Inside: WHAT YOU NEED TO KNOW WHEN DIAGNOSING AN EGR VALVE OE VS. AFTERMARKET SUSPENSION WHY CHOOSING A QUALITY BRAKE FLUID IS SO IMPORTANT
EDITOR’S PICKS
Hello and welcome to this month’s issue of PMM! You’ll notice from our front cover that beloved brand Swarfega has undergone a major facelift. Gone are the red tubs and green jelly and in are the... well, you’ll have to turn to page 62 to find out! In this month’s episode of the PMM Podcast we are debating the drivetrains of tomorrow – you know, EVs and all that jazz – and how we talk about them, turn to page 34 to read more about that. On page 30 we speak to Pico’s Steve Smith to find out more about the competition and campaign for automotive learners we are running together. Lastly, on page 26 you’ll find a very important article about the safety critical nature of brake fluid and why it’s important you use a reputable supplier. Enjoy the issue!
Will diagnostic troubleshooter Ben Johnson get to the bottom of the 330e’s coolant leak? Turn to page 13 to find out...
Editor KIERAN NEE
Digital Manager
KELLY NEWSTEAD
Group Manager
ROBERT GILHAM
Senior Account Manager
ALEX DILLEIGH
Magazine Designer
GEMMA WATSON
Group Production Manager
CAROL PADGETT
Production Assistant
CLAIRE SWENDELL
Distribution Manager
KARL CLARK
Subscriptions
PROFESSIONAL MOTOR MECHANIC is a business magazine for firms and individuals involved in all aspects of the motor trade. It is published eleven times a year and is available nationally FREE to the trade through leading motor factors. It is also available through the post at a cost of £30.
In a recent chat I had with the head of mobility for the UK at Bosch, Kevin Kelly, the number of ex-dealers that have made the transition away from the vehicle manufacturers and into the independent sector, finding a natural home in the Bosch Car Service network, was brought up. Although he didn’t have the exact figures to hand, Kelly estimated that at least 25 per cent of the network was made up of ex-dealers. He told me, “they recognise the need for a network, a mother brand, but they also recognise the need for all makes diagnostics, all makes training, all makes part support. It’s a real trend that we've seen in the last two or three years as dealer networks shrink.”
It was a surprise to the three journalists present (and you can read more of our chat in the news section) that so many ex-dealers were entering the independent aftermarket, as it was something that hadn’t yet been brought to our attention. Thinking about it now, however, it makes perfect sense. As Kelly himself mentioned, the dealer networks are stepping down, with Jaguar making a notable climbdown to just 20 outlets. Online sales, inflation, rising wages/rents/taxes, reduced numbers of cars rolling off production lines and an uncertain future for drivetrain technology (more of that inside) have combined to create the perfect storm which many dealerships can no longer weather.
However, one might also speculate (and it is with no hint of schadenfreude that I bring this up) whether years of abusing the customer’s trust has finally caught up with our shinier, better tailored cousins in the badge-affiliated side of the aftermarket. There is usually little love lost when a driver switches dealer, or buys online, or even just decides to hold onto their car for a little while longer.
Are dealers going independent with a glint in their eye or a heavy heart in their chest? Perhaps one can only trade for so long on the naivety of your client-base before your own guile gives way. Can you find redemption as an independent? Do you even have much say in the matter? Are you, reading this now, a newcomer to the world of freedom that is the independent aftermarket?
The IAM has a lot to shout about in its own right and the fact that so many ex-dealers are finding a new home here says a lot about the opportunities on offer. There is, however, much that can be learned from the professionalism of the main dealer. A dealership is designed to make the transition of cash from pocket to till as easy, rewarding and desirable as possible. If the average garage could master that art a little better, life for many would suddenly become a lot more rosy. After all, you can’t change the hand your dealt, but how you play it is what really counts.
KieranNee Editor
PMM NEWS
NEWSIN BRIEF
■ Impressionist, comedian and actor, Jon Culshaw has been revealed as the host of the IGA’S BRITISH INDEPENDENT GARAGE OF THE YEAR AWARDS this year.
■ GARAGE SOFTWARE COMPANY KLIPBOARD HAS ACQUIRED ELCOME, adding to its cloud-based solutions for the auto parts, auto servicing and tyre sectors, including parts catalogues, point of sale, payments, bookings, data and maintenance.
■ OILS FIRM THE WITHAM GROUP HAS LAUNCHED ITS NEW BRAND IDENTITY, reflecting the recently awarded new Royal Warrant of Appointment, as suppliers to His Majesty King Charles III. The new design features a bold, contemporary red ‘W’ incorporating subtle yet significant oil and paint droplets, symbolising the company's core business and representing movement and fluidity.
■ AUTOTECH TRAINING HAS ANNOUNCED A STRATEGIC PARTNERSHIP WITH TOPDON, which will see the nationwide rollout of IMI-accredited ADAS training.
■ THE ISLE-OF-MAN HAS RESISTED CALLS FOR THE INTRODUCTION OF AN MOT SCHEME, with infrastructure minister Michelle Haywood calling improvements to road safety via such a scheme “limited”.
Recruitment at the heart of the matter for new IAAF president
In a roundtable with a select group of journalists, recently appointed president of the IAAF and head of mobility aftermarket in the UK at Bosch, Kevin Kelly told PMM’s Kieran Nee that solving the aftermarket’s recruitment and retention issue was going to be his main focus during his tenure at the federation.
In a wide-ranging discussion between Bosch’s Kevin Kelly and journalists from PMM, CAT and Autotechnician, the former manufacturing apprentice made clear his intention to enact real change when it comes to the perennial bugbear of sluggish recruitment within the independent aftermarket.
When asked whether improving the skills crisis would be something he hopes to achieve as president of the IAAF, Kelly told the assembled journalists: “I want the headline for my presidency to be about training and the recruitment and retention of people in our industry.” He went further into detail, explaining that in his opinion “we don’t have a lack of training capability in our sector. It’s how we access that training (which is the issue). I think if we come out of the end of this and we've got parts manufacturers and motor factors all working together and saying they'll put their training on the IAAF platform, then we'll make it really easy for somebody who's in the industry to retrain and upskill and take on new ability and for people from outside the industry to come in.”
Kelly, who officially took over the presidential office in March, is taking on the role at a time when skills and the technicians of the future are top talking points within the industry, as highlighted in a recent episode of the PMM Podcast, Apprenticeships in Action. The Bosch head also discussed the upcoming Motorvate event taking place this month at Automechanika Birmingham at the NEC, 3rd-5th June, highlighting the lengths the initiative is going to, in cooperation with Bosch Car Service, to secure real job placements for new entrants into the industry: “On the day we don't just want to talk about what a fantastic industry this is –we actually want to offer jobs. We think there are going to be somewhere between 50 and 100 vacancies in a mixture of independents and OEMs.”
For more information from the IAAF WWW.RDR.LINK/ABU001
FOR UP-TO-DATE NEWS, SIGN UP FOR OUR WEEKLY E-NEWSLETTER. SIMPLY SCAN THE QR CODE
Automechanika’s Motorvate hosts forces charity Mission Community
Automechanika Birmingham has announced a partnership with the UKbased Armed Forces engagement initiative, Mission Automotive delivered by Mission Community, which will form a key part of Motorvate, the not-for-profit Automotive Careers, Skills and Recruitment feature taking place at Automechanika Birmingham at the NEC, Birmingham from 3rd–5th June 2025.
Mission Community is dedicated to helping service leavers transition into fulfilling civilian roles by connecting them with opportunities within the automotive industry. As part of its support for Motorvate, Mission Community will be bringing its message of opportunity, resilience and reintegration to the forefront of the event. This includes hosting a high-profile Armed Forces Covenant Signing Ceremony on the afternoon of Wednesday 4th June, where businesses from across the sector will come
together in a show of commitment to employing veterans and service leavers.
James Cameron, CEO of Mission Community, will also be speaking on the Ignite Arena stage to spotlight the value exforces talent brings to the automotive industry and to encourage more businesses to embrace this often-overlooked workforce.
Cameron said: “We are delighted to partner with Automechanika Birmingham for this fantastic Motorvate initiative. This significant milestone marks over five years of Mission Automotive, first launched in 2019 in partnership with the SMMT, reinforcing our commitment to supporting service leavers and the wider Armed Forces community into careers within the automotive sector.”
For more information from Mission Community
WWW.RDR.LINK/ABU004
19 %
Rise in GSF’s Q1 turnover year-on-year for 2025.
13 %
Of car owners would rather repair their car than replace it, even if the repair cost more than the replacement, according to Aviva.
1 IN
2
Drivers believe they would need to spend more time researching an EV purchase than a traditional car, according to Marketing Delivery.
69,313
The number of new battery electric vehicles registered in the UK in March, the highest to date, according to SMMT. This brings BEVs to a total 19.4 per cent market share, compared to 15.2 per cent in 2024.
News in pictures: The UK’s best-performing Castrol Service workshops have been recognised at the first-ever Castrol national conference, held at the Celtic Manor in Newport, Wales. The inaugural Castrol Service Forever Forward Awards put a spotlight on the achievements of independent workshops within the growing Castrol Service network. Oldfields Garage Services in Leominster was crowned “Garage of the Year”.
PMM NEWS
NEWSIN QUOTES
“ It’s alarming to see fresh evidence confirming SUVs are linked to more fatal crashes. No-one buying a car would want to put children at greater risk. We urgently need government to take action on carspreading. Councils could introduce fairer parking charges that reflect the size and weight of these vehicles, while government reviews taxes to address the real harm caused by supersized SUVs. That would provide more opportunity to invest in priorities like fixing potholes and better public transport.”
Oliver Lord, UK head of Clean Cities commenting on the recent news linking SUVs to increased fatalities.
“ People think the pandemic is behind us, but the effects are still very much alive in our industry and will be for some time to come yet. From disrupted MOT cycles to changing customer habits, garages need to understand what’s coming and adapt if they want to stay ahead.”
Cartopia CEO Nikki Cowan on the Blend Podcast, hosted by Mike Ruff.
NI 4-2-2 MOT proposal “a public safety risk” according to IGA
The Independent Garage Association has formally submitted its response to the DVA’s 2025 consultation regarding the proposed introduction of biennial MOT testing (4-2-2) in Northern Ireland.
The IGA strongly opposes the changes, citing serious concerns over road safety, environmental impact, and the adequacy of vehicle inspections under the new system.
The consultation proposes moving to a two-year cycle, which the IGA argues could lead to a significant increase in unroadworthy and unsafe vehicles remaining in use.
Jonathan Douglass, director of the IGA, said: “Reducing the frequency of MOT testing is not just a policy decision, it’s a public safety risk. Data clearly shows that tens of thousands of vehicles would avoid essential inspections each year under the proposed system. That includes high-mileage company vehicles and electric cars, which are typically failing their first MOTs at a higher rate. A biennial MOT system would fail to catch these safety-critical issues in time, putting lives at risk and undermining environmental goals.”
Don’t try this at home (unless you want to pay more later, that is!)
As the cost-of-living increases, mechanics are now warning of its latest phase –“bodgeflation” – where drivers attempt to fix problems themselves, only to end up making things worse.
Nearly two-thirds of mechanics (58 per cent) report seeing an increase in cars arriving at their workshops with badly done DIY repairs that need professional fixing, according to new research. Of these, almost a third (30.6 per cent) described the rise as significant.
Meanwhile, a driver survey revealed that more than one in five drivers (22.2 per cent) admitted to performing DIY repairs or maintenance on their vehicles in the past year specifically to save money. An additional 7.2 per cent said they would attempt repairs themselves if they had the skills.
With DIY car repairs on the rise, FixMyCar is urging drivers to be realistic about their abilities and consider the consequences. The company notes that simple tasks like checking tyre pressure, replacing bulbs and topping up fluids are perfectly suitable for home maintenance. They do however warn car owners that DIY jobs such as brake repairs,
engine diagnostics and extensive bodywork, should be left to qualified professionals, as bodged attempts can compromise vehicle safety and lead to the “bodgeflation” effect where costs eventually spiral.
Gordon Hamilton from Fife Autocentres, said: "There's been a real increase in people bringing in cars after their DIY fixes have gone wrong. People watching YouTube videos, doing half-jobs with cheap parts are left wondering why it’s gone pear-shaped.”
For more information from FixMyCar WWW.RDR.LINK/ABU005
Even simple tasks in the hands of the inexperienced can turn to disaster, just ask PMM editor Kieran!
by a sadist. One with a particularly wicked sense of humour. Imagine a suitcase packed tighter than Ryanair’s baggage allowance, crammed with hoses, pipes, three water pumps, and two cooling systems (high and low temperature). Now, add a coolant leak somewhere in that mess, and you’ll begin to understand the sheer misery of the job. And for what? A car with a paltry electric range of 20-25 km, assuming you’re feathering the throttle like a Victorian librarian. A car that takes an eternity to charge and comes with an ever-growing list of eye-wateringly expensive failure points. Yet, despite all this, people continue to buy them. I simply cannot fathom the logic behind something so needlessly complex that offers so little in return (Fig.2).
They’re not all bad, though
However, and this is where it gets complicated, they drive brilliantly. This 330e was an M Performance model, and the way it surges through the gears is enough to make you forget, momentarily, that it’s a rolling money pit. At first, this job seemed straightforward. A quick pressure test revealed a slow pressure drop, and with the help of my trusty borescope, I spotted a damp patch on the radiator. And where is the radiator? Hiding behind the colossal, liquid-
cooled air conditioning condenser. Naturally, the condenser had been obliterated by road debris, meaning it, too, was on borrowed time. So, front-end off. Radiator out. A/C condenser out. Sounds simple, right? Wrong. Removing the radiator requires an obscene number of parts to be removed first, all of which are attached to – yes, you guessed it – a plastic frame. With everything back in place, I pressure-tested the system again. No pressure drop. Job done. Except... not quite (Fig.3).
The joy of vacuum bleeding
The B48 has a very particular coolant bleeding procedure, one that involves vacuum filling the system. Armed with my vacuum bleeding tool, I attached the mandatory cone-shaped – or, let’s be honest, something akin to an adult industry deviceshaped – header tank fitting and connected the airline. Watching the hoses collapse like a deflating bouncy castle was oddly satisfying (Fig.4).
This radiator has seen better days
Another view of the plumber’s nightmare
Looking at the oil filter housing is enough - this does not scream longevity does it?
the aluminium water pump had been leaking under vacuum, but not pressure (Fig.8).
Oh, and guess what? Inside the pump was – you guessed it – another plastic flap.
But the pièce de résistance? The pump bearing had self-destructed, and the axle had started worm-screwing itself into the housing, gouging out the metal as it went –this, I had deduced, was the source of the grey matter that had plastered itself to various parts of the cooling system (Fig.9).
A failure, quietly happening beneath the surface, waiting to turn a minor coolant topup into a catastrophic engine failure.
I fitted a completely new pump and carrier assembly, bled the system again, and this time, it held a perfect vacuum. I couldn’t wait to throw this piece of crap back together and boot it out of the workshop. Lovely to drive? Yes. But a masterclass in over-engineered, fragile complexity? Absolutely.
The B48 is a fantastic engine – on paper. It’s got power, efficiency, and smoothness.
But thanks to the bean counters, it’s been let down by a relentless onslaught of plastic garbage, turning a potentially great engine into a ticking time bomb of brittle parts.
And to think, back in the ‘90s, I used to mock Rovers. But compared to the junk being churned out today, Rovers were bloody bulletproof.
If there’s one valuable lesson I’ve learned from this debacle, it’s this, when, not if, another B48 rolls into the workshop with the dreaded “I’m topping up 100ml of coolant a week” complaint, I’ll be taking a different approach:
■ Visual inspection.
■ Pressure test.
■ If nothing obvious –straight to the water pump.
If that still doesn’t reveal the leak, then as a last resort, I will dump the entire coolant and vac test it, because as this nightmare has proven, that’s the only reliable way to uncover what can be, let’s be honest, a very, very stubborn leak.
BMW, you really made a bad call on this engine.
A very bad call.
Clearly leaking from yet more plastic on the water pump. Is this the progress?
A view of the pump separated from the housing
When replacing a timing chain it is vital that all the components of the timing chain are replaced without any exception, failure to replace certain components can lead to serious consequences in engine operation. The febi timing chain kit 102040 for this engine has all the necessary parts for the repair. The kit includes upper and lower chains, chain guides, tensioners and sprockets for the fuel injection pump and camshafts and also the oil nozzle for the lower chain.
This kit corresponds to the latest technical developments necessary to prevent the chain from breaking again. It has an upgraded version of the chain guides and superior quality chains treated with a TRITAN coating. This coating improves friction properties to reduce wear and optimises engine fuel consumption.
The cylinder head was prepared for reassembly with a new camshaft support, camshaft and new rocker arms (febi 30132).
Note: the tightening of the bracket bolts must not exceed 20Nm and it is important to ensure that the camshaft bearings are lubricated before installation. The cylinder head was then reassembled and fitted to the engine block, using new bolts (febi 39805).
Then the timing of the camshafts and crankshaft was checked, this is essential for correct engine operation. The camshaft pinions have timing marks, which must be placed opposite each other parallel to the cylinder head (Fig.3). The crankshaft is fixed by means of a pin in the flywheel, which is removed, febi recommends that it be temporarily reassembled to check the locking.
First, the lower chain was installed with the new fuel injection pump sprocket and then the chain guides attached with their respective bolts. The hydraulic tensioner was installed ensuring all contact surfaces with the engine block were clean before assembly. The lower chain and oil pump sprocket was installed, noting the direction of assembly.
The upper chain was installed from the injection pump sprocket to the sprocket of the intake camshaft. The upper chain guide can then be assembled, applying thread lock to the threads to ensure that they will not loosen during operation.
Once all the chains had been installed, the locking pin was removed from the hydraulic tensioner to the lower chain.
With all chains in place and the flywheel locked in position, the alignment was checked of the AAC markings on the cylinder head. As everything was correct, the camshaft sprocket was tightened with the three retaining bolts. If the alignment is not correct it can be corrected by turning the exhaust camshaft with a 32 mm spanner. Then check the fuel injection pump sprocket for the correct tightness.
The assembly of the febi 102040 timing chain kit was complete, the engine was turned over by hand for several revolutions to check that the engine was turning freely (Fig.4). The timing chain housing was reassembled with its new seal and the new crankshaft seal.
Once the valve timing had been reassembled, all other parts were reassembled before refitting the engine back into the engine compartment. With the engine refitted, the oil filter was replaced and the engine was filled with the correct grade of oil. Regular engine oil and filter changes are vital for the long operation of all engine components, especially the timing chain as it relies on constant lubrication.
With the engine installed and the cooling system filled with fresh coolant, the engine was started and checked for leaks and correct operation. The vehicle was road tested to check its performance, so that it could give many more miles of driving pleasure.
KNOW YOUR PARTS
Remanufactured automatic transmissions
AISIN is bringing its OE expertise to remanufactured automatic transmissions, introducing the product line to the aftermarket for the first time.
Responding to the growing demand for repairs to the latest generation of automatic transmissions, AISIN Europe is now offering a unique remanufacturing solution, backed by a two-year warranty. Combining reliability withcompetitive pricing and commitment to the circular economy, this alternative solution is designed to meet the needs of vehicle repair professionals and motorists.
The number of vehicles fitted with 8G automatic transmissions is growing all the time. But repairing these complex transmission systems demands substantial expertise and special tools. Vehicle repair professionals are struggling to keep up with demand for this service. “We get a lot of questions about technical specifications and possible fixes following unsuccessful repairs to F-Series and G-Series transmissions”, explains Renaud de Meyer, Aftermarket AT Transmission Specialist at AISIN. “Our competitors have tried to meet this need using reverse engineering, or simply trial and error...”. A high-risk gamble, according to Renaud. “We have highly detailed knowledge of these transmissions. They can be very sensitive... to the point where any mistake can prove fatal”, he warns.
Remanufacturing on an original production line
“There is no viable or high-quality solution for repairing out-of-warranty automatic transmissions”, continues Renaud de Meyer. This reality is what prompted AISIN Europe to bring forward a revolutionary alternative solution: industrial-quality reconditioning of transmissions on a remanufacturing line. “Our remanufacturing process returns transmissions to their original specification using original parts in strict compliance with original manufacturer procedures”, he explains.
As soon as a transmission unit arrives at the Mons plant in Belgium, a rigorous traceability process begins. Each stage is documented to ensure that the process guarantees faultless quality. After a thorough initial check, the transmission unit is cleaned by shot blasting, if necessary: this technique uses stainless steel balls propelled at high velocity to remove any impurities. Each technician then has responsibility for completely dismantling a cleaned unit. The 1,000 or so gearbox components are then cleaned before being individually inspected. “Strict quality criteria are applied to determine whether a part can be reused or must be replaced”, says Renaud de Meyer. New and remanufactured parts are then assembled with extreme precision in accordance with strict specifications validated by AISIN engineers in Japan and the original manufacturer.
Industrial resources and original parts
The multi-testing phase marks the final stage in the remanufacturing process. These tests are exceptionally demanding and exceed market standards. Each gearbox is subject to comprehensive bench testing that examines not only the shifting sequence through the
gears, but also every aspect of operation.
“This level of precision is unattainable in the aftermarket but ensures that there have been no assembly errors and guarantees a level of quality identical to that of a transmission manufactured in Japan”, emphasises Renaud de Meyer. A final visual check is made immediately before the transmission is packaged for shipping. Only then is it ready to be delivered to its end customer.
Behind the scenes, every stage of the remanufacturing process demands the right industrial resources - “which we have” - and original parts - “which we also have”. “We’re the only ones to have 100 per cent access to original parts”, says Renaud de Meyer.
“We’re therefore the only company in Europe with the ability to supply a product of this quality, which is guaranteed to deliver equivalent or superior performance to the original transmission”.
Offering OEM technical expertise to the aftermarket
In practice, vehicle repair professionals have two options: they can either ship their used automatic transmission in exchange for a previously remanufactured unit already in stock on the AISIN platform, or have their own gearbox remanufactured. All AISIN transmissions are accepted for this service, and AISIN is interested in forging new partnerships.
In addition to a catalogue expanded to include more automatic transmissions, AISIN Europe also plans to extend its range of services to offer technical training, diagnostic support and technical assistance. Its ultimate aim is to give vehicle repair professionals the opportunity to benefit directly from its many years of expertise and experience. “We’re proud to be able to offer the aftermarket what we’ve been offering OEMs for more than 20 years”, concludes Renaud de Meyer.
FOR MORE INFORMATION ON AISIN simply scan the QR code
THE MONS PLANT
PMM were lucky enough to be invited recently to check out the remanufacturing facilities in Mons themselves.
The AISIN plant in Mons, Belgium, was opened in 1997 as a specialist automatic transmission remanufacturing facility. Ideally located close to the ship canal that provides direct links to the ports of Rotterdam, Antwerp and Zeebrugge, it serves the many automotive production plants – Audi, Stellantis, Toyota and Volvo – within a radius of around 100 kilometres.
Initially dedicated to automatic transmission remanufacturing for Toyota, the AISIN plant in Mons has gradually extended its skills to serve other manufacturers, and especially Stellantis, VW and BMW. The equipment manufacturer now covers the full extent of the European market for AISIN (formerly AW) automatic transmissions. Mons is the only industrial facility in Europe with the ability to comprehensively recondition transmissions on a dedicated original equipment production line. The ultimate goal of the process is to deliver a level of functionality equivalent or superior to that of a brand-new transmission. Every year, 10,000 remanufactured transmissions leave the equipment manufacturer's Belgian plant.
HOW TO Calibrate air suspension
Delphi has supplied this step-by-step guide on calibrating air suspension courtesy of its Masters of Motion hub for independent garage technicians.
Air suspension brings many benefits for drivers and passengers including the reduction of noise, vibration and discomfort. However, like many in-vehicle systems calibration is needed from time to time, particularly when a part is replaced. This guide takes you through the steps needed to calibrate the air suspension on a BMW X5. Some air suspension systems feature air springs front and rear, or have a combination of coil springs and air springs.
Calibration is required following an air spring or height sensor replacement. Some vehicles will only require a static height calibration which can be completed in the workshop. Others will need a static calibration in the workshop and a dynamic calibration performed whilst the vehicle is being driven on the road. This guide sees Phil Mitchell, european workshop solutions manager at Delphi, talk us through the process at Delphi’s in-house training workshop in Warwick.
WATCH!
STEP Fill the bellows
To ensure the air system is refilled after completing a replacement job on an air spring or height sensor, technicians must run a ‘filling the bellows’ ‘diagnostic function in the ‘electronic height control’ module using the Delphi BlueTech VCI diagnostic tool.
STEP
Navigate to ‘height level adjustment’
Technicians can watch Phil completing the air suspension calibration and other videos by scanning the QR code below
In the ‘body control’ module, go to ‘adaptations and calibrations’ and run the ‘height level adjustment’ function. Delphi’s diagnostic software outlines the necessary test conditions needed to successfully complete the process. Technicians should follow the manufacturer's instructions, ensuring that the vehicle is on level ground, the steering wheel is straight, and the tyre pressure is correct. The vehicle's load must remain constant during calibration – any movement will disrupt the calibration.
STEP
Calibrate air suspension
With battery support connected to the vehicle, confirm that the final checks have been made and that the vehicle is ready before performing the calibration.
BEST PRACTICE
The
importance of using quality brake fluid
PMM hears from the VLS and Morris Lubricants about the critical role of brake fluid in the braking system and why product quality could make a life-changing difference.
Brake fluid is a vital component in the braking system, which is widely regarded as the close second most important vehicle system after steering. Put simply, the VLS says, if your brake fluid fails, your brakes won’t work, putting your life and the lives of other road users at risk.
In the braking system, pressure is applied by the driver to the brake pedal. This pressure is then transmitted through a hydraulic system to the brake pads to slow the vehicle.
Like other lubricants, brake fluids are highly engineered chemical products made using a blend of base fluids and additives. Products are usually classified by the US Department of Transportation (DOT) standard, with DOT 3, DOT 4 or DOT 5.1 being the most common classifications.
To claim these specifications, products must meet a variety of chemical and physical tests to ensure they will perform correctly in the vehicle. Braking systems should be considered as highly engineered, sensitive hydraulic units that rely on quality fluids retaining pressure in the system. Use of products not meeting their stated specification could compromise operation.
“With margins under pressure, manufacturers may look to optimise formulation cost and make products cheaper. But this can put performance and ultimately safety at risk,” comments Alan Outhwaite, chair of the Verification of Lubricant Specifications Technical Review Panel.
“One way of making brake fluid cheaper is to raise the product's viscosity. The practical effect is that at low temperatures, brakes will be slower to respond than expected, ABS systems will not work as effectively and stopping distances will increase. Those few additional seconds or metres that drivers aren’t expecting could make the difference between avoiding a collision and being involved in one.
“One way of making brake fluid cheaper is to raise the product's viscosity. The practical effect is that at low temperatures, brakes will be slower to respond than expected, ABS systems will not work as effectively and stopping distances will increase.”
“Making brake fluids from cheaper base fluids or using improper additive packages can cause early corrosion of the braking system, impact seal integrity or even gas creation, which could cause the braking system to lock or fail. Corrosion byproducts can block valves; such contamination can affect rubber seals, causing them to leak, tear or shrink. Sudden failure of the braking system, where a seal tears, could be catastrophic.
“There is also an increasing focus on lubricity. Modern braking systems have so many fast-moving parts and small orifices. Any compromise in lubricity risks the failure of expensive componentry such as ESP systems, ABS pumps, cylinders, etc. During ABS braking, pressure rises and falls in the braking system, triggering sensors and pumps. Those pressure changes are transmitted through the brake fluid, which needs to function effectively to relay those critical safety messages.”
Industry experts warn against choosing safety-critical components based on price.
“It can be very hard to tell if a brake fluid is of poorer quality,” continues Alan. “There are no visual or aroma differences. But the devil is in the chemical details. Products must meet the specifications they claim and be able to perform effectively, even under extreme pressure or in extreme temperature conditions. Cheaper products might seem like a short-term saving, but they could be putting customer safety at risk. As the saying goes, if a product looks too good to be true, it probably is.
Choose trusted, established brands and companies that have a long track record of compliant products in the marketplace. Always follow the recommended brake fluid replacement intervals to ensure optimum braking performance. Check products for ISO standards, IATF approval or membership of trade bodies and organisations. You can also use the VLS website to check for any recent investigations into brake fluids.”
Morris Lubricants’ technology manager Adrian Hill: “Performance must always trump price”
“Brake fluid can be viewed as a highly sophisticated hydraulic fluid that has to comply with severe physical and chemical performance limits. The fluid has to operate across a wide range of temperatures and still deliver reliable and consistent performance. At low temperatures, it is essential that the brake system responds to the slightest touch of the brake pedal. If the fluid is too viscous (thick), there will be a lag in the application of brake pads.
“If emergency braking is required at speed, then this is a critical deficiency that may lead to a collision or worse. Industry tests ensure compliance down to -40°C.
“On the other end of the spectrum, when a brake is applied, frictional heat can quicky escalate the temperature of the fluid. Brake fluid should be supplied free of water, as its presence will reduce the boiling point. Boiling fluid creates compressible bubbles that lead to vapour lock and ineffective braking. Industry standards define this high temperature requirement as outlined in specifications such as DOT 4 and DOT 4 ESP, for example. Again, the safety implications of this are obvious.
“Another important performance requirement of a correctly formulated brake fluid is seal compatibility. If the seal material in the braking system is affected by the chemical composition of the fluid, seals can be compromised or fail, resulting in poor performance or complete failure of the braking system. Again, the consequences are obvious.
“Brake fluid is a very carefully formulated product that has a critical job to do. There cannot be any compromises. Performance must always trump price.
“Quality brake fluid should ideally be sourced from reputable retailers or known suppliers to the automotive trade. They will stock and supply brands that comply fully with any specifications carried on the labelling. Furthermore, should the end user need more information, they should be able to supply this and, if necessary, put the customer in contact with the manufacturer. Reputable manufacturers should have a contact telephone number or e-mail address on their packaging for direct contact.
“Choice of brake fluid and supplier should never be taken lightly.”
COMMON FAULTS
Four alternator issues
Autoelectro reveals how technicians can avoid common alternator problems.
Communication faults, clutch pulley failures and a lack of software updates are among the most common reasons for modern alternators to fail on vehicles, according to rotating electrics remanufacturer Autoelectro.
After dedicating almost 40 years to the automotive aftermarket, remanufacturing starter motors and alternators, Autoelectro is well-placed to share specific technical insights that should assist both motor factors and technicians. Each of the following four part numbers come with a part-specific advisory warning notice included in the
packaging. These notices are designed to help technicians address the root causes of vehicle issues, reducing the risk of starter motor or alternator failures – and minimising returns.
These insights are only deliverable because of the experience and knowledge of Autoelectro’s engineers and technicians, all of whom disassemble old cores and inspect returned returns.
Autolectro’s Harnek Bhogal said: “If our experts notice a common theme or issue on the old cores, we work backwards and put these part-specific technical warning notices with our units to try to make sure the same fault doesn't happen to the units we supply.”
The note packed into this alternator’s packaging advises that the part must be fitted with an AGM battery as it is an iStARS (integrated StarterAlternator Reversible System) alternator. Whilst these vehicles are fitted with a traditional starter motor for cold starts, this iStARS alternator replaces the conventional alternator and starter motor to provide the combined function of the two components for more efficient driving experience.
Autoelectro is currently offering a genuine OE 48V MHEV Belted Starter Generator (BSG). It is connected to the vehicle via a five-pin plug. The first piece of technical advice Autoelectro offers, before even touching the BSG, is to make sure the vehicle software is up-to-date. If the firmware on the vehicle is not consistent with the BSG’s ECU signal, it can cause communication and charging issues.
AEC1777:
Ford Fiesta, Mazda 2 1.4 models (2003-)
A three-pin ECU-controlled alternator – often referred to as Ford Smart Charge –this is supplied with a warning notice advising that there could be a 3.5A discharge fault. If the battery fitted to the vehicle is a standard lead type battery and not the recommended sliver calcium, then the alternator will not function correctly.
The old cores are often returned because of clutch pulley failure. Consequently, this part number is supplied with an advisory notice that a replacement belt should be fitted and the guide pulley removed. This will reduce the pressure and torque on the clutch pulley. FOR MORE INFORMATION ON
TROUBLESHOOTER
Why was the 2020 Škoda Karoq 1.0 TSI experiencing vibration at
higher speeds?
A diagnosis was required for a 2020 Škoda Karoq 1.0 TSI after the vehicle’s owner brought an unusual problem to the workshop. Thankfully, ALLDATA Repair was able to come to the workshop’s aid.
The problem:
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.
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What does Autodata recommend?
Rather than guess, wasting time and frustrating the customer in the process, the technician turned to ALLDATA Repair. 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 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 ALLDATA, diagnosing the issue would have taken longer and could have led to costly repairs.
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Is it better to repair rather than replace?
When you think about the cost of misdiagnosis, costs soon escalate. If I think of vibration examples, and how quickly components are replaced. For some reason, it always seems to go: “Well, we've changed wheels and tyres, so we'll now throw a differential in there”. So £45k has been spent and that still hasn't cured it. “So it must be the transmission” and you’re getting to £8-10k by now. And you think, my word, how have we got to here without taking a measurement?
You need to test not guess!
Tell us about the PicoScope
With the PicoScope 7, ease of use is one of the driving factors. We have guided tests in there. If it's the first time you've used a Picoscope and you want to measure a particular sensor, just click on the guided test and it will take you there.
The complex bit is when you start combining channels and then adding different events to your diagnosis, maybe just having the right timeframe, try not to capture everything in a split second, but capture more data and then zoom in on it. Give yourself time. You've got to be pretty slick to set your PicoScope up to capture the precise time of what happens.
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-
Why is the Rising Talent campaign so important for Pico?
I'm really passionate about this. The Rising Talent Award is just looking for anyone out there who's showing initiative, who's keen, interested in challenging approaches, diagnostic approaches, just someone who really stands out. And we've all met these people haven't we along the way. You may have had someone join you for six weeks because they want either an experience or as they're moving on through and you just think, you know what,
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!
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!
that guy, that girl, they're going to go on to big things – they’ve just got something. That’s the people we’re looking for!
Tell us what the winner of the competition will receive. Well, the winner will win the kit that I always recommend to anybody when they're thinking about buying a scope and don’t know where to start. It's the four channel standard kit. It's got great coverage. You can do so much with that kit. And the accessories in there really do get you up and running: Current clamps and ignition etc.
And then some training as well. So however we feel the winner would benefit and the winner would have the chance to share that with us as well. Maybe they've used PicoScope a lot or they may have not used it at all. So we can pitch some training to them at Pico HQ in St Neots to help them get on their way with that kit. We can also run the training remotely or travel somewhere, so please don’t be put off if you’re up in Scotland – your location won’t come into the judging process!
What to expect at Automechanika Birmingham?
This year sees another jampacked schedule of talks and panel discussions across the hubs, this includes the Workshop Hub, sponsored by Delphi and in association with Autotechnican magazine, which offers a full agenda of technical seminars addressing the advancements and challenges facing the service, repair and maintenance sector. Topics here include calibration, diagnostics and repair, customer service and communication, product quality and technological innovations. Key speakers on the Workshop Hub include James Dillon from Technical Topics, David Roberts from The Race Group, Arron Littlewood of Castrol, Mark Bristow, ISN Europe and Jay Wheatley, Absolutely Automotive.
The Aftermarket Hub, sponsored by eBay, is home to a series of insightful discussions on the latest trends and advice to help professionals futureproof their businesses. Seminars here will cover training and retaining top talent delivered from Amy Blick at exhilHRate, Matt Cleevely of Cleevely EV & Motors will discuss EV training and repairs and Mark Field, Chief Executive of the IAAF will be talking about the Federation’s Right to Repair campaign and the importance of bringing the entire supply chain together to raise standards and change
We
perceptions of the trade – plus David Leighton and Ben Smith of Auto3iii will be raising awareness of tyre safety, and James Dillon will be discussing the impact of AI and automation to stay ahead in the ever-evolving market.
Experience the future of mobility at the Innovation4Mobility Hub. in partnership with the SMMT. Covering a whole host of topics including new technology, electrification and battery supply chain, logistics, autonomous mobility and sustainability and net zero. Here show attendees can connect with start-ups, industry leaders, and visionaries driving innovation, such as Arthur Jury and Félicité Jarrosson from TotalEnergies, Max Nagle from SER Group and Sam Coleman of Stringo AB.
Taking place from 3-5th June 2025 at the NEC Birmingham, Automechanika Birmingham is the ultimate destination for independent garages, Auto and MOT
“Showgoers can expect more than 550+ leading exhibitors from over 25 countries.”
Centres, fast fitters, mobile repairers, technicians, workshops and automotive professionals.
With over 50 product launches, exclusive deals and giveaways, garages and workshops visiting this must-attend event can also experience the VIP treatment with free parking, coffee and breakfast.
Showgoers can expect more than 550+ leading exhibitors from over 25 countries including Alliance Automotive Group/NAPA, Autotech Group, Autel, BM Catalysts, Bosch, Brembo, Castrol and The Race Group, Comma, DEWALT Automotive, Draper Tools, ISN Europe, Launch Tech UK, Liqui Moly, LKQ Euro Car Parts/Emotive, MAHLE Aftermarket, MANN-FILTER, Niterra UK, PPG, Ring / Osram, Sealey, Snap On, TMD Friction and ZF, all showcasing their latest products, technology and advice.
Joanne Knowles, event director at Automechanika Birmingham, commented: “Our speaker line-up is the most comprehensive yet, with training and advice on all areas affecting automotive businesses. The talks and hubs will offer something for everybody with a view to continuing to drive standards forward in the motor trade.”
argue that the best thing you can do for the environment is to not drive at all, or if you must drive, keep the same car you’ve currently got and look after it. Manufacturing, after all, accounts for quite a large proportion of a car’s lifetime emissions.
For a glimpse into the murkier side of what often appears to be a black and white issue, let’s go through a very potted history of Tesla in the UK. For a long time, owning a Tesla was a badge of middleclass liberal pride. Owners wanted to do something to help save the planet and they had enough cash to let people know about it. Over time, CEOs started trading in their BMWs for Teslas and other EV manufacturers took over the lower tiers of the market. As EVs grew in popularity, the Government put its full backing into them from a regulatory standpoint, triggering a backlash from a section of
drivers who felt this to be an overstep in Governmental duty. Then, the formerly unthinkable happened (well, unthinkable to anyone who actually thought Elon Musk cared about anything other than making money), Elon Musk threw in his lot with Donald Trump, signalling a big shift to the right, putting him at odds with his traditional fanbase of handwringers (not the CEOs though, they didn’t mind). In what must be a unique turn of circumstances, the manufacturer once reviled by right-wingers and beloved by liberals releases the Cyber Truck, a design monstrosity which for reasons far beyond any normally associated with cars, is now beloved by the right, despised by the left...
What’s your car got to do with the price of fish?
How, I wonder, did our choice of car become a reflection of how we vote? And not even our
choice of car manufacturer, but our choice of car model. I’m not naïve enough to suggest that a car is simply a mode of transport. A wise woman once told me when I took this job that cars are all more or less the same, what changes is what image of yourself you want to project to the world. Until recently the considerations came down to how Germanic your car’s name was, how well your car would handle the aerodynamics of sitting in traffic, and how plush was the leather on the steering wheel. What didn’t figure that much was whether your car was diesel or petrol or even its level of emissions.
In this month’s episode of the Professional Motor Mechanic podcast I am speaking to Tom Denton, an EV-proponent and to fellow colleagues in the world of the trade press, Stuart Woolley from GarageWire and John Shepherd from Aftermarket, about what gets people so hot under the collar in this debate, how we can move forward and whether things are even starting to change for the better already. It promises to be a lively discussion about an issue which is still very much live.
TO LISTEN TO ALL OF THE EPISODES SO FAR ON THE PLATFORM OF YOUR CHOICE, SIMPLY SCAN THE QR CODE
Out and about
The ambassador will see you now...
In preparation for Autopromotec, we were welcomed into the Italian embassy in London for a talk by CEO Renzo Servadei. Molto interessante!
Meeting the mechanics of tomorrow
PMM went along with automotive business guru Mike Smallbone to talk to East Surrey College, where Mike spoke to the students about what it means to run a successful repair business and what effect choosing quality parts has.
Ready for some G force?
News and products editor Freya Coleman was back in the hot seat for PMM recently – literally, it seems. She visited the Masters of Motoring event for PMM and went for a spin in a Ferrari going over 140mph. That makes a change from her new life as editor on Commercial Vehicle Workshop, where the most excitement comes from one lorry driving at 61mph overtaking another driving at 60mph!
Getting the reman experience
As mentioned on page 22, we were in Belgium recently to visit Aisin’s state of the art remanufacturing facility.
Out and About withPMM
From factory tours to conferences, check out how the PMM team has been keeping itself busy recently.
It’s a hard life...
The best and brightest were celebrated at the IMI awards earlier this year and PMM’s Kieran McNee was there to witness it... close enough!
This month’s FEATURES...
STEERING & SUSPENSION
41 Bilstein outlines how it’s supporting independent garages
43 Potholes vs Suspension: it’s an ongoing battle which Comline is arguing workshops need to be on top of
44 Arnott asks you to think about the differences between OE and aftermarket parts when it comes to suspension
DIAGNOSTICS & ENGINE MANAGEMENT
47 A1 ADAS’ Iain Molloy makes the case for remote diagnostics
49 Visit the PMM YouTube channel to watch a video on Elta EGR valves and the best practice available on replacing them
50 Snap-On investigates a Mazda 6 false alarm issue
OILS, LUBRICANTS & ADDITIVES
53 Take a deeper look at Castrol’s new Magnatec range
54 Comma Oil
57 JLM outlines GPF’s role in fighting emissions
Next month…
In next month’s issue of PMM we are highlighting Tyres, Wheels & Alignment, Tools & Equipment and A/C & Thermal Management.
Supporting the INDEPENDENTS
Bilstein expands on what goes into its “Engineered for Excellence” tagline.
Accelerated technological progress and changing consumer demands are both a challenge and an opportunity for car manufacturers. Bilstein, as a longstanding partner of vehicle manufacturers, takes this into consideration when designing and manufacturing its products. After all, the brand stands for outstanding OE expertise, which is equally reflected in the aftermarket. Premium quality, extensive testing and durability are what the German firm claim are the foundation of its technology.
With the new “Engineered for Excellence” campaign, Bilstein is sending out a clear signal for outstanding engineering expertise. The focus is on the wealth of technical detail in the shock absorbers and suspension systems, which is reflected in the design and visual presentation of the products. “Our new campaign makes it clear that we are committed to the highest
standards in suspension technology”, explains Fabian Okon, head of marketing. “Our partners in the aftermarket can rely on us because OE quality remains our standard.”
The products are characterised by their quality and reliability, which enables workshops to offer their customers the best option for their vehicles. But the suspension company aims to go one step further. With the Bilstein Academy, the company offers a comprehensive support and training programme for automotive professionals.
Range of content
The academy is divided into two strong areas: Education & Training and Technical Support. In the area of training, Bilstein organises free in-house training courses for workshops and offers numerous online courses that are available 24/7. The content ranges from shock absorber production to installation in the areas of series production, tuning and motorsport.
The academy’s technical support is available to workshops and dealers at all times. Workshop professionals can contact the team by email or by phone, even if the vehicle is on the lift and information is needed quickly.
Bilstein takes a holistic approach to its partnership with workshops and therefore supports them not only with high-quality products and training, but also in the area of communication and with advertising materials. As part of the “Engineered for Excellence” campaign, it is targeting its communication specifically at workshops and is ensuring a clear and direct approach on all relevant channels. The focus is on knowledge transfer and technical expertise. Workshops benefit from free training courses that offer deeper insights into the technologies and added value of the products.
With this campaign, Bilstein is not only making a clear visual statement, but also strengthening direct communication with its partners – for more transparency, expertise and even closer collaboration. By providing communication and advertising material, workshops are being encouraged to advise their customers even better and convince them of the quality of the products. This holistic support shows that Bilstein understands the needs of workshops and supports them in all areas of their work.
A BUMPY ROAD ahead
Comline is arguing that the ongoing pothole “crisis” is highlighting the urgent need for robust steering and suspension systems.
Comline, a leading British distributor of suspension systems, has welcomed the government’s pledge to help fix Britain’s potholes, but is warning that the stark reality of the situation emphasises the need for quality steering and suspension components.
Potholes on Britain’s roads have been a long-standing annoyance for motorists, and while the government’s latest pledge of an additional £8.3 billion to fix local roads is welcome news, the reality remains that Britain’s roads are in dire need of repair.
The statistics don’t make good reading; on average, drivers encounter six potholes per mile, putting immense strain on vehicles’ steering and suspension systems. These systems and the intricate components within them are tested every time a pothole is absorbed and navigated. As roads deteriorate, they contribute to premature wear, misalignment and, potentially, dangerous failures.
According to Kwik-Fit’s annual Pothole Impact Tracker report, the average repair bill for pothole-related problems rose to £120 last year, with costs exceeding £300 for 660,000 car owners. Overall, it costs British motorists an estimated £1.48 billion annually to fix pothole-related issues – 27 per cent of those repairs are steering and suspension.
Worryingly, continued Kwik-Fit, was that in almost half of cases (45 per cent), the damage caused was not obvious; one-in-five (19 per cent) only learned of the damage after it was taken to a workshop.
Furthermore, with the number of vehicles equipped with advanced driver assistance systems (ADAS) increasing, recalibrations –caused by potholes – are further denting motorists’ pockets. The Institute of the Motor Industry’s 2023 forecast claims that 44 per cent of vehicles will have level 2 autonomy by 2030.
Quality matters
Plainly, for motor factors and independent workshops, providing their customers with durable and reliable steering and suspension components is a must, given the current road conditions.
Choosing components purely based on price is counter-intuitive, particularly if those parts prove to be inferior. Poor quality steering and suspension parts will be found out quickly; ironically, thanks to the current conditions of our roads. Untimely failures and repeated repairs are only going to frustrate the motorist – probably more than the original pothole itself! – and likely those in the supply chain too.
Choosing a reputable supplier is essential. Comline Group, for example, has built a strong reputation for producing components that deliver both performance and durability. Its steering and suspension range is rigorously tested to endure the demanding conditions of Britain’s roads, providing an OE-quality solution motorists can rely on.
The range includes rack ends, stabiliser links, suspension arms and bushes, tie rod ends, and top strut mounts. Each component is manufactured in leading European facilities, subjected to strict quality controls, and is backed by a three-year warranty.
Take the initiative
Comline product director, Nick Weir, said that while the government’s funding boost is a “step in the right direction”, fixing our potholes won’t be solved overnight so garages alike need to work together to keep motorists safe. He reported: “Regular vehicle checks, proactive suspension inspections and recommending quality components can help drivers avoid unexpected breakdowns and costly repairs.
“For independent technicians, now is the time to emphasise the value of high-quality parts. With potholes likely to be around for considerable time yet, fitting robust and dependable parts isn’t just good practice –it’s essential.”
OE vs. Aftermarket Suspension Parts
Arnott Suspension is arguing that when it comes to suspension, you need to choose wisely.
Not all parts are created with the same research, standards, and quality when it comes to suspension. Vehicle owners and mechanics have three primary options when replacing suspension components:
■ Original Equipment (OE) parts
■ Premium aftermarket parts like Arnott
■ Low-quality or counterfeit parts
Which option delivers the right value? Let’s break it down by performance, durability and cost-efficiency.
OE suspension parts: OE parts are designed and manufactured by the original vehicle manufacturer or suppliers. These parts are built to precise specifications and undergo rigorous testing to ensure they meet performance and safety standards. However, due to branding and dealership markups, OE parts often come with high costs.
Low-quality aftermarket parts: While OE parts are reliable and designed to meet initial vehicle requirements, real-world usage over time can expose issues that were not apparent during development. Once in production, manufacturers rarely optimise these parts, leaving potential weaknesses or limitations unaddressed.
Low-quality or counterfeit suspension suppliers often replicate OE designs but use inferior materials, lack proper quality control, and skip essential testing steps or certification. By purely copying OE parts, these components also inherit the same potential weaknesses.
The imitation of OE designs can make low-quality parts harder to spot. However, there are several red flags to watch for, such as poor-quality rubber, missing or incorrect serial numbers, lack of certification, unauthorised sellers, unusually low prices, no brand background information, poor reviews, or inconsistencies in packaging or labelling. Purchasing low-quality aftermarket
suspension parts isn’t just a financial gamble, it poses a serious risk to drivers, customers, and your business. Some of the risks include:
■ Premature failure: Leaving vehicles stranded in the best case and creating serious safety hazards when a part fails whilst driving.
■ Poor ride quality: Resulting in discomfort, instability, and unpredictable handling.
■ Increased wear on other components: Leading to a chain reaction of costly repairs and higher long-term expenses.
■ Legal and liability risks: No customer support plus potential damage to your business reputation.
Premium aftermarket parts: Arnott offers a smarter approach with premium aftermarket solutions that not only match but often exceed the performance of OE parts, all while being more competitively priced. With a catalogue of over 800 high-quality suspension products covering nearly 600 vehicle models across 40+ brands, Arnott offers the most comprehensive suspension solutions on the market, covering more than 90 per cent of air-equipped vehicles.
Our engineers analyse OE designs indepth, identifying failure points and opportunities for improvement. Using advanced 3D mechanical design software and high-end 3D printing, we create prototypes that undergo rigorous real-world testing on company-owned vehicles. Every component is put through thousands of test miles to ensure unmatched quality and durability.
Once a part passes every test and meets our high standards, we manufacture it using premium materials – including aircraft-grade aluminium, heavy-duty crimping rings, improved seals, premium-brand rubber air sleeves, and polyurethane bump stops. Arnott’s quality and production processes are TÜV and ISO certified, ensuring superior performance and reliability.
OE AIR SPRING
OPTIMIZED ARNOTT AIR SPRING
Let’s take a look at some examples of Arnott’s optimised OE designs.
Arnott’s (A-2724) redesigned rear air spring for MercedesBenz E-Class (W211/S211) and Mercedes-Benz CLS-Class (C219)
Eliminates the OE reservoir: Arnott’s innovative design eliminates the OE air reservoir by integrating its functionality within the air spring itself. In the OE design, replacing a faulty air spring requires disassembling and lowering the entire subframe to loosen the reservoir bolts – a time-consuming and labour-intensive process. With Arnott’s solution, this complex disassembly is no longer necessary, saving mechanics up to seven hours of labour. Stronger, more reliable lower mount: The OE air spring’s eye mount is delicate and requires precise alignment with the rear axle using special tools. If not installed correctly, the mount can tear off during operation. Arnott addresses this with a solid metal lower mount that is much stronger and incorporates the correct installation angle into the design. This guarantees easy, error-free installation and helps prevent costly failures.
BEST PRACTICE
EGR Valves
Recently Ed Cockill from Uckfield Motor Services spoke about best practice when it comes to troubleshooting EGR valve problems and the benefits of choosing a reputable supplier, such as Elta.
When it comes to a faulty EGR valve, most of the time there's an engine management light on there, running issues, things like that. You've got to get as much information as you can from the customer about what is going on. We send out a questionnaire beforehand and they have to fill that out before the car even comes in.
Next thing is normally you plug it in, pull the full codes off of it. Most of the time, like with VAG ones, we see a lot of the P0401 codes, and because we change lots of those in the 1.6 diesels, we kind of know what that is. But sometimes the codes are a bit ambiguous and they don't give you the full story. So we'd have to go in a little bit further than that. And the way we do that is by training and researching and looking into things.
It’s really important that you get a good diagnosis on the EGR valve. There are lots of other items on the vehicle that can cause said codes to come on and flag an EGR valve. And we've all been there where you've
bolt an EGR valve onto it and it doesn't sort the problem, or the problem reoccurs a month down the line, two months down the line and then you've got an unhappy customer. Some of these bills to replace EGR valves are quite expensive, so it's worth doing a good diagnosis.
Holistic approach
WATCH!
To watch the full video, use the QR code below.
Next thing I would do is obviously check the state of the rest of the engine. You might have multiple fault codes on there like injectors, air mass, stuff like that. And that could also cause problems for the EGR valve. Also, check the service history, because if the car hasn't been serviced, it's probably going to be clogged up with carbon, which can also block up an EGR valve eventually. So make sure everything's good on the engine, on the engine management, before you bolt the EGR valve on it. And that's why a diagnosis is vitally
important. Because if not, you'd be taking the EGR valve back and sending it back, even though that's probably not the problem in the first place.
Elta have over 365 different EGR valves which apply to about 10,000 different vehicles. So they’ve got a full range of EGR valves and lots of other parts as well. So you should be able to cover most bases with Elta. It's a really good thing also to check that the fitting of them is bang on. It's really important that you use new gaskets while doing them, using the correct torque settings when you're doing them up, because if you don't do these pipes up correctly or line them up correctly, they'll leak air, which may not show up straight away. It may take a full duty cycle of 100, 200 miles on the vehicle to show up. And then once again, you're going to have a very angry customer when their engine management light comes on in a week or two.
TROUBLESHOOTER
Why was the Mazda 6 exhibiting a false alarm fault?
Snap-on presents a problem affecting a Mazda 6 very close to home.
When it comes to faultfinding, a methodical approach supported by the right diagnostic platform can make all the difference. In this case study, one of Snap-on’s Diagnostic Technicians takes us through a real-world diagnosis of an intermittent alarm fault on his own 2007 Mazda 6, using the Snap-on ZEUS+ diagnostic tool and fast-track intelligent diagnostics.
What was the problem?
The vehicle’s alarm had been randomly activating – often during the early hours. While this had been temporarily managed by locking the car manually (which did not arm the alarm), the issue came to a head one morning when it went off at 4.30am, waking the neighbours. With the pressure on to resolve the issue, a full diagnosis was underway.
Before we begin diagnosing this particular vehicle, let’s take a look at modern alarm systems. Alarm systems might seem complex, but the principles behind them are relatively straightforward. On modern vehicles, the body control module monitors various inputs, including door, boot and bonnet switches, and sometimes interior sensors. If any of these circuits unexpectedly change while the vehicle is locked, the BCM interprets this as unauthorised access and activates the siren.
It’s also possible for the alarm to be triggered by internal faults –for example, a discharged alarm siren battery or communication loss.
Step one: Full system code scan
The first step was a full system scan using the Snap-on ZEUS+ diagnostic tool, designed to quickly access and scan all modules across both OEM-specific and OBD-II protocols.
The absence of any stored fault codes suggested that the system genuinely believed a physical intrusion had occurred. This pointed toward one of the monitored switches falsely reporting an open state.
No ‘alarm trigger’ data available
Some vehicles provide alarm trigger logs, showing the most recent input that activated the alarm. Unfortunately, on this Mazda 6, no such data was available.
Next, live data from the BCM was reviewed. Using the ZEUS+ tool’s intuitive interface, the technician accessed a list of status inputs for all doors, boot, and bonnet.
Upon physically closing the bonnet, the corresponding PID still showed ‘open’. This inconsistency pointed towards a malfunction in the bonnet switch or its wiring.
Inspecting the bonnet switch and circuit
The bonnet switch is integrated into the latch mechanism and uses a microswitch to signal open/closed status. When closed, the switch grounds a bias voltage supplied by the BCM.
Live data from the BCM indicates all doors and the boot are closed –but the bonnet is incorrectly reported as open.
Even when manually engaging the microswitch with the bonnet open, the live data did not change – remaining stuck on ‘open’. This suggested the switch was no longer functioning correctly.
Confirming circuit integrity
To rule out wiring issues, the technician used a bridging tool (a split pin) at the switch connector. This action successfully grounded the circuit, and the live data immediately changed to show the bonnet as closed.
Microswitch inspection and cleaning
With the latch assembly removed, the microswitch was examined in more detail. There was no visible damage, but internal contamination was suspected. Electrical contact cleaner was applied, and the switch was manually cycled numerous times. The latch assembly removed for switch access. Contact cleaner applied to restore proper function.
After reassembly, the live data showed correct and consistent switch states for both open and closed positions. The vehicle was monitored with live data logging for an extended period, confirming stability.
Fault fixed
The vehicle was locked using the remote and left parked for several days. No further alarm triggers occurred. The fault was traced to a single, inexpensive component – without replacing any unnecessary parts.
This case study demonstrates the power of pairing a logical diagnostic approach with the right tools. Even in the absence of fault codes, the Snap-on ZEUS+ and Fast-Track Intelligent Diagnostics provided all the visibility and functionality required to trace the issue methodically and accurately.
“While it's always satisfying to solve a tricky fault, it’s even more rewarding when it’s your own car – and you can keep the neighbours happy too!”
The bonnet catch includes a microswitch responsible for signalling the BCM.
Final live data showing bonnet switch reporting as ‘closed’
Post-cleaning, the bonnet switch reliably reports its status in live data.
Live data confirms successful grounding –proving wiring is intact and fault lies within the switch.
Using a bridging tool to simulate switch closure at the connector.
C’est MAGNA-fique!
Let’s take a deeper dive into Castrol’s latest range of engine oils for the automotive aftermarket – the Magnatec range.
To ensure independent garages and mechanics continue to have access to the best products, Castrol has released several new lubricants as part of its Magnatec range to meet the evolving demands of the market and the increasingly varied vehicle parc.
The most recent of these is Castrol Magnatec 5W-30 P, an advanced engine oil specially formulated to meet Stellantis’ new FPW9.55535/03 5W-30 engine oil specification, suitable for a large proportion of Peugeot, Citroën and DS vehicles currently on the road. The new product is also compatible with a select number of Vauxhall, Fiat, Toyota and Mitsubishi vehicles.
This new product has been formulated to meet leading industry standards and match the handbook specification of many Stellantis cars, SUVs, pick-ups and hybrids, delivering non-stop protection from every engine start. Castrol Magnatec 5W-30 P is
designed for engines such as EB2 GEN 2, and is also compatible with EB2 Turbo GEN 1 and GEN 2, DV5R, and DW12RU engines.
Another cutting-edge product for mechanics is Castrol Magnatec 0W-20 GSX/DSX, a low-viscosity lubricant specially formulated to deliver high standards of wear protection for engines fitted to a wide range of Stellantis group vehicles. This advanced formulation is compatible with Euro 6 petrol and diesel engines in popular models like the Fiat 500X, Jeep Renegade, and Alfa Romeo Stelvio.
Wear protection
Castrol analysis shows that 75 per cent of engine wear happens at the start of a journey and continues when cars accelerate, slow down and idle in city driving. Castrol Magnatec provides an advanced solution, offering 50 per cent better engine wear protection for critical components. It clings like a magnet to the engine’s vital components – such as the valvetrain, timing chain, pistons and bearings – to safeguard them from damage and wear.
The advanced formulation creates a protective barrier at metal contact points, reducing abrasive wear, managing piston deposits to minimise cylinder liner wear, and protecting engine bearings from corrosive damage. It also helps to maintain timing chain tension and engine synchronicity by minimising chain damage and elongation. This oil will provide mechanics and drivers with cutting-edge solutions for engine protection, enabling vehicles to perform at their peak under demanding driving conditions.
“Castrol analysis shows that 75 per cent of engine wear happens at the start of a journey and continues when cars accelerate, slow down and idle in city driving.”
The Castrol Magnatec family of engine oils is already used by millions of mechanics around the world, with these new formulations reflecting Castrol’s commitment to innovation and to ensuring maximum coverage of the vehicle parc. By continuing to innovate across the Magnatec range, Castrol equips mechanics with the tools to deliver superior service and reliability. Coupled with streamlined support and a commitment to research and innovation, Castrol continues to drive progress in the oil and lubricant market with products that protect engines, empower mechanics and satisfy customers.
‘OIL’ about fuel types
Understanding the various types of fuel, the oil functions, and how lubrication additives work is essential for drivers to optimise their vehicle's performance.
Petrol: Its fuel is derived from petroleum. It powers various vehicles and machinery globally, but on the other hand, it generates lots of pollution. It comes in different octane ratings denoted by the labels on pumps, affecting combustion and performance. While SUVs and sports cars benefit from higher octane fuel, most vehicles operate fine on regular gasoline.
Diesel: It’s also petroleum-based but refined differently. It powers industrial and off-road vehicles, offering better fuel efficiency than gasoline. Diesel engines, utilise compression to ignite the diesel fuel. The resulting combustion propels the engine's piston, powering the machinery. This innovation facilitated the development of compact engines suitable for smaller vehicles.
Biofuels: This type of fuel is derived from biomass –animal and plant matter –is a sustainable alternative to traditional fossil fuels like diesel. Currently, two primary types of biofuels dominate the market –ethanol, and biodiesel –with emerging varieties like hydrocarbon or “drop-in” fuels on the horizon. Despite being under the umbrella of biofuels, each type undergoes distinct synthesis processes.
Wynn’s gives its advice on different fuel types and how to improve engine performance with oils and additives.
Ethanol: It’s an alcohol fuel, that primarily originates from plant starches and sugars such as corn or sugarcane. Ongoing research explores deriving ethanol from cellulose and hemicellulose, the fibrous, non-edible parts of plants. Typically produced through fermentation, microorganisms break down plant sugars to yield ethanol. Ethanol finds extensive use as a blend with gasoline, significantly reducing emissions, with over 98 per cent of US gas containing it.
Biodiesel: It’s another biofuel variant, is a non-toxic, biodegradable fuel crafted by combining alcohol (often ethanol) with vegetable oils or animal fats. New and used substances, including old restaurant grease, can be converted into biodiesel. Usually blended with standard diesel, the common blend ratio is B20 –20 per cent biodiesel and 80 per cent petroleum diesel.
Hydrocarbon fuels: While traditionally derived from petroleum, it can also be produced from biomass using diverse methods. These fuels resemble petroleum fuels, enabling seamless interchangeability without requiring new engines or machinery. Referred to as drop-in fuels due to their compatibility with existing infrastructure, they offer a promising pathway toward sustainable energy solutions.
Car oil function
Engine oil’s primary function is to lubricate the engine and extract heat from the components to reduce wear. The oil absorbs contamination such as by-products of combustion, unburnt fuel, and moisture. In absorbing these elements, they are held in suspension until removed from the engine at an oil change.
Lubrication additives
Advances in technology and different types of fuel, as we saw, led to changes in engine oils. Driving styles, extended drain intervals, and smaller capacity sumps all contribute to the build-up of contamination. Over time and use the oil becomes acidic and the additives in the oil deplete. The oil can no longer absorb the elements, and this will cause the oil to thicken, reducing flow to moving parts, inability to effectively extract heat, and eventually causing wear to the engine.
Tribology is the science and technology of interacting surfaces in motion. In an engine, we see three conditions:
Dry friction is where there is little lubrication, and the surfaces can touch (on start-up)
Boundary lubrication is the slight separation of components by the oil but the rough peaks still touch (normally present at low speeds and during the warm-up period).
Hydrodynamic lubrication occurs when there is a complete separation of the rotating components, and they are fully protected by a film of oil (viscosity and velocity of the oil and the engine dependent).
Cleaning the crankcase during a service will remove deposits, tar, and lacquer from the oil
system, allowing the new oil to stick to the internal moving parts and provide adequate protection to the engine. Cleaning the material surfaces of the engine will allow the new oil to provide a full lubricating film. Removing deposits will allow the new oil not to be compromised by the remaining oil and provide better protection during the service period.
Adding oil system treatments such as Wynn’s hydraulic valve lifter concentrate or
Wynn’s super charge, Wynn’s oil system cleaner will assist the engine oil and aim to offer greater protection to the engine to improve its performance. These solutions are recommended for all petrol and diesel engines of vehicles and stationary equipment with high oil consumption, low oil pressure, and low compression.
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ADDITIVE ACTION
Are gasoline particulate filters, GPFs for short, the unsung hero in the fight against emissions? JLM Lubricants UK’s Mike Schlup argues that they are.
the costly problems associated with diesel cars when the DPF becomes clogged. With diesel engine cars hitting the headlines big time, the replacement cost of a DPF – usually running into several hundreds – has not escaped scrutiny. There remains little widely available and impartial information for the motorist on how to reduce the risk of a clogged DPF.
Taking the cue from diesel technology
When developing the GPF, the remit was simple enough – significantly reduce the fine particle emissions from the exhaust by up to 95 per cent. Of course, the engineers had a blueprint of sorts to work from with the DPF. But unlike diesel cars fitted with a DPF, the GPF does not carry a significant risk of clogging and little maintenance is required given it should last for the lifetime of the car. Unlike the DPF, the GPF removes rather than reduces toxic pollutants. Because petrol engines heat up more quickly than their diesel counterparts and run hotter, more of the collected soot in the filter burns off.
The GPF is a nifty piece of kit, capturing soot particles through the exhaust which when heated allows it to operate optimally. And whilst it can lead to a slight drop in power, this is barely noticeable in use. Unlike the DPF, it works effectively without needing a regeneration cycle to clear fine particles. The filtered and removed particles include carbon monoxide particles, hydrocarbons and oxides. These are all removed permanently – even on short trips and where the driving pattern leans to stop
start, about town.
Everyone is a winner with a GPF fitted petrol engine car. The inventors of this kit took their inspiration from the DPF and adapted it to petrol cars so that the carbon footprint could be vastly improved and the environment protected. But, unlike the DPF, the maintenance is minimal and its impact barely noticeable when driving. Granted the sound may be slightly muffled but only those with sharp hearing looking out for it, will notice this.
Which all begs the question, what could possibly go wrong with the GPF and assuming that some form of maintenance is required, albeit at a much lower level than the DPF, can additives support this ingenious device? And, what is the workshop take on additives that clean the GPF?
“It’s all about protecting the GPF and extending its service life,” says Mike Schlup from JLM Lubricants UK. “So, we are talking about maintenance rather than repair and effectively eradicating the potential for problems in the future - for a nominal cost. Can additives help? The answer is undoubtedly yes and here, the professional motor mechanic holds the keys. There are undoubtedly many additives on the market that will reduce the production of soot and carbon particles, thereby extending the GPF service life, but the JLM Lubricants GPF cleaner was formulated for use in the workshop, on all vehicles fitted with a GPF. It was also the world’s first GPF cleaning additive, developed for technicians to use as part of their service package. And it was tested by technicians in the workshop. So, the active ingredients are to workshop standard making it ideal for those vehicles that are used predominantly for short distance journeys, where the pressure is greater on the GPF due to higher soot loads.”
“The GPF does not carry a significant risk of clogging and little maintenance is required given it should last for the lifetime of the car.”
How does it work?
The JLM GPF Cleaner optimises the combustion of excess soot particles in the GPF and cleans the injectors and combustion chamber to prevent quick new build up of excess soot particles. The unique combination of a clean fuel system, clean combustion with lower emissions and catalysed particles will clean up and assist in keeping the GPF, the catalytic converter, the exhaust gas recirculation system as well as the turbo compressor and its variable geometry vanes, clean from deposits.
“As with all premium additives, there’s real potential for the professional technician to build an additional income stream, not only by adding the cost of the additive to the servicing bill, but also to sell to customers for use in between workshop visits. The JLM GPF Cleaner is added to the fuel tank before filling. The motorist is encouraged to use it every three months and so keep the GPF in excellent condition,” says Mike.
“The independent professional technician sits at the heart of JLM Lubricants,” continues Mike. “Every product that has been designed and developed by the team at JLM
Lubricants is then road tested by technicians before its worldwide debut. Kalimex, our family business has been supplying JLM products for over a decade in the UK. Since COVID we have seen the brand go from strength to strength with workshops, especially the independent workshop where customer service ranks as highly as technician expertise. I encourage any workshop owner yet to try these additives, whether workshop based or mobile, to contact me or any member of our team and discuss a starter pack of the JLM hero bestselling products. Simply tell us if you are electric, diesel, petrol or all-round specialists and we’ll recommend the best JLM products on a trial basis. Today’s savvy technician acknowledges the pivotal role that additives play in servicing, problem solving and maintenance. The motorist is increasingly looking to their garage to recommend premium additives that can keep their vehicles working well in between scheduled and unscheduled workshop visits. For the technician, the opportunity to upsell and build new income streams has never been more valuable and indeed more appealing.”
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Suspension play tester
Worn suspension and steering components can lead to poor handling, uneven tyre wear, and even dangerous driving conditions. Diagnosing these issues early is crucial for vehicle safety and performance. The new Laser Tools Suspension Play Tester (part number 9174) is designed to make this process easier and more efficient, helping technicians quickly pinpoint excessive movement in ball joints, track rods, wheel bearings, and top strut mounts. This tool simply clamps onto the vehicle wheel, allowing the user to apply leverage and detect play in critical suspension components. By simulating
real-world driving forces, it provides an accurate assessment of wear –something that a simple visual inspection cannot always reveal. Designed for use with the vehicle on the floor (thus loaded suspension components), or on a wheelfree ramp.
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What’s new IN THE WORKSHOP?
Your favourite hand cleaner is getting an upgrade!
It’s fair to say that Swarfega has a place far closer to mechanics’ hearts than would normally be expected of a hand cleaner. But the satisfyingly green jelly has been making short work of greasy hands for years (since 1947 in fact) and can surely be found by sinks, in drawers and on shelves in most garages up and down the country.
Now, Swarfega Original is getting an upgrade – and you’re going to want to know about it.
For generations, Swarfega Original has been the secret weapon for tradespeople. Battling grease, grime and the worst muck imaginable, it’s helped the hard-working tradespeople of the UK scrub up after the toughest shifts to leave a green legacy on sink edges up and down the country. But the time has come for a changing of the guard. That’s right – Swarfega Original, the jar of green jelly that rings when it’s tapped and
has that distinctive citrus smell, is officially hanging up its gloves.
But fear not: this isn’t goodbye, it’s just the start of the next chapter.
The Swarfega brand is still very much here. The same guts, the same grit from the brand that’s returned hands back to sandwich-handling ready since 1947.
Because even legends need a bit of a spruceup now and then, a new Swarfega range is being launched to carry on the legacy with unbeatable power and protection.
Built for hands that keep the world working
Swarfega is known as the brand for hardworking hands. It’s seen everything –through the oil and the grit. Now, this cultclassic brand is getting a fresh new look with Swarfega Orange stepping into the limelight – all without compromising on the power and quality that has become
Because even legends need a bit of a spruce-up now and then, a new Swarfega range is being launched to carry on the legacy with unbeatable power and protection.
associated with the Swarfega brand.
The Swarfega brand isn’t just a hand cleaner – it’s a full-scale skin defence system. Protecting, cleaning and restoring for hardworking hands. The new line up is simple, effective and built around a clear three-step process:
■ Barrier creams – prepping hands for action.
■ Heavy-duty cleansers and wipes – to tackle dirt, fast.
■ Moisturisers – helping hands bounce back and be ready for tomorrow.
The refreshed design brings a cleaner packaging that utilises pump bottles instead of tubs, bold colour codes, on-the-go and dispenser options that cut mess, boost hygiene and help protect hardworking skin. It’s everything you need, nothing you don’t. The new 1 litre and 5 litre Orange and Extreme products are available now, with more skin products coming in 2026.
WANT TO KNOW MORE? FOR MORE INFORMATION ON THE UPDATED SWARFEGA RANGE WWW.RDR.LINK/ABU030
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Software update for TPMS diagnostic tools
TPMS tool manufacturers regularly release software updates throughout the year to allow for software changes, new sensor technologies, and vehicle model introductions.
The newest generation of TPMS sensors need the latest generation TPMS Tool software, and keeping your TPMS tool software up to date helps ensure faster, more successful TPMS services with fewer errors.
ATEQ have released their second quarterly update for 2025 for both Hamaton and ATEQ TPMS diagnostic tool software, with updated aftermarket sensor coverage updates for Hamaton EU-Pro Hybrid Lite, Hybrid 1.5, Hybrid 3.5, and Hybrid NFC sensors.
You can find a full breakdown of all of the newcontent, sensor coverage and vehicle models by visiting the dedicated ‘Tool Updates’ page on the Hamaton website.
To get the best from your TPMS diagnostic tools, it is highly recommended you update them via your WebVT software
by connecting it to a PC with the USB cable provided. If you have not got WebVT, you can download this from both the Hamaton and ATEQ websites.
You can also learn how to update your Hamaton or ATEQ TPMS tool in just a few simple steps by watching the ‘How to’ video on the website or YouTube channel. If you require any further help installing WebVT or updating your TPMS diagnostic tool, the step-by-step WebVT installation guide is downloadable from the website.
WANT TO KNOW MORE? FOR MORE INFORMATION ON THE UPDATE WWW.RDR.LINK/ABU031
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Work gloves
Showa has announced the launch of its latest glove line, MFT PRO. Built with a recently developed microfibre liner, the new gloves address the vital issue of worker comfort and wearability as they allow moisture and sweat to evaporate quickly to prevent irritation and chafing.
The MFT PRO series includes four new general-purpose gloves, the MFT PRO 264, 344, 374, and 381. All incorporate the microfibre liner but are available with various coating types – Natural Rubber, PU Flat Nitrile, and Microporous Nitrile – for different applications.
The product solutions work by combining SHOWA’s new microfibre technology with other high quality breathable materials to ensure that sweat does not build up during demanding tasks, delivering both comfort
and exceptional performance. Featuring four-way stretch for maximum flexibility, SHOWA’s MFT PRO hand protection solutions have fast-drying technology for all-day comfort and an interchangeable breathable design with ventilated sections for optimal airflow. With sustainability at the forefront of its design the MFT PRO products are machine washable and reusable. This durability not only extends their lifespan but also contributes to significant cost savings over time.
The incorporation of MFT PRO technology into its general-purpose gloves marks a continuation of SHOWA’s legacy of innovation, which includes pioneering the first PVC glove, the first disposable nitrile glove, and the first biodegradable single-use glove.
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New tool catalogue
Sealey has released its latest Tool Catalogue, featuring an extensive range of over 12,750 products. Designed to be the ultimate resource for workshops and garages, this edition introduces more than 1,500 brand-new items. This latest edition includes a selection of new products, carefully designed to enhance efficiency, convenience, and performance:
■ 40V SV20 series: The latest additions to the SV20 Series deliver superior comfort, control, and power. With a lightweight composite design and dual battery functionality, these tools offer exceptional performance. Each kit includes two 4Ah batteries and a dual charger for maximum efficiency and extended runtime.
■ Storage solutions: Stay organised with the versatile AP201 Mobile Workstation, featuring a removable top tray that doubles as a tool creeper. With magnetic collection trays, dedicated tool storage, and slots for screwdrivers and sockets, this solution keeps everything at your fingertips.
Multimeter
The Laser Tools Automotive Multimeter (part number 9078), is a versatile, highprecision diagnostic tool designed for automotive and electrical testing in both professional workshops and home environments. With a wide range of measurement functions, including DC/AC voltage and current, resistance, capacitance, frequency, duty cycle, dwell angle, tacho RPM, temperature measurement, diode testing, and continuity, this compact
multimeter is an essential tool for any technician or DIY enthusiast. The userfriendly design features an easy-to-read digital display with backlight, data-hold function for convenient reference, continuity buzzer and a low-battery indicator to prevent unexpected power loss. The integral stand flips down for hands-free use.
FOR MORE INFORMATION ON THIS TOOL WWW.RDR.LINK/ABU034
■ Vehicle service: The CTI140 Tyre Inflator is a must-have for vehicle owners, offering fast inflation alongside a built-in power bank and integrated lighting. Compact and versatile, it is an essential tool for roadside emergencies.
■ Jacking and lifting: Personalise your equipment with the customisable 2Tonne Trolley Jacks, available in black (2000CB) or white (2000CW). Each jack comes with six interchangeable graphic sets, combining functionality with style.
TO REQUEST A FREE COPY OF THE CATALOGUE
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Here is a useful summary of all the adverts that appear in this issue of Professional Motor Mechanic. Each is listed with its page number and a direct URL that will get you straight to the relevant online information
