Hello and welcome to this month’s issue of PMM! In this month’s news section we meet one unfortunate garage owner who was evicted from his site by Transport for London, who had hiked his rent up by more than double, read about it on page 8. Ed Cockill goes into depth with OSRAM to find out about the ongoing issue of headlight glare, an issue exacerbated by LED retrofits, turn to page 28 for that. Changes could be coming for the way MOTs are carried out with photo evidence being introduced to combat fraud, I sat down with MOT Juice to discuss the issue on page 34. Lastly, we bring you the latest of our garage profiles on page 32 – it’s a great read and revolves around a big problem for small garages, namely: Space. Enjoy the issue and the sunshine!
Introducing Victoria Steele, last year’s winner of the IMI Bursary aimed at giving automotive apprentices a leg up early in their career. Turn to page 30 to read her story.
Editor KIERAN NEE
Digital Manager
KELLY NEWSTEAD
Group Manager
ROBERT GILHAM
Senior Account Manager
ALEX DILLEIGH
Magazine Designer
GEMMA WATSON
Group Production Manager
CAROL PADGETT
Production Assistant
CLAIRE SWENDELL
Distribution Manager
KARL CLARK
Subscriptions
PROFESSIONAL MOTOR MECHANIC is a business magazine for firms and individuals involved in all aspects of the motor trade. It is published eleven times a year and is available nationally FREE to the trade through leading motor factors. It is also available through the post at a cost of £30.
We at PMM were fortunate enough, recently, to be invited to Italy to attend one of Europe’s top trade shows, Autopromotec, for several days. When we weren’t sampling the local delicacies – red wine, white wine, sparkling wine, red sparkling wine and so on – we managed to fit in some work. And boy, was it an eye-opening experience! From the moment we landed we were taken aback by the international reputation of Italy’s garage equipment sector. We shared a cab to the hotel with an American delegate who explained that he was there as a customer to buy garage equipment to sell back in the States – there was no show like this back home, he said, and anyway the really good stuff was here, in Europe. I might have been sceptical if it wasn’t for the fact that I’d had a similar encounter just the week before, at our own show Mechanex. We got talking to one visitor who, it turned out, had come all the way from the British Virgin Islands to Harrogate just to visit our show. He wasn’t looking to sell equipment, just to fit out his garage. Again, he told us, he had done the research and of all the shows in the UK, Mechanex was the only one that fit the bill for a real garage looking to try out and purchase equipment. If that isn’t a selling point for the show, I don’t know what is.
‘‘ When it comes to large ticket items like tyre changers, you simply can’t buy sight unseen.”
And on the topic of trade shows, it would be remiss of me not to mention the Daddy of trade shows –or at least the Daddy’s British cousin –Automechanika Birmingham. The offshoot of the renowned Frankfurt original brings a shiny glitz and glamour (cue glasses of bubbly clinking together mid-morning in the main hall’s Women in Automotive networking event) that Mechanex dispenses with. It’s a great show for us journalists to do a bit of hobnobbing, which if you haven’t worked out yet, is just about our favourite thing to do.
But seriously, when it comes to large ticket items like tyre changers, you simply can’t buy sight unseen. In fact, it even goes beyond the thing itself. You need to meet the people you’re potentially handing over thousands of pounds, dollars, euros, yen... whatever it may be, you need to know you’re in safe hands. Aftercare is an inevitable consideration with garage equipment that will be well and truly put through the ringer over the years. Can that be done over the phone, or over an email? Why risk it, when you could make the effort to attend a trade show, where companies are literally waiting to talk to you and get to know you and what you need.
KieranNee Editor
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PMM NEWS
Difficulties for inner-city garages revealed
PMM has spoken recently to London garage owner Len Maloney, who was evicted from his site at the end of last year after a lengthy battle with his landlord, Transport for London.
Maloney, who runs JCM Motors, has decried the unreasonable rents being imposed on local businesses, after his rent beneath railway arches in Hackney more than doubled from £22,000 to £55,000. The rapid rate rise resulted in him owing £112,000 to Places for London, the commercial property division of TfL.
Maloney had already been celebrated as a key member in the East Ends Trade Guild, an organisation set up to defend small businesses in a rapidly gentrifying area, and the organisation jumped into action once Maloney had been served notice to leave. Campaigners petitioned Sadiq Khan to intervene on Maloney’s behalf, arguing that
NEWSIN BRIEF
■ BEN LAUNCHES NEW GUIDE in partnership with the Motor Ombudsman. Titled Steer, the reference guide aims to guide and support automotive workers facing mental health challenges.
■ TWO NEW ARNOLD CLARK BYD SITES OPEN in Scotland. The new sites bring the total up to seven, bolstering the threat posed by the Chinese firm to Tesla’s formerly unchallenged position in the market.
■ CLASSIC CAR PARTS TARIFFS still in place at 25 per cent, as most other exports to the US come down to 10 per cent as part of the “trade deal”.
the garage represented a “social value” enterprise, with links to schools in the area as well as being one of the few independent garages left in the area.
Maloney’s case highlights the increasing pressure independent garages are facing as inner-city rents continue to skyrocket, with labour rates unable to keep pace.
PMM’s Kieran Nee visited Maloney at his new site, sharing space with 1st City Self Drive, a van rental company in nearby Leyton, to find out more.
You must have been heartbroken when you found out you were being evicted?
It was heartbreaking from the beginning and all the way through. Then you realise: okay, I'm going to fight this. This is wrong. What they're doing is wrong and I know what I’m doing is right. I think the most heartbreaking part though is when they said leave at the end of November and then they moved it to the 7th
Is a new business in there now?
There's no-one. It's up for rent for £91,800. The grass is growing outside and it’s just sitting there empty.
How disappointed are you that Sadiq Khan and the GLA didn't back you?
I'm very, very disappointed because so many people got involved and so many people were asking for this thing to be saved and why he didn't come out of City Hall to say hello or something to all of these fantastic people who gathered to speak to him I have no idea. He didn't even acknowledge us.
With rents as high as they are, do independent garages have a future in London?
They’ve got no chance. These people have manipulated the rent and they want to keep it there. They’re not thinking about the damage they’re doing to people like me who are serving the local families, local people.
“[Councils] are wiping out the glue that keeps the local community together –that's what they’re doing.”
Should councils and landlords take into account the social value that garages bring to the community?
Garages should be at the forefront of their thoughts. Instead, they’re wiping out the glue that keeps the local community together – that's what they’re doing. It’s just money. And that is why I think it’s very disturbing for them, and for Sadiq, not to recognise that.
We’re not in their scope. We’re not in their agenda. And we should be in the biggest part of the agenda, which is to protect businesses that serve the local community. And that is just outrageous.
Are you hopeful for the future?
I am hopeful that a change will happen. I'm hopeful for that because enough noise has been made, a lot of people are involved and we have created vibrations in the GLA, the council, everywhere that we possibly can. I'm happy the media is involved. So yeah, I'm optimistic that some changes will happen, some recognition for businesses that have social value.
For more information
Len Maloney (right) and Declan McCullen (left), owner of First City Self Drive, who has provided Len a new space further out of the city to run JCM Motors
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Mature students hit by apprenticeship shake up
The government has finally decided to scrap the unpopular Apprenticeship Levy scheme, but in the process has dealt a potentially major blow to mature students wishing to enter the kinds of manual trades that the government is desperately trying to recruit into.
After the levy scheme, in which employers of a certain size were required to contribute funds to help train, retrain or upskill staff members, was shown to benefit the already-skilled and already-employed far more than it helped young and inexperienced workers gain a foothold in a professional career, the decision was made in Whitehall to rethink the way apprenticeships are delivered.
The new approach will focus on lower level apprenticeships, scrapping funding for level 7 – equivalent to a master’s degree –for those above the age of 21. It is unclear whether funding will be taken away for mature students studying levels 1-3 in automotive repair.
Emma Carrigy, head of research, careers and inclusion at the IMI said: “The UK
A look at the statistics
APPRENTICESHIP LEVEL
Higher-level apprenticeships are far more likely to be levy funded, with 82 per cent funded this way in 2023/24
AGE
Apprenticeships for individuals aged 25 and older are also more likely to be levyfunded, with 79 per cent funded in 2023/24
government's recent decision to withdraw funding for Level 7 apprenticeships from January 2026, focusing support exclusively on individuals under 21, is poised to have a nuanced impact on the automotive sector.
“Historically the sector has exhibited lower engagement with Levy-funded apprenticeships, with only 55 per cent being Levy-funded compared to 68 per cent across all sectors. This trend is largely attributed to the sector’s younger apprentice demographic and the limited availability of higher-level apprenticeship pathways.
“While the reform aligns with the sector’s existing focus on younger entrants, it may inadvertently hinder the development of advanced skills necessary for emerging technologies like electric vehicles and autonomous systems. Therefore, while the policy shift supports entry-level training, it also underscores the need for alternative strategies to cultivate higher-level expertise within the automotive industry.”
For more information WWW.RDR.LINK/ABV002
SECTOR CHARACTERISTICS
The automotive sector's lower proportion of levyfunded apprenticeships may be explained by the relatively low representation of individuals aged 25 or older and the scarcity of higher-level apprenticeships within the sector.
LEVY FUNDING
Overall, 68 per cent of apprenticeships are levy-funded, compared to only 55 per cent of apprenticeships in the automotive sector
NEWSIN NUMBERS
57 %
Of automotive workers suffer due to stress, according to the latest survey by Ben, the automotive charity. Poor sleep comes a close second at 52%.
246,724
The number of Mercedes Sprinters recalled between 2020-2024, the highest of any van in that period. The pricey van had 32 individual recalls in that time.
1 IN 5
Brits regularly maintain their vehicle (every three months) according to research undertaken by Prima, an insurance provider.
45 %
Of drivers buy tyres without understanding their performance rating. This comes from Apollo Tyres, who surveyed 1,000 motorists in the UK.
PMM NEWS
Three-time Motor Trader Award Winner reveals strategy forsuccess
J Day Engineering, winner of the Motor Trader Independent Garage of the Year Award for the last three consecutive years, has shared its strategy for what arguably makes it one of the best garages in the UK.
It cites customer service as the key ingredient, but that in itself requires a strategic and multi-layered approach.
“Taking a vehicle for repair is usually a distress purchase,” said owner, James Day. “So, making life as easy as possible for customers is the number one priority. It requires a strategy involving every customer touch point.The majority of actions involved in the customer journey – from initially finding a good garage, to being offered multiple ways to get in touch, through to online booking – all happen online and centre around a website. It’s 2025, none of us should be surprised by that.”
However, making it all work seamlessly, says James, requires robust planning and execution.
Online strategy
The most recent Motor Trader award entry process involved J Day Engineering completing an in-depth report which included a substantial insight into the garage’s online strategy.
“The website is the core of our online strategy,” he continued. “Ultimately, every way we communicate feeds into it in one way or another. Without it, we wouldn’t have the business we do – nor the awards.
“We run a garage with a fantastic reputation, one I’m incredibly proud to put my name to. It’s imperative that every interaction with J Day Engineering on the ground, is accurately replicated online.
“We had a clearly defined set of criteria for the online strategy, all of which centred around customer service.”
“A website is the custodian of your brand, on view 24 hours a day for everyone to see. It must be top notch.”
The Somerset business appointed Garage Services Online to build a bespoke website after it became disillusioned with its previous provider.
James said: “We had a clearly defined set of criteria for the online strategy, all of which centred around customer service.
“We decided to switch to GSO for a cost-effective subscription-based website. They worked their magic, and we’ve never looked back. The site performs brilliantly and contributes to a very sizeable proportion of the business.
“We haven’t just found a website provider. GSO is an online partner that not only shares our values, but one that continues to come up with new ways to make life even easier for our customers.”
J Day Engineering’s website now features
customer-focused extras including a search facility for local electric vehicle charging points and links to payment options.
However, the most successful has been the introduction of a WhatsApp chat facility. It’s generated a huge spike in enquiries.
“What’s interesting, is that after an initial WhatsApp enquiry via the website, customers like to keep the same chat open to communicate with us about the progress of their vehicle,” James concluded.
“This also makes life easier for our service desk, who log the customer’s preferred method of communication into our Techman garage management system for future reference.
“It’s little things like this that customers love – and what keeps the ramps booked to capacity.”
For more information WWW.RDR.LINK/ABV003
BEST PRACTICE
Braking advice
Blue Print advises technicians on brake discs.
Blue Print part numbers ADP154305, ADP154351, to fit various Peugeot, Citroën and DS models.
Many Peugeot, Citroën and DS models are equipped with rear brake discs that have an integrated wheel bearing. As a result, this type of assembly allows for significant weight saving, since the brake disc also becomes the wheel hub. This pre-assembled part also makes replacement quicker and easier for the workshop, whilst eliminating the risk of mounting a bearing with incorrect clearance or seal positioning.
However, care must be taken when fitting this type of brake disc to the stub axle as this disc/bearing assembly is also fitted with a multipole reluctor for the wheel speed sensor.
With the old brake disc removed from the vehicle, the wheel speed sensor should be inspected for excess corrosion surrounding the mounting area. It is important to note that any
REAR BRAKE DISC WITH WHEEL BEARING
excess metal corrosion can alter the position of the sensor –affecting its functionality. This can lead to direct contact with the reluctor, causing damage to the new brake disc assembly (Fig.1).
Subsequently, an increased air gap between the sensor and the reluctor can also occur, resulting in an anti-lock brake system fault – logged as a sensor implausibility signal fault code in the brake control unit.
Therefore, during the installation of a new brake disc it should be identified if the speed sensor is in contact with the multipole reluctor, or if the air gap is not correctly aligned. If discovered to be incorrect, the brake disc and speed sensor should be removed. The sensor seating location should be cleaned of corrosion and - if damaged - the sensor refitted or replaced. With the new brake disc re-installed, and the sensor correctly aligned, a clear 1-2mm air gap between the reluctor and the sensor will be visible (Fig.2).
DIRECTIONAL VENTED BRAKE DISCS
Brake disc design is more than skin deep and the internal layout and construction of vented brake discs is particularly important for temperature control.
There are many design variations of the vented section to maximise the cooling effect, which include pillar, column and curved column cooling vanes. These designs allow the brake disc to draw in air through the casting to dissipate heat, faster than is possible with a solid brake disc.
Directional brake discs are designed with angled cooling vanes to maximise this cooling effect. They are more commonly fitted to high performance models and it is important to ensure the original braking specification is maintained by using the correct specification
parts, fitted in the right way.
Each brake disc must be installed onto the correct side of each axle, with the vanes curved rearwards from the hub to enable air to be pulled into the centre of the hub, which enables this feature to function appropriately.
Each Blue Print brake disc with this ventilation feature has a different part number denoting the left hand or right hand brake disc and is individually packed. However, to improve identification before fitting, the outer periphery of the disc and the box label are marked with a ‘LH’ or ‘RH’ indicating the left hand or right hand of the vehicle, when viewed from the driver’s seat, in order to assist with an error-free fitment.
FOR MORE INFORMATION ON FEBI simply scan the QR code
BEST PRACTICE
How the air suspension system works
In this guide, Arnott Suspension explores the key components of an air suspension system and how they work together to deliver a comfortable driving experience.
Air suspension systems have been the enabling force behind the superior comfort offered by vehicles in recent years, not to mention the enhanced handling and customisable adaptability. Unlike traditional coil-spring suspensions, air-spring suspensions utilise pressurised air chambers to provide a smoother, more tailored ride.
Key components
Air struts and springs
At the core of an air suspension system are the air struts and/or air springs, paired with separate shock absorbers. In a full air suspension setup, each corner – both front and rear – is equipped with either an air strut or a combination of an air spring and shock absorber. Each air spring features a multiply, cross-corded rubber design for durability and long-lasting performance. Stainless steel crimping rings ensure an airtight seal
between the rubber sleeve and the upper and lower mounting components. While air springs are subject to wear and tear, they are designed to withstand extreme temperatures and resist constant exposure to dirt and road debris. Air springs have an expected lifespan of 6-10 years, depending on usage and environmental conditions.
“Shock absorbers work alongside the air springs to control damping and smooth out road impacts.”
But how does air suspension work in practice? Well, the struts, springs, and shock absorbers in an air suspension system function similarly to those in conventional coil suspension systems, with one key difference, instead of coil springs, pressurised air springs bear the vehicle’s weight. Shock
absorbers work alongside the air springs to control damping and smooth out road impacts. Together, they help the vehicle maintain the right ride height, enhance suspension performance, and adjust seamlessly to different loads.
The compressor
The compressor supplies and regulates the air pressure needed to maintain the air springs at the desired level. Many compressors include an integrated dryer that absorbs moisture from the system. This moisture evaporates due to the heat generated by the compressor and is expelled into the atmosphere each time the pressure-release valve opens to release excess air pressure. When height sensors detect that the vehicle has deviated from its preset height, the Electronic Control Unit activates the compressor. The compressed air flows through the valve block and air hoses to the air springs, adjusting the ride height as necessary. In case
the system has a pressure reservoir, the pressure normally comes directly from the reservoir, and the compressor is activated to restore the pressure of the reservoir.
The valve block
The valve block regulates airflow to control the inflation and deflation of the air springs. It ensures that each air spring receives the correct amount of air, based on input from the ECU. When excess pressure needs to be released, air flows back from the air springs to the valve block, where it is either expelled through a pressure-release valve or stored in a pressure reservoir for later use.
The pressure reservoir
The pressure reservoir, typically positioned towards the rear of the vehicle, acts as a buffer and storage unit for compressed air. Maintaining a reserve of pressurised air allows for rapid height adjustments while reducing the frequency of compressor activation. This minimises wear and overheating of the compressor, helping extend the system’s lifespan and improving overall efficiency.
Electronic Control Unit
The Electronic Control Unit serves as the brain of the air suspension system. It processes data from height sensors while
monitoring engine speed, acceleration, and system pressure to determine whether the air springs need to be inflated or deflated to achieve the predetermined ride height. The ECU accomplishes this by regulating the solenoid valves within the valve block and activating the compressor to supply the necessary air pressure, ensuring that the suspension dynamically adapts to changing driving conditions.
A common misconception is that the air suspension system continuously inflates or deflates the air springs to adjust for every movement, such as during cornering. In reality, advanced suspension systems incorporate electronically controlled shock absorbers that instantly adjust stiffness. These absorbers adapt to driving conditions, stabilising the vehicle during turns, braking, or acceleration without the need for constant air adjustments. This results in a more responsive and efficient system that maintains a smooth and controlled ride.
Ride height sensors
Mounted between the axle and the chassis –typically at each corner of the vehicle – ride height sensors continuously monitor the vehicle’s position and ride height, transmitting this data to the ECU. When a deviation from the preset ride height is
detected, the ECU evaluates whether adjustments are needed. If so, it signals the valve block to implement the pre-calculated height adjustments.
This automated cycle ensures that the suspension system promptly adapts to fluctuations in weight, road conditions, and driving dynamics. All components of the air suspension system work seamlessly to deliver a controlled, adaptive, and comfortable driving experience.
Benefits of air suspension
Now that we've explained how air suspension works, let's explore its key benefits. While it shares some similarities with traditional suspension systems, air suspension stands out with several distinct advantages:
■ Adjustable ride height: Easily adjust the ride height to match different driving conditions.
■ Enhanced comfort and reduced NVH: Experience improved comfort with reduced noise, vibrations, and harshness.
■ Automatic load-leveling: Maintain full suspension travel, no matter the load
■ Improved stability and fuel efficiency: Lowering the ride height at high speeds boosts vehicle stability and reduces fuel consumption.
Changing the oil pump timing belt on VAG vehicles
Continental offers some best practice advice on changing the oil pump timing belt on certain VAG vehicles.
When changing the oil pump timing belt using the products CT1168K6Pro, CT1168WP8Pro, CT1229K2Pro, CT1229WP2Pro or CT1218, additional components also need to be replaced. The same applies when carrying out work using Continental kits for Audi, Seat, Škoda and VW, i.e. for various 1.6-2.0l TDI commonrail EA288 and EA288 EVO engine models. If the oil pump timing belt is being changed on the aforementioned applications, the crankshaft sealing flange must also be replaced (Figs.1&2).
If the oil pump is removed, the three fastening bolts (Fig.3) and the sealing ring also need to be replaced.
When doing so, please pay attention to the different types of bolt:
■ Bolts with Torx head (internal):12Nm+180°
■ Bolts with hex head (external):10Nm+180°
It is also imperative to check that the two centering sleeves are fitted (Figs.4&5).
If there are no centering sleeves already installed then new sleeves must be installed during the installation process. If there are already sleeves installed they can be reused.
KNOW YOUR PARTS Smart charge alternators
Valeo outlines the role and function of a new piece of technology bringing benefits to the market.
Introducing the smart charge alternator – a game-changer in vehicle technology. Revolutionising the way vehicles manage their electrical systems, a smart charge alternator is designed to improve fuel efficiency and reduce emissions while optimising the performance of the vehicle's electrical components. Incorporating cutting-edge technology, this intelligent alternator adapts its charging rate based on the vehicle's electrical demand, thus reducing the load on the engine and conserving energy. Imagine a system that not only contributes to a greener environment but also enhances the overall driving experience by ensuring a stable and efficient power supply to the vehicle's electrical systems.
Understanding the basics
Vehicle alternators play a critical role in generating the electrical power needed to run various components in a vehicle, such as lights, radio, and air conditioning. They also recharge the vehicle's battery while the engine is running, ensuring a continuous power supply. Traditionally, alternators operated at a fixed charging rate, often leading to unnecessary energy consumption and increased fuel usage.
The introduction of smart charge alternators marks a significant shift in the way vehicles manage their electrical systems. These advanced alternators are equipped with intelligent charging systems that adjust the charging rate based on the vehicle's electrical demand. This adaptive approach not only reduces fuel consumption but also minimises the strain on the engine, ultimately contributing to improved overall vehicle efficiency and reduced emissions.
Smart charge alternators are designed to align with the increasing demand for ecofriendly and energy-efficient automotive solutions. By optimising the charging process to match the vehicle's electrical needs, smart charge alternators represent a leap forward in sustainable vehicle technology.
How they work
Smart charge alternators operate on a sophisticated system that constantly monitors the electrical demand of the vehicle and adjusts the charging rate accordingly. This is made possible through the integration of advanced sensors and control modules that gather realtime data on the electrical load. Based on this
“These advanced alternators are equipped with intelligent charging systems that adjust the charging rate based on the vehicle's electrical demand.”
information, the smart charge alternator modulates its output to meet the specific power requirements, thereby optimising energy usage and minimising fuel consumption.
The intelligent functionality of smart charge alternators is further enhanced by their ability to prioritise critical vehicle systems during periods of high demand. For instance, when the vehicle's electrical load increases due to the activation of multiple components, such as the air conditioning
system, the alternator intelligently adjusts its output to ensure that essential systems, like the engine control unit and safety components, receive uninterrupted power.
This dynamic and adaptive approach to managing the vehicle's electrical supply sets smart charge alternators apart from traditional alternators, offering a more efficient and responsive solution for modern vehicles.
Traditional vs smart charge alternators
The primary distinction between traditional alternators and smart charge alternators lies in their approach to managing the vehicle's electrical power supply. Traditional alternators operate at a fixed charging rate, regardless of the actual electrical demand, leading to potential energy wastage and increased fuel consumption. In contrast, smart charge alternators leverage advanced technology to dynamically adjust the charging rate based on real-time electrical requirements, optimising energy usage and fuel efficiency.
Furthermore, smart charge alternators are designed to prioritise critical electrical systems during peak demand, ensuring that essential components receive uninterrupted power. This intelligent management of the electrical supply enhances the overall efficiency and reliability of the vehicle's electrical systems, offering a more responsive and sustainable solution compared to traditional alternators.
Advantages
The adoption of smart charge alternators brings forth a host of advantages that significantly impact vehicle performance, efficiency, and environmental sustainability.
One of the key benefits is the improved fuel economy achieved through the intelligent management of the vehicle's electrical system. By adjusting the charging rate based on demand, smart charge alternators reduce unnecessary energy consumption, leading to fuel savings and reduced emissions.
Did you know? 4 out of 10 cars produced in Europe are equipped with a Valeo alternator
Smart charge alternators contribute to the overall longevity of a vehicle's electrical components and battery. The adaptive charging approach minimises strain on the electrical system, thereby extending the lifespan of critical components and reducing the likelihood of premature failures. This not only enhances the reliability of the vehicle but also reduces maintenance costs for owners over time.
Another notable advantage of smart charge alternators is their ability to provide a more stable power supply to the vehicle's electrical systems. By adapting the charging rate as per the demand, smart charge alternators ensure a consistent and reliable flow of electricity, which is crucial for the seamless operation of various vehicle components. These advantages collectively position smart charge alternators as a significant advancement in vehicle technology, offering tangible benefits for both vehicle owners and the environment.
Testing and diagnosing
To gauge the performance of a smart charge alternator, various diagnostic tests and assessments can be conducted to verify its adaptive charging capabilities and overall efficiency. These tests may involve utilising specialised diagnostic tools to monitor the alternator's output under different electrical load conditions and assessing its ability to adapt the charging rate in real-time.
Furthermore, conducting simulated scenarios that mimic varying electrical demands, such as activating multiple vehicle components simultaneously, can provide insights into the alternator's responsiveness and adaptive functionality. This allows for a comprehensive evaluation of how the smart charge alternator manages the electrical
supply during practical driving conditions. By rigorously testing the performance of smart charge alternators, vehicle manufacturers and service providers can ensure that these advanced alternators meet stringent quality and efficiency standards, ultimately benefiting vehicle owners and the environment. The evolution of Valeo smart charge technology extends beyond alternators, shaping the development of comprehensive electrical systems in vehicles. This includes the integration of smart charging functionality into other electrical components, such as batteries and power management systems, to create a more cohesive and efficient electrical ecosystem within vehicles.
KNOW YOUR PARTS
Belt starter generators
Dayco provides some information on a piece of technology developed specifically for start-stop engines.
Although, with the rise of electrical propulsion systems, it may seem that the days of the internal combustion engine are drawing to a close, in the workshop, it’s still traditionally powered vehicles fuelled by petrol or diesel that dominate the service bay.
That doesn’t mean, however, that ICE technology hasn’t developed, because despite the ageing car parc, many of the vehicles that technicians work on daily have at the very least a start-stop function, which must be serviced using the correct replacement components.
The development of this technology shouldn’t be dismissed because the vehicle manufacturers have relied on component suppliers such as Dayco, to come up with the required solutions and deliver effective startstop systems that work seamlessly.
Although initially, some VMs opted for uprated starter motors to cater for the greater number of engine starts these vehicles need, the starter/alternator solution has proved to be most satisfactory.
Faster, quieter start
The starter/alternator combines both a starter motor and an alternator into one component, which is able to switch between each function on demand and, driven by a belt, it provides a faster, quieter engine start. The combination is now referred to as belt starter generator or BSG.
The two primary challenges with a BSG system are to engineer an auxiliary belt with the strength to start the engine, but still drive
FOR
the alternator and related components like the power steering pump and air conditioning compressor etc, while still being no wider than a standard auxiliary belt.
Despite the difficulty in achieving this objective, by applying its technical knowledge, Dayco designed and developed not only a revolutionary belt of a traditional width, but also coupled it with a patented self tensioning system able to maintain the correct tension on the belt to allow power to be transmitted in either direction, depending on whether starting the engine or driving the ancillary components.
“Professional installers should dismiss the suggestion that a traditional auxiliary belt will be suitable for a BSG application.”
In contrast to a conventional auxiliary drive system, the belt needs to withstand forces in both directions, which calls for different technology and manufacturing processes. When it comes to maintaining the correct tension on the belt, the STS maintains a balanced tension on both sides of the belt in relation to the BSG drive pulley. Instead of having a tensioner on just one side of the belt system, the tensioning device connects both sides of the BSG.
The Dayco STS is designed to create a balance of forces between the two sides at all
times, which enables the BSG to seamlessly switch between its starting and charging modes to allow the vehicle’s start-stop system to function to its full potential.
The cornerstone development of this selfbalancing device is the rigid connection of its pulleys, which allows it to maintain the correct belt tension irrespective of the direction of the load. It is an example of how challenging objectives can bring out the best from component manufacturers that need to work with VMs to find the best design solutions and which therefore defines them as world leaders in technology.
Aftermarket solutions
As an original equipment supplier of bespoke power transmission solutions, Dayco can be relied upon by the independent service and repair sector to deliver premium quality OE products, designed to fulfil the demands of the VMs.
Part of this commitment is the requirement to provide vehicle specific solutions, which means that, just like its traditional auxiliary belts which do not include a ‘universal, one size fits all’ option, its BSG belts are also of tailored design.
What this means for professional installers and workshops, is that they should dismiss the suggestion that a traditional auxiliary belt will be suitable for a BSG application. Should they do so, it’s likely to lead to premature belt failure and an unhappy customer.
TROUBLESHOOTER Škoda Karoq & Vauxhall Movano
2020 ŠKODA KAROQ 1.0 TSI
The customer reported ‘jerking’ when accelerating, but, despite clear symptoms, the vehicle’s fault memory did not show any corresponding indications.
The workshop technician took the vehicle out for a test drive, where it was confirmed that, at higher speeds, the driver would feel significant vibrations throughout the vehicle, particularly in the steering wheel. A quick diagnosis would be tough because there were no error codes or messages displayed on the dashboard, but the technician was confident that the cause would be mechanical, rather than electronic.
Solution
A targeted search for “vibrations” led the professional to the appropriate, unedited technical product information from the vehicle manufacturer. The data showed ‘incorrect wheel balancing’, ‘rim damage’ or ‘tyre deformation due to prolonged inactivity’ as common causes of wheel vibrations. Consequently, the workshop technician inspected the wheels and tyres, with a measurement showing that two wheels had a significant radial and lateral run-out – a problem that is not immediately visible but can cause severe vibrations.
The professional was able to balance the two affected wheels and position the tyres accurately. Upon another test drive, the jerking had stopped, and the vehicle ran smoothly once more. Without the assistance of ALLDATA Repair, diagnosing the issue would have taken longer and could have led to unnecessary and costly repairs.
The team at the ALLDATA Info Centre has recently solved two vehicle problems for garages.
2017 VAUXHALL MOVANO B COMBI
A workshop faced a tough ask when the injectors of a 2017 Vauxhall Movano B Combi needed to be serviced – but the cylinder numbering was not visible on the vehicle’s documents. So how did the technician count the cylinder sequence? Without the correct information, the technician would likely have disconnected the injectors or dismantled them – a risk that could have exacerbated the issue to the detriment of the motorist.
Solution
To provide the motorist with the best service and quickly return their vehicle to the road, the workshop technician contacted the ALLDATA Info Centre. A targeted search for the relevant VM schematics for the engine control and glow plugs showed that one glow plug is equipped with a combustion chamber pressure sensor – a clear indication of cylinder one. With this crucial information, the technician was able to determine the correct cylinder sequence.
Why is cylinder numbering important?
Correct cylinder numbering is essential for accurate fault diagnosis. In modern engines with common rail direct injection, each injector is individually programmed to its corresponding cylinder. Incorrect assignment can cause misfiring, rough running or power loss.
FOR MORE INFORMATION ON ALLDATA simply scan the QR code
Mounting-friendly exhaust gas flap module
MS Motorservice has added a new exhaust gas flap module to its product range. The module consists of the Pierburg exhaust gas flap (no. 7.03571.16.0) and the associated exhaust pipe.
The special feature of the new gas flap module is that the components are already welded together and the module is supplied with the appropriate pipe connectors. These ensure a gas-tight system, improving noise
MS Motorservice offers its advice on its new exhaust gas flap module. FOR MORE INFORMATION simply scan the QR code
emissions and durability. Other solutions utilising overlapping exhaust pipes and bracket clamps tend to leak.
The module is easy to mount. Once the old exhaust gas flap and part of the exhaust pipe have been removed, the new module can be installed quickly and easily. Weld-free mounting eliminates the risk of damage.
With this new product, Motorservice makes the work considerably easier for repair shops.
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
Out and about
For proper garages only!
The UK’s only aftermarket trade show dedicated to real garages, Mechanex-PMM Live took place recently. We even welcomed one visitor who had come all the way from the British Virgin Islands. He did his research and concluded that for tools and equipment bargains, nothing beat Mechanex.
Benvenuti a Bologna!
The PMM team were over in Italy recently for the 60th anniversary of Autopromotec – one of Europe’s leading trade shows known for its garage equipment offering. Read all about in next month’s issue.
Out and About withPMM
Bratislava-bound
PMM were out in Slovakia recently to check out Bosch’s remanufacturing operations. We were given the real Bratislava experience thanks to our fantastic tour guide Mickey Mouse (possibly not his real name) who helpfully pointed out everything that was “just designed for tourists”.
From trade exhibitions to travels in Europe, check out how the PMM team has been keeping itself busy recently.
The hallowed towers...
We were recording an upcoming episode of the podcast at the IMI HQ recently, which is in a particularly Hogwarts-esque building.
Visitors to Autopromotec could be forgiven for thinking we’d branched out into manufacturing...
A long journey
2025 marks 60 years since Comma Oil was founded. Let’s take a look at the service it has given UK garages over the last six decades.
In 2025, Comma celebrates 60 years of service to the UK’s independent workshop community. Since its founding in 1965, the brand has grown from a trusted name in engine oils and lubricants into a wider support system for the trade, offering everything from OEM-quality products to training, tools, and now, tailored digital services.
Reaching a 60-year milestone is no small feat in any industry, especially one as fastmoving and demanding as the automotive aftermarket. Yet Comma has not only kept pace, but it has also adapted, evolved and, crucially, stayed true to the people it was made for – mechanics.
From the start, Comma’s philosophy has been simple: to develop products that are practical, reliable and ready to meet workshop needs. This guides the way its products are blended, packaged and supported. Whether it’s oils, transmission fluids, brake fluids or coolants, everything in the Comma range is tested against the latest vehicle requirements and supported by a compatibility guarantee. It means technicians can work with confidence, knowing the product is backed by both data and experience.
But Comma’s commitment goes far beyond the bottle. Mechanics don’t just need fluids, they need up-to-date
knowledge, tools, and ways to stay ahead of a constantly changing industry. That’s why Comma has spent several years evolving into a partner that supports the whole workshop, not just the work.
myComma: Designed to support the whole workshop team
As part of its 60th anniversary, Comma introduced myComma—a platform designed not just for workshop owners or mechanics, but for the whole team.
For owners, it offers a simple way to earn points on purchases and redeem them for rewards like branded merchandise or Greggs vouchers. For mechanics, it provides access to training modules, product information and tools, helping them stay confident and informed. By combining rewards with learning, myComma reflects Comma’s continued commitment to the people who keep workshops running every day.
To deliver even more value to workshops, Comma has partnered with BookMyGarage, the UK’s leading comparison site for MOTs, servicing and repairs, as part of its myComma platform. Through this collaboration, myComma members can access an exclusive 10% discount on licence fees for the BookMyGarage Accelerate package.
This gives independent garages a smarter way to increase visibility, gain confirmed bookings, and boost revenue, with no upfront costs—garages only pay after a customer books and pays them directly.
The partnership strengthens myComma’s role as a practical business support tool, offering real benefits that help workshops grow and stay competitive in a changing market.
Investing in the next generation
As part of its anniversary programme, Comma is also looking to the future of the industry. In collaboration with Mike Smallbone, Comma has launched a training initiative aimed at supporting further education colleges and students pursuing automotive careers.
By bringing its technical knowledge into the classroom, Comma helps equip the next generation of mechanics with the skills, confidence and product familiarity they need before they even enter the workplace. The programme focuses on essential skills in business, customer service, and automotive know-how.
In a time when technician shortages are making headlines, this initiative is a welcome step towards creating a stronger, better-prepared pipeline of workshop talent.
To mark the 60-year milestone, Comma is celebrating the people who have been part of its journey. Through a mix of social, trade event appearances and exclusive contents, the anniversary isn’t just about Comma – it’s about the wider community of workshops, partners and individuals who’ve made the brand what it is. Expect to see stories from long-time users, behind-the-scenes glimpses into the product range, and reflections on how the brand has evolved over the decades.
Looking back, moving forward
Comma’s 60th anniversary is perfect for pushing forward with new ideas, new partnerships and a renewed focus on what matters most: helping mechanics succeed. With myComma at its core, Comma is no longer just a product supplier, it’s a workshop ally. A partner
“At its core, the story of Comma has always been about people.”
offering useful tools, meaningful rewards, trusted training and smart connections that drive real results.
Whether you're a seasoned mechanic, a new apprentice or a workshop owner navigating the pressures of running an independent garage, Comma’s message is clear: we’re here to support you, and we always will be.
Keep pushing forward
Reaching a 60-year milestone is rare, particularly in such a competitive and fast-moving sector. Along the way, Comma built a community of people who
rely on it, believe in it, and continue to shape it. What makes Comma’s achievement stand out is not just its consistency, but its ongoing relevance.
Today’s workshops need more than good products. They need strong supports, modern tools, trusted partners, and ways to stand out. Comma’s approach; grounded in quality, clarity and connection — continues to provide that foundation.
In celebrating this anniversary, Comma is recognising more than a milestone. It’s a tribute to the commitment, skill and pride. At its core, the story of Comma has always been about people, the mechanics who rely on its products every day, the teams who pass on knowledge, and the businesses that keep communities moving.
After 60 years, Comma is still made for mechanics.
YouTube
Exploring headlight glare
Henry can you tell us a bit about OSRAM? Osram is the global leading manufacturer of automotive bulbs and lighting. We've been going for a hundred years, celebrating our hundredth year actually this year. And we are delighted to be here talking about lighting and the developments that have happened in vehicle lighting over the years.
We're seeing quite a lot of LED bulbs and poor fitment of bulbs, so just talk me through some of the things that are going on in the bulb world right now.
Well, you're right to mention LEDs, you're probably seeing a lot of them, and that's a real topic that's hitting motorists. I think the government has actually commissioned a report into incidents with glare, but it's not going to explain what's causing it. One of the things that has happened in the bulb market is we've moved from a halogen bulb like this one in my hand, which is the standard bulb for most vehicles, to LED units, which are completely different to this. They're not replaceable, and they are designed to work with that particular vehicle
Ed Cockill from Uckfield Motor Services chats to OSRAM’s marketing director Henry Bisson about headlight glare and the confusion regulatory framework surrounding retrofitting bulbs.
in that particular configuration. And they're homologated and they're e-marked. So people are seeing these LED headlamp units, and they're wanting to replicate that, so then taking an LED retrofit bulb and thinking, "Oh, well, I'll just stick it into this H7 fitment," and on the road they go. But these are designed to work in a very specific way with that halogen bulb, not an LED bulb.
So if someone wants brighter bulbs, what are their options?
Well, LEDs produce a really white, crisp light, and they are brighter, so people are interested to replicate that if they can't afford a super hyped up vehicle with LED light units. But there are halogen alternatives. You can get brighter bulbs, like this is an Osram Night Breaker 220, which offers 220 per cent more light than standard halogen. And that is exactly the same fitment as this halogen bulb, but offers more light. It's totally road legal, it's been designed to make sure the light goes exactly where it should.
Can you talk me through the design of the halogen headlamp, and how the beam pattern is created?
So with a halogen headlamp like this one here, they are designed to work with this halogen bulb and you'll notice that there's a reflector on the back. So the light gets shot out into the front, the cap at the front then sends the light back and that complex reflector then channels that light into the beam pattern, which is controlled by EEC regulations to give you that kick up on the left hand side so you can see pedestrians, and other stuff on the left hand side, but then flat across the right hand side so you don't glare oncoming traffic. And those headlamp units will have been designed to work with how a halogen bulb produces light. The difference being, with an LED bulb, as you can see here, it has those little LED strobes,
which are directional, but they're not necessarily creating the same effect as the halogen bulb. That's why we say they’re for off-road use only, because they will produce a lot of white light helping you see, but for oncoming traffic they could be a hazard, which we all know is a bit of a nightmare.
So what's the difference between this halogen bulb and that LED bulb?
Well, they're both H references, so you can see they've got the same fitting. The difference is, clearly with the halogen bulb, it's working from a filament, and that filament is the coil that you can see right around there, as the electric current passes through. That heats up, and then that heat then turns itself natural light, producing the light. It relies on a halogen gas in there, it used to be halogen gas, but it's now an inert
gas, it's actually xenon, to make sure the burn rate is less. Here with the LED, there is no filament. And that's probably the reason why LED bulbs haven't been allowed to be made legally in the UK, because the EEC regulations state that all replacement bulbs should have a filament, that’s a really technical thing. So here, instead of it being a filament that lights up, we have these LED diodes, they light up, they produce the effect, but they have a cooling fan so they do look slightly different.
So you mentioned that LED bulbs are only for off-road use. Why is this?
There's no regulation which mentions nonfilament bulbs, it all has to be filament. And with halogen bulbs there is a regulation UN/ECE 37, whereas an LED bulb, which doesn't have a filament, therefore you can't mash this bulb into that regulation, so there is just no rule around LEDs. But at the moment, we are still seeing, you know, lots of bulbs, as you pointed out earlier, which have LEDs everywhere, and therefore, because it's unregulated, they can do that, because they're supposed to be for off-road use only. And when they're fitted to, you know, a road vehicle, light goes everywhere, they're not working correctly. The other thing, and this is where it gets really confusing for you, and you'll know this, is, if you have a car that's, let's say a classic, or becoming a classic, like a pre-1986 car, they're actually allowed in the MOT regulations and you won't get penalised for having an LED bulb fitted.
PMM and Pico Technology are on the lookout for this country’s rising talent this year, with a series of articles highlighting the brilliant work being done in colleges and workshops to close the aftermarket’s skills gap. This November, PMM and Pico Technology will crown the most deserving automotive learner as PMM ’s Top Talent of 2025
MEET LAST YEAR’S IMI BURSARY WINNER!
Each year the IMI awards a bursary to one deserving young talent. We learn about last year’s winner, a young woman whose determination to succeed has certainly proved she’s made of mettle.
The Institute of the Motor Industry is all about fostering talent within the automotive sector and championing talents from all walks of life as they embark on their professional journeys. No one understands the vital role new recruits play in this industry better than the IMI’s Emma Carrigy. As head of research, careers and inclusion at the IMI, she explains that attracting new talent is critical to supporting the sector as it faces a continuing and significant skills gap.
“Recognising that personal or financial hurdles can sometimes impede progress, each year the IMI awards a bursary to give one individual a lift-up on their career path. Announced at the IMI Annual Awards dinner each March, the bursary provides vital support for access to learning opportunities, tools and resources. And, having been awarded to worthy individuals for many years now, the IMI Bursary has empowered many passionate
individuals to flourish in their chosen automotive fields.”
In 2024, the IMI Bursary was awarded to Victoria Steele, a truly exceptional automotive refinisher at Sinclair Group. Victoria's path into the automotive world wasn't without its bumps, yet her unwavering drive and ambition have positioned her for remarkable success, and it was that determination that caught the attention of the bursary committee.
The road to success
Reflecting on her early experiences, Victoria shared: "I left school and at first studied to be a mechanic at college. After a while I saw a bit about the paint course and wanted to try that, so I switched over. When I started at my first workshop as an apprentice it didn’t work out so well, but after hearing about the opportunity at Sinclair’s I found a place where I was able to learn and improve while at the same time get support if needed."
For Victoria, the most rewarding aspect of her role is the “sense of achievement with the finished product, seeing a vehicle come into the workshop and go through the repair stages, then being able to paint it to complete the process."
A helping hand
For Victoria, winning the IMI Bursary in 2024 has not only given her the finances to invest in her own top-of-the line tools; it has also given her a significant uplift in her career potential. "Winning the IMI Bursary felt unreal to me”, she explained. “Having
the support from the IMI to help me further my career, better my career, it was such a nice feeling. And the bursary has enabled me to purchase brand-new equipment, which I can look after myself. It’s high-end, new equipment, the best available on the market, so this will help me a lot.”
Winning the IMI Bursary was just the start for Victoria. Her dedication and skill have also been recognised through her achievements in the IMI Skills Competitions. In 2023, she secured a Silver medal in the Refinishing category. In 2024, no doubt buoyed by her earlier success, she went one step further and clinched the Gold medal. The judges were impressed not only by her practical expertise but also by her strong communication skills, further underlining why she was such a deserving recipient of the bursary.
Reflecting on the IMI's ongoing support, Victoria added: "The IMI has shaped my
career path quite a lot actually. They’ve been supportive the whole way, throughout the skills competitions and throughout my college course. They want the best for everyone and they do what they can to help - they’re very supportive people.”
Making her mark
Victoria also holds the distinction of being the first female paint technician in her company's history with her manager confirming she brings a fresh perspective and diversity to the workshop. Importantly, this illustrates the positive evolution occurring within the industry and Victoria has valuable advice for women and apprentices considering a career in the sector. "Just don't overthink it. If you believe you'll enjoy the role, go for it. When you're learning, approach each day as it comes and treat it like any other."
Empowering the next generation
The IMI is committed to ensuring that the next generation of automotive professionals is wellequipped to navigate the challenges of a rapidly evolving industry. It firmly believes that a strong community network can fuel passion for the automotive sector, driving individuals towards successful career progression. And the annual
PMM’s RISING TALENT COULD YOU BE OUR TOP TALENT?
PMM and Pico Technology are calling on colleges, workshops, technicians and apprentices to tell us about yourself or someone you know that has excelled as a Rising Talent.
Whether you have overcome issues, succeeded in your college exams, impressed your employer, gone above and beyond in your role with customers –whatever it may be, we want to hear your story!
We’ll be choosing the entrant that has impressed us the most and presenting them with their award at this November’s Mechanex-
bursary plays a crucial role in this mission, supporting individuals at the start of their careers, providing access to essential equipment as well as learning resources such as additional courses and Continuing Professional Development (CPD).
Victoria’s career is already on an upward trajectory, in part thanks to the support of the IMI Bursary. And hers isn’t the only career that’s getting a valuable lift-up. At the 2025 IMI Annual Dinner and Awards Ceremony, two more bursaries were awarded.
Teagan Whiteman of Fix
PMM Live and the winner won’t be walking away empty handed!
Pico Technology is offering the winner of this great competition an amazing 4-Channel PicoScope kit, worth £2,365! Not only will the winner take the kit, but they will also bag a day’s training at Pico’s HQ. Not bad!
Auto, a standout performer in the 2024 IMI Skills Competitions in Refinishing received one bursary. She has also been shortlisted to represent the UK at the WorldSkills Competition in Shanghai in 2026. The second bursary was awarded to Matthew Ford, who demonstrated remarkable resilience by winning a silver medal in Light Vehicle Technology category of the 2024 IMI Skills Competitions, despite facing personal tragedy just days before the competition. For both Teagan and Matthew, the IMI
So how to enter?
Entering this competition is easy. Simply scan the below QR code or go to www.rdr.link/ABU016, enter your details and write a short paragraph about why you or your chosen nominee is a top talent. Good luck!
Bursary is providing valuable support to take their careers to the next level.
The journeys of Victoria Steele, Teagan Whiteman and Matthew Ford stand as powerful testaments to the impact of the IMI Bursary in empowering individuals to overcome challenges and achieve their full potential within the dynamic automotive industry. The IMI's ongoing commitment ensures that passion and dedication are nurtured, paving the way for a bright future.
Your garage: your answers
NAME: Hertfordshire Vehicle Services
OWNER: Matt Freeman
LOCATION: Hatfield, Hertfordshire
A tight fit…
Hi Matt, tell us about the location I've been here about five years now after being a mobile mechanic before that. This came up for grabs after the last lot set the place on fire. We would like a bigger place but most landlords just hear the words “motor trade” and don’t want to hear any more.
The parking situation is a massive headache for me. It’s so tight-knit that the woman across the road even came over once to tell us she can hear us from her back garden, she loved it because we’re always laughing and having fun... she became a customer after that!
Do you specialise in anything?
I was considering going down the road of PSA vehicles, because we seem to get a lot of those with AdBlue faults. I try to avoid the big four-wheel drives as well because of the lack of space. It's about what you don't do as well what you do do. Which I'm not great at because I just go “yeah go on then bring it down” and the minute I'm finished I tell myself “never again!”.
PMM is celebrating 25 years in the trade by visiting as many fantastic garages across the UK as possible.
EVs, yay or nay?
Yeah, I've done the first two levels, but not three and four yet. It’s getting the space and the tooling which is the problem for me.
Any nightmare jobs?
Say you've got a battery drain, parasitic draw. That's great if you've got a corner of
the workshop where you can hook the vehicle up, have all the doors open and it can sit there for however long you need it. I can't do that here. If it's sat there doing nothing, you can't charge the customer by the hour while the car's sitting there... And if it's sat there, I can't get anything else in or out. And if it's outside and it starts to rain, it’s a nightmare!
What are you favourite jobs to take on?
We do a lot of DPF work, we enjoy doing that. We do lots of clutches, cambelts, servicing, the run-of-the-mill stuff and diagnostic work.
MOTs?
We take them but use my business partner's MOT station in Welwyn Garden. We try and limit them to two a day.
What labour rates do you charge?
75, 90 including VAT. We're not the dearest, we're not the cheapest. You've got to take into account the demographic that you're working in. Some say you should be focussing on your BMWs and Audis, but there aren’t too many of those driving down Fiddlebridge Lane.
Do you accept customer supplied parts? I try really hard not to do that. We have a couple of traders that might order the parts instead of us. We've just done an engine change for a trader and I told him
to order it. If we put an engine in and it's no good, that's down to me because technically I've ordered it. If you’ve ordered it and it's no good, that's your issue.
Have you had any apprentices here?
No, I’m probably not patient enough.
What diagnostic equipment do you use?
Right so we have got Bosch KTS, we've got Topdon, we have Otofix, we have VCDS, and we also have Snap-On, Autel, Picoscope and Opus IVS.
What is your take on welt belts?
Awful, well they're good for us aren't they? Not great for the customer though.
On a Friday afternoon, what's playing on the radio?
Well if Wojciech my technician is about we end up listening to a lot of Polish radio, which does start to get on your nerves after a while!
Have you picked up any polish? I know Piwo is beer.
Lastly Matt, if you could have any celebrity come in here right now with their engine management light on, who would it be?
Gordon Ramsey would be quite funny wouldn't he? My brother passed a guy in the petrol station filling up his Ferrari and said to him “I’m glad I’m not the one paying to fill that”, it was only then that he realised it was Gordon Ramsey who replied “yeah, it’s a f**king nightmare!”
Listen. Inside the PMM Podcast
Say cheese! Is photo evidence coming to the MOT?
In this month’s episode of the PMM Podcast, host Kieran Nee sat down with MOT Juice’s training content creator, Dave Long, to follow up on a recent news story we ran on photo evidence coming to the MOT.
Hi Dave, could you tell us a bit about the trial?
Essentially the DVSA are trialling taking photos of every vehicle before it's MOT tested to make sure that the vehicles are actually on site when they're being tested.
It’s really easy to do. When they officially announced it we thought it was going to be really hard for me, but essentially before every MOT test when you log the vehicle in for an MOT the DVSA adds an extra screen which asks you to take a picture of a QR code that will ask for access to your camera. So it's a
live photo. It's actually accessing your camera roll, you take a photo of the pit, take a photo of the vehicle when it’s there. You click upload and when you log back onto your MOT there's a picture of the vehicle there.
And it needs to be a smartphone or tablet?
Yes. You can use your personal one or most businesses are coming away from paperwork so it's more on tablets and stuff like that anyway. As long as it's got internet access and a camera.
So Dave, how did you get involved in this trial?
The DVSA announced the trial and asked for anyone that wanted to be part of it and we did and luckily we were one of the people that got picked for it.
Do you have a close relationship with the DVSA?
We do speak to them quite a lot with what we do at MOT Juice providing training for MOT testers and stations. We're constantly asking them questions about this, that and the other and anything that comes out we're very interested in doing it.
How many MOTs do you see through an average month?
So this station that we've got here is pretty much stacked out every day so each ramp will be doing eight MOTs each, two ramps times five times the rest of the month so you're probably looking at around about 200-250 MOTs a month.
And you’ve been adding the photos to every single one of those MOTs?
Yes we have. I mean there is a button there for if you can't
upload it and I think there's only one MOT that we couldn't do and that was just an issue on the first or second day where one of the technicians got a little bit confused but we've never had one since then.
Have you had any feedback yet from DVSA on the trial?
No, we've just had a little bit of feedback to say everyone's doing it, it's all going well and it's keeping on going. What is interesting is, technicians may not know this, but anyone that runs a VTS will. You get your test logs at the end of the month and there's now an extra filter to say if you've uploaded an image, which is new, and you can use that to govern how you're managing your workshop. So apart from that, it's going okay.
Why is the government going through this rigmarole of adding photos to what was a relatively simple test before?
Essentially, fraud –ghost MOTs are a massive, massive issue within the industry. Someone just sending all their details to an MOT tester, then quickly logging it on and then charging whoever it is £150 and they get an MOT out of it, which is not good for road safety and is not good for the DVSA scheme and the MOT testing scheme as a whole so they're really trying to crack down on that and I think this system will probably work.
At the moment I think there's only one thing that I can think of that you can do to get around it. I don't really want to give anyone ideas, but you could in theory take a picture of a picture.
But especially with AI technology that they could potentially use at the DVSA they could say okay that is a picture of a picture that isn't at that location.
I’m pretty sure the DVSA have already got a good idea of who they think is a bit dodgy. So they’ll probably target them most and actually ask them “why are you not uploading
pictures? Why are these pictures all looking a bit funny?” And then once they've got the majority of those people out of the way, then they’ll start going on to everyone else.
Do you worry that there might come a situation though where perfectly legitimate testers are being penalised because the photo is out of focus or they've left out the left tyre out or something like that?
It'll probably come up on the tester’s TQI actually, so every month the tester gets their information about their failures on brake wipers, suspension, that type of things. So it might just be an extra box on there, saying for instance “you did 50 MOTs, you only uploaded 47 pictures.”
Are there any other measures that the DVSA should be looking at putting in place?
The only thing I probably would say is more employment within the DVSA to go out and do more site visits. They've already put out this thing recently where they're going to be doing overthe-phone site audits which kind of gets all the office stuff out the way and when a VE comes in they're not spending a lot of time in offices digging through paperwork. They’re actually spending time in the workshops, understanding the testers, understanding the processes and the pitfalls that they're coming up against and the issues that they're dealing with and trying to sort those out, which is again, another good thing that's currently coming out from the DVSA.
TO LISTEN TO ALL OF THE EPISODES SO FAR ON THE PLATFORM OF YOUR CHOICE, SIMPLY SCAN THE QR CODE
This month’s FEATURES...
TOOLS & GARAGE EQUIPMENT
39 Could you be profiting from keycutting? Autowave thinks so
40 Ingersoll Rand wants you to consider whether you need to upgrade your air compressor
43 PMM product testers get their hands on Sealey tools
45 The Thinktool Expert 391 has seen sales soar recently. Find out more here
46 We look at an assortment of new Laser Tools products
TYRES, WHEELS & ALIGNMENT
49 Mahle puts the case forward for wheel alignment
50 Take wheel alignment in-house to maximise profits. Straightset explains
52 Pro-Align answers your main tyre-related issues
A/C & THERMAL MANAGEMENT
55 AVA Cooling System is arguing its parts range is simplifying life for technicians
56 Nissens: diagnosing AC issues
58 Recognising fake Denso compressors
Next month…
In the September issue of PMM we’ve got Batteries & Ignition, Engines & Turbos and MOT.
Unlocking PROFIT
There is a lucrative opportunity awaiting independent workshops, one that motor factors around the UK are already thriving upon. By adding replacement keys and programming to their menu, forward-thinking workshops and their customers can profit from this ‘while you wait’ service. Traditionally, key cutting and programming have been locksmith specialities; workshops have been reliant on bringing in third-party diagnostic experts with advanced tools – but that is changing rapidly.
There are more than 40 million vehicles on our roads, according to the Department for Transport, and most of them will need a new key at some point – because it has been lost, damaged, worn or just for convenience – so the market potential is huge.
Modern car keys typically require both physical cutting – so the blade fits the lock –and digital programming to sync with the car’s immobiliser system. While traditional key cutting might conjure images of a basic duplicator, today’s process involves a mix of hardware and software – but it’s surprisingly accessible with the right tools.
There is a perception that key programming, in particular, is too complex, but, in reality, the user-friendly equipment and comprehensive training available make it much more straightforward.
Modern key programming tools, like those from Autowave, are built with technicians in mind. With the right tuition, the learning curve is short, and technicians can offer and deliver this service quickly and efficiently.
Could key cutting be the profit stream your garage is missing out on?
Autowave’s Ravi Kotecha thinks so.
Not only is the process simpler than expected, the financial gains and rewards are substantial too. Once the cost has been factored in, workshops can still make a healthy margin.
In terms of overheads, beyond the initial investment of equipment – like Autowave’s XHorse Dolphin XP005L (Dolphin II) automatic key-cutting machine, OBDStar Key Master G3 key programming tool and XHorse Key Tool Max Pro key programming and transponder tool – they are low. Add in the convenience of a ‘while you wait’ service and it becomes a compelling upsell opportunity for workshops that have already booked customers in for routine maintenance, MOTs or diagnostics.
Across all powertrains
With the rise of new vehicle technologies, like hybrids and electric vehicles, what does this mean for workshops? While an EV’s modular nature differs from a traditional vehicle, key programming remains consistent across generations. Despite potential variations in components, like the engine control unit, immobiliser programming
remains unchanged. As EV technology evolves, methods may change, but, for now, programming procedures remain consistent.
Autowave is aware of only a few exceptions where EV manufacturers, like Tesla, are developing new, alternative systems. In these exceptional scenarios, Autowave can advise workshops how to prepare and service these accordingly.
Sticking with a supplier that is trusted by motor factors is important. Autowave enjoys partnerships with national distributors, meaning workshops should be able to access a local motor factor with keys and equipment easily. Furthermore, working with a supplier that is local is important too; Autowave offers training – either direct from its training centre in Nottingham or in collaboration with a motor factor – and online or over-the-phone technical support. Whether it is a smart or a mechanical key, having the right tool and a supplier that understands the trade should make a reassuring difference to workshops.
What’s the next step?
Offering a service that delivers strong returns with minimal disruptions can only be a good thing for independent workshops – and that is what key cutting and programming do. They should tick all the boxes. By embracing this untapped revenue stream now, independent workshops can thrive and earn repeat business in the future.
Is it time torethink your WORKSHOPCOMPRESSOR?
Ingersoll Rand’s sales manager Steve Downes is arguing that now might be the right time to switch from a traditional piston compressor to a vane model.
Whether its powering pneumatic tools, inflating tyres or spray painting and finishing, you'll find a compressor hard at work in every workshop the breadth of the country.
Piston and vane compressors are both positive displacement compressors, meaning they compress air by physically reducing its volume. But they operate in very different ways.
As its name suggests, a piston compressor uses a piston inside a cylinder. As the piston moves down it draws air in and as it moves up, it compresses the air and pushes it out. In contrast, the vane design has a rotor offcentre in a circular housing. Vanes slide in and out of the rotor, trapping air in pockets and as the rotor turns, these pockets reduce in size, compressing the air.
This means that a piston compressor incorporates numerous moving parts, including valves, pistons and a crankshaft, all of which need lubrication. Compressed air is produced in pulses, meaning that air flow is intermittent, although with single or multi-stage operation, high pressures can be achieved.
A vane compressor has one major moving part and delivers a continuous air flow, which is smooth and steady. Air pressure is generally lower, which results in lower noise and vibration and a smooth and steady flow.
Lower noise
Automotive workshops are noisy places. The health and safety impact of noise exposure is now much better documented, and owners will want to ensure their workers are protected adequately.
Compressors tend to be positioned at the point of use and are one simple area to address when considering worker comfort and safety.
Vane compressors are typically much quieter and have lower vibration thanks to their smooth, rotary motion. The rotor spins continuously in one direction, without the back-and-forth and jolting action of a piston.
The means there is no sudden acceleration or deceleration of parts, a major source of vibration in piston compressors. And, as there is no vibration to contend with, there is no requirement for special mounts, helping to simplify set up and reduce installation costs.
This lower vibration also means that there is less stress on components and connected equipment, helping to extend machine lifetime and reduce the likelihood of breakdown.
Air is compressed steadily, rather than in pulses, which smooths out pressure fluctuations for quieter operation. Hydrovane compressors, for example, have fewer moving parts, meaning there are fewer sources of mechanical noise too.
Better reliability
In the busy workshop, owners want their team focused on the job in hand and getting through repairs and service work on schedule.
Ancillary equipment, such as the compressor, needs to be highly reliable as any downtime for repair can impact on the day’s workload. While a piston compressor comes typically with a lower initial price tag, repair can be costly and complex. This means owners will often just purchase a replacement machine rather than attempt to fix the fault.
Piston compressors have no easy means of heat dissipation and rest time to reduce the build-up of heat. And while the compressor is cooling down, it is not generating the air that technicians need to power air tools, potentially delaying the day’s work.
This is an area where vane compressors can really pay dividends. A well-maintained vane machine can often have longer intervals between servicing - sometimes thousands of hours between major maintenance tasks.
The heat generated by compression is controlled by pressurised oil injection. The rotor, the only continually moving part, is directly driven at very low speed.
All of this adds up to a compressor which can deliver reliable operation for a very long time, quickly repaying the initial investment
cost. Hydrovane sliding vane compressors for example can last over 100,000 hoursequivalent to eight hours of operation every working day for 40 years.
Space is often at a premium in garages and vane compressors are more compact compared to larger piston compressors, making them easier to integrate.
In some applications, such as spray painting, air quality is vital and piston machines cannot be equipped with air treatment devices due to the belt drive system dimensions. In contrast, a compressor like the new Hydrovane series 5 ensures is available as a complete air station with a filter and membrane dryer for a clean, dry compressed air.
Reduced maintenance
As every garage mechanic knows, the more parts that move, the more things that can break or wear. With just one rotor, several sliding vanes and the housing, the design simplicity of a vane compressor can reduce maintenance considerably. Unlike a piston
“By design, rotary vane compressors have less internal friction and fewer wear surfaces.”
unit, there are no valves, pistons, connecting rods, crankshafts, or timing gears.
Valves can stick or fail and piston rings wear over time and the start/stop action of pistons creates shock loading.
Typical maintenance routines on a piston compressor include checking the oil weekly and changing approximately every 500-1000 hours. The air tank also needs draining where moisture has condensed to prevent rust or water in the air lines. Some compressors have automatic drain valves, but where this is not available, draining should be carried out daily.
Vibration from the piston action can loosen fittings, mounting bolts, and lines so these should be checked at least monthly.
Pistons, rings, and valves are high-wear
components that affect compression performance and should be checked every 2000-4000 hours or if pressure drops and noise increases.
By design, rotary vane compressors have less internal friction and fewer wear surfaces. The slow rotating speed of the vane technology limits mechanical fatigue so components last longer. The compressor tends to run cooler too, especially when oillubricated, reducing thermal stress and the breakdown of lubricants. Regular maintenance usually includes changing or topping up the oil, replacing the air/oil separator and filters Hydrovane compressors are designed for quick service, with easy access panels and fewer tools needed.
For garage owners looking for lower long-term costs, vane compressors offer a compelling alternative to traditional piston models. While the upfront investment may be higher, the long service life and reliability make vane compressors a smart choice.
Getting HANDSON
TOM GODFREY I THE VS8230 BORESCOPE
Aborescope is becoming more and more of a must-have tool in today’s modern workshops. Often only used to inspect cylinder bores the cameras are being used for much more fault finding in today’s environment. I reviewed the Sealey VS8230 and first impressions are fantastic, the camera comes in a hard plastic moulded case to ensure it stays damage free when not in use. Packed with accessories such as the 9mm camera probe, camera charger, 45° mirror, hook, magnetic pick-up, AV and USB cable and most importantly a 4GB micro-SD. The camera has a 3.7 V lithiumion rechargeable battery which takes six hours maximum charge time which in turn gives you up to 4.5 hours of video record time and up to 10,000 images.
The borescope has screen resolution of 320x240 pixels which provides a clear crisp picture on the 85mm colour screen. I love the fact that you can adjust the LED brightness on the end of the probe as well as zoom in and out and rotate/flip the images. It feels great when holding and is easy to navigate through its menu when in use. Pictures and videos are saved by one click of a button which is easily transferred to a computer or an external monitor using the RCA cable included. The 9mm probe has a 1m length to it which is great for getting down the back of engines, dashboards, inside door cards and into exhaust systems. The probe itself provides a great viewing angle of 53°.
We will often grab the borescope on a daily basis in our workshop especially when servicing vehicles as it can be difficult to see
Two trusted PMM reviewers put two Sealey tools through their paces.
components such as the bottom of rear coil springs when sat in the rear trailing arms. Not only is it great for us to see but any broken springs we may find the picture is easily transferred to a computer and attached to the vehicle’s health check for the customer to see. Another case was a BMW X5 with a heavy engine oil leak. The leak itself was running down the side of the engine which was impossible to see from the top with the airbox and exhaust system in the way and underneath as engine covers, shields, and components such as the air conditioning compressor in the way. With the Sealey borescope we could easily manoeuvre around these items and quickly establish the cause of the oil leak.
Issues with diesel particulate filters are helped diagnosed with borescopes where on occasions it can be difficult to remove the system a camera can be used through temp sensor holes to assess the condition, looking out for any defects such as cracks of even missing internals.
Mirror image
Sealey has thought of everything when it comes down the VS8230, the 45° mirror is great when inspecting engine cylinder bores, not only can we inspect the top of the piston and the cylinder bores, but we can also attach the mirror to inspect the bottom of the intake and exhaust valves. Capturing a video rather than multiple images is a bonus as we can keep looking back and go over our findings in case we missed something the first time. In the unfortunate case of dropping a bolt and it falls in a tight spot between the engine block and starter motor for example, the camera helps not only find the bolt but when used with the magnetic pick-up it becomes a must for time saving.
In today’s environment where it’s even more important to find and record all your findings the Sealey VS8230 in my opinion is a must for any workshop. Not only a great tool for diagnosing faults and time saving, it’s another great tool for building the trust with our customers.
The wrench arrived in a glossy cardboard sleeve which waxed lyrical about the tool’s capabilities. Beneath this flashy exterior lay the sturdy black-blown plastic case which held the torque wrench itself. Opening the case revealed a very nicelooking wrench with a shiny chrome reversible ratchet head and a very comfortable feeling grey plastic handle.
As with many tools I was initially disappointed due to the lack of batteries, but this disappointment soon proved misplaced, as on further inspection I found them hiding under the paperwork in the bottom of the case. Paperwork, it should be noted, which included a relevant calibration certificate.
Installing the batteries was simple and quick, you just unscrew the base and pop them in, a quick press of the red button and the wrench sprung into life.
Initially setting the wrench without reading the instructions as most of us seem to do was very simple and I was also very pleased to note that once set, the wrench remembered the setting for next time: a good time saver for me as I do hundreds of bolts with the same settings and having to set and unset each time becomes quite a bind (winding off the tension on the spring on my mechanical torque wrench reduces wear and keeps it in calibration for much longer). Not a problem with a digital wrench though. Once I read the instructions I
found that it can actually remember several different torque settings even when turned off and back on, most useful if using the same settings repeatedly. This particular wrench operates from 8 to 85 newton-metres but can also read in lb.in, lb.ft, or kgf.m. I should add here that wrenches with higher limits are available in the same range.
Once set, the wrench will vibrate and emit an audible alarm once the preset-limit is reached and the scale has an LCD readout with LED backlight. I also noticed that at a simple flick of a switch on the ratchet head the wrench can be used to discover how tight bolts are when undoing them or when using a left-hand thread, of course.
This size wrench is ideally suited to smaller nuts and bolts as found in many vehicles these days including the likes of spark plugs, which need to be torque-tightened to ensure they are located in the correct orientation to ensure an efficient burn of the fuel mixture, injector clamping bolts and use on lawnmowers and motorbikes etc. With a length of 34 cm or just over 13 inches and a good solid feel it looks and feels the part.
Sealey has covered all the bases by using a vibrate, audible beep and a warning light when the set limit is approached and met. So if you’re working in a loud environment you still know the limit is reached. I’ll admit that a part of me does miss the old-fashioned clunk made by mechanical wrenches and in my opinion, the beep could be louder!
In use, the wrench has proven to be a very helpful tool saving me quite a bit of time in winding on and off to release the spring pressure as I have to do with my old wrench.
The wrench itself is comfortable to use and although solid feeling, it’s not too heavy and doesn't cause any fatigue in use. Plus, it’s small enough for use in the engine bay without difficulty.
The verdict?
Certainly a very nice, easily operated and useful tool and well worth the prices I’ve seen quoted for it.
TONY POWELL I 3/8 IN. DIGITAL TORQUE WRENCH, MODEL NO. STW 308
DIAGNOSTIC TOOL futureproofingworkshops
Thinkcar UK has seen sales of its Thinktool Expert 391 skyrocket as workshops seek to futureproof their business.
Thinkcar UK’s tool range has grown following the release of the Thinktool Expert 391, and the 10inch device is already attracting buyers right across the automotive sector thanks to its wide coverage and sheer number of functions, including OE full-system diagnostics.
“The Thinktool Expert 391 is the latest release in our growing range,” said Alex Gillbanks, managing director of Thinkcar UK. “This fantastic tool covers diagnostics, programming, anti-theft matching, ADAS calibration, troubleshooting and much more.”
The Expert 391 supports more than 120 passenger vehicles, with workshops able to add a further 70-plus electric vehicles by taking up the optional EV package.
Key features include Dual Video Remote Diagnostics, through which users can get support via audio or video calls from qualified cloud technicians, as well as THINKLINK Lite VCI, which supports CAN 2.0/CAN FD/DOIP/J2534 diagnostic protocols.
The Expert 391 offers full system scan, special function, actuation test, coding and online programming functions for a wide
range of vehicle makes, including Audi, BMW, Hyundai, Jaguar, Land Rover, Kia, Mercedes-Benz, Nissan, Porsche, Renault, SEAT, Skoda, Volkswagen, SAIC, MG and Honda. “Coverage for more manufacturers is coming very soon,” said Alex.
The device also enables users to connect to a wide range of Thinkcar functional modules such as battery tester clips, Video Scope, Scope box, TPMS tools, PROG key programmer, ADAS tools and more.
Timesaving WORKSHOP AIDS
PMM brings you the latest tools for technicians from Laser Tools
New to the Laser Tools range is this Electric Fluid Extraction Pump (part number 9122), a powerful yet easy-to-use 12V oil pump designed for quick and mess-free engine oil extraction from cars, motorcycles, marine engines, and stationary engines. Ideal for engine oils, warm, thinner gear oils and automatic transmission fluid, this self-priming pump works best when the oil is at 40-50°C.
■ 12V, 60W motor – delivers reliable self-priming performance.
■ Includes two pickup pipes – 1.2m (6mm O/D) for dipstick extraction, and 1.4m (10mm O/D) for the catch container.
■ Maximum run time: 30 Minutes – prevents overheating; do not allow to run dry.
■ Portable and convenient – ideal for home garages, workshops, and marine use.
■ CE & RoHS compliant – built to high safety and quality standards.
■ Not suitable for water, petrol, or paraffin.
Simple, no-mess oil changes –perfect for DIY enthusiasts and professional mechanics, the Laser Tools 9122 makes oil extraction quick, clean, and hassle-free –simply connect to a 12V power source and start pumping. Available now for purchase from your Laser Tools stockist and online retailers.
For more information WWW.RDR.LINK/ABV037
WHEEL STUD EXTRACTION AND INSTALLATION
Struggling with worn or damaged wheel studs?
The Laser Tools 9119 Wheel Stud Extraction and Fitting Tool Set is designed for use on a wide range of car and van models, including BMW, Ford Transit, Mercedes Sprinter, and VW Group vehicles. This compact and professional kit allows technicians to remove and refit wheel studs with minimal effort and zero hammering.
The 9119 kit is built around a clever combination of threaded extraction sockets, an extraction punch (to be used with a suitable air chisel) and a fitting bearing. For removal, just thread on the appropriate socket and use the air punch with an air chisel to drive out the old stud. For installation, the bearing ensures smooth fitting as the new stud is drawn into position using a 21mm socket. With coverage for M12 x 1.25, M12 x 1.5, and M14 x 1.5 studs, this is a go-to solution for busy workshops handling anything from passenger cars to light commercials.
Key Features:
■ Fast stud removal and installation with minimal effort: no need for hammering or makeshift methods.
■ Stud sizes covered: M12 x 1.25, M12 x 1.5, M14 x 1.5.
■ Use with air chisel for stud removal and 21mm socket for insertion.
■ For optimal tool life and performance, lubricate the threaded sockets with molybdenum disulphide grease before use.
For more information WWW.RDR.LINK/ABV038
12V ELECTRIC FLUID EXTRACTION PUMP
9104 BRAKE CALIPER HOOK SET
Laser Tools has recently introduced their Brake Caliper Hook Set (part number 9104), a six-piece, versatile solution for holding brake calipers, engine cables, coolant hoses, fuel lines, and electrical looms safely out of the way while carrying out servicing and repairs. Easily supports the weight of a brake caliper, keeping this weight off the flexible hose.
■ Hands-free component support – Ensures better access and safety during maintenance.
■ Three hook types for maximum versatility (two of each included):
■ Small Hooks (160mm, 6mm⌀, red plastic coating) – rigid steel for compact spaces.
■ Large Hooks (210mm, 8.3mm⌀, green plastic coating) – rigid steel for heavier components.
■ Large Flexible Hooks (210mm, 8.3mm⌀, blue plastic coating) –aluminium core for adjustable positioning.
■ Multi-purpose use – Ideal for brake calipers, fuel and coolant hoses, wiring looms, and even suspending test equipment such as diesel leak-back bottles.
■ Durable and protective Coating – the plastic-dipped finish prevents damage to components and surrounding areas.
Whether working on brakes, wiring, or fluid systems, the Laser Tools 9104 Hook Set is designed to make repairs easier, tidier, and more efficient.
DOUBLE-ENDED CAMSHAFT PULLEY HOLDING TOOL FOR VW GROUP PETROL ENGINES
When working on the twin cam VW Group EA211 EVO and BZ EVO petrol engines it is often necessary to use to different pulley holding adaptors. The OEM method is to swap the working heads which is time consuming. The new Laser 9132 camshaft pulley holding tool (part number 9132) is a unique Laser Tools-designed double-ended tool design, so no swapping adaptors is required.
When setting up timing on these direct-injection, variable valve timing VW engines, maintaining precise camshaft and crankshaft alignment is critical. The Laser 9132 tool replaces the OEM method of swapping different pulley holding adaptors, its double-ended design saving valuable time.
The Laser 9132 tool ensures:
■ Fast and secure camshaft pulley holding, with no need to swap adaptors.
■ Precise, accurate alignment, reducing the risk of engine damage.
■ Equivalent to OEM T10575A and T10554 for complete confidence in use.
■ The kit is designed and manufactured by Laser Tools in Sheffield, is an EU and UK registered design, and is recommended for use with Laser timing tool kits 8824, 8900 and 9155.
Engine applications include:
■ EVO & BZ EVO engines:
■ Twin-camshaft, 4 valve, direct injection, turbocharged petrol engines with chain drive 1.0, 1.2, 1.4 and 2.0L engines.
■ 3 cylinder 1.0L, 1.5L EA 211
■ The Laser 9132 Double-Ended Camshaft Pulley Holding Tool is designed to make your job easier while ensuring factorylevel accuracy. Available now for purchase from your Laser Tools stockist and online retailers.
For more information
WWW.RDR.LINK/ABV040
Why ALIGNMENT matters
With the right equipment and training, workshops can ensure proper system functionality and avoid costly mistakes when servicing ADAS systems.
With Advanced Driver-Assistance Systems becoming increasingly common on modern vehicles, the need for accurate calibration and alignment is more important than ever.
Many garages could be missing out on valuable revenue streams by not investing in the right equipment and training to handle these complex systems.
Alan Povey, technical manager at Mahle Aftermarket, explains why ADAS calibration and wheel alignment are crucial for both vehicle safety and business growth.
The bigger picture
ADAS is more than just wheel alignment; it’s about ensuring that all the vehicle’s systems – including radar, cameras and Lidar – are functioning correctly and in sync.
“ADAS is not just about wheel alignment but about setting the vehicle systems to ensure they are functioning properly, including the Lidar system,” explains Povey. Mahle offers ADAS calibration as part of its workshop solutions equipment, allowing
Mahle Aftermarket is responding to the growing acceptance within the garage sector of the vital role ADAS has to play.
garages to take control of this increasingly vital aspect of vehicle maintenance.
As modern cars become more reliant on driver-assistance technology, even seemingly minor repairs can disrupt these sensitive systems. “Any work on the suspension systems, poor wheel alignment or removal of sensors in the front of the vehicle – like when replacing a bumper or windscreen – will likely require ADAS recalibration,” says Povey.
This creates a growing demand for professional calibration services that many garages are not yet equipped to handle.
Missed profit opportunities
Garages without ADAS calibration capability are effectively handing business to competitors or dealerships. “Garages are currently sending vehicles, at a cost, to dealers or garages that have the systems, as the initial investment in ADAS equipment is large,” explains Povey. “But as more and more vehicles come equipped with warning systems, the requirement for setting them up becomes essential.”
Investing in ADAS equipment allows
workshops to keep this work in-house, opening up a steady stream of revenue and increasing customer retention.
Educating customers
Many drivers view wheel alignment as a simple adjustment, but ADAS calibration is far more complex. “ADAS wheel alignment is only a small part of the function of the system,” says Povey. “Tracking and the alignment of the vehicle’s Lidar system is vital and, in some cases, a legal requirement.”
Customers need to understand that improper calibration can compromise the functionality of lane-keeping systems, automatic braking and other safety features.
By investing in the right equipment and expertise, garages can not only increase their profitability but also position themselves as trusted ADAS specialists.
With the market rapidly evolving, now is the time for workshops to capitalise on the growing need for ADAS calibration and wheel alignment services.
WHEELALIGNMENT debunked
Andrew Bates, MD of Straightset, is arguing you need to be taking wheel alignment in-house and reaping the benefits in the process.
For many independent garages, wheel alignment still feels like a specialist service which is seen as complicated, time-consuming and best subcontracted to a neighbouring workshop. But the truth is, modern alignment systems have made the process simpler, faster and more accessible than ever and garages can unlock valuable new revenue streams as well as enhance customer satisfaction and loyalty, by bringing alignment in-house.
There’s a persistent myth that wheel alignment is difficult. It isn’t. Today’s systems, particularly straightforward CCD (chargedcoupled device) and advanced 3D options, are built with user-friendliness in mind, guiding technicians through each step on screen, from initial measurement to final adjustment.
At Straightset, we’ve seen firsthand how workshops, hesitant to take on alignment, quickly turn it into a core profit centre with the right equipment, support and training. If you’re one of the many UK garages still subcontracting wheel alignment work, it’s time to bring it back in-house.
Demystifying wheel alignment
Understanding wheel alignment geometry isn’t rocket science but it’s essential for providing customers with a comprehensive, high-quality service. Misalignment affects handling, tyre wear, fuel consumption and compromises safety. Learning the basics of alignment angles enables technicians to diagnose issues like uneven tyre wear, steering pull and poor stability, all of which can be quickly corrected with the right equipment.
1. Thrust Angle
The direction the rear wheels point in relation to the vehicle’s centreline. Misalignment here causes pulling and off-centre steering as well as tyre wear on one side, making tyre replacements more frequent (Fig.1).
2. Toe
The toe angle is a key factor in preventing feathering across the tread, poor handling and preserving fuel efficiency. Toe alignment determines whether the wheels point inward (toe-in) or outward (toe-out) relative to the centreline when viewed from above.
3. Camber
The inward or outward tilt of the wheels viewed from the front. Incorrect camber leads to uneven tyre wear and poor cornering grip, tilting the tyre from vertical, reducing the contact between the tyre and the road even in a straight line (Fig.2).
4. Caster
The tilt of the steering axis from vertical, improving stability and steering response. While some vehicles don’t allow for caster adjustment, technicians knowledgeable about caster can recognise its effect on vehicle behaviour and communicate this effectively to customers (Fig.3).
5. Setback
The forward or rearward position difference between the front wheels whereby excessive setback could indicate structural damage. Detecting setback issues early through alignment checks can help technicians alert customers to potential frame issues before they become safety risks, establishing trust and avoiding future problems for the customer.
Mastering these basics is the foundation of effective wheel alignment and with today’s systems offering onscreen, step-bystep instructions, even entry-level technicians can quickly get to grips with it.
Simple to use
Laser technology in wheel alignment is well established and trusted by many garage owners for its simple yet accurate approach to vehicles alignment.
Green lasers are visible in a much wider range of light conditions, making them effective for indoor and outdoor work all year round, as well as being able to travel over longer distances. Supertracker offers a range of green laser wheel alignment systems such as the STR1 which is a popular, robust, cordless and mobile laser aligner (Fig.4).
Used to accurately measure toe and thrust angles as standard, the green laser technology makes is the perfect product for track days, race teams, mobile wheel alignment, home car enthusiasts as well as tyre shops, MOT stations, used car centres and even operators who are colourblind.
Document the work you do
With many garages needing documentation as evidence of completed work to provide to customers (as well as for insurance purposes), computerised wheel alignment machines represent the most popular technology to address this requirement. Stop thinking complicated though. Modern aligners have evolved significantly in the last decade. The latest CCD alignment systems feature straightforward interfaces with live help guides and prompts at every stage of the alignment process.
One standout is Beissbarth’s VAS 701011 Q.Lign 3D Wheel Alignment system. The web-based system removes the need for a dedicated PC trolley as it streams directly to any workshop’s TV, laptop or smartphone, displaying instant alignment data, including wheelbase, offsets and centreline measurements. Magnetic clamps allow for fast, precise attachment and the system integrates seamlessly with ADAS calibration equipment (Fig.5).
Notably, Q.Lign is the world’s first fully web-based aligner making a leap forward for workshop integration and ease of use. OEM approvals from brands like Audi, VW, Porsche, Bentley and Lamborghini confirm its precision and reliability, meaning even garages handling high-performance vehicles can trust the results.
Understanding ROI in wheel alignment
Many garages hesitate to invest in wheel alignment equipment due to perceived costs. However, it’s one of the fastest payback
investments you can make in workshop equipment. If you charge £50 per alignment and perform just three a week, a quality system could pay for itself within 12-18 months. Factor in the additional tyre sales, suspension work and ADAS calibration opportunities it creates, it’s clear that there are long-term gains in profitability.
The importance of aftercare
One of the biggest risks when investing in new workshop equipment is being left without reliable backup when you need it. That’s why choosing a system supported by a UK-wide aftercare team is essential. When researching your wheel alignment kit, ensure that it is supplied with full technical support, nationwide servicing and access to alignment experts.
Whether you’re new to alignment or upgrading from older equipment, having access to proper training, installation support and rapid service response times ensures your workshop stays operational and profitable.
Alignment is for every workshop
Even workshops that don’t specialise in tyres should consider adding wheel alignment. Vehicles undergoing MOTs, suspension repairs, steering component replacements, or new tyre fittings all benefit from alignment checks. It’s a fast upsell, an easy safety improvement and a valuable customer retention tool.
Full four-wheel alignment ensures vehicles leave your workshop driving straight, maximising tyre life and fuel efficiency while reducing steering complaints and warranty returns.
‘TYRED’ andtested
Craig Welch of workshop equipment supplier, Pro-Align, outlines some key solutions to the most common problems associated with tyre changing.
The process of changing tyres is often overlooked by many. However, industry experts estimate that more than 30 million replacement car tyres are fitted in the UK each year, meaning it’s an area that deserves significant attention. After all, even the slightest of improvements in efficiency could save workshops thousands of hours of combined labour. What’s more, if not performed correctly, a simple tyre change is likely to significantly reduce customer satisfaction and can even result in unnecessary and totally avoidable costs for workshops themselves.
Wheel rim and tyre pressure monitoring system (TPMS) sensor damage
One of the biggest challenges when changing tyres is ensuring that wheel rims and any TPMS sensors are not damaged in any way. This is particularly important for diamond cut alloy wheel rims where replacement costs can easily run into several hundreds, if not thousands, of pounds. The challenge, and potential cost, is made worse with many vehicles running on a combination of large diameter rims and ultra-low-profile tyres which can be difficult to remove.
Other than taking particular care when working on these type of wheel and tyre assemblies, workshops can take steps with their equipment to avoid such problems. Centre clamping tyre changers can help reduce the risk, or nowadays, there are even fully automated tyre changers, like the Hunter Revolution, which completely removes the potential of such damage.
Another major benefit for workshops using systems such as the Revolution is that many workshops have a master technician, who is often the only person authorised to work on the most expensive assemblies, for fear of costly damage claims. However, the fully automated system removes this worry, meaning that more junior or inexperienced technicians can carry out the work to exactly the same standard, helping to improve workshop flexibility and potentially reduce staff costs.
Timing and capacity planning
When changing a high volume of tyres, certainty about how long each job will take allows customer appointments to be better scheduled, as can staffing levels, helping to optimise workshop profitability.
Another key benefit of a fully automated tyre changer like the Hunter Revolution, is that it takes the same amount of time, every time, to change a tyre regardless of whether it’s a common 205/55R16 or a more challenging 35 series, 23” tyre. This repeatable tyre
change time means that workshops managers can plan both jobs and staff in a much more organised and efficient manner.
Health and safety
As wheel sizes on cars continues to increase, lifting just one wheel and tyre assembly onto a tyre changer can be a strenuous activity. However, when you multiply this operation by the dozens of times that may be needed over the course of a single day, this can lead to a potentially significant manual handling or health and safety hazard.
To look after your wellbeing and avoid any potential absences or additional costs in sick pay or even health and safety compensation claims, workshops should consider adding a wheel lift to their tyre changers.
Often designed as an optional extra by equipment manufacturers, wheel lifts can lighten the load when removing any potential problems associated with repeated lifting of heavy objects. Indeed, the Hunter Maverick tyre changer is being offered by Pro-Align with a complimentary tyre lift as part of its launch to UK workshops this spring.
Training
With the speed of development of modern motorcars, you should not be a stranger to the prospect of ongoing learning and development to ensure your knowledge and skills are up to date. While the humble wheel and tyre assembly doesn’t include anywhere
near as many technological advances as the rest of a modern motorcar, it’s still important to keep your knowledge and skills up to date. Tyre changing technology itself does not stand still, and advances in tyre construction methods and TPMS sensor technology, mean that ongoing education is important.
Many tyre and equipment manufacturers now host a number of online learning modules and instructional videos, some tyre changers, including the Hunter Revolution, utilise their touchscreen interface for learning
purposes. Here, technicians can access a number of training videos, giving them access to live, on-the-job training.
So, when your workshop is considering its next investment into a tyre changer, it’s important to consider your options carefully. A more premium solution perhaps is not only built to a better quality, they often deliver significant added value, helping your workshop and its technicians work more safely, efficiently and to a higher standard.
Make LIFE easier
Among the seasonal tasks facing the typical workshop is the service and repair of air conditioning systems, as owners find they have problems when they switch on and expect a rush of cool, fresh air, only to be greeted with a lukewarm and stalesmelling one!
Obviously, to maintain a going concern, workshops need to have a broad range of skills and knowledge to service and repair the vehicles that they take in. However, partly due to its traditional seasonality, which means it’s not a daily job, and also due to its inherent complexity, working on an A/C system can often be a significant challenge.
Fortunately, workshops are not left to flounder as AVA, part of the Nissens Group, is on hand with its Clever Fit concept, which makes life simpler for the technicians undertaking the work, and its optimised range of quality replacement components also takes away some of the complications when it comes to multiple part numbers.
Fixing problems
Expanding on the Clever Fit concept, AVA has directly addressed one of the primary irritations for those that actually have to fit replacement parts, namely to have at hand all of the related items they need by way of fixings such as nuts, bolts, washers, clips and screws and consumables like O-rings and other seals etc., as these are all including in a single box.
On top of the convenience it gives to technicians, which allows them to complete the installation as easily as possible, it is also a big benefit to workshops as it speeds the fitting
AVA’S A/C RANGE
■ Eight product lines, more than 3,180 references covering 16,600 plus unique OE-numbers.
■ Outstanding coverage for fastmoving items.
■ Smooth and hassle-free installations
process, which in turn maximises efficiency and the number of jobs it can carry out each day.
While providing a cost effective, but high quality replacement parts solution, and facilitating a hassle free installation are major benefits, as a thermal management specialist, AVA is also able to help by sharing its knowledge when it comes to technical matters.
Although an A/C system comprises many important components, the condenser is one of the most critical as it maintains the correct performance parameters of the refrigerant and keeps the overall system working properly. It therefore needs to be regularly and carefully checked.
The condenser is relatively fragile, and its position at the front of the vehicle exposes it
AVA, part of the Nissens Group, is explaining how its A/C parts range is designed to simplify tasks for the workshop technician.
to harsh conditions, such as de-icing salts used in the winter, which can quickly lead to corrosion, causing the condenser’s surface to deteriorate and leak. Furthermore, mechanical damage from careless service, insects or dust, and other debris from the road, can limit the condenser’s heat exchange performance.
Even if the part seems to be okay and is still partially working, a condenser in poor condition can lead to costly system failure, such as damage to, or even complete seizure of, the compressor, for example. That is why it is advisable to perform condenser inspection during regular car and A/C system service.
Overall, condenser failures are relatively common, therefore its impact on the efficiency of the system should not be ignored. Any signs of damage or substandard performance require diagnosis to determine the root cause and, if a replacement is required, it is important to fit only a product of the appropriate quality, as this will secure long and optimised system performance and help to avoid repeat repairs.
Although its range is enhanced to provide multiple solutions across a limited number of parts, the quality of AVA’s components is beyond reproach, which means alongside the benefits of workshop efficiency, those installing its replacement parts can relax in the knowledge that they are fitting a product that delivers performance and reliability.
DiagnosingA/C issues
As an air conditioning expert
Nissens Automotive is not only at the forefront when it comes to premium quality replacement parts, but also in its commitment to equip professional technicians with the information they need to fit them right, first time.
With the 2025 climate season in full swing, Nissens has helpfully brought together the most important A/C service and diagnostics procedures into a single poster that can be mounted on the wall of any workshop, to provide a useful ‘at a glance’ resource to ensure the right checks are made and nothing is forgotten.
Reflecting the elements that need to be considered, the poster provides a 10-step guide to these procedures, starting with a basic check to the functionality of the system and ending with the proper way to charge the system prior to its recommission.
10-step overview
The basic function check – measuring the air temperature at the air vents in the cabin using a thermometer. A healthy system should generate 5-10 °C/40-50 °F at an ambient temperature of 15-30 °C/60-90 °F.
Visual inspection – before considering a complex repair and possible invisible problems, this initial control focuses on the visible, and it is highly efficient initial troubleshooting. It is often disregarded, but it can quickly reveal the root cause of severe system malfunctions, thus shortening the service time.
Nissens Automotive provides advice to readers of PMM about diagnosing problems with air conditioning.
System charge/static pressures check –conclude whether the system is charged correctly. The correct refrigerant charge is a key requirement for the optimal operation of the system and the health of the components. In addition to poor performance, an incorrect charge can lead to many failures in the system, as well as premature component failure.
Operating pressures check – this is one of the critical test procedures that reveals typical system failures, including malfunctioning key components, clogging in the system and other severe failures.
Operating temperatures check – temperature based component diagnostics is one of the basic methods for troubleshooting the system as it is easy, reliable and cost-effective. Depending on the pressure side where A/C loop components are located, each element has a nominal range of temperatures in which it operates properly. Temperatures beyond the
nominal range, either too high or too low, can indicate potential issues related to the component itself, other components in the loop, other components in the system, or the consumables applied.
Loop inner cleanliness and flushing – the A/C system must be clinically clean inside the loop to perform correctly. Refrigerants and lubricants work at high temperatures and pressures, and components with precise mechanisms (compressors and expansion devices) require cleanliness for optimal operation.
Electrical component check – the A/C system consists of input collecting and signal generating sensors for performance control or protection. So, inspect for malfunctions within the electricity system and electrically driven A/C components. However, a variety of troubleshooting approaches need be applied depending on the A/C system design and the given vehicle make and model.
Components replacement – even if some of the components in the system demonstrate an apparent malfunction, never skip thorough and methodical diagnostics, before their replacement. This will help to eliminate the
root causes of the AC system malfunction, thus performing the service effectively and saving the customer from further, unnecessary expense.
System leaks & tightness control – tight joints within the system are necessary to maintain the correct charge and its efficient operation. Besides lower system performance and refrigerant losses, leaks expose other system components and the A/C compressor to premature wear. So, leak detection is of the highest priority when undertaking any A/C service and repair.
System charge – pulling a vacuum is a crucial service procedure. If pulled correctly, it removes possible moisture from the system and reveals its tightness, preparing and facilitating the charge of the refrigerant into the system. Recommended time and pressure: 60 minutes - by ambient temp > 25°C / 77°F 90 minutes - by ambient temp < 25°C / 77°F 29.5 in.-Hg/-14,2 psi/ -0,98 bar or deeper
When charging the system, use only refrigerants and additives approved for automotive climate systems and strictly observe the vehicle manufacturer’s specifications for the refrigerant and lubricant type and quantity. In addition, before charging, determine the resting volume of the lubricant and additives in the system.
As this overview clearly demonstrates, the correct way to service the A/C system is
considerably more involved than simply regassing it! So, workshops with an appetite to make the most of the undoubted profit opportunities that A/C systems can generate need to understand the complexities, and the all-encompassing poster that Nissens has produced certainly helps.
In addition, however, Nissens recommends that workshops undertake regular A/C training to really unlock the profit potential of A/C repair and maintenance. So alongside its Genuine Nissens Quality replacement components and useful technical resources, it also provides comprehensive training modules to help technicians fully understand the subject and master the necessary skills.
How to recognise COUNTERFEITCOMPRESSORS
Denso is fighting against the counterfeiters by raising awareness of the issue and alerting garage owners about what they need to look out for to distinguish fake parts from genuine.
Counterfeit products are a problem in many industries, but when they are fitted to a car, the dangers they pose can be amplified, particularly when it comes to driver comfort features, such as the air conditioning system
Due to the central role that the air conditioning compressor plays, it is often described as the heart of the A/C system, which means it must operate correctly, and if it needs to be replaced, only a like-for-like unit is acceptable. However, how do technicians fitting a Denso compressor know that the part really is genuine, and not a counterfeit product, that will naturally not perform to the company’s high standards?
Responding to this important question, Denso is highlighting several of the features that technicians need to be aware of to ensure they are fitting a genuine replacement, which therefore is able to cope with the demands that will be made on it.
Using real world examples, the company stresses that although counterfeits might be supplied in traditional Denso blue boxes, that is where most of the similarities to the genuine products ended!
What to look out for
As one of the leading original equipment manufacturers, supplying vehicle assemblers globally, Denso’s products are naturally well engineered, but are also uniform in their fixings, for example. So, one of the most obvious signs that the component could be counterfeit, is a lack of consistency when it comes to the fixings used on the unit.
Using one example to make the case, the pictures in Figs.1&2 show how the genuine Denso compressor relies upon 8mm hexagonal flanged bolts for its assembly, whereas the counterfeit product uses a variety of different fixings – hexagonal and Allen bolts, neither with flanges.
Furthermore, Denso compressors also
usually use Torx bolts for securing the inlet and outlet caps used to protect the ports prefitment, but the counterfeit product here uses Allen bolts, as shown in Fig.3
Safety issues also come to light with further examination, as the Denso unit is fitted with a pressure relief valve in the discharge manifold, a feature completely missing from the counterfeit unit (Fig.4).
In addition, the ground and clutch wires on the genuine compressor are secured using another hexagonal bolt, whereas the counterfeit version continues its inconsistent use of fixings with a cross headed screw (Fig.5).
Check the labels
Labelling is another area that provides clues to the unit’s authenticity, an area that came under particular scrutiny with another counterfeit unit.
Things to look out for are the consistency of design, font size and appearance etc. –does the labelling match the layout and style of other Denso products? Also, check the application because in the example shown in Fig.6, part number DCP17026 is for Mercedes Benz, which is printed on the label on the box, whereas the counterfeit stated PSA, for the same part number. In addition, is the packing code (highlighted in blue) feasible?
Further inconsistencies appear on the label on the unit, again with the font used for the part number, but of particular importance, the required oil quantity is missing from the counterfeit unit.
Mounting bolts for the caps are usually silver coloured Torx bolts
Allen mounting bolts are used for the caps
Ground wire and clutch wire fixation
Ground wire and clutch wire fixation
Mounting bolts discharge manifold are always 8mm flange bolts
Allen mounting bolts are used for the discharge manifold
Always 8mm trough bolts with flange
13mm through bolts
Compare the units
Unfortunately, as workshops are often under pressure from their customers to complete work as quickly as possible, these telltale signs can be missed and sometimes only come to light when the unit fails and an unsuccessful warranty claim is made. So, the message from Denso when replacing one of its components is for
technicians to take just a few minutes to look over the unit and compare it with the original, before beginning the installation. As has been highlighted, and is again demonstrated by these final comparisons in Figs.7&8, some things will be obvious, but others less so.
In summary, time spent checking before installation is worthwhile as it could save time, aggravation and money later!
Original DL-Pulley
Imitation DL-Pulley?
What’s new IN THE WORKSHOP?
Product Spotlight
Proven engine wear protection with Cera Tec
One of the most important factors when it comes to ensuring a vehicle’s engine light doesn’t come on is engine wear. Luckily, this is something workshops can help their customers avoid by using oil additives such as Liqui Moly’s Cera Tec. Cera Tec is the optimum wear protection additive for physical and chemical protection. It is a suspension based on a micro-ceramic solid lubricant and active chemical agents in selected base oils. The highly effective wear protection additive:
■ Is self-mixing and can be used with all commercially available engine and gear oils, ensures optimum protection against increased friction, prevents expensive repairs and increases the service life of the major assemblies
■ Is highly stable both mechanically and thermally, which ensures excellent lubrication even under extreme conditions and increases the smooth running of the engine
■ Saves energy, reduces fuel consumption and therefore also emissions
■ Reacts directly with the metal surface and protects the engine for up to 50,000 kilometers
■ Is suitable for all vehicles (also with turbocharger, catalytic converter or particulate filter) and with a particle size of < 0.5 micrometers absolutely filtercompatible
■ Supports the running-in of new vehicles
■ Is also ideal for oil-lubricated transmissions, pumps and compressors
The surfaces of metallic components always have tiny irregularities or roughness. If they rub directly against each other, this can lead
to wear and damage in the long term. The chemical agent (“friction modifier”) smooths the surfaces without abrading them: The existing frictional energy results in a flowing, non-abrasive smoothing through the friction modifier. In addition, the ceramic particles with a graphite-like structure fill in the small unevenness in the metal and thus prevent the metal surfaces from rubbing directly against each other.
Tried and tested
When the vehicle is running, there is simultaneous rolling and sliding between the individual tooth flanks of the gears in the engine or transmission. Unfavourable operating conditions can cause the intermediate lubricating film of the oil, which normally protects the surfaces from wear, to fail. This leads to temporary localised welding and splitting of the flanks, so-called seizure, which damages the smooth surface of the tooth flanks. Possible consequences are poorer running smoothness up to complete failure of the gears and engine or to transmission damage.
The additive’s performance was confirmed through rigorous testing by an independent, renowned institute: Automobil-PrüftechnikLandau GmbH, or APL for short.
Six percent Cera Tec was added to the test oil at the test bench. With each test sequence, the weight and thus the force level on the sensitive gear wheels was increased. The aim of the experiment is to reach the damage force level. This level is reached when the sum of all damage caused to the teeth of the gears is more than 20 millimetres. The test is then ended.
The reference oil reached damage force level 4. The oil mixed with Cera Tec reached as far as level 9, i.e. more than twice as much. “Cera Tec significantly increases the performance reserve, which confirms the wear protection provided by the fine ceramic particles,” is how Dipl.-Ing. Peter Kunz, who supervised the test, summarizes the results. Kunz’s initial scepticism was blown away: “I was amazed at the test results. The product made everything, but really everything, better.”
The request for APL’s expertise was itself unusual. “Liqui Moly is the first company in the aftersales market that has been prepared to carry out voluntary tests,” says Kunz who is responsible for all lubricant and fuel tests.
What’s new IN THE WORKSHOP?
Products in Action
action
Silver Street Motors proves Ecobat
Battery’s test every battery message
Bearing in mind the demands that batteries are under, particularly in more modern vehicles, and that they remain the root cause of many roadside breakdowns, Ecobat Battery, the UK’s largest battery distributor, has long championed the ‘test every battery’ message to independent workshops, not only as a means of tackling the problems, but also as a profit opportunity for their businesses.
One such independent that has responded to this challenge is Silver Street Motors in Tiverton, an active customer with Motor Parts Direct (MPD), which in turn, is a valued customer of Ecobat Battery.
At the beginning of the year, proprietor Steve Webber, and MPD’s Tiverton area Business Development Manager, Terry Back met with Ecobat Battery’s Andy Waite to begin a trial to put the principle into action and prove that it was not only a valuable service to Steve’s customers, but also the sales generator it promised.
Workshop equipment
The trial involved the provision of an Ecobat Battery EBT780 battery tester and some eye catching Lucas branded point of sale material, which, in addition to display posters, included interior mirror hanging battery test results cards that allowed customers to see the health of their vehicle’s battery. In turn, Steve and his team committed to test the condition of the battery of each vehicle that entered the workshop, irrespective of whether it was booked in for a battery related issue or not.
Three months later, Terry and Andy visited Steve to find out how he’d got on and were delighted, and indeed vindicated in their beneficial predictions, to find that the principle had helped with both building
stronger customer relationships and growing battery sales.
“Although we never used to automatically test the condition of the battery when a vehicle came in, and I was initially a little sceptical that it would make much difference, I have to admit to it being a good idea,” Steve explained. “I guess like most workshops, I thought it was an unnecessary complication, but in practice the test takes only seconds and can be carried out while other work is being done, so it became an easy to adopt, hassle free step for the team to implement.
Customer evidence
“When it comes to the benefits, there is no doubt that by being able to demonstrate to our customers that we’ve tested the battery and then show them from the printout whether it’s good, starting to decline or bad, is really good. It doesn’t mean that everyone with a dodgy or bad readout automatically goes for a replacement, but enough do to show that the number of batteries we sell has increased a lot compared to the same period last year, which is great.”
Commenting on the results of the trial for Ecobat Battery, Andy said: “Although we’re not at the frontline like Steve is, we knew from our research that around 30 per cent of the vehicles that enter the independent workshop need either their batteries recharged or reconditioned, and around 10 per cent need a replacement. So, we were confident that by putting a battery testing regime in place, Steve would see an increase in sales. Nevertheless, it’s reassuring to see the practice lived up to the theory!”
Having such a close eye on the battery market also allows Ecobat Battery to provide workshops such as Silver Street
Motors, with information concerning market developments. For example, its sales data confirms the split between traditional SLI (starter, ignition and lights) and AGM/EFB batteries, which was 64 per cent/36 per cent at the end of 2024, is likely to be 50 per cent/50 per cent by next year.
Higher price, higher profits
“This kind of information is important because despite the fact that AGM/EFB batteries generally last 30 to 50 per cent longer than an SLI battery, any reduction in quantity of battery replacements is likely to be mitigated by their higher average price, so revenue should remain unchanged,” Andy continued. “However, it also endorses our test every battery message so that workshops, like Steve’s, can continue to maximise their ongoing profit opportunities!”
What’s new IN THE WORKSHOP?
Product News
New product search engine in the AS-PL catalogue
The new, advanced vehicle-based product search engine for AS-PL products significantly improves the process of finding the right parts from our offer –regardless of the type of vehicle.
This new functionality allows you to search for parts intended not only for passenger and commercial vehicles but also for motorcycles, agricultural machinery, boats, scooters, lawnmowers, or forklifts – all within one search engine. This eliminates the need to switch between vehicle categories, making the entire process more intuitive and efficient.
AI-powered
support
Another unique convenience is the new text search module powered by artificial intelligence. Simply enter basic vehicle information – for example, brand and engine power – and within milliseconds, you’ll receive accurate suggestions of matching products. This helps professionals in the industry save valuable time and focus on what matters most – customer service and efficient part selection.
FOR MORE INFORMATION
WWW.RDR.LINK/ABV029
TMD Friction introduces ‘Virtual Brake Sets’
TMD Friction has made it easier to find brake components for its aftermarket braking brands Textar and Pagid with the launch of its Virtual Brake Sets. Available in the product catalogue TecDoc as well as the Textar and Pagid Brakebooks, a Virtual Brake Set allows users to find all the parts necessary for a complete brake replacement in a single search. Instead of searching for individual components separately, the Virtual Brake Set provides a
comprehensive reference, listing all essential parts including brake pads, discs, and, where applicable, wear indicators.
FOR MORE INFORMATION
WWW.RDR.LINK/ABV030
LKQ and WD-40 give away thousands of samples before the end of July
WD-40 is giving away 25,000 cans of WD-40 Specialist Contact Cleaner product as part of its latest promotional campaign with LKQ Euro Car Parts.
LKQ Euro Car Parts customers who buy any vehicle batteries from one of its local centres will be given a 50ml sample can
of Specialist Contact Cleaner before the end of July. The promotion also includes a 10 per cent off the price of other WD-40 Specialist products Penetrant, Silicone and White Lithium Grease.
FOR MORE INFORMATION
WWW.RDR.LINK/ABV031
Hella brakes now available to UK aftermarket
Hella has officially launched its range of premium brakes into the UK aftermarket, marking a significant expansion for the brand after more than a decade of braking success across Europe. Developed to meet the demands of busy workshops, the braking lineup additionally includes
calipers, drums and shoes, master and wheel cylinders, and wear indicators, and is complemented by electronics such as brake-by-wire pedals and ABS sensors.
The brake pads are engineered to OE standards, using over 200 friction material components. Constructed with powdercoated steel backplates and high-shear adhesive, they feature application-specific chamfers and noise grooves to ensure quiet, consistent braking.
FOR MORE INFORMATION
WWW.RDR.LINK/ABV032
MESSAGE US YOUR PRODUCT RELEASES OR YOUR FAVOURITE PRODUCTS AT PMM@HAMERVILLE.CO.UK
DCT clutch kit
Borg & Beck, First Line’s clutch brand, is expanding its range with the launch of its first Dual Clutch Transmission (DCT) clutch kit.
The latest addition, HKDCT1000, caters to VAG applications with 7-speed, directshift gearboxes, with popular applications including Audi A1 Sportback 2018-, Seat Ibiza V 2017-, Skoda Fabia III 2014-, and VW Polo VI 2017-. The new part number, now available to order, marks the brand’s first step
into the DCT market. DCTs combine the performance of a manual transmission with the convenience of an automatic, using two clutches, providing improved fuel efficiency, quicker acceleration and smoother shifting in comparison to traditional automatic transmissions.
FOR MORE INFORMATION
WWW.RDR.LINK/ABV033
Battery sander range
Mirka UK is expanding its battery-powered tool range with the launch of the AROS-B 325 and 350 77mm random orbital sanders, developed to deliver convenience, mobility, and low-vibration solutions for a variety of small, targeted sanding applications in tight, hard-to-reach areas.
Applications include deburring tasks, ecoat/primer applications in industrial manufacturing (AOEM), post-paint repair, damp/wet sanding, and collision repair. Built on the proven AROP-B 12mm polisher platform, these new tools provide flexible and efficient
sanders compatible with the broader Mirka offering. Equipped with 5.0mm (350) and 2.5mm (325) orbits for both aggressive removal and fine finishing.
FOR MORE INFORMATION
WWW.RDR.LINK/ABV034
Ducati socket for rear axle removal
Motorcycle technicians working on Ducati models now have a precise tool for rear wheel axle nut removal with the new 36mm Bi-Hex Rear Wheel Impact
Socket from Laser Tools (part number 9039). Purpose-designed to tackle the rear wheel axle nut on Ducati bikes with twin-arm swing arms, this high-quality impact socket makes removal efficient, secure, and reliable.
Designed with a 12-point bi-hex profile to match the OEM axle nut (75011891AA), it’s a must-have
for workshops servicing popular Ducati models. Compatible bikes include the Monster 821 series.
Manufactured from tough chrome molybdenum steel (SCM440), the socket is built to handle the demands of workshop use while delivering precise engagement with minimal risk of damage.
FOR MORE INFORMATION
WWW.RDR.LINK/ABV035
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 63)
www.rdr.link/ABV100
Air Compressor ................................................(page 42) www.rdr.link/ABV101
Ben ....................................................................(page 54) www.rdr.link/ABV102
