Professional Motor Mechanic December 2020

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PROFESSIONAL

DECEMBER 2020

MOTOR

F R T E R E A

T T O H E

D E

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

THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

WHAT’S NEXT? Expert analysis of the legislation shaping the aftermarket's future

UP TO STANDARD How IMI TechSafe might affect you Also inside...

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

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Contents Regulars 7-8

NEWS & VIEWS

10

TROUBLESHOOTER

12

CLUTCH CLINIC

15

BELT FOCUS

20-23

TECH TIPS

24-28

BUSINESS & TRAINING

30-32

SPECIAL REPORTS

VOLUME 21 ISSUE 10 DECEMBER 2020

Features

35-36 BATTERIES & IGNITION

39-40 BRAKES & CLUTCHES 44

GIVEAWAYS

48

WHAT’S NEW?

Editor’s Picks 24

2020 – WHAT A YEAR! Neil Pattemore brings us up to speed on this year's legislative developments

28

IS YOUR JOB INTAKE PROCESS CREATING CUSTOMER VALUE? Why the first moment of contact with your customer matters

30

45-47

THE IMI TECHSAFE STANDARD PMM speaks with IMI CEO Steve Nash about the IMI TechSafe initiative

32

ON COURSE WITH CARWOOD How the remanufacturer is pushing for a greener future

42-43 TOOLS & EQUIPMENT

PMM Awards 2020

Total Average Net Distribution 59,921, 1st July 2019 – 30th June 2020

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VIEWPOINT

Worthy of recognition

Editor DANIEL ARON Digital Manager KELLY NEWSTEAD

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

Subscriptions

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

EUROPE and OVERSEAS 1 year (11 issues) £50 Airmail 1 year (11 issues) £65 Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts, WD24 4YF. Tel: Watford (01923) 237799 Fax: (01923) 246901 E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk

his time last year, in this exact column, I shone a light of recognition on the industry bodies that had worked tirelessly to support the garage sector in the 12 months prior. In their own separate ways, they had gone to great lengths to ensure the strength of the industry would persist and grow as we welcomed 2020; whether that was by lobbying for legislation, providing access to high-level training, or even simply by lending an ear willing to listen to the needs of technicians. All those mentioned in that column, and more besides, had gone above and beyond.

Little did I know what lay ahead of us. 2020 would thrust in our paths a challenge that many would have deemed unimaginable. In March, it seemed as though the world had stopped spinning on its axis, and governments, industries, and countries were left scrabbling to understand what was happening. Without a doubt, the pandemic caused a seismic shift in our livelihoods, and it is likely to continue to do so for months, and quite possibly years, to come.

You should keep in mind the sheer scale of the disruption caused by coronavirus, because only then can you contemplate the magnitude of your accomplishments over the past year. Yes, it’s true that we are not out of the woods yet, but all of those on the aftermarket frontline have done a phenomenal job fighting through the thicket up to this point. It is easy to lose your bearings when confronted with endless torrents of bad news – as has become custom this year – and, as a result, it is even easier to fail to recognise everything that has been achieved.

This year’s PMM Awards (page 45) go some way towards highlighting the priceless, reactionary triumphs of the year. Yet, there is so much to put on a pedestal. To list just a handful more, we have seen a boom in online training platforms; a similar boom in online methods of communication; a number of practical standards launched (read more about the IMI TechSafe scheme on page 30); campaigns to help manage MOT overflow; plus, ongoing charitable support to help tackle wellbeing and mental health issues. There is no better indication of this industry’s remarkable resilience.

As we look towards a Christmas season like no other, collective resilience will be called upon once again, and there is no better way of casting off the shadows of doubt than by recalling your accomplishments of the past year – no matter how small or seemingly unimportant. All anyone can do is approach the new year with optimism, reassured by the fact they have surmounted the obstacles of 2020. To sign off, a pearl of wisdom from a man well-versed in navigating times of difficulty: “For myself I am an optimist – it does not seem to be much use being anything else.”

Winston Churchill

Website: www.pmmonline.co.uk Facebook: /ProfessionalMotorMechanic

Merry Christmas! Happy New Year! And, above all else, stay safe!

Twitter: @pmmmagazine Copyright © 2020

Associate member

Daniel Aron Editor

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

Front Cover: ©guruXOX/AdobeStock

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

NEWS

& VIEWS

Mission Motorsport secures EV training centre approval Ben extends its support for those facing job losses Automotive charity, Ben, is now providing support to industry people who have lost their jobs or might be at risk of losing their jobs.

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en saw a 52% increase in requests for support from April-September this year, which shows the impact that COVID-19 has had on the health and wellbeing of automotive industry people. In response to the challenges being faced by the industry, the charity has extended its services to provide much-needed support during these uncertain times.

As part of the new extended support, Ben is focusing on ‘Work, Health and Wellbeing’ and has developed online tools (available at WWW.RDR.LINK/AV001) as well as providing one-to-one support.

Ben’s new online tools offer guidance and self-help resources on the following areas: ■ ■ ■ ■

Creating or updating a CV Preparing for interviews Finding the right job Job searching

Ben’s support services team are providing one-to-one support for people in the following ways:

■ Practical support for people

who are looking for work ■ Information, advice and

guidance for managing money and maximising benefits ■ Access to Ben’s digital platform, Silvercloud, and access to Ben’s life-coaching programme to help improve confidence and motivation, which are commonly affected during periods of uncertainty related to employment ■ Signposting and linking affected individuals to third party support, including specialist recruitment consultants, as well as a free three-month membership to the Institute of the Motor Industry (IMI), which provides training, resources and useful industry information.

Mission Motorsport, the Service charity that runs ‘Mission Automotive’ – the Armed Forces engagement initiative for the UK automotive industry – has secured Electric Vehicle Training Centre approval from the Institute of the Motor Industry (IMI), opening the door for ex-services personnel to apply their expertise in the automotive sector.

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ith wide-scale electric vehicle adoption on the horizon, the job opportunities for ex-services personnel will be immense as James Cameron, CEO and Founder, Mission Motorsport explained: “Many forces personnel have extensive experience in handling high voltage equipment; it’s just part of the day job. It makes perfect sense to reapply this experience in the automotive sector, which is currently facing a shortage of experienced and qualified technicians to work on electric

vehicles.

“Working in collaboration and using expertise from both Mission Motorsport and the IMI, we have identified a win-win opportunity that responds to the automotive sector’s need for skilled staff qualified in working with high voltages. The IMI TechSafe™ recognition provides a real door-opener for talented services leavers and veterans who are looking to transition to new careers. Mission Motorsport committed to secure training centre approval which required a significant investment of time to get our team trained and ready to deliver the courses – all whilst coping with COVID-19.

“With more than 14,000 service leavers looking for new opportunities every year – and already having assisted more than 2,000 individuals into automotive careers in the last five years, we know that we will be able to provide a supported pathway for veterans to access genuine employment opportunities – as well as filling a very real skills gap for automotive employers.”

Rachel Clift, Health & Wellbeing Director at Ben, said, “This has been an incredibly tough time for our industry and its people. The pandemic has left many people’s futures uncertain, so in response, we have extended our services to provide the relevant support.

“We want the industry and its people to know that Ben is here for them and can provide the support they need.”

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NEWS

& VIEWS

FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE

MAM Software unveils new branding and website MAM Software has unveiled its new branding, as the company marks one year since being acquired by Kerridge Commercial Systems (KCS).

Tool Connection appointed as UK distributor for Cataclean The Tool Connection, home of Laser Tools, has announced that it has been appointed exclusive distributor of all Cataclean Global Limited products for UK, Rep of Ireland, and European territories. The new agreement takes effect from 1st November 2020.

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oth Cataclean and Tool Connection are very excited about the new arrangement — the joint R&D programme will bring more revenue opportunities for the aftermarket sector with new products and applications of Cataclean.

Tool Connection’s Managing Director, Eddie Altham, commented, “Although we have been assisting Cataclean with its distribution for a number of

8 DECEMBER 2020 PMM

years now, we think that this new exclusive agreement is a great opportunity to support each other’s brands, and will be of great benefit to both companies.”

“Cataclean is delighted with the new Tool Connection partnership,” said Cataclean’s Sales Director, William Jones.

“Tool Connection’s reach across the UK, Rep of Ireland and continental Europe promises significant growth. We are also excited about the development of new innovative products, tools and applications that will be delivered by the combined effort of the partnership’s extensive R&D functions.”

“The joint R&D programme will bring more revenue opportunities for the aftermarket.”

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he rebrand is the first for the automotive software provider since April 2013 and sees the launch of an updated logo, as well as a new website. The branding marks an exciting new chapter for MAM Software and brings it in line with the distinctive style of the wider KCS group.

MAM’s new logo includes KCS’ magenta diamond design; the four lines at the centre represent the cornerstones of the brand – sourcing, stocking, selling and servicing – as well as the key target audiences.

James Mitchell, KCS Managing Director in the UK

and Ireland, said, “This rebrand marks a really exciting time in the evolution of MAM Software, as we gear up for the next generation of our growth of provision of IT solutions to the automotive distributive sector as a core part of the KCS group.”

“MAM Software has presented KCS with fantastic opportunities to expand its presence in the automotive and data services markets globally.

Unifying under a common brand reaffirms how integral the automotive team and product portfolio are to the future of a business we are proud to be part of.”

KCS acquired MAM Software in October 2019 and continues to market its popular garage and business management products to the automotive industry. View the new MAM website here: WWW.RDR.LINK/AV002

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TROUBLESHOOTER

Failure to CHARGE PICO technician Ben Martins faces a Renault Kangoo that is refusing to charge.

Here is how he tackled the problem…

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ith the growing number of EV vehicles on the road, it is tough keeping up with new technology. The increase of EVs has led to a number of the typical internal combustion engine issues being eliminated, with some manufacturers stating servicing is optional. All that aside, EVs are not without faults. In this instance, we will take a look at a Renault Kangoo with a charging issue and the hurdles that diagnosing this type of fault brings.

Safety first However, before we start, we have to talk about safe working with EVs, particularly when discussing charging issues.

Firstly, please do not use this case study as a training or instructional guide for working on these vehicles – it is only intended to provide information and give you an idea of possible applications of PICO Automotive products.

Secondly, the required CAT ratings of any measurement tools and accessories you use to diagnose faults on a charging EV depend

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Vehicle information Vehicle: Renault Kangoo Engine code: 5AM 400 Year: 2014 Symptom: Not charging; battery extremely low

on which part of the mains distribution network the vehicle's charging station is connected to (due to the possible exposure to transient voltages or short circuit current changes within the mains distribution network). This is irrespective of whether you are testing the high voltage (HV) or, say, the 12V system on the vehicle.

Generally, an EV charging station is connected to the mains network after the main distribution board/circuitbreaker/junction box (i.e. on their outlet) in a building. Therefore, your test equipment should have a CAT rating of III or IV when testing an EV connected to such a charging station. However, if the EV charging station

is connected to the mains network before the main distribution board/circuitbreaker/junction box, your equipment must have a CAT rating of IV. Without knowing (via proper investigation) exactly how a charging station is connected to the mains network, you should use only CAT IV rated equipment when carrying out measurements on a vehicle connected to a charger.

In this case study, we know that the vehicle’s charging station is connected to the mains network after the distribution board.

Therefore, we know we can safely use our CAT III rated differential probe (and connectors) to carry out all our 12 V system measurements (not just HV measurements).

Charging failure Renault, along with Nissan, is certainly one OEM that has been around the longest when it comes to full battery electric vehicles (BEV) here in the UK. And as they age, the faults start to appear. This 2014 Renault Kangoo ZE was a full BEV, with the battery

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located underneath the vehicle's floor pan.

Charging was done with an electric vehicle supply equipment (EVSE) and the connection was made using the type 2 connector. The vehicle charging inlet was behind the badge on the front grill. This was the 400 version of the 5AM engine, which meant that this Kangoo did not support rapid charging. That, in turn, meant that everything was done through the on-board charger.

Unfortunately, this meant charging wasn’t exactly fast, with typical charge times of 11 hours from a flat battery to fully charged on a 3kW home supply. The customer complaint in our case, though, was that the vehicle didn’t charge at all.

As always, we did a quick interview with the customer to get a better idea of the issue and to make sure that we could confirm the fault. The customer was unsure when the fault initially started, as they were still connecting the vehicle overnight. Due to short journeys and a very slow charge time, it only became obvious when the battery continued to deplete. The vehicle had already been through a number of hands, with the last one reporting that due to a dead rat on the undertray there could be rodent damage and that the OBC and inverter needed to be replaced.

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On first inspection Rats don’t bother me, but they’re not exactly nice to find when you’ve got your head stuck under the bonnet! Needless to say, a visual inspection was done first, to ensure that we were free from rodents and any potential health hazards, and more importantly whether there were any exposed HV cables. All was OK and the next step in the diagnosis was to confirm the fault.

We used the customer’s supplied home charging cable connected to a mains socket and switched it on. The indicators on the EVSE all illuminated as expected and no fault was reported. When connecting to the vehicle, the latch engaged indicating the vehicle detected a charging cable. The indicator on the dash also verified this (Fig 1).

Typically, when you connect an EVSE to a vehicle, you will hear the contactors ‘click’, connecting the HV battery to the on-board charger and allowing the battery to charge. In some cases, you will also hear the fans or cooling system starting when charging has begun. When connecting to the Kangoo, however, we heard nothing. We disconnected the charging cable and moved to DTCs. Next on the list was checking for any fault codes. The only warnings on the instrument cluster were for low battery. The fault codes

í˘˛ “Rats don’t bother me, but they’re not exactly nice to find when you’ve got your head stuck under the bonnet!â€? we found were relating to the low HV battery as expected, but we found nothing else to give any type of direction. Looking at the live data we confirmed that the SOC of the HV battery was at 3%, which was backed up by the vehicle's sound and visual warnings when we turned the ignition on.

As you can see from the image (Fig 2), 3% means that the immobilisation threshold is imminent. This is a dangerous level to be at for an HV battery, as it will reach a point when even charging cannot take place when connected to an EVSE. If it were to drop much lower, the battery would have to be removed to be charged with an HV battery recovery system. There are tools we can use if an HV battery has completely discharged and will no longer put the vehicle into the ready mode, but it is better for everyone if you can prevent it getting to that stage!

To find out how Ben resolves this Renault Kangoo's charging issue, WWW.RDR.LINK /AV003

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CLUTCH CLINIC

HOW TO Replace a clutch on a VW Transporter T5 In this month’s Clutch Clinic, REPXPERT Alistair Mason replaces the clutch assembly and dual mass flywheel on a 2012, 2.0 TDI Volkswagen Transporter T5.

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he Transporter T5 in question had covered 134,000 miles, and the customer reported ‘clutch slip’. A short road test confirmed the problem, so a clutch replacement was advised.

The Volkswagen Transporter is a very popular vehicle, seen regularly on today’s roads, campsites and coastal areas, so the likelihood of one visiting an independent workshop for repair is high. With a book time of 4.7 hours, full instruction available through Schaeffler’s REPXPERT workshop information website, and only a small investment in workshop equipment, this is a profitable repair for any workshop.

Workshop equipment â– Vehicle lift (two post is ideal) â– Engine support â– Gearbox jack â– Clutch alignment tool

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Gearbox removal Although 99% of the work to remove the gearbox is carried out from the underside of the vehicle, start by opening the bonnet and, for safety reasons, disconnect the negative battery lead and then remove the gear linkage cables from the gearbox.

The first job to carry out on the underside of the vehicle is to remove the front subframe, so raise the vehicle lift to waist height, remove both front wheels, disconnect the anti-roll bar from the front sub-frame (Fig 1), remove the steering rack retaining bolts from the front sub-frame and secure the steering rack in position (Fig 2), then disconnect both bottom ball joints from the hub carriers (Fig 3), remove the exhaust front pipe mounting from the sub-frame and disconnect the front and rear engine mountings. The sub-frame is

now ready to be removed, so support the subframe with a gearbox jack, remove the subframe mounting bolts, lower the gearbox jack and remove the sub-frame.

Now, with good access for the gearbox removal, remove the inner driveshaft flange bolts on the N/S driveshaft, disconnect the driveshaft from the gearbox and secure the driveshaft away from the gearbox. On the O/S driveshaft, disconnect the centre bearing (Fig 4), pull the hub assembly out and disconnect the driveshaft. Remove the exhaust bracket that is above the O/S driveshaft, and then remove the rear bell housing bolts, as well as the starter motor and the front bell housing bolts, but leave one accessible to support the gearbox. Support the gearbox using a gearbox jack and support the engine using either a second gearbox jack, or

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suitable support system, and remove the gearbox mounting bolts (Fig 5), lowering the engine and gearbox slightly to aid removal.

This now provides good access to the top of the gearbox to remove the clutch slave cylinder retaining bolts and pipe bracket, then remove the gear linkage cable bracket and cables and the top bell housing bolts. Remove the final bolt, ease the gearbox away from the engine, and when clear from the clutch, lower the gearbox and move it away from the vehicle.

Clutch replacement Remove the nine clutch cover bolts, then the cover, followed by the plate. The dual mass flywheel can then be tested for wear and in this instance, it was replaced following the customer’s request. Test information and specifications are available on Schaeffler’s REPXPERT website or on the REPXPERT app.

Check the back of the engine for any oil or coolant leaks that could contaminate the new clutch assembly and rectify if required. Always remove any clutch dust from the back of the engine using clutch and brake dust cleaner, and degrease the new flywheel at this point.

Attention now turns to the bell housing and clutch release system. Remove the release arm and bearing from the gearbox and remove the clutch dust from the bell housing

using clutch and brake dust cleaner. Inspect the release bearing guide tube, release arm and also the release arm pivot point for any wear and replace if required. In this instance, wear was noticed on the pivot point and this was therefore replaced accordingly (Fig 6).

Now, re-fit the release arm with the new release bearing attached, applying a light smear of high melting point grease to the pivot points; the release bearing however does not require any lubrication, as it is nylon running on metal.

Next, apply a light smear of high melting point grease to the input shaft splines and mount the clutch plate – this will evenly distribute the grease and confirm correct fitment – then remove the clutch plate and wipe off any excess grease.

We now need to mount the clutch. As this is a self-adjusting clutch, identified by the three small yellow springs in the clutch cover, it is strongly advised that a self-adjusting clutch tool is used to mount the clutch. First, align the clutch plate using the clutch alignment tool and position the clutch cover/pressure plate on the alignment dowels.

Mount the self-adjusting clutch tool and then ease the clutch into the home position (Fig 7), insert the six clutch bolts and tighten.

Remove the tool and fit the remaining three

clutch bolts and tighten. Lastly, torque the clutch bolts to the manufacturer’s specification.

Gearbox installation With the clutch replaced, check that the gearbox alignment dowels are positioned correctly in the engine block, and that all components and wiring are clear of the bellhousing area so that they don’t interfere with the gearbox installation. Position the gearbox on the gearbox jack, ease onto the clutch and then onto the alignment dowels. When the gearbox is in position, secure with two easily accessible bell housing bolts.

Installation is in reverse order of removal, but remember to torque all bolts to the manufacturer’s specifications where stated, and reset electrical units where required.

Finally, on completion of the job, always carry out a full road test to confirm a quality repair.

INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, LABOUR TIMES AND MUCH MORE CAN BE FOUND ON THE REPXPERT WORKSHOP PORTAL WWW.RDR.LINK /AV004

OR THE REPXPERT APP.

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BELT FOCUS

HOW TO Install a timing belt kit on a Ford Focus II The technical team at Continental has gone to great lengths to provide a succinct, step-by-step guide to installing a CT1092WP1 timing belt kit on a 1.6L Ford Focus II.

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hen approaching this procedure, it is always worth noting the manufacturer’s recommendations. In this particular case, the manufacturer suggests changing the timing belt for vehicles up to 12/2005 every 240,000km/10 years.

Alongside this, Continental stresses that the multi V-belt must be changed at the same time as the timing belt. The manufacturer recommends changing the multi V-belt on vehicles up to 12/2005 every 240,000km/10 years.

Preparatory work Identify the vehicle using the engine code.

Then, disconnect the vehicle battery. Do not turn the crankshaft and camshaft once the timing belt has been removed. Turn the engine in the normal direction of rotation

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Vehicle information: Ford Focus II (DA), 1.6L TDCI, MY

It’s important that you comply with all the tightening torques specified by the vehicle manufacturer.

2005 with engine code HHDA Labour time: 1.7 hours

Removal

Tools required:

â– Remove the ancillary drive belt, drain the

2 x crankshaft centering tools OE

coolant at the expansion reservoir hose, and cover the alternator in advance â– Support the engine securely using a jack and pad â– After unscrewing the four nuts, remove the front engine mount (nuts must be changed at 80Nm for the top and 90Nm for the bottom). â– Remove the upper guard, then unscrew the four horizontal bolts of the engine mount flange (55Nm), loosen the CS vibration damper using the impact wrench and remove, then finally remove the lower guard and re-fit the vibration damper (Figs 1, 2 & 3).

(303-732), Tool Box V04/18; crankshaft locking pin OE (303-734), Tool Box V04/17; camshaft centering tool OE (303-735), Tool Box V04/19 – all can be found in Tool Box V04

(clockwise) unless otherwise specified.

Next, turn the engine but only at the crankshaft sprocket, not at other sprockets.

Only carry out checks and adjustments when the engine is cold, and avoid contact between the belt and harmful substances, such as engine oil, fuel or coolant.

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BELT FOCUS

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Removal – camshaft belt

12 o’clock position, until it is aligned with the bore behind it. Insert the crankshaft centering tool OE (303-732), Tool Box V04/18 into the bore of the crankshaft timing belt sprocket/sensor sprocket and

â– Set the valve timings to the TDC mark of

cylinder 1. â– Ensure that the camshaft sprocket bore (at

approx. 10 o’clock position) is aligned with the bore in the cylinder head (Fig 4) so that the locking tool OE (303-735), Tool Box V04/19 can be inserted into the bore (Fig 5). ■Check the position of the crankshaft. To do so, turn the bore of the crankshaft timing belt sprocket/sensor sprocket to the

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release the tension on the timing belt.

the engine block bore (Figs 6 & 7). â– Lock the timing belt sprocket of the high-

pressure pump at the approximately five o’clock position with the crankshaft centering tool OE (303-732), Tool Box V04/18 (Figs 8 & 9). ■Remove the timing belt guide on the crankshaft timing belt sprocket/sensor sprocket (approx. five o’clock position) and sensor (approx. seven o’clock position) (Fig 10). ■Loosen the tensioning pulley nut and

ě?… â– Now remove the timing belt.

Installation – camshaft belt ■Beware of the crankshaft timing belt

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sprocket/sensor sprocket sliding off the crankshaft when removing the timing belt!

Before fitting the new timing belt, check that the pulley spring for the crankshaft timing belt sprocket/sensor sprocket is correctly positioned (Fig 11). Fit the components contained in the kit. Check

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BELT FOCUS

the remaining sprockets, such as the camshaft sprocket and crankshaft sprocket, for damage. When fitting the tensioning pulley, ensure that the tensioning pulley fork is installed centrally above the cam (Fig 12).

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the crankshaft in direction of the engine rotation.

■ Set the valve timings to the TDC mark of cylinder 1 – setting the same as the removal above. It must be possible to insert the locking and centering tools again. Ensure the tensioning pulley marks (Fig 13) are aligned. If they are not aligned, repeat the setting process, then remove all locking and centering tools again.

■ Assembly should then be carried out in the reverse order to the removal. Fit the new crankshaft bolt and tighten it in two stages. First: 30Nm; then, second: 180°.

To do so, lock the flywheel using the crankshaft locking pin OE (303-734), Tool Box V04/17, and then turn the crankshaft until the locking tool is aligned with one of the slots in the flywheel (Fig 18). Then remove the locking tool again.

■ Fit the timing belt in the direction of

crankshaft rotation. Take care to ensure that the timing belt is not kinked during the fitting! The timing belt must be tight between the sprockets on the tight side.

■ Tension the timing belt via the tensioning pulley. To do so, turn the tensioning pulley eccentric counterclockwise using the hex key and tension until the marks align (Figs 12 & 13). Tighten the tensioning pulley nut (23Nm).

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씍 ■ Record the changing of the original

Continental timing belt on the sticker supplied and stick this in the engine compartment (Fig 19).

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■ Remove the locking and centering tools.

■ Re-install the timing belt guide on the

crankshaft timing belt sprocket/sensor sprocket (approx. five o’clock position) and the sensor (approx. seven o’clock position) (Figs 14 & 15). Ensure, as you do this, that the sensor does not touch the sensor ring (Figs 16 & 17).

■ Turn the engine through 10 revolutions at

18 DECEMBER 2020 PMM

■ Finally, carry out a test run or test drive.

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TO FIND OUT MORE ABOUT CONTINENTAL’S RANGE OF TIMING BELT KITS, WWW.RDR.LINK /AV005

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TECH TIPS

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FORD ECOSPORT – LACK OF POWER AND ENGINE MISFIRE

VAUXHALL MOVANO-B – RATTLING NOISE FROM FRONT ON UNEVEN ROAD

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

FAULT: We are experiencing some faults with a 2017 Ford EcoSport 1.5 diesel. The faults include intermittent engine misfire, a lack of power and the engine malfunction indicator lamp (MIL) illuminated. Trouble codes P0087, P0088, P008A, P009E, P0193, P116E, P0825, P089F, P0822, P0252, P027C, P02E5, P162F, P062A, P06E9, P1102, U0212, U0109 are stored in the fault memory. We have checked the relevant components but we cannot find a solution. Any ideas?

FAULT:

FIX:

FIX:

This problem affects all EcoSport models with 1.5 diesel engine up to 02/04/19. The faults are due to the engine wiring harness chafing against the vacuum pump mounting bracket causing a short circuit. To gain access to the wiring harness, remove the air filter assembly, battery and battery tray. Inspect the wiring harness for chafing in the area indicated (Fig 1.1). Repair the wiring harness as necessary and wrap with insulation tape (Fig 1.2). Secure the wiring harness with a cable tie (Fig 1.3). Refit the battery tray, battery and air filter assembly. Carry out a road test to ensure the fault has been rectified.

The rattling noise you are experiencing has been reported to us before and it affects Movano-B models up to 2016. The fault is likely to be due to an insecure front engine undertray. To rectify the rattle, drill two 8mm holes (Fig 2) positioned at the front of the engine undertray and secure with rivets, which are available from a Vauxhall parts department. Carry out road test to confirm the fault has been eliminated.

We have a customer with a 2014 Vauxhall Movano-B who is complaining of a rattling noise from the front of the vehicle that is more noticeable on uneven road surfaces.

We have heard the rattling noise during a road test and suspect it could be suspension related. We have checked the front suspension joints and mountings but cannot find the source of the fault. Have you come across this rattling noise before?

FOR MORE INFORMATION ONLINE, GO TO WWW.RDR.LINK/AV006

20 DECEMBER 2020 PMM

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TECH TIPS

Handling the HEAT The heater resistor is also known as the heater blower motor resistor or blower speed controller because it fundamentally controls the fan speed of the interior heater.

Here, ELTA Automotive’s TechASSIST team looks at the different types of resistors, the causes and symptoms of failure, and offers advice on diagnosing faults.

Original type heater resistors The original resistor-based blower motor control was a simple resistor winding arrangement. Vehicles fitted with this type of resistor would typically have four fan speed settings for the driver to choose from; the resistance is changed and the voltage through the motor is increased or decreased to control the speed of the blower motor/fan (Fig 1).

â– Failed blower motor: A failed or failing

blower motor can draw too much power and damage the resistor and wiring. â– Leakages: In some cases, the heater core

can leak coolant onto the resistor and/or blower motor causing damage and failure.

Symptoms of failure A failed resistor can result in several outcomes.

Modern type speed controllers Modern vehicles with automatic climate control feature variable speed blower motors that use a blower speed controller rather than the traditional four-speed resistor. The driver inputs the required temperature settings via the HVAC control head, which sends a digital signal to the blower motor speed controller. The speed controller then uses the information to pulse either power or ground to the blower motor, accurately controlling the fan speed (Fig 2).

What causes failure?

The heater blower is one of the most commonly used cabin functions, so it is no surprise that these components are prone to simply wearing out. Other causes can include: â– Damaged wiring: Wiring and connectors to

and from the heater resistors draw a lot of power from the vehicle’s electrical system, and this in turn causes high temperatures that can damage wiring and connectors.

í˘ą

â– Fans stuck on one speed: The purpose of

the heater resistor is to control the speed of the fan/blower. Therefore, when variable control of the fan is lost, it is likely that the resistor has failed. Often the fans will only run at maximum speed as the faulty resistor cannot reduce the voltage to the motor. â– Fans not working at all: Sometimes,

resistor failure results in complete fan/blower failure and vice-versa. If the fan does not function, the resistor may be at fault.

Always test before replacement It is important that tests are conducted to identify the heating component that needs replacing and the causes of failure.

First, visually inspect the system for leaks from the heater core. If the heater core is leaking, this should be resolved before replacing further components.

Next, check for damage to wiring and connectors, and replace if required. Note that whilst damaged wiring and connectors could be the sole cause of the blower not functioning, the damage could have been caused by a failed resistor or motor drawing too much power. Therefore, continue to check further components.

You should then test the blower motor using an ohmmeter against specifications. If the motor is drawing too much power, it may be failing and could cause damage to any newly fitted resistors or connectors in time. If the motor has failed, it will need to be replaced, but continue to test the resistor and wiring as the failure may have damaged those components too.

Finally, visually inspect the resistor for signs of corrosion, then check the resistance between the terminals with an ohmmeter against specifications. Readings should usually be around 0-5 ohms. If an open circuit is reported, then the component has failed.

TO FIND OUT MORE ABOUT ELTA AUTOMOTIVE’S TECHASSIST, WWW.RDR.LINK /AV007

í˘˛ PMM DECEMBER 2020 23

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BUSINESS

& TRAINING

2020 – WHAT A YEAR! With coronavirus taking centre stage this year, it’s worth reminding ourselves of everything else that has been going on behind the scenes. Away from the main headlines, Neil Pattemore highlights the aftermarket issues during 2020 that should have received considerable attention, but perhaps didn’t.

W

elcome to the end of the first year of a new decade!

However, a lot has happened in the last year (and in some cases is still happening) that will have a dramatic impact on the UK aftermarket before this decade is out. We are now at a pivotal point for the future of our sector, and what has happened in the last 12 months, together with what will happen in the next 12 months, will be critically important – even ignoring the impact of COVID-19!

The aftermarket exists to provide consumer choice in relation to where, how, whom and at what cost their vehicle is serviced and repaired. The sector has evolved for well over a century to be the vibrant, innovative and competitive market that we know today. As it stands, maintenance operations on vehicles requires use of a standardised interface (the OBD port) in order to access vehicle generated data. To ensure this is the case, there is legislation that supports these technical requirements, that in turn, allows effective competition within the aftermarket.

However, as I have written about before, vehicle technology – and in particular the access to the in-vehicle data interface – is changing. The main drivers behind these changes are the ability to remotely communicate with the vehicle (telematics for a ‘connected car’) and the cybersecurity risks

24 DECEMBER 2020 PMM

that this introduces. A lot is happening around these key points which will have a fundamental impact on the sector – so let me explain where we are as a sort of ‘end of term report’ for the last 12 months.

Cybersecurity Cybersecurity and remote data access are two separate elements that are having a major impact on aftermarket processes. In relation to the first, a new ‘cybersecurity management system’ (CSMS) being developed in Geneva as part of the UNECE (worldwide) vehicle type approval requirements must now be implemented by vehicle manufacturers selling their vehicles in Europe as part of their vehicle type approvals from mid 2022. Subsequently, this must align with the European ‘General Safety Regulation’ that requires all products (including vehicles) to be safe to use. This regulation will not only mandate new vehicle systems that enhance vehicle safety, but will also link to cybersecurity.

“The vehicle manufacturers’ cybersecurity strategy could threaten effective competition – a clear conflict with type approval legislation and a major threat to the aftermarket.”

The UK Government is already referencing this vehicle type approval legislation and, therefore, it will be used as part of the ongoing UK requirements. The UK is a signatory to the UNECE in Geneva, which means all of this will be part of the UK’s post-Brexit legislation.

The second element is what the legislator will do to address these new requirements and ensure that the aftermarket retains access to this technical information, so that healthy competition within the sector can continue.

With this in mind, what has happened over the last 12 months?

Behind the scenes During this year, the UNECE cybersecurity discussions have reached the stage where a draft document is close to being finalised.

This will mandate a vehicle manufacturer to develop a cybersecurity strategy that can be described and demonstrated to a vehicle type approval authority when approving a new vehicle type. This means that the vehicle manufacturer can design whatever it wants as a ‘system administrator’ and ‘gatekeeper’ within a vehicle to minimise the threat to security and submit this as part of its type approval application. Once accepted by the type approval authority, vehicle manufacturers will have a ‘legitimised’ control of who can access a vehicle and under what conditions.

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This has created a problem for the European/UK legislator, as the vehicle manufacturers’ cybersecurity strategy could threaten effective competition – a clear conflict with type approval legislation and a major threat to the aftermarket. It is a question of which is more important – vehicle security or competition – or perhaps there is a way to support both?

The timeline In mid 2019, in an effort to better understand this potential conflict, the European Commission created an expert group of vehicle manufacturers and aftermarket representatives to discuss how new draft legislative requirements could support competition in this new ‘digital’ and ‘cybersecurity’ environment. The group met five times

between October 2019 and March 2020, but after much debate amongst the experts, they concluded that legislation was necessary to define the ‘rights and roles’ of whomever has a legitimate need to access a vehicle’s data.

Following on from these expert group discussions, the Commission appointed an external consultancy to assess the various key points and to report back on ‘policy guidance’ for future legislation regarding remote access to vehicle data (in reality, this would need to be ‘the vehicle, its data, information, functions and resources’). To be more specific, access to data as the basis for new in-vehicle (embedded) applications for diagnostic and repair services, which now start remotely in the vehicle. The consultancy has started to discuss with the various stakeholders involved and is due to report back to the Commission by Spring 2021.

In September, the Commission issued a new draft ‘Annex X’ (annex 10) that starts to address some of the outstanding requirements from existing legislation (EU 2018/858) that had yet to be implemented. This proposed a definition of what data/information needs to be made available via the OBD port, however, the wording is already being challenged by the aftermarket associations as being inadequate. The draft Annex also detailed the access to anti-theft functions for repair and maintenance (the ‘SERMI’ scheme), but this also includes new criteria to stop ‘illegitimate business activities’ related to the modification or removal of emission related components (e.g. catalysts, DPFs, EGR valves, etc.).

Again, the draft includes text that is being challenged by the aftermarket associations.

In October, the Commission launched a public consultation on the renewal of the

‘Block Exemption Regulation’ (BER), as the current legislation expires at the end of May 2023. As this regulation forms the basis of the legislation for the aftermarket’s access to the vehicle manufacturers’ technical information, equipment, parts, training, etc., it is an important issue.

What can we conclude?

2020 has been both a busy year and a pivotal one. The industry is at a crossroads and requires the legislator to decide whether the future will be controlled by the vehicle manufacturers, or whether the aftermarket can continue to provide competitive consumer choice. Even if the legislator does support the aftermarket, the future will be very different in terms of how access to vehicle data is controlled via electronic certificates, and, subsequently, the details of what these certificates will allow. Inevitably, whoever controls the certificates will control the market, which means one thing is certain – tomorrow’s aftermarket will be very different from what we see today.

FOR MORE INFORMATION, WWW.RDR.LINK /AV008

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BUSINESS

& TRAINING

APPRENTICESHIP The right candidate ANSWERS If you read Gemma Westlake's last instalment in the November issue, then you should understand what the apprenticeship scheme entails, and how to get the ball rolling. Now, Gemma looks into the type of person you may want to join your team, the skill sets that should be considered, and the current apprenticeship landscape as a whole.

level 3 students, but many seem to feel that by this point the apprentice may have learnt/developed bad habits and will therefore be harder to train and more expensive to pay. When a full-time learner joins us, they are assigned to study at a level based on their previous knowledge, experience, and Maths and English grades.

At BCOT, we start by running a Future Pathways programme. This is a year designed to progress Maths and English skills and grades, while the learners experience vocational areas without the pressure of sitting exams.

Some colleges may also offer a level 1 vocational qualification, which comprises a year of introduction into the automotive trade and tasks within it, covering all the basic vehicle systems.

We then run level 2. A learner can either join us at level 2 through progression from the Future Pathways programme, or as a direct entry. They will then study for a level 2 VRQ, which includes an overview of the following areas: Health & Safety, job roles and responsibilities, hand tools and equipment, routine maintenance, chassis, suspension, steering, brakes, engine systems, transmission and electrical. At this level, they learn an

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L

et’s start with the latter.

Apprenticeship starts (as a whole) were down for the year 2019/20 when compared to the previous year, which is not all that surprising when you take the COVID situation into account. At Basingstoke College of Technology (BCOT), we have definitely witnessed some feelings of uncertainty from employers that in a ‘normal’ year would have taken on at least one apprentice. However, recently, given the start of a new college term and the need for colleges and garages alike to keep moving forward, we have seen a good increase in fresh automotive apprentices.

As an employer then, what should you be looking out for in a potential apprentice? Some of the obvious qualities are of course technical knowledge and either an already established technical ability or an ability to learn practical tasks quickly.

There are of course the personal and behavioural traits, such as a smart appearance, good timekeeping, manners and knowing when to turn off the ‘swear switch’ (one of the biggest learning curves for some of our younger learners).

An aspect I find interesting is that when an employer comes to us, they often ask specifically for a level 2 learner or below, some will consider

overview of the systems along with the removal, assessment, and refitting/replacing procedures.

Level 3 can only be completed through progression from level 2 and will focus on the evolution of the systems to include diagnostics procedures, particularly focusing on more detailed electronic diagnostics.

From first-hand experience, our level 3 learners show a more mature attitude, a desire to learn about how to work to industry standards, and a realisation that very soon they will need to face the working world. This happens much earlier for some individuals compared to others, so I would recommend to anyone searching for an apprentice not to rule out any level of learner based on pre-judgements.

Next time, I will go into more detail regarding industry placement, its advantages and disadvantages, how it works, what an employer needs in place, and how the COVID-19 situation has affected it. See you in 2021!

Gemma is a lecturer at Basingstoke College of Technology. To find out more about what goes on there, GO TO WWW.RDR.LINK/AV009 PMM DECEMBER 2020 27

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BUSINESS

& TRAINING

Is your job intake process creating CUSTOMER VALUE?

Arun Coumar, Founder of aftermarket consultancy Driven Performance Advisors, presents his guidance on how garages can ensure customer satisfaction with a professional job intake process.

Arun Coumar, Founder of Driven Performance Advisors

28 DECEMBER 2020 PMM

I

t was a poor customer intake experience that motivated me to start Driven Performance Advisors. I pulled up outside of a garage to have coil overs fitted on my Audi. I had a booking to drop my car off at 8am, which, according to Google, was the start of opening hours.

The shutter was down, and the front door was blocked by a car. I went to the reception where the lights were off. I heard some noises coming from the back of the workshop, so I called out to whoever was back there. One of the technicians, who didn’t speak much English, came up to help me.

I told him I was there to get coil overs fitted and had an 8am booking. I wanted to show someone the coil overs in the boot and indicate what height I wanted them set at. He wasn’t interested in following me outside.

I gave him my keys and left with no idea whether I would see my car again…

When I picked up the car that afternoon, the stance was perfect. I was really happy with the results, but disappointed that my intake process had not inspired confidence in the resulting high-quality service.

In my work with garages, I have developed, observed, and implemented several best practices to ensure customers are satisfied with the job intake process. Here are two of the most important considerations when developing your own job intake process.

Information capture As customers, we dislike handing over all our personal details. Garages, on the other hand, can never get enough! After all, points of contact can provide abundant opportunities for upselling.

As customers, we want to provide all the job-related specifications that we care about to ensure our car will look and feel exactly the way we want it to. However, garages know that not all customer requests are possible or sensible. The more freedom they have to do it ‘their way’, the better.

The sweet spot lies in the balance between invasive data collection and important detail capture. But what information should you consider? Here is a list of the basics: Customer name Contact phone number Contact email address Customer address Instagram account Car make and model Number plate Services and parts requested Detailed customer specifications Immobiliser details

I invite you to pick and choose from this list.

It’s far from exhaustive, but it makes for a

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good starting point.

Convert your request for information into a form. Make one form for new customers that includes all contact and vehicle information, and one form for returning customers that only has job details. Depending on the ‘luxury’ level of your customer experience, you can have a customer service representative fill out the form for the customer, or you can have the customer do it themselves.

Once properly developed, this process will take no more than 60 seconds. Your customers and your sales team will appreciate it.

Contracts with customers When your customer drops off their car, are you certain that there is a mutual understanding about what happens next?

I have encountered hesitant answers to this question many times. There is a solution: a simple agreement that the customer can sign which lays out all important information about the forthcoming job.

Certain elements of the work to be performed and terms of your services should be confirmed by both you and your customers in advance. Putting these elements in writing and getting an agreement from the customer will provide you with many benefits.

If the work is being discussed remotely, create a digital contract and send it to the customer in advance. Keep a version for your records. Below are some of the elements you can include in your customer job intake agreements. You can combine these elements

Initial quoted price Drop-off date Estimated pick-up date or time Terms on storage charges Terms on authorisation of additional work Disclaimer for aftermarket modifications

with your job intake form for ease of use.

This is the bare minimum you should have in your agreement with customers. Ensure that making your customers aware of these terms is included in your job intake process.

In conclusion Driven Performance Advisors assesses, develops, and implements tailored job intake processes for our clients to ensure that your job intake experience is creating customer value. The job management process is one of 12 areas we cover in our 12-Point Garage Optimiser, which provides recommended improvements in business, operations, and finance to get your garage running smoothly.

WANT TO LEARN MORE? EMAIL ARUN AT arun@drivenperformanceadvisors.com, WWW.RDR.LINK /AV010 OR

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SPECIAL REPORT

The IMI TechSafe standard PMM: Morning Steve. Thank you for taking the time to sit down with PMM, even if it is over Zoom! Let’s start by getting a broader understanding of the role the independent maintenance and repair sector has within the wider automotive industry. In your opinion, how does it all come together?

Steve Nash (SN): Oh, the independent sector is absolutely crucial. As you may or may not know, I spent many years heading up the aftersales business of a vehicle manufacturer, and when I first moved into my role at the Institute of the Motor Industry (IMI), people questioned my priorities. With my VM background, this was understandable, but I would then explain that I used to do a huge amount of work with the independent sector, and how it has a really important part to play within the industry.

I know that there is this idea about franchises versus independents, but I don’t really see these two groups as completely polarised – neither side will be able to set themselves up to do all the work that is available after all. Having spoken to a number of transport ministers about this, I know for a fact that they are very keen to maintain a truly competitive market. It comes down to valuing whether motorists have a free choice.

30 DECEMBER 2020 PMM

PMM: Competition makes for better businesses doesn’t it?

SN: Couldn’t agree more. For me, the distinction has never really been between franchises and independents, but rather between the professional and the unprofessional. There is a collective interest from both franchises and independents in highlighting the difference between businesses that invest in their skills to provide a premium service, and those businesses that don’t.

PMM recently had the opportunity to talk to Steve Nash, Chief Executive Officer of the IMI, about the future of professional standards within the industry, and how the new IMI TechSafe initiative fits into this vision.

PMM: It must be in the IMI’s interest as well to ensure that the willing professionals are differentiated from those that are less willing.

How does the organisation help with this task?

SN: In very simple terms, the problem at the moment is that a garage can invest heavily in training, equipment, staff, and customer service, only to find that another garage sets up down the road that doesn’t do any of that and just has lower prices, and, unfortunately, the public doesn’t know the difference!

The IMI was set up 100 years ago to help the automotive industry, which was a fledgling industry back then, establish professional standards. Our work continues to this day.

Steve Nash, CEO of the IMI

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PMM: And, is this where the IMI TechSafe initiative comes in?

What I would say differentiates us from the other trade bodies within the industry is that we are not really about the businesses as such, but instead about the people working in them. We focus on what we can do for the individual, and it is this that should lead to the betterment of the automotive sector as a whole.

PMM: We’re now getting to the topic of professional standards. In which case, do you think there is a specific timeframe within which garage licencing may be introduced?

SN: In all honesty, I’m not sure about garage licencing as such. However, when it comes to the individuals working on vehicles, perhaps there may be an equivalent. I often get asked this question from people within the aftermarket, and clearly there are people who believe that it needs to happen.

My question is, though, what would garage licencing really entail? If you consider this question carefully, you have to ask two further questions: what are you actually licencing? And, what level are you licencing it at?

The truth of the matter is, and this is based on conversations with at least five different transport ministers, that there is absolutely zero interest in initiating retrospective licencing. No one that has been elected has it in their manifesto, simply because it would be immeasurably complicated.

This is particularly true of this government as they declare themselves to be ‘anti regulation’.

Having said that, we have been lobbying hard to have some kind of standard in place for those technicians that work on electric vehicles. We are all aware that the voltages at play can be lethal and it is therefore essential to protect people who may not have had proper training. Thankfully, due to our work, we have managed to get the Government to endorse and accept that the existing Electricity at Work Act applies to working on EVs.

SN: Yes, exactly. The IMI wants to protect both the employee and employer when it comes to EV repair, and the IMI TechSafe initiative is designed to raise awareness on the issue and promote EV training qualifications across the industry. However, the initiative also stretches beyond this. Our intention is for this to encompass other new technologies coming into the market as well. Think about what the repercussions could be if an under-qualified technician worked on an autonomous vehicle for example.

I believe that the point at which the new vehicle technologies outweigh the old technologies will come somewhere around the middle of this decade, and we need to be ready for it.

We also realise that as well as readying those in the industry for the EV influx, we need to explain to the motorist what their technician’s qualifications mean and why they are important. It is still early days for this element of the initiative, but I hope that you are getting a grasp of the scope and magnitude of IMI TechSafe and its potential.

PMM: Clearly, this initiative is much needed. What exactly will IMI TechSafe involve for those technicians who want to take part?

SN: Essentially, it is an accreditation. We have listened to and consulted with a wide variety of people from within the industry to construct a standard that will go some way to ensuring both technicians and business owners approach electric vehicle repairs safely and professionally.

I would implore those individuals who intend to work on EVs in the future to join. In order to do so, you will need to have a Hybrid and EV Level 2 qualification, be on the IMI Professional Register, and commit to specified CPD (Continuing Professional Development).

The standard will go a long way towards separating businesses that have invested in their skill sets from those that have not. Our goal is to promote professionalism within the industry, and we believe this new initiative will be the way to do this for years to come.

TO FIND OUT MORE ABOUT THE IMI TECHSAFE INITIATIVE, WWW.RDR.LINK /AV011

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SPECIAL REPORT

On course with CARWOOD With the automotive industry currently searching for ways to achieve zero waste, remanufacturing has set itself up for a boom over the course of the next decade.

In line with this vision, PMM spoke to leading remanufacturing specialist, Carwood, to find out where it sees itself situated in this greener future.

W

hilst remanufacturing might seem like more of a recent thing, its origins date back to the 1940s.

With natural resources scarce, and those that were available being diverted into the war effort to build planes, ships, tanks, etc., reusing car and truck parts became a necessity. Cue remanufacturing – although not as we know it today.

Some 20 years later, Carwood was born.

Starting as a small electrical car parts business on the outskirts of Coventry in 1966, the company quickly caught on to the growing opportunity for remanufacturing, and the economic and environmental benefits that came with it, long before many others did.

Initially focused on the reman of starters and alternators, over the years, the company has expanded and diversified into the diesel and auto electrical markets. Today, its remanufactured portfolio spans diesel fuel injectors and pumps, diesel particulate filters, turbochargers, rotating electrics and engines for the automotive, plant, rail, marine and defence sectors – in addition to motorsport, and bus and coach door businesses.

With facilities in Coventry, Birmingham, Nottingham, Telford and Yeovil – the latter also offering electrical rewinding, a process that is integral to the high-quality remanufacture of stators, rotors and other wire wound components – plus a strong presence overseas, Carwood supplies a wide range of remanufactured components to the leading car, light commercial, heavy duty and off-highway manufacturers, fleets and factors.

A developing process

Carwood carries out rigorous testing procedures on all its products, including its common rail injectors pictured here

32 DECEMBER 2020 PMM

Whilst the logic behind remanufacturing has not changed since those very first efforts – returning a used product to a like-new condition – the processes, equipment and skill set needed to do it are nowadays vastly different.

Take Carwood’s Birmingham operation.

With sophisticated electronic products and software controls now common place, the company has built a state-of-the-art diesel

facility. Including over 20 OE test benches and an ISO14644, Class 7 certified clean room, capable of filtering down to 0.5 microns, it is widely regarded as one of the best diesel remanufacturing facilities worldwide. Hence why it is approved by all the leading OEMs including Bosch, Delphi Technologies, Denso, VDO and Stanadyne.

Likewise, its Nottingham plant is equipped with the very latest test rigs, so that it can check both the flow and actuator characteristics of today’s variable geometry turbos, and critically, reset to the manufacturers’ original specifications.

Making the grade Regardless of where it is remanufactured though, every Carwood part undergoes a rigorous, highly engineered, seven-step process to ensure it will perform just as well as the OE. Sometimes even better.

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Simon Quantrell, Deputy Managing Directory, Carwood, explained, “As with all our remanufactured products, we use super strict criteria to handpick our core – after all, this is key to the finished product. We then strip down and rigorously clean all acceptable parts, and just to be doubly sure, inspect again. Throughout, any products with cracks, scrapes, faulty connectors, corrosion, etc., are rejected. We won’t accept any compromises, no matter how big or small.

“It’s then onto assembly,” he continued.

“As a matter of course, our highly experienced technicians replace all wearing parts as per OE specification, with like-forlike OE. “Next up, test and calibration. Another critical step which can involve anything up to 700 steps, just to test today’s latest injector technology. For turbos, all individual components, sub and core assemblies are either rotor or high speed balanced,

depending on the technology, and calibrated on the flow bench to exacting OE specification. Finally, you won’t be surprised to hear that we check all product once again.”

All-round benefits Only through this meticulous approach can the company deliver an OE-standard product, backed by a two-year warranty (common rail and turbos), that technicians can fit with confidence. However, that’s not the only benefit. As vehicles get older, the cost of repair can become disproportionately high compared to its value. By reusing the core, Carwood can return parts to as good as new at a more competitive cost, helping to reduce repair bills, whilst minimising vehicle downtime. And, because the process uses more than 50% less material and consumes around 85% less energy, it is better for the environment too. A win-win for the planet, technicians, and vehicle owners alike.

Carwood technicians work in a Class 7 certified clean room

FOR MORE ON CARWOOD’S REMANUFACTURED LINE-UP, WWW.RDR.LINK /AV012

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BATTERIES

& IGNITION

PMM READER DISCOUNT!

BATTERY check-in

For preferential rat es (up to 20% off ) on batte ry equipment, please get in touch with Rotronics via email or phone (see the en d of the article), and quote ROTRONICSPMM2.

PMM spoke to battery management expert Rotronics earlier this year, to provide readers with the best battery advice available. Now, after taking the effects of lockdown into account, has this advice changed?

W

e have learnt a lot since March, yet the advice from Rotronics remains the same: test and charge the battery of every vehicle that enters your workshop, and replace those batteries that are in an imminent state of failure. Ken Clark, Managing Director at Rotronics, explained, “Whilst you have been helping people get their vehicles back on the road, you are also helping them prepare their vehicles for additional off-the-road periods.”

Here the company outlines a couple of battery-related situations that garages should be ready for.

Ken continued, “Once you know what charge the battery requires, make sure that it is charged accordingly. Smart charging is the most reliable diagnostic battery technology.

CTEK’s chargers offer power supply and efficient charging for all lead acid and lithium technologies. The CTEK PRO25 and MXS25 charger range is a good example of this.”

Garage top tips ■ Ensure that your tester can test EFB and

AGM batteries ■ Check that your equipment is in a

serviceable state ■ When did your tester have a health check

SITUATION ONE Problem: A customer has been running their vehicle for only a few minutes at a time, and taking short drives, which has caused more deterioration than not driving at all.

■ ■

Solution: Do a full battery diagnostic check on all vehicles entering your workshop. Testing the reserve capacity is equally important because this will tell you if the battery has enough power to support the stop-start system. The latest generation diagnostic tools measure the reserve capacity and the cranking capacity of the battery – the Midtronics CPX 900 is a good example of this.

■

■

– is it delivering accurate results? Check this annually Make sure you have enough chargers Ensure you have the right charging outputs – a minimum of 25A charge output Check whether your charger can handle lithium charging Assess whether your charger has a power supply or battery support unit that is enough for diagnostic validation – 25100A or more

SITUATION TWO Problem: A customer has had to jump start their vehicle. What advice can you give them about battery care at home?

Solution: Encourage them to have a suitable battery charger to hand. Encourage good housekeeping, namely, keeping vehicle lights switched off. With keyless entry, make sure they keep their keys stored away from the car to stop ECUs being activated. If customers have an integrated garage, they need to keep keys out of range of the vehicle.

Ken explained further, “Your customers should really keep their batteries charged at all times. We would strongly advise selecting an intelligent smart charger, so you don’t run the risk of overcharging.

“If vehicles have been stationary and not in use for some time, they may fail when they are needed most. A 7A charger used domestically at home can speedily charge even the most deeply discharged batteries.

“We would recommend the CTEK XS7000 charger for customers needing assurance that their vehicle battery remains in top condition whilst being off the road. This charger is fully automatic, simply plug it in.”

TO FIND OUT MORE, PLEASE CONTACT ROTRONICS VIA EMAIL INFO@ROTRONICSBMS.COM OR CALL 0121 526 8185. FOR FURTHER TIPS, WWW.RDR.LINK /AV013

PMM DECEMBER 2020 35

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BATTERIES

& IGNITION

Break the HABIT Motorist driving habits have changed in recent years, which means aftermarket products have had to adapt as a result. One such product is the battery, as the technical team at ECOBAT explains.

A

s a strategic supply partner in the UK and Ireland, ECOBAT Battery Technologies (ECOBAT) is keen to highlight Exide’s Carbon Boost® technology that exists across its range of light vehicle batteries.

However, first, it’s worth understanding the background information concerning changing driving habits and the effects that they have on a conventional passenger car battery.

According to Department of Transport’s 2017 national travel survey (NTS 2017), in recent years the average annual number of trips and mileage of the typical car has fallen from 678 journeys and 7,193 miles in 2002, to 594 and 6,580 in 2017. This drop is due to a number of factors, but includes rising fuel costs (from around 90p per litre in 2006, to £1.25 today), environmental concerns, congestion charges, and the fact that many households now have more than one car, so journeys are spread across different vehicles.

The problem The effect this has had is profound because the reduction in average mileage has corresponded with an increase in the electrical demands on the battery. Typically, a conventional battery requires 10 miles of

“With average mileage now down to around 18 miles a day, it is clear that many batteries are not being charged sufficiently during the vehicle’s normal use.” continuous driving to replace the power lost when starting the engine and keep it in a healthy state of charge. With average mileage now down to around 18 miles a day (nine miles each way), it is clear that many batteries are not being charged sufficiently during the vehicle’s normal use, so, more batteries are failing prematurely.

However, continuous investment in R&D, tighter government emissions regulations, and the increasing demands from the VMs in relation to charge acceptance and energy availability, have subsequently led to the development of Carbon Boost 2.0.

Carbon Boost 2.0 uses improved carbon additives in combination with an optimised surface structure that has significantly better conductivity. This enables a superior current flow within the battery, resulting in excellent charge acceptance. It also helps to dissolve the lead sulphate deposits that usually consolidate on a battery’s discharged negative plates, which would otherwise reduce the ability to charge back efficiently.

As a result, the Exide batteries that incorporate the technology are reportedly able to recharge in half the distance (five miles of continuous driving) of a conventional battery, and therefore allow workshops to offer their customers a replacement with greater longevity and increased reliability.

The solution Initially developed for its start-stop OE batteries, Carbon Boost is Exide’s electrochemical solution for longer battery life and uses carbon additives on the surface of the negative plates to increase the speed at which the sulphate particles dissolve.

Exide claims to be the only battery manufacturer to adopt this approach, which means its products recharge faster, are protected from sulphation, and have reduced amounts of stratification.

36 DECEMBER 2020 PMM

FOR FURTHER DETAILS, PLEASE CONTACT ECOBAT BATTERY TECHNOLOGIES ON 01743 218500, OR WWW.RDR.LINK /AV014

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BRAKES

& CLUTCHES

Attending to

EPB REPAIRS Continental is expanding its product range for electric parking brake repairs in the independent aftermarket. Workshops can now order both motors and preassembled caliper-motor units as original ATE parts. PMM finds out more.

‘‘O

ur aim is to offer the aftermarket as many spare parts as possible in OE quality,” explained Peter Wagner, Head of OE & Aftermarket Services at Continental.

“Independent workshops can now benefit from our OE expertise when repairing electronically controlled parking brake systems.”

Electric parking brakes from Continental are used in many different cars within the Volkswagen Group, so workshops can obtain products for numerous high-volume models made

by VW, Audi, Skoda and Seat, including VW Golf VII Arteon, Audi A3, Skoda Superb, and Seat Leon. The company will soon also offer spare parts for electric parking brakes in the vehicles of many other European manufacturers.

An economical alternative The servomotor in a brake works hard and can often fail before the brake caliper does.

In such cases, Continental offers workshops

an alternative that is appropriate to the vehicle’s current value: a separate servomotor in OEM quality. The entire brake caliper unit doesn’t have to be replaced, just the motor, which saves time and money. The defective motor is removed, a new one is installed, and the motor is then relearned to the vehicle by a diagnostic device like the Autodiagnos Check.

After that, the car is ready to go again.

Brake caliper unit simplifies replacement If, on the other hand, the caliper in an electronic parking brake is faulty, it is usually necessary to replace the motor along with it.

“In a vehicle with a damaged caliper, the motor tries to compensate and raises its output to extreme levels. Then it’s only a matter of time before it fails,” explained Henrik Ohlhaver, Product Manager at Continental. “Here a new brake caliper unit is the simplest solution because our new units are delivered preassembled.”

Drivers who opted for coloured brake

calipers when they bought a new car won’t have to do without them after a repair job. In addition to its standard product, the company offers calipers in matt black, tornado red and ultramarine blue – just like the originals.

E-learning courses Continental’s experts make sure that their knowledge is passed on to the aftermarket.

The Training Center offers numerous courses on basic electrical practice, the design of modern driver assistance systems, brake servicing and brake diagnostics. In addition, the company’s e-learning programme includes an object-based training course on electric parking brakes. The online Knowledge Center also provides video tutorials on brakes. Anyone who is interested can download the training program at WWW.RDR.LINK /AV015, find out where the courses take place and then book them.

TO VISIT THE CONTINENTAL KNOWLEDGE CENTRE WWW.RDR.LINK /AV016

PMM DECEMBER 2020 39

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BRAKES

& CLUTCHES

OLD part, NEW tricks PMM hears from the technical team at Delphi Technologies on how braking components once charged with bringing a vehicle to a stop, now also have a hand in driving it forward.

V

ehicles are changing. The technologies packed within them are becoming more powerful and established drivetrain characteristics are being turned on their heads.

What do we mean? Well, the brake system – once the preserve of making a car slow down – is no longer tasked with simply stopping a vehicle, but making it go, too.

Of course, we’re talking about regenerative braking. Sales of electric (EV) and hybrid electric vehicles (HEV) are increasing: latest SMMT figures show that electric and hybrid vehicles now account for 10.5% of all new registrations. Over half-amillion vehicles powered by an electrified powertrain are now on UK roads and, as the 2035 government ban on new sales of internal combustion engine powered vehicles draws closer, they will continue to be more commonplace.

The driver of this change is the fight to reduce emissions and enhance efficiency.

Regenerative braking is a perfect example of improvements made in this area, and of technology challenging conventional wisdom.

So, it sounds like a riddle best saved for postChristmas pudding, but how do brakes help us both stop and go?

40 DECEMBER 2020 PMM

One step back, two steps forward Using the principle that energy cannot be created or destroyed, just transferred or converted, a simple brake pad, disc and caliper set-up converts the kinetic energy generated through vehicles’ movement, via friction, into heat. This heat is dissipated into the environment, hence the continued evolution of methods and materials that aid efficient brake system cooling. However, a vehicle equipped with regenerative braking instead turns this ‘waste’ energy into electrical energy, which is used to boost the vehicle’s high voltage battery. This energy remains stored until it is required to provide power to the electric motors.

“Regenerative braking helps create a kind of circle of life for kinetic energy,” explained Julian Goulding, Northern Europe Marketing Manager at Delphi Technologies Aftermarket. “An electric motor obviously draws power from the vehicle’s onboard battery when providing motive power, but when the driver applies the brakes the process is effectively reversed. The kinetic energy that had been used to turn the wheels and make the vehicle move, now makes the motor turn – instead of using electrical energy, it acts as a generator and is creating it, which is then stored in the battery.”

The action described also helps to slow the vehicle, which poses different challenges for the traditional aspects of the brake system.

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Working in tandem with conventional braking Most EVs and HEVs can provide sufficient braking power through the electric motor to slow a vehicle in most driving scenarios.

“The stopping power of the electric drivetrain is very much condition-dependent, which is why the hydraulic system remains so crucial and it is vital that it is kept in good, fully operational condition,” continued Julian.

“For example, from high motorway speeds, very low speeds, when stationary, if the battery is fully charged, or too hot or cold, then the electric motor on its own cannot provide sufficient braking power and calls on the support of the hydraulic system.

“Exactly when and how often the hydraulic system is required is entirely vehicle dependent,” he explained. “For example, an early Toyota Prius from 2001-2004 never uses its hydraulic brakes unless below 7mph or under near-emergency braking situations.”

The relegation of the hydraulic system to

the role of backup completely alters their operating conditions and wear patterns.

“Irregular use means that rust and other contaminants can build up much faster than on a traditionally-braked vehicle,” remarked Julian. “This can impact the discs’ friction surfaces, pad mounting and even caliper pistons. Delphi Technologies has carried out extensive R&D during the development of OEquality EV-specific brake friction materials and found a wide range of wear characteristics.”

For example, the caliper carrier can suffer from accelerated corrosion due to lack of use.

This can result in brake pads not fully retracting, causing accelerated wear and a huge reduction in vehicle efficiency. Brake

drag can have serious negative connotations for an EV or HEV, including reduced range.

Pad to disc contact may also be compromised, resulting in a build-up of disc contaminants and eventual pitting.

“The brake system is a vital part of any vehicle, not only from the perspective of efficiency but, far more importantly, safety,” concluded Julian. “Road dirt, salt and extreme temperature changes are all factors that can impact brake operation whatever the vehicle, regardless of what’s under the bonnet, so it remains just as crucial to view the entire system as a whole without simply focusing on what separates the technologically advanced and traditional.”

IF YOU’RE LOOKING FOR A REPLACEMENT BRAKING COMPONENT FROM DELPHI TECHNOLOGIES, WWW.RDR.LINK /AV017

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TOOLS

& EQUIPMENT

WHEELS of progress EVs are undoubtedly quieter than their internal combustion counterparts, but that means motorists will be more sensitive to other sources of noise.

Wheel vibration is one of them, as Pro-Align explains.

F

igures recently released by the Society of Motor Manufacturers and Traders (SMMT) show that for the first time ever, sales of new electric and hybrid cars overtook that of diesels. As this trend continues, workshops need to be equipped and staff trained in order to address a host of new servicing challenges. While much focus and attention, quite rightly, is on the vehicle’s electronic architecture, workshops should also consider new challenges associated with traditional components.

The NVH conundrum “As part of the EV revolution, workshops will undoubtedly see more customers who have concerns about vibration issues,” explained Clive Seabrook, CEO, Pro-Align, the exclusive UK distributor of Hunter wheel servicing equipment. “Replacing an internal combustion engine with an electronic drivetrain means that drivers will be much more aware of other vibrations, such as those from wheel and tyre assemblies, that would previously have been masked by those coming from the engine. Consequently, workshops need to prepare for this with equipment that can diagnose and solve these issues efficiently and effectively.”

One solution, according to Pro-Align, is the Hunter Road Force Elite (RFE) diagnostic wheel balancer as traditional wheel balancers are unable to solve the most challenging and subtle of wheel vibration issues other than by trial and error alone.

42 DECEMBER 2020 PMM

A diagnostic approach Adopting a unique diagnostic approach, the RFE can provide a fast fix to wheel-vibration problems, even doing so in less time than a standard wheel balancer. The RFE differs from standard balancers as it measures tyre forces known as Road Force Variation (RFV) and Lateral Force (LF) to conduct a full diagnostic of the wheel and tyre assembly. It does this by scanning the wheel rim and applying a load via a roller to take the wheel and tyre assembly on a simulated road test.

Once RFV is identified, the balancer provides a ‘ForceMatching’ recommendation which matches the stiff spot on the tyre with the low spot on the wheel rim, minimising any vibrations to give a smoother ride. Where LF is identified due to conicity of the tyres, the RFE even advises of the best position on the vehicle to counteract it for a straighter drive.

Improved ride “Undoubtedly, motorists are going to become more demanding of workshops with regard to wheel vibration issues,” added Clive.

“Thankfully though, we’re delighted that once again, the insightful engineers at Hunter have been among the first to identify this future problem and develop a solution that will help workshops provide their customers with the very best levels of service.”

TO SEE THE ROAD FORCE ELITE IN ACTION, WWW.RDR.LINK /AV018

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Caring for the TOOLS of your trade Chris Wakefield, Vice President, European Marketing & Product Development, GOJO Industries-Europe Ltd., discusses the importance of hand hygiene for the automotive repair sector in the midst of the pandemic.

2

020 has become known as the year of the coronavirus crisis.

The pandemic has caused devastation across the globe, from people’s health and wellbeing to world economies. Handwashing has been the first line of defence in preventing the spread of this disease and as a result, awareness of the link between hand hygiene and health has grown phenomenally.

However, whilst it has been a hot topic, most of the conversation has focussed on light or no soil environments, such as healthcare facilities, schools, and shops. Of course, hygiene must be upheld in these environments, but we must not forget workers in blue collar industries either.

Preventing the spread Hand hygiene is just as important for people working in garages and workshops. As well as looking and feeling unpleasant, dirty hands bring the risk of spreading soils and stains to other surfaces. And in light of the current pandemic, we need to remember that harmful viruses such as COVID-19 can persist under dirt on soiled hands, so it is vital to make sure soils are completely removed.

For the tough soils experienced by mechanics, sanitising gel or regular soap and water is not enough to effectively clean skin or eliminate germs. Vigorous scrubbing or using products laden with harsh chemicals can damage skin, potentially leading to occupational dermatitis. Not only painful, this can also lower productivity at work, since hands are arguably the most essential tool of all when employed in skilled trades.

Choosing the right product Workers who regularly sustain heavy soils, such as grease, oil, and paint, require access to specialist hand cleaners. These must not only be strong enough to defeat heavy dirt and grime, but also be kind to the skin.

Rather than applying excessive chemicals onto existing soils, the latest products use high levels of natural ingredients, such as GOJO Natural and Olive Hand Cleaners.

Using plant-based scrubbers, they remove medium and heavy-duty soils, including grease, carbon black, caulk, graphite, adhesive, paint, sealant, and tar with minimum fuss. Furthermore, they are enriched with moisturising agents to care for hardworking hands. They are also a sustainable

purchase, containing high levels of biodegradable ingredients and are compatible with GOJO’s robust dispensing systems.

Quality dispensers offer portion-controlled dosage to help minimise waste. They come with a variety of mounting accessories, so they can be easily fitted in different settings, such as in workshops or garages. They also feature a fresh valve with each refill to ensure there are no leaks, clogs, or contamination.

In the midst of a pandemic, it is imperative to provide mechanics with access to high quality, specialist hand cleaners to prevent the spread of infection. And after all, choosing the right hand-cleaning products means workers will have the right tools for the job.

FOR MORE INFORMATION, CALL 01908 588444, OR WWW.RDR.LINK /AV019

PMM DECEMBER 2020 43

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GIVEAWAYS

The best things in life are free...

Check out the fantastic freebies on offer this month.

To enter the prize draw, and to see what other competitions are currently running, go to

WWW.RDR.LINK/AV020

STAR

10

GIV EA WAY

BRANDED FLOOR MAT PACKS First Line is giving away 10 packs of First Line and Borg & Beck branded floor mats – each pack has 100 floor mats that workshops can use in their customers’ cars.

First Line is committed to providing its customers with the largest possible range of relevant products across its First Line, Borg & Beck and Key Parts brands, and as a result, these ranges now consist of 40,000+ individual references over more than 60 product lines. Amongst others, these products include filtration, steering and suspension, braking, clutches, cables, water pumps and turbo hoses.

3 GARAGE KITS To celebrate reaching over 11,000 downloads of the KYB Suspension Solutions app, KYB is giving three PMM readers the chance to win a Garage Kit! The colder months can be tough on garages, so the kit comprises of items to make things a little easier: a thermal drinks bottle, ski hat, neck-warmer, socks, a fleece, bodywarmer and polo shirt – plus added items such as an A4 notepad, pens, magnetic tray and a magnetic LED torch!

Designed to assist with the fitting of suspension components, the KYB App is available to download from both the App Store and Google Play.

10 25 WRIST BANDS In celebration of 75 years since PCL manufactured and patented the first ever ‘Made in Sheffield’ coupling, the company is giving away 25 specially made wrist bands.

The original coupling, known as the ‘PCL’, has continually developed over the years. Now, the company has released PCL’s latest version. Built for intensive use, and in demand for a huge range of automotive and industrial markets, the reinforced coupling meets requirements for a reliable, high quality, no leak, fail-safe solution with low lifetime costs.

44 DECEMBER 2020 PMM

ENGINE TREATMENT SINGLE SHOTS PMM has 10 bottles of single shot engine treatment solution to give away. Complete Engine Treatment is designed to treat borderline emissions failures. Added to petrol or diesel fuel tanks, it cleans and lubricates components from the fuel tank to the engine cylinders. The results are an increase in miles per gallon as fuel burns more efficiently. Added to almost any engine oil, it fortifies the existing oil and extends its operational lifetime.

The first 10 entrants will receive a single shot of Complete Engine Treatment, plus a Lucas Oil cap.

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SCHAEFFLER

PMM Awards

2020

From training programmes and industry initiatives, to hand tools and diagnostic equipment, the 2020 PMM Awards have been designed to celebrate everything that’s good within the industry.

‘BACK ON TRACK’ INITIATIVE AND PACK After garages were given the all clear to open up after the initial lockdown period, Schaeffler was quick to ensure that workshops had everything they needed to operate safely in a new and strange working environment. The pack from Schaeffler included a floor sticker and tape to mark out the reception and workshop area into 2m blocks to help maintain current social distancing rules. Personal PPE was also included – a washable mask, hand sanitiser and hi-vis vest, along with some prominent A2 posters and some mirror hanging air fresheners to remind both staff and customers about the guidelines.

Within a month of the launch, 2,000 packs had been delivered to 2,000 workshops, which is a brilliant feat in itself. Unwilling to ease up on the support, Schaeffler created an online module to ensure that garages knew exactly how to run their business in line with the latest health and safety guidance.

WWW.RDR.LINK /AV021

BOSCH So, without further ado, the winners are as follows…

PROFESSIONAL

SEPTEMBER 2020

MOTOR OCTOBER 2020

E

MOT OR SUMMER 2020

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

A

THE TRADEDMAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS E

■ M O T N O S T I C S I R ■ D I A G N G ■ R E P A S E R V I C I ONALS G AND REPAIR PROFESSI E FOR SERVICIN THE TRADE MAGAZIN

O E T H T

E E

D

PROFESSIONAL

E E E D R RA F T

PROFESSIONAL

MOT OR

FR

T T O H E

F R T E R E A

T T O H E

S E R V I C I N G ■ R E P A I R ■ D I A G N O S T I C S ■ M O T THE TRADE MAGAZIN E FOR SERVICIN G AND REPAIR PROFESSI ONALS

FULLY CHARGED With motorists back on the road, PMM prepares you for the influx of battery complaints Also inside...

Why social media may be the key to business success

MOVING ONLIN

E PMM helps steer you towards your ideal online training provider Also inside...

TECHNICAL TIPS AND CLINICS ‘HOW TO’ GUIDES AND BEST PRACTICE ADVICE

THE GAME AHEAD OF dents should sign

BUSINESS ESSENTIALS AND TRAINING UPDATES

Why indepen training up for hybrid and EV later sooner rather than Also inside...

help technicians Mental health advice to of lockdown deal with the lasting effects CLINICS TECHNICAL TIPS AND ADVICE AND BEST PRACTICE ‘HOW TO’ GUIDES S AND TRAINING UPDATES BUSINESS ESSENTIAL

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

FlexRay and the new generation of automotive communication buses

BAT 115 battery tester The popular BAT 115 from Bosch provides automotive workshops with a battery tester suitable for quick and reliable testing of all common six and 12V starter batteries and featuring a good priceperformance ratio. The simplicity of the battery test routines quickly provide accurate and reliable measurement results. Using the integrated thermal printer, the test results can be printed for the customer or for record keeping at the workshop.

Besides battery diagnosis and battery status display, garages can also use the BAT 115 tester to check 12 and 24V starter and charging systems.

WWW.RDR.LINK /AV022

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SEALEY MASTER LOCKING WHEEL NUT REMOVAL SET

AUTOTECH RECRUIT ONLINE TRAINING PROGRAMME Autotech Recruit, an organisation placing professionals in garages across the UK, responded to calls from its temporary vehicle technicians for greater training by launching its own platform on Our Virtual Academy, which enables contractors to access free training.

In addition, as the training provision will incorporate courses in hybrid and electric vehicles, the move also underpinned Autotech Recruit’s objective to make all contractors fully conversant in these vehicles by the end of 2020.

Following survey results, Autotech Recruit invested in the site and developed an exclusive platform with Our Virtual Academy. With access to 180 online training chapters, tutorials and final tests, contractors will be able to fully maximise their time during periods of lockdown to upskill.

Alongside electric and hybrid vehicle training, Autotech Recruit contractors gained access to a vast array of nationally recognised training content such as emissions, diesel diagnostics and air conditioning servicing.

Sealey introduced the SX299 Master Locking Wheel Nut Removal Set towards the end of last year, and based on online interest levels the product is a worthy winner. The simple to use master kit is said to be capable of removing practically any locking wheel nuts or bolts. The kit includes a shroud that protects the wheel from any damage.

Disposable blades mould themselves to the shape of the wheel nuts for simple removal. The blades not only make this operation easy to perform, they also generate a revenue stream for the workshop. Replacement disposable blades are available, Model No. SX299DB (Pack of 10), and most garages charge these out as a consumable item.

WWW.RDR.LINK /AV024

WWW.RDR.LINK /AV023

GYS GYSFLASH 121.12 CNT FV To meet the ever-increasing demand for constant power supply during diagnostics work, GYS launched the GYSFLASH 121.12 CNT FV last year. Popular with garages, the unit has a powerful 120A output and can be used in one of four operating modes – diagnostics, charging, showroom and tester.

Vehicle manufacturer specifications determine the vehicle’s voltage requirements from a battery support unit. The GYSFLASH 121.12 CNT FV can supply 12 to 14.8V, which is easily adjustable by the user in 0.1V increments.

The differentiating factor with this product is that GYS has introduced connected technology, meaning the charger can be connected to a keyboard to enter customer, vehicle or battery details; a barcode scanner to identify the battery (if it has a bar code attached); a printer to report battery charging data; and it is now able to receive software updates.

WWW.RDR.LINK /AV025

BEN CHARITABLE SUPPORT Automotive industry charity, Ben, has been supporting the health and wellbeing of automotive industry people throughout the COVID-19 pandemic. The charity has been a supportive presence across the entire automotive community, delivering a number of campaigns, such as the Formula 1 challenge, and resources to help individuals through what has been an undeniably difficult 12 months. Over the past year, Ben has reportedly seen a marked increase in the number of people turning to the charity seeking support for their mental health and money concerns, and the demand is expected grow as the full impact of COVID-19 unfolds.

Ben has been supporting people through COVID-19 in the following ways: ■ Mental health support ■ Financial support ■ Coronavirus hub – online tips, advice & tools WWW.RDR.LINK /AV026

46 DECEMBER 2020 PMM

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APEC BRAKING APEC BRAKE AND CALIPER SLIDER GREASE

VARTA VARTA PARTNER PORTAL The year’s events have brought battery testing into the crosshairs of many garages, leaving technicians looking for support from their suppliers. For this reason, PMM would like to mention the VARTA Partner Portal once again in 2020.

VARTA aims to prepare workshops for new situations where battery replacement becomes overly complicated. To this end, the Partner Portal offers a convenient, accessible online service that enables every technician the ability to change a battery as quickly and as accurately as possible. With this tool, garages can save valuable time and costs. Access to the portal is available via all internet-enabled devices. After a quick, one-off registration, each technician has free and unlimited access to step-by-step instructions, including photos, the right part number and battery location, so that the correct battery is installed in the quickest time possible.

WWW.RDR.LINK /AV027

HELLA GUTMANN SOLUTIONS MEGA MACS ONE The increasing use of smartphones in everyday life is reflected in the growing popularity of tablets in modern workshops.

As a result, Hella Gutmann Solutions (HGS) launched the mega macs ONE in October, a system that transforms a tablet with Android 6.0 or higher and minimum 7” screen, into a fully-fledged diagnostic tool.

All the basic diagnostic functions available on the mega macs ONE are equivalent to those provided by other mega macs devices. These range from displaying the OBD socket location in the vehicle, to reading/deleting trouble codes, global scan, resetting service indicators, parameter depictions (up to 16 at the same time), basic settings and adaptions, coding and actuator tests. The diagnostic results can be printed out or emailed to customers as a PDF document.

Sometimes the most unsuspecting products prove to be the most useful, and this is certainly true of this next award judging by the reader response. Apec Braking has within its product portfolio both a brake grease and a slider lubricant. Seized sliders are becoming more of an issue due to the increased use of pressure washers. If the sliders are in a good enough condition (not pitted or bent), they must be cleaned thoroughly of any corrosion and lubricated – which is where the rubber and moisture resistant Apec Caliper Slider Grease comes in.

For contact points such as the abutment points on carriers, the metal-free Apec Brake Grease with a high melting point is ideal for preventing galvanic corrosion. The grease is manufactured from super refined mineral oils; this means that it is water-insoluble, providing resistance from washing off under most adverse conditions.

WWW.RDR.LINK /AV029

WWW.RDR.LINK /AV028

THE SIMPLYDIAG NETWORK ONLINE PORTAL AND COMMUNITY The SimplyDiag Network is a community of likeminded technicians that aims to improve the professionalism within the industry. In March, the network launched a new online portal that hosts a library of technical information, and a forum in which members can communicate. The dedication to the cause it wants to promote is incentive enough to earn the community a PMM Award.

Aside from the online portal, the network also holds numerous training events throughout the year encouraging technicians to learn and promote diagnostic best practice. With multiple network partners, such as the DPF Doctor Network, The Garage Inspector, and HEVRA, SimplyDiag operates under the ethos that the industry is ‘Stronger Together’, as some readers will have seen from the November issue. The network hopes to grow even more next year, with its sights set on expanding abroad. It is worth keeping an eye out on how this community progresses.

WWW.RDR.LINK /AV030

PMM DECEMBER 2020 47

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WHAT’S NEW?

■ CHRISTMAS PROMOTION The 2020 Sealey Christmas promotion has 64 pages packed full of Christmas gift ideas. The publication features 624 lines with up to 63% off list price.

It is valid to December 31st 2020.

There are many new products inside.

Check out the SDL11 – Lithium-ion Rechargeable Soldering Iron Kit 30W on page 25, which is cordless and lightweight, and features an inbuilt LED to illuminate soldering areas in low-light environments, such as engine bays.

Another useful addition to the range is the AK7182 – two-piece Impact Stud Extractor Set. It quickly removes broken and damaged threaded studs. Suitable for use with 1/2"sq and 3/8"sq drive air impact wrenches, it works effectively on broken, rusted, stripped and smooth studs.

WWW.RDR.LINK /AV031

■ WORK BOOTS Safety is a key consideration with these stylish and sturdy fully insulated safety work boots from Laser Tools. With automotive technicians now frequently working with hybrid and fully electric vehicles, these have been designed as comfortable and hard wearing safety workshop boots (rated at EN ISO 20345:2011 for safety toe protection) with the added protection of an electrically insulated outer sole rated at EN ISO 50321, Class 0 — 1000V. Additionally, the boots meet the standard of ASTM F2413-18 performance requirements for protective safety toe cap footwear.

WWW.RDR.LINK /AV033

■ PORTABLE DUST EXTRACTOR Chicago Pneumatic has introduced an all-in-one dust extraction solution to make metalworking applications safer and more efficient. The compact and portable solution, comprising a powerful CPA5000 pneumatic vacuum cleaner and a lightweight shroud, is designed for use with traditional pneumatic hand tools to enable dust-free drilling, grinding, and sanding.

Design for ease of use, the vacuum cleaner weighs only 1.3kg. The lightweight and compact size makes it easy for workers to carry it with them to the next job. The shrouds are light yet durable, and simple to adapt to existing hand tools. They feature clear windows that enable 225° visibility, allowing workers to monitor the progress of the task at all times.

WWW.RDR.LINK /AV032

■ TURBO OIL FEED PIPES Turbo oil feed pipes have recently joined the family of Nissens products dedicated to the Engine Efficiency system. The turbo oil feed pipe (OFP) is a part of the turbo system and is a component of substantial importance for the system’s proper operation. The OFP is a thin channel connected to the engine lubrication system. Its main function is to secure the appropriate lubrication needed for the turbocharger. The oil feed pipe supplies engine oil from the engine block directly to the turbo’s bearing system, ensuring the turbo shaft’s lubrication and cooling.

The launch of the oil feed pipes for turbos starts with an initial range of +170 pipe models and will be expanded further. The company’s pipe programme today covers 99% of vehicle models for which the company offers a suitable turbocharger.

WWW.RDR.LINK /AV034

■ WORKLIGHTS Recognising the need for hands free operation for the technician, the lightweight Kraftwerk LED Rechargeable Headtorch, has a lightweight plastic carrier with a 360° rotation. It is also fully detachable and magnetic, so it can be easily located on any metal surface. The built-in motion sensor helps to conserve battery life and provide light only where and when it is needed. In total, the light has a powerful 260 lumens output, a typical four-hour battery life, and is fully USB rechargeable.

A second arrival is the LED Flex dot 600 worklight, which has a powerful 600 lumens illumination and delivers up to three hours running time. The light can be easily hung by its integrated hook and has a strong magnet option to attach to any metal surface. The head has a 360° rotation and is fully USB rechargeable.

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48 DECEMBER 2020 PMM

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ADVERTISEMENT INDEX

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

Nissens A/S ...................................................... (page 21)

Banner Batteries ................................................ (page 37)

PMM Online .................................................... (page 37)

Ben .................................................... (inside back cover)

Polybush ............................................................ (page 49)

BM Catalysts Ltd ........................................ (back cover)

Powerprobe ........................................................ (page 37)

Cataclean Global ................................................ (page 4)

Premier Diagnostics .......................................... (page 49)

Clarios .............................................................. (page 34)

Remy Automotive UK Ltd ........................ (pages 16,17)

Continental/Ate ................................................ (page 29)

Ring Automotive .............................................. (page 22)

Contitech Power Transmission Sys Ltd ............ (page 21)

Rotronics .......................................................... (page 19)

Delphi Technologies Ltd .................................... (page 9)

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

Ferdinand Bilstein UK Ltd .............................. (page 38)

Shaftec Automotive Components Ltd .............. (page 41)

Jack Sealey Ltd ................................................ (page 26)

SP Diagnostics .................................................. (page 31)

Juratek Ltd ........................................................ (page 14)

Stahlwille Tools Ltd .................................... (loose insert)

Kalimex Ltd ...................................................... (page 19)

Total UK Ltd .................................................... (page 25)

Morris Lubricants .............................................. (page 22)

Traction Charger Co Ltd .................................. (page 45)

MS Motor Service ............................................ (page 33)

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