Happy December everybody! I can’t believe how quickly this year has flown past. It feels like just yesterday that we were announcing the winners of our PMM Awards and indeed, that’s what we’ve been working on recently. Turn to page 9 to find out who has contributed the best articles of the year so far. We’ve got some great articles on ADAS from the likes of Bosch, Esprit and Mahle, turn to page 28 to find those. Lastly, get your Christmas fix this year with Draper and JLM who are both running competitions at the back of this issue, so don’t miss out!
Editor
KIERAN NEE
Digital Manager
KELLY NEWSTEAD
Group Manager
ALEX DILLEIGH
Senior Account Manager
MATTHEW BOASE
Magazine Designer
GEMMA WATSON
Group Production Manager
CAROL PADGETT
Production Assistant
CLAIRE SWENDELL
Distribution Manager
KARL CLARK
Subscriptions
PROFESSIONAL MOTOR MECHANIC is a business magazine for firms and individuals involved in all aspects of the motor trade. It is published eleven times a year and is available nationally FREE to the trade through leading motor factors. It is also available through the post at a cost of £30.
According to a recent report from FixMyCar, the cost of car repair is going up: it now costs an extra £50 to get your clutch replaced, on average. The average job in the workshop now costs an additional £18 compared to last year. To many, this will be seen as yet another cost the general public has to bear as inflation bites and refuses to let go. To the readers of this magazine, however, it will be a testament to the good value garages continue to provide to their customers. An extra fifty quid when your car is undergoing major repair work? It costs a fiver just to buy bread these days (well, the artisanal sourdough loaves around my neck of the weeks do anyway!) and don’t get me started on the price of used cars since the pandemic. Compared to the extortionate rate hikes that gas and electricity have undergone, fifty quid is an absolute bargain.
On the topic of bills, you know who else has to pay them? Garages! Bills are rising, parts costs are rising, oil prices, access to data is getting harder – not to mention wages going up. We are always advising garages to pass costs on to customers: it’s essential to make your job work for you and if you’re not making a healthy profit from it, what is the point? That being said, it is important to keep your loyal customers happy and no one is better at adding value than garages. So it’s no small accomplishment that garages have managed to keep costs down for customers, but really we wouldn’t expect anything less.
Two more interesting things came from that report. The first is that customers are taking longer to approve repairs than before. Now, it’s a only a slight change: 2.4 per cent more customers are taking over 24 hours to approve a repair. But really, when it comes to a delay that long, any increase is quite frankly unacceptable. You do have to wonder who is leaving their car in repair limbo for more than a day whilst the poor garage just has to keep it on their premises like they’re a car park. You have to have sympathy with them if they are in a tight spot money-wise, but the sneaking suspicion is that they’re spending that time ringing every other garage in town seeing if there is someone who will do it cheaper. Buy cheap, buy twice, as the old adage goes, so even in a tight spot you might be better off simply sucking it up.
Luckily, most drivers are not pinching pennies, and that brings us onto the final interesting tidbit from this survey: Trust now plays a more important role in decision-making than price. Hurrah! It’s the news we’ve all been waiting for for years. We all know that you should stand by your trusted garage, but to see that people are finally waking up to quality over price – and during a period when belts are particularly tight – feels like a turning point of sorts. Perhaps now that we have less pennies to pinch, we want to make sure we’re only spending them once and sometimes the lower price isn’t telling the whole story.
KieranNee Editor
JOIN
PMM NEWS
The Blend 2025, which took place in October, drew over 500 attendees and raised £44,000 for Ben, the automotive charity.
This year’s conference not only marked the largest gathering in The Blend’s six-year history but also raised more than £44,000 for automotive industry charity Ben. The total included contributions from the conference itself, the Blend’s charity hike and an end-ofevening auction ‘takeover’ hosted by Dean
Headlight glare hits the headlines Biggest Blend yet takes place
Major news outlets are now devoting time to the growing issue of headlight glare as RAC research reveals four in five drivers find them dazzling.
82 per cent of drivers are concerned about getting dazzled by vehicle headlights during the darker months, new RAC research has found.
The findings show the brightness of some headlights is the top reason for feeling nervous when driving in the dark.
Of the four-in-10 respondents (38 per cent) who said they are nervous about driving in the dark, three-quarters (75 per cent) said it was because of bright headlights, compared to 63 per cent who said spotting hazards is harder in the dark and 41 per cent who said they can’t judge the speed of other vehicles as easily. A third (33 per cent) reported they are nervous about driving in the dark as they find
Lomas of DC Lomas and Matt Jeffreys of St John's Garage and RPM Malvern, whose spirited energy helped boost the final total.
Hosted at Birmingham’s Eastside Rooms on Saturday, 18th October, the sold-out event drew over 500 attendees, a 19 per cent increase on last year, who came together to hear from 34 expert speakers and explore the offerings of 16 trade exhibitors.
Spread across two floors and featuring 20 dynamic sessions, the event was the largest and most ambitious Blend to date, showcasing both the rapid growth of the conference and the passion of its community.
“It’s incredible to see the community grow year-on-year,” said Ray Dilsons, event director. “Seeing everyone come together, support one another, and share knowledge is what makes this event so special.”
Ray opened the conference by emphasising the importance of community voices on stage, highlighting the many first-
time speakers and giving special recognition to industry veterans Andy Crook and James Dillon for launching The Blend’s ‘Speaker Circle’, a new initiative supporting speakers through webinars and rehearsal sessions.
The day concluded with The Blend Awards 2025, hosted by comedian Troy Hawke. Winners included Intelligent Auto (pictured), who won Garage of the Year (1-4 staff members).
For more information WWW.RDR.LINK/ABZ001
judging the distance of other vehicles harder, while around a quarter (23 per cent) say they just feel less confident driving at night.
Government involvement
Following a rise in complaints from drivers about getting dazzled the RAC began campaigning several years ago, along with The College of Optometrists, IAM RoadSmart and Baroness Hayter, for the causes of headlight glare to be investigated. This joint work led to the Government commissioning independent research, conducted by TRL, which is due to be published soon.
Comprehensive RAC research earlier this year found as many as one-in-four (25 per cent) drivers who find vehicle headlights too bright are driving less as a result, with a further 22 per cent saying they wish they could but that they have no choice other than
to drive at night.
RAC senior policy officer Rod Dennis said: “Unfortunately, for a lot of drivers the annual onset of darker evenings coincides with another unwelcome arrival – that of overly-bright headlights that they believe make driving more difficult due to dazzle and discomfort.
“While most of us have no choice other than to adapt to driving at night more often as the clocks go back, the fact headlight glare is the leading cause of nervousness underlines it’s a problem that needs tackling. At the same time, it’s important to remember that brighter headlights can give drivers a better view of the road ahead – so there’s a balance to be struck.”
To read this report WWW.RDR.LINK/ABZ002
PMM NEWS
WANTS TO HEAR FROMYOU!
This month we are asking our loyal readers to tell us what they like and what they don’t like about the UK’s number one aftermarket magazine. Simply scan the QR code below to answer the following questionnaire.
1. How often do you read Professional Motor Mechanic magazine? 2. Do you prefer to read Professional Motor Mechanic in print or online?
3. Have you listened to the Professional Motor Mechanic podcast?
4. Have you watched any Professional Motor Mechanic videos on YouTube?
5. Have you attended any of our Mechanex trade events in the past?
6. Do you find our technical content useful?
8. What is your favourite part of the magazine?
7. What would you change about the magazine if you could?
9. Do you think we should feature more new products each month?
10. Do you think we should feature more industry debates each month?
To complete this short survey simply scan the QR code or WWW.RDR.LINK/ABZ004
Who, what, where, when and why: Anyone will these are the essentials to building a compelling story. Establish the facts, bring the reader along with you and steadily heighten the drama until you reach a satisfying conclusion which resolves the main source of conflict: bonus points, however, for leaving enough unresolved to provide a sequel. Anyone who has read one of our star diagnostician Ben Johnson’s faultfinding sagas will recognise all of these features, as he brings you along into the chilly depths of Finland to do battle with yet another over-engineered and underloved BMW. But reading through our top articles from the past year, it’s clear that these five dramatic essentials are as beloved by pro-technicians as by fans of the Queen of Crime, Agatha Christie, herself.
Every year we reward the contributors of our best articles over the past twelve months with a coveted PMM Award. We come together as a team to crunch the numbers, put forward our own suggestions and hash it out to bring you what we feel are the ten most informative, entertaining and popular articles we’ve had to offer that year.
So turn the page to discover whodunnit in this year’s PMM Awards!
To read this article
BOSCH
When is ADAS calibration needed?
A1 ADAS GROUP
How to diagnose diesel vehicles
Despite their impending demise, diesel vehicles will become more complex in the next five years. Now, replacing a failed component is no longer the end of the job: In many cases, it’s just the beginning...
WWW.RDR.LINK/ABZ 005
At this point in time, ADAS is vitally important in today’s modern-day safety systems. But they are about to get even more so – both for drivers, and for the modern-day car manufacturer...
To read this article
WWW.RDR.LINK/ABZ 007
TOP PODCAST EPISODE OF 2025!
January’s episode
‘Would you open a workshop in 2025?’ was the most popular episode of the PMM Podcast this year.
CARWOOD
What are the common causes of turbo oil leaks?
AUTODATA
Why was the Toyota C-HR making a strange noise?
Autodata hears from one garage who are sure they’re hearing things... but what?
To read this article
WWW.RDR.LINK/ABZ 006
For a turbo leaking oil you assume the seals are damaged, and the turbo is at fault. That’s where you’d start if an engine was leaking. In contrast, most turbo oil leaks are a symptom of another problem.
To read this article
WWW.RDR.LINK/ABZ 008
BEN JOHNSON
How one sensor brought down a BMW X5 M50d
PMM’s quasher of quandaries, Ben Johnson, rebuffs the naysayers and elects to keep things simple in the swap shop. In this epic, Ben is faced with this “marvel of modern engineering” – well, a marvel until “a seemingly minor issue brings the entire system to its knees”. What brings the most frustration to Ben on a daily basis brings our readers joy, and this was just one of several articles written by him to feature in our shortlist.
To read this article
WWW.RDR.LINK/ABZ 009
Ben is a great fault-finder, not simply because he gets to the root of the issue, but because he takes a holistic approach to problemsolving and is more than happy to share his thoughts and experience with others. In this article, he reminds readers to “go back to basics” sometimes, arguing for a bit of “old-fashioned ingenuity”.
EEC
Why was the Vauxhall Vivaro having DPF issues?
EEC’s technical trainer Stuart Still gets to the bottom of a DPF issue on a Vauxhall van:
“I recently visited one of my distributors who were having an emissions issue with a Vauxhall Vivaro van. It started when their customer limped into his garage with two
CONTITECH
Best practice when changingoil pump timing belt
Timing belt articles continue to be wildly popular with our readers. In this article, Continental offers some best practice advice on changing the oil pump timing belt on certain VAG vehicles.
To read this article
ECOBAT
What causes a battery to discharge?
fault codes DPF070, DPF059 and ‘emissions’ illuminated on the dash. The technician diagnosed a DPF problem and fitted a new EEC DPF, he reset the ECU and removed the fault codes, but did not carry out a forced regeneration as directed in our fitting instructions. His customer collected the van and drove for about 20 miles, then all the same fault codes returned. At this stage he took the van to the Vauxhall dealership, where guess what he said? “It’s an aftermarket DPF, they don’t work; you need to fit an OE DPF”...
To read this article
WWW.RDR.LINK/ABZ 010
WWW.RDR.LINK/ABZ 011
Ecobat Battery reminded readers in this article of the importance of discovering the root cause of a problem before proceeding with a replacement. As true for batteries as any other component.
To read this article
WWW.RDR.LINK/ABZ 013
Wynn's Crystal Clean & ProtectMechanics Review, hosted by Ed Cockill, posted in February, was our audience’s favourite video of 2025.
DELPHI
How to replace a fuel filter on a Kia Sportage
Delphi’s Phil Mitchell will be familiar to many of you. In this article he takes readers through a fuel filter change. A simple job? Well, there might be more to it than you expected!
To read this article
WWW.RDR.LINK/ABZ012
FEBI
Why was the VW Golf V having steering problems?
Febi provides an insight on control units to readers of PMM and highlights a recent case in which a Volkswagen’s battery replacement led to a series of issues affecting the steering, EPC and ESP...
To read this article
WWW.RDR.LINK/ABZ014
COMMON FAULTS
Thermostat with housing, seal and temperature switch
febi outlines some issues with thermostats on BMW, MINI, Peugeot, Citroën and DS models. This relates to febi part numbers 103197 and 170321.
To fit: Various BMW, MINI, Peugeot, Citroën and DS models.
PROBLEM
The engine is unable to reach operating temperature and a lack of heating in the passenger compartment.
Illumination of the coolant temperature warning lamp; engine coolant discharging from the expansion bottle; engine cooling fan operating at maximum speed. Engine warning lamp illuminated - related to the symptoms listed above. These possible fault codes may be stored in the engine ECU:
P0115 Coolant temperature sensor malfunction.
P0116 Coolant temperature outside specified range.
P0597 Electric thermostat heater implausible.
P0598 Electric thermostat signal low.
P0599 Electric thermostat signal high.
The presence of coolant under the vehicle and a reduced level of coolant in the expansion bottle.
CAUSE
The vehicles listed above can suffer from a number of issues relating to the engine cooling system, thermostat, or the housing. These include the following:
The thermostat incorporated in the coolant outlet housing becomes stuck in the ‘open’ position, resulting in the engine failing to reach operating temperature.
The thermostat incorporated in the coolant outlet housing becomes stuck in the ‘closed’ position, causing the engine to overheat.
The original polyamide material used ages under the influence of constant engine heating, cooling cycles and vibration. The thermostat housing can distort or crack, leading to coolant leaks.
“The original polyamide material used ages under the influence of constant engine heating, cooling cycles and vibration.”
SOLUTION
Due to the issues and symptoms listed above, the vehicle manufacturer has modified the design of the thermostat housing. The updated design benefits from an electronicallycontrolled thermostat, a reinforced structure, and a new configuration of the sensors - which may require an additional 2 x 2-way connector, subject to original vehicle equipment.
Therefore, diagnose and identify any fault codes which cause the warning lamps to illuminate. Replace the faulty coolant thermostat housing, fill the cooling system with fresh coolant, and bleed the air from the system.
Note: When replacing the thermostat housing, check all other coolant pipes for their condition and replace as necessary.
TROUBLESHOOTER
BMW F30: Why wasn’t the entertainment
panel working?
Our diagnostics dynamo Ben Johnson is on the lookout for those little things that just don’t look right. It’s easy – when you know where to look!
There are few sights more ominous to a mechanic than sitting in a modern BMW, pressing the climate control buttons, and watching absolutely nothing happen. Dead panel. No lights, no fan, no response. It’s the motoring equivalent of poking a corpse with a stick.
Now, on paper, this 320i F30’s climate system should have been fine. Twelve volts and ground were both present, the fuses were intact, and the connectors were seated. But BMWs, being BMWs, don’t run on just volts and grounds anymore. No, they also run on handshakes, wake-up nudges and a small army of digital signals, all of which must arrive in perfect order before a single fan blade dares to turn.
How the system is meant to work
At the heart of it is the FEM (Front Electronic Module Fig.2). Think of it as the nightclub bouncer: Nothing gets in, or starts, without its say-so. When you turn the key, the FEM sends a wake-up call down the AC_LIN_4 line to the IHKA control unit.
The IHKA module (Fig.3) is the brains of the climate system. It receives that AC_LIN_4 nudge and then talks to the front heater control panel via a separate LIN line, LIN_18 – the blue/white wire you’ll find on the diagrams. That’s the panel the driver actually touches: the buttons, the dials, the little display. When everything works, it’s seamless.
Overlaying all of this is the K-CAN network, which ties the FEM and IHKA
together, carrying the usual chatter of temperatures, demands and flap positions. If K-CAN is down, nothing works.
So, with the climate panel dead, I scoped the K-CAN first. Perfect. Beautiful square waves, crisp, no noise. The FEM and IHKA were still having a lovely conversation. That ruled out the obvious “no comms” problem.
The Problem with AC_LIN_4
Next stop: the wake-up line. Probing the AC_LIN_4 signal, I expected to see a healthy square wave pulsing away, the FEM’s digital alarm clock for the IHKA. Instead, I got something that looked like a mountain range (Fig.4): Two rounded peaks, frozen in place. Dead. No switching, no chatter, no activity.
The FEM
The IHKA module. Note the blue/white wire piggyback (AC_LIN_4) from the FEM
At this point, the IHKA never got its “wake up” call. And because the IHKA was still asleep, the front control panel on LIN_18 also stayed dark. Cause and effect. However LIN_18 did have a good signal but serial decoding was unable to pick up any messaging which, to me, meant that LIN_18 at the IHKA was possibly in standby mode since it couldn't receive any information from the FEM (Fig.5).
The smoking gun
Now, here’s where experience kicks in. Digging down behind the centre console, I found the usual suspects: a suspicious plain black box, stuck in with a blob of glue and a cable tie that looked like it came free with a bag of compost (Fig.6). If BMW had built this, it would have been neatly clipped, labelled and tested a thousand times over. This wasn’t BMW. This was aftermarket. And here’s the tip that confirms it: I ducked under the front of the car and, sure enough, there it was –the little exhaust pipe of a
Webasto auxiliary heater. Once you see that, you know exactly what you’re dealing with: a piggyback installation that has its claws into the LIN bus.
The fix
On closer inspection, the black Webasto switching unit had been spliced into the AC_LIN_4 line, effectively creating a loop. The FEM was still trying to send its signal, but the Webasto box was corrupting it –turning BMW’s precise digital square wave into garbled mush.
The cure was straightforward. I disconnected the piggyback wiring and reestablished the proper connection, plugging the AC_LIN_4 wire directly back into the IHKA control unit and severing the Webasto’s loop. Instantly, the scope showed a perfect digital square wave. Key on, and the IHKA woke up like nothing had ever happened. The front control panel lit up, the fans ran, and the customer once again had heat, air con, and a working dashboard.
The takeaway
This job was a perfect reminder that in modern cars, “dead panel” doesn’t mean “dead module.” The FEM was fine. The IHKA was fine. The K-CAN was fine. The villain was that innocent-looking black box tied behind the console, an aftermarket Webasto unit that had quietly corrupted the LIN bus until nothing worked.
So next time you’re chasing a lifeless IHKA on a BMW:
■ Scope the K-CAN between FEM and IHKA – it should be clean.
■ Scope the AC_LIN_4 line. If it’s frozen or distorted, look for interference.
■ Don’t forget the tip: check under the car for that tell-tale Webasto exhaust pipe. If it’s there, you’re not dealing with a factory fault, you’re dealing with an aftermarket heater installation that’s sticking its fingers in BMW’s wiring.
And as always, beware the cheap cable tie and the blob of glue. They’re more diagnostic than any fault code.
A corrupted AC_LIN_4 signal
LIN_18 good signal but serial decoding gave us only sad looking blue question marks...
A classic piggyback technique on both the LIN and K-CAN
COMMON FAULTS
Diagnosing leaks and avoiding further damage
Arnott Europe provides readers of PMM with a handy guide to how air suspension systems can go wrong.
Air suspension systems rely on multiple components working together. A small, unnoticed air leak can lead to consequential damage and higher repair costs. Here’s how to identify issues, confirm leaks, and address the root cause before more significant problems arise.
Air springs contain flexible rubber bellows that hold pressurised air, which supports the vehicle’s weight. The compressor and valves regulate and distribute the pressurised airflow to ensure the correct ride height. Over time, the rubber can lose elasticity, especially in cold or dry conditions. Furthermore, road debris can puncture the air sleeve, and salt and oil leaks from struts and shocks can degrade the rubber, thereby shortening the lifespan of the air springs.
When cracks or tears form, air escapes from the damaged areas. As air pressure drops, the affected corner, or sometimes the entire front or rear, will sit lower because the air spring no longer has enough air to support the weight. A vehicle sitting unevenly after being parked overnight is a clear sign of a leaking or cracked air spring or a problem elsewhere in the system.
Diagnosing air leaks
A quick test is to start the vehicle: If the car is auto-levelling again, the issue is likely in the air spring or airline rather than a fault in an electronic component.
If it stays low or uneven, this could be caused by an aging compressor, issues with air distribution due to a non-functioning solenoid valve, or a faulty ride height sensor signal. For a more precise leak check, use the soap-and-water test. Spray the solution around the folds of the air spring and watch for bubbles; these indicate escaping air and confirm a leak.
Unchecked leaks put extra strain on the entire system. One of the first components to feel the impact is the compressor, which may start running excessively in an attempt to maintain pressure.
Compressor symptoms
A compressor that runs more frequently than normal could be a sign of a leak as well. In most cases, the pressure reservoir delivers the pressure to the air springs, after which the air compressor runs to restore the pressure in the reservoir. When air escapes, the pressure drops, and the system constantly signals the compressor to compensate. Excessive use can overheat the compressor, damage or even melt airlines, and trigger other system issues. Check for burnt smells, discoloured parts, or heat marks on the compressor housing. Another reason for a defective compressor is a continuously running compressor due to a sticky relay.
Mechanic’s advice:
Always find the root cause before replacing the defective compressor.
“For a more precise leak check, use the soap-andwater test. Spray the solution around the folds of the air spring and watch for bubbles.”
Always replace the compressor relay when replacing a compressor, as it can get worn or sticky, which can lead to early failure of your new compressor.
Understanding how leaks can be detected and how other system components react helps technicians diagnose problems quickly and prevent repeated failures.
Tip: Regularly inspect air springs for cracks, dry spots, or contamination from oil or road debris. Preventive replacement can avoid further damage to your air suspension system.
Defect Compressor
Hairline Cracks in Air Spring
BEST PRACTICE
Filter servicing
Comline Group filter product manager, Toni
Spiridon reveals how workshops can ensure their customers’ vehicles are winter-ready.
Winter is upon us: temperatures have dropped, roads are damp and debris is prominent on the surface too. Consequently, workshops receive vehicles with different problems than those likely welcomed in summer – fewer air conditioning failures and overheating engines and more battery replacement and bulb checks.
The RAC advises that fluids are topped up, batteries are checked, preparations are made for night-time driving, and tyres are in optimum condition – but Comline believes that filter maintenance is also pivotal ahead of the next few months.
Cabin air filter: Fallen leaves and misty conditions can quickly clog cabin filters with debris, restricting airflow and reducing HVAC efficiency. A blocked filter can also allow pollutants and allergens into the cabin, creating unpleasant odours and poor air quality.
Replacing the cabin filter can overcome these barriers, allowing for consistent airflow and preventing strain on blowers and heater systems. As allergens peak, a straightforward filter change can make a significant difference to both comfort and customer satisfaction.
Air filter: Engines rely on a clean, unrestricted supply of air for optimal combustion. Over time, an air filter will collect dust, dirt and debris that can choke performance and reduce efficiency.
A clean air filter provides accurate airfuel ratios, helping the engine to run smoothly, maintain good fuel economy and reduce wear on sensitive components, like the MAF sensor and throttle body. For
workshops, this is a quick and effective way to strengthen performance, cut emissions and enhance cold-start reliability.
Oil filter: Oil filters may be small – but they have a big responsibility! They capture harmful contaminants that accumulate in the engine oil. Left unchecked and unchanged, a clogged filter can wreak havoc – starting with the restriction of oil flow, reduction in lubrication and increase in internal wear.
Comline recommends replacing the oil filter at least once a year or at every service interval, in line with VM schedules. Most European engines incorporate fine tolerances and advanced lubrication systems, so clean and compatible oil is essential for reliability, efficiency, performance and durability. Routine replacement helps maintain oil pressure too, protecting against sludge build-up.
Fuel filter: Did you know that as the temperature drops, the risk of diesel vehicles falling foul to fuel gelling goes up? This is when paraffin wax in the fuel solidifies into crystals. If the fuel filter is already dirty or partially blocked, those crystals can halt fuel flow – leading to poor starting, loss of power and maybe even expensive pump damage.
Replacing the diesel fuel filter then is good practice; a new one will provide clean fuel delivery to the engine and consistent pressure, as well as remove built-up water and contaminants that will only increase chances of problems, like corrosion and injector damage. Most OEMs recommend a replacement every 10,000-20,000 miles or annually.
The range
The brand now sells millions of own-brand filters worldwide. Manufactured in marketleading production facilities, Comline’s filters incorporate premium filter media from renowned producers. Each filter is rigorously analysed, performance-tested and benchmarked to guarantee consistent quality.
PMM and Pico Technology are on the lookout for this country’s rising talent this year, with a series of articles highlighting the brilliant work being done in colleges and workshops to close the aftermarket’s skills gap.
NOW IS THE TIME TOACT !
Autotech recruit is calling on UK garages to act now to ensure the next generation of aftermarket talent.
By 2032, nearly one in five vehicle technicians will retire, creating a looming retirement wave that threatens to deepen the UK automotive aftermarket’s skills gap. With over 17,000 vacancies already unfilled, the need for fresh talent has never been greater. The good news is that a new generation of qualified students is ready to step in.
More than 1,000 freshly qualified students are already registered with Autotech Academy, eager to take on paid internships that will give them their first break in the industry. Branded the “New Kids on the Block,” they represent a major opportunity for automotive employers to bring in motivated young people who can help bridge the gap between today’s workforce and the industry’s rapidly evolving future.
Autotech Academy’s 6-12 month paid internship programme has already placed hundreds of students into workshops across the UK. Each intern receives a full tool kit, which is theirs to keep if they complete the internship and uniform, while employers benefit from pre-screened candidates who are ready to contribute from day one.
For employers, this is an opportunity to grow their own talent in a structured, supported way, while avoiding many of the recruitment challenges that traditionally make hiring difficult. It’s a genuine “try before you buy” model – giving employers the chance to see a young technician’s potential in action before committing to a permanent hire. With over 95 per cent of those who successfully complete their internship moving into fulltime roles, the success rate
“More than 1,000 freshly qualified students are already registered with Autotech Academy, eager to take on paid internships that will give them their first break in the industry.”
speaks for itself.
“The next generation is ready to work – but they need that first opportunity,” comments Simon King, CEO of Autotech Group. “Our internship programme removes the barriers, takes the pain out of recruiting, and gives employers access to a pipeline of talent that will help close the skills gap.”
Who has benefited?
Cameron: After qualifying in 2019, Cameron Bell, 23, from County Durham, spent three years working outside the trade because no workshop would hire him without experience. Through Autotech Academy, he secured an internship with Stoneacre Toyota Gateshead and is now a service technician. “The internship gave me the opportunity, the experience, and even the tool kit I needed to succeed,” comments Cameron.
Clio: At just 19, Clio Perry joined Yeomans Nissan Basingstoke through an Autotech Academy internship placement after struggling to find her first role postcollege. Today she works
alongside mentors on increasingly complex jobs –from services to full engine removals. “With the right support, you can achieve anything,” Clio said. Her manager Doug added: “Clio proves that talent has nothing to do with gender –she’s progressing fast and adding value every day.”
Ahmed: For Group 1 Jaguar
Land Rover North West London, taking on Ahmed Mahamud has already paid off. One year after arriving “raw from college,” Ahmed is now a permanent technician. “He’s gone from a student to a fully-fledged vehicle technician in the space of a year,” said Senior Tech Controller Anthony Farron. “Other businesses need to give young people like Ahmed a chance.”
Ronan: At Renault Watford, Ronan Cardozo quickly impressed during his Academy placement. Working with a Master Technician mentor, he developed rapidly and is now a permanent Renault technician. Aftersales Manager Robert Coleman
PMM’s RISING TALENT
COULD YOU BE OUR TOP TALENT?
comments: “The usual recruitment barriers are taken away. My only advice to other employers considering taking on a newly qualified vehicle technician? Just do it.”
A Call to Action
With the skills gap widening, employers can no longer afford to overlook qualified college leavers. Autotech Academy’s 1,000+ registered students are proof that the talent is out there – eager, equipped, and ready to learn.
The challenge now is for workshops, dealer groups, and independent garages to open the door. By embracing the internship model, employers can grow their own talent, giving young people the structured first step they need while ensuring businesses can futureproof their workforce.
The benefits are clear. Employers gain motivated, pre-vetted candidates who are already technically trained and ready to contribute. The internship
PMM and Pico Technology are calling on colleges, workshops, technicians and apprentices to tell us about yourself or someone you know that has excelled as a Rising Talent.
Whether you have overcome issues, succeeded in your college exams, impressed your employer, gone above and beyond in your role with customers – whatever it may be, we want to hear your story!
We’ll be choosing the entrant that has impressed us the most and the
period acts as a “try before you buy” opportunity, allowing employers to assess ability, attitude, and cultural fit before making a permanent hire. For the students, it’s a chance to prove themselves in a supportive, real-world environment. With more than 95% of those completing internships securing full-time positions, the model is working.
By tapping into this pool of talent, businesses won’t just fill current vacancies –they will build a pipeline of
winner won’t be walking away empty handed!
Pico Technology is offering the winner of this great competition an amazing 4-Channel PicoScope kit, worth £2,365! Not only will the winner take the kit, but they will also bag a day’s training at Pico’s HQ. Not bad!
So how to enter?
Entering this competition is easy. Simply scan the below QR code or go to www.rdr.link/ABZ020, enter your details and write a short paragraph about why you or your chosen nominee is a top talent. Good luck!
“By embracing the internship model, employers can grow their own talent, giving young people the structured first step they need while ensuring businesses can futureproof their workforce.”
skilled technicians who can keep pace with the rapid evolution of electric vehicles, ADAS systems, and connected car technologies. Most importantly, they will be safeguarding the long-term future of the UK automotive industry.
The next generation is here, ready and waiting. The only question is whether employers are ready to give them the chance.
Behind the scenes.
Castrol’s Drivelines Technology Centre in Hamburg
During a period of rapid change for Europe’s automotive industry, and coinciding with its 125th anniversary in 2024, Castrol decided (for the first time) to provide an exclusive insight into its Driveline Technology Centre (DTC) in Hamburg-Neuhof in Germany. This, otherwise closed for public, research and development facility is where Castrol develops and tests ‘EV fluids’ for current and future electric vehicles, in addition to gear oils for cars with internal combustion engine..
The global shift towards electric mobility opens up numerous opportunities for Castrol to take a lead in the development and supply of specialised high-quality lubricants and other technical fluids formulated specifically for plug-in hybrids and full battery electric vehicles. The DTC is where these fluids that are critical for the safe and efficient operation of future EVs are formulated.
A century’s progress
The rigorous test and development of lubricants by Castrol dates back to 1899, when Sir Charles ‘Cheers’ Wakefield founded CC Wakefield & Co. Limited; the company that became Castrol as we know it today. Early in the 20th century, the Wakefield business began developing lubricants for automobile and aeroplane engines; a range of products that were runny enough to operate effectively from cold at start-up, but also thick enough to keep working at very high temperatures. Wakefield researchers found that by adding a measure of castor oil, which is a vegetable oil made from castor beans, they could achieve the perfect balance. They called the new product ‘Castrol’. The company formally adopted the Castrol name in 1960, and in 2000 it was acquired by bp.
The production of lubricants at the Neuhof site on the southern edge of the Hamburg port area began in 1976. Together with its research and
development centre in Shanghai, China, the Castrol DTC in Hamburg-Neuhof is now a global competence centre for Castrol’s gear oils and EV fluids. Highly complex EV lubricant solutions are being developed at the DTC to improve the efficiency of the latest electrified drive systems. Significantly, three out of four of the world’s major vehicle manufacturers now use Castrol ON EV Fluids for factory fill (GlobalData report for top 20 selling OEMs; total new passenger car and light commercial vehicle sales in 2023).
Castrol tests its products at the DTC, continuously making improvements to meet new technical and regulatory requirements. “Our latest EV transmission oils for fully electric vehicles support the development of new powertrain architectures that OEMs create to be more efficient, more compact and more durable,” explains Daniel Knoblauch, expert team leader, advanced electrification OEM liaison.
To meet a diverse range of test and development requirements, Castrol teams
Behind the scenes.
at the DTC typically operate around 30 ‘test stands’ at any given time: from table-top rigs that evaluate just 40 millilitres of a material, to transmission fluid test stands that fill a large room and can run a full transmission or e-drive unit. After completing test runs that can last from one day to more than a month, tiny differences in efficiency and performance can be measured and the causes and outcomes tracked.
A unique benefit of the Hamburg location is the wealth of experience of local employees, some of whom have been working in research and development for Castrol for decades.
EV transmission fluids
The Castrol ON Dry EV Transmission Fluids, synthetic fluids formulated for transmissions with dry electric motors, are developed at the DTC. The products are part of Castrol ON's advanced EV product range, which also includes EV thermal management fluids and EV lubricating greases.
The Castrol ON transmission fluids help compatible EVs go further (vs mass market EV factory fill fluids), charge faster (vs indirect cooled battery system) and last longer (vs standard EV transmission fluid). The EV lubricants play an important role in aiding efficiency and extending the life of vehicle components. The lubricating fluids create a balance between reduced fluid viscosity and gear and bearing protection.
Castrol ON EV Wet Transmission Fluids have been developed for powertrains with ‘wet’ electric motors. In addition to low conductivity and high resistance, the new EV fluids fulfil numerous additional requirements, including effective protection against copper corrosion within the electric motor. On top of that, these fluids have excellent cold-flow properties to aid ‘pumpability’ at low operating temperatures, as well as outstanding thermal properties and exceptional oxidative stability. All of these facilitate lower temperatures in the gearbox and motors thanks to significantly reduced friction.
Supporting new plug-in powertrain technologies
The precise behaviour of a new lubricant cannot entirely be calculated and measured via standard test processes. Where the journey is headed becomes clear in the DTC’s central analytical laboratory with attached special analytics, where employees research the innovations of tomorrow. They come up with several original test fluids per week, which can help shape major changes in mobility.
“While the historical gear oils were thick, odorous and highly viscous, the new generation of EV fluids are characterised by being odourless and significantly thinner,” explains Patrick Bauer, team leader, Thermal Management Fluids. “The water-like EV thermal fluids that are being used in the thermal management system of electric vehicles are even thinner, reducing the temperature of batteries,
electric motors and other components in electric drive systems.”
In the analytical laboratory, every innovation begins with a first small blend of only 100 millilitres of a new fluid. At the end of the development, this small amount is the starting point for a scalingup process from the laboratory to full scale multiple thousand litre production runs. Typical test methods that are run at the laboratory include the evaluation of ‘foam behaviour’, testing the electrical properties, and the ‘copper strip test’. The formation of foam must be avoided with lubricants because the liquid could have a reduced cooling capacity and it can also lower lubrication performance.
The electrical properties of fresh oils and used oils must be carefully checked, particularly with EV thermal fluids that could ultimately be introduced into the internals of electric motors and batteries. In the ‘copper strip test’, aging processes are simulated by increasing temperatures.
With microscopes and mass spectrometers further detailed evaluations of the composition and performance of the new product can be done. In addition to providing its Castrol ON EV fluids to OEMs for passenger vehicles, Castrol has been the Official EV Fluids Partner to the Jaguar TCS Racing Formula E Team since 2019. Castrol works with the team to coengineer advanced EV Fluids and lubricants for their all-electric race cars. This enables Castrol to further advance its EV fluid technologies for current and future electric road vehicles.
As more and more electric vehicles come onto the service market, more vehicle manufacturers have asked Castrol to provide their workshop partners with an advanced EV transmission oil to support ongoing repair and maintenance work. Patrick Bauer adds: “While these fluids are considered ‘fill for life’ in some electric vehicles, workshops require a replacement product in the event of a repair. Our DTC facility plays a critical role in the development of those fluids.”
Watch. Car repair on screen
YouTube
Ed Cockill gets to grips with the new gasket maker range from Wynn’s.
It’s a grey area
We've all got a few bottles of this lying around the workshop. This is brilliant. It does a broad range of all kind of gasket making, be it your sumps or your water pumps or anything like that. It comes in a lovely 200ml bottle. It's easily applied. So as a kind of general gasket maker, this is still brilliant. This will still get you out of trouble with most stuff, but the good thing is about their new range is they've gone into real specific functions for each gasket maker. So let's have a look at each one.
The new stuff
In Wynn's new range, they've got three different types of gasket maker: Black, red, and grey. The black is similar to its predecessor, but it's got some better qualities in this one. The temperature resistance is a lot better. The previous one was 232˚C. This one's up to 260˚. Compared to its predecessor, the oil resistance is a lot better on this and also it's safe to use around sensors, so you can be happy knowing that when it's around any sort of sensor or anything like that, it's not going to affect the readings.
So next up is the red gasket maker, so the same sort of formula, the same qualities as the black one, but the difference is with this is it takes really high temperatures, stuff like inlet manifolds, turbochargers, stuff that gets really, really hot. It's guaranteed up to 300˚C, but it can also go up to 340˚C intermittently. So you can guarantee that this is going to work on really, really high temperature stuff and it still works fine with oil, fuel and coolants, so you can still be able to use it on other stuff.
The main qualities of the grey gasket maker is the fact that it's torque and vibration resistant. So anything that's rotating on an engine, there's quite a lot rotating on an engine, but stuff like water pumps and bits and bobs like that, this stuff is brilliant for it. Also, the coolant resistance is a lot higher than the black and the red gasket maker, so it's ideal if you just want to keep water in anywhere, because obviously water or coolant, the viscosity is a lot lower than most oils, so this will keep it sealed and tight in the places it's meant to be. The main applications for the grey gasket maker is water pumps, thermostat housings, gearboxes, anything that involves coolants and thinner fluids and anything that's got any rotating parts on it. This stuff is brilliant.
Just the cure
They come in a lovely 80ml tube, which is a lot easier to justify billing to a customer. If you're trying to bill a 200ml gasket maker to a customer, it's not really fair. Whereas with this, it's a lot easier to bill. Lastly, a word on curing times. People just think you can put sealant on and send it out the door, but that's not true with anything that's submerged in oil, like oil sumps, timing chain covers, timing belt covers. The recommendations from the manufacturers and from Wynn's is to leave them for twelve hours, so overnight, whilst the minimum cure time for anything that isn't submerged in oil or fluids is around three hours.
TO WATCH THESE VIDEOS AND THE OTHERS ON THE PMM YOUTUBE CHANNEL SIMPLY SCAN THE QR CODE
The “OG” black gasket maker
Seeing red
THE SECRETS TOASUCCESSFUL GARAGE
Running a garage day-today, it’s easy to stop noticing what your customers actually experience. You walk past the same reception, the same signage, the same oil stains in the car park and it all becomes invisible.
I’ve seen the commercial impact that even small details can have at Oldfields, but I've also seen many common mistakes including unclear or cluttered signage, unwelcoming or confusing reception areas, poor online
booking journeys, and staff who don’t fully understand their role in creating a great first impression.
Many garages assume their website is ‘good enough’, until it’s tested from a customer’s perspective.
Broken links, outdated images that don’t reflect the business, and confusing booking processes often go unnoticed internally but create real friction for potential customers.
These oversights cost you customers, without you even realising. First impressions are
made long before a spanner is lifted: online, on the phone, and in your car park.
That’s why a fresh pair of eyes can be so valuable. Bringing in someone from outside the business, even just to walk through the customer journey or act as a mystery shopper, can reveal issues you’ve stopped noticing.
From the moment a customer tries to book online to the second they hand over their keys, small details make
a big difference. An honest, external view can help you spot what's working, what isn’t, and where small improvements could have a real impact.
When a mystery shopper uncovers those missed opportunities, the benefits go beyond appearances.
Clean, clear, welcoming spaces and seamless processes improve trust, increase conversion rates, and keep customers coming back.
RECALIBRATION
PMM hears from one of Bosch’s automotive insiders. This month, ADAS expert Marc Eppler lifts the bonnet on Bosch’s ADAS One Solution calibration software.
In a world where everyone’s an influencer, it’s refreshing to know that Bosch is the real deal. The German firm’s in-depth automotive knowledge has been built over 100 years and it’s fair to say that many of the innovations that took shape within their factory walls have gone on to change the automotive landscape. Today, millions of drivers around the world today rely on their technology. So who better than Bosch to turn to for a deep dive into the systems that keep modern vehicles on the road.
This month, we have Marc Eppler, product manager for ADAS tools, to bring us up to speed with Bosch’s ADAS One product. Marc’s background in developing high performance combustion engines gives him a unique insight into how ADAS sits within the wider vehicle.
Firstly,
could you explain what ADAS One is?
The ADAS One Solution is a software system for the efficient recalibration of advanced driver assistance systems (ADAS) and was born out of the changing automotive landscape. As manufacturers developed cars with driver assistance functions – such as camera and radar systems – that supported the driver and helped prevent accidents, it became vital to ensure these systems worked safely and accurately at all times.
Is that why ADAS One was developed?
Yes, because these new driver assistance functions needed to be working correctly after repairs or an accident. Previously mechanics needed aftermarket repair
manuals, specific to each individual manufacturer, as more variations entered the market, this process could become inefficient due to the extremely specific guidelines needed for each make and model. Mechanics also had to deal with a huge variety of different functions that required calibration –from road sign recognition, to automated braking, accelerating and lane assist.
Bosch introduced ADAS recalibration solutions, including the DAS 1000 series, to help manufacturers calibrate their own systems, before rolling the technology out to the automotive aftermarket.
Today, the ADAS One Solution software helps workshop mechanics across the world set up their calibration device efficiently, while ensuring precise settings for a vehicle’s various ADAS systems and respecting the manufacturer’s strict specifications.
How does ADAS One help improve workshop efficiency?
The unique, optimised user guidance in the ADAS One Solution speeds up the recalibration process for almost any vehicle that arrives in the workshop, taking users through the recalibration process step by step.
The software is versatile too and can run either by full integration into Bosch’s ESI[tronic] workshop diagnostic software, or independently on a PC or laptop. Mechanics get easy-to-follow instructions preconfigured for every vehicle – providing guidance all the way from the selection of the required calibration accessories, to the cameraassisted vehicle-specific alignment.
“With so many scenarios that necessitate recalibration, from a new windscreen to a small bump in a car park, workshops require a simple solution that enables them to move quickly and efficiently.” Marc Eppler, Bosch
The new positioning software is incredibly user-friendly, with animated graphics that give the mechanic step-by-step visual instructions during setup. Once all default settings have been checked, they can carry out the diagnostic process and then perform the calibration routine.
There are also individual starter kits for Bosch’s DAS 3000 calibration device, which cover various manufacturers’ systems.
Calibration boards for camera systems, front radar and lidar systems, as well as calibration floor mats for rear and surround cameras and radar accessories for all kinds of radar systems are all available separately –so you can use these as building blocks to create a solution that suits your workshop.
Once technicians have completed the process, they have everything documented in a total proof of calibration report that adheres to manufacturer guidelines.
WHEN TO USE ADAS?
■ Accident repair
■ Wheel alignment
■ Servicing
■ Tuning
■ Minor repairs
■ Troubleshooting
■ Windscreen replacement
■ Sensor replacements
How does ADAS One simplify the complexities of modern day vehicles?
There’s an increasing diversity of vehicle sensor technology and calibration process. With so many scenarios that necessitate recalibration, from a new windscreen to a small bump in a car park, workshops require a simple solution that enables them to move quickly and efficiently. With ADAS solutions, they are perfectly equipped for the precise recalibration and adjustment of driver assistance systems and the fact that it is one solution makes it unique in the market.
The solution is also modular, so while it is designed to work seamlessly with the Bosch KDS and ESI[tronic] software, equally it works as a standalone solution, that can be used in conjunction with the original manufacturer software.
ADAS One is intuitive – not only does it guide you through the process, but it can even tell you how much space you need around you and the tools required, plus it enables you to order Bosch parts direct.
This intuitive process minimises the amount of training that’s required to calibrate ADAS Systems. The result is that the garage can move through their bookings faster, as the time it takes to calibrate a vehicle and produce the print out confirming it’s done is 7-8 minutes. Sensors and cameras covered by ADAS One:
■ Front camera
■ Front radar sensor
■ Surround view camera
■ Rear camera
■ Rear radar sensor
■ Lidar sensor
How does the software equip workshops for the future?
A vital way ADAS One enables technicians to stay future-focused, is that it is constantly updated in line with industry developments.
For example, recently we expanded the portfolio to include the CTA 120 radar reflector for calibrating radar sensors. Not only that, but we brought out the CTA 110 Doppler simulator for lateral and rear radar
FOR MORE INFORMATION ON BOSCH simply scan the QR code
calibration, ensuring full functionality of the lane change assist.
Both of these can be set up and fine-tuned using the ADAS One Solution calibration software, so workshops can operate their own high-performance, future-proof ADAS calibration system independent of vehicle brand, while halving the setup time compared to manual measurement and alignment routines.
Are there any updates or developments in the pipeline?
ADAS software and the DAS 3000 cover almost every vehicle available in the EU market at the moment, but we are continuously updating them. Recently we are working on a new hardware update, which will cover 360° calibration around the car, effectively futureproofing it for ADAS Level 3 type vehicles.
The structure of the DAS 3000 facilitates easy, continuous updates, so when manufacturers introduce a new method of calibration, the DAS 3000 can be updated in line with it.
THE DAS 3000
This universal computer based calibration and adjustment device part of the ADAS software – thanks to its quick setup, innovative multifunction-fixture, robust but manoeuvrable design, and broad selection of adjustable calibration targets.
Repairing MODERN WINDSCREENS
Victoria Evans from Esprit Windscreen Repair Equipment shares insights into how ADAS is changing the windscreen repair game, and how savvy mechanics can adapt to boost profits while providing a better service.
Windscreens aren’t what they used to be. Once just a piece of laminated glass, today’s windscreens play a key role in a vehicle’s safety and tech systems. With the rise of ADAS, head-up displays, and augmented reality tech, your approach to windscreen repair and replacement needs to evolve too.
Back in the 1980s, when Esprit began offering screen repairs, it was a simple job. By the 1990s, British Standards dictated where and how repairs could be made, based on size and location. But in 2022, those standards were updated again, this time with ADAS in mind. According to Victoria, “ADAS has made windscreen replacement far more complex and expensive. Recalibration takes time, requires specialist equipment and adds to your customer’s bill. That’s why repair is becoming the go-to solution wherever possible.”
Not every chip can be fixed, but the rules are clear:
■ Avoid repairing in the hatched area around cameras or sensors
■ Avoid the direct field of view if the damage is larger than 20mm
■ Any other area? No problem, ADAS won’t be affected
Worried about how a repair impacts safety systems? Don’t be. “ADAS is designed to
handle slight distortions, like a raindrop or smudge. A quality repair using a tested kit won’t interfere with the system,” Victoria says. In fact, Esprit’s kit is certified by TÜV Rheinland to the ECE R43 standard; the same standard as a brand-new screen.
Repair brings more revenue
Here’s where it gets interesting for your business. Windscreen replacements used to be the more profitable route. But not anymore. Consider this:
A screen repair costs £2–£3 in materials and you can charge £35–£40 to the customer. That job takes you around 20 minutes and doesn’t require recalibration or any extra tools. That’s an excellent profit margin for a
job you can offer while the car’s already on the ramp. “Once garages realise they don’t need to remove or recalibrate anything and the customer gets a cheaper, faster fix, it’s a no-brainer,” Victoria adds.
With rising interest in sustainability, customers are more open to repair options. A repaired windscreen keeps waste out of landfills and lowers the overall carbon footprint of the job. Plus, early repairs prevent full replacements, which saves your customers time and money and keeps them loyal to your workshop.
Talk to your customers about repair before replacement and keep those ADAS systems working as they should.
AUTOMATIC TECH
If you think ADAS calibration needs to be a time-consuming process, think again. Mahle’s new calibration tool might just be what you’re looking for to reduce key-to-key times.
The Mahle TechPRO Digital ADAS 2.0 has been engineered to make ADAS calibration faster, simpler, and more reliable. The system’s hallmark is its fully digital, automated setup and process, replacing the time-consuming manual measurements of traditional equipment.
With the patented MAHLE Keystone technology, the MAHLE TechPRO Digital ADAS 2.0 has a self-adaptive calibration which eliminates the need to physically move the vehicle and target boards, reducing the calibration time by up to 80 per cent. The result? Greater precision, less labour time and no requirement to retain a dedicated space only used for ADAS calibrations.
To calibrate the Advanced Driver Assistance Systems with the MAHLE TechPRO Digital ADAS 2.0 all you need to do is attach the wheel clamps, place the digital calibration panel in front of the vehicle, and move the laser range finders into position. The number plate recognition eliminates the need to type in the VIN manually. Once clamps and lasers are in position the Digital ADAS 2.0 takes care of the rest.
The laser meters measure the distances and transmit the measurement data to the diagnostic tool via Bluetooth, no need to read off figures and type them in, saving time and making it nearly impossible to enter data incorrectly. Another feature making the unit even more appealing: at the touch of a button, the calibration panel moves into the correct position in front of the camera or sensor fully automatically, completing the setup in a few minutes.
Calibration commonly needed
Today, ADAS calibration is required for numerous repair jobs. For example, if a radiator or air conditioning condenser has been replaced and the job involved work on the front
end which led to a slight change in the position of a radar sensor or camera, ADAS calibration becomes necessary. Many workshops are not yet familiar with ADAS calibrations.
This is why the MAHLE TechPRO Digital ADAS 2.0 has on-screen tutorials and 3D guidance that takes the mechanic through the process step-by-step and makes the system intuitive to use. Each step is visual, logical, and designed to minimise error, giving workshops confidence that every calibration will be accurate first time. With very little training required, workshops can add additional services to their offerings and save money on work that they previously may have outsourced.
Cost effective and futureproof
As the system is targetless, there is no requirement for vehicle specific target boards, making it a universal tool for all OEMs, saving money in the long run by not having to buy vehicle specific target boards.
With the quick setup time workshops can reduce the time it takes to calibrate an ADAS from up to an hour to minutes, generating significant savings on labour.
Through a built in WIFI module, the MAHLE TechPRO Digital ADAS 2.0 is connected to the internet which enables the device to stay constantly up to date, ensuring manufacturers’ evolving ADAS requirements will be covered for years to come.
Workshops that invest in MAHLE Digital ADAS 2.0 gain more than just a calibration tool, they gain a competitive advantage. Faster turnaround times, reduced labour costs, future-proof adaptability, and guaranteed precision mean higher workshop profitability and customer satisfaction. MAHLE’s digital-first, automated approach ensures workshops are ready for today’s vehicles and tomorrow’s innovations.
Ford Transit Custom now COVERED
Hella Gutmann has expanded its ADAS coverage to 2025’s most popular van.
Hella Gutmann has expanded coverage on its range of advanced driver assistance equipment to include the latest Ford Transit Custom, ensuring workshops can carry out precise front camera calibrations on one of the UK’s most common light commercial vehicles. According to the SMMT, the Transit Custom has seen 38,185 new registrations year-to-date, securing its position as the UK’s most popular LCV in 2025.
A significant number of these vans are operated by fleets, making reliable ADAS calibration particularly important for garages
specialising in fleet work, where uptime, safety, and regulatory compliance are critical.
“The Transit Custom is a backbone of the UK’s working fleet,” said Julian Goulding, Head of Garage Equipment at Hella Gutmann. “With ADAS systems now
FOR MORE INFORMATION ON HELLA GUTMANN simply scan the QR code
widespread on vehicles like the Transit Custom, garages need the right equipment, training, and processes to handle these systems safely and efficiently.”
The new coverage allows technicians to calibrate the front camera, ensuring systems such as ‘lane keeping assist’ and ‘traffic sign recognition’ function correctly.
Hella Gutmann’s CSC-Tool SE and CSCTool Mobile combine static and dynamic calibration procedures with integrated technical information and guided workflows, helping technicians carry out jobs confidently and consistently.
TROUBLESHOOTER
Why was the Citroen C4 Picasso Grand HDI Blue1.6l having DPF issues?
PMM hears from AJ Fleetcare, who recently received a blocked-up Citroen, and turned to JLM for help.
AJ Fleetcare have recently launched The AJ Fleetcare Training Academy, with a mission to help fellow technicians unlock and then maximise profit potential from on vehicle DPF cleaning and accurately diagnosing faults, often mistakenly attributed to the DPF. It’s a bold move that’s seeing them training technicians every month at their workshop in West Yorkshire and, most recently, in Ireland. As Alan Landale explained to PMM, winning not just one but three awards, with their latest from the Motor Ombudsman no less was, “all the motivation we needed to strike out with the AJ Fleetcare Training Academy, with our initial focus on DPF training.”
The coming months will see them expand their training programme but for now, the demand is so significant, they’re marshalling their experience and expertise into the one day all-you-need-to-know DPF training. “It’s the ultimate all you can eat buffet in DPF training,” says Alan.
Citroen C4 Picasso Grand HDI
Blue1.6l
As Jeanette Landale explained, “conducting front-of-house customer inquiries is an essential step in our procedure before assigning a vehicle to a technician for diagnosis or repair. This shines a light on how the vehicle has been maintained, including service history, oil top ups in between services and the customer’s preferred fuel brand.”
We check for prior DPF cleaning attempts and whether DPF cleaners have been added to the fuel. It’s an immediate red flag if iron-based products have been used.
“Front of house checks completed, our technician reviews the customer’s questionnaire answers. For this vehicle, we identified that the vehicle was seldom used on motorways and was filled with supermarket fuel. We also established that the customer had used a budget supermarket, iron based DPF cleaning fuel additive. This rang alarm bells as the PSA range of DPFs tend to use a soft monolith (core) which can be damaged due to excessive heat attributed to the high temperature spikes caused by iron based DPF cleaners.
Following our DPF assessment we identified that the DPF itself was not damaged, but was heavily blocked with soot. We had fault codes p2452, p245c, p244a and p1412 (DPF pressure sensor). Monitoring live data confirmed some strange pressure readings of 1mb at idle, then 6mb, then 34mb and then 11mb. This was suggesting that in fact it was a faulty DPF or DPF sensor. A further manual test of the DPF pressure pipe using a manometer confirmed the same. So, at this stage it wasn’t looking good.
MORE INFORMATION ON JLM simply scan the QR code
Closer inspection on the DPF itself revealed the metal thread pipe into the DPF filter had sealant around it (this is the front DPF pipe we measured the pressure from). We removed the old sensor, and the pipe fell off to reveal that the threads had previously been damaged and stripped and a repair had been attempted with a sealant. This explained why we were getting strange pressure readings.
We sourced a new pipe, repaired the threads, and fitted the new pipe. This time the pressure tests showed 82mb at idle and 158mb at higher revs. This confirmed that the DPF was in fact blocked. Live data also revealed that the Eolys tank level was low, and the engine oil was contaminated and over the maximum level.
“We advised the customer on the required repairs. With his go ahead, we performed a DPF Clean using the JLM Lubricants 2 Stage Clean & Flush Toolkit. We refilled the Eolys tank with JLM DPF Refill Fluid and finally, carried out an oil change, including JLM Engine Oil Flush to remove any contaminants from the oil system. Live data monitoring now showed DPF pressure of 7mb at idle and 47mb at raised rpm. So, 100 per cent clean 100 per cent fix.
Garages told to be wary of STELLANTIS SPECIFICATION OIL on market
The VLS has launched an investigation and issued a warning about engine oils making claims against Stellantis specification used for Peugeot, Citroen, Fiat and Vauxhall models.
The Verification of Lubricant Specifications, an independent and impartial body which investigates lubricant product complaints, has launched a widespread market investigation and issued a caution over engine oils making claims against the Stellantis FPW 9.55535/03 specification, used by vehicles including Peugeot, Citroën, DS, Fiat, Vauxhall and Opel models.
Darren Frogson, VLS Chairman, stated: “The Stellantis FPW 9.55535/03 specification was initially launched in June 2023 and revised in June 2024. Four products have been approved against the 2023 specification and have until June 2026 to be re-approved against the 2024 revision. However, our research has identified more than twenty other brands that are making product claims against this specification.”
VLS believes that the technology to support this specification is not widely available to the general market. Industry experts are concerned that claims to meet the specification might be being made without the support of the additive company or technology provider, or in the absence of the supporting technical performance data to demonstrate that the formulation can meet the specification. As part of VLS’ mission to educate and protect end users, it is calling on lubricant
blenders to ensure they have the necessary technical supporting documentation that demonstrates the formulation meets the requirements of the specification, such as through performance test data, and that this is made available upon reasonable request to workshops, garages, and mechanics so that vehicle owners and the public can have continued confidence in the products they buy and use. Commenting on the warning, Darren continued: “This matter is not just one of ‘technicality’. It really matters. Using oils that fail to meet the requirements of the intended specifications can cause accelerated wear to engines, reduce the effectiveness of emission control systems, invalidate warranties, and ultimately result in long term engine damage. Lubricant marketers and
“This matter is not just one of ‘technicality’. It really matters. Using oils that fail to meet the requirements of the intended specifications can ultimately result in long term engine damage”
Darren Frogson, VLS Chairman
distributors need to be acutely aware of the risks associated with supplying products that fail to meet the required standard.”
Frogson added: “It is imperative that vehicle owners can continue to have confidence in the lubricant products used in their vehicles. VLS is deeply concerned about this market development, which is why the Board has decided to conduct a comprehensive market investigation and issue a caution about products claiming to meet this specification.”
Alan Outhwaite, Chairman of the VLS Technical Review Panel, explained: “The VLS process is objective, without bias and transparent. As part of our investigation, we will be writing to all brand owners and blenders of products identified as making this claim seeking assurance they can meet the specification and that the claim is supported by their technology provider and demonstrating full technical data to underpin the claim. If the products are found to be non-compliant, the investigation findings will be published on the VLS website, with non-compliant products reported to Trading Standards where necessary.”
VLS is an independent organisation that provides a credible and trusted means to verify lubricant specifications, brings transparency to the lubricant marketplace, and protects and educates end users.
FOR MORE INFORMATION If you have any concerns about a lubricant, you can report them to VLS by calling 01442 875922 or emailing admin@ukla-vls.org.uk, or scan the QR code
EMISSIONS Control
How is BM Catalysts driving progress with its latest emissions control technologies? Let’s find out.
BM Catalysts, Europe’s leading manufacturer of aftermarket hot-end emissions products, is reinforcing its commitment to raising standards in vehicles emissions control, as demand for advanced technologies continues to grow.
With decades of experience and continuous reinvestment in product development, BM Catalysts has expanded its extensive range of advanced emissions control devices time and time again. In 2025 so far, BM Catalysts have released 197 New to Range parts, ensuring the aftermarket has access to the latest solutions, designed to meet evolving regulatory requirements and an ever-changing vehicle parc.
BM Catalysts has recently strengthened its product range with new references across selective catalyst reduction (SCRs), diesel particulate filters (DPFs) and gasoline particulate filters (GPFs). As well as development of supporting components such as pressure pipes and fitting kits. SCR technology has seen rapid growth, with BM Catalysts offering one of the most extensive aftermarket ranges available covering 400 fitments across the UK and Europe – many of which were the first to the market.
SCRs are proven to cut nitrogen oxide (Nox) emissions by up to 90 per cent, while also reducing hydrocarbons, carbon monoxide and particulate matter. With
regulations on tailpipe emissions continuing to tighten, BM Catalysts is proactively ensuring that garages and factors are fully equipped with high-quality solutions to maintain compliance.
Wide availability
In line with its long-term strategy, BM Catalysts has continued to invest in new facilities, technologies, and processes to maintain industry-leading stock availability. Boasting three facilities spanning 214,000 square feet the sites collectively produce a volume of approx. 500,000 units annually, with over 80,000 parts available at any one time. BM Catalysts has the scale and flexibility to react quickly to market shifts.
Commenting on the extensive range and high stock availability, Mark Blinston, Commercial Director at BM Catalysts said: “As a company, we are always looking ahead and will continue to invest in our extensive product development programme to further support the aftermarket.”
Aiming to double down on the campaign for better quality across the supply chain, BM Catalysts warns that poor-quality emissions products not only undermine air quality improvement but can also result in misdiagnosis, costly repairs and higher return rates. By offering premium solutions
“With regulations on tailpipe emissions continuing to tighten, BM Catalysts is proactively ensuring that garages and factors are fully equipped with high-quality solutions to maintain compliance.”
supported by technical resources – including training with the likes of BM Garage Pro and bespoke made fitting guides – BM Catalysts ensures garages and factors are fully supported in fitting right first time.
Even as the preparation to phase out new petrol and diesel vehicles begins, internal combustion engines will remain an integral part of the vehicle parc for decades to come. BM Catalysts sees this as a vital opportunity for the aftermarket to continue reducing harmful emission and contributing to cleaner air.
“When discussing harmful emissions, ICE vehicles still make up the vast majority of cars on the road,” said Mark Blinston.
He added, “By continually improving emissions control technology and ensuring high-quality aftermarket access, we can deliver immediate, measurable benefits to air quality – today and for the future.”
5 things YOU need to k nowabout EVs
Meyle provides the necessary information you need on servicing and repairing electric vehicles.
The rise of electric vehicles is reshaping the automotive industry at a pace few could have predicted. For independent garages, this shift is both: a challenge and an opportunity. While traditional combustion engines have dominated workshops for decades, EVs bring high-voltage (HV) systems, new safety risks, rapidly evolving technologies, and seemingly new or unfamiliar service procedures. Workshops that adapt now can position themselves as trusted experts in a fast-growing segment, but doing so requires investment in people, equipment, and knowledge.
This article explores the main challenges garages face when working with EVs and, just as importantly, the support that is available to help them overcome these hurdles.
1
Safety first: Working with highvoltage systems
Unlike combustion vehicles, EVs operate at voltages of up to 800V. For untrained staff this presents a real danger of electric shock, severe injury, or even fatal accidents if vehicles are not properly marked or if the stuff is not trained. Technicians need to understand how to safely turn off the high voltage system, use the right tools, and wear appropriate personal protective equipment (PPE).
Support available:
High-voltage training and certification: Most markets now offer structured training levels (e.g., HV-1 to HV-3), enabling technicians to gradually build competence –from basic safety awareness to advanced HV diagnostics and repair.
Hands-on training centres: At the MEYLE EV Experience Centre in Hamburg, for example, technicians practice real-world procedures such as safely shutting down
Tesla’s high-voltage system, handling HV components, and responding to different error codes.
Safety culture: Structured training not only prevents accidents but also builds confidence within the team, ensuring all staff feel comfortable working on and around EVs.
2
Specialised tools, PPE, and vehicle safety
Working on high-voltage vehicles sometimes requires more than the standard tools.
Independent garages need insulated hand tools, voltage and insulation testers, and high-voltage rated diagnostic equipment to safely service EV systems. For larger components like battery packs, special lifting equipment or battery jacks may be required to ensure safe handling. Personal protective equipment (PPE) is essential as well. Technicians are required to use insulated gloves, protective eyewear, and – for certain repairs – flame-resistant
clothing whenever working on high-voltage components. Proper footwear and grounding straps can further reduce risk.
Finally, securing the vehicle is critical. High-voltage EVs should be isolated from power sources, properly de-energised, and stabilised before any service begins. Workshops also have to mark high-voltage zones in the service area and implement emergency response procedures to manage potential hazards effectively.
3
Keeping pace with rapidly evolving technology
EV technology is advancing at a speed rarely seen in the automotive sector. Battery chemistries, inverter systems, software integration, and even suspension designs evolve from one model generation to the next. For independent garages, this creates a steep learning curve and the risk of outdated knowledge. Even though electric cars pose different challenges than combustion engines in some respects, the customer and daily work remains the same – for the most part.
Support available:
Ongoing training programs: MEYLE, for instance, offers a two-day training course at its Hamburg headquarters where workshops can learn directly from experts how to service Tesla models and diagnose common faults. This helps workshops understand the basics
and offers hands on knowledge of working on one of the most common electric vehicles. Digital learning platforms: Many suppliers and training institutes now provide e-learning modules and webinars, enabling technicians to update their knowledge more flexibly.
Industry networks: By connecting with other independent garages through trade associations or technical forums, workshops can share experiences and solutions to EVspecific issues.
4
Access to technical information and diagnostics
Access to technical data and service procedures remains a major barrier. Proprietary diagnostic software and restricted repair manuals can make life difficult for independent garages. This lack of transparency often leads to longer troubleshooting times and higher costs for workshops. Tesla, however, stands out as an exception. Thanks to the integrated MCU, much of the diagnostic information is available directly within the vehicle itself. Fault codes, system status, and even certain service instructions can be accessed onscreen, giving technicians a clear advantage when performing maintenance or troubleshooting. This transparency helps streamline work, reduces guesswork, and allows independent garages to approach Tesla service with greater confidence.
Support available:
Leveraging Tesla’s platform: Independent garages can use the MCU to access fault codes, system status, and service information directly, without needing extensive proprietary software. This allows workshops to perform diagnostics more efficiently and reduces reliance on external tools.
Case-based learning: Training centres simulate real Tesla service cases, helping technicians understand how to interpret MCU data and translate it into efficient repair processes.
5
Customer awareness and expectation management
A (thankfully changing) common misconception among EV owners is that electric cars require little or no maintenance. In reality, components such as suspension, brakes, tyres, and high-voltage batteries demand the same or even more careful servicing as the ones built into combustion cars. Customers may also underestimate the time and safety procedures required for HV repairs.
Support available:
Customer education tools: Some suppliers provide workshops with brochures, videos, or online content that explain why specialist EV servicing is essential, helping them explainany additional costs that may arise to customers.
Transparent communication: Trained staff is better equipped to explain why a repair takes longer or why additional safety steps are necessary – building trust rather than frustration.
Value-added services: Workshops can run short information sessions or provide maintenance guides, positioning themselves as experts and strengthening customer loyalty.
Conclusion
The shift to e-mobility is one of the most profound changes the independent aftermarket has ever faced. High-voltage safety, new equipment requirements, fastmoving technology, a new form of data access, and shifting customer expectations all present real hurdles. But these hurdles are not impossible to overcome.
Support is available – from government grants and diagnostic tool providers to aftermarket suppliers and dedicated training facilities. By combining structured training, smart investments, and proactive customer communication, independent garages can not only survive but thrive in the EV era.
WEDNESDAY
EVBRAKING– whenlessismore
Braking specialist Brembo explains how tomorrow’s electric vehicle braking solutions are better for drivers and the environment.
Notably, EVs are far heavier than their ICE counterparts. This places extra demands on the engine components, especially the braking system which must work far harder to slow or stop the vehicle. Take the VW Golf VII for example. The petrol model is the lightest but has high CO2 emissions. The more eco-friendly hybrid and all-electric models however are nearly 300kg heavier, mainly due to the considerable weight of their batteries. This makes them harder to decelerate, as well as increasing the thermal stress on the braking system.
Regenerative and friction: better together
The main unique feature of nearly all electric car braking systems is regenerative braking, which EVs use extensively alongside conventional friction (hydraulic) braking mechanisms. Regenerative braking, made possible by the advent of vehicle electrification, harnesses the electric motor to recuperate a significant portion of the kinetic energy dissipated during braking – a substantial leap forward in terms of sustainability. Through regenerative deceleration, electric vehicles effectively convert the electric motor into a generator during braking manoeuvres. While the potential for energy recuperation in EVs is subject to certain limitations, regenerative braking plays a pivotal role in deceleration, reducing reliance on traditional friction brakes. However, the integration of regenerative braking presents accompanying challenges. While advantageous, regenerative braking alone is insufficient to halt a vehicle and prevent collisions, underlining the continued necessity of conventional friction braking systems. Consequently, vehicles equipped with regenerative braking systems are also equipped with friction brakes for scenarios where the former may be insufficient or inactive.
Challenges and solutions
So what are the implications for electric vehicle braking innovations?
The prevalence of regenerative braking systems in EVs has led to a shift in how braking is actioned, with a significant proportion now executed by the electric motor itself. Consequently, hydraulic braking systems are implemented less often. While this reduction minimises wear on the hydraulic brake components, it also makes them susceptible to corrosive deterioration, posing risks to the durability and efficiency of the braking system that workshops should be aware of.
In response to these challenges, Brembo has introduced the Brembo Beyond product line –a comprehensive range of aftermarket braking solutions designed to enhance the driving dynamics of the growing electric mobility segment, while prioritising sustainability.
Comprising specially coated discs and innovative brake pads tailored for popular electric car models, the Brembo Beyond EV Kit epitomises the company’s dedication to harnessing cutting-edge materials and technologies that deliver both superior performance and longevity. Notably, the incorporation of a special, copper-free brake pad friction material with a galvanised backing plate reduces both dust and noise during braking – contributing to an extended lifespan and enhanced sustainability. In addition, a special surface treatment on the discs in the Beyond range prevents oxidation problems up to 60,000 miles and beyond.
As the automotive landscape undergoes the paradigm shift towards electrification, workshops are already anticipating and adapting to the unique challenges posed by EVs. With distinct design and maintenance requirements, electric vehicle braking systems require particular, specialised knowledge and expertise.
Key considerations for technicians include: Pad and disc replacements: Due to the regenerative braking system, the intervals between pad and disc replacements in EVs are typically extended. However, technicians should remain vigilant for signs of oxidation, particularly in vehicles operating in harsh weather conditions where brakes are used less frequently.
Brake fluid replacement: While traditional brake fluid replacement intervals are generally recommended for EVs, low viscosity fluids are preferred to ensure optimal performance, especially in vehicles equipped with advanced braking and traction control systems.
EV brake pads: Given the reduced ambient noise of electric vehicles, minimising any brake noise, vibration, and harshness (NVH) is paramount. Special attention should be paid to brake pads and discs to prevent excessive corrosion. This will ensure consistent, reliable braking performance even after prolonged periods of inactivity.
PMM brings you updates affecting EV servicing and repairs.
EVUPDATES!
Bosch ESI[tronic] adds Tesla
The range of vehicles covered by Bosch’s tried and tested ESI[tronic] diagnostic software now also includes Tesla models.
For the first time independent workshops will now be able to use their everyday multibrand solution to perform extensive diagnostic work on Tesla models. Accessing diagnostic data was a special challenge when integrating Tesla. In contrast to many other automakers whose data Bosch receives in advance and translates into [ESI]tronic languages, the original Tesla diagnosis interacts in English only. And while other documentation is available in several languages, it is not available in all 23 of the languages supported by [ESI]tronic.
To deal with this language barrier, Bosch has now come up with a technical solution that works with artificial intelligence, and has integrated this automatic translation functionality directly into the diagnostic process. As soon as a mechatronics engineer hooks up to a Tesla, the English diagnostic information is translated in real time into the user’s selected [ESI]tronic system language. This innovative approach ensures that independent workshops can work on Tesla vehicles efficiently and precisely, without language difficulties. This addition is an important step toward providing independent workshops with a future-proof, comprehensive diagnostic solution for the growing electric-vehicle segment.
For more information on Bosch
WWW.RDR.LINK/ABZ034
Valeo extends EV aftermarket line-up with new high-voltage compressors and chillers
Valeo Service UK has expanded its electric vehicle aftermarket offering with the launch of eight new high-voltage part references, ensuring workshops have access to critical replacement components for popular Hyundai, Kia and Volkswagen models.
The new additions include four EV compressors for Hyundai Ioniq and Kona, plus the Kia Niro and Xceed (part numbers 690297, 690299, 690300, and 690301 respectively), alongside four EV chillers covering the Hyundai Ioniq, Kona and Tucson, and the Kia Niro (part numbers 822789, 822790, 822791, and 822792 respectively). They follow Valeo’s recent launch of its first EV chiller (822787), fitted as OE to the Volkswagen ID.3 and has already proved popular in the aftermarket.
OE innovation
“Thanks to our dual expertise in electric powertrains and thermal systems, Valeo is bringing genuine OE innovation into the aftermarket,” said Andy Swann, Managing Director at Valeo Service UK. “These new additions make sure garages have access to the parts they need to service today’s vehicles with confidence.”
The compressor pressurises and circulates refrigerant, maintaining cabin comfort and, in EVs, supporting vital battery cooling. Failures are typically caused by leaks, contamination or poor lubrication, leading to reduced cooling, abnormal noises or complete system breakdown.
With EV usage placing compressors
under consistent high-voltage load, garages can expect growing demand for reliable, OE-quality replacements.
Chillers regulate coolant temperature before it enters the battery, protecting against overheating and, in extreme cases, thermal runaway. Over time, coolant can oxidise and corrode the unit, while debris may block channels and restrict performance, making replacement a likely requirement during a vehicle’s lifecycle.
“Thermal management is central to EV operation, directly affecting range, charging speed and battery life,” said Stewart Lynch, Technical Trainer at Valeo Service UK. “An EV typically carries around 2.5 times more thermal equipment than a petrol or diesel equivalent, creating more replacement opportunities for workshops and reinforcing the need for quick access to quality parts.”
Valeo has been at the forefront of electrification for nearly two decades, having supplied advanced cooling technology to the first hybrid cars back in 2006.
With the electrification market forecast to grow by more than 30% between 2021 and 2025, and thermal systems alone now worth around €21 billion, Valeo says it is uniquely positioned to support the aftermarket through this transition.
For more information on Valeo’s highvoltage AC compressors and EV chillers WWW.RDR.LINK/ABZ035
What will the FUTURE of the AFTERMARKET look like?
Neil Fryer, global head of aftermarket, Phinia, wonders how EVs and ICEs will co-exist in the future?
As vehicles stay on the road for longer, industry adaptability is helping to reduce environmental impact, extend vehicle life, and deliver value to customers.
In mature markets, cars are lasting longer than ever – in the US, the average light vehicle age hit a record 12.8 years in 2025, while in Europe it’s 12.5 years. This reflects a wider trend: drivers are holding onto their vehicles longer, opting for repairs over new vehicle purchase. This matters as every extra year a vehicle stays in service delays the need for energy-intensive manufacturing, keeping emissions and resource use in check.
History shows that the aftermarket holds steady when economies wobble. During the 2008 financial crisis, the COVID-19 pandemic and recent cost-of-living pressures, drivers deferred new vehicle purchases and invested in maintenance instead. In fact, 48 per cent of customers in the UK have reconsidered how they maintain their vehicles because of the costof-living crisis. This means more older vehicles on the roads needing parts, maintenance, and skilled hands to stay there.
Today’s vehicles, whether internal combustion engine or EV, are built with higher-value components. Modern ICE models have advanced electronics and emissions systems. EVs, while simpler mechanically, need reinforced suspension, robust braking, and sophisticated battery
management. These higher-value components mean maintenance is more specialised – and more important – than it’s ever been.
In the US alone, over 110 million vehicles fall into the 6-14 year range, where owners expect dependable and affordable repairs. For aftermarket brands, this is a clear opportunity to deliver safe, high-quality parts without pricing drivers out of essential maintenance.
And while some new EV brands lack widespread dealer networks, independent workshops are well-placed to step in and support consumers if they invest in the right tools, training, and safety protocols.
Parts and people for all propulsion types
As ICE and EV technologies coexist, the aftermarket must evolve to support both. Many components, like brakes and suspension, are common across propulsion types. Therefore, offering components for every vehicle that needs maintenance or repair is critical to meeting customer needs. At the same time, workshops must gear up to service both technologies.
That means training. From São Paulo to Shanghai, technician courses are filling up with professionals seeking EV skills alongside their ICE expertise. And while some new EV brands lack widespread dealer networks, independent workshops are well-placed to step in and support consumers if they invest in the right tools, training, and safety protocols. As technology advances, so must the workforce. Many experienced technicians are nearing retirement and attracting younger talent has long been a challenge. The image of “dirty hands in a greasy garage” is giving way to clean, tech-rich environments, but there is still work to be done to get this message across. Industry-backed training programs, scholarships, and clear career pathways are vital to ensuring a steady pipeline of skilled workers worldwide.
Sustainability through adaptability
The aftermarket is a key player in the push for greener transportation. Extending vehicle lifespans means fewer scrappages, reduced emissions, and smarter use of resources. All this must be achieved without compromising quality or safety.
The message is the same everywhere: with the right investment in innovation, training, and collaboration, the aftermarket can be the engine that keeps the world moving – and moving cleaner.
What’s new IN THE WORKSHOP?
S510AD from Getac Diagnostics
Getac has announced the launch of its new S510AD laptop, a powerful, rugged PC built around AMD Ryzen AI processing technology, for professionals who need advanced edge-AI performance in demanding field and industrial environments.
The new S510AD laptop is the latest Getac device to meet Microsoft’s stringent Copilot+ PC requirements. Powered by AMD Ryzen AI 5 340/7 350 processors, AMD Radeon 800M graphics and an AMD XDNA 2 NPU, the S510AD delivers up to 50 NPU TOPS of on-device AI performance, for seamless multitasking and high-quality visuals directly at the point of work. The S510AD also comes with up to 64GB DDR5 memory and 2TB of PCIe NVMe SSD storage, while Windows Hello face authentication as standard maintains robust data security.
FOR MORE INFORMATION
WWW.RDR.LINK/ABZ038
Universal Under Engine & Gearbox Support from Welzh Computing Lifting
Triton from Snap-on
Snap-on has introduced its new Triton diagnostics tool. The new platform features wireless technology for a fast, reliable connection in the bay, Fast-Track Component Tests and code-based troubleshooting, a patented Snap-on exclusive that filters out complexity and presents one focused workflow.
Triton features Snap-on’s exclusive Fast-Track troubleshooting functionality to show how other technicians have tackled the same problems in the bay. Verified Real Fixes are harvested from billions of successful repair records. The patented Smart Data automatically selects only the PIDs related to the code that the technician is working on and flags which ones are out of range at idle. Instead of hundreds of possible readings, only the ones that matter are shown.
Pre-filtered functional tests and technical service bulletins (TSBs) help confirm the technician is on the right path to repair. Triton also features a two-channel scope with Fast-Track Guided Component Tests, providing the information needed to test components. It shows step by step where to hook up, how to hook up, known good waveforms and more, eliminating the guesswork and confirming the repair.
Triton also includes comprehensive coverage with the breadth and depth of
Ideal for timing belt or clutch jobs, the Universal Under Engine & Gearbox Support from Welzh provides secure, adjustable support while keeping the underside workspace clear. Featuring a robust scissor lift mechanism, height-adjustable non-slip plates, and rotatable hooks, it suits a wide range of engine configurations in cars and light commercial vehicles. The tool’s design ensures unobstructed access to the engine bay, streamlining complex repairs with ease. Built from high-grade special tool steel for everyday use, it’s a must-have for workshops and mobile technicians alike.
FOR MORE INFORMATION WWW.RDR.LINK/ABZ039
manufacturer-level capabilities for the codes, data and tests that technicians need. A complete vehicle scan function quickly identifies all codes for every system. Consistent navigation and terminology across vehicle makes, advanced data graphing and quick access to the most common specs and capacities sets Snap-on apart from other scan tools.
With a sleek and streamlined design, rugged grip handles and a lightweight body, Triton was specifically developed for the harshest shop environments. Its 10" capacitive colour touchscreen display provides improved readability from any angle and superior visibility both indoors and out. With fast boot up and one-touch code scan and clear, technicians move quickly through the repair.
FOR MORE INFORMATION
WWW.RDR.LINK/ABZ040
Useful features
Finding out how other technicians have tackled similar problems has always been a cornerstone of diagnostics. With Snap-on's new Triton tool, you can do just that at the click of a button.
MESSAGE US YOUR PRODUCT RELEASES OR YOUR FAVOURITE PRODUCTS AT PMM@HAMERVILLE.CO.UK
Tool Promotion
Sealey
SEALEY Launches Latest Tool Promotion Featuring Over 90 New Products and a Mechanic’s Kit Giveaway.
The latest Tool Promotion from Sealey features over 1,570 deals and more than 90 new products. This season’s promotion is your go-to source for both everyday workshop essentials and specialist equipment. You’ll also find big savings on heating, charging, and lighting solutions, ensuring you’re equipped for the colder months ahead.
Explore the New LED600FX
The new LED600FX Pocket Light with Flexi Inspection Light is a compact yet powerful lighting solution designed for maximum convenience. Delivering an
Win!
WIN!
Win a Mechanic’s Kit:
One lucky winner will receive a mechanic’s kit, including a Trolley Jack, Axle Stands, a Brushless Impact Wrench, and a comprehensive Tool Kit, valued at over £840 (list price). Enter online for your chance to win this incredible prize:
WWW.RDR.LINK/ABZ041
impressive 600 lumens from its super-bright 8W LED, along with a 50 lumen directional torch for precision work, this pocket-sized tool ensures you’re never left in the dark. Its flexible goosenecked probe light (Ø11mm x 150mm) is perfect for illuminating tight, hard-to-reach spaces and neatly folds away when not in use.
Tool Advent Calendar from Draper Tools
Brand new for the 2025 festive season, Draper Tools brings you the ultimate Christmas countdown with its latest Tool Advent Calendar.
Featuring 62 tools hidden behind the doors, this calendar allows you to build your very own handy, mini tool set in time for the big day. What’s more, this calendar gives back, with Draper Tools donating £1 from every calendar sold to Ben, the charity that provides support to people who work in the automotive industry.
The calendar features a bold design that will appeal to motorsport fans, dads and mechanics everywhere. Created in collaboration with the European home of drag racing, Santa Pod Raceway, the calendar features Father Christmas with a need for speed, swapping the sleigh for a drag bike and blazing down the iconic Santa Pod strip.
This limited-edition calendar is the perfect pre-Christmas gift for the tool enthusiast in your life, ensuring they always have the right tool to hand for all those little unexpected jobs in life. It’s ideal to keep in the garage, at work or in the kitchen drawer, and it will come in handy on Christmas Day when you need to put batteries in newly opened toys!
The calendar includes a soft grip Thandle, a wide range of 1/4" square drive 6point sockets, 1/4" hex 25mm screwdriver bits, and hex keys arranged in a holder. There’s also a robust storage case to keep everything safe and organised, and the set even includes a handy bottle opener.
Christmas is the season of goodwill and giving and Draper believes it’s especially important to look after the UK’s hardworking automotive sector, who
Christmas Gift Ideas:
Look out for the gift idea logo throughout the promotion for fantastic gift inspiration, including the new 90-piece Junior Tool Kit, designed to encourage young DIY enthusiasts to develop practical skills through safe, hands-on play. Complete with a sturdy workbench and a wide range of realistic tools, this set not only sparks creativity but also helps children build confidence, coordination, and an early passion for problem-solving – making it an ideal and memorable gift.
WANT TO KNOW MORE? FOR MORE INFORMATION
WWW.RDR.LINK/ABZ042
collectively help keep us all on the roads at this busy time of year. That’s why for every advent calendar sold, Draper Tools is donating £1 to the charity Ben, which supports everyone in the UK’s automotive sector. Ben is the charity dedicated to supporting the people of the automotive industry, providing health and wellbeing support for life for them and their family dependents. Ben delivers life-changing and often lifesaving support for those who are struggling or in crisis.
WANT TO KNOW WIN THIS? YOU BETER BE QUICK AND ENTER STRAIGHT AWAY! WWW.RDR.LINK/ABZ043
What’s new IN THE WORKSHOP?
Competition time!
Win a motor racing day out with JLM
We’ve got a fantastic opportunity to win a pair of weekend tickets as guests of the JLM UK Legends Racing Team at the amazing Brands Hatch American Speedfest on 6-7th June 2026. You’ll be welcomed by multiple championship winning team Mickel Motorsport who prep and run the JLM car and you’ll be able to get up close with the car and race action. And of course, you’ll also get a chance to sit in the race car! There will be food and drink available all day plus the winners will receive a limited edition goody pack on the day.
In addition to the Legends racing which is some of the most exciting in the UK, the
winners will be able to soak up the Americana atmosphere with live country music, muscle car displays plus Euro Nascar racing. This is the only time in the year that UK race fans will get to witness official NASCAR racing in a live setting.
The prize is for two adult weekend entry tickets and access to the Mickel Motorsport race team awning. Winners must make their own travel arrangements. Event parking is available free of charge.
WANT TO KNOW MORE? FOR MORE INFORMATION
WWW.RDR.LINK/ABZ044
How to enter
To be in with a chance of winning this fantastic prize, head to WWW.RDR.LINK/ABZ045 to answer the following question:
What event is the only one to feature officially-sanctioned NASCAR racing in the UK?
a.British Touring Car Championship
b.American Speedfest
c.Goodwood Festival of Speed
The closing date for entries is 31st January 2026
Here is a useful summary of all the adverts that appear in this issue of Professional Motor Mechanic. Each is listed with its page number and a direct URL that will get you straight to the relevant online information
