure the amount of charge a battery has left Deadline for entries is 10/02/2022

the user and also the battery. Designed to ensure easy handling in the workshop, it’s lightweight and portable. A rugged, impactresistant casing means the unit can also handle the toughest environments. It also comes with a two-year warranty.

As vehicle technology continues to develop, there is an even greater demand for battery support during a standard vehicle service. Workshops are in need of a safe and versatile charger, with the ability to deliver a rapid charge, so that the battery, the very heart of the vehicle, doesn’t leave the workshop in a poor state of health. The new PRO25S is the perfect solution to everyday battery charging & support in the workshop.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAH029

PMM JANUARY 2022 35

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SPECIAL REPORT

Q&A Interview with OESAA’s Nigel Morgan PMM ’s Kieran Nee caught up with OESAA’s chairman Nigel Morgan to find out what he plans for the organisation and how it is reaching out to independent workshops.

Hi Nigel, thank you for speaking with me today. Could you introduce yourself to any of our readers unfamiliar with you.

Many will know me as the managing director of Schaeffler, which I stepped away from at the beginning of this year after more than four decades. My story began as the sales manager of Alan A Morgan, my family’s company, which became the sole importer of LuK clutches back in the 1980s. LuK, of course, bought the company and now goes by the name of Schaeffler.

Today, I am the chairman of the Original Equipment Suppliers Aftermarket Association, which comprises OEMs within the automotive aftermarket.

Tell us more about OESAA, how long has it been around?

Established in 2013, concerned about socalled ‘white box’ products being imported into the UK, I approached other OEMs to form an alliance. OESAA and its members’ priority is to ensure technicians have the practical skills and business acumen to be

Attendees at Autoinform Live

36 JANUARY 2022 PMM

Nigel Morgan and Matt Wiseman (OESAA Garage Forum member)

able to diagnose and repair the vehicles of today and the future.

By offering engaging and in-depth training, through the likes of Autoinform Live and the synergies being generated between the members, OESAA is able to provide technicians with a platform that will allow them to flourish, whether working on a conventional internal combustion engine vehicle or the latest battery-powered electric vehicle.

Autoinform Live is OESAA’s own show?

Autoinform Live is a live, hands-on training event, which brings both technicians and OEMs all under one roof. It’s an intimate opportunity for technicians to get to grips

with technology, best practice techniques, and products they’re encountering in the workshop now and can expect to receive in the coming years.

The primary objective is to arm technicians with quality information, which will allow them to protect and strengthen their businesses, by incentivising and inspiring new apprentices through the door, and offering new and improved services to their customers.

Many of the manufacturers involved with OESAA are competitors – is there a common goal that drives them to organise and participate jointly in an event like AutoInform Live?

All OEMs that exhibit at Autoinform Live all have the same objective: share their expertise and experience with technicians, helping them improve their technical and business skillsets, consequently enabling them to offer a better service to their customers.

During November’s event, for example, Schaeffler presented IMI-accredited courses on double clutch systems. These training courses have been available for several years now, so I was surprised to learn that many technicians were still sending customers to another workshop or back to the main dealer, as they weren’t able to undertake the work – that’s something we’re desperate to avoid!

They’re united in their goal of education, illustrated perfectly by Schaeffler (FAG) and Brembo, in an Autoinform Live first, collaborating to offer an insight into current and future developments in braking and chassis systems.

How does OESAA inform itself on the issues facing workshops on a daily basis?

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To better understand the needs and attitudes of workshops, OESAA strategically recruited workshops from different parts of the UK and Ireland and created the Garage Forum.

Originally set up to analyse and debate trends and talking points within OESAA member meetings, it’s grown into a crucial platform for those workshops to share what they’re seeing on a day-to-day basis or have been discussing with their counterparts – positive or otherwise – and putting the onus on OESAA to act.

For example, one of the Garage Forum members said that her workshop required appropriate equipment to sanitise keys, to ensure that handover between workshop and customer was Covid-secure and both were more comfortable. OESAA agreed to launch the ‘We’ve got you covered’ initiative, which featured refillable spray guns and an antimicrobial key tray. 4,000 packs were sent to workshops, by recruiting UK distributors to help deliver them – it was a great success!

Following fresh discussions with the Garage Forum, plans are well underway for another campaign in 2022 – watch this space.

understand how these vehicles work, but it’s certainly not the end of the internal combustion engine.

In what other ways does OESAA support the aftermarket?

What do you see in the near future for OESAA and the aftermarket in general?

I think it’s important to stress that all of OESAA’s campaigns, training, synergies are born out of a passion and determination that technicians have the best opportunity to succeed at this time of the industry.

2030 is seen as a significant year, with the end of new petrol and diesel vehicle sales, but the forecasts being conducted by OESAA members tell us that the automotive aftermarket will continue to thrive, with existing petrol and diesel vehicles very much part of the vehicle parc and will remain so for many years – it’s imperative that we share that message, to support workshops and technicians.

Of course, electric vehicles are becoming more prominent and it’s important to

OESAA is recruiting and building a strong network of members, all signing up with the right ambition and fortitude of creating a better, stronger automotive aftermarket.

Whether it’s collaborating with one-another, exhibiting at Autoinform Live or visiting workshops across the UK and Ireland, OESAA is well-placed, well-staffed and wellequipped to provide outstanding service and be a voice for the industry.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAH030

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SPECIAL REPORT

PMM ’s Kieran Nee spends the day at the races with Comline and one lucky reader…

Q&A with Comline’s Leigh Davies Why did you choose to sponsor Will this year?

When we were approached by Will Bratt and Richardson Racing, we were immediately impressed by their professionalism and enthusiasm – we were very quickly made to feel like part of the team. Richardson Racing is a team that’s enjoyed plenty of success throughout its history with podiums, race victories and even championship wins, but it’s still a team that very much feels like it’s on an upward trajectory.

Is it important for parts brands to be recognisable among technicians?

Massively important! Technicians have to trust a brand and, aside from product performance and ease of fitment, a large portion of that trust comes from familiarity. I think unknown brands are more likely to be met with scepticism and may not be given the opportunity to prove themselves.

How has it been working with the team?

The Comline relationship with both driver and team has grown stronger as the year has progressed. Everyone has played their part in making us feel welcome, part of the team, and has supported our goal of driving the brand into the public eye. Furthermore, extending our involvement with Richardson Racing by having the Comline brand across all three of its Porsche race cars was a wonderful way to round out the season.

38 JANUARY 2022 PMM

A Day in the PIT

N

o one picking up their monthly copy of PMM from their local factor does so expecting to be given the opportunity of a lifetime at the end of it. You may expect to read some in-depth technical coverage, learn about the latest advances in automotive technology or even discover a new, more profitable way of managing your business; and while we like to think that, when it comes to putting together an informative, easy-to-read, entertaining magazine for the independent aftermarket, we do a pretty good job (no letters telling us you disagree, please), making people’s dreams come true is somewhat beyond our remit.

Until, that is, we teamed up with Comline…

Avid PMM reader Ash Singh did indeed find his dreams coming true last autumn, all thanks to PMM and Comline, who ran a competition in our September 2021 issue offering one lucky reader the chance to become a raceday mechanic. Fast forward to October, and we find ourselves down at the workshop at Brands Hatch GB, busy getting Richardson Racing’s Will Bratt’s Porsche 911

GT3 ready for the Porsche Carrera Cup’s final race that weekend.

As Ash is taken through the safety drills and the protocols for the day, I ask Team Leader for the Porsche Carrera Cup programme at Richardson Racing, Richard Minarik what are some things that a technician used to working on ordinary passenger cars must take into account when working on a race car. “Actually,” he begins, “if anything, these cars are easier to

PMM grid_Layout 1 30/11/2021 12:21 Page 1

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DIAGNOSTICS

& ENGINE MANAGEMENT

Neil Hilton, Head of Hella Gutmann Solutions UK, delivers his opinion on the firm’s latest diagnostic solution.

PLUG IN and play

T

he Hella Gutmann range of mega macs diagnostic tools has a reputation as being amongst the leading devices in the field. But with the introduction of mega macs X this month, the specialist aims to change the operational method and communication with the vehicle from a diagnostic standpoint, providing a flexible solution that can adapt to whatever size of workshop.

The mega macs X provides flexibility and an array of options when it comes to both the hardware and software configurations. It allows individual workshops to choose whether they wish to combine their existing desktop browsers or tablets with the system, or move to a totally mega macs driven platform. This level of flexibility means that should the workshop’s requirements change, then it is able to change the setup to match.

However, it is not only flexible in terms of hardware. Thanks to the different software modules that are available, workshops also

have a choice when it comes to the scope of the services that can be accessed. This flexibility ensures that workshops are always able to gear the service level required to the needs of its customers and, should these requirements change, the software module can likewise be altered to make sure it always fulfils the needs of the workshop.

“The only ongoing costs are for the associated annual licence, which includes any updates and system improvements as they are issued.”

Not only is this system different from previous diagnostic solutions in its approach, it’s also very different in appearance, as it has neither a display nor a keypad. At a first glance, the wired OBD plug with integrated LED lighting looks like a modern, neatly designed Bluetooth VCI – which, incidentally, it is – but this future-orientated solution is also the most advanced diagnostic tool we have ever developed. It incorporates the processor, diagnostic software and integrated diagnostic protocols, which includes among others, the CAN FD and DoIP for new vehicle models such as Škoda Octavia, Volvo XC 90 and Golf 8 of Volkswagen, and communicates on a wireless basis.

The well-thought out design comprises sophisticated details such as useful cable duct and a magnetic surface, for easy and secure fixing and the compact dimensions means it can be placed easily on the charging tray when not in use. A green LED progress bar on the front and back of the device indicates active vehicle communication when performing diagnostic work.

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

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

There is no need to register individually with each vehicle manufacturer portal to obtain diagnostic releases for their customer’s vehicles, subjecting themselves to extensive checks and potentially significant extra costs.

Instead, a one-time authentication, activated by proof of identification by passport or identity card, is all that’s needed for a mega macs user to have a clear path to work on all vehicles with a security lock, at the usual diagnostic depth.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAH032

PMM JANUARY 2022 41

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DIAGNOSTICS

& ENGINE MANAGEMENT

Q&A Interview with Repairify’s Martin Brown Repairify Innovations’ Technical Director, Martin Brown discusses its new calibration scheme with PMM. Tell us about the asTech system As part of the Repairify family of businesses, asTech is a leading provider of remote diagnostic solutions and services to the collision industry. We deliver cutting edge, expert diagnostics to provide safe and accurate repairs. This includes remote scanning, diagnostics, and calibrations using its patented technology, while providing virtual

“As ADAS becomes standard equipment in vehicles, supplying and stocking ADAS equipment on the workshop floor will be commonplace.”

42 JANUARY 2022 PMM

support through certified technicians. Our technicians can service many trouble codes remotely and provide real time assistance to technicians when needed. We also offer mobile repair and calibration services.

Tell us about asTech's product offering asTech’s remote diagnostic device, together with our certified technicians and OEM factory scan tools, accurately searches for, identifies, and resolves the diagnostic, electronic, and computer-related trouble codes resulting from electronic issues that are undetectable via visual inspection.

This proposition is designed to enable repairers to conform with IIR requirements launched in April. This will allow our repair partners to provide services to their customers

without heavy upfront equipment costs. This will support them in developing their teams and offering an additional, yet critical, service.

This generates new income streams and to make sure their customers are covering all safety aspects of the repair process.

What benefits can a business take advantage of by using asTech's digital ADAS equipment?

There are two key benefits from using this equipment: the first is that it provides businesses with new revenue streams that they previously wouldn’t have been able to access. The second is that the equipment enables the technicians to be more efficient, due to the speed in which the vehicle is calibrated using the digital service compared to manual board kits.

042_PMM_JAN22_Layout 1 02/12/2021 17:00 Page 43

This increase in efficiency then leads to a reduction in key-to-key times, which improves customer satisfaction, and streamlines efficiency within the business.

Does the company offer any training for its products? asTech offers delivery and installation alongside user training. The training will see the technician receive a competency certificate.

Who are some of the key people within the company, and what are their responsibilities?

Martin Brown, Technical Director of Repairify Innovations, whose responsibilities are product development across Repairify’s international division. Richard Taylor is the European business development director.

His responsibilities are to sell and develop

our product offering across Europe. Finally, Matthew, the European sales manager, oversees distribution and SMR for all products and services.

With the 'connected car' becoming more of a staple within the industry, what place does ADAS equipment have in the automotive aftermarket?

As ADAS becomes standard equipment in vehicles, supplying and stocking ADAS

equipment on the workshop floor will be commonplace. With this area being an untapped revenue stream, it is important that businesses, whether they are a single site or a large group, invest in the correct equipment to follow the correct repair procedures.

WANT TO KNOW MORE? FOR MORE INFORMATION ABOUT ASTECH, WWW.RDR.LINK /AAH033

PMM grid_Layout 1 30/11/2021 12:16 Page 1

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DIAGNOSTICS

& ENGINE MANAGEMENT

Launch puts diagnostic power back into independent garages.

A PRO move

E

xpertise matters in the world of vehicle diagnostics, and a new high-end professional diagnostic tool from Launch UK embodies years of aftermarket understanding.

Developed from the PRO 5 Plus, the new Launch PRO 5 Link features the super remote diagnostics solution SmartlinkC. This new development allows a technician to call on a remote service provider, who will connect to the vehicle remotely. Using a SmartlinkB interface and their in-depth experience, expertise of OEM and aftermarket diagnostic tools, the remote service provider will carry out almost any diagnostic or programming function, on any vehicle.

“More than 15 reset and special functions are included in the software and fault codes can also be resolved using the Launch CarSet database, powered by Haynes Pro.” With super remote diagnosis, any diagnostic function is possible, significantly reducing the need for technicians to purchase additional diagnostic tools or outsource diagnostic issues, meaning the vehicle can be fixed faster.

Launch UK remote services are powered

by Asus, a global force in the provision of remote automotive service. Access to the Launch Smartlink service platform is either paid for annually by subscription or pay-asyou-go and an access fee.

Covering both passenger car and commercial vehicle diagnostics, this advanced interface supports multiple communication and diagnostic protocols, including DOIP, CAN FD, J2534/1/2, D-PDU, RP-1210/C, 5GMHz wi-fi, Ethernet, USB 2.0.

PRO 5 Link’s intelligent diagnostics automatically identifies the vehicle through the VIN. Over 70 car brands are covered, all with in-depth module information.

More than 15 reset and special functions are included in the software and fault codes can also be resolved using the CarSet database, powered by Haynes Pro. Using guided diagnostics and technical information, the technician is easily able to resolve the fault issue, saving time and improving efficiency.

ADAS dynamic calibrations are also included, while static calibrations are covered with the purchase of the ADAS PRO & ADAS Mobile calibration frames.

The PRO 5 Link tablet uses the most upto-date Android OS 9.1 system, and includes a 10.1-inch display, 4gb RAM and 64gb memory (expandable by up to 32gb with a micro-SD card). The 1.8GHz processor allows for quick analysis of information, giving the technician the data they need without lag.

The PRO 5 Link comes with a two-year warranty, two-year software package with daily one-click software updates and a oneyear subscription to the Launch CarSet Electronics Database module.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAH034

PMM JANUARY 2022 45

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DIAGNOSTICS

& ENGINE MANAGEMENT

PROBLEM SOLVING

W

ith the cars of today more technically advanced than ever before, the days of purely mechanical systems for important tasks such as fuel delivery, ignition and even braking are now long gone. Modern vehicles boast more computers than you’ll find on the shelves of your local electrical superstore, and their digital tentacles reach out into almost every crevice where they tighten their grip on even the most mundane automotive function.

That makes the process of diagnosing issues a challenge without the right tools for the job and the knowledge to go with it. In fact, even routine servicing can now require a few taps on a keyboard. Replacing computer-controlled parts often necessitates a trip into a world of ECU recalibration. Some Mercedes-Benz diesel engines, for example, demand a digital reset to accompany a new air filter.

The level of complexity is rapidly increasing too, as new technologies such as hybridisation and active safety systems become commonplace in the automotive landscape. Thankfully, the tools and knowledge required to service this need are

46 JANUARY 2022 PMM

Delphi Technologies seeks to unravel the mysteries surrounding diagnostics.

readily accessible and are within the reach of garages of all sizes. This widens the range of vehicles they can cater for and enables them to compete on service with franchised dealers.

“Diagnostics still seems to be a scary subject for some garages, particularly the more traditional and smaller establishments.

However, we work to provide independents with a range of diagnostic tools that can interface with any make and model of vehicle and which can perform a comprehensive range of tasks that were previously the preserve of the dealer network,” argues Julian Goulding, Northern Europe Marketing Manager at Delphi Technologies Aftermarket. “With our OEM experience, it’s possible we designed the system in the first place and that means we’re in the very best position when it comes to diagnosing faults and identifying issues.”

Delphi Technologies’ range of diagnostic products includes everything from fuel injection tester kits to OBD tools, the latter helping to pinpoint the root cause of an issue, or even perform software updates throughout the vehicle. By accurately tracing faulty components, an appropriate diagnostic tool mitigates the need for the timeconsuming, expensive, and often trial-anderror process of replacing parts until the fault can be isolated. That delivers a win for both the garage and their customers.

Wireless With a diagnostic tool connected to the vehicle’s OBD port, the device communicates wirelessly over Bluetooth with the accompanying software on a PC or tablet, giving instant access to OE-level diagnostics and technical information.

Initiating a full vehicle scan will quickly identify any fault codes or conditions that have been stored by the car’s ECU, with compatibility across almost every manufacturer and vehicle type, from cars to vans, trucks to buses – even those with security-protected systems.

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Delphi Technologies’ DTC Assist functionality provides technicians with guided diagnostic assistance, while the company’s constantly updated Vehicle Technical Information (VTI) combines maintenance data with technical drawings, manuals, procedures, and more.

“This allows a workshop technician to quickly understand exactly what is wrong with a particular system, which will almost certainly not be possible to diagnose with traditional tools alone,” continued Goulding.

“Combining that with a full spread of technical information and procedures makes it easy to understand how a system behaves, and that’s often crucial to understanding why a particular fault code may have been triggered and, more importantly, how to resolve it.

Having direct access to that information helps save time and money by reducing non-billable hours and improving workshop efficiency.”

Faster vehicle scans Understanding the growing importance of a good diagnostic tool and how it can mean success or failure to a garage, Delphi Technologies has recently expanded its diagnostic offering with the launch of the BlueTech VCI, its next-generation diagnostic tool. Five times more powerful than its predecessor, it delivers faster vehicle scan times than ever before, while new integrations such as CAN FD, multiple CAN channels, and DoIP (Diagnostics over Internet Protocol) offer garages cost-effective and intuitive access to the latest troubleshooting methods.

The new tool also has integrated security gateway that allows the workshop to seamlessly service security-protected vehicles whilst the new DTC-assist functionality provides technicians with guided diagnostic assistance.

“We’ve listened to garages and technicians and worked to incorporate everything they value and need in the BlueTech VCI, including Pass-Thru capability that opens the door to services such as ECU programming that were previously the preserve of franchised dealers

“With high-tech, simpleto-use, diagnostic tools, garages can now cater for the most technicallyadvanced vehicles.”

and their OE-specific tools,” added Goulding.

“Essentially, now that even the most modest of cars comes fully equipped with an array of sophisticated Advanced Driver Assistance Systems (ADAS), we’ve ensured that the BlueTech VCI supports the calibration of most modern ADAS features, while we’ve also looked to optimise its easeof-use for the technician. For example, with the built-in Flight Recorder, mechanics can record a range of parameters during a solo road test, ready for review and analysis once safely back in the workshop.”

With the availability of high-tech, yet simple-to-use, diagnostic tools such as the BlueTech VCI, independent garages can now cater for even the most technically-advanced vehicles from the likes of BMW, Audi, Toyota and Jaguar Land Rover.

For some, these new complex tasks may seem daunting, particularly when approached for the first time. However, Delphi Technologies’ complements its tools with a high level of support, with garages enjoying

access to a technical hotline, in-field support, and a comprehensive array of training programmes. Covering topics from emissions to common rail diagnostics, engine management issues to hybrid systems, each can be delivered in-person at the company’s Midlands-based training centre, or online through the new e-learning Academy platform that provides training at the point of need and through any device, even just a smartphone.

By expanding their knowledge and their diagnostic capability, even the smallest independent garages can provide the same level of service as a franchised dealer. As our vehicles become ever more complex, this helps turn a challenge into an opportunity, one where the rewards are increased customer loyalty and, perhaps more importantly, profitability.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAH035

PMM JANUARY 2022 47

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DIAGNOSTICS

& ENGINE MANAGEMENT

PHONE IT IN PMM hears from Pico about its latest development – the PicoScope app for technicians.

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scilloscope-based diagnostics is very much a hot topic at the moment, but what is it and is it within reach of all technicians? Surely, there has to be more to it than just looking at the wavy lines on the screen, working some magic on the controls and announcing the defective part with a flourish. Well, it is actually the combination of knowledge, good information and practice that generates a successful diagnosis. A good tool is, of course, essential but is only as good as the person using it.

Having spent more than 20 years improving the PicoScope product, including extensive guidance and information for technicians, Pico Technology has released an app for Android and iPhone. With this app, every technician can learn about oscilloscopes, what they do, how to use them, and how they can benefit them and their businesses.

The PicoScope Automotive App builds on the experience of the Pico engineers and the steady feedback from users, resulting in a tool that brings insight and information to technicians at all levels. From those just wanting to investigate oscilloscopes through new users. It even offers valuable resources to the most experienced master technician.

This tool reveals the techniques used by the experts and shows how every technician can use the proven steps and techniques to eliminate guesswork and reveal the root cause.

The app shows how the scan tool is often only the starting point in discovering the problem and how oscilloscopes can be used to verify

repairs and adjustments. This provides valuable proof of work for the customers.

The PicoScope App – your diagnostic journey is designed with new users in mind.

To help them get to grips with working with PicoScope as the ideal training companion, to develop skills from basic levels through to intermediate levels.

From a new user's perspective, we have an entire section devoted to understanding oscilloscope diagnostics: What is PicoScope? This section takes you through the basics of working with PicoScope, including showing where it fits into the diagnostic process, how to get to grips with viewing waveforms and what makes PicoScope one of the world’s leading automotive diagnostic oscilloscopes.

We then show you the practical advantages of using a scope in the diagnostic process, by providing Real-life applications and case studies that share the secrets of quick and accurate diagnosis.

“The PicoScope Automotive App builds on the experience of the Pico engineers and the steady feedback from users, resulting in a tool that brings insight and information to technicians at all levels.”

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Another great advantage of our app is the new content that we’ve created specifically for the app, including animations that bring the whole experience to life. They take you deep into the diagnostics and give you the ability to see the relationships between the real-time operation of components and the waveforms they create.

Training Videos We also include a step by step set of training videos to help take you through everything Pico. These include where to download our latest software, getting your PicoScope set up and, of course, guidance from our automotive technicians on capturing waveforms from a wide range of vehicle components.

There is also information about analysing waveforms, which is arguably the most valuable skill for a PicoScope technician to learn. We show you just how much information you will have access to with PicoScope by your side. You can find

waveform notes in each of our 150+ Guided tests, access to over 6000 waveforms in our waveform library and hints and tips of more information to aid your diagnostic process.

To find out more, download our free app today in the App Store or Google Play and start your PicoScope diagnostic journey.

Remember that it is always best to #testnotguess.

WANT TO KNOW MORE? FOR MORE INFORMATION OR TO DOWNLOAD THE APP WWW.RDR.LINK /AAH036

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DIAGNOSTICS

& ENGINE MANAGEMENT

TROUBLESHOOTER Off the map Stuart Still, Technical Trainer at EEC deals with one customer’s DPF issues, resulting from a faulty MAP sensor.

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few weeks ago I received a phone call from a distributor’s customer asking for assistance as the Toyota he was working on had been emitting black smoke for a couple of weeks before going into limp home mode, with a fault code of P2463 (DPF restricted). He explained that he had replaced that DPF with a new EEC one two months ago, but unfortunately the same thing had started to happen again and he thought the new DPF was faulty.

He explained that he had checked all of the areas and components that could be the cause of the problem, air leaks, EGR valve, fuel injectors, turbo, etc. and all were working correctly. I suggested he checked the MAP sensor as I thought this could be the problem. Although there was no MAP fault code showing he still needed to examine the sensor to ensure it was clean, with no damage and functioning correctly.

A MAP sensor reads the amount of air pressure in relation to vacuum inside the intake manifold, either directly or using a vacuum hose, it then translates this pressure

50 JANUARY 2022 PMM

Faulty MAP Sensor

into a voltage signal sending it to the power control module (PCM).

The sensor uses a 0-5 volt reference signal, a change in vacuum or air pressure in the intake manifold varies the electrical resistance in the sensor, increasing or reducing the signal’s voltage to the computer.

The PCM uses the MAP sensor’s information along with input from other sensors to adjust fuel delivery to the cylinders and ignition timing according to current engine load and speed. This can upset fuel delivery and ignition timing.

Depending on your vehicle model, your engine might experience one or more of these performance problems:

Signals of a bad MAP sensor including: rough idling; sluggish acceleration or hesitation; poor fuel economy or black smoke.

An underperforming MAP sensor can lead to an increase in harmful PM. excessive fuel generates higher hydrocarbon (HC) and carbon monoxide (CO) emissions, while insufficient fuel may lead to higher nitrogen oxide (NOx) emissions.

Troubleshooting a sensor is a straightforward procedure using a digital multimeter (DMM) and a hand-held vacuum pump.

Always inspect the map sensor wires for damage during your diagnostic.

Just because there is not a MAP fault code does not mean all is OK. It could be faulty and still working but not correctly. By sending the incorrect data to the ECM, generating more PM/carbon, stopping the DPF regeneration process, could result in a blocked DPF. The MAP/MAF sensor is an essential part in delivering the correct fuel/air mixture to the engine. If it fails or begins playing up, the ECM cannot function properly, and neither will the engine.

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To ensure your engine works at peak performance, it’s sensible to keep your MAP sensor in good condition.

Check the sensor’s wiring and connector. It should be connected securely, and the pins free of dirt and undamaged. Bent or corroded pins will also adversely affect the sensor signals.

The wiring from the ECM to the MAP sensor should also show no signs of damage. Wiring that is damaged can cause short circuits.

If the MAP sensor is linked to the intake via a hose, check it is not damaged. Check the port is clean and unblocked as this can lead to unreliable readings.

If the sensor checks are ok, the next step is to try a scan tool or voltmeter and vacuum gun to gauge the sensor’s output. Check the voltages you need to see for full and no vacuum. If you don’t get the correct readings, the sensor will need replacing.

With no information from the sensor to work with, the ECM will assume the engine is under a high load. A failing MAP sensor tricks the ECM into believing the reading is

Diagram of a MAP Sensor

low or there’s no vacuum. Consequently, the ECM fires in extra fuel and advances the spark timing to compensate, resulting in increased fuel consumption.

As a conclusion, the customer replaced the faulty MAP sensor which solved the problem.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAH037

“The MAP/MAF sensor is an essential part in delivering the correct fuel/air mixture to the engine. If it fails or begins playing up, the ECM cannot function properly, and neither will the engine.”

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OILS, LUBRICANTS

& ADDITIVES

Engine oil BEST PRACTICE David Kaiser, Head of Research and Development at Liqui Moly, discusses some best practice when it comes to engine oils in hybrid vehicles.

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f a hybrid vehicle is often driven on electric power, car owners often neglect to change the oil – after all, the combustion engine was rarely used.

Garages should ensure that the oil change intervals specified by the manufacturer are actually adhered to, advises David Kaiser, Head of Research at Liqui Moly.

There is a good reason why the oil-change intervals are not only determined by mileage but also based on the time that has passed: even if a car is not driven much, or is mainly used in electric mode, the oil in the engine ages as the days go by. It gradually oxidises and becomes less effective. There is another problem with hybrid vehicles, too.

Water condensation and fuel residues accumulate in the oil circuit due to the fact the combustion engine undergoes frequent cold starts and short periods of use. In a pure combustion engine this is not an issue, because as soon as the oil has reached its operating temperature, the water and petrol vaporise in the oil. In hybrids, the engine oil rarely reaches the operating temperature, so more water and petrol can accumulate in the oil circuit. This increases wear and tear – and

it is conducive to corrosion, too.

So it’s important not just to change the oil but also to thoroughly clean the oil circuit at the same time. This can be done using Liqui Moly Engine Flush. Just before changing the oil, the additive is added to the engine oil and the engine is then run at idling speed for ten minutes. During this time the active ingredients remove any deposits and debris, which is then simply drained out together with the used oil. The fresh oil then goes into a clean engine, so it can achieve maximum performance.

Metal on metal There is another problem caused by frequent cold starts in hybrid vehicles: on each occasion, it takes several seconds for the oil to reach every part of the engine, depending on the ambient temperature. Until that happens, metal rubs against metal – pure wear and tear.

In the case of pure combustion engines, cold starts are not much of a factor overall.

The situation with hybrid vehicles is very different: here it is a good idea to add Liqui Moly Cera Tec to the oil. This is a wear-andtear protection additive that provides dual

“In hybrid vehicles, the engine oil rarely reaches the operating temperature, so more water and petrol can accumulate in the oil circuit. This increases wear and tear – and it is conducive to corrosion, too.” protection for the engine. Firstly, there is physical protection by means of tiny ceramic particles that spread out on the metal surfaces to prevent direct metal-to-metal contact.

Secondly, chemical protection is provided by so-called friction modifiers which smooth the metal surfaces and prevent friction. The use of Cera Tec significantly reduces wear and tear during the cold start phase.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAH038

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OILS, LUBRICANTS

& ADDITIVES

PUMP it up FAI’s Technical Director, Dominic Moxon outlines the emerging trends in oil pump systems and discusses common failures with oil pumps.

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he passenger car market has demanded that the modern engine follow a trend of extended MPG, lower emissions and increased power for the latest generation that comes to market. This is, of course, the progression that we’ve all come to expect as car owners yet only professionals such as the readers of PMM know how this is all achieved; namely, narrowing tolerances and the subsequent increased pressure placed on componentry.

Preservation of oil pressure and its purity is the lifeblood of the engine and when it is neglected or failures occur, they cause several common issues. This is especially so within chain-driven vehicles, as many chain tensioners rely on consistent pressure and, of course, a well-lubricated chain system.

Sometimes it’s hard to know which came first, a failing oil pump that resulted in metalon-metal swarf build-up or the other way around, caused by a different problem. Either way, the strain demands on oil pumps have have increased in recent years and pump sales have climbed as a result.

Diagnosis of a failing pump can be tricky as the symptoms overlap with a number of common issues. The classic symptoms of a failing oil pump are: ■ Oil light on dash/low oil pressure ■ Increased engine temperature ■ Noisy valve train – especially from the hydraulic lifters that depend on consistent oil flow.

■ Oil pump whirring ■ Bottom end knocking from crankshaft, pistons or small ends As with all fitment processes, the basics surrounding the installment installation are as essential to a long-lasting repair as the components that are being replaced. There

54 JANUARY 2022 PMM

have been many common issues that we’ve seen over the years, many of which could have been prevented by: ■ Re-filling with the OE-recommended grade of oil ■ Checking for subsequent damage as a result of a previous failing pump ■ Thoroughly cleaning all components (old and new) to ensure all contaminants are removed ■ Avoiding excessive amounts of silicon RTV Correct part identification via registration will help narrow down a like-for-like replacement but always check fitment notes for chassis range, year breaks and emission standards.

In cases of low oil pressure, many pumps are replaced as part of the diagnostic process and with them, fresh oil and filters as good practice. With any failure that results in one of the symptoms, the oil system may have suffered from a build-up of metallic particles, therefore FAI recommends replacing the pump, oil and filter to ensure a long-lasting repair.

If low pressure persists after a new pump is fitted, the underlying cause should be

“Sometimes it’s hard to know which came first, a failing oil pump that resulted in metal-on-metal swarf build-up or the other way around, caused by a different problem.” investigated and, in most cases, failing engine components such as crankshaft bearings will be the culprit of a change in tolerances and subsequent low pressure. If engine bearings do need replacing, the crankshaft must be checked for damage or wear, if either are found the crankshaft must be re-ground and oversize engine bearings fitted.

The FAI oil pumps range is long-established and developed for all major pump designs and drive types, covering over 1400 engine model variants. Designed to the latest specifications and fully factory tested, FAI has provided the aftermarket with a quality and cost-effective repair solutions for over 20 years.

WANT TO KNOW MORE? FOR MORE INFORMATION ON FAI’S OIL PUMPS WWW.RDR.LINK /AAH039

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OILS, LUBRICANTS

& ADDITIVES

Q&A Interview with VLS’ Mike Bewsey PMM ’s Kieran Nee chats with the VLS’ new chairman Mike Bewsey.

First of all, congratulations on the new role. What made you want to take on this job?

I was delighted to be invited to become Chairman of VLS. I have been involved with VLS since 2016 as a board member and have seen first-hand just how important our work is in upholding standards in the lubricants industry.

VLS sets out to achieve an open and level playing field that benefits all lubricant companies by verifying the performance claims and technical specifications upon which lubricants are marketed to the end user.

It allows all companies to compete on service, value and product quality whilst assuring the claims made on lubricant products are valid and reliable.

As well as Chairman of VLS I am also Business Unit Director of Moove Lubricants.

Over the years, VLS has given Moove the assurance it needs that if we come across a product in the marketplace that has a conflicting technical specification or

56 JANUARY 2022 PMM

performance claims that simply don’t make sense, then we can have it checked out. If necessary, it can be tested by an independent third party to validate our concerns and resolve any mislabelling issues.

What are your main objectives going to be moving forwards?

I am very proud of everything that VLS has achieved to date and very much want to build on those solid foundations.

Our main objectives will be to support the transition to dealing with specifications built on new technology including Plug-In Electric Hybrid, Electric and Hydrogen vehicles. With OEMs pushing forward with new technology to meet the upcoming ICE ban planned for 2030, while motorists are holding on to their vehicles for longer than ever, lubricants manufacturers, mechanics and motorists alike will need our support to understand how to correctly market lubricants and use them in vehicles as we begin to transition away from petrol and diesel engines. We can provide

stability during change and maintain that allimportant level playing field for those involved in the lubricants industry.

Are you prepared for the Euro VII emissions standards expected this year?

We are expecting the European Commission to announce their draft proposals for the new Euro VII emission standards soon. The industry has been debating for some time how far these standards should go. The German Association of the Automotive Industry (VDA) has already warned that the move could result in the combustion engine being phased out from as early as 2025, as the stricter CO2 and NOx emissions limits being introduced, result in combustion engines no longer being competitive.

We are also expecting new tests which will require vehicles to meet stricter emissions standards in all driving conditions, including slow city traffic. Whatever the standards are, OEMs will be the first affected.

We will continue to work closely with members to support them in the transition to new, even more sophisticated lubricants that can help manufacturers meet the emissions standards – whatever level they are set at.

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Why are there fewer cases going through to VLS now as opposed to two years ago? Despite the pandemic, do you feel the message around compliance is being heard and understood within the industry?

When VLS was first formed in 2013, there was clearly a lack of understanding in the marketplace. VLS initially worked through a higher volume of cases, improving education and standards across the industry. As a result of better compliance, the number of cases reported to VLS is now lower. However, those that are being reported are more complex and often take longer to resolve.

We are confident that the message around compliance is being heard and that lubricant blenders, manufacturers and distributors alike know that they will be held to account by VLS to ensure that lubricants are correctly described and really can deliver what they claim. But as our industry evolves we know there is still work to be done to ensure a transparent marketplace that end users can have confidence in.

What would you like to see change within the relevant governing authorities to ensure that there are fewer problems in the future?

Just like engine technology, lubricants are becoming an increasingly complex area.

Gone are the days when any 5w30 would do.

As a result of this complexity, it becomes even harder for lubricants companies to manage their increasingly large portfolios and even more difficult for end users to identify what they need. To make matters worse,

using the wrong engine oil has the potential to cause even more damage to highly sophisticated modern engines, so making the right choice of lubricant matters even more.

Education is the answer, hence why VLS has established a Primary Authority Relationship with Trading Standards, to work together to put consumers first. Workshops are the front line, dealing with making choices over engine oil and other lubricants every day. We want them to know that VLS is there is support them in making informed choices and that if they have any concerns that a product sounds too good to be true, they can get help to check it out. After all, it is their reputation on the line, should something go wrong with a customer vehicle.

What is the best thing workshops can do to ensure customers’ cars get the right oil and what should they do if they suspect a certain motor oil is being missold or mislabelled?

We always recommend referring to the original vehicle owner’s handbook or the servicing and warranty handbook to identify the right oil. Looking beyond the viscosity to specific ACEA and OEM standards is important. This ensures that the lubricant is fit for purpose in that specific vehicle.

Online lubricant databases can also help workshops confirm the right oil for each vehicle. These databases are powered by the technical knowledge and expertise of large companies such as Olyslager based in the Netherlands or OATS based in the United Kingdom. They spend many thousands of

hours each year working through owner manuals and service documents to identify the right products for a vehicle just by entering the registration. These databases sometimes offer a choice of brands so that garages can make their own selection, depending on local availability or their personal preference. If in any doubt, contact the OEM for assistance.

Beware that whilst oil companies may be keen to promote their latest, ultralow viscosity formulations, the average age of vehicles on UK roads is actually increasing. These older vehicles may require different engine oils to the latest models, so it’s always worth checking the exact requirement for each and every vehicle.

If a motor oil sounds too good to be true or workshops have any concerns about it being missold or mislabelled, it’s important to double-check. You can report a product you have concerns about to VLS who will independently investigate it to confirm if it really can deliver what it claims. Poor quality or incorrect engine oil can cause accelerated wear in gears and bearings leading to increased maintenance costs and, if left unchecked, eventual engine failure. Is it worth the risk of damage to customers’ vehicles or your workshop’s reputation?

WANT TO KNOW MORE? TO FIND OUT MORE ABOUT THE WORK OF VLS OR REPORT ANY LUBRICANT PRODUCTS CONCERNS CALL 01442 875922 OR EMAIL ADMIN@UKLAVLS.ORG.UK. WWW.RDR.LINK /AAH040

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OILS, LUBRICANTS

& ADDITIVES

ANTIFREEZE RANGE Mannol explains the importance of antifreeze to ‘protect engine and operating systems’.

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atteries, tyres, light and wipers will all be in focus this winter, but, according to German lubricants specialist, Mannol, antifreeze should be high on the list as well.

The company believes many drivers think the additive is only there to keep the cooling system from freezing in bitter temperatures.

The reality, though, is that this is just one of the vital tasks that antifreeze has to perform to keep a modern vehicle functioning correctly and to protect its engine and operating systems.

As well as the prevention of freezing, antifreeze also raises the boiling point of the cooling system in hotter temperatures to avoid overheating, and it also has the vital role of protecting the engine and cooling system from corrosion and impurities that can lead to expensive mechanical issues.

As vehicles have become more sophisticated in recent years, and many engines more compact, the demands on the cooling system have increased. Also the types of parts used in the cooling system are no longer just brass, steel or rubber, but could be made from a variety of materials, such as

58 JANUARY 2022 PMM

“The best recommendation is to always use an antifreeze specification recommended by the vehicle manufacturer.” silicon, cooper, nylon, magnesium and aluminium. This means that different vehicles now require specific types of antifreeze to function correctly, and use of the wrong product can affect vehicle performance, or even cause cooling system damage.

The best recommendation is to always use an antifreeze specification recommended by the vehicle manufacturer. Mannol offers a range of

antifreeze products, suitable for all vehicles.

These are available in handy pack sizes for simple topping up, or larger sizes for workshops performing a complete fluid change. All of the products are formulated to meet manufacturer requirements and designed to deliver excellent performance and value.

Antifreeze AG13+ 4014 is a Hybrid Organic Acid Technology (HOAT), ready-touse advanced solution for all-year round use, which protects the car cooling system down to -40°C. It is suitable for applications where mono-ethylene-glycol-based antifreeze is recommended. The product has a nonorganic additive package that provides immediate and maximum protection to extend the service life of the engine. It

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protects for up to five years, with thermal stability and resistance to hard water. Yellow in colour, the solution also contains a fluorescent dye making leak detection easy with a UV light.

Also based on HOAT, Antifreeze AG13 (-40) Hightec 4013 is a ready-to-use green solution that protects down to -40°C and offers reliable all-year round performance for up to three years. Like AG13+ 4014, it is suitable for use where a mono-ethylene-glycolbased antifreeze is recommended, as well as offer protection and thermal stability. It also includes a fluorescent dye for leak detection.

For long life and enhanced performance requirements, Antifreeze AF12+ Longlife 4012 is a carboxylated Organic Acid Technology ready-for-use solution, that delivers all-year round protection. The additive package ensures stability and an extended service life in car cooling systems of up to 250,000km or 500,000km in trucks. It is especially recommended for engines that require enhanced heat dissipation, such as highly accelerated engines, engines with a turbocharger and cooling systems of modern commercial vehicles.

Finally, Antifreeze AG11 Longterm 4011 is ready-to-use and based on Inorganic Acid Technology. It comprises of heat conductivity properties and a resistance to foam formation.

According to the company, this is a blue all-year round product that offers value and performance, with a service life of up to three years.

WANT TO KNOW MORE? FOR MORE INFORMATION ON MANNOL WWW.RDR.LINK /AAH041

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TOOLS

& EQUIPMENT

Inspection GADGETS

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hen developing its product range, aftermarket specialists Ring aim to solve common problems for technicians. These include the need for inspection lamps that charge quickly, are versatile to see into those hard-to-reach places and are built to last.

By designing a range with the technician in mind, Ring’s inspection lamp product portfolio offers workshops a lighting tool that suits their every need – and every job.

Developing faster charging inspection lamps means that technicians can regularly top up the charge when convenient, thereby reducing downtime and the need for multiple products to be charged simultaneously.

Ring launched the rechargeable and cordless MAGflex Slim Fast Charge LED Inspection Lamp (RIL4300) and MAGflex PRO Fast Charge Inspection Lamp (RIL4200) to offer technician’s greater versatility in the workshop, without compromising on quality.

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Ring Automotive discusses how its latest range of inspection lamps are designed to solve problems for technicians.

From flat, the lamps take only one hour to fully recharge, giving three hours operating time. The real benefit though is how quickly it is to top up. Just 15 minutes of charge can provide an extra 35 minutes of operating time, so when it is time for a tea break, the lamp can be put on charge, and during the course of the day it will always be ready.

The official recordings from flat are a five-minute charge lasts 25 minutes but on low lumens; a 10-minute charge lasts 30 minutes with low lumens for the last half; a 15-minute charge lasts 35 minutes while sustaining high lumens; a 30-minute charge lasts 90 minutes; and a 60-minute charge lasts for 180 minutes.

Designed for professional technicians, both lamps are hard wearing and allow users to shine a light in the darkest of places as a result of broad illumination.

They also come complete with magnets and hooks for hands-free working.

Rechargeable and cordless, the inspection lamps eliminate messy wires and allow the user to move around the workshop freely.

They are supplied with the latest Type-C USB Charge cable for secure fitment.

Ring also launched the MAGflex Utility Inspection Lamp (RIL3700HP) – popular with technicians thanks to its unique flexibility to get super bright light in the right places.

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MAGFLEX UTILITY LAMP MAGFLEX PRO FAST CHARGE LED INSPECTION LAMP The Ring RIL4200 MAGflex Pro Fast Charge LED Inspection Lamp is a professional inspection lamp with a difference. Whilst standard inspection lighting could take up to three hours to charge, the fast charge feature on the RIL4200 takes the lamp from 0-100% battery in just one hour with the same long life.

The versatile inspection lamp can also be used hands-free, as it has two adjustable magnetic bases and dual hanging hooks, allowing it to provide illumination without needing to be held in place.

This means it is ideal for placing under the bonnet, on the underside of vehicles or on ramps, or acting as site light to illuminate a large work area.

Ring’s MAGflex Utility Lamp has wide-angled illumination and emits up to 1000 lumens of white light, for optimal vision.

Workshops can position the light exactly where it’s needed thanks to the lamp’s 360° rotating body.

It’s rechargeable and cordless and has an operating time of up to 2.5 hours. The RIL3700HP comes with mains and 12V DC charging cables, offering technicians an ultimate all-rounder for illuminating a wide range of workspaces.

WANT TO KNOW MORE? FOR MORE INFORMATION

Designed with versatility in mind, the MAGflex Utility lamp combines dual, magnetic ratcheting bases with a 360° rotating body. This means that the lamp can either be used freestanding or hands-free, positioned in any number of ways to ensure that the workspace is properly illuminated.

MAGFLEX SLIM FAST CHARGE LED INSPECTION LAMP The Ring RIL4300 MAGflex Slim Fast Charge LED Inspection Lamp is a slim inspection lamp with a difference - fast technology charges the lamp from 0 to 100% in just one hour.

The same long life with 3 times quicker charging, get back to work in a flash. Designed with the mechanic in mind, this 500 lumen, 5700K colour temperature lamp is rated IK08, to survive the toughest garage environments.

WWW.RDR.LINK /AAH042

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WHAT’S NEW?

■ BALL-END SOCKET BIT SET

Schaeffler has announced several new-to-range part numbers, including LuK RepSet clutch kits for the Skoda Kodiaq and VW Tiguan 1.5, manufactured for factor figment which is said to increase quality and reliability.

Quite often, access to a fastener is obstructed by another component, you might just be able to get a hex into the fastener with the danger of breaking it if force is involved. However, Laser Tools has designed a solution with this Ball-End Socket Bit Set, offering a 20-piece set of long, ball-ended socket-bits available in metric hex, Star and spline profiles. The “ball” design means that the bit will fit snugly at a 25° angle, aiming to provide sufficient access for any needs.

To reflect the growing popularity in the aftermarket, an FAG steering and suspension range is also included, with additions such as several tie-rod ends and stabiliser rods for Citroën, Mercedes, Mini, Vauxhall and Volvo applications. Collectively, these new parts will service over one million vehicles in the UK and Irish car parc.

The bits are 62mm in length and mounted in a ½ in. drive socket, which gives an overall length of 100mm to the socket-bits. Seven metric hex socket-bits are included, eight Star bits, and five metric spline bits. The sockets are manufactured from chrome vanadium alloy steel with the bits made from impact-grade S2 steel.

Two new INA timing chain kits have been added to its expanding engine system programme, accompanied by new water pump and torsional vibration damper references, which together provide coverage for another 1.3 million vehicles including BMW, Mercedes Benz and VAG applications. Finally, a new LuK RepSet DMF kit has been launched to repair Ford 2.2 litre diesel applications.

For more information

■ NEW-TO-RANGE HIGHLIGHTS

For more information

WWW.RDR.LINK /AAH043

■ ULTI LOCK HOOKLOCK FOR VANS To help combat the continued threat of tool theft, Van Guard Accessories have released the ULTI Lock Hooklock to keep your vans secure. Features of this product include anti-drill side plates, anti-bump hook design, anti-pick, bump and drill cylinder, and an anti-snap lock case to ensure the safety of your van and the tools inside.

To attain the Gold Standard, this lock was put through rigorous testing by the UK’s premier testing and certification house for security products, Sold Secure.

For more information

62 JANUARY 2022 PMM

WWW.RDR.LINK /AAH045

WWW.RDR.LINK /AAH044

■ CATALYTIC CONVERTERS BM Catalysts has added a further 27 references to its catalytic converter and premium DPF range. This includes 21 premium range silicon carbide DPFs and six petrol catalytic converters, covering 4.4 million vehicles across Europe such as the Audi A3 and A6, the Mercedes E320 and the Ford Kuga. These latest additions mean that the company has added over 50 new references in the past two months alone.

Furthermore, the company recently called for a greater clampdown on the use of poor-quality emissions control devices, such as catalytic converters, in order to bring about a serious reduction of harmful vehicle emissions.

For more information WWW.RDR.LINK /AAH046

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MORE IN FO Just type in www.rdr. link follo wed by the un ique cod e shown to get straig h t to more in fo.

■ BATTERY TESTER For a quick and accurate way of checking vehicle battery health, Laser Tools has introduced a new battery tester (part number 8206). This is a compact unit that accurately tests battery health, and cranking and charging voltages.

Enter the battery details from the battery label and the results are displayed on LCD screen. The CCA (cold cranking amps) figure can be used to predict the lifetime of the battery, which is displayed by a level-bar indicator on the screen.

Engine start voltage can also be measured, along with charging (alternator) voltage and is claiming to be accurate to ++/-0.05V, featuring reverse polarity protection. The unit has no internal battery and is mounted in a protective rubber cover.

For more information

WWW.RDR.LINK /AAH047

■ NEW WINTER

PROMOTION 2021

■ VARIABLE VALVE TIMING SOLENOIDS Gates has expanded its range of solutions for timing belt drive systems for cars throughout the EMEA region, with the addition of OE-quality Variable Valve Timing Solenoids (VVTS).

The VVTS plays a key engine management role in modern internal combustion engines, by monitoring and adjusting the opening and closing of valves inside the camshaft. The desired result is smoother idling and acceleration across a wider range of RPMs. It contributes to greater fuel economy and lower levels of emissions. This addition of VVTS serves to complement the company’s existing range of Timing Belts and Timing Belt Kit solutions.

New applications are continuously being researched and developed, further extensions of the VVTS range are said to be added later in the year- so look out for those!

For more information

WWW.RDR.LINK /AAH050

Sealey’s Winter 2021 Promotion contains 50 new products and deals with savings of up to 88 per cent off list price, all packed into 64 pages. New additions include Interchangeable 3-in-1 COB LED Inspection Light and a 9-in1 Penlight Multitool, alongside new products in the heating, road safety and battery charger ranges. As well as these new products, there are deals on existing ranges such as their 2 tonne Low Entry Short Chassis Trolley Jacks with Accessory Bag Combos available in orange, blue or hi-vis green. The company is also running a competition to win a 10 Drawer Topchest with a 140pc Tool Kit.

For more information

WWW.RDR.LINK /AAH048

■ HYBRID AND ELECTRIC VEHICLE RANGE To meet demands for hybrid and electric vehicle range, MAHLE has added 257 products to this range, covering a wide range of vehicle makes and models.

■ BRAKE PADS The downside of stopping power is the potential compromise on comfort due to the higher friction coefficient of a low-steel brake pad material. On the other hand, greater ‘comfort’ characteristics can be achieved from non-asbestos organic friction materials, which have a lower friction coefficient but do not provide the stopping power of a low steel formulation.

These new products include hydraulic, oil, air, cabin and fuel filters; radiator caps; interior and radiator fans; air conditioner compressors, condensers, evaporators and dryers; heat exchangers; expansion tank and thermostat coolant; interior blower resistors; passenger compartment fan regulators; engine cooling radiators; intercooler and low-temperature cooler; starters; and water pumps.

Ferodo claims it has managed to bridge the gap between performance and comfort with their brake pads by using Fuse+ Technology. The aim of this new technology is to increase pad and disc life, lower noise, and reduce dust.

These references cover a number of popular hybrid and EV applications with stand-out products including one oil and air, and two cabin air filters, as well as two engine cooling radiators and an air conditioner compressor and condenser for BMW i3; a cabin air filter and air conditioner dryer for Kia Niro; four cabin air filters for Jaguar I-PACE; and three cabin air filters for Audi e-tron.

For more information

For more information

WWW.RDR.LINK /AAH049

WWW.RDR.LINK /AAH051

PMM JANUARY 2022 63

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ONLINE ROUND UP

E

verything published in the paper version of PMM is also available online, with added extras such as the classic car series (the 1930s and the 1940s), and our ongoing online series with VARTA. You can also directly follow links to find out more about any of our articles, and the answers to our Pit Stop puzzle and quiz!

With easy access to a wide range of information on previously reported topics, it is well worth a visit.

market, such as how almost 20% of new cars sold in the UK last year were electric to some extent, before pointing out the dangers of not doing proper training to prepare for the rise in EVs. He also looks at what EV training should consist of and the equipment required, rounding off this well written piece with a reassuring message on when this investment should be done. A back catalogue of all of Tom’s contributions to PMM can be found on our website, including news of his recent collaboration with Hayley Pells.

Facebook catch-up When articles are published on the PMM website, links are posted to our Facebook page such as Kieran’s visit to see Tina Drayson of CCM’s Ewhurst Workshop. So, to make sure you keep on top with the latest from the automotive aftermarket make sure to follow us there!

TOM DENTON is the creator of the online Automotive Technology Academy, and has over 40 years of experience in automotive education, and over 30 published textbooks used widely, all of which are endorsed by leading professional organisations. He is also a regular contributor to PMM,

Stars of the screen!

such as his article in the March issue about considerations to be had before beginning EV training. He started by looking at the state of the

We take a look back on some of the recent highlights from PMM Online

HAYLEY PELLS is an experienced MOT tester and mechanic, working within the automotive industry at Avia Sports Cars since 2006, which she is the director of.

She is also a professional writer in the industry and regularly supplies editorial for PMM. Pictured is a contribution Hayley made to our February issue after receiving a bad review for her workshop on google. She offers insight into the problems of running a small business in a digital world, and how to successfully conduct damage control, even when the

64 JANUARY 2022 PMM

review seems irrational. She recommends reflecting upon bad comments to see if anything could have been done better, as this can help independent workshops to improve their services. If the review isn’t justified, however, she says to keep your cool – be polite, yet firm. She also proposes putting the review into context, pointing out that potential customers often aren’t put off of by the odd bad reviews so to not let them get you down. This astute article, along with many others by Hayley Pells like her work on the process of selling a DMF, can be found on the PMM website.

NEIL PATTEMORE is a specialist in the automotive aftermarket, having spent much time in Brussels fighting for the independent aftermarket. He also regularly contributes to PMM, such as in our November issue where he wrote about cybersecurity issues affecting the aftermarket. With vehicles developing sophisticated on-board systems, Neil argues that this is effectively creating a ‘computer on wheels’. He also takes readers through the security risks involved with this, such as remote access appealing to criminals and the issues with how manufacturers are implementing CMS. He also discusses

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some of the solutions to this, but points out that these can be just a ‘sticking plaster’ for bigger issues which are out of the hands of independent workshops.

Many articles contributed by Neil are available on the PMM website, and are definitely worth a read to stay on top of the latest in the automotive industry.

Online Exclusives VARTA is currently running an online-only series with PMM. The videos give insight into topics such as the importance of installing the correct technology for vehicles, and tips for batteries that haven’t been used in a while. The latter may be of particular interest due to the ongoing pandemic, many cars not getting the same use they once did.

Online Highlights A couple last things to make sure to check out on PMM online are the products and technical pages. The former is a comprehensive list of all products that have been featured in our ‘What’s New?’ section, an easy way of navigating the most recent additions to the

aftermarket. Our online technical page serves a similar purpose but for the recent advice on a range of parts such as batteries and filters, allowing you to easily stay on top of technical guidance.

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ADVERTISEMENT INDEX

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

Each is listed with its page number and a direct URL that will get you straight to the relevant online information AC Tronics .................................................................... (page 4)

Maverick Diagnostics ................................................ (page 40)

www.rdr.linkAAH100

www.rdr.linkAAH114

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

Meyle .................................................................. (page 67/IBC)

www.rdr.linkAAH101

www.rdr.linkAAH115

Ben .............................................................................. (page 30)

Mgl-Intl/Powerprobe .................................................. (page 43)

www.rdr.linkAAH102

www.rdr.linkAAH116

Borgwarner/Delphi ...................................................... (page 9)

OPUS IVS .................................................................. (page 44)

www.rdr.linkAAH103

www.rdr.linkAAH117

Clean Diesel Technologies ........................................ (page 51)

Prologics Europe ........................................................ (page 51)

www.rdr.linkAAH104

www.rdr.linkAAH118

Clarios/Varta .............................................................. (page 11)

PMM Online .............................................................. (page 18)

www.rdr.linkAAH105

www.rdr.linkAAH119

Contitech Power ........................................................ (page 27)

Ring Automotive ........................................................ (page 65)

www.rdr.linkAAH106

www.rdr.linkAAH120

Dayco Europe ............................................................ (page 23)

Robert Bosch .................................................... (page 68/OBC)

www.rdr.linkAAH107

www.rdr.linkAAH121

Hella .......................................................................... (page 37)

Shaftec Automotive .................................................... (page 39)

www.rdr.linkAAH108

www.rdr.linkAAH122

Jack Sealey Limited .................................................... (page12)

SP Diagnostics ............................................................ (page 61)

www.rdr.linkAAH109

www.rdr.linkAAH123

Liqui Moly .................................................................. (page 55)

The Insitute of the Motor Industry ............................ (page 29)

www.rdr.linkAAH110

www.rdr.linkAAH124

Lucas Oil .................................................................... (page 16)

Total Energies UK ...................................................... (page 59)

www.rdr.linkAAH111

www.rdr.linkAAH125

LUK ...................................................................... (page 2/IFC)

Trico Products Ltd ...................................................... (page 49)

www.rdr.linkAAH112

www.rdr.linkAAH126

MAM Software Ltd .................................................... (page 33)

Witham Oil & Paint .................................................... (page 52)

www.rdr.linkAAH113

www.rdr.linkAAH127

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