Issuu

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PROFESSIONAL MOTOR MECHANIC

UK MANUFACTURED UK OWNED UK TRUSTED

ENGINEERED FOR THE AUTOMOTIVE INDUSTRY PROVEN FOR OVER

30 YEARS Inside: WE VISITED AJ FLEETCARE A LOOK BACK AT MECHANEX AT SANDOWN PARK EVERYTHING WE LEARNED AT THE IAAF CONFERENCE

FEBRUARY 2026

PMM P MM M M

FFREE REE T TOTHE O THE T TRADE R A DE

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Contents

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Regulars 6-7

VOLUME 27 ISSUE 2

EDITOR’S PICKS

NEWS Find out the latest going on in the industry.

11-14

FEBRUARY 2026

CPD ZONE Scan the QR code on page 14 to claim your free CPD credit.

STEERING & SUSPENSION

BRAKES & CLUTCHES

MOT

Welcome to February’s issue of Professional Motor Mechanic! We’ve been out and about a lot lately so we have a lot to catch you up on. First and foremost, the annual IAAF Conference touched on many interesting topics, including the rocky road to electrification. I know it’s a subject you’re probably sick of by now, but I promise if you turn to page 20 and read our round-up, you won’t be disappointed. Elsewhere, we’ve got a great selection of photos from Mechanex to show you, which hopefully will raise a smile or two, turn to page 8 for that. And finally, the last stop on our recent tours, we visited Automechanika Shanghai to find out what could be coming next to UK shores. Turn to page 28 for that. Enjoy the issue!

Want to see what a successful and satisfied family-run garage can look like? Turn to page 16 to read our interview with the AJ Fleetcare team.

FEATURES

Turn to page 31

IN THE WORKSHOP

Turn to page 47

Jump starting a vehicle

The UK’s 2030 ICE

While coil springs continue to be

Shock absorbers

Forty per cent of buyers

can trigger a sudden

deadline has failed

the standard equipment in most

transform

say they were never given

voltage surge that has the

so far to generate

passenger cars, air suspension

kinetic energy

any explanation of their

potential to cause serious

adequate EV

has steadily expanded into mid-

into heat.

ADAS at the point of sale.

electrical faults and even

investment.

range models.

damage the alternator.

Total Average Net Distribution 57,851 1st July 2024 – 30th June 2025

Image credits: Pg.14 ©AdobeStock/PK Visuals Content Pg. 42 ©AdobeStock/Karneg Pg. 47 ©AdobeStock/Pixel-Shot

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VIEWPOINT

THE MISSING LINK

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

he news has recently come out that in Northern Ireland, drivers are wasting over a million pounds each year on MOTs which they’ve booked and then not turned up for. That’s 36,000 drivers who, for one reason or another, didn’t make it to their MOT appointment. There are about 1.2 million cars in Northern Ireland so it’s probably not causing a massive backlog. It’s pretty much exactly 3 per cent of cars that don’t make it for their MOT, but when you consider there is It got me thinking, a huge backlog at the moment for MOTs in how many ghost Northern Ireland, it will be frustrating for MOTs are being booked many to learn that slots are being wasted like across the rest of the UK this. And the reason, by the way, we have these figures is because, uniquely in the and how much of a loss United Kingdom, Northern Ireland has a is that to the industry?” centralised MOT system. In other words, MOTs are administered by the Government. It got me thinking, how many ghost MOTs are being booked across the rest of the UK and how much of a loss is that to the industry? Across the UK there are around 36 million passenger cars. If we extrapolate that 3 per cent across the entire car parc, we get to just over one million missed MOTs each year. If we be generous and say that an MOT lasts an hour, that’s, 45,000 days’ worth of labour lost. Now, I say lost, but who knows. I book my MOT over the internet, pay for it in advance (along with a service, of course). So if I don’t turn up, I lose that money. My garage would gain an extra hour to work on other things. However, I imagine that most MOTs are booked in without being paid for in advance, so those garages would lose out on that work. Of course, when it comes to ghost MOTs, the more pressing concern is that there are unfortunately many MOT test stations which are selling fake MOT certificates. In fact, they are real certificates, but your car never enters the garage, and certainly no safety checks are carried out on it. All you have to do to find these garages is go on Facebook marketplace or Gumtree and you will be bombarded with them. They’re quite blatant. The DVSA has announced it is going ahead with more trials of its photo evidence scheme. Basically, you will have to upload a photo of the vehicle you’re testing to prove that it is in the garage with you at the time of the test. As with all changes to the MOT, garages are crying murder – everything from “we don’t allow smartphones in the garage” to “this is going to take too long” – and who knows, maybe it will end up as another failed experiment. But MOT fraud is a serious issue, so if anyone has an idea on how to tackle it without MOT testers having to lift a finger, please send your answers on a postcard!

‘‘

Subscriptions PROFESSIONAL MOTOR MECHANIC is a business magazine for firms and individuals involved in all aspects of the motor trade. It is published eleven times a year and is available nationally FREE to the trade through leading motor factors. It is also available through the post at a cost of £30. EUROPE and OVERSEAS UK £30 post paid Airmail £80 post paid Europe £50 post paid Printed by PCP Telford Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts, WD24 4YF. Tel: Watford (01923) 237799 Fax: (01923) 246901 E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk Website: www.pmmonline.co.uk Copyright © 2026 The publishers and editor do not necessarily agree with the views expressed by contributors, nor do they accept responsibility for any errors of translation in the subject matter in this publication.

Associate member

Kieran Nee Editor

JOIN ME EACH MONTH ON THE PMM PODCAST Find every episode at www.pmmonline.co.uk/podcasts Also available:

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PMM NEWS New tool promotion launched Sealey’s latest tool promotion features savings across more than 1,390 products. This edition includes seasonal offers on heating, air treatment, lighting and power solutions. Customers will also find over 85 brand-new additions to the line-up. A highlight of the promotion is the 10 Drawer Mobile Tool Cabinet, designed to

offer a blend of storage capacity, durability, and refined styling. This heavyduty workstation features a robust wooden worktop and a built-in power bar with 230V and USB charging points, keeping tools and devices ready to go.

What’s more, Sealey is offering you the chance to win a Premium Rollcab & Pro Tool Kit Bundle worth over £875. This exceptional prize includes high-quality storage and a fully equipped professional tool kit. For more information go to www.sealey.co.uk

Safeguard data access with SERMI, LKQ urges garages LKQ has welcomed the launch of SERMI in Great Britain, reiterating its calls for closer alignment with the EU and Northern Ireland to ensure fair access for independent garages. SERMI provides a secure way for technicians to access the vehicle data they need from OEMs to deliver security-related repairs, including key programming and antitheft system maintenance. Already mandatory across the EU and Northern Ireland, the framework protects motorists’ data while allowing independent garages to keep more jobs in house. And with participation in Great Britain currently voluntary, LKQ UK and Ireland is urging

“Already mandatory across the EU and Northern Ireland, the framework protects motorists’ data while allowing independent garages to keep more jobs in house.”

vehicle manufacturers to adopt the scheme to ensure independent garages have access to the information they need. Kevan Wooden, chief executive at LKQ, said: “Independent garages play a vital role

in keeping the UK on the road. To stay competitive, they must have secure and fair access to the same information and systems as franchised workshops. SERMI provides a clear and proven framework to achieve that.” For more information go to www.rdr.link/acb001

ClickMechanic crowned Growing Business of the Year

ClickMechanic has been named Growing Business of the Year at the 2025 Growing Business Awards. With over 100 fast-growing companies shortlisted for 2025, the win highlights the company’s rapid expansion, operational performance and transformative impact on the UK’s independent automotive repair sector. Founded in 2012, the platform aims to modernise how drivers book repairs and how mechanics attract work – offering instant fixedprice quotes, vetted professionals, secure payments and at-home or workplace repairs. Over the past three years, the company has achieved over 40 per cent annual growth, reached £5m ARR, and maintained an NPS of +87, all without relying on venture capital 6 FEBRUARY 2026 PMM

funding for over six years. ClickMechanic has now channelled more than £100 million directly into mechanics’ pockets, making it a major economic engine for thousands of independent and mobile operators across the UK. Many mechanics have scaled from sole traders to multi-bay workshops, supported by ClickMechanic’s real-time pricing engine and consistent demand. ClickMechanic’s win comes at a challenging time for independent garages. According to the company’s Garage Trends Pulse Survey parts and equipment costs rose by around 18 per cent in 2025, meanwhile customer prices increased by only around seven per cent.

“According to the company’s Garage Trends Pulse Survey parts and equipment costs rose by around 18 per cent in 2025, meanwhile customer prices increased by only around seven per cent.”

Andrew Jervis, CEO and co-founder, said: “With costs rising and technology shifting fast, independent garages need better tools and more predictable work. We’re proud to play a meaningful role in helping them not just survive, but grow.” For more information go to www.rdr.link/acb002

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FOR UP-TO-DATE NEWS, SIGN UP FOR OUR WEEKLY E-NEWSLETTER. SIMPLY SCAN THE QR CODE Congratulations to Napoleon Garage, top winners at the Star Awards

The Motor Ombudsman has awarded Napoleon Garage in Bradford, winner of the National Star Award for 2025. The prestigious accolade, which has been bestowed to the business as it celebrates its centenary in the Yorkshire city, is the top prize in the annual Star Awards – a contest allowing motorists to recognise Motor Ombudsman-accredited businesses and individual team members across the country who have gone beyond the call of duty when assisting them. The independent garage was commended for venturing out of hours on a cold and dark Sunday night after receiving a call from a customer’s sister to help their shivering parents suffering from ill health, and the nominee’s anxious daughter, after their vehicle had broken down on the side of a busy road, and where the breakdown service was unable to assist them that evening. Without hesitation, the team at Napoleon Garage went to rescue them, taking the family safely back home,

Servicesure is back!

GSF Car Parts has unveiled a full relaunch of Servicesure, repositioning the long-established and successful national garage programme for the modern aftermarket. While GSF operates Servicesure across England and Wales, Dingbro continues to run the network in Scotland, ensuring comprehensive UK coverage. The decision to relaunch follows a detailed strategic review and significant investment aimed at modernising Servicesure so it can evolve in step with a rapidly

and the car to their premises, getting it back on the road within just 48 hours. Azhar Mahmood, Director of Napoleon Garage, said: “We were highly commended in last year’s Star Awards contest, so to go one better and win both our region and the national prize, is a true honour. We were blown away when we found out that we had won, and to celebrate such a special anniversary with a top motor industry award is the icing on a cake, and adds another important moment to our history.” For more information go to www.rdr.link/acb003

“The garage ventured out on a dark

Sunday night to rescue a customer’s shivering parents suffering from ill health, after their vehicle had broken down on the side of a busy road and their breakdown service was unable to assist them.”

changing industry. With vehicle technology changing fast and new ownership structures bringing growing focus on fleet work, GSF has reshaped the proposition to focus on skills, standards, rewards and community. Key elements have been retained – including the National Warranty and key sales concepts. Relationships with key suppliers will also be more visible. Perhaps most attractive of all is the inclusion of free training entitlement for all garages. For more information go to www.rdr.link/acb004

NEWS IN NUMBERS The number of years the Ford Focus has been the UK’s number one most scrapped car. The average age at the time of scrapping was 17.5 years. Not bad going!

10 82% 10,000

according to the RAC.

of drivers in the UK support the introduction of alcohol interlocks to reduce instances of repeat drink-driving, with just 7 per cent against it, now subscribe to the Autowave YouTube channel. Congratulations guys!

NEWS IN PICTURES

At December’s IAAF conference, industry legend Neil Pattemore announced the sad news that he will be hanging up his spurs this year. PMM hopes to catch up with Neil one last time before he drives off into the sunset.

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WHAT A BLAST! We’ve just got the photos developed from last November’s Mechanex show at Sandown Park (call us old-fashioned…) and we thought they were too good not to share with you. If you missed out on the last Mechanex, don’t worry – there’s another one right around the corner! Come and join us at Mechanex in Harrogate on the 14th and 15th of May at the Yorkshire Event Centre. Tickets are free, as always! 쑴 “What do you mean you’ve completed the Wheel Change Challenge quicker than the boss? He’s gonna be furious!”

쑴 “So, tell us again what you use to get such luscious hair”

쑴 “I seriously need to get one of these installed in the garage. Not for the techs but for the customers…”

쑴 “Everywhere you look these days there’s someone recording a podcast!”

쑴 “Ed, I’ve got a great idea for your next YouTube video!”

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쑶 “I haven’t had a chance to sit all day, luckily there’s always a free seat in the seminar area!”

쑴 “Can I interest you in some ADAS, my good man?”

쑴 “And then I said, ‘charger? I barely know her!’”

쑴 “Do I take requests? Well if you hum it, I’ll play it”

쑴 “Ok, it’s a deal” “And I believe there was some mention of a free pen, was there not?”

쑴 “at the Pink pony club… come on everyone sing with me”

쑴 “I’ve actually got my finger stuck in here, can anyone help?”

쑶 “You might have more tattoos than me but my glasses are cooler!” 쑴 “Is this the hall for the Lululemon sale?” “No, that’s downstairs, this is Mechanex” “Sounds much better”

쑴 “Where are you off to in that thing?” “You need one of these just to get around Mechanex these days!”

PMM FEBRUARY 2026 9

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HOW TO Replace the DQ200 DSG clutch on a Škoda Octavia Febi Blue Print discusses the replacement of a DSG clutch in a Škoda Octavia. ntroduced in 2007, the DQ200 directshift gearbox (DSG) was the first transversely mounted 7-speed transmission to use a dual dry-plate clutch. Designed for engines producing up to 250 Nm of torque, this pre-selective robotic transmission was installed in a wide range of popular Volkswagen Group vehicles during its production run. In 2013 it was updated for improved reliability and performance. The first-generation transmission is designated by code 0AM, while the revised second-generation is identified by code 0CW. This technical article focuses on the

second-generation 0CW transmission and details the procedure of replacing the clutch using Blue Print Clutch Kit ADBP300286. Note: It is essential that the vehicle manufacturer’s repair procedures are followed, and that any special tools needed are acquired before commencing work. The process of removing the DQ200 transmission from the vehicle featured is much the same as that of the manual variant. However, as the DSG transmission is larger and heavier than its manual counterpart – weighing approximately 70kg – extra care must be taken. It is also recommended that

the subframe be removed to improve access. With the vehicle in the workshop, open the bonnet and remove the battery, battery tray and air cleaner assembly to gain access to the top of the gearbox. This will also reveal the gear selector, starter motor and gearbox mounting. Unclip the gear selector from the selector lever, then unbolt and secure the retaining bracket. The mechatronic unit and the mechanical gearbox each have a separate oil circuit with breather valves that have black

Getting started

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Fig 1

Fig 3

caps (Fig.1). Remove the black caps and replace them with the plastic plugs included in the clutch kit to prevent any oil leaking during the clutch replacement. Unbolt the starter motor and remove any accessible transmission retaining bolts. Next, unplug the wiring harness from the transmission and secure. With the engine supported by an engine brace, remove the gearbox mounting and raise the vehicle to a working height. Remove the front wheels along with both lower suspension arm swivel joint retaining bolts and the left-hand wheel arch liner. Remove the bolts securing the steering rack to the subframe and the bolts securing 12 FEBRUARY 2026 PMM

the anti-roll bar links. Then, gradually remove the subframe retaining bolts, installing locating pins in their place, until the subframe can be removed. Undo both inner driveshaft joint retaining bolts and pull the driveshafts free from the drive flanges and secure them. The right-hand driveshaft flange must also be removed so that the transmission can be separated from the engine (Fig.2). Remove the remainder of the bell housing bolts. Then, supporting the transmission, separate it from the engine and carefully lower it from the vehicle. Transfer the transmission to a bench, placing it with the

clutch facing upwards. Refit the driveshaft flange into the differential housing to prevent any dirt or debris falling into the differential. Remove the large circlip retaining the clutch hub, then remove the hub itself, followed by the circlip securing the clutch assembly. Using a special tool, carefully pull the clutch pack upwards via the spindle and remove (Fig.3). Before installing any new parts, remove the two engagement levers from the transmission and clean any dust or debris from the bell housing. Attention! The setup and adjustment of a new clutch are essential for transmission

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Fig 4

reliability and clutch longevity. Using feeler blades, measure the free clearance between the new clutch drive plates and pressure plate, then choose the suitable shim washers according to the table included in the bulletin in the box. First replace the plastic ball pin located in the bell housing, then install the two engagement levers with the selected shims into the gearbox (Fig.4). Fit the new clutch pack on to the shaft and press down using a special tool until it is past the groove for the retaining circlip. Install the new circlip and pull the new clutch pack up to the circlip to eliminate the gap between the circlip and the clutch. Remove the inspection cover on the gearbox and re-measure the free clearance between the new clutch drive plates and pressure plate at three different points (Fig.5). This clearance must be between 0.50.8 mm at all points. The clearance may not reach the recommended value after the first installation. If this is the case, the clutch must be removed, the shims replaced with ones of the correct thickness and the assembly reinstalled until the clearance meets the recommended specification. Once satisfied all clearance tolerances have been met, install the new hub and circlip.

Check clearance

Fig 5

The dual mass flywheel and spigot bearing were also replaced as part of this repair. Unbolt the flywheel from the crankshaft and remove the spigot bearing with a suitable slide hammer. Ensuring all parts are free from dust and debris, install the new spigot bearing and new flywheel ADBP350031 and tighten to the manufacturer’s recommended value (Fig.6). With all new parts installed and set, refit the transmission to the engine, using some of the retaining bolts to hold it in place. Before refitting the transmission mountings, raise the engine using the support

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Fig 6

brace and put it back into position, then refit the subframe, driveshafts, suspension joints and wheels – ensuring all fixings are tightened to the manufacturer’s values. Working from the top of the gearbox, refit the gearbox mounting and remove the engine brace. Next, refit the starter motor and wiring harness, then reassemble the gear selector lever. Reconnect the air cleaner assembly and battery, then reset the one-touch window operation. The next crucial stage of a successful clutch installation is a reset and learn of all control unit parameters. Carry out a reset using a suitable diagnostic tool, then drive from standstill twice with the throttle pedal half pressed with the gear selector in ‘D’ until second gear is reached, then in reverse. The next stage is to manually select each gear for three seconds while driving. This is then followed by driving in different gears with the engine speed between 2000-4500 RPM selecting gears 3, 5 and 7, holding for one minute, followed by gears 4 and 6. During the extended road test, the learn procedure requires the car to be driven at alternative speeds, including briefly at full throttle. If the learn procedure is not carried out correctly, fault codes will be logged until successful completion.

FOR MORE INFORMATION ON FEBI scan the QR code or go to www.rdr.link/acb005

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BEST PRACTICE Keeping yourself and your customers informed ALLDATA presents a recent case where its information provided one garage with the knowledge and confidence to accurately price up a big job for a customer. pon discovering the engine must be removed to replace the vibration damper on a Mercedes A-Class (Type 169), a workshop needed evidence to justify a nine-hour labour charge – step forward ALLDATA Repair and its Labour Times feature. A customer drove their vehicle into an independent workshop recently, concerned about a squeaking noise coming from the engine. This noise began as the engine warmed up and changed with engine speed. The technician took it for a test drive and quickly confirmed the noise was emanating from the serpentine belt area. Based on years of experience, he suspected the tensioning device – a common issue in these vehicles. Using his ALLDATA Repair subscription, he read the OEM repair instructions and labour times – but discovered something crucial: to replace the tensioning device, the engine needed to be lowered with the front axle carrier. Without this information, the workshop would have been unable to quote for the job accurately – either risking undercharging or an incomplete repair.

and OEM-sourced labour times, as illustrated in this real-life example, it is nigh-on impossible to quote accurately, justify repair times and labour costs to customers and prevent undercharging and lost profitability. When the customer received proof – OEM instructions and labour time – it validated the workshop’s quote. Vitally, the customer understood and agreed to the work being carried out. Ultimately, the customer’s car was repaired, the workshop’s reputation was bolstered and the relationship between both parties was solidified.

However, while replacing the tensioning device made the noise quieter, it didn’t disappear. The customer returned to the workshop the following day, frustrated that the problem remained. Undeterred, a team of technicians dug deeper to conclude that it was the vibration damper bolt causing the noise. Attempting to remove it, though, they soon realised the vibration damper screw was too long and too wide in diameter – hitting

Unexpected issues

This latest example is confirmation that experience and guesswork aren’t enough – vehicle repair is complex – and manufacturer-specific data is vital in ensuring safe, efficient and accurate repairs.

Evidence-based

“Without the support and evidence of genuine OEM repair, diagnostic and maintenance data and OEMsourced labour times, as illustrated in this real-life example, it is nigh-on impossible to quote accurately, justify repair times and labour costs to customers and prevent undercharging and lost profitability.” the support, preventing removal. Returning to ALLDATA Repair once more, to check the correct procedure, it revealed that nine hours of labour time were required to completely remove the engine and replace the vibration damper. Solution found. Without the support and evidence of genuine OEM repair, diagnostic and maintenance data

ALLDATA Repair comprises of more than 100 million articles, over nine million technical drawings and wiring diagrams with electrical connector views. That is procedures for more than 165,000 year, make, model and powertrain combinations – or, simply, 97 per cent of vehicles on the road today.

FOR MORE INFORMATION ON ALLDATA scan the QR code or go to www.rdr.link/acb007

REDEEM YOUR CPD CREDIT Congratulations, you have reached the end of the CPD Zone! To access your CPD credit from The CPD Group, scan the QR Code

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Garage visit.

Meet the Landales

PMM went up to Leeds recently to visit AJ Fleetcare, an award-winning garage which is proving that sometimes the family way is the best way. After meeting at Mechanex last year for the first time, AJ Fleetcare extended an invitation to the PMM team to take a break from the desk work and travel up to Leeds to see them for a chinwag. So, we did just that. Husband and wife team Alan and Jeanette Landale will be familiar to many readers from the various shows and awards ceremonies they’ve participated in over the years. What was a pleasant surprise, however, was that the family feeling extended beyond the power couple and even beyond the family itself. We sat down with Alan, Jeanette and daughter Lyndsey to find out what keeps them pleasing customers after so many years.

Do you offer MOTs? Alan: I’ve considered it. We currently bring them to the MOT centre down the road. We had the opportunity recently to buy a Class 7 MOT bay from another garage down South as they were moving premises. The price kept coming down as it’s not easy to shift an MOT bay. The deal was I could have it but I had to come and dismantle it myself. It was a mammoth task, we had to bring down a welder, make a steel trolley and transport it out of the garage. It was a hell of a job. Finally, anyway, we got it back here and the installer came out and basically dashed all

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our hopes… the site is just too small, it turns out. I mean, if I was just a small bit taller I could touch the ceiling in here. No one charges the full £54.85 for an MOT anyway so what’s the use in offering them. They’re not profitable. When we started we were charging about 15 pounds an hour. About eight years ago we made a concerted effort to turn the business around, including nominating ourselves for awards and whatnot, and now our labour rate is £100 plus VAT. That’s high compared to the area, which is between 60 and 75.

Did you always have an idea of what success looked like? I didn’t to begin with, to be honest. I remember when my old place came up for sale, along with the company name, in 2002. It was about ten grand, and I remember telling my mum, “this is a great opportunity for me. I’ll never have a fortune, but I’ll always have access to money”. As time went by we just got better and better and soon we were the best garage in the area and kind of entered a comfort zone. When you’re too long in the comfort zone, you stagnate. We were ticking along, with no real ambition for anything else. I give the credit to my son, Matthew. He

joined us when he was about 16. Then, about 10 years ago he came to me and said he was bored of following the same pattern of work week in, week out. He said we needed to update things, get the latest training. Well, the penny dropped and immediately we booked on an EV training course. We wanted to get ahead of the curve with EVs and build up a reputation before they became popular. Now we’re finding how problematic they can be. They have a lot of issues and the repair costs are very high.

Do you work on the batteries? There are some vehicles where you can't replace the battery. I had a BMW 5 series come in and the customer had sourced a

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second-hand battery pack. I fitted it and then it couldn’t be programmed. The dealer wouldn’t entertain it because it’s not new. It's funny how it works when you become a specialist in different areas, your trade customers start ringing you asking for help like you’re an encyclopedia. I think to myself, well hang about I’ve spent thousands of pounds over the years on training, why should I just give it away for free? Tell your customer if they want to book in direct with me they can.

How important is customer education? Jeanette: We do a customer questionnaire which gives us an indication on how they drive their car. We’ll also do a follow up with them to see how things are getting on. They’re often quite shocked that we are so engaged but it’s important that they understand what work we’re doing.

work beforehand. So what can you do? Refuse customer parts – they’re an indication that the customer themselves is going to be a problem customer. You have to be selective and just say no, sometimes. Don't be frightened.

Tell me about the awards you’ve won Well, we've been involved with the Motor Ombudsman for the last four or five years. We got Runner Up for the North Region a few years back. But last year we won the biggie. They phoned us up and said, “Congratulations you’ve won top garage in the North Region.” Then they added, “but we’ve got more good news, you’ve won the National Award too!” We were just ecstatic, we didn’t know what to say. We went down to the ceremony in the Houses of Parliament and we were just walking around in shock!

Did it feel good to be recognised? We've done a lot of different awards over time, including Top Garage, which we won in 2022 and have been a finalist for the last five years running. It’s tough, you go through three rounds, two rounds of questions and you need to pass each level. With the Motor Ombudsman award, however, you have to be nominated and voted for by your customers. So that means a hell of a lot to us, for them to recognise us like that.

What is it like running a family garage? Everyone who comes here, employees and customers, it’s like we’re one big family really. John is an honorary member of the family. And now our daughter Lindsey is switching over from front of house to becoming more hands on. Lindsey: Since my dad had a fall in March, that's when I got more hands on in

Do you accept customer supplied parts? Alan: Occasionally. I'll be honest behind the scenes, occasionally you slightly bend the rules. I had a customer come in last week with some tyre pressure monitors that he wanted fitted, that he’d got from a friend. I just said, look, fine I’ll do it this time because I can’t be bothered with the hassle. I fit them and, of course, they won’t reprogramme. Basically, the cheaper sensors aren’t supported by the diagnostics tool when you come to reprogramme them. So I phoned the customer and said unfortunately, those sensors are no good. It ended up costing two or three times as much. I swallowed the cost on the refit and just charged him for the valves. Then he came in and complained, despite having authorised the

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In the Middle the workshop. Before then I could do aircon services and very basic stuff, vehicle health checks. I can't do everything. If Dad said fit those brake pads on that car, I wouldn’t know what to do. But I’m pushing myself to learn more complex tasks. Generally people go into the mechanical side and then branch off, I’m doing it the other way around. Dad was showing me wiring diagrams and at first I was completely confused. But by the end of the day I was thinking, actually, I think I get it. He goes, “that took me a full course that Lindsey”. But he tested me and I got it all right. But even if I stay on the front desk, it’s a massive help to know what different jobs involve. I can reassure the customer better.

So Lindsey, what were you doing before working here? I’ve done all sorts actually. Straight out of university I was caring for my grandma. Then I became a lifeguard and I was actually working as a courier when asked mum and dad whether they needed me for anything. They moved into this place and a few months later they gave me a call and said, actually we do need you. I dropped everything and came immediately. I’ve always had the garage at the back of my

mind to be honest. I’ve been in waiting. I did used to resist, thinking we’d all be arguing all the time. Jeanette: I also refused to come at first. I had my own job and was looking after the kids. Alan asked if I’d come and do the accounts. I said no, I want my independence. So eventually we agreed on one hour a week. Alan: It’s a bit like fishing – you reel them in slowly. Jeanette: The more I was doing the invoices and receipts, the more I was dealing with the customers and eventually I just started enjoying it too much. Plus it kept the kids busy cleaning the tools after school! Alan: But the thing with Jeanette is she goes way overboard with the customers, doing their insurance quotes for them, sorting out their gas and electric bills, sorting out their life paperwork! Jeanette: I’ve got a customer coming in at the end of this month and I know his insurance renewal is due. I’ll sit him down with a cup of coffee and we’ll go through it together. I do take regular customers under my wings. Sometimes you’ll have customers who are having financial difficulties so we’ll work with them to sort out a payment plan or fix what needs to be

fixed now and do the rest later.

It doesn’t sound like you argue much Jeanette: No. Occasionally though we’ll get customers who want to bypass me and book work in with Alan, not realising that we’re already at full capacity. Alan: I like to be under pressure. I can multitask that way and keeps the day moving and gives you a feeling of job satisfaction at the end of the day. I’ll tell you what I don’t like, however, and that’s customers applying pressure. Most of the work we do is specialist work, if someone comes in at 8 and says I want it back by 12, I’m not having that. Go away and come back when it’s convenient to leave it with us for the full day. We’re not a fast-fit garage and I like to have control over my day. The work will get done, but it will get done when it fits into my day.

Who controls the radio? J: We don’t have one! A: Believe it or not, I can’t work for one instant without the radio on. We used to listen to heart, but now more often we get a mix up on YouTube and listen to that. I just type in ‘80s music’ and away we go. But for the past year or so we’ve had no music at all. Because there’s no separation between the office and the workshop, so to keep it quiet for phone calls and things like that.

FOR MORE INFORMATION ON AJ FLEETCARE scan the QR code or go to www.rdr.link/acb009

18 FEBRUARY 2026 PMM

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Event. IAAF Conference 2025: Future Shock.

More shock than surprise

A revamped speaker line-up sheds insightful light on a complex reality for the aftermarket as European markets continue to prevaricate in the face of an electrified future. For many, the complete roll out of EVs will be a shock, but few can say it was a surprise.

very December the IAAF Conference sets the agenda for the following twelve months and last year’s event was no different. Whilst recent years’ seminars have sounded cautiously optimistic as the UK car parc has continued to age since the pandemic, the lived experience for many in the aftermarket has failed to live up to the rosy picture painted by the stats. Job offerings have fallen in recent months and many garages have signalled their concern for the future of their business. The reason? Well, the cost of living has bitten harder this winter than many expected and the switchover to EVs has slowed down, not only in the UK but across Europe. There is uncertainty over the future of passenger cars and nowhere are drivers more reluctant to go electric than the UK. Experts have been clear that as things currently stand, there is no clear alternative, and point instead to China, where electrification is moving apace. With titans of the European car industry closing plants and reducing production capacity in the face of cheap Chinese imports, many in the aftermarket can’t help but see the clouds gathering, despite healthy growth in the aftermarket itself. Thankfully, all of this was reflected in the speaker line up.

Professor David Bailey: UK Automotive at a Crossroads? David Bailey is professor of economics at Birmingham University and has appeared on the BBC to discuss the UK automotive sector. He, as was pointed out for him,

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drives an EV, but won the audience over i any case by getting straight to the facts and telling it how it is. Car sale forecasts for 2025 from the SMMT are for 2.01m cars to be sold in the UK. This will be the first time it’s above 2m since 2019, although in 2019 the figure was 2.3m and according to the SMMT’s figures, we won’t be reaching that again for the next three years. Before 2019, we hit a high in 2016 of nearly 2.7mn, but according to Professor Bailey this was a symptom of an over-inflated market: i.e. too many cars were being sold. Fully battery-powered EV sales are improving, but not as quickly as hoped. Luckily, the price of the batteries is coming down. The rule of thumb, Bailey tells us, is that if the price per kWh comes below $100, then the EV will be cheaper than its petrol equivalent. Currently in the UK the price sits around $115, but already in China the price is

often less than $100. Some analysts, including Goldman Sachs, think the price could drop as low as $80 in the future. This is good news, as it is the up-front cost of EVs which is putting off UK buyers. The crux of Bailey’s talk comes with the reveal that the UK’s 2030 ban on the sale of petrol and diesel vehicles hasn’t stimulated investment. The ban is out of line with Europe and elsewhere, with the EV mandate’s sales targets, currently on 28 per cent, moving to 80 per cent by 2030 and then to a full ban in 2035 (this has since been revised to a 90 per cent ban). Bailey blasted the “crazy policy” which he says punishes UK producers (who get judged on their total production) whilst Chinese manufacturers who only sell their EV range in the UK get rewarded. According to Bailey, 2030 is also too soon for a realistic transition, and will mean that hybrids become the

“The rule of thumb, Bailey tells us, is that if the price per kWh comes below $100, then an EV will be cheaper than its petrol equivalent. Currently in the UK the price sits around $115.”

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Professor David Bailey, University of Birmingham

Max Wegner, from Roland Berger

“History has shown that tariffs only slow China down, but the ultimate trajectory remains the same. China will simply adapt its practices and come back on the attack.” default choice for the five years leading up to their ban in 2035. Even though vehicle lifespans are now up to 15 years, a 2035 cut-off date would still mean that by 2050 the vast majority of cars will be zero carbon. Understandably, people were keen to ask questions at the end of Bailey’s talk (and all the rest, to be fair), but unfortunately there wasn’t much time for an extensive Q&A session. When asked is net zero achievable? He responded: “Yes, but we need to be much more imaginative. Electricity prices need to come down. It’s a crazy policy the Government has announced where gas prices are coming down and electricity is going up.” Neil Pattemore, a former regular feature of the IAAF Conference, regular speaker at Mechanex and an expert who has appeared countless times in PMM, asked why the UK was committing to a single technical solution, adding that the cost of installing the EV chargers alone was a whopping (our word, not his, I might add) £67.8bn, and to top it off, aren’t we simply

offshoring our emissions to China? If Neil wasn’t sadly retiring this year, it would be great to sit him and David down for an extensive chat on the subject. Given that’s not going to happen we will have to do with our truncated version of an already truncated response: EVs are getting cheaper, chargers are getting installed although rurally they’re not keeping pace with the amount of EVs sold, EVs are greener overall if you keep them going for their full lifecycle, especially as we turn towards greener energy sources and lastly, hydrogen? He’s sceptical it will work for the passenger car market and not convinced that it can be produced in an energy efficient manner. Phew! Time to go and get a coffee before the next talk.

Max Wegner, Roland Berger: State of the Aftermarket in 2025 Max’s talk reinforced David Bailey’s image of a rocky road ahead for the automotive industry as a whole. Europe, he told the crowd, will be the first continent to reach 100 per cent EVs but it will still be a slower process than

previously thought. In a recent survey, drivers were asked whether they are considering buying an EV as their next vehicle, the European average was around 55 per cent in favour, whereas that figure was 60 per cent in 202. Interestingly, in the UK that figure is around 45 per cent, considerably lower than everywhere else. It was pointed out by both Max and David that Chinese cars are making more headway in the UK that Europe or the US due to the lack of extra tariffs. Max added that history has shown that tariffs only slow China down, but the ultimate trajectory remains the same. China will simply adapt its practices and come back on the attack. The aftermarket across Europe is growing 3-5 per cent every year. That dynamic, however, will slow down. The European car parc will continue to grow, to around 390mn by 2030 from around 375mn in 2022. Whilst there are more cars on the road, drivers will still start to spend less on maintenance and repair. In fact, 2025 was the first year that the spend has decreased, with a reduction of 1.7 per cent against inflation running at +3.8 per cent. What’s the reason? We are driving 2,000 miles or so less per year compared to 20 years ago. Now the average is around 7,000 miles. The aftermarket’s fortunes depend not simply on the number of cars on driveways but how often they’re actually driven.

FOR MORE INFORMATION ON THE IAAF scan the QR code or go to www.rdr.link/acb010

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Aftermarket voices. Tales from the Niterra podcast.

Women thriving in the aftermarket In the Aftermarket Voices series of articles, Niterra UK’s marketing manager Becca Knight reflects on some of the conversations she’s had while co-hosting The Spark Inside podcast.

omen have long been underrepresented in the UK aftermarket – but that is beginning to change. From garage owners and mobile technicians to apprentices and engineers, more women are stepping forward, claiming space, and reshaping what the trade looks like. One of those voices is Louise Baker, experienced mechanic and founder of Womanic in Birmingham. She joined The Spark Inside to share her approach to running a successful, customer-focused garage and the motivation behind creating a more inclusive space for both customers and technicians. "I wanted to create a business that worked for me and my daughter," she said. "Now I get messages from women saying, 'Thanks for showing me I can do this too.'" Louise highlighted three areas every technician or workshop can benefit from: planning, trust and standards. Her garage works on an appointment-only basis, booked four weeks in advance. "Customers appreciate that level of service, and it means I’m never rushing to fit in last-minute work that could compromise quality." Building trust is key to lasting customer relationships. "I make sure my customers understand the work being done. I’ll show them the worn parts, explain what’s needed, and make them feel comfortable about their choices. It’s about honesty—whether they’re a car enthusiast or someone who just needs to get to work without stress."

Mechanic and podcaster Charlie Martin

She’s also passionate about raising standards. "Whether it’s a clean, safe garage or using high-quality parts like NGK, it’s all part of the standard you set. That’s what brings people back." Her views are echoed by fellow mechanic and podcaster Charlie Broughton: "People said I couldn’t do it because I was a woman. But I kept turning up, kept asking to help. Now I’ve

“Creating a more inclusive trade for women doesn’t just benefit individuals – it strengthens the industry as a whole.” Louise Baker, founder of Womanic

found a path I love – and I hope others see it’s possible." Creating a more inclusive trade for women doesn’t just benefit individuals – it strengthens the industry as a whole. By encouraging more role models, supporting flexible work environments, and highlighting success stories, the aftermarket can ensure it’s a place where everyone thrives. These stories are a testament to what the future of the trade can look like – professional, inclusive, and customer-first. By sharing practical takeaways, and leading from the front, women like Louise and Charlie are reshaping the workshop space.

To listen to Louise Baker when she appeared on the PMM Podcast scan the QR code!

FOR MORE INFORMATION ON NITERRA scan the QR code or go to www.rdr.link/acb011

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Watch. Car repair on screen.

YouTube Ed from Uckfield Motor Services has a look at the Dama HDM3.5 scissor lift.

Who needs a lift? This is a mid-rise ramp which comes in two versions: 3 and 3.5 tonne versions. We've got a 3.5 tonne version to review today, which is great so we can lift anything like a van or a short smaller van and EVs because EVs these days are getting heavier and heavier. It runs on a 13 amp plug so you can plug it into the mains and use it straight away. That's the beauty of it. It's mobile but it can also be fixed to the ground. If you found somewhere, a location in your workshop, that you want it to be fixed in, you can bolt it down to stay there. We've got lots of ramps everywhere, but we sometimes come unstuck where we've

got a car stuck on a ramp and then we've got a technician who hasn't got a ramp to work on. So this would be really nice because you can squeeze in between places or even go in front of the ramp that a tech's currently working on and he can just carry on working, which is really good for us. When working on any vehicle on a ramp, you obviously want to make sure that the equipment that you're using is nice and safe and this Dama ramp comes with a lot of good safety features. The main one is the lockout, so it locks out five different locations and makes it really safe. It's also on the box, you've got the main red cutoff switch. Also, when you're

bringing it down, it makes a noise, it's got a siren on it and a red flashing light on it. It's low profile. It's only 110mm when it's at its lowest position. Make sure with any sort of ramp or anything like that, they are checked every six months. It's actually a requirement. We get ours done for our insurance. So we make sure all our ramps are safe around the workshop. We've got quite shiny painted floors here and I was worried it would move forward as we went on there and there was no problem there at all. Moving it about was nice and easy, so you can put it anywhere in the workshop. So if you're looking for a ramp that is versatile and it can move around and you haven't quite got the space to stick it somewhere permanently, I think this is a really, really good option and I'm personally probably going to have a word with Hickleys about potentially keeping the ramp and buying it and purchasing it off them because it will do us really well.

TO WATCH THESE VIDEOS AND THE OTHERS ON THE PMM YOUTUBE CHANNEL SIMPLY SCAN THE QR CODE

24 FEBRUARY 2026 PMM

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Listen. Inside the PMM Podcast.

Number crunching

PMM visited the IMI recently to chat to Emma Carrigy, head of research, careers and inclusion. Emma is behind the organisation’s statistical reports and in this episode she goes into great depths about what the automotive aftermarket looks like currently and what it needs to look like in the future.

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Let’s start with what looks like a simple question: How many garages are there in the aftermarket?

and bodyshops. Overall that sector contributes £8.5 billion to the UK economy.

It’s much more complicated than simply looking at a number on a page. However, adding things together and making certain assumptions, if we were to take maintenance and repair as a sector, there are currently 269,000 individuals registered to that industry. That equates to just over 52,000 businesses. It's really hard to say how many of those are garages, per se, but you would assume a significant proportion. What that figure doesn’t include, however, is dealerships and fast-fits. It will be independent garages

Comparing ten years ago to now, how has the sector changed? Well, for automotive as a whole, we've actually added 40,000 jobs over the last 10 years. So that's a growth rate of about 5.6 per cent. That growth in particular has been in the retail side and not the aftermarket, I should say. And because actually manufacturing in terms of jobs has actually slightly declined over that 10 years, not massively, but it has declined, all of that 5.6 per cent growth has come from the retail and aftermarket side of things.

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“The average salary – and there will be significant regional differences, of course – for a vehicle technician is £38,300 at the moment. That has increased by 2 per cent in the last year.”

Would that be in line with population growth in that time? Yeah, I would say it's probably slightly ahead of the curve. One interesting fact is actually if you look at maintenance and repair specifically, in the last two years, it's grown by 16 per cent. So there's been real rapid change in the last two years.

What's behind that growth? Well, there are multiple things, but one clear indicator is the size of the UK car parc. If you take the most recent figures by the SMMT, the current UK car parc as of the end of 2024 was at around 36 million. Petrol is still the vast majority at 58 per cent, diesel 32 per cent. But interestingly, BEVs are now at around 3.7 per cent of that total.

More cars equals more work for the aftermarket? 100 per cent. Also, the type of people that need to work on those vehicles and the skills needed are changing. So, for example EV, at the moment we estimate about a quarter of technicians are qualified to work with electric

vehicles, about 64,000 people, which is really good. However, we need to have 175,000 trained technicians in order to meet the demand if EVs are going to continue as they are.

So the work is more technically challenging than before. Are wages keeping pace? They are! So yes, if you look at advertised salaries, so this is, you know, looking at average job postings for technicians, etc. The average salary – and there will be significant regional differences, of course – for a vehicle technician is £38,300 at the moment. That has increased by 2 per cent in the last year.

Vehicles are changing, will we be able to keep up? What does the future look like for the aftermarket? So I'd like to say that the future is bright. We've done some forecasting on looking at the size, how many jobs and what those jobs will look like. Overall, we're predicting that the

whole sector will grow by about 3 per cent by 2032, which, okay, that's growth. And in particular, service and maintenance will be increasing to around 4 per cent, which is around another 12,000 jobs. That doesn't really paint the picture, however. I think where the big change is going to be is in the change in roles, occupations and skills within that. That’s where we are going to see the biggest change. The increase of different vehicle trains and the skills needed to work on those different vehicles, but also vehicle autonomy. So one of the things we predict is that by 2032, nearly half of all the UK vehicles will have some form of level two autonomy within them.

Would I be right in thinking that the technicians of the future are going to have to be a lot more computer literate? 100 per cent, yes. And not only computer literate but data savvy, especially in the world of technicians. One of the things we've been talking about at the IMI is the need to be – and I’m going to throw out a nice word that we've invented here – omnicompetent. Which is the ability to be able to work on multiple different vehicle trains, multiple different systems, multiple different technology and have that multi-skilled approach to being a technician.

FOR MORE INFORMATION ON THE IMI simply scan the QR code www.rdr.link/acb027

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Event. Automechanika Shanghai 2025.

A glimpse of tomorrow PMM was fortunate enough to be taken along to China by the team behind Automechanika to attend the Shanghai 2025 event.

ne thing which came up time and again at Automechanika Shanghai was how much the fair had grown from its “humble” beginnings 20 years ago, to become the behemoth it is today. The show, which took place last November, saw a record 253,691 visitors walk through the doors at the National Exhibition and Convention Centre, one of whom was PMM editor Kieran Nee. But the show isn’t just creeping up in numbers each year. No, this year saw a 14 per cent growth on last year’s event. When you’re talking about a show this size that is an unthinkable growth. But this is China, and “unthinkable growth” isn’t in the dictionary. That is to say, there isn’t a character for it. Automechanika Shanghai is a little bit different from its German and British counterparts in that it caters to the automotive sector more widely, even managing to lure Tesla in to baffle and amuse visitors with its cyber truck. And the innovations on display throughout the halls extended beyond what you might normally expect to include humanoid robots (did you know carmakers are the primary drivers behind AI-driven humanoid robots? It turns out that when it comes to working in a car assembly plant to agile and supple nature of a human body is just what’s needed – without the bothersome issue of food and warmth) and automated spraying capsules among

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other things. What interested me, however, were some of the different ways things are done at garage-level in China compared to Europe, as well as some of the new innovations being embraced firstly by the Chinese aftermarket before hitting our shores.

of products including thermal management systems for EVs and battery replacement solutions. A clear sign that Chinese garages are embracing the world of battery-powered vehicles more readily than their UK counterparts.

New for 2026

A theme of the show was the panda, many of whom seemed to be having a bit too much fun...

Among the many Chinese manufacturers displaying their wares were some brands more familiar to UK visitors, offering technical solutions. Febi, Bosch and Mahle were there exhibiting a range

Coming to the UK this year will be the new automatic ADAS calibration tool from Launch, which was on display on their stand at Automechanika Shanghai. Launch showed us around the new tool, which aims to simplify calibration and open it up to a wider range of garages and technicians. This comes at a time when the lack of ADAS-qualified techs out there is starting to show now that the technology is being installed in new cars as standard. Four high-resolution cameras and four high-precision motors work together to automatically find and track targets. A big bonus for this tool is that it can complete both ADAS and wheel alignment with one single unit, something the representative from Launch tells me will be a big draw for garages. Also on display at the Launch stand was a range of diagnostic equipment for EV batteries. Working on EV batteries is something that is now common among Chinese independent garages. Michael Johannes, vice president of

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Event. Automechanika Shanghai 2025. Automechanika, spoke to the assembled English-speaking press about the show, how far it’s come and what it’s trying to achieve: “We have a record-breaking number of exhibitors here at Shanghai this year. But we can’t take it for granted that the name of Automechanika will always be in such good shape. We are working closely with the industry and doing our utmost to continue getting the latest information and insights from the industry. “The automotive industry is undergoing a huge transformation at the moment and across the world, the industry is moving at different speeds. In China, it’s rather fast, then there are others which are a bit slower. However, coming to a show like this, you can see just how much is out there and it’s really amazing to see what some companies here are doing. It will have an impact far beyond China.”

It wasn’t simply a one-way conversation with the press, however. We were asked what we would like to see more of in future and the answer was resounding: technical seminars. Not for our benefit, of course, but for the technicians of the future. Such a suggestion at Automechanika a few years ago would have been out of place, with the show’s traditional emphasis on buying and distribution rather than connecting with the garage technician. But as the shows grow in size there is scope for filling the widening skills gap. In fact there was an area for technical skills training, but it’s clear that for a show as vast as this, upskilling visitors is just one part of their remit.

FOR MORE INFORMATION ON AUTOMECHANIKA scan the QR code or go to www.rdr.link/acb012

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STEERING

& SUSPENSION

Air Suspension:

HOW DID WE GET HERE? Febi takes on a tour through the evolution of suspension and they role it now plays in the modern vehicle. ir suspension originated in the early 20th century as an alternative to conventional spring-based systems. The technology first entered the mass market in America in the 1950s when it began being fitted to trucks and buses due to its ability to enhance ride comfort, improve handling characteristics and manage varying loads. As the technology improved during the 1980s and 1990s, manufacturers including Mercedes-Benz, Audi, BMW and Land Rover began integrating air suspension systems into their premium models, either as standard fitment or as a factory-fitted option. With continued advancements in both hardware and software technology, air suspension systems have evolved to incorporate electronic controls that deliver enhanced capabilities such as adaptive ride height and load levelling, further refining ride quality and vehicle performance.

Air suspension systems use compressed airfilled bags, or air springs, instead of traditional steel or coil springs to support the vehicle’s weight and absorb forces generated by the vehicle in motion. The main components and their functions are as follows: Air springs (air bags): These are flexible rubber bags filled with compressed air. They provide the main support and damping effect in the system, absorbing forces from the road and adjusting height as needed (Fig.1).

How air suspension works

Air compressor: The compressor pumps air into the air springs to adjust the ride height and maintain system pressure. The electric motor driven compressors operate ondemand or when triggered by the system’s control module (Fig.2).

Air lines: These tubes connect the compressor to the air springs and allow pressurised air to travel to each corner of the vehicle and the corresponding air spring (Fig.3).

Electronic control module: The ECM monitors data from various sensors and regulates the pressure in the air springs to maintain optimal height and load levelling.

“When additional weight is applied to the vehicle, such as when passengers enter or a load is added, the control unit detects the change and instructs the compressor to supply air to the relevant air spring, raising the vehicle to its preset height.” Fig 1

Height sensors: These sensors measure the vehicle’s ride height and provide feedback to the ECM to make any adjustments necessary. Solenoids and valves: These components control the flow of air in and out of each air spring, ensuring that each corner of the vehicle maintains the desired ride height and load balance.

The air suspension system is dynamically adjustable. When additional weight is applied to the vehicle, such as when passengers enter or a load is added, the control unit detects the change and instructs the compressor to supply air to the relevant air spring, raising the vehicle to its preset height. This system ensures that the vehicle remains level and stable, even when towing heavy loads. As a result, air suspension has become a preferred option for large 4x4 vehicles known for their high towing capacities such as the Land Rover Discovery, Volkswagen Touareg and Toyota Land Cruiser. In high-speed driving conditions, the control unit may lower the vehicle to improve aerodynamics and stability. Adaptive air suspension systems found in luxury and performance vehicles also allow drivers to switch between different ride heights or stiffness settings for varying road conditions.

System operation

Despite the luxury and comfort air suspension provides, it comes with some vulnerabilities. Here are some of the most common issues and their causes:

Common air suspension failures

Air spring leaks: Over time, the rubber of the air springs can degrade, leading to cracks or holes. This is especially common in older vehicles or those exposed to harsh conditions. Leaks are typically found at the folds of the PMM FEBRUARY 2026 31

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STEERING

& SUSPENSION

airbag where the material flexes the most. When this is the case, the vehicle will not remain at the preset height when left for a long period of time, either dropping equally around the vehicle or at one or more corners.

Fig 2

Compressor failures: A failing compressor is often due to overuse. When there is an air leak the compressor must work harder to maintain the correct air pressure, leading to premature wear and failure.

Faulty control module: The control unit can develop issues due to software malfunctions, water damage or wiring problems. This may lead to erratic ride height adjustments or total failure of the air suspension Failed height sensors: If the height sensors become corroded, disconnected, or fail entirely, the system can no longer correctly adjust ride height, leading to incorrect levelling or unexpected drops in ride height. Electrical issues: Loose connections, corroded terminals, or broken wiring can

disrupt the power flow to components like the compressor or solenoids, leading to intermittent or complete suspension failure. Given the complexity of the system diagnosing air suspension issues can be

Diagnostic and repair tips

“Visually inspect the air springs for signs of wear, such as cracks or splits, especially near the folds. Spray soapy water on the springs and watch for bubbles which indicate a leak on the faulty component.” Fig 3

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challenging. Here are some practical tips to help you troubleshoot and repair air suspension problems efficiently. As with all electric-based systems, air suspension control units are equipped with diagnostic capabilities that can provide fault codes when components fail. Using a suitable diagnostic tool is a start to finding a failed component such as a sensor or solenoid. Also check for live data values or perform a system test, subject to the capability of the vehicle and the diagnostic tool being used. Visually inspect the air springs for signs of wear, such as cracks or splits, especially near the folds. Spray soapy water on the springs and watch for bubbles which indicate a leak on the faulty component. When the vehicle is idling, listen for a hissing sound near each wheel. Small leaks may not be easily visible but can be heard. Often, an air spring may develop tiny leaks that will require patience and close listening to locate. If the system is not maintaining height, check whether the compressor is running. If it’s not, inspect the fuse and relay first. If the compressor is running but the vehicle isn’t rising, check for leaks in the air lines or defective solenoids. Overheating or frequent cycling is a sign that the compressor is likely being overworked due to a leak somewhere else in the system. Clean and dry quality electrical connections are critical. Ensure connectors are tight, corrosion-free, and the wiring harness is intact. In some cases, suspension issues are due to simple electrical faults, so it’s essential to rule these out before replacing major components. Height sensors are prone to failure or misalignment, especially in vehicles that are used off-road. If the sensors are damaged, corroded, or misaligned, replace or recalibrate them. Recalibration typically involves levelling the vehicle manually or using a diagnostic tool to reset the control unit’s sensor parameters. When replacing any component of the air suspension system, such as an air spring or compressor, it is essential to adhere strictly to the manufacturer’s instructions. It is important to understand the procedure for raising the vehicle, activating the ‘Service mode’ (also known as ‘Jack mode’), and de-

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STEERING

energising the air pressure within the system to ensure safe handling. Following the replacement of any components, many air suspension systems require recalibration or initialisation, a process that typically requires a diagnostic tool to be used. To ensure the longevity of air suspension components, it is important to regularly clean the vehicle’s chassis and suspension parts to avoid corrosion. Additionally, these components should be routinely inspected as part of the regular maintenance process. While air suspension systems offer luxury and adaptability, their complexity demands a skilled approach to maintenance and repair. Understanding the common failures, diagnostics, and repair techniques associated with air suspension systems can save time,

reduce unnecessary parts replacement, and improve customer satisfaction. Febi’s new air suspension range is designed to provide comfort and performance for European vehicles with a comprehensive communications package. The new range offers an extensive selection of air spring struts, air springs and air compressors with more than 75 articles covering over 4,000 vehicle applications. febi air suspension offers OE-matching components for popular models from manufacturers including Mercedes-Benz, Audi, BMW and Land Rover; with the range set to expand based on customer demand. "febi has always been known for delivering reliable OE-matching replacement

Febi’s new air suspension range

& SUSPENSION

parts," said Dominic Lammert, divisional director global brand management. "With this new air suspension range, we're providing solutions that preserve the premium driving experience while offering long-lasting durability and performance." Key benefits: Over 75 products covering 4,000+ vehicle applications, with continued expansion based on customer demand. OE-matching quality and functionality, designed and manufactured to meet the high standards of the bilstein group. Backed by a 3-Year manufacturer guarantee, offering long-term reliability and peace of mind.

FOR MORE INFORMATION ON FEBI scan the QR code or go to www.rdr.link/acb013

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STEERING

& SUSPENSION

Air vs. Coil: WHAT ARE THE DIFFERENCES? Experts in all things suspension-related, Arnott walks readers of PMM through the various features of coil and air suspension systems.

suspension system plays a crucial role in how a car feels, handles, and behaves on the road. It is not only responsible for absorbing bumps and road imperfections, but also for controlling body movement during acceleration, braking, and cornering. In essence, the suspension defines the connection between the car and the road surface, directly influencing safety, comfort, and handling. While coil springs continue to be the standard equipment in most passenger cars, air suspension that was once reserved for luxury vehicles has steadily expanded into mid-range models. Both systems offer unique advantages. Understanding how they differ helps

34 FEBRUARY 2026 PMM

drivers choose the setup that best matches their driving habits, needs, and expectations for comfort and handling.

How suspension “shapes the ride”

At the core of any suspension system is the spring rate, which is the amount of force required to compress a spring. The spring rate strongly influences how a car balances comfort with stability. A higher spring rate indicates a stiffer spring. Stiffer springs reduce body movement during cornering, braking, and acceleration, providing a more controlled, performance-oriented feel. However, the trade-off is that they transmit more of the road’s texture into the cabin, which can make the ride feel firm or even harsh on uneven surfaces.

A lower spring rate produces a softer spring that compresses more easily. Softer springs allow the suspension to absorb bumps and irregularities smoothly, improving comfort and making the ride feel more relaxed. However, they may also allow more body roll and pitch, which can reduce stability during aggressive driving and lead to greater compression in the rear suspension under heavy loads. Traditional coil springs operate with a fixed spring rate, which means a compromise between comfort and handling is inevitable. As a result, the suspension is typically tuned to work reasonably well across a wide range of conditions rather than optimised for any specific situation. Air springs behave differently. Their effective spring rate is not fixed by nature; it changes depending on the air pressure in relation to the volume. When an air spring is compressed, the volume reduces, thus the pressure will increase automatically. This adaptability allows the suspension to respond to varying loads or driving conditions in a more comfortable way. For example, when a vehicle is heavily loaded with passengers and luggage, the system will increase air pressure to obtain the same height

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level. This results in a higher spring rate to maintain consistent body motion, ensuring stability without sacrificing comfort. Secondly, the system preserves effective suspension travel and ride comfort under load. This creates what is often referred to as a load-independent ride. With a coil spring setup, added weight may soften body movements, but reduced suspension travel under load increases the risk of bottoming out.

Ride height and load levelling

Maintaining a steady ride height is another important aspect of air suspension's unique benefits. Vehicles with coil springs will gradually sag when a load is added. This reduces the remaining suspension travel, increasing the likelihood of bottoming out on rough or uneven roads. Secondly, it will also influence the wheel alignment, increase (uneven) tire wear, and impact handling in terms of road grip and road grip. On roads that are rutted, grooved, or otherwise irregular, this can make the vehicle feel less stable and responsive, and can cause a vague steering feel. Air suspension addresses this issue through the use of ride height sensors. These sensors continuously monitor the vehicle’s position and automatically adjust air pressure in the springs to maintain the proper ride height. Regardless of how many passengers or how much cargo the vehicle carries, the suspension travel and handling remain consistent. One of the most recognised benefits of air suspension is its ability to isolate passengers from road imperfections. Because air compresses gradually and progressively, it absorbs bumps and vibrations more effectively than most coil springs. The result is a smoother, more cushioned ride. Drivers often describe

Comfort

this quality as the most significant advantage of vehicles equipped with air suspension. Coil springs can also offer a comfortable ride, especially when carefully tuned. However, even welldesigned coil setups typically transmit more of the road imperfections into the cabin, particularly when encountering sharp bumps or uneven surfaces. In practice, this means that while coil springs are perfectly adequate for daily driving, air suspension tends to excel in providing consistent comfort over varied road conditions and is therefore less tiring when driving longer distances. Another advantage of most air suspension systems is the ability to lower the vehicle at higher speeds. Bringing the chassis closer to the surface decreases aerodynamic drag, subtly improving fuel efficiency on highways or motorways.

Durability, complexity, and maintenance

Coil-spring suspensions are praised for their simplicity and durability. Their design is straightforward, with fewer components. This makes repairs easier and lowers the cost of ownership over the vehicle’s lifetime. For this reason, some vehicle owners choose to replace a failing air suspension system with a traditional coil conversion kit, especially when the cost of repairs is no longer proportionate to the vehicle’s residual value. Air suspension systems offer adaptability and load-independent comfort but come with added complexity. Next to the air struts and air springs, they involve additional system components, including level sensors, an air compressor, an electronic control unit, wiring, and air lines. Modern air suspension systems are engineered to be highly reliable, but like any advanced technology, these parts benefit from regular maintenance checks as components like air sleeves are subject

to wear and need replacement eventually. Ultimately, both systems emphasise different qualities: an air suspension setup offers greater refinement at a higher cost, while coil suspension provides a more traditional feel and lower ownership expense. Coil springs suit drivers who value simplicity and durability. They perform consistently and are easier to maintain, though comfort and adaptability can be limited under heavy loads or varying conditions. In contrast, air suspension appeals to those who prioritize comfort without sacrificing handling, who value constant adaptability, and desire consistent performance despite the road conditions. Its ability to maintain ride height, absorb bumps effectively, and adjust to load changes provides a smooth and controlled driving experience. As vehicle expectations evolve, the demands on suspension systems are changing as well. Modern vehicles are generally becoming heavier, as today’s drivers expect more in terms of comfort, safety, infotainment, and advanced driverassistance systems (ADAS). Additionally, popular segments such as SUVs, with their higher centre of gravity, and electric vehicles, which carry heavy battery packs, are encouraging manufacturers to consider air suspension over coil springs due to the benefits it provides.

Making a choice

FOR MORE INFORMATION ON ARNOTT scan the QR code or go to www.rdr.link/acb014

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STEERING

& SUSPENSION

BEST PRACTICE REPLACING SHOCK ABSORBERS German aftermarket supplier Meyle outlines the importance of technical expertise in replacing shock absorbers, as well as providing some EV specific tips.

hock absorbers are a safety component installed in every vehicle and have an impact not only on driving stability and comfort, but also on the wear and tear of other suspension components. At the same time, the suspension is undergoing a continuous change, with the trend moving from traditional shock absorbers with conventional properties to adaptive and active dampers. With newer vehicles in particular, workshops face higher demands in terms of diagnostics and technical expertise. Meyle, spare parts manufacturer based in Hamburg, explains what matters most when it comes to modern shock absorbers, how electric vehicles are different in that regard, and how workshops can benefit from practical spare parts and targeted training courses.

Engineering principles: Function and mode of operation Taking a look at the engineering principles behind modern damping systems will provide a better understanding of these developments. Shock absorbers transform kinetic energy into heat and control vehicle body motion to absorb vertical movements and vibrations. 36 FEBRUARY 2026 PMM

Hydraulic valves, pistons and oilways regulate volume flow and generate damping force proportional to piston speed. Different variants: • Passive dampers offer fixed properties and are factory-set for comfort or sporty behaviour. • Adaptive dampers adapt their properties with electrically controlled valves or magnetorheological fluids. As a result, workshops need to include electronic control systems in the troubleshooting process, making diagnostics and testing all the more complex. • Active systems generate or control forces actively and regulate damping and vehicle height. Modern systems use sensors (e.g.

suspension travel, acceleration, steering angle) and electronic control units to continuously optimise damping. Tesla Model 3, for example, features adaptive damping technology – a hydraulic system that responds softly to low frequencies and firmly to high frequencies – resulting in driving behaviour with greater comfort and handling precision. But systems like this have high demands in terms of spare part quality and installation precision. As a result, workshops need to take electronic control systems into account, making diagnostics and testing even more complex.

Typical faults and diagnostics at the workshop Common issues: • Leaks or damp damper housing • Noises/excessive play due to elongated bearings or bushings • Loss of damping –vehicle sways

“The innovative C-shape design of the front shock absorbers are designed to be easily inserted from the side, unlike OE shock absorbers, which have to be pulled over the narrow drive shaft. Meyle recommends replacing both shock absorbers every time to prevent inconsistent oscillation behaviour and suspension on the left and right side.”

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• Inconsistent damping on the left and right side • Corrosion or wear at the piston rod • ‘Fading’ due to thermal overload

Diagnostic methods: • Visual inspection: checking for traces of oil, rust, damage • Manual inspection: damper removal and inspection – consistent resistance in compression and rebound • Test drive: observing oscillation on uneven surfaces • Test bench: comparison of forcedisplacement curves • Symmetry comparison: right with left or old with new part • Inspection of adjacent components: inspection of components like control arms and bearings for damage Replacement is the same for both electric and combustion engine vehicles when it comes to shock absorbers. In Germany, this requires, at the very least, Qualification level S1 (skilled persons to work on non-live HV systems) with a S2 qualified person employed in the workshop in accordance with DGUV Information 209-093. According to the Tesla service manual, there’s no need to replace both shock absorbers unless explicitly called for by a service bulletin. However, Meyle recommends replacing both every time to prevent inconsistent oscillation behaviour and suspension on the left and right side. ‘It’s also essential to observe the tightening torques specified in the datasheet

Tesla Model 3

and, if necessary, replace the original bolts. And the damper bushings also need to be properly aligned,’ emphasises Thorsten Rafalzik, Meyle shock absorber specialist. After the installation, the vehicle needs to be lowered and bounced up and down several times as usual. Calibration and wheel alignment: Electronic calibration is not necessary for the Tesla Model 3, as the dampers are purely hydraulic. However, wheel alignment is required for maintaining the prescribed alignment values after any suspension work.

Tesla-specific features: The new MEYLE shock absorbers for Tesla Model 3 feature a customised design that accelerates installation, reduces working time and increases profitability for the workshop. The shock absorbers come as a pair in a practical set, including installation materials and an oval socket wrench for accelerated installation. In addition, the innovative C-shape design of the front shock absorbers are designed to be easily inserted from the side, unlike OE shock absorbers, which have to be pulled over the narrow drive shaft. In addition to simple, time-saving installation, the new Meyle shock absorbers also offer clever technical benefits and high efficiency. For example, optimised damping properties ensure a comfortable driving experience and keep the car stable even at high speeds, whilst the 16mm piston rod maximises durability even in demanding driving conditions. To fulfil the specific requirements of electric vehicles, the shock absorbers also feature a corrosion-resistant cathodic dip coating. In addition, a special oil

fill ensures damping performance even at low temperatures – for example, in the winter. Meyle aims to play an active role in helping workshops respond to the challenges of the technological transformation – for example, with customised training courses on modern damping systems and single- and multi-day training courses specifically for Tesla vehicles. The suspension continues to evolve and grow more intelligent through the use of components like sensors, which makes it even more important for workshops to prepare for these technologies – with targeted, practical training courses on modern damping systems as well as highquality spare parts. Spare parts manufacturers like Meyle offer modular, easy-to-install solutions that not only save time and resources, but also greatly simplify everyday workshop operations. After all, investing in expertise, equipment and training at an early stage will allow companies to remain competitive in the era of electric mobility.

Opportunity for independents

FOR MORE INFORMATION ON MEYLE scan the QR code or go to www.rdr.link/acb015

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BRAKES

& CLUTCHES

The tools YOU NEED Sealey explores what tools are needed for brake and clutch maintenance. rake and clutch maintenance remains central to routine vehicle servicing, forming a large proportion of daily workshop repairs. With increased vehicle complexity and a growing emphasis on safety-critical repairs, technicians rely heavily on tools that deliver consistent accuracy and reliability. The market has seen steady demand for equipment that simplifies common tasks such as winding back calipers, flaring brake pipes, testing brake fluid, and aligning clutch components. Sealey, well established within the professional tool sector, offers a wide selection of brake and clutch servicing tools designed to support efficiency in busy workshops.

Pocket Brake Fluid Tester, Model No. VS0274

Brake piston wind-back and push-back tools

Replacing brake pads on modern vehicles often requires controlled retraction of the rear caliper pistons. The Brake Piston Wind-Back Tool with Double Adaptor (Model No. VS024) provides a straightforward, durable solution for this task. The double-ended design allows technicians to retract pistons on a range of rear calipers, creating the necessary clearance for new pads to be installed. It offers a practical alternative to improvised methods, helping reduce the risk of damage to caliper components. For workshops handling a wider variety of vehicles, the 21pc Brake Piston WindBack Tool Kit (Model No. VS0282) offers greater versatility. Suitable for both pushOn-Vehicle Micro Brake Pipe Flaring Tool, Model No. PFT12

“Monitoring brake fluid condition is an important part of routine safety inspections, as moisture contamination can severely reduce braking performance.” back and wind-back pistons, the kit includes left and right-handed thrust bolt assemblies, a reaction plate, hex bits and adaptors, and the widely required three-pin VAG adaptor. This ensures compatibility with many common caliper designs, making the kit suitable for general workshop use where mixed vehicle types are encountered. Brake pipe repairs can present difficulties when pipes need to be flared in confined spaces or when a full pipe replacement is unnecessary. The On-Vehicle Micro Brake Pipe Flaring Tool (Model No. PFT12) is designed specifically for producing accurate SAE flares on 3/16" pipe while the pipe

Brake pipe flaring

Brake Piston Wind-Back Tool with Double Adaptor, Model no. VS024

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remains on the vehicle. Its lightweight body improves handling in tight areas, and it is suitable for copper, cupro-nickel and steel pipes. For technicians splicing small replacement sections, this tool offers both convenience and precision without the need to remove long lengths of pipe. Monitoring brake fluid condition is an important part of routine safety inspections, as moisture contamination can severely reduce braking performance. The Pocket Brake Fluid Tester (Model No. VS0274) provides a quick and clear method of assessing fluid condition. Its integrated circuitry measures electrical resistance to

Brake fluid testing

21pc Brake Piston Wind-Back Tool Kit, Model No. VS0282

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17pc Universal Clutch Aligning Tool Set, Model No. AK710

determine moisture content, with results displayed via a five-LED read-out. A simple calibration check using water helps maintain accuracy, and the tester works with all grades of brake fluid. By offering immediate results, the tool supports evidence-based maintenance and helps technicians clearly identify when fluid replacement is required. Correct clutch alignment is essential during reassembly to ensure smooth operation and to avoid unnecessary repeat work. The Universal Clutch Alignment Tool (Model No. VS010) is designed to fit around 90 percent of cars and light vans up to five tonnes gross

Clutch alignment tools

Universal Clutch Alignment Tool, Model No. VS010

weight, excluding double plate systems. The tool features nylon components with a steel main shaft and comes supplied with three expanding collets to suit a variety of clutch centre bore sizes. It provides a simple and effective method for accurate clutch plate alignment during installation. For workshops seeking a more comprehensive set, the 17pc Universal Clutch Aligning Tool Set (Model No. AK710) contains chemically blackened steel

components housed in a storage case. This set provides a broad selection of adaptors to cater for different clutch and flywheel combinations, helping ensure accurate alignment when working across multiple vehicle platforms. Brake and clutch servicing remain areas where precision directly influences vehicle safety, and technicians need tools designed for dependable performance in day-to-day use. The examples highlighted demonstrate how SEALEY continues to provide practical solutions that cover essential tasks, from brake piston retraction to clutch alignment. With tools tailored to varied vehicle requirements and built for professional workshops, the brand remains a reliable presence in the market for brake and clutch service equipment.

FOR MORE INFORMATION ON SEALEY scan the QR code or go to www.rdr.link/acb016

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BRAKES

& CLUTCHES

BRAKING RANGE Brakes were where it all began for Apec, and though the brand has branched out in recent years to other areas of the vehicle, braking remains what it’s best known for in the UK. Here, they expand on what they offer in each of the braking areas. Apec brake pads sit at the heart of the company’s braking range, combining advanced friction materials with thorough, real-world testing. The Stop Ready Coating that is applied to the pads aims to dramatically reduce bedding-in time while enhancing stopping power. Every pad is built to meet and, according to Apec themselves, often exceed OE quality. With coverage across 99 per cent of the UK car parc, they’ve become a reliable choice for technicians. More than 18 million Apec pads are produced each year, all engineered as direct OE replacements and developed to surpass R90 standards for consistency and longevity. Manufactured in Europe, the range is backed by a no quibble 3-year/36,000-mile guarantee, giving workshops long-term peace of mind at a competitive price point. The brake pads also benefit from a premium High-Pressure Treatment (HPT) scorching process. By applying 10,000 Nm of pressure at 650ºC, this treatment helps prevent surface crystallisation, improves initial bite and further reduces bedding-in time – all while supporting long-lasting performance.

Brake pads

To complement the pad range, Apec brake discs are engineered with the same focus on precision, durability and OE-level

Brake discs

“A detailed online catalogue makes it simple for technicians to find the right component, whatever the vehicle.”

performance. When paired with the pads, they deliver a balanced, reliable braking setup suitable for everything from daily drivers to cherished classics from the 1960s. Each disc is produced to fine tolerances, ensuring consistent thickness, hardness, and ease of installation. A detailed online catalogue makes it simple for technicians to find the right component, whatever the vehicle. Like the pads, the discs come with a no quibble 3-year/36,000-mile warranty and undergo extensive testing on disc integrity, thermal stability, and DTV under demanding conditions. A non-directional finish helps keep noise, vibration, and harshness (NVH) to a minimum while promoting even material transfer for quicker bedding-in. The innovative design includes coated hubs and edges for seamless replacements, while uncoated friction surfaces prevent brake pad contamination and enhance braking efficiency. Apec calipers bring together solid engineering, practical servicing benefits, and a strong commitment to sustainability. The range includes both new units and

Calipers

remanufactured options, giving workshops flexibility without compromising on performance. Remanufactured calipers follow a stringent, ISO-accredited process. Each unit is fully stripped, fitted with new internal components, tested, and signed off against a master sample before re-entering the supply chain. By reusing core castings, Apec significantly cuts emissions and resource use, supporting greener workshop practices without sacrificing quality. A durable surface treatment enhances corrosion resistance across the entire range, and for vehicles using sliding calipers, Apec offers slider pin kits that cover over 800 applications, helping maintain smooth movement and even pad wear. The company’s ‘Core-to-Caliper’ surcharge system makes returning old units quick and efficient, with a fast-track refund service for factors and technicians. Driven by innovation, reliability, and a long-standing commitment to quality, Apec continues to raise the standard for braking components - offering a complete solution built to perform in every workshop and on every road.

FOR MORE INFORMATION ON APEC SCAN THE QR CODE OR GO TO WWW.RDR.LINK/ACB017

PMM FEBRUARY 2026 41

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MOT

Should ADAS be included in the MOT? As the head of a business that supports workshops with ADAS and calibration services, we thought Iain Molloy, managing director at A1 ADAS Group, was best placed to answer whether it’s now time to add ADAS checks to the MOT. So here he is, in his own words. efore we even get to the MOT question, it’s worth acknowledging how central ADAS has become to modern vehicle safety. Features like AEB, blind spot detection systems and driver monitoring are now preventing realworld collisions, not just in theory, but in practice. Many drivers say their ADAS has stepped in to avoid an impact. And yet, as someone who oversees these systems daily, I know the safety benefit only exists when ADAS is functioning correctly. ADAS can be significantly out of calibration with no warning light at all, which means the driver has no idea their AEB or lane assist may not intervene when needed. When you combine that with the fact that the car parc is

42 FEBRUARY 2026 PMM

rapidly shifting towards ADAS-equipped vehicles, it becomes clear why the MOT is being pulled into this conversation. If roadworthiness is about ensuring a vehicle can operate safely, how long can we ignore the systems responsible for preventing a large percentage of avoidable accidents? Although the safety case is strong, the practical implementation is far from simple.

Not so easily done

The first barrier is physical space. Correct ADAS calibration requires a level floor, controlled lighting and specific distances for targets. Many MOT stations simply don’t have the footprint. The second barrier is knowledge. Only a small proportion of technicians currently hold ADAS qualifications, yet demand is rising fast. If the MOT suddenly created an additional compliance requirement, the skills shortage would widen.

“ADAS can be significantly out of calibration with no warning light at all, which means the driver has no idea their AEB or lane assist may not intervene when needed.”

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conditions, and by IMI-qualified ADAS technicians. MOT stations would simply verify that a valid calibration record exists. A national database could make this workable and provide traceability.

The third barrier is that ADAS doesn’t behave like traditional MOT items. A visual walkaround tells you almost nothing. A warning lamp might come on, but only when the system is seriously compromised. Subtle misalignment can leave a vehicle looking healthy on the dashboard but dangerously underperforming on the road. That is not the kind of fault an MOT bay can reliably detect. If ADAS faults were as simple as a lamp test, the MOT could adopt them overnight. But most aren’t. Slight sensor misalignment can add metres to a braking intervention, yet show nothing to the driver. That’s where I worry. A pass certificate gives motorists confidence that everything important has been checked. But right now, the MOT doesn’t touch the systems that dictate how a modern vehicle avoids danger. At the same time, drivers may already assume ADAS is tested during the MOT, or believe their car doesn’t have ADAS at all. The knowledge gap isn’t just in the trade. Forty per cent of buyers say they were never given any explanation of their ADAS at the point of sale. Bringing ADAS into the MOT could accelerate public understanding, but it also means MOT stations will be the ones fielding the questions. Some resistance is inevitable. From motorists, because anything that risks raising the MOT price is unpopular. From workshops, because ADAS investment isn’t cheap and the training curve is steep.

Clear rules on which vehicles fall into scope Not every car has ADAS, and not every earlier generation system is critical. A logical cut-off would be from around 2022, the point at which basic ADAS became mandatory on new vehicles.

Invisible to the eye

“A pass certificate gives motorists confidence that everything important has been checked. But right now, the MOT doesn’t touch the systems that dictate how a modern vehicle avoids danger.”

Any MOT reform involving ADAS will only succeed if the workforce is ready. The industry knows this. Most workshops say they plan to increase spending on ADAS training and equipment, yet we are still far below the number of qualified technicians needed for the next decade. Government support may be required, whether through grants or incentives for investment. Without it, smaller MOT stations could struggle. So, should ADAS be included in the MOT? Yes, I believe so – but only if the approach is meaningful. A tick box exercise does nothing for safety. ADAS calibration checks can’t be performed during a standard MOT, yet ADAS status absolutely should be part of the roadworthiness conversation. The MOT can verify faults and check calibration evidence, but it can’t replace a calibration assessment. What matters now is that we start asking the right questions. How do we enforce calibration without overwhelming the industry? How do we educate motorists so they understand why ADAS matters? And how do we make sure any new MOT requirement genuinely improves safety rather than adding administrative noise? One thing is clear. Doing nothing is no longer an option. ADAS must have a place in the UK’s roadworthiness framework, and the sooner we shape a practical and proportionate solution, the safer our roads will be.

Are we even ready?

But we shouldn’t confuse resistance with reason to do nothing. ADAS is no longer optional luxury tech. It is a core safety system. As more vehicles rely on these features, ignoring them in the MOT becomes harder to justify. What might a realistic MOT approach look like? I don’t pretend to have the answer, but certain principles make sense if we want a solution that’s practical and genuinely improves safety:

Status and warning-lamp checks inside the MOT This is achievable now. If a vehicle shows a critical ADAS fault, it should be recorded and ultimately become part of the fail criteria. Visual inspection that focuses on risk, not box ticking Checking for damaged or displaced sensors is useful, but it shouldn’t be seen as an assessment of system performance.

Calibration carried out outside the MOT at a specialist centre This is the crucial part. Regular ADAS calibration must be mandated somewhere, but it can’t realistically be done inside MOT bays. Calibration should be completed in workshops with the correct equipment,

FOR MORE INFORMATION ON A1 ADAS scan the QR code or go to www.rdr.link/acb018

PMM FEBRUARY 2026 43

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CPD ZONE

READ ME TO COLLECT YOUR CPD POINT

KNOW YOUR PARTS Fuel filters Mann-Filter’s parts kit PU 10 023/1 z KIT for pick-up fuel filters aims to make maintenance easier, thanks to the patented disassembly tool. It offers a very high degree of particle separation and efficient water separation while also being ideally equipped for future fuel filtration requirements.

uperfine nozzles, high pressures, and cycle times in the millisecond range – modern engine injections are delicate systems that require extra clean fuel. For these increasingly sensitive diesel injection systems, global filtration expert Mann+Hummel is developing ever finer fuel filters, which are available as Mann-Filter products in the independent aftermarket. “Efficient, fast, and clean – this is how the significantly improved handling of the

"" 430@C/@G 202$ PMM

PU 10 023/1 z KIT can be summed up,” explained Frank Bartel, product manager at Mann+Hummel. This is made possible by the innovative handhold developed by Mann+Hummel, which facilitates disassembly and is included with every filter, and by the modern and functional design of the filter element and housing cover. Changing the filter without this grip, however, requires a lot of force and is only possible with pliers or similar tools.

Dirt and water resistant The filter has an extremely high separation efficiency of more than 96 per cent with a particle size of four micrometres. This means that 9,600 out of 10,000 incoming particles are filtered out. For context, these particles are up to 25 times smaller than a human hair. It is not only impurities that can have a negative effect on the components of the injection system, but also water droplets. This applies in particular to modern common rail systems, which place high demands on fuel quality. The Mann-Filter PU 10 023/1 z KIT filters out more than 95 percent of the water contained in the fuel and operates in three stages. In the first step, the filter medium reliably removes solid impurities from the diesel. The second filter stage works with a coalescing fleece that absorbs the finest water droplets from the fuel/water emulsion and combines them into much larger droplets. In the third filtration step, a water-repellent screen fabric ensures that the enlarged droplets do not enter the injection system. Mann+Hummel has developed this screen fabric in such a way that it is elastic and can withstand the mechanical requirements of pressure and temperature both during operation and at standstill. Bartel explains:

044_PMM_FEB26_Layout 1 05/01/2026 09:45 Page 45

“Thanks to its flexible design, it can effectively absorb the forces that arise and so has proven to be particularly robust, including in situations such as when the fuel freezes.”

“It is not only impurities that can have a negative effect on the components of the injection system, but also water droplets. This applies in particular to modern common rail systems, which place high demands on fuel quality.”

Synthetic fuels The seal materials of this fuel filter are resistant to standard diesel, biodiesel variants, and novel synthetic diesel fuels such as hydrogenated vegetable oils (HVO). They have the corresponding OE approvals and ensure a permanent hold as well as the complete sealing of the filter.

filter is available on the independent automotive aftermarket in original equipment quality as a PU 10 023/1 z KIT for various Ford Ranger pick-up models and complements the Mann-Filter product range.

Patented design Series supplier Mann+Hummel has already started series production of this highly efficient fuel filter for a renowned vehicle manufacturer. The

The technology leader has been granted a patent for the disassembly handhold by the German Patent and Trademark Office as well as in other countries. Worldwide, more than

FOR MORE INFORMATION ON MANN+HUMMEL simply scan the QR code

1,200 researchers and developers at Mann+Hummel work on pioneering solutions with the aim of creating real added value and optimally meeting customer needs. To ensure that vehicles function reliably and efficiently for a long time, the fuel filter should be replaced regularly at the intervals recommended by the vehicle manufacturer.

046_PMM Ad grid_Layout 1 05/01/2026 13:16 Page 46

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Why choose BRITISH OIL? Last December the Secretary of State for Business & Trade gave the green light for anti-dumping measures to be put in place to combat oils being imported from Lithuania and the United Arab Emirates. The investigation by the Trade Remedies Authority into the allegations is due in large part to the efforts of one company: Aztec Oils. In this article, the UK-owned and manufactured company explains why it has never been more important to know and trust the origins of the engine oil you use in your customers’ cars.

Turn over to read on...

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MOT

For more than thirty years, Aztec Oils has proudly manufactured lubricants in the UK. What began in Derbyshire in 1995 has grown into one of Britain’s leading independent blending operations. We supply workshops and industries nationwide with high quality and fully traceable products that are blended and tested on British soil. Today, origin matters more than ever for the automotive sector. The UK lubricant market is under more pressure and scrutiny than at any time in recent memory. Product dumping, relabelled imports and lubricants with unclear or undisclosed origin have become increasingly common. In a trade that relies on trust, the growing presence of these products creates risk for automotive professionals whose work depends on consistent and compliant lubricants. There are ongoing concerns surrounding sanctioned materials and complex global supply chains. As a result, not all oils entering the UK are what they appear to be. Some arrive as finished lubricants or part blends from overseas, then later appear on the market as if they were produced locally. Others pass through several jurisdictions before reaching the UK which makes it difficult to verify the quality or origin of the product. For busy technicians this situation creates uncertainty at a time when clarity is essential. Aztec Oils has always taken a different approach. We believe that the people using our products deserve complete clarity about where their oil was made, how it was made and who made it. By blending and testing every batch here in Derbyshire we maintain full control of quality, traceability and compliance. For automotive professionals this means confidence rather than questions. We see UK manufacturing as an

Under challenge

investment in product integrity, British capability and long term reliability. It also supports strong and stable supply chains for workshops across the country. These principles guide every decision we make. Aztec Oils is an Employee Ownership Trust with 50.01 per cent of the business owned by the people who work here. This structure protects skilled jobs in the UK and strengthens our commitment to British manufacturing. It also means that the people who blend, test and despatch the lubricants have a direct stake in doing the job to the highest standard. Decisions are made for the long-term benefit of our customers and our staff. At a time when low cost imports and relabelled products put pressure on genuine UK manufacturers this level of accountability matters.

Employee ownership

“Product dumping, relabelled imports and lubricants with unclear or undisclosed origin have become increasingly common.” Manufacturing in Derbyshire gives Aztec Oils full oversight of every stage of production. Our blending, filling and laboratory operations are all based on the same site which allows us to monitor every batch from the moment raw materials arrive to the point the finished product leaves the facility. Each blend is subjected to a thorough testing process carried out by trained laboratory technicians who work with modern analytical equipment. These checks verify that the product meets the specific requirements set by leading vehicle manufacturers and recognised

industry standards. The ability to test and validate every batch in house provides a level of consistency and confidence that cannot be achieved when production is outsourced or spread across multiple locations. We also provide technical support from UK based specialists who understand the needs of the automotive sector. Although our manufacturing remains firmly in the United Kingdom our lubricants are used in markets across the world which reflects the standard of quality that UK production can achieve and maintain. Why does this matter to automotive businesses? Workshops need lubricants they can trust. When the market contains products with unclear origin or inconsistent quality the risk grows for both technicians and customers. UK manufactured lubricants remove that uncertainty. By choosing a product that is blended and tested in the UK you gain clear and verifiable origin, consistent specifications, a stable and reliable supply chain, support from UK based experts and products developed for UK vehicles and conditions. This is not simply a patriotic preference. It is a practical advantage for anyone whose reputation depends on the reliability and performance of the lubricants they use every day. As the market continues to see more relabelled and low cost imported products, Aztec Oils stands by a commitment that has remained unchanged since 1995. We will continue to manufacture in the UK, maintain full transparency, uphold quality without compromise, protect skilled British jobs and support automotive professionals with products they can trust. Automotive workshops need complete confidence in the lubricants they choose. With Aztec Oils you know exactly what you are putting into the vehicles you service and you know exactly who made it.

FOR MORE INFORMATION ON AZTEC OILS scan the QR code or go to www.rdr.link/acb020

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ADVERTISEMENT INDEX

Here is a useful summary of all the adverts that appear in this issue of Professional Motor Mechanic. Each is listed with its page number and a direct URL that will get you straight to the relevant online information

AC Tronics Ltd ....................................................(page 46)

Mann & Hummell (UK) Ltd ................................(page 10)

www.rdr.link/ACB100

www.rdr.link/ACB108

AutoElectro ..........................................................(page 29)

Meyle UK ............................................................(page 25)

www.rdr.link/ACB101

www.rdr.link/ACB109

BM Catalysts ..............................................(page 52/OBC)

Pro-Align Ltd ........................................................(page 49)

www.rdr.link/ACB102

www.rdr.link/ACB110

Esprit ....................................................................(page 45)

The IMI ..................................................................(page 7)

www.rdr.link/ACB103

www.rdr.link/ACB111

Ferdinand Bilstein UK Ltd ......................................(page 4)

The IMI ................................................................(page 39)

www.rdr.link/ACB104

www.rdr.link/ACB112

Ferdinand Bilstein UK Ltd ....................................(page 19)

TotalEnergies Marketing UK Ltd ........................(page 15)

www.rdr.link/ACB105

www.rdr.link/ACB113

Kalimex Ltd ..........................................................(page 49)

Valeo Service (UK) Ltd ........................................(page 30)

www.rdr.link/ACB106

www.rdr.link/ACB114

KYB UK ..............................................................(page 46)

VLS (UK) Ltd ......................................................(page 33)

www.rdr.link/ACB107

www.rdr.link/ACB115

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