Welcome to April’s issue of Professional Motor Mechanic. April, they say, is the cruellest month, but it’s hard to feel that way when it means we’re only a month away from MechanexPMM Live coming to Harrogate. Plus, if summer hasn’t yet “surprised us”, then it is certainly on its way. But first, let’s take a look at some of the easter treats on offer in this issue. First up, we’ve got a great troubleshooter from Ben Johnson kicking things off, go to page 9 for that. We have a bumper hybrid and electric vehicles feature starting on page 33, which is jam-packed full of essential information on a topic which is constantly changing. Throughout all those changes, the thermal management system continues to grow in importance and that’s exactly what Nissens explores on page 54, so check that out. Lastly, we’ve got our A-Z of reasons to visit Mechanex-PMM Live again on page 30 – yes we ran it last issue too but it was so good we thought we’d leave it in there for anyone who missed it. Enjoy the issue!
Editor KIERAN NEE
Digital Manager
KELLY NEWSTEAD
Group Manager
ROBERT GILHAM
Senior Account Manager
ALEX DILLEIGH
Magazine Designer
GEMMA WATSON
Group Production Manager
CAROL PADGETT
Production Assistant
CLAIRE SWENDELL
Distribution Manager
KARL CLARK
Subscriptions
PROFESSIONAL MOTOR MECHANIC is a business magazine for firms and individuals involved in all aspects of the motor trade. It is published eleven times a year and is available nationally FREE to the trade through leading motor factors. It is also available through the post at a cost of £30.
In our garage profile this month, we visit Jessamine Motor Company, a small, local, independent garage which perfectly exemplifies what I think of as a community garage. Many will think that a workshop is simply a place to take your car to get it fixed –obviously that is most of the story told right there – but a garage can play a more important role than that within the local community.
Much ink has been spilled in the last twenty years over the decline of the high street. Many factors have been blamed: antisocial behaviour, the rise and fall of massive chains, business rates, internet shopping and large, out of town shopping centres… we’re shopping too much, we’re shopping too little, we’re driving too far, working too much, in short, it’s all our fault and has nothing to do with the often miserable state our high streets are left in. And yet, we are all craving a town centre with something to offer. In fact, we go on holiday to small towns in Europe just to find town centres that still have something to offer. A town centre shouldn’t be solely made up of hairdressers, chicken shops, charity shops, lawyer’s offices and a Costa. That’s why it always makes me smile when I see a nice little garage nestled in among the shops of a high street.
‘‘ Italways makes me smile when I see a nice little garage nestled in among the shops of a high street.”
Garages bring with them a certain life, a vitality that adds energy to its surroundings. A cold, overcast day? No matter, the garage doesn’t stop for bad weather. Shops shut up or empty? Not the garage, the doors are open, the radio’s on and cars are being brought (carefully) in and out all day long. An added bonus is that these garages, like Jessamine, often look great and have a long history embedded within the town.
The high street garage, of course, is not the only side of the story when it comes to great garages. The majority of great garages we visit are either on industrial estates or arterial roads leading into and out of the town. But all great garages play an important role within a community. After all, your customers are the community and by treating them well, getting to know them and providing the service they need, you are bringing something special to the people around you. In short, keep up the good work!
KieranNee
Editor
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NEWSIN BRIEF
■ FIXMYCAR ANNOUNCES A NEW AWARD to commemorate former colleague Liam Payne, who sadly passed away this year. The Liam Payne Achievement Award, to be announced at the FixMyCar awards evening at the Silverstone Circuit on November 20th, will celebrate a garage noted for its hard work and achievements and will be voted for by the Garage Support Teams.
■ GOVERNMENT BANS THEFT DEVICES in a bid to reduce rampant vehicle theft. The electronic devices, once easily bought online, have finally been outlawed after it was revealed by Tracker Network that 97 per cent of vehicles stolen in 2024 were stolen without the key fob being present, indicating a high level of use of electronic devices.
■ ONE IN FOUR SKIP SERVICING due to financial pressures, according to Volkswagen Financial Services. The research indicates that younger drivers are more likely to skip essential servicing and over half of all drivers say they would continue driving even with a warning light displayed.
■ MOBILE MECHANICS IN HIGH DEMAND in a post-pandemic world, according to BookMyGarage. The booking platform has seen retail customers’ requests for mobile mechanics rise by 22 per cent year-on-year, whilst google searches for the term have risen 300 per cent since 2020.
Removing apprentice education requirements sends “the wrong message”
Government plans to reduce maths and English requirements for apprentices over 19 could increase overall numbers says Easy2Recruit, but the agency is urging the automotive sector to instead work to attract higher-qualified candidates who would thrive in the high-tech industry of tomorrow.
The Department for Education recently announced that businesses will be able to opt out of existing rules that require apprentices over the age of 19 to hold or acquire level 2 qualifications in Maths and English, equivalent to GCSEs.
Easy2Recruit founder Ambi Singh does not believe this is the right course for the automotive sector. “Reducing educational requirements for apprentices over the age of
19 will of course mean more people could join our industry,” he said. “Unfortunately, while the sector has been experiencing a massive shortfall in technician numbers for many years, the pace of technological change means what we actually need is higher qualified staff.”
The move would mean an additional 10,000 apprentices could be qualified each year across all sectors.
The move comes as new figures highlight growing staff shortfalls in the most highlyskilled roles in automotive. Recent research from the IMI suggests that while 13 per cent of vehicles has some degree of autonomy and feature advanced driver assistance (ADAS) systems, only 2 per cent of the technicians in the UK are IMI TechSafe registered. This means there are just 4,425 ADAS-qualified techs working in the UK.
“The rise of ADAS,” said Ambi, “along with the electrification of the car parc requires the sector to increase skills levels across the board. Lowering entry requirements not only sends the wrong message; it also takes our sector in the wrong direction.”
Ombudsman aims to increase coverage via distributor partnership
The Motor Ombudsman, the Ombudsman dedicated to the automotive sector, has entered into a partnership with AAG, a leading distributor of passenger and commercial vehicle parts to motor factors, garages, franchise networks and public services throughout the UK and Ireland.
The new collaboration has been introduced to enhance the coverage of Motor Ombudsman-accredited vehicle repairers operating to high standards in the service and repair sector, and to widen the
availability of the impartial and independent body’s Alternative Dispute Resolution (ADR) service to a greater number of businesses and consumers across the nation.
The formal affiliation with The Motor Ombudsman reinforces AAG’s nationally recognised demonstration of their commitment to industry best practice and customer service excellence through their 1,200-strong, nationwide Approved Garages Network across the UK, including AutoCare, Top Truck, United Garage Services, and NexDrive.
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The AA opts for Delphi training
The AA has partnered with the Delphi Academy to enhance the skills of its patrol network through a comprehensive training programme.
The collaboration combines Delphi Academy’s industry-leading expertise in automotive training with The AA’s commitment to maintaining exceptional service standards. The bespoke training encompasses a range of in-person sessions at
Delphi’s training academy in Warwick, alongside access to its e-learning platform.
“Our patrols are the backbone of our service, and investing in their training ensures we’re ready to meet the evolving needs of drivers across the UK,” said Nick Foxall, Learning Manager for Roadside at The AA. “Delphi’s blend of practical and online learning offers the flexibility and depth we need to stay ahead in a fast-changing industry.”
NEWSIN QUOTES
“ IAAF warmly welcomes the news from th US concerning important new legislation in support of the independent aftermarket – the American Repair Act. The IAAF now calls on the UK Government to also acknowledge the importance and contribution the UK economy of the UK aftermarket and the competitive choices that it provides.”
Mark Field, chief executive of the IAAF on a recent ruling regarding the Right to Repair
“ The intention is that garages can base their labour charges on a percentage rate of their costs in an easy-to-use visual way, rather than basing their labour rate on what others may or may not be charging. This isn’t just about survival; it’s about thriving in an ever-changing, increasingly complex business landscape.”
The IGA’s Jon Douglass is urging garages to reassess their worth and set their labour rates accordingly.
News in pictures: The TotalEnergies team visits Bury Road garage to celebrate them winning the Fit for the Future award. The award promotes environmentally friendly practices in the workshop and Bury Road definitely impressed the judges, which included PMM’s own Kieran Nee.
TROUBLESHOOTER
Suspension issue with a BMW F11
Will our herculean problem-solver Ben Johnson ever reach the Elysium of original equipment and willing customers?
First, he must undergo the twelve labours of pennypinching customers, aftermarket parts and rectifying dodgy repair jobs.
There’s a certain tragic charm to a BMW F11 that’s seen better days. A luxury estate car once built to glide effortlessly down the autobahn, now limping between repeated MOT failures and plagued by questionable fixes. This one, in particular, was a peach. The owner, strapped for cash (whenever are they with cash?) and perhaps common sense, decided that genuine parts were an extravagance he could do without. Enter the fabulously exotic BC Racing coilovers on the
front and, wait for it… the original, not so fresh, EDC dampers left on the rear. What could possibly go wrong? (Fig.1).
Now, I don’t know if it was out of a fit of desperation or sheer optimism that led to this Frankenstein’s monster of a suspension setup. Perhaps he imagined the car would selfcorrect like some sort of automotive miracle. Spoiler alert: it didn’t. What he got instead was a suspension system more confused than a cat at a dog show, and behaving equally as inappropriately (Figs.2,3,4).
The port they didn’t know how to close leading to the displaying of the coded off components to remain in the vehicle tree
That isn’t an EDC damper, is it? At least they fit bags over the coilover threads
Flexray comms lost and a dodgy set of coilovers points to one thing–someonehasbeen messing about
As if that wasn’t enough, the air suspension had its own peculiar set of grievances, largely due to bent height sensor brackets. (Fig.5) But the pièce de résistance? The electronic damper control (EDC) system was still trying to do its job, despite half the hardware having been lobbed in the bin. And it’s exactly this type of debacle that will inevitably end up on my ramp on a Monday morning, accompanied by a list as long as your arm – which, to be honest, I rarely read. The customer, of course, bemusedly blames this chop-suey kitchen disaster on the poor ICM module: “It must be a faulty ICM module.” Oh, must it? Because if they say so – sorry, I mean if their trusted BMW specialist says so – it must be true. I often half expect these customers to have taken a wrong turn and wound-up time-traveling back to 1983, starring as unwitting contestants on the Jeremy Beadle show. What an abomination this was. If Jeremy Beadle had indeed have jumped out with his cheeky grin, dressed as an MOT inspector, it might have been funny –almost charming, even. But alas, those days of light-hearted pranks are long gone. Instead, what you get now is the reality of good old Ben Johnson, rolling up his sleeves to fix your tragic attempt at reverse engineering.
“Now, I don’t know if it was out of a fit of desperation or sheer optimism that led to this Frankenstein’s monster of a suspension setup...
The second time around...
At some point, as you already are aware, our hapless hero had taken the car to a so-called BMW specialist. Now, I use the term “specialist” in the loosest sense. They’re the kind of people who think coding means pressing a few buttons until the warning lights go out. And that’s precisely what they did –they tried to code out the EDC system. Sort of.
In their infinite wisdom, they managed to deactivate the VDM but left FlexRay port 6 wide open on the gateway module. It’s a bit like locking your front door but leaving the back door open with a neon sign saying, “Help yourself.” As a result, the ISTA tester still showed all four suspension satellite dampers as yellow modules in the vehicle tree – clearly not communicating.
This is where I came in. First, I had to clean up the coding mess. I deleted the VDM
Adding a 100 ohm resistor across the port 6 flexray lines allowed the VDM to communicate to the gateway module again. A nice trick to fix a bad
module from the car completely, along with all four suspension satellite dampers, by properly closing FlexRay port 6 on the gateway module. But I didn’t just rely on guesswork. I double-checked the vehicle order (VO) to make sure that the EDC and VDM options were fully deleted from the car’s configuration. Finally, the two fuses powering the VDM must be removed. We need to put this system to rest in the most dramatic fashion possible – think EastEnders villain, sudden twist, and an unceremonious exit into oblivion.
Without that step, you’re just asking for trouble. Cars like this don’t take kindly to half-baked coding jobs. Proper coding means telling the car exactly what hardware is installed – and what isn’t. Skip that step, and you’ll be left chasing ghost faults forever.
Before I could begin writing the ride height into our supposedly condemned and utterly broken ICM – which, for the record, was far from broken – I noticed the familiar ham-fisted handiwork on the rear height sensor connectors and bent sensor brackets. (Fig.6) Add to that the moisture seeping into the knackered connectors, and it became abundantly clear: I should probably quit my job as a BMW fault-finder. I will never possess the finesse, nor the sheer bloody-minded determination,
Sometimes crude methods are required to fix bent components – it gets the job done
flexray signal
Broken connectors on the height sensors which, of course, became far from waterproofed
to either a) misdiagnose something so catastrophically, or b) break, bend, or condemn nearly every working component on what was once a regal full spec F11.
After bending the brackets back into shape – scrapheap challenge style – with a bench vice, I reattached the now significantly straighter brackets to the rear of the car. I then proceeded to set the ride height, which, miraculously, went through without a hitch.
Just to prove how the system should work, for the young lads in the workshop, I added a little twist to the job. I grabbed a 100-ohm resistor (Fig.7) and bridged the front right suspension leg harness connector to trick the system into thinking the damper was still there. Lo and behold, the VDM sprang to life. It was a quick way to demonstrate how FlexRay communication works – and a reminder that even modern cars can be fooled with some clever 50p resistors in place of 2 grand suspension struts. (Fig.8 Flexray not working/ Fig.9 Flexray working)
The final task was to close off the unnecessary FlexRay port 6 connection
leading to the right-side dampers using some special software that shall remain anonymous though the readers likely know full well what software I used for this task. Naturally, I closed the left side port as well. Now, what our friend ‘Bodger Bill’ – the self-proclaimed BMW specialist – had done was simply delete the VDM module and satellite damper options from the Vehicle Order (VO). But, and it’s a big but, they hadn’t bothered to properly close the
“In their infinite wisdom, they managed to deactivate the VDM but left FlexRay port 6 wide open on the gateway module. It’s a bit like locking your front door but leaving the back door open with a neon sign saying, “Help yourself.”
corresponding ports in the gateway module. This meant that every time the vehicle test was run, five ghost components popped up on the diagnostic tree like unwanted party guests. Sloppy work at best –amateurish and untidy in every sense of the word.
With the FlexRay reinitialised and the system properly configured, the F11 was back to behaving like a BMW should and the EDC? Gone forever along with the VDM. (Fig.10) The moral of the story? There’s no substitute for doing things properly. Cutting corners might save a few quid in the short term, but it’s a false economy. Or, as I like to put it, “Buy cheap, buy twice.”
So, next time you’re tempted by a bargain fix or a “specialist” who claims they can sort your car for half the price, remember this: BMWs aren’t just cars; they’re rolling computers. And just like your laptop, you wouldn’t trust a bloke down the pub to reprogram your BIOS. Well, at least I hope you wouldn’t. Until next time, keep learning and keep up the standards!
After the resistor was inserted – perfect signal
Properly coded off means not visible anymore as in this example right here
Note the reflection on the flexray signals. This is due to the removal of the EDC dampers both of which contain 90 ohm resistors for a total circuit resistance of 45 ohms
BEST PRACTICE
Remote Diagnostics
Remote diagnostics has become a valuable workshop tool that can help technicians to overcome many service and repair challenges. Neil Hilton from Core Diagnostics explains how workshops can choose the right remote diagnostics partner in order to maximise the benefits of this cutting-edge technology.
Less than fifteen years ago, the idea of being able to carry out repairs on a vehicle that could be in another town, country – or even on another continent – might have seemed far-fetched. However, in today’s super-connected world where many of us send and receive many megabytes of data across continents each and every day, often without even realising it, remote diagnostics is now a reality that’s bringing enormous benefits to the service and repair sector.
“As we know, there’s been a massive evolution in the automotive industry in the last twenty years with the proliferation of increasingly sophisticated electronic vehicle systems” says Neil Hilton, technical sales director for Core Diagnostics.
“Today, workshops typically have to invest in an array of diagnostic tools to ensure wide coverage of the vehicle parc, as well as specialist ADAS calibration equipment, and of course they have to know how to use it.
Even then, there are many coding and programming procedures on common vehicle brands that can only be carried out with the OE diagnostic tool, for example ECU Flash Updates that a manufacturer has released to resolve issues or a Mercedes Headlamp that requires coding to the vehicle.
A range of services
Remote diagnostics can be the perfect solution, as it allows a wide range of diagnostic, coding or programming tasks –and even ADAS calibrations – to be outsourced. But rather than waiting for a mobile auto electrician or third party repairer to turn up in a van, workshops who use remote diagnostics can simply plug the remote interface in to the vehicle’s OBD port, allowing remote repairs to be carried out by a qualified technician based at our technical centre. What’s more, with our Core Remote Ultimate, which is supplied with a Netgear high speed mobile Wi-Fi router, the
remote interface doesn’t even need to be connected to the workshop’s Wi-Fi connection, also making it ideal for roadside repairs or dynamic ADAS calibrations.
However, while remote repair technology can offer huge benefits Neil believes that there are wide variations in the service levels and capabilities of many remote diagnostic providers.
“While most remote diagnostics companies use a similar remote interface to be able to establish a remote connection with the vehicle, that’s often where the similarities end. So, it’s advisable to do your research and ask the right questions when choosing a remote diagnostics provider to ensure the one you choose will best suit your needs and expectations” says Neil.
“Smaller remote diagnostic providers may only have one or two in-house support technicians – though some do not have any. Either they will quickly reach the limit of the number of jobs that they can work on
simultaneously or they will outsource some or all of the jobs they receive to a larger technical centre like ours. This means that their customers will frequently face long waiting times or support queues, which can be very frustrating for the workshops as it will slow down their workflow.
Server capacity is the other side of the same coin. Remote programming requires a large amount of server capacity and significant extra bandwidth is needed to be able to work on multiple vehicles at the same time. The IT hardware required to provide the capacity to do this is a costly investment that few remote diagnostic companies can afford to make. The result is the same –either more work has to be outsourced, or the customer has to wait in a support queue until their job is allocated and dealt with.
In-house team
This is why at Core Diagnostics we have a large in-house team of highly-trained remote technicians – who incidentally are the only ones in the UK with the IMI’s Remote Technician accreditation, a course we developed in partnership with the IMI – and our team includes auto electricians and auto locksmiths, as well as qualified specialists in ADAS and EVs.We’ve also made a huge investment in IT infrastructure that gives us
significant spare capacity to support our continued growth for several years to come and visitors to our technical centre are always impressed by the amount of technology that we have at our disposal.
This ongoing investment in people, training and technology has enabled us to make a clear commitment to our customers that all support requests will be answered in less than 30 seconds, and they’ll never experience frustrating waiting times or support queues” says Neil.
“But this isn’t the only issue when remote diagnostics companies rely on outsourcing. That business model comes with other risks too” Neil explains. “If a programming or coding procedure is carried out incorrectly and leads to the failure of a part – such as an ECU, for example – where does the responsibility lie? From the end-user’s perspective it would be with the workshop, who would have to have to make a claim against the remote diagnostic provider to recover any costs. However, this could be a lengthy process and meanwhile the workshop is left to appease the customer. After all it’s their reputation that’s on the line.”
Coverage of the vehicle parc is another important issue, according to Neil.
“It’s vital to know which vehicle brands your remote partner has the capability to
repair in-house before signing up” says Neil. “Coverage of vehicle brands can vary significantly between remote diagnostic providers. Many programming tasks require the OE diagnostic tool and very few remote service providers have all of the tools inhouse that are necessary to ensure wide vehicle parc coverage. To avoid outsourcing our support jobs we continually invest in the OE tools. Take BYD as an example: we recognised some time ago that the Chinese EV brand was growing rapidly and as soon as BYD franchises began to open in the UK we invested in the OE diagnostic equipment. Currently we cover 66 vehicle brands and counting, all of which we have the capability to support in-house.
Making a choice
Vehicle brand coverage and service levels are the most critical things to look for when choosing a remote diagnostics partner” says Neil. “But as with any service provider, value-added extras that offer other benefits –such as improved convenience – shouldn’t be ignored” he adds.
“By using technology to our advantage there are many aspects of our service that we’ve been able to automate, which has ultimately brought additional advantages for our customers” Neil explains.
“For example, we implemented an automated billing system and an online, selfservice customer portal where documents such as ADAS calibration reports and copy invoices can be accessed 24/7. Automating some of these administrative tasks enables us to invest more where it will add the most value – in recruiting and training more remote technicians, acquiring the latest OE tools and investing in the IT infrastructure and bandwidth necessary to work on hundreds of support jobs at the same time.
“Remote diagnostics has been a gamechanger and can greatly improve workshop productivity, resulting in faster key-to-key times, but only if technicians can access the service quickly, easily and get the support they need to get the job done” says Neil.
TROUBLESHOOTER
Why was the
Volkswagen GolfV having pr oblems with
its
steering?
Febi provides an insight on control units to readers of PMM and highlights a recent case in which a Volkswagen’s battery replacement led to a series of issues affecting the steering, EPC and ESP...
Many control units share information provided by the sensors built into the vehicle’s infrastructure to give important data feedback that affects vehicle emissions, performance, comfort, active and passive safety and much more. When a vehicle's battery is replaced, some sensor and actuator resets may be required. The common driver comfort items, such as radio, clock and one-touch window settings, are mostly universal. However, many other items that affect the braking, steering, and navigation systems are usually vehiclespecific and rely on fully functional systems. If any part of the system is faulty, a reset adjustment may not be possible. This was the case with the featured vehicle, a
Volkswagen Golf V, which recently had a battery replacement. The assisted steering, electronic power control (EPC) and electronic stability program (ESP) warning lamps were illuminated.
The vehicle’s stability control program is an integrated part of the brake control unit. It processes and acts on data shared by many other control units during steering, braking and acceleration to control the vehicle. The steering wheel angle sensor had already
“A road test revealed that the left rear wheel speed reading was different than that of the other wheels.”
been attempted to be reset with a diagnostic tool. Still, it had been unable to do so, leaving the warning lamps illuminated and the stability safety system non-functioning. This required further investigation. First, a global fault code check of all systems revealed a steering wheel angle sensor fault in the electromechanical steering control unit. However, on checking the brake and steering control units’ data, the steering wheel angle sensor appeared to be working correctly. Still, it was unable to reset to a known base position. The conclusion was that there must be another fault in the system that was causing the fault. After a short road test, it was revealed that the left rear wheel speed was giving a reading at a different speed than that of the other wheels.
With the vehicle returned to the workshop, an oscilloscope was connected to the left rear wheel speed sensor to check the signal's integrity to see if this was a simple case of a faulty sensor. On checking the signal, there was an inconsistency in the square wave signal (Fig.1).The wheel speed sensor is mounted in the hub at right angles to the magnetised impulse reluctor ring,
mounted on the wheel bearing assembly. The active wheel speed sensor makes use of the magnetic resistive effect; a magnet in the sensor produces a magnetic field with the lines of magnetic flux running at right angles to the sensor layer. Deflection of the lines by the impulse wheel causes changes in resistance in the thin ferromagnetic layer of the sensor element (Fig.2).
The sensor element converts the changes in resistance into voltages. The square wave voltage detected by the brake control unit is a measurement of individual wheel speed which is used to derive the acceleration and deceleration of wheel speed and is definitive for brake control.
Visual inspection
A visual inspection of the sensor was required to see if any mechanical issues were causing the inconsistency in the signal. This involved removing the wheel, brake disc, pads and caliper. Then, it was required to remove the wheel hub with the integrated reluctor ring. The wheel bearing assembly
removed from the stub axle, it became apparent what had been causing the issue. Corrosion between the ferrous metal of the wheel hub and the magnetic reluctor ring had distorted the reluctor, causing cracking of the magnetic ring and a narrowing of the air gap between the reluctor and the wheel speed sensor. This was the primary fault with the vehicle (Fig.3).
The febi wheel bearing kit (23320) was required as the replacement part, along with a wheel speed sensor (23810), because it had sustained some light damage from the distorted reluctor ring.
The new bearing assembly and the wheel speed sensor were fitted to the car, along with the brake assembly and wheel’s refitting. Next, the steering wheel angle sensor reset could be carried out. This consisted of road testing the vehicle with an assistant to operate the diagnostic tool. This involved driving straight at no less than 20 km/h, turning the steering wheel at least 15° to the left and then to the right and then stopping the vehicle. Then, the steering was turned completely to the left and was held for at least three seconds, then back to the centre. This was followed by the turning of steering all the way to the right and then being held for three seconds and back to the centre again. Once this procedure was carried out, the sensor was reset, and all systems were fully functioning again.
COMMON FAULTS
Common turbocharger failures
Melett is sharing expert guidance on common turbocharger failures and how to prevent them to ensure optimal performance.
The role of lubrication
Insufficient oil flow is a major risk, as blocked oil feed pipes, worn oil pumps and sludge build-up from improper shutdowns are common causes of lubrication failure. Without adequate oil flow, turbo bearings can suffer rapid wear, leading to failure. To avoid these issues, Melett recommends priming the oil system thoroughly before fitting a replacement turbo and ensuring oil feed pipes are replaced to remove blockages. Using high-quality oil of the correct grade and allowing the engine to warm up properly before driving are simple yet effective ways to extend turbocharger life.
Combatting oil contamination
Oil contamination remains one of the leading causes of turbocharger failure, and the effects of debris from previous engine wear or poorquality filters can cause a major issue. Dirty oil can result in significant damage to the turbo’s internal components, cutting its lifespan dramatically. Melett advises technicians to purge oil systems after any failure and take care when replacing oil to prevent accidental contamination. Using high-quality filters and replacing oil at the recommended intervals will help keep the turbocharger in peak condition.
Preventing overspeeding
Overspeeding, which occurs when a turbo operates beyond its intended limits, is another common failure mode. Blocked air intakes, torn air pipes and leaks in the system all force the turbo to work harder, increasing the risk of component fatigue and damage.
Melett advises checking air hoses and intake systems for leaks or cracks. Ensuring seals are intact and replacing damaged components can significantly reduce the risk of overspeeding and its associated failures.
Protecting against foreign object damage
The debris and particles that can enter a turbocharger, whether through servicing or engine wear, pose a serious threat to its performance. Foreign object damage is often indicated by grinding noises or visible marks on the turbine or compressor blades.
To prevent these issues, Melett stresses the importance of inspecting and cleaning all intake pipes and air filters before fitting a replacement turbo. Regular servicing should
include a thorough check of air hoses and filters to ensure they are free from contaminants and blockages.
Addressing overheating risks
Blocked diesel particulate filters, hot engine shutdown or cooling system leaks can cause lasting damage to internal components. The excess heat caused by these issues leads to carbonisation of the oil within the turbo. Left unaddressed, these problems can lead to complete turbocharger failure.
Melett recommends technicians check cooling systems and DPFs for any blockages or leaks during servicing. Additionally, drivers should be reminded to allow engines to cool after long journeys to protect the turbo from unnecessary strain.
Turbocharger repair specialists can provide a full turbo inspection and diagnosis service to help identify the root cause of failure and prevent further issues.
The
Digital Digest! 5
W
ith the PMM brand and content expanding onto YouTube and our podcast and social media continuing to thrive, we’re online now more than ever. So, those of you not taking advantage of our website are truly missing out. With an array of technical articles, breaking news, and helpful business tips, it’s a great source of information right at your fingertips. If you haven’t already, the PMM website is also a great place to listen to our monthly podcast (WWW.RDR.LINK/ABS006). If you’re not already convinced, this month, PMM ’s news and products editor, Freya Coleman, takes a look back at the most popular articles on the website from the past month.
The history of the DMF Far and away the most popular article on PMMOnline this month comes from Schaeffler. In the article, Schaeffler investigates dual mass flywheels and how they affect modern vehicles, walking readers through their development over time. A (vibration) absorbing read!
WWW.RDR.LINK/ABS007
And the winner is… Coming in at a highly respectable third place is our very own PMM Awards, celebrating the standout articles that defined 2024.
WWW.RDR.LINK/ABS009
4 1
EGR explainer
internet’s top 2 3 5
Nissens Automotive highlights some key information about exhaust gas recirculation systems and what opportunities they provide independent workshops. This is one article sure to recirculate for a long time...
WWW.RDR.LINK/ABS008
Farewell then, OESAA
The Original Equipment Suppliers Aftermarket Association (OESAA) announces it is ceasing operations. Sad news for fans of the organisation’s work in the promotion of OE collaboration and excellence.
WWW.RDR.LINK/ABS010
Avoiding alternator trouble configurations
In the last of our star articles this month, Autoelectro advises technicians to check vehicle software and ECU communication to avoid alternator misdiagnosis. The perfect read to get you going in the morning.
WWW.RDR.LINK/ABS011
yourlet ters ANSWERED
DEAR PMM,
Write to us at pmm@hamerville.co.uk or send us a good old fashioned letter at PMM, Regal House, Regal Way, WD24 4YF.
I AM A YOUNG TECHNICIAN, HAVING RECENTLY COMPLETED MY APPRENTICESHIP AND NOW WORKING FULL TIME IN A GARAGE LOCAL TO WHERE I LIVE. I WAS ADVISED TO READ YOUR WEBSITE AND MAGAZINE WHENEVER I COULD. I WOULD LIKE TO WRITE TO YOU REGARDING A RECENT “COMMENT” PIECE THAT CAME OUT IN THE MAGAZINE, REGARDING CYBERCRIME (“CYBERCRIME’S HIDDEN THREAT TO GARAGES” PMM DECEMBER 2024). I WAS SHOCKED TO READ THAT 50 PER CENT OF BUSINESSES HAVE BEEN VICTIMS TO THIS CRIME IN THE PAST YEAR AND THAT IT DISPROPORTIONATELY AFFECTS SMALL BUSINESSES LIKE GARAGES. I HAVEN’T PERSONALLY COME INTO CONTACT WITH ANY BUSINESS THAT HAS HAD ISSUES BUT WHAT I THINK IS THAT OLDER BUSINESS OWNERS OFTEN MAKE IT TOO EASY FOR THE HACKERS. LIKE, USING “PASSWORD123” AS YOUR COMPUTER PASSWORD IS JUST ASKING FOR TROUBLE! I’M NOT SAYING IT’S ONLY OLD PEOPLE THAT GET HIT. YOUNGER PEOPLE DO AS WELL. ALSO, SOME HACKERS WILL GET THROUGH EVEN THE TOUGHEST SECURITY. BUT GARAGES AREN’T EXACTLY SWIMMING IN MONEY, IF YOU MAKE IT HARD FOR THEM, THEY WILL PROBABLY GIVE UP. Matt “Funky Man” Boase
Well thank you for getting in touch “Funky Man”, it’s always nice to have a young and dynamic technician write in. I think what you are suggesting, i.e. a basic level of IT security know-how, is a good thing for all to have. However, I would add that the phishing scams that hackers use are so subtle and widespread that any effective defence measures are well beyond our, mere mortal, capability.
Listen. Inside the PMM Podcast
Would you open a garage in 2025?
In this episode of the PMM Podcast, host Kieran Nee is joined by editor of Auto Repair Focus, Phil Curry to discuss the outlook for 2025 in the independent aftermarket and to ask whether you would open a garage this year.
Phil Curry, AutoRepairFocus, on the benefits of the ageing car parc
As soon as a car hits three years old, it gets that first MOT and that's where the loyalty to any franchise dealership ends. At that point, drivers are looking for somewhere they can go to maintain their cars on regular basis. So the older the car parc gets, the more work the aftermarket’s going to get as well. 2019 was the last really
good year for car manufacturing and if we’re not adding as many new cars that ageing car parc is going to grow and therefore it’s going to be an opportunity for garages but even with the newer cars there’s the growing awareness of the right to repair using the independent aftermarket.”
Matt Wrankmore, head of garage network, FixMyCar, on the tough year ahead.
I would say we’ve definitely seen a shift from it being a race to the bottom, which was always a big thing where everyone’s competing against each other. It’s definitely not the case. What we see more often than anything is it comes down to convenience and reviews. People are looking for quality. Obviously price does play a part in it, but we’re
seeing much less of that. We’re seeing people picking a garage that's more than likely closer to home as opposed to work, which has obviously been another big shift that we’ve had.
“I think 2025 will be a tough year. You need to use every bit of tech to be really well organised. You need to use what you've got available to you to help you win that business, but not just win the business, but plan your days. I know I used to run garages. I would book in 15 minute slots. So garage management systems are really good at that because there’ll be six cars booked in and no one knows how long that clutch job is going to take, and we don’t need to do that anymore. So rely on technology a bit more, because as a garage what you’re selling is time.”
Two editors, hashing it out
Would Anthony Jhally, AAK Autos, open a garage in 2025? It’s tough competition out there…
I’ve never opened a garage. I’ve taken on a garage. You’ve got to think, if you're going open a garage, you’re probably over the age of 30. So you’re going to have a partner, possibly have a kid. So to then sit there and go, I'm going to go and risk everything that I’ve got, go and find a premises, put up the tools, and I’m going to stand there and build it, and hope customers come. That scares you... I don't think I’d able to convince my wife to go and open a company now, but my dad did it, and it’s that story then when he opened back in the day.
“I was 11. I’ve got a brother that was 10 and I've got a special needs sister who’s five years older than me. So to sit there and go, I’m going to leave my job at Volkswagen and open a garage? Yeah, I don't know how he convinced my mum to do that.
“Now in 2025, it’s very hard to compete. If you had a garage next to me, you couldn’t compete with what we can do. If
you’re one person or maybe two opening a garage up, how can you compete against a company that's probably got a hundred thousand pounds worth of credit with parts companies? Okay, you go and take that £200 job on to do a service, but you’ve already got to buy the part. The customers are not going to give you the money before you’ve done the job. The money I’ve
Ian Fowler, VW Doctor, would open a garage in 2025, but not in the same way
spent on diagnostic equipment last year was probably more money than what my dad started the company with when he started off 25 years ago.”
I’d probably do things differently to what I'd done when I first opened. I think really nowadays, I think the specialist market is probably the growth market at the moment. I’d be a marque specialist or a transmission specialist. Motor vehicles now are so diverse you can't cover everything. I think gone are the days where you do everything in-house unless you’re a very, very big outfit. We use people that specialise in certain things on Volkswagens like DSG gearboxes, we give those details direct to the customer and say go there because it’s a lot easier than us getting involved in it getting bogged down with it. They do it all the time. They’ve got everything on the It’s a drive-in and out job for the customer and we don’t generally lose customers over it.”
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PMM talks to Autopromotec’s Renzo Servadei
In the run up to the Italian automotive aftermarket show, Autopromotec 2025, in Bologna between 21st and 24th of May, PMM sat down for a chat with the show’s CEO Renzo Servadei to find out what’s on offer for garages attending.
Autopromotec has grown since its beginnings as a tyre-focused show, can you give an indication of what the show is now in 2025? Are there any developments this year compared to 2022?
Certainly time has passed and we have come a long way: this year we will celebrate 60 years of Autopromotec, with the 30th edition of the event. In 2025, the exhibition will return to pre-covid levels in terms of size, with the spaces already all but sold out. One point I would like to focus on is the fact that the advent and integration of AI in research and production processes has meant that technological innovations that used to take months or years to design, with the involvement of dozens or hundreds of engineers, now see these times and commitments reduced to a fraction. Therefore, the technological evolution that we will see at the trade fair is proceeding at a much faster pace than in the past. This means that, for professionals, visiting Autopromotec becomes a must in order to be able to make significant investments in the development of their activities.
“Autopromotec is a real marketplace, where people meet, ideas are discussed and trends in the industry are seen.”
What has made Autopromotec so successful in the past?
One of Autopromotec's main strengths is the fact that the exhibition is owned by two trade associations representing both exhibitors and visitors. This nature means that it can count on a solid and articulated network of relationships with many other associations that converge towards a common goal: promoting the matching of manufacturers, distributors and users of technologies that are part of the automotive aftermarket. This makes it possible for the event to remain constantly focused on business.
Why do you think people should come to Autopromotec this year?
Autopromotec, besides being a product exhibition, is also a real marketplace, where people meet, ideas are discussed and trends in the industry are seen. All these impressions can only be grasped through a physical presence in the place where all this takes place and therefore at the trade fair. Numerous international associations will hold their meetings at the exhibition. We can count on the support of institutions to attract many important buyers from all over the world. The internationalization missions carried
out in the run-up to the fair involve 40 foreign countries and 350 buyers. There are also numerous international magazines in the halls of the fair that will inform their readers about the fair news with information activities before, during and after the event. We therefore expect a strong impetus precisely from the international component. Indeed, let us not forget that many exhibitors at Autopromotec also export more than 90 per cent of their production abroad and therefore see the show not as a national platform, but as an international meeting point. Last but not least, returning to passion, those who feel like having a long stay will be able to enjoy the Formula 1 Grand Prix in Imola, just a few kilometers from Bologna on the weekend before the opening and visit the museums of the most important automotive, Supercar and Motorsport brands.
In the UK and across Europe we are witnessing a major slowdown in car production, mostly thanks to indecision surrounding the move to electric vehicles, how do you think the European/UK aftermarket will look over the next few years?
We are indeed witnessing a slowdown in vehicle production, but we are not
“those who feel like having a long stay will be able to enjoy the Formula 1 Grand Prix in Imola, just a few kilometers away.”
actually witnessing a slowdown in vehicle circulation. Therefore, the automotive aftermarket even beyond 2035 will still have plenty of years to maintain the hundreds of millions of vehicles in a fleet that is still almost entirely made up of thermal cars (ICE). Let us also not forget that even hybrid cars have a thermal engine. It is therefore right to give the issue our full attention, but we remain optimistic about the future of the sector. Our position from a technological point of view is one of neutrality, and we believe that there will be plenty of time in the aftermarket to follow the evolution of current but also future technologies that may involve the use of new fuels, such as hydrogen, for example.
How are garages coping in Italy with new technologies like ADAS and EVs, is there anything UK garages can learn?
Starting from a fundamental premise, namely the fact that British garages do not need advice as the UK is famously one of the homelands of the automotive industry, I am sure that one of the shared themes is that of training. Italy has the largest concentration of automotive equipment manufacturers in the world, whose technology, as we have already pointed out, goes hand in hand with product evolution. New technologies require less and less physical strength and more and more IT skills. This represents a challenge but also an opportunity. In many cases, in fact, the children of workshop owners, who may once have preferred less strenuous professions, may now be attracted once again to a job that can give great satisfaction, both from a professional and
“New technologies require less and less physical strength and more and more IT skills. This represents a challenge but also an opportunity.”
economic growth point of view. Obviously, in order to meet this challenge, training is crucial: in order to be able to apply the new technologies, it is indispensable to be familiar with them.
The issue of skills is a problem that has become common throughout Europe. It is an issue that is not easy to solve, but I would like to highlight one of the many ideas, which I feel has not yet been sufficiently explored: the involvement of women within traditionally male sectors. Firstly, over 40 per cent of drivers in Italy are female. Secondly, there are technicians and operators, very often female, who come from sectors, such as textiles, which are seeing a decrease in production that is being shifted to lowcost countries. These operators found themselves without job opportunities and a different attempt was made, which led to incredible results. With appropriate retraining and specific training, they have become valuable resources in the automotive sector, which requires skill and precision. We therefore push for training not only young people, but also women, who have historically been left out of this sector.
NAME: Jessamine Motor Company
LOCATION: Wheathampstead, Hertfordshire
Wheel of FORTUNE!
PMM is celebrating 25 years in the trade by visiting as many fantastic garages across the UK as possible. This month, we’re visiting a great garage with a lot of history behind it.
MEET THE TEAM
Katie Vowles, director
Jason Vowles, director John, vehicle technician & MOT tester
Joe I, vehicle technician
Joe H, MOT tester Dave, MOT tester (and odd jobs man!) Flash, ‘very noisy office dog!’
This looks like a place with a lot of history…
Katie: The site goes back hundreds of years and was originally a wheelwright’s next to a pub. They would fix the wheels on the wagons whilst they stayed in the pub. Fast forward to the 60s and it had petrol pumps on the forecourt until they were decommissioned and it’s been a garage ever since. My family took it over in 1995 and ran it as a family business. My brother, Jason, joined in 2007 and I came in 2012. Now our parents have retired and Jason and I run it ourselves.
How much do charge for the MOT?
We charge £54.85 for an MOT unless it's done with a service at which point it's £45.
Apprentices?
We have had them in the past but we really struggle because they need someone with them at all times and it does slow you down and where we are so fast-paced with the amount of work we turn around it is a battle.
Makes of car covered?
Absolutely anything – whatever comes through the door. Even tractors and really old stuff like the Rover 2200. It’s quite a well off area here so we get a few Ferraris and Aston Martins. Our ceiling is 10cm too low for
anything bigger than Class 4 and as it’s a conservation area, we can’t change the building. But we have now put a galvanised two post lift outside.
How many ramps in total?
One MOT lane and two 2-posters inside, a very small half height ramp for tires and the two poster outdoors as well.
How many jobs a week?
With MOTs, around 70-80 a week.
Customer-supplied parts?
We will avoid them where possible. Our insurance has got quite strict now and when it comes to the safety of the car, like seat belts, we are not allowed to fit anything secondhand or supplied by customers. Equally, I understand that sometimes with our customers with their slightly more unusual cars, it is easier for me to say, go and get this part from your owner's club, sometimes it's easier and quicker for them to source it than it is for us.
Favourite
motorsport?
Jason: I love going to watch the truck racing at Brands Hatch.
What job makes your eyes light up?
Katie: Servicing and brakes, easy in and out jobs which aren’t going to give us grief.
Jason: None of them! No to be fair, I do enjoy the electrical stuff, mainly on Discovery 3s. Katie: He likes solving problems, but he can be very grumpy while he’s doing it.
What diagnostic equipment do you use?
Snap-on’s Zeus tool, Autel, VAG-Com for VWs because it’s so much simpler. Service lights are Autel all day long, especially for Fiats. We’ve looked into dealer tools and specialising but we wouldn’t get enough benefit from the cost. We have an oscilloscope on the Zeus, which we’ll use when we’re really stuck.
What are your labour rates?
£80 an hour plus VAT. Diagnostic read charges £55.
EVs, yay or nay?
Jason: I’ve done the training, and had some servicing work in, but we’re hampered by our layout to fit in EVs to do bigger high voltage work on them.
On Friday afternoon, what’s playing on the radio?
Katie: I’m not allowed to touch the radio.
Jason: Always Classic Rock, except for our tea break at half ten, when we all listen to Popmaster with Ken Bruce.
Katie: I’m not allowed to talk during Popmaster, it’s very serious in here then.
If you could have one celebrity drive into the garage with their engine management right on right now, who would it be?
Katie: Zac Efron because I watched Hairspray with my daughters on Saturday and introduced them to it. That’s an answer you’ve never had before.
Jason: That is sad!
Find out more about
Companies are on hand to give
ADVICE LAUNCH will be there
You’ll get a free BACON ROLL
MOTUL
will be there
NThere is NO charge to enter the show
Two days of SEMINARS
TOPDON will be there
Ask all the questions you’ve always wanted to about
Time to start UPSKILLING
won’t regret coming! So many WORKSHOP solutions to discover
bulbs
Grab yourself some great DIAGNOSTICS
Get the INFORMATION you need
Garage
EQUIPMENT
everywhere you look!
JLM will be there
need we say more?
Meet the KINGS (& queens!) of the aftermarket
PROFESSIONAL MOTOR MECHANIC MECHANEX
THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS
PARKING
is free!
VDiscuss, debate, dissect electric VEHICLES
ZEBRAS
may or may not make an appearance…
QBeat the
QUEUES and get there early
RYME will be there
Where?
YORKSHIRE EVENT CENTRE
GREAT YORKSHIRE SHOW GROUND
HARROGATE
NORTH YORKSHIRE
HG2 8NZ
When?
15th & 16th MAY 2025
10AM - 4PM
How?
Car:
The arena is close to the A1(M) and is easily reached by car. Parking is FREE.
Train:
Harrogate Station and Hornbeam Park Station are closest to the arena.
HIGHVOLTAGE challenges
With the rise of electric vehicles, workshops face numerous challenges in maintaining and repairing. Let’s address some of the challenges high voltage vehicles pose.
Safety risks and training requirements
One of the most significant challenges for workshops is ensuring the safety of technicians when working with high-voltage systems. In contrast to conventional vehicles with internal combustion engines, electric vehicles operate on voltages that can reach up to 800 volts. This presents a substantial risk of electrical shock or even fatal accidents if proper precautions are not taken. Workshops should invest in specialised training programs to school and certify their staff in high-voltage safety works and procedures, such as isolating the battery system, using insulated tools, and wearing appropriate personal protective equipment.
Specialised equipment and infrastructure
Standard workshop tools and diagnostic equipment are sometimes inadequate for HV
Meyle discusses some of the challenges faced by workshops in handling high voltage vehicles.
vehicle maintenance. Workshops need to invest in specialised (insulated) tools and dedicated areas for handling high-voltage components, such as batteries, safely. Additionally, the infrastructure must be adapted to accommodate EV servicing, including installing high-voltage isolation zones and emergency response measures.
Rapidly evolving technology
EV technology is advancing at a rapid pace, with continuous improvements not only in battery systems and software but also when it comes to parts and solutions. Keeping up with these developments requires ongoing education and access to manufacturer-specific training materials. Workshops must stay updated with the latest diagnostic tools and software updates to ensure accurate troubleshooting and repairs. Meyle, for example, offers a two-day-training course in their German HQ to help workshops learn hands-on from experts how to service Tesla models and diagnose faults and help them get ready.
Limited access to technical information
Unlike traditional vehicles, where service manuals and diagnostic data are widely available, many EV manufacturers restrict access to essential technical information. This creates difficulties for independent workshops trying to diagnose and repair those systems. Some manufacturers require proprietary software or specific certifications before granting access to crucial repair information, further complicating the servicing process.
Customer awareness and expectations Many EV owners may not fully understand the technical challenges associated with their vehicles. Workshops must educate customers on realistic service timelines, costs, and potential safety precautions. Misconceptions about EV maintenance can lead to unrealistic expectations, making transparent communication an essential part of customer service. Workshops should also proactively inform customers about the importance of specialised EV servicing and the potential risks of unqualified repairs. Establishing trust through educational initiatives, such as workshops or informational materials, can help customers make informed decisions regarding their vehicle maintenance. Furthermore, providing detailed breakdowns of service procedures and estimated costs can improve customer satisfaction and foster long-term relationships between workshops and EV owners.
As the number of electric vehicles continues to grow, workshops must adapt to the new landscape of high-voltage vehicle servicing. Overcoming safety risks, investing in specialised tools, and staying informed about evolving technology are essential steps in ensuring a successful transition.
Profiting from EVS
As the automotive industry evolves at an unprecedented pace, traditional vehicle workshops are finding themselves on the back foot. Earlier this year, Tesla outsold Audi, a wake-up call that signalled just how swiftly the industry is shifting. What’s more, companies that once weren’t even considered a threat by major manufacturers are now making significant strides. A case in point: the Chinese automaker BYD, which reported an astonishing 1.21 million car sales in 2024.
For many, this surge in electric vehicle sales is a sign of a booming a market that can only help businesses. But here’s the catch: this growth in electric vehicles doesn’t mean success for all. The key factor that will determine whether you can capitalise on the electric revolution is simple: are you equipped for it?
Visiting a wide array of workshops on a regular basis, one thing is strikingly clear –there is a glaring lack of facilities for electric vehicles. This isn't a problem today, as combustion engine vehicles still dominate the market. However, with the government’s pledge to ban the sale of new petrol and diesel cars by 2030, this could soon change. The question is: are you prepared for that shift?
Out of reach?
There’s a prevailing sentiment that electric vehicles are too expensive for the average person to afford. However, this is not entirely the case. Companies like BYD and Singer are bringing affordable EV options to market, with new models priced between £22,000 and £35,000. These price points are making EVs more accessible to the everyday consumer, driving a significant increase in sales.
“Earlier this year, Tesla outsold Audi, a wake-up call that signalled just how swiftly the industry is shifting.”
While this surge in sales makes sense from a consumer perspective, there’s another crucial aspect of EV adoption that’s rarely discussed: maintenance. Unlike traditional combustion vehicles, EVs require specialist technicians for maintenance and repairs. For many independent garages, this presents a golden opportunity. With the right equipment and training, you can tap into a market that’s poised for rapid growth. However, the question remains: for how
As electric vehicles continue to come down in price, and the Government holds firm on its dedication to an ICE phase out, we hear from garage equipment supplier Ryme on what practical measures workshops can put in place now to stay ahead of the opportunities presented by vehicle electrification.
long will these elevated labour rates be sustainable? Will customers continue to accept the higher rates that come with specialised EV repairs as the market matures?
These questions are vital because they highlight why now is the time to invest in the equipment necessary to futureproof your business. As the electric age takes hold in the automotive industry, businesses that wait too long to adapt could find themselves priced out of the market.
The essential EV bay: A smart investment
Currently, the setup for an EV bay is relatively simple. At a minimum, you’ll need a lift, a battery removal table (which can double as an engine/transmission removal table), and a dedicated EV toolkit along with appropriate signage, PPE, and training. These basic components allow workshops to safely and efficiently work on electric vehicles.
That’s no small investment, but here's the kicker: These types of bays could generate a return on investment in as little as 15 days. That’s a pretty compelling case for why now is the time to invest. With the current labour rates and the increasing demand for EV specialists, the question shifts from “is it worth it?” to “can I afford not to?”
As we move toward 2030 and beyond, the ability to service electric vehicles will become increasingly crucial for workshops of all sizes. Independent garages are the lifeblood of the UK’s automotive landscape, and in order to continue thriving, you’ll need to be ready for the inevitable electric shift.
Technicians: Training for the future
Equipping your workshop with the necessary tools is only half the battle. To truly capitalise on the EV revolution, you must also ensure that your technicians are prepared to handle the unique challenges of electric vehicles. Now is the perfect time to invest in EV-specific training for your team. Specialist training in areas such as highvoltage safety, battery management, and electrical systems diagnostics will become essential for the day-to-day operations of most modern workshops. Independent garages that are able to offer these services will be in high demand as more and more electric vehicles hit the roads.
As EV technology continues to evolve, it’s critical to stay ahead of the curve. Having technicians who are well-versed in the nuances of electric vehicles will set your workshop apart from the competition. The future of the industry is electric, and your technicians must be ready to meet the challenge.
“Will customers continue to accept the higher rates that come with specialised EV repairs as the market matures?”
Why now is the time to act
It’s clear that electric vehicles are not just a passing trend –they are the future of the automotive industry. The government’s 2030 ban on new combustion engine vehicles will drive the transition, and the market is already moving in that direction. Manufacturers like BYD, Tesla, and others are already outpacing traditional brands, and consumers are
increasingly choosing electric vehicles for their affordability and eco-friendly benefits.
While hydrogen may be on the horizon, it still has a long way to go in terms of both infrastructure and market adoption. Electric vehicles, on the other hand, are here now, and they are only going to become more prevalent. Independent garages need to start preparing for this shift now, before the market prices them out of the industry.
Whether it’s investing in an EV bay or sending your technicians to training, the time to act is now. The transition to electric vehicles is already underway, and those who fail to adapt could find themselves left behind. With the right tools, training, and foresight, independent garages can not only survive the transition to electric but thrive in it.
The question isn't whether electric vehicles will take over –it’s when. And when that time comes, will your workshop be ready? If not, you may find yourself asking not just if it’s worth the investment, but whether you can afford not to make it. The future is electric, and the future is now.
EV SUSPENSION
Bilstein offers OE replacement suspension systems including for electric cars and hybrid vehicles.
Even if the mobility transition is only making slow progress, some of the electric models have already covered many tens of thousands of kilometres in the meantime. Tesla’s Model 3 is a pioneer in the segment of saloon cars, while Renault’s ZOE was a trailblazer in the small car segment, followed by the BMW i3/i3S in the compact class. Meanwhile, electric and hybrid cars are available as an alternative to the combustion engine in all segments and for (almost) every budget. They all have in common that they place completely new demands on springs and shock absorbers and therefore on the suspension.
Torque, weight and noise are the factors that the specialists at Bilstein are focusing on when it comes to OE replacement for electric and hybrid vehicles. Most of these vehicles have a significantly higher torque than comparable ones with internal combustion engines and exceed their weight by an average of 300 to 450 kilograms. As a result, all components of the suspension are subject to greater wear, which is reflected not only in poorer driving behaviour, but also in noise
behaviour – an important comfort criterion, especially for electric vehicles.
It is therefore important for the developers at Bilstein to design OE replacement dampers for the B4 or B6 series upgrade for particularly demanding and performance-oriented customers to meet these requirements. A lot of details need to be considered in this regard:
The shock absorber’s rubber-metal connections to the body on the one hand and to the axle on the other are selected to offer
Photos: Copyright BILSTEIN 2024
optimum noise insulation, but still to withstand the high weight – for many kilometres and over many years. The springs in electric vehicles are designed for the higher vehicle weight and therefore have a different vibration behaviour than in a model with a combustion engine. The Bilstein OE and OE replacement shock absorbers are specially adjusted to these spring properties due to their firmer characteristic settings.
■ Despite the more stable design, the individual components and seals are constructed in such a way that they do not cause any audible noise even in the long term – a feature that pays off particularly when applied to electric models.
“Bilstein’s close partnership with many vehicle manufacturers over decades is particularly helpful.”
Optimum OE replacement, quickly available
The result is a particularly comfortable, safe, agile and quiet shock absorber that meets all criteria for comfort. Bilstein’s close partnership with many vehicle manufacturers over decades is particularly helpful. In this way, the firm’s engineers are involved in the development project at such an early stage that optimum solutions can be found from the outset. It is therefore not surprising that the German manufacturer is “first to market” with its OE replacement shock absorbers for
electric and hybrid cars time and again. Thus, Bilstein is currently the first supplier for the retro-styled VW ID.Buzz with the B4 OE replacement, article number 22-344540 or the OE upgrade B6, article number 22340634 for the front axle, or the B6, article number 24-340663 for the rear axle.
Bilstein claims to remain true to its mission of providing the aftermarket with OE replacement products at new-car level very quickly – regardless of the type of drive.
FOR MORE INFORMATION ON BILSTEIN simply scan the QR code
Optimising EVSERVICING
Castrol is aiming to bring EV servicing to new heights of ease and efficacy.
With the continued rise in hybrid and electric vehicle sales, garage technicians are finding it increasingly important to adapt to the evolving needs of servicing and maintaining these powertrains. Castrol is leading the charge by developing EV-specific fluids designed to meet the unique demands of electrified powertrains, helping professional motor mechanics stay ahead.
The launch of Castrol ON EV Transmission Fluids W2 and W5 marks a significant leap forward in aftercare solutions for EVs, with these high-performance synthetic fluids being designed to address the specific challenges of wet e-motors. These new products build on the success of Castrol ON EV Transmission Fluids D1 and D2, first introduced in 2022. Castrol’s first dedicated products for EVs in aftersales, these fully synthetic fluids are suitable for many EVs that operate powertrains with dry e-motors.
optimal efficiency. Both products have been designed and tested to handle the high torque outputs that EV motors can generate, even from low speeds. By using these products during servicing, garage technicians can ensure that their customers are getting the best EV experience possible.
Castrol’s new fully synthetic, low-viscosity formulations have been specifically developed to deliver low electrical conductivity and enhanced system protection, helping the emotor run at cooler temperatures and at
Castrol’s ON EV Transmission Fluid range is tailored to meet the specifications of leading automakers. For example, W2 has been specifically developed for MG Motor and is compatible with models such as the MG HS Plugin Hybrid and MG ZS EV. Similarly, the W5 Fluid supports BYD’s Seal saloon and Seal U DM-I Plug-in Hybrid SUV. It is also suitable for BYD models with dry e-motors, including the Atto 3 and Dolphin. By bringing these products to market, Castrol is ensuring that lubricants are available to garages that meet the unique requirements of EVs and hybrids while maintaining compatibility with the cars customers drive.
As new vehicle manufacturers introduce increasingly diverse EV models, garages and technicians
face the challenge of selecting the right products for efficient servicing and repairs. That is why Castrol has relaunched its online product finder to streamline the identification and purchase of lubricants, fluids and coolants for specific vehicles such as EVs. This enhanced tool, available on the Castrol website and compatible with a range of devices, is designed to make finding the right product for any given vehicle more intuitive.
There have been several major improvements to ensure that Castrol’s product finder makes it easier for end users to identify trusted local workshops and retailers where they can buy recommended Castrol products. The product finder now includes a Quick Search feature that allows users to identify suitable Castrol products by entering a vehicle registration number or searching by brand and model. To simplify the purchasing process, the tool integrates with Google Maps to help users locate nearby workshops and retailers that stock Castrol products, helping to bring more trade to workshops.
The redesigned interface also provides significant time-saving benefits. For instance, users can save their product searches and easily edit specific fields without having to reselect all options, which is particularly useful for technicians working with multiple vehicles throughout the day. By combining cutting-edge EV transmission fluids with a highly intuitive product finder, Castrol is reinforcing its commitment to supporting workshops and garage technicians in the evolving automotive landscape. As EV adoption accelerates and a higher percentage of customers are bringing in EVs for service and maintenance, technicians must be able to find and offer cutting-edge products.
Aimed at garage owners and technicians with IMI Level 2, 3, or 4 qualifications, the exclusive course offers a unique opportunity to build the confidence and skills needed to tackle the growing demand for EV servicing and repairs.
The first At Ease With EV session of 2025 took place in January, with the second recently running on 29th March.
Held at the award-winning Cleevely EV workshop in Cheltenham, the At Ease With EV course has garnered praise for its handson approach and expert-led guidance. Technicians benefit from direct training from Matt Cleevely, a pioneer in EV servicing and regular contributor to PMM, alongside renowned technical trainer Alistair Finch.
Delving into the details
“Attending the course at Cleevely Motors was an eye-opener,” said Dan Hogg of Hogg MOT Service Centre in Newcastle upon Tyne, having recently completed the course.
“The day was packed with practical tips and tricks that you don’t get anywhere else. We learned how to drop a battery pack down from a car to test the cells, rather than just replacing the entire pack – a method they usethat really sets them apart.”
EV Training
Cleevely Group is continuing to run its At Ease With EV training courses in 2025, aimed at those already familiar with high voltage vehicles.
The course offers invaluable hands-on experience with a 2018 Nissan Leaf and a Tesla Model Y Performance, covering topics such as high-voltage battery testing, interlocks, charging issues, EV servicing, common problems, and an in-depth demonstration of Tesla’s service mode. Technicians learn to work with the latest EV technologies in a safe and controlled environment, building both practical expertise and confidence.
“There’s always that safety concern when working on high-voltage systems,” said Adrian Smith of Warmington Garage in
Banbury. “But this training takes away that fear. After gaining this hands-on experience, you realise EVs aren’t as dangerous as they’re made out to be. The only way to get comfortable is through experience.”
With over1.3million EVs now onUK roads, the course presents a valuable opportunity for workshops to build EV confidence.
“I had a customer recently who struggled to find a garage willing to service his Tesla,” added Adrian. “That’s where we step in. We’ve seen a rise in demand from owners of EVs who can’t find garages with the expertise to service their cars.”
With places on the At Ease With EV courses limited, technicians are encouraged to book early to secure their spot and avoid disappointment. Tickets are available on a first-come, first-served basis for just £295 + VAT per delegate, with lunch, refreshments, and a CPD certificate included.
For upcoming dates, keep an eye on Cleevely Group’s social media pages on facebook and linkedin.
EVs:gettingstarted
Tesla training dates at Delphi Academy provide technicians a perfect start to EV repair.
Spring/summer dates for Delphi’s ‘Tesla Service and Maintenance’ course have been announced at the company’s recently expanded academy in Warwick.
Dates for the one-day course, which provides participants with practical Tesla knowledge and hands-on experience, are now available in April, May and June. Places are going fast though as more garages gear up for the growing opportunity, reflecting Tesla’s continuing dominance of the EV market.
Top-seller
Full-year new car sales figures from the Society of Motor Manufacturers and Traders placed the Tesla Model Y as the fifth-highest selling car in the UK in 2024 with 32,862 examples hitting the road over the 12-month period. The Model Y was also the top-seller in December, closely followed by Tesla’s Model 3 in second place.
“85,000 Teslas willenter theaftermarket over the next two years,”said Luke Garratt, UK technical services manager at Delphi. Training isvital though.“Thesevehicles have very specific servicing and maintenance needs, and technicians taking the ‘Tesla Service and Maintenance’ course will learn what is required.”
Participants undertake hands-on, practical tasks that teach essential Tesla service techniques. Areas covered include Tesla’s service mode and accessing service documents, along with air conditioning and battery servicing, brake work, and tyre repair
and replacement. Time is also taken for Tesla-specific wheel alignment and advanced driver assistance system calibration.
“As both an OE and aftermarket manufacturer, we are increasing our efforts to support workshops,” said Luke. “Our trainers are seasoned technicians with handson workshop experience, ensuring our courses reflect real-world situations, practical scenarios, and diagnostic techniques.”
Luke added: “This course is proving to be very popular, so technicians should book as soon as possible to guarantee the date of their choice.” The next ‘Tesla Service and Maintenance’ course takes place on Thursday 17th April at Delphi Academy in Warwick, with four more dates available across May and June.
Upcoming Delphi Academy spring/summer training dates:
Thursday 17th April
Thursday 5th May
Friday 16th May
Tuesday 20th May
Friday 27th June
The ‘Tesla Service and Maintenance’ course is one of a broad range of EV-related training programmes available at Delphi Academy, including the Institute of the Motor Industry Hybrid and EV Awareness Level 1 and Level 3 Qualifications, IMI Hybrid and EV Hazards & Recovery Level 2 Qualification and more.
With more mechanics taking on these courses every day, a 19-year-old tech working at Oldfields Garage in Leominster became the youngest technician in the UK to have been awarded the IMI Hybrid and Electric Vehicle Level 3 qualification, having completed the course at Delphi Academy last year.
Owen Lloyd achieved the milestone before completing his Level 3 apprenticeship, which he finished at Herefordshire, Ludlow and North Shropshire College while gaining hands-on experience at Oldfields Garage in Leominster.
“I want to stay up to date, and it seems EVs are going to be increasingly important,” said Owen. “Not many garages have EV qualifications around us, so it’s a big advantage having that box ticked, and it’s amazing to think that I’m the youngest in the country with this qualification.”
Tim Benson of Oldfields Garage said: “We’re extremely proud of Owen on this achievement. This is an exciting time for young people to join the industry, especially with the rapid advancements in vehicle technology.”
Delphi’s comprehensive EV training course provides the essential knowledge and skills needed to safely diagnose, repair, and maintain EVs to IMI Level 3 standards. It includes six hours of guided online prelearning, which must be completed before attending the face-to-face course. During the in-person training, participants engage in both theoretical and practical instruction.
TO REGISTER YOUR INTEREST FOR DELPHI’S TRAINING simply scan the QR code
DPFS AND THE MOT: A guide to cleaner emissions
EEC provides a guide to emissions and the MOT.
As governments tighten the reins on vehicle emissions, MOT emissions testing is becoming increasingly rigorous. The push to reduce harmful pollutants means stricter limits on what can come out of your exhaust. For example, modern Euro 6 diesel emissions systems require exhaust gases to journey through a series of four sophisticated filters and catalysts, including an Oxicat, DPF (Diesel Particulate Filter), Diffuser, and SCR (Selective Catalytic Reduction).
Diesel Particulate Filters are the unsung heroes of modern diesel engines, designed to trap and dispose of sooty particles –formally known as particulate matter. Think of them as high-tech sieves, catching harmful particles before they can escape into the atmosphere.
Under ideal combustion conditions, a diesel engine would emit only carbon dioxide, water, and nitrogen. But real-world conditions are far from perfect. The incomplete combustion of diesel results in a cocktail of emissions: nitrogen oxides, carbon monoxide, hydrocarbons (HC), and particulate matter laden with soot, ash, and even traces of engine oil debris.
PM falls into two categories:
1. Particles between 2.5 and 10 microns 2. Sub-2.5 micron particles
Shockingly, over 99 per cent of diesel particulates are smaller than 2.5 microns –tiny but incredibly dangerous. These particles are carcinogenic, posing severe health risks. Fortunately, wall-flow diesel particulate filters can capture at least 85 per cent of these harmful particles, with some systems achieving nearly 100 per cent efficiency under high-load conditions.
Continued maintenance
Your DPF is a marvel of engineering, but it’s not invincible. Excessive PM production usually points to upstream issues, such as:
■ Faulty fuel injectors
■ Malfunctioning glow plugs
■ Contaminated or incorrect oil
■ A clogged air filter
■ Problems with turbos or EGR valves
Routine maintenance is key. Using highquality fuel additives – like EEC’s 6-in-1 – can prevent carbon buildup, protect components, and assist with DPF regeneration.
How DPF regeneration works
DPFs don’t just trap PM – they also clean themselves through a process called regeneration. When PM levels reach about 60 per cent, the engine control unit initiates regeneration, injecting additional fuel to heat the DPF to over 550°C. This burns off the accumulated PM.
Regeneration can be affected by the following:
■ Poor engine maintenance.
■ Turbo or injector issues
■ Faulty pressure or temperature sensors.
■ Faulty EGR valve.
■ Damaged exhaust system (low/high back pressure air leaks upstream of the DPF).
■ Incorrect oil, incorrect fuel.
■ Less than 20 litres of diesel in thefuel tank
■ Engine oil levels can increase due to diesel getting into the engine, as a result of the regeneration process. If this occurs you need to replace the engine oil and oil filter, when replacing the DPF.
■ EML light on.
■ Do not use sealant up stream of a cat or DPF
To ensure proper regeneration:
■ Inspect pressure pipes for damage or debris.
■ Verify the EGR system is functioning correctly.
■ Use the manufacturer-recommended engine oil.
■ Check for diesel contamination in the engine oil.
■ Ensure the active system fuel additive (e.g., Eolys) is sufficient relating to PSA vehicles.
■ Ensure the fuel vaporiser is working correctly ( Relating to some Ford Models)
If the DPF fills beyond 90 per cent capacity (or 45 grams of PM), it may become irreparable. Blocked DPFs aren’t covered under warranty, so prevention is paramount.
DPFs and the law: what you need to know
Tampering with your DPF is a big no-no.
Under MOT regulations, a modified or removed DPF is an automatic fail. Worse yet, it could invalidate your motor insurance under the Road Vehicles (Construction & Use) Regulations [61a(3)].
At EEC, we’re committed to helping technicians tackle emission challenges. With a growing range of high-quality DPFs and an in-house wash-coating facility in Denmead, we prioritize excellence for both domestic and export markets. Our education and training programs empower industry professionals to diagnose and resolve emission issues with confidence.
Motul has been what marketers call “a great innovator” in the past, so let’s take a look at what they’re doing today and maybe it will give us some insight into how the future of automotive lubrication looks.
RACING ahead
Motul has, since its earliest days – long before the automobile was even conceived – been at the forefront of the market. In the 1950s, Motul really made the first major leap forward in automotive lubricants with the introduction of multigrade motor oil. Prior to this, people had to change lubricants in summer and winter. This new wonder product could be used all year round, in a broad range of temperatures, thereby reducing lubricant consumption and maintenance.
Motul had a motorsport heritage – using it as a vital part of the testing and development process of its new products. Success in motorsport, however, requires constant development and in 1966 Motul launched Century 2100 – the first semi-synthetic car lubricant – a product that withstood constraints and mechanical loads tentimes higher than the previousgeneration mineral oil lubricants.
Five years later, in 1971, Motul launched the first fully synthetic motor oil – Motul 300V – using vegetal-derived Ester technology that had been developed for the aircraft industry. The name refers to the 300 race victories that Motul cars had achieved.
The present day
Motul looked at the market holistically and at the issues and trends in the industry. It observed that OEMs across the board have prioritised preservation of the environment and community social responsibility, and are heavily communicating their desire and determination to improve their environmental impact.
In line with this and, given the large numbers of ICE vehicles that will be on our roads for many years to come, Motul decided to pioneer a sustainable oil range in every key aspect, but, vitally, it has developed lubricants that do not sacrifice performance in any respect to achieve this sustainability. In fact it is quite the opposite, as NGEN oils actually feature enhanced aspects of performance over their traditional counterparts.
Last year Motul launched its latest range – NGEN – which it firmly believes is the formula for the lubricant for the future.
that use hybrid technology. This year, it moves into the wider car market with the impending launch of NGEN 4 and 6.
The new oils are compatible with a huge variety of vehicles, including those that would normally use Motul’s 4100 and 6100 ranges. In more specific terms, NGEN 6 is a dedicated fuel economy formula, designed for recent vehicles powered by petrol and hybrid engines, suitable for applications requesting the latest API SP standard – although it is also backwards compatible to cover all API specifications for the last 25+ years – and ILSAC GF-6A.
Motul NGEN offers the opportunity for the individual to make a positive difference in sustainability when it comes to lubricating their vehicle, sure in the knowledge that this new range of lubricants will give them everything they need in terms of performance.
The range launched with two motorcycle oils, NGEN 5 and 7 (which are designed to be used as an alternative to its very popular 5100 and 7100 series oils) and NGEN Hybrid, which is specifically designed for vehicles
NGEN 4 is a dedicated formula, specifically designed for mid-aged vehicles powered by all fuel types. The formulation complies with ACEA A3/B4, API SP – again with retrocompatibility –and multiple OEM approvals.
Looking ahead
The likely reduction of ICE vehicles and the attendant growth of EVs (alongside, potentially, other alternative types of fuel, will present a whole new automotive landscape in which a plethora of opportunities will present themselves. The team at Motul are already looking towards a fluid future that exists outside of conventionally powered vehicles and has forged a strategic partnership with Green Corp Konnection, a pioneer in carbon-free mobility solutions.
Together, they are working on enhancing battery performance and harnessing the power of hydrogen combustion. These advancements are expected to reshape the future of mobility, making it more ecofriendly and efficient. The partnership has already yielded some impressive results, both in terms of enhancing EV technology and with hydrogen power.
On the electric power front, Motul and CGK have been working on immersion battery cooling using a dielectric fluid. This technology is at the forefront for battery electric vehicles and, until now, has typically been employed to cool supercomputers that generate enormous amounts of heat. In this case the fluid is in direct contact with the battery cells, enabling better thermal
management during charge and discharge cycles, as well as an improvement in the overall performance and safety of the battery and a much faster charging time.
Motul has demonstrated the efficacy of the dielectric fluid on several high-profile concept vehicles including its own electric Lancia Delta Integrale.
Hydrogen is also coming more and more into the reckoning as a viable alternative sustainable vehicle fuel source. Here Motul has again been working with GCK and the first visible results come in a project to convert diesel buses to hydrogen in the Auvergne-Rhône-Alpes region of France.
“Overall, we are looking at what we think will be a golden period for downstream specialist lubricant companies, such as ours, in the coming few years,” explains Motul UK sales and marketing manager, Andy Wait.
“However, we also see ourselves more and more as a fluid technology company, with a constantly strengthening sustainable outlook through exploring new opportunities in both traditional lubricants and alternative-fuel vehicle-related fluids.
JLM looks at how changing customer behaviour and rising costs are forcing technicians to dig deep.
Can CUSTOMERS be wrong?
Motorists are neglecting their cars; hardly a startling statement for any time served technician. Joe Public is delaying servicing or not bothering in the first place; only bringing their vehicle in when it’s ground to a halt, sometimes beyond economic repair. Motorists are also, perilously, heading down the DIY route with cheap-as-chips additives they’ve picked up with the supermarket shop. Close inspection of these products often reveals little or none of the active ingredients required to make good on their promises. This is especially concerning for workshops given the rise in operational costs.
A recent survey conducted by the Motor Ombudsman Bureau validates these statements. Technicians were asked about the challenges facing them.
54 per cent said that customers were putting off essential repairs and neglecting servicing.
49 per cent said customers were also neglecting routine maintenance.
75 per cent said that rising operational costs, taxes and energy bills were the most significant challenges facing them; followed closely by paying more for spare parts – not to mention the regular delays in obtaining them.
It’s a perfect storm that Mike Schlup, MD of Kalimex, the UK distributors of JLM Lubricants’ products, is also familiar with, commenting: “We work closely with top tier technicians throughout the UK, and we meet up with them at trade events. We understand their pain points. We also know from anecdotal feedback and rising sales, that technicians are actively looking to diversify and to build new income streams, as well as streamlining efficiencies; not at the expense of sacrificing customers or alienating their team, I hasten to add! Additives are now on the workshop menu and for compelling reasons. They can sometimes be used as a robust and credible alternative to a part or a repair, especially if the age or condition of a vehicle does not justify the expense. Using an additive can also reduce the time spent on a vehicle and it keeps the customer’s final
bill within affordable limits. If a proven, trade trusted, trade tested additive can tick the box, everyone’s a winner. We’re also seeing thousands of technicians using additives to build a growing income stream. These workshops know that whilst a customer may be putting off workshop visits, if they can sell them several additives to use in between these visits, on the basis they will help keep their vehicle in good working order, then that’s another win.”
Why should technicians choose JLM Lubricants’ products for workshop use, and to promote to their customers? As Mike explains, “JLM focuses on developing and manufacturing products in line with the Lean philosophy, which aims to deliver value to the customer by continuously improving processes and eliminating waste to provide more value with fewer resources. Crucially
JLM works closely with technicians to ensure that every product is road tested, professional feedback is considered, and improvements are made swiftly.”
“A top-tier additive with a high active ingredient percentage offers a reliable and affordable alternative for technicians considering customer budgets. These technicians also realise that despite their reminders and marketing messages, some customers will nonetheless fall through the net, only bringing their vehicle for repair as a last resort.”
“These customers should be informed about additives and the benefits of maintaining their vehicle between regular services,” continues Mike. “It’s not a perfect science but for any workshop, additives
provide an additional income stream, one that will grow if every team member talks about them to customers and promotes their virtues in reducing repair bills and optimising vehicle health. It's about making additives a core part of the business culture."
Oil changes neglected
“Technicians are telling us that customer are neglecting oil changes with the inevitable consequence that the oil becomes polluted with sludge deposit accumulations. This increases exhaust emissions and contributes to poor fuel economy,” says Mike. “For diesel vehicles, dirty and deteriorating oil can prevent active DPF regeneration, leading to blockages. The customer can then be faced with an eye watering bill for a new
DPF. We recommend that workshops use and recommend the JLM Lubricants’ Engine Oil Flush Pro and the full JLM range of oil treatment products. The JLM DPF range of products, including the trade only professional Diesel DPF Cleaning Toolkit is a must for any workshop that services and repairs diesel vehicles. Your customers can also buy the Diesel Particulate Filter Cleaner, the DPF Diesel Regen Plus and the Diesel Emission Reduction Treatment from their workshop. All of them one step easy to use products.”
“I've highlighted some JLM Lubricants’ products for technicians to use and recommend regularly. I would encourage readers of PMM to get in touch,” concludes Mike.
FOR MORE INFORMATION ON JLM simply scan the QR code
BEST PRACTICE
Replacing the A/C compressor
Although there are many elements within an air conditioning system, its entire efficiency relies on the compressor working properly and circulating the correctly proportioned mixture of oil and refrigerant around its sealed circuit and through the rest of its associated components. Denso explains.
To keep the air conditioning system working efficiently, not only does the owner need to use it regularly, but it also needs to be serviced, by a competent technician, in accordance with the vehicle manufacturers’ schedules. Over time however, even the best maintained systems can suffer from some sort of failure, which will require the replacement of one, or several, of its components.
As indicated, the A/C compressor is central and so will often be the part that is subject to the greatest pressure if there is a problem within the system. So, if it is found to require replacement, what best practice principles does VM original equipment supply partner and A/C specialist, Denso, say technicians need to follow?
Compressor replacement
Before removing the compressor from the vehicle, check if it can be rotated by hand because if it’s found to be locked, it usually indicates a lack of lubrication, which will result in metal debris in the A/C system. This
WATCH!
To watch this guide on youtube WWW.RDR.LINK/ABS042
means it will need to be correctly flushed before fitting the new compressor.
After removing it, perform a visual inspection of the faulty compressor, and write down the results, as these will provide a clear understanding of its condition. Check the suction and discharge ports, as this will help in the process. A dirty discharge port, for example, indicates dirt in the A/C system, and a dry suction port suggests a blockage, which is preventing the oil from circulating back to the compressor.
The compressor also needs to be drained of oil, so check its colour and the amount collected, and once these steps are done, the visual inspection is complete and the results will determine the necessary replacement procedure using the compressor installation guide, supplied with the new compressor. If the oil is clean, the correct type of oil is inside the circuit, the right amount and type of UV-Dye is used and there are no other additives inside the A/C system, then flushing with refrigerant is not required, and the new compressor can be fitted following the steps in the guide. However, the oil in the circuit still has to be correctly proportioned, which requires the oil balancing procedure highlighted later.
On the other hand, if wrong oil or additives are found, or the system contains too much oil, but the refrigerant circuit is clean and no black or metal particles are found, or no oil drain plug is fitted, then flushing the
system with refrigerant is required before fitting the new compressor. However, if black sludge, metal particles or a leak stop is found in the refrigerant circuit, flushing with refrigerant is not possible and a more fundamental overhaul of the A/C is required.
After installing a new compressor, it is essential to ‘run it in’, the purpose of which is to correctly distribute the oil to prevent damage immediately after the new component is fitted.
Balancing the oil
Without oil in the A/C system, the compressor will seize, which makes the oil essential. Just as modern engines require oils with specific formulations, A/C systems must also have the correct specification of compressor oil to make sure the compressor will operate under all circumstances.
Looking at the three oils individually is important because, despite opinions to the contrary, not all oils and refrigerants can mix, which casts doubt on the efficacy of an ‘universal’ A/C oil. At this point, it is worth reminding technicians that refrigerants must also not be mixed. Denso ND-oil 8 is a PAG 46 (this indicates its base oil type and viscosity) formulation and is designed for mechanical compressors using R134a refrigerant.
ND-oil 11 is a POE formulation, which is specifically designed for electrically driven compressors using either R134a or R1234yf refrigerant. ND-oil 12 is another PAG 46 formulation, but with specific additives and is for mechanical compressors using either R134a or R1234yf refrigerant.
There are three formulations of premium quality oil in Denso’s A/C lubricant range and these are specifically designed to suit the requirements of its various compressors, all of which are pre-filled with the correct specification of oil before their shipment, and is the only oil that will not invalidate their warranty.
In addition to the correct formulation of oil, when installing a replacement compressor, it is vital to have the right amount of oil in the A/C system.
If, when the old compressor was removed, the system has been flushed, the new compressor can be installed directly, but don’t forget to check if the pre-fill quantity matches with the VM’s data.
If, however, flushing is not required, technicians should use the following calculation to determine the correct amount of oil to drain from the new compressor:
A = Total oil amount in the new compressor
B = Amount of oil drained from the old compressor
C = Amount of oil to remove from the new compressor
As an example, if the total amount of oil in the new compressor is 120cc (A), and the total amount drained from the old compressor is 50cc (B), then the amount of oil to remove from the new compressor is AB (120-50), in this case 70cc (C).
However, for some applications it is necessary to add oil; for example, where there is one and the same part number for single and dual evaporator, or when the oil quantity of the new compressor differs from the VMs specification. If this is the case, technicians should check the VM data to confirm the correct oil amount. However, oil should never be added to the compressor; instead, it should always go into the condenser, receiver drier or evaporator.
SMART SOLUTION
AVA’s Clever Fit Concept helps workshops make the Clever Choice for the AC season
Although motorists often don’t think of their air conditioning until the first hot day of summer, workshops need to be somewhat more proactive and make sure the maintenance of the system is on their ‘to do’ list.
AVA is a thermal management specialist with a difference, offering ‘The Clever Choice’ in the automotive aftermarket with a well-balanced mix of competitive pricing, good quality, optimised range and flexible logistics solutions.
While others aim to expand their product range with numerous references, AVA distinguishes itself by prioritising actively moving references. It doesn’t just fill shelves, it optimises the car parc coverage, ensuring
that every product counts, to provide a finetuned selection of references that boosts sales, without overloading inventory. However, this emphasis on optimisation doesn’t compromise the level of quality AVA provides, because quality is paramount for both its customers and its reputation. As a result, every product undergoes rigorous development and testing to ensure it meets the company’s strict standards, and installation is smooth and hassle-free, thanks to the superior finish all the products in the range receive.
Oil & gas finder
As ‘The Clever Choice,’ AVA is dedicated to make business life easier. Recognising the importance of the correct A/C system filling to ensure optimum performance and safety, it introduced the AVA Oil and Gas Finder. This tool simplifies the identification of the appropriate refrigerant and lubricant types and quantity for specific requirements, eliminating the guesswork to achieve peak performance and safety.
To see this tool online
WWW.RDR.LINK/ABS023
“Clever Fit Concept”
Alongside its optimised range, AVA recognises that workshops need solutions that provide them with quality, convenience, and reliability, which is why it is committed to making their lives easier by ensuring seamless and hassle-free product installation.
With this goal at the forefront, AVA has now developed the Clever Fit Concept, a product range designed for top performance, ease of installation, and maximum efficiency and which helps workshops to make the Clever Choice for the A/C work they undertake.
With more than 570 products already added to the Clever Fit Concept and more on the way, every AVA product undergoes strict fitment checks to ensure a seamless fit, in a wide range of vehicles. Whether it’s a radiator, condenser, or oil cooler, AVA guarantees compatibility and optimal
performance, reducing the risk of returns and mismatches. This means that workshops can trust that every product meets the correct industry standards.
Time is valuable in the workshop, which is why the products within AVA’s Clever Fit Concept come with everything that’s required for a quick, hassle-free installation – O-rings, clips, and washers – all neatly packaged in the box. That also means no extra calls to the factor or hunting down missing parts because everything that’s needed is right there, ready for use. Key benefits in the workshop:
Faster Turnaround: Save time on installations and get vehicles back on the road quickly
Reliable Performance: Products are tested for optimal fit and long-term durability
All-in-One Convenience: Each Clever Fit Concept kit includes everything that’s needed, eliminating extra trips for parts
A/C compressor top tips
The compressor is known as the ‘heart’ of the A/C system because it is the vital component in the A/C cycle. It is fundamentally a pump that puts the
refrigerant and oil mixture under high pressure before it flows into the condenser, where it changes from a gas into a liquid. A fully functioning compressor is therefore necessary for the system to perform and deliver the desired temperatures inside.
The compressor is generally mounted on the engine and usually driven by an auxiliary belt from the crankshaft, which will normally also drive several of the vehicle’s other components. The internal parts are lubricated by a specially formulated oil, which is why it’s a mixture of oil and refrigerant that is present in the A/C loop.
The compressor needs to be replaced when it fails to pump at the proper pressures, which will mean the A/C system will be cooling down the ambient air more slowly than it did previously. Sometimes the compressor can make noises which indicate internal
“Time is valuable in the workshop, which is why the products within AVA’s Clever Fit Concept come with everything that’s required for a quick, hassle-free installation.”
damage or perhaps that the loop is suffering from a lack of oil, which left unresolved, can finally result in a broken compressor.
If its drive belt is not running in the correct alignment or should one of the pulleys begin to seize or locks completely, the compressor is one of the first components to feel the repercussions. This can have a huge impact on the compressor and may break its delimiter pulley or cause another malfunction.
If something like this happens, technicians need to check all the components driven by the auxiliary belt to see if anything is stuck or not running as it should, because if another component near the compressor isn’t working properly either, but it is only the compressor that is replaced, the problem may reoccur with all the unwelcome consequences that would bring with it.
Longer lasting A/C CONDENSERS
Whether it’s a hybrid, fully electric or a traditional combustion engine powered vehicle, the air conditioning system mustn’t be overlooked, says Nissens automotive.
The subject of air conditioning continues to be a source of both pleasure and pain to independent workshops. For those with a good grasp of the fundamentals and the necessary equipment to assist them, it’s a great revenue stream and a way to set their businesses apart, but for those that don’t have the required knowledge, it remains a bit of a mystery and can potentially leave them out of pocket.
For workshops in the second camp, this is a tragedy because whereas only as recently as a decade ago A/C was often still an optional extra on many new cars, nowadays it’s a standard feature, irrespective of whether it’s powered by a traditional combustion engine, is fully electric or one form of hybrid solution that falls in between.
Reluctance persists
Although workshops are generally confident to tackle almost any mechanical work, even modern double clutch systems, for example, many are wary of A/C work, so either turn these enquiries away, or attempt to cover off the subject by simply offering anA/C regassing service, which is often, at best, a short term fix to a deeper underlying issue.
As a provider of replacement A/C systems and the components that are within them, Nissens Automotive assists workshops by supplementing its comprehensive product range with technical advice and training that can help workshops tap into the profit potential of A/C service and repair.
With a system comprising so many components, it’s difficult to go into the fine detail of them all, but the condenser is one of the most critical parts as it maintains the correct performance parameters of the refrigerant and keeps the overall system
working properly, so needs to be regularly and carefully checked whenever the vehicle enters the workshop.
The condenser is also relatively fragile, and its position at the front of the vehicle exposes it to harsh conditions such as deicing salts used in the winter, which can quickly lead to corrosion, causing the condenser’s surface to deteriorate and leak. Furthermore, mechanical damage from careless service, insects or dust and other debris from the road can limit the condenser’s heat exchange performance.
Even if the part seems to be okay and is still partially working, a condenser in poor condition can lead to costly system failure, such as damage to, or even complete seizure of, the compressor. That is why it is advisable to perform condenser inspection during regular car and A/C system service. Overall then, condenser failures are common, so its impact on the efficiency of the system should therefore not be ignored. Any signs of damage or sub-standard performance require the need to determine the root cause and, if necessary, its replacement. Should a replacement be required, it is advisable to consider only appropriate quality products, as this will secure long and optimised system performance and help to avoid repeat repairs.
Longer lifespan
Nissens has developed a special corrosionprotective coating that considerably extends the part’s lifespan. It is based on a powder coating that precisely covers the entire surface of the part, creating an effective protective barrier to repeal corrosive agents attacking the surface.
Besides the specific type of coating, the way it covers the unit is crucial. Only thorough and complete surface coverage, including all the recesses, can ensure the best effectiveness of the treatment and the condenser’s long-lasting protection.
That is why Nissens has invested in its own test lab where it is able to conduct longterm corrosion tests that simulate natural atmospheric conditions and ensure the prolonged lifespan of its condensers. The tests include hundreds of hours in a climate chamber to verify that the anti-corrosion protection withstands the harsh conditions that condensers face when used in the real world.
These tests, and those undertaken by independent external institutes, have shown that the coating protected condensers from Nissens last considerably longer than original equipment or aftermarket equivalents without the protection, where raw aluminium is exposed to the test conditions.
The tests have also revealed that after 400 hours in the salt chamber, a pressurised Nissens condenser with its protective coating, maintains its structure and shows no signs of corrosion or severe fin deterioration. In addition, there was no leakage when pressurising during a highpressure nitrogen after-test.
“Mechanical damage from careless service, insects or dust and other debris from the road can limit the condenser’s heat exchange performance.”
As stated in the introduction, AC systems are relevant to both traditional and new energy vehicles (NEV), so the coverage that Nissens is able to provide across the various technologies allows workshops to fit a premium quality aftermarket solution.
Across its climate system range, Nissens offers almost 4,000 part numbers, with more than 450 specifically for NEVs. When it comes to condensers, the 1,200 plus references cater for 93 per cent of the European car parc and 79 per cent of Europe’s NEVs.
Equally important to workshops as quality products and the depth of the range, is technical support and here Nissens also has the options covered. The company shares its expertise of the complete A/C system, including maintenance, troubleshooting, and component installation. Its technical insights cover the latest technology trends and include electric vehicle and hybrid car thermal management systems.
TO Restoreor NOT toRestore
SIP Industrial Products is here for your classic car welding needs.
SIP Industrial Products has launched its new welding and plasma cutting range that covers it all; including professional ranges for automotive and classic car restoration. But what do you need to consider when restoring a classic car?
Restoring a classic car can be a rewarding endeavour for any enthusiast or professional mechanic, bringing life back to an old machine, but it isn’t a task that should be taken lightly. Welding plays a huge part in the process and we are here to explain the challenges that you are likely to encounter and advise on the optimum methods and products to use.
Material condition
Most classic cars suffer from corrosion due to age. Metals were thicker when manufactured but have since weakened, requiring careful heat control during welding to prevent distortion and burn-through while ensuring strong welds. Rust is another common issue, particularly around footwells and structural components. Often, restoration starts by cutting out rusted sections and replacing them with new material.
Bodyshapes,contours& alignment
It’s safe to say that classic cars have plenty of personality and usually come with more distinctive and unique body shapes compared to modern vehicles. Achieving seamless welds and maintaining original contours is vital. Proper alignment is also key –misaligned panels and inaccurate measurements can undo hours of work. Keeping weld pools neat and consistent preserves the classic look and feel.
Metal compatibility
Times have certainly changed, and so have materials. The majority of classic cars were manufactured using mild steel, with highstrength alloys being used to reinforce some components. Because of this, it’s crucial to select the correct welding process and filling materials for your car. Strong and durable welds need to be achieved, and you need to make sure you’re choosing the right materials to be successful.
Structural damage and integrity
Classic cars might look great, your panels might be aligned properly and your welds nice and neat, but what lies under the body is
equally as important. Classic cars will often suffer a lot of hidden damage. It’s important that a full assessment is undertaken. The structural integrity of the car must be solid to maintain safety and performance.
Now you know these considerations, what welding methods do you need in order to complete these tasks?
Choosing the right welding methods
Restoring a classic car to its former glory requires skill and the right welding techniques. For thin and sensitive body panels, DC TIG welding is the ideal choice, producing strong and consistent welds when paired with the correct filler materials. For easily accessible panels, a handheld spot welder is useful for achieving quick and consistent welds.
When working with clean metals that have multiple layers,MIG spot welding–also known as“puddle”welding – is a great option, reducing distortion and improving strength. If dealing with overlapping materials, drilling a small pilot hole can help form a strong weld puddle.
For panel joints, stitch MIG welding is effective in reducing distortion and providing flexibility while controlling heat. Welding
butt clamps ensure correct alignment and spacing between materials for optimal results.
When it comes to cutting rusted panels, plasma cutting provides a cleaner and more precise alternative to grinders, making it easier to prepare areas for patching and welding. They generate a lot of heat in a very small area, making them quick, neat and ideal for cutting out new panel shapes and accesses when used with a template.
When dealing with body panels, it can also be important to shrink the sheet metal and stiffen your body panels to ensure strong shape. This is commonly achieved with a gas torch and compressed air or a wet rag. To remove “oil canning” you first heat up a specific area of the panel and then cool it down. This method shrinks the metal,
eliminating the oil canning effect. In the modern world, it’s much more efficient to use an induction heater to create the same result. A handheld induction heater with a flat pad is a controlled and flame-free way of heating the material, ready for cooling and shrinking.
New range
SIP launched its new Weldmate range off the back of 50 years specialising in welding. The range includes MIG and TIG welders, handheld spot welders, plasma cutters, headshields, accessories, and welding consumables –everything needed for classic car restoration. Fully compliant with EU 2019/1784 (Eco Design for Welding Equipment) all of SIP’s welding machines feature fourth generation inverter technology
with over 80 per cent efficiency. The majority of models in the range include infinitely variable synergic controls for 1-dial control, providing a smooth, stepless output adjustment which ensures a higher-quality weld and better temperature control.
Restoring a classic car requires skill, patience, and the right equipment. With SIP’s new range, you can achieve precision, strength and efficiency in every weld. Whether tackling corroded panels, delicate bodywork, or structural repairs, the right welding solutions make all the difference.
So, are you ready to bring a classic back to life? With SIP backing you with the right tools for each welding process, the challenge is yours to take on...
CLASSIC Opportunity
Mik
Peirce, Niterra UK senior technical coordinator, explores the impact classic car ownership is having on independent garages.
The UK’s automotive aftermarket is evolving. While electric vehicles continue to make headlines, there’s another movement growing in parallel –the increasing emphasis on classic vehicle maintenance and repair. It’s a shift that could impact the way workshops operate, and at Niterra, we are striving to support professionals who recognise the value in catering to these timeless machines.
Classic cars aren’t just a passion project for enthusiasts –they’re a significant and growing part of the automotive landscape. According to industry reports, the UK’s classic car market is thriving, with more vehicles reaching ‘classic’ status as models from the late ‘90s onwards now qualify. For example, IBISWorld's Classic Car Dealers in the UK Report (October 2024) indicates that the UK's classic car dealer industry has experienced steady growth, with a compound annual growth rate (CAGR) of 1.7 per cent over the five years leading up to 2024-25, reaching an estimated revenue of nearly £2 billion. With over a million classic cars on UK roads, demand for skilled mechanics and quality parts is strong.
Workshops that embrace this trend can tap into a loyal customer base willing to invest in maintenance, restoration, and sustaining their investment. But success in this market hinges on access to the right parts and expertise.
The business case
For workshops, offering expertise in classic vehicle servicing isn’t just about heritage –it’s about future-proofing their business. Many classic car owners prefer independent specialists over dealerships, valuing experience, craftsmanship, and access to
trusted brands like NGK. Whether it’s ignition components, filtration, or bespoke tuning, having the right parts at hand makes all the difference in customer satisfaction and repeat business.
Moreover, with EV adoption accelerating, some petrolheads are holding onto internal combustion engine vehicles for longer as a way to make their own contribution to recycling and longevity. The looming shift to electrification has only deepened appreciation for ‘traditional’ engineering and is securing classic vehicle’s place on the road alongside a new generation. As more and more vehicles will become classics in their lifetime, many vehicle owners see classic cars as a long-term investment or a way to continue enjoying motoring free from the uncertainties of EV infrastructure.
Be prepared
While the opportunities are clear, workshops looking to expand into classic car servicing should consider a few key factors:
■ Specialist knowledge Classic cars often require different diagnostic approaches, older tools and a deep understanding of mechanical systems no longer found in modern vehicles.
■ Labour costs and time Restorations and repairs can be labour-intensive, requiring careful customer communication on costs and timeframes.
■ Space and equipment Some classics require more space due to their size and special handling needs.
■ Sourcing reliable parts Partnering with trusted suppliers like Niterra ensures that quality ignition components are readily available.
“Workshops that embrace this trend can tap into a loyal customer base willing to invest in maintenance, restoration, and sustaining their investment.”
The last in particular is something we at Niterra UK have prioritised with our latest NGK Ignition Parts catalogue.
A modern classic
Recognising the need for easy access to classic vehicle parts, we have expanded our flagship NGK brand’s Ignition Parts catalogue. For the first time, classic car applications are included in print, making it as quick to reference a 1970s Jaguar as it is a 2020 Ford Focus. Covering vehicles from 1903 to 1990 in the classic section, the entire catalogue now features nearly 550 spark plugs and over 140 glow plug part numbers, ensuring mechanics have what they need to keep classics running smoothly.
As the UK automotive aftermarket adapts to new challenges, workshops that embrace classic car servicing have an opportunity to secure long-term business. With our expanded catalogue and NGK Partfinder website now offering a full range of classic vehicle parts in print and online, professionals can easily find the right ignition components to keep these vehicles running at their best.
The road ahead is changing, but for those willing to embrace the past, the future looks bright.
A BRITISH Classic
Founded over 125 years ago by British pioneer Alexander Duckham, Duckhams Oils has a rich heritage with great British Classics. PMM delves into some of the iconic British vehicles lubricated by Duckhams that are still gracing our roads and workshops today.
From the original Morris Minor to the luxury of Rollys-Royce, Bentley, Jaguar, and more, our Great British Isles have produced incredible cars over the past century. Duckhams Oils have been at the heart of many of these vehicles over the past 125 years of motoring evolution.
William Morris (later Lord Nuffield), the British pioneer of family car mass production, became a personal friend of Alexander Duckham, the founder of Duckhams Oils. Duckhams collaborated on suitable lubricants for Morris cars from their earliest days.
By the 1930s, Duckhams’ New Process Oils were specified by the makers of more than 90 per cent of British cars, including all Austin models, Bentley and Invicta, also enjoying ‘approved’ status from Rolls-Royce.
In 1959, British Motor Corporation launched its ground-breaking new £500 family car, the Morris Mini-Minor. The car’s radical design placed the transmission beneath the crankcase, with the gearbox effectively operating in an extension of the sump. While this was fine for space-saving, it caused problems for the engine oil, which, in addition to suffering the usual contamination, was now expected to act as a gear oil too.
Not surprisingly, there were issues. Probably the greatest of these was the ‘shearing’ effect of the high pressures involved in the gears, which quickly broke down the polymers in ordinary oils, causing loss of viscosity and lubrication properties.
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Duckhams came to the rescue. While monograde NOL had been the manufacturer’s original recommendation for the Mini, Duckhams Q20-50 proved to be in a class of its own in this type of engine, maintaining viscosity and reducing the oil leaks that had started to plague the Mini.
The mini became a Duckhams icon itself, with the Duckhams ‘Q car’ proving a big attraction wherever it went.
Preserving a legacy
Duckhams was involved in the foundation of the National Motor Museum at Beaulieu in the 1980s, being one of the subscribers to the trust through which the museum was financed. More recently, Duckhams supported the prestigious Federation of British Historic Vehicle Club’s classic car loan project to encourage a new generation of historic vehicle owners.
Today, Duckhams provides the lubrication needed to keep classics in tip-top condition. Products like Duckhams Classic [Q] 20W-50 – the original green multigrade motor oil –are widely recommended in many original owners’ handbooks and suitable for use in older, higher mileage petrol and nonturbocharged diesel classic car engines. Using updated additive technology and highquality virgin base oils, Duckhams Q meets specifications and provides reliable protection for modern cars as well as being suitable for classic cars pre-dating 1950.
PLANNING AHEAD
The COVID-19 pandemic prompted a resurgence of interest in classic cars, as individuals sought out socially distanced hobbies and outdoor activities. This trend is expected to continue. Synonymous with classic clutches, Borg & Beck, a brand under First Line, maintains its reputation for quality and reliability within this community. As spring approaches, technicians and classic car owners are reminded to ensure their vehicles are properly prepared for the road, including any necessary clutch replacements.
“We’ve seen a notable increase in enquiries for classic car clutches, as springtime approaches, with drivers getting their pride and joy back on the road, looking to soak up the sunshine,” says Dan Girling, product manager from First Line. “Our team is fully prepared to assist technicians and enthusiasts in finding the right parts for their vehicles.”
Clutch on top
While First Line offers a range of steering and suspension components for classic cars, clutches remain the top-selling item. To address the common questions about classic vehicle coverage, First Line offers a detailed list of existing clutch parts, showing the appropriate choices and making sure that customers are satisfied.
Today, the Borg & Beck Classic range consists of more than 60 Borg & Beck Classic Clutch Kits, applicable to over 250
First Line is gearing up for an anticipated increase in enquiries for classic car clutches, with the warmer weather beckoning retro car enthusiasts back onto the roads.
British vehicles dating back to 1935, enabling classic car enthusiasts to maintain the vehicle’s heritage. Some key references include HK9694 for MGB, HK9683 for Morris Minor and HK8854 for Austin Mini.
Borg and Beck’s Classic Clutch range is manufactured to original standards, but with new driving styles compounded by modernday traffic management, a more durable solution is often required.
Girling added: “It’s increasingly common for drivers to keep the clutch pedal depressed while stationary, rather than shifting into neutral and engaging the handbrake. However, this habit can accelerate wear on carbon bearings, leading to rapid failure.
“On the other hand, ball race bearings are engineered to remain in constant contact and rotate with the clutch. This design significantly reduces the likelihood of failure, even if the driver keeps their foot on the pedal continuously. Modern-day clutches are equipped with ball race bearings, providing a
more durable solution for prolonged use.”
Carbon bearings were designed to withstand short amounts of contact with the cover release plate, typical of the contact found whilst changing gear. If the car is regularly driven, it’s best to upgrade to a ball race bearing.
For this reason, Borg and Beck offers clutch kits with the more robust ball race bearing for Jaguar’s classic E-TYPE, Mk II and XK models 1950-1970 (HK5229HD), for MGB and MGB GT 1962-69 (HK9679); MGC 1967-69 (HK9636HD); Austin Healey 3000, Jaguar E-TYPE, Mk II, Mk X, S-Type and XK (HK9702HD), as well as the kits with the original carbon bearing.
This gives drivers and technicians peace of mind that their classic car is being fitted with heritage parts that will last even in today’s demanding driving conditions.
Quality control
Motor factors and technicians can have complete confidence in the quality of all Borg & Beck Clutch Kits and components, as First Line has invested heavily in quality control and test equipment in its bespoke, in-house technical clutch centre, enabling the Borg & Beck clutch engineers to test every aspect of a clutch. The full range can be looked-up via application or cross reference in First Line’s market-leading online catalogue, WebCat, where registered distributors have access to check stock and place orders.
What’s new IN THE WORKSHOP?
Product News
Hella highlights headlight glare solution
OEM headlamp manufacturer, Hella is warning that the high light output of modern headlights has made proper alignment more critical than ever, as even minor misalignments can have a significant impact on other road users.
“While brighter lights improve road safety by enhancing visibility, improper alignment, the rise of higher-riding vehicles and the intensity of advanced lighting technologies are contributing to driver discomfort and reduced confidence,” said Dave Clark, Hella.
ZF battles counterfeiters
ZF Aftermarket has recently outlined its ‘Keep it Real’ campaign on the subject of counterfeiting – from the dangers to drivers, passengers and other road users, to the cost implications to the global economy, through to the damage done to brand, reputation and the job market. The firm’s intellectual property team is working on three main areas: the counterfeit parts themselves, the copied
packaging, and the fake advertisements and offers which are used to get the fake products into the market. This team does not take any chances, according to the company. If there’s ever any doubt over the integrity of the find, the confiscated items are forensically examined.
GSFsecures Amaron batteries UK supply deal
GSF Car Parts has agreed an exclusive deal with Indian battery manufacturer Amaron to supply a range of its products to the UK aftermarket. Amaron is a global brand with automotive and industrial battery solutions.
New label design for Exide
Exide Technologies has revealed that the labelling of its Exide Light Vehicle battery range has been updated with a contemporary design that simplifies battery selection. The new unified labels feature a clear colour-coded design based on the corresponding battery technology, making it even easier for technicians to choose the correct battery. Exide’s LV battery range includes Exide AGM, EFB, Premium, Excell, and Classic. To ensure consistency with the latest fitments in hybrid and electric vehicles, Exide StartStop Auxiliary batteries have been integrated into the Exide AGM range.
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Stock will initially be available off the shelf at GSF branches in Birmingham, Bradford, Leeds and London, with stock readily available for overnight delivery across other areas of the country from GSF’s National Distribution Centre.
Delphi supplies ‘hard-to-obtain’ Maserati brakes for Kent specialist
A Kent-based independent Maserati specialist is motoring ahead thanks to a recent shift away from increasingly costly OEM brake components, with Delphi stepping in to provide aftermarket parts to the garage, and this support is set to widen soon. Giallo Cars, based in Tonbridge, is focused on the niche Italian marque, seeing up to 15 vehicles a week for servicing and repair work. But even Giallo’s well-heeled clientele began to baulk at the cost of some original Maserati components, with brake part prices giving them particular pause,
prompting the garage to look for an alternative source. Garage director Matthew Sage commented: “When you’ve just spent £120,000, you expect the brakes to be expensive,” he said. “But five years you’re less keen on paying premium prices, but they still want branded items.”
As a Tier-1 OE manufacturer, Delphi’s brake components are manufactured to meet OE standards of performance.
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New diagnostic tool
APOLLO+ is the latest diagnostic tool from the Snap-On stable. Designed to combat increasing complexity within vehicles and boost workshop productivity, the tool aims to save time with every code by providing filtered information specific to the vehicle you’re working on. The Fast-Track Intelligent Diagnostics landing page gives you a comprehensive view of a logical diagnostic workflow, all from a single screen.
Features of the APOLLO+ of benefit to the garage environment include a 10” colour touchscreen display for improved readability indoors or out. The device also comes with comprehensive and detailed functional tests, OEM-specific scanner
coverage for more than 40 makes and more than 100 vehicle systems, as well as access to US and Australian coverage.
Snap-on harvests from billions of successful repairs to give access to a patented repository of verified replacement parts relating to the code and vehicle.
Wheel alignment lift
ISN Garage Assist’s new Luxus SX50AL+ is a 5,000kg capacity scissor lift designed specifically for wheel alignment, wheel and brake servicing. This lift incorporates an integrated "double elevation" scissor with a 4,000kg capacity, enabling technicians to quickly access the underside of the vehicle.
The lift’s safety features include automatic mechanical locks, pneumatic locking rear slip plates, an emergency lowering system and a pressure overload valve on the hydraulic system.
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What’s new IN THE WORKSHOP?
NEW TO RANGE
■ Shaftec Automotive has added 139 parts to its portfolio. This includes 119 CV joints, 16 driveshafts, four brake calipers, and three steering racks. A key application for the new CV joints includes the CV2141N for the Ford Transit V363 (2019 onwards), while a key application for the driveshafts includes the C320L/C320R for the Citroen C3 Aircross (2017 onwards).
■ Comline has launched a significant number of new references across its braking, filtration, and steering and suspension ranges. Notable inclusions are rack ends for the Toyota C-HR (2016-onwards), Ford Transit (2019-onwards) and Mercedes-Benz C-Class (2013-2023). Stabiliser links are also now available for the Hyundai Kona (2017-2023), Citroën Dispatch (2016-onwards) and BMW 1/2/3/4 Series’.
■ Apec has expanded both the Apec Red and Apec Black ranges this month, introducing a total of 61 new braking components. The Apec Red range extension includes 14 brake discs, 6 brake pad sets, 11 fitting kits, 8 brake calipers, 5 brake hoses, 4 master cylinders, 1 ABS sensors, 1 brake shoe, and 1 brake pressure regulator.
■ WAI Europe has added eight new alternators and two new starter motors to its rotating electrics portfolio, as part of its ‘First to Market’ ethos to offer the best in market range, quality and availability at a competitive price. Key references in WAI’s new alternators range include part number 21007N to fit Porsche Macan, Cayenne, Panamera 3.0, 3.6 2015-2019, reference 21539N for Volvo heavy duty applications and part number 21781N covering popular Dacia / Renault Logan 1.6 2014-2020 applications.
■ First Line has strengthened its product offering with the introduction of 64 new-to-range parts. This latest expansion includes key additions in steering and suspension, drive shafts, cooling. In steering and suspension, notable introductions include part number FDL7695, a front stabiliser link for leftand right-hand applications for the Tesla Model S e.
■ Juratek expands braking range with over 900 new parts added in 2024. The breakdown of these additions includes 528 caliper references, catering to 6,350 applications, and 78 discs which cover 1,163 applications. Additionally, 43 new brake pad references address 429 applications, while 88 hoses support 1,915 applications.
All-Season Tyre
Apollo Tyres has launched the Vredestein Quatrac Classic, a premium all-season classic car tyre that combines timeless looks with modern structure and materials for superior standards of year-round grip and traction.
The low weight, low noise Quatrac Classic, which has been developed by the company’s global R&D team in the Netherlands, incorporates a directional tread pattern with ‘evacuation slots’ to resist aquaplaning. The advanced, full-silica tread compound delivers assured roadholding in all conditions including ice and snow – certified by the ‘Three-Peak Mountain Snowflake’ mark embossed on the sidewall. Available from Q2 2025, the new tyre will initially be available in two of the sizes most often found on ‘winter season’ classic cars used year-round. The 185/70 R15 89 V size option is ideal for popular classics such as the Triumph TR4/5, Volkswagen Beetle, pre-1990 Porsche 911 and Volvo Amazon; while the narrower 125 R15 68 S is ideal for Citroën models including the Méhari, Dyane and 2CV. WANT TO
Engine Oil
Castrol has launched MAGNATEC 5W-30 P, an advanced engine oil specially formulated to meet Stellantis’ new FPW9.55535/03 5W-30 engine oil specification, which means it is suitable for a large proportion of Peugeot, Citroën, and DS vehicles currently on the road across key European markets. The new product has been formulated to meet leading industry standards and match the handbook specification of many Stellantis cars, SUVs, pick-ups and hybrids, delivering non-stop protection from every engine start. Castrol MAGNATEC 5W-30 P is designed for engines such as EB2 GEN 2 and is also compatible with EB2 Turbo GEN 1 and GEN 2, DV5R, and DW12RU. It also meets PSA B71 2290, as well as being approved for use in high temperature climates where PSA B71 2297 is required
Considering the Stellantis vehicle coverage, MAGNATEC 5W-30 P can be used for 83 per cent of the Citroën vehicle parc, 78 per cent of Peugeot, and 44 per cent of DS Automobiles. The new product is also compatible with a select number of Opel/Vauxhall, Fiat, Toyota and Mitsubishi vehicles.
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Workshop tools
Noise Finder
Gunson has just introduced a 5-channel Electronic Automotive Noise Finder (part number 77178). This convenient electronic listening tool is designed to help mechanics and enthusiasts pinpoint the source of annoying noises and vibrations in vehicles. During a road test, the signal input jacks can be positioned on chassis and suspension assemblies as well as on engines, alternators, gearboxes and differentials. The instrument is ideal for tracing chassis and suspension noises caused by worn bushes, ball joints, wheel bearings, gear box bearings,
differential bearings, etc. Engine noises that can be traced include valve clearance, fuel injectors, flywheel noises, clutch release bearings, bottom end bearings, and alternator/dynamo bearings. Pinpoint those pesky under-dash squeaks and rattles that are so annoying.
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Flare Nut Torque Adaptor Set
Laser Tools’ new Flare Nut Torque Adaptor Set (part number 8977) is designed to enable the use of a 3/8" drive torque wrench to tighten a flare nut or wired sensor to the correct torque. If attempting to use a socket or flare-nut spanner, you normally cannot use a torque wrench on flare nuts or wired sensors –this set allows technicians to
Plier Range
Automotive tool brand Draper has added a tough new green range of pliers to its Expert series of tools for the trade. The new green colourway is set to signify that each tool is 100 per cent made for the trade, built for frequent use by the pros. The new green Expert collection includes 32 pliers in various singles and sets. Choose from high leverage, water pump, long nose, circlip
ensure proper torque settings are applied with ease. The adaptors are bi-hex (12pt) profile, and ten are included, ranging from 10mm to 19mm. It is important to note that torque settings must be recalculated to account for the added extension. Sizes: 10, 11, 12, 13, 14, 15, 16, 17, 18 and 19mm
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pliers and more, to suit a range of jobs across the professional garage. A quality pair of pliers, with comfortable grips and durable jaws, really can save you time, reduce frustration, and prevent damage to delicate components.
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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
Arnott Europe ....................................................(page 21)
