Professional Motor Mechanic November 19

PROFESSIONAL

NOVEMBER 2019

MOTOR

F R T E R E A

T T O H E

D E

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

THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

MOT MATTERS Connected equipment, DBS checks...what’s next for MOT?

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

Contents Regulars 7-9

NEWS & VIEWS

11-15

TROUBLESHOOTING

18

CLUTCH CLINIC

21

BELT FOCUS

25-26

TECH TIPS

31-40

BUSINESS & TRAINING

43-48

SPECIAL REPORTS

91-93

COMPETITIONS

94

GIVEAWAYS

95

WHAT’S NEW?

VOLUME 20 ISSUE 10 NOVEMBER 2019

Features

51-57 DIAGNOSTICS & ENGINE MANAGEMENT

Editor’s Picks 32

THE FIGHT GOES ON Neil Pattemore revisits the issue of OBD access, revealing that the fight for it is far from over

40

FRIEND OR FOE?

61-68 MOT

The Garage Inspector weighs up the pros and cons of online service providers

57

79-89 MECHANEX SANDOWN PREVIEW

SITTING IN ON TROUBLESHOOTING 101 PMM takes part in Steve Scott’s latest diagnostic training course

71-76 STEERING & SUSPENSION Total Average Net Distribution 60,820 1st July 2018 – 30th June 2019

PMM NOVEMBER 2019 3

VIEWPOINT

Editor

Drawing parallels

DANIEL ARON Assistant Editor BEN LAZARUS Digital Manager KELLY NEWSTEAD Group Advertisement Manager ROBERT GILHAM Advertisement Manager ALEX DILLEIGH Magazine Designer GEMMA WATSON Group Manager OLIVER SHANNON Group Production Manager CAROL PADGETT Production Assistant CLAIRE PICTON Distribution Manager KARL CLARK Publisher BRYAN SHANNON Subscriptions

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

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

T

his month, I would like to bring to the table a topic that is causing a great deal of consternation in the garage industry at the moment. And that is the topic of online service providers, third-party booking platforms, or whatever you happen to call them. These websites have the potential to disrupt the aftermarket in a big way, but before we immediately attack this new ‘invader’ – an all-too-common reaction, although perhaps understandable – let’s take a deeper look into what these platforms could mean for the industry and whether we can learn anything from parallel examples.

We are in the fortunate position where these booking sites are not a brand new invention. As Andy Savva mentions on page 40, the hotel industry experienced the same kind of disruption.

Thankfully for the aftermarket, this disturbance within the hotel industry started in the mid-90s, which means these hotels are considerably further down the line than we are. So, let’s learn from what’s gone before.

The main selling point of online service providers is that they can provide access to customers that would previously have been unattainable. Thanks to these websites, garages that sign up to their services are immediately provided with an online presence, which is an undeniable necessity these days. For those smaller businesses that have not concentrated on marketing, this levels the playing field and, generally speaking, improves competition within the industry – undoubtedly a good thing.

In the context of the hotel sector, the introduction of booking platforms suddenly saw the small independent B&B butting heads with the superpowers of the industry. As you might expect, this prompted a response from behemoths like Hilton and Marriott, with the chains investing in sizeable advertising campaigns that tried to draw customers back towards direct booking. Yet, years later, the online platforms still survive and thrive.

On first appearance then, there doesn’t seem to be much of a downside to these platforms.

But that is not the case. For hotels, this arrived in the form of commission. When a hotel signed up to be listed on a site, they would agree that the platform could take a certain amount of commission on each booking. At the time, this was not much, but since then the rate has gradually increased. Now, this was to be expected. After all, as a business becomes more successful, costs will rise. But, because of the hold the platforms had over customer access, hotels that may have had an issue with the increased rates were left with the decision: do we pay the rates, or not pay them, leave the platform and risk losing our access to customers?

It is from this that the garage industry can learn a lesson. I am willing to bet that these online service providers will mark the beginning of a new era within our sector. So, when decision time comes around, don’t rush, consider all the angles (hidden and future costs, access to parts (page 9), advertising, etc.), and above all, learn from the industries and businesses that have already gone through the transition.

Website: www.pmmonline.co.uk Facebook:/ProfessionalMotorMechanic Twitter: @pmmmagazine Copyright © 2019 Associate member

Enjoy the issue and have a great month.

Daniel Aron Editor

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

PMM NOVEMBER 2019 5

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NEWS

& VIEWS

©Olivier Le Moal/AdobeStock

NTDA members say ‘NO!’ to part worn tyres National Tyre Distributors Association (NTDA) members have unanimously said ‘No!’ to the sale of part worn tyres in a new independent survey. The NTDA has been instrumental in helping Trading Standards prosecute traders who illegally sold defective part worn tyres, and its members have now rejected their sale, en masse.

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ollowing the survey results, Chief Executive of the NTDA Stefan Hay has unveiled a new marketing campaign at its 2019 Tyre Industry Conference in Birmingham, designed to help its members explain to consumers why part worn tyres just aren’t an option in their branches.

“A series of striking posters, web banners and adverts using the clear headline ‘NTDA Members Don’t Sell Part Worn Tyres’ is aimed at consumers, educating them as to why professional and knowledgeable tyre dealerships won’t put their customers at risk by selling them potentially unsafe or defective tyres,” said Stefan.

“I am delighted this campaign has the unanimous support of our membership. The fact is, that in the absence of a meaningful enforcement regime, an outright ban on part worn tyres remains the only option to ensure the safety of motorists.”

The survey’s key findings included:

Third of UK adults will never turn to autonomous cars

■ NTDA members agree that

there needs to be better enforcement of the current regulations relating to part worn tyres.

■ More than half of NTDA’s members (51%) reject the idea that part worn tyres are fine if tested and inspected as part worn, and nearly 90% would like to see independent audits and a ‘licence to sell’ brought in to ‘police’ part worn tyre dealers. Even then, only 8% of NTDA members would consider selling them.

■ 92% of members also agree that the import of part worn winter tyres from the continent needs to stop and should also be banned – with 78% calling for an environmental protection tariff on these tyres discarded by other countries.

■ 80% of NTDA members still call for an outright ban on part worn tyres, and 100% of NTDA members surveyed have pledged their support to the new NTDA campaign.

Nearly a third of UK adults think we will never switch to having only driverless cars on the roads, while 60% of people say they would always prefer to drive themselves rather than use a self-driving vehicle, according to a new opinion poll from the Institution of Mechanical Engineers.

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he poll found that the public remains wary of driverless technology, with two thirds of people uncomfortable with the idea of travelling in an autonomous car.

More people (32%) would like the vehicles to be restricted to driving only up to 30mph, up from 27% in the same survey in 2017.

The results outline the challenges faced by car manufacturers and technology companies in building public trust in autonomous driving

systems, which was dented last year by news of the crash of a driverless Uber vehicle in Arizona which killed a pedestrian.

In its report on the survey, the Institution calls for more trials with autonomous vehicles sharing the roads so that people can see the cars in action and have a chance to ride in them.

“Consumer confidence is essential for autonomous technology to succeed, but if anything, that confidence has waned in the last two years.

During that time, there have been very few controlled trials on our roads to allow people to experience the vehicles firsthand. The Government has plans to trial self-driving cars on roads in Edinburgh and London by 2021, but we would like to see more of the same taking place in other locations in the UK,” said Dr Colin Brown, Chief Executive of the Institution of Mechanical Engineers.

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NEWS

& VIEWS

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Technician banned for trading while insolvent A South East London technician has been banned for eight years after causing a company to take prepaid orders from customers despite knowing they would go unfulfilled.

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econditioned Gearboxes was incorporated in April 2015, with Kevin Woods (43), from Belvedere, South East London, appointed as Director.

The Erith-based technicians supplied and fitted reconditioned gearboxes. Just two years later, however, Reconditioned Gearboxes experienced difficulties and by March 2017, the business closed down before the company entered into Creditors Voluntary Liquidation.

An insolvency practitioner was appointed to wind-up the affairs of Reconditioned Gearboxes when they received a number of complaints from customers. Complaints ranged from customers not receiving goods and services they had paid for, to parts being faulty, and, in some cases, customers had to go

©designer491/AdobeStock

8 NOVEMBER 2019 PMM

to another mechanic to correct defective work. Reconditioned Gearboxes had taken prepaid orders which remained unfulfilled when the company went into liquidation and owed close to £127,000 in unpaid taxes at the point of insolvency.

Despite knowing that the company was about to enter into liquidation and could not complete the work, Kevin Woods caused the company to continue taking payments from unsuspecting customers.

David Brooks, Chief Investigator for the Insolvency Service, said, “Customer satisfaction was clearly not a priority for Kevin Woods. Not only did he provide a poor service while the company was trading, but even when he knew the doors were about to close, he continued to take money from customers without being certain the work would be carried out.

“Eight years is a significant amount of time to be banned from running a company and prevents Kevin Woods from causing any more harm to customers who simply wanted to fix their car.”

Ben launches critical response service Automotive industry charity, Ben, has officially launched its critical response service, to support employers and their employees in times of crisis. This free service sees Ben working with automotive industry businesses to provide appropriate, often immediate, support for employees when they experience an unexpected or traumatic incident or event.

B

en has been developing its onsite trauma support service since 2017, after being approached for support by automotive Ben4Business partners following a traumatic incident affecting their employees. This official launch of the service demonstrates Ben’s commitment to responding to the needs of the industry and supporting its people in times of need. Ben has seen a rise in employers requesting support with critical incidents, so this newly launched service will see the charity supporting more individuals.

As part of the service, Ben provides:

■ Employer guidance, support

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■

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and reassurance from a single point of contact Employee briefings providing awareness on emotional responses and coping strategies Assessing the wellbeing of individuals who have been affected via 1:1 engagement meetings Referral pathway for ongoing support (such as counselling) for individuals when needed Specialist information and self-help resources for employers and employees

Rachel Clift, Health & Wellbeing Director, said, “While businesses do everything possible to minimise risk to staff or customers, there are occasions when a traumatic incident happens. These incidents can impact everyone who was directly, or indirectly, involved and caused emotional distress.

“At Ben, we understand that, when a traumatic incident occurs, it’s essential to deal with the situation promptly and efficiently. Employers need to gauge the reaction of their employees and assess the impact of the incident on their wellbeing.”

VIEWS from the

INDUSTRY

“The campaign against counterfeit parts must continue”

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peaking on behalf of the IGA (Independent Garage Association), we are pleased to see the issue of counterfeit and consumer supplied parts being addressed in the recent IPO Crime and Enforcement Report, as there are huge liability and safety implications surrounding the topic.

The IGA is continuing to work with the IPO to raise awareness of the dangers to both garages and consumers, and we maintain that garages should always supply and fit parts themselves to guarantee provenance and provide the appropriate warranties for the work they undertake.

To clarify the broader issue, a counterfeit part is a vehicle component that is not produced by an original equipment provider or approved

manufacturer, but is portrayed as being such. What’s more, counterfeit parts are difficult to spot as they will often be contained within packaging that emulates the design of the legitimate component. The greatest identifier of a counterfeit part is its performance during a service, but we want to avoid the part ever being installed in the first place.

So, a large part of the solution to the problem is cutting off the supply chain. The issue now, however, has only been made worse by the accessibility of parts online. Individuals are able to order a part online, which means there is often no way of tracking its origin, leaving the way clear for counterfeits to make their way into the market.

Vehicle owners can now go to their local garage and ask the garage to fit the part they have

Frank Harvey, IGA Head of Member Services

just bought. If a garage is unwilling to do this – the response that the IGA strongly advocates – then the business risks losing the customer.

To pile on even more uncertainty, the recent upsurge in the number of online service providers has only made the situation worse. Some of these new platforms supply parts directly to the garages, which again results in a lack of

transparency on a part’s manufacturing history – a scenario that should be avoided at all costs.

If a garage fits a counterfeit part, it’s that business that is liable for any damages. From an IGA point of view, we want to help garages avoid unfortunate outcomes. We have plenty of material (posters, articles, social media content, videos, etc.) available to garages that promotes the fight against counterfeit parts. Plus, we run member events every two weeks at various locations around the UK where we try to raise the awareness of this issue.

Most garages out there resist fitting customer supplied parts, but the problem has not been eradicated. Until then, our work with the IPO and the campaign against counterfeit parts must continue.

TROUBLESHOOTING

A Camry quandary: part 2 We begin where we left off in last month’s issue, as Steve Smith, Automotive Application Specialist at Pico, continues his task of correcting a camshaft correlation error on a Toyota Camry…

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hanks to our colleagues at Toyota UK, we located another vehicle we could use for comparison measurements, in the form of a Lexus RX350. While this is not a direct comparison, the engine codes were the same, (2GR-FE) and as the saying goes, ‘you have to make the most of what you’ve got’.

Once again, the same procedure applied to the donor vehicle. The fault codes were checked (all clear), VVT operation was confirmed using the active test feature of the scan tool, and finally, the VVT controllers were disconnected to ensure that all camshafts returned to their default position. This ensured that we, as near as possible, were ‘comparing apples with apples’ beyond a reasonable doubt.

Starting with Bank 2 of our donor vehicle (Fig 5), we can see that the correlation between camshafts and crankshafts are comparable with the customer vehicle.

Bank 2 Exhaust Camshaft displayed 6.435° of crankshaft rotation after our 0° rotation ruler and Bank 2 Inlet at 93.7°.

Taking all the variables into consideration, these values are a near perfect match to our customer’s vehicle (Bank 2 Exhaust 6.458° and Bank 2 Inlet at 94.84°).

The process for Bank 1 camshafts of the donor vehicle is repeated (Fig 6), returning values of 184° for Bank 1 Exhaust and 216.1°

Donor Bank 2 exhaust camshaft and inlet positions

Donor Bank 1 exhaust camshaft and inlet positions for Bank 1 Inlet. Here, we finally have the error we were looking for and, more importantly, this matches the fault reported by the PCM (P0016 - Camshaft Position Correlation (Bank 1 Sensor A)).

But how could this be possible when the static valve timing check confirmed no error?

Without a doubt, we have a sufficient deviation in the correlation between vehicles for Bank 1 camshafts. Given that our donor

SUMMARY OF PICOSCOPE ANALYSIS Customer vehicle Bank 1 In 224.1° Bank 1 Ex 190.3° Bank 2 In 94.84° Bank 2 Ex 6.458°

Donor vehicle Bank 1 In 216.1° Bank 1 Ex 184° Bank 2 In 93.87° Bank 2 Ex 6.435°

Calculation 224.1° – 216.1° = 8° 190.3° – 184° = 6.3° 94.84° – 93.87° = 0.97° 6.458° – 6.453° = 0.005°

Error (Crank° / 2 = Cam°) 8° Crank = 4° Cam 6.3° Crank = 3.15° Cam 0.97° Crank = 0.485° Cam 0.005° Crank = 0.0025° Cam

vehicle has no camshaft correlation fault codes, we can conclude that our customer’s vehicle Bank 1 camshafts are retarded by approximately 4°. How can we have a deviation of almost 1° (0.85°) between Bank 1 inlet and exhaust camshafts?

This could be ‘stretching’, or a fluttering timing chain, worn timing sprockets, gears, tensioners, slippers, or even oil pressure.

I can confirm there were no oil pressure symptoms and no timing chain/engine rattle throughout the entire coolant temperature range. In hindsight, I wish I had measured the oil pressure, but as you will see, it proved not to be relevant.

At this stage, I don’t have all the answers, but whatever this is, it has the ability to deviate the camshaft and crankshaft correlation by

PMM NOVEMBER 2019 11

TROUBLESHOOTING

values that differ between camshafts and Banks. Looking at the pick-up ring for our crankshaft sensor, we have 34 teeth (36-2) to denote one engine revolution (360°).

Sticking with 36 teeth to simplify the maths, 360°/36 teeth = 10° of crankshaft rotation for one tooth and one gap of the pick-up ring. This is the best resolution (minimum crankshaft movement) we obtain when trying to determine the amount of crankshaft rotation via the scope using tooth count alone. However, by using the rotation and time rulers, we can measure between the pick-up teeth, giving us infinite resolution and the ability to detect minuscule movement of the crank and camshafts.

With this information in mind and access to the original VVT controllers (with integrated camshaft timing gear), we have 36 teeth on the inlet camshaft timing sprocket and therefore 18 teeth on the crankshaft timing sprocket. 360° of engine rotation/18 teeth of the crankshaft timing sprocket = 20° of engine rotation for every tooth of the crankshaft timing sprocket.

20° of crankshaft rotation = 10° of camshaft rotation, which could be detected by counting crank sensor pulses alone. However, our camshafts are retarded by approximately 3 to 4°, which can only be measured, as mentioned previously, via the rotation and time rulers.

We can, therefore, conclude that our primary timing chain (crankshaft to inlet camshafts) has not jumped a tooth, as our dynamic valve timing check would return a camshaft error of 10° for all camshafts, not just Bank 1 inlet.

We could, however, have a timing error between Bank 1’s secondary timing chain connecting the inlet to the exhaust camshaft, although the technician confirmed the bright links of the timing chain to be aligned with their respective markers to all timing gears.

Remember, both Bank 1 camshafts are retarded by a minimum of 3.15°! Now, where do we go?

(in order to qualify the static valve timing), the timing marks looked suspicious and inconclusive for the Bank 1 inlet camshaft.

The Bank 1 inlet camshaft timing is inconclusive given that the alignment drifts with repeated engine rotation (Fig 7).

Bank 1 inlet camshaft timing alignment The Bank 2 inlet camshaft timing has conclusive alignment with repeated engine rotation (Fig 8).

Bank 1 inlet camshaft timing alignment Based on the evidence gathered, we decided to remove the engine and inspect the timing chain assembly.

Results Unfortunately, it was not possible to visit this engine during the repair procedure or postfix,

12 NOVEMBER 2019 PMM

Confirmation of repair While we could not attend the vehicle postfix, I have liaised with the team involved in the repair and can confirm that the vehicle has been returned to the customer after extended road testing without any further issues (MIL Light remains extinguished and engine faults codes are clear).

Back to basics, once again We removed the cam covers and checked the static valve timing for alignment. The initial inspection confirmed good alignment of all timing marks with the visible bright links located correctly. However, to throw a curve ball in here, if the engine was rotated numerous times clockwise, then shuffled back anti-clockwise before settling clockwise

however, Fig 9, 10 and 11 speak volumes.

In Fig 9, we have excessive eccentric wear of the timing chain idler sprocket, allowing the tension between Bank 1 inlet camshaft and the idler to periodically ‘relax’ (depending on engine load), which resulted in the camshaft timing deviation.

Notice the debris and deposits in the oil residue about the inner circumference of the idler sprocket. Removal of the idler confirmed excessive ‘shell’ bearing wear due to lubrication starvation from a blocked oil passage to the idler shaft. The passage was contaminated with the identical residue found around the idler sprocket, which begs the following question: Did the idler bearing fail and block the oil passage or did oil contamination block the passage resulting in bearing failure? Given that we have no vehicle history, I would go with the latter.

Bank 1 inlet camshaft timing alignment

To find out more about Pico Automotive, www.rdr.link /A J001

TROUBLESHOOTING

A tale of two keys When investigating the cause of a reported non-start on a Mercedes C-Class, Ross Kemp of Scantec Automotive discovers that the key to solving the issue was in fact...the key.

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e were recently tasked with investigating a Mercedes C-Class after the customer reported symptoms of a non-start. The owner of the vehicle was able to insert and turn the key in the ignition switch, but with no ignition being activated.

On arrival, we immediately realised that only one key was available for the vehicle – somewhat of a hindrance in these cases as the official test method for these symptoms relies on having two keys available. Having experienced these types of symptoms many times before, we were happy that we had the required knowledge, training and experience to accurately diagnose the issue, so we proceeded.

Step one Our first step was to support the battery and carry out a global fault scan analysis using the Mercedes diagnostic platform. As expected, we had several modules on the network not responding, due to the fact that we were currently unable to activate the

ignition. This was a symptom of the underlying fault(s) and not currently considered relevant.

As the electronic ignition switch (EZS) is responsible for activation of initial ignition power supplies and other vehicle wake up commands, we concentrated our initial investigation here. The first positive observation was that the EZS module was responding to the diagnostics tool, and we were able to gain comms with the unit for further diagnosis.

Typically, this suggests that the main power and ground supplies to the EZS are, in fact, present and correct.

After analysis, we noted that no faults had been stored and/or presently reported by the EZS module, so a quick data check within the EZS confirmed that the module did indeed have a good power supply, that it was correctly programmed, and that no keys had

“We were somewhat surprised to receive a phone call from the customer a few days later informing us that the new key had not improved the situation.”

been disabled, etc. However, data analysis did confirm that a key was inserted, but it was being reported as ‘Not Valid’.

After a few other basic checks, we were happy to advise our customer that a new key should be sourced.

As a genuine key does not require programming and as this was a mobile booking, we simply advised that our customer should take the relevant documents to the local dealer and source a new key.

Never that easy We were somewhat surprised to receive a phone call from the customer a few days later informing us that the new key had not improved the situation. After rechecking our vehicle logs, job card and test results, we were still 100% sure that the original faults presented to us were that of a defective key.

But, had something else been missed? Was there more than one issue here?

After carrying out further checks, we discovered that the VIN number on our diagnostic report did not match up with the VIN reported by DVLA. It transpired that at

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TROUBLESHOOTING

some point in the vehicle’s life and unbeknown to the current owner, the vehicle had had a replacement of the engine control module, ignition switch, steering lock and key, all from another vehicle. This effectively gave the vehicle two completely different identities!

The owner quite rightly ordered a new key for their vehicle based off of the required V5 document, only to find that this key was never going to be accepted by the vehicle. So, the owner could not get a new key, as you are unable to order a key to VIN without a V5.

“It transpired that at some point in the vehicle’s life and unbeknown to the current owner, the vehicle had had a replacement of the engine control module, ignition switch, steering lock and key, all from another vehicle.”

Questions to consider

the owner was not aware of this situation.

The chances are that one of the replaced parts had failed, as they clearly can’t all have failed at the same time. Was the technician unable to diagnose the issue correctly, and so changed everything? Were they unable to program the original, failed part? Were they trying to save the owner money? Did they inform the customer of the ramifications of

For us, we now have a new procedure in place to check the V5 against the vehicle’s displayed VIN and cross-check against the VINs programmed to any and all relevant control modules.

However, we must wonder why someone felt the need to splatter the vehicle with second-hand parts in the first place and why

this type of repair, or did they even grasp the possible ramifications for themselves? Did they even inform the customer?

We tend to be seeing similar issues to this on an ever-increasing basis. At Scantec, we do not condone this type of work, or similarly programming non-genuine keys by means of vehicle hacking!

Why? Because, as diagnostic specialists, we have seen multiple jobs that end up costing the owners 10 times more than what it should have cost had the repair been carried out correctly and professionally in the first place. Normally, it all goes undetected until someone comes along and tries to carry out what would have been a simple process.

Except now the process takes far longer than it should do because the professional has to unpick what went before.

For more information on Scantec Automotive, or to get in touch with Ross, www.rdr.link /A J002

CLUTCH CLINIC

HOW TO Replace the clutch on a Nissan Qashqai 1.5 dCi This month, REPXPERT Alistair Mason replaces the clutch assembly in a 2014 2WD Nissan Qashqai, which had covered more than 88,000 miles.

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n the lead up to this clutch replacement, the customer had complained that the clutch bite point was very high and it slipped on hills, which was confirmed during a road test.

The repair time for this procedure is fourand-a-half hours, with the following workshop equipment required: two-post vehicle lift, engine support, transmission jack, clutch alignment tool, and vacuum brake and clutch bleeder. The workshop instructions were obtained from REPXPERT, Schaeffler’s workshop information portal.

Step-by-step procedure – gearbox removal Place the vehicle on the lift and open the bonnet (Fig 1). Remove the engine cover, the air filter assembly and ducting (Fig 2), then disconnect the battery, battery carrier, multiplugs and remove the engine control unit, which will provide good access to the gearbox area.

Next, remove the crank position sensor located at the top of the bell housing, reverse light switch multiplug (Fig 3) and gearbox earth cable. The gear change cables can now be disconnected from the gearbox by compressing the retaining tabs on the ball joint and lifting up.

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18 NOVEMBER 2019 PMM

Disconnect the outer cables by removing the locking pins and stowing them in the bulkhead area. The upper bell housing bolts can now be removed. Detach the wiring loom from the gearbox, disconnect the hydraulic clutch pipe at the bell housing and seal to stop the fluid running out.

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Before raising the vehicle, slacken both front wheels and hub nuts, and then raise the vehicle to gain access to the underside and remove the undertray. At this point, drain the gearbox oil, then lower the vehicle to waist height and remove front wheels and hub nuts, the N/S/F plastic splash guard and N/S/F chassis leg (Fig 4).

Next, undo both bottom ball joint pinch bolts; it can be very difficult to pull the bottom arms down far enough to release the ball joints and if this is the case, lower the sub-frame slightly to gain additional movement. Remove the N/S driveshaft, detach the O/S driveshaft centre bearing (Fig 5) and the driveshaft itself.

Disconnect the gearbox to sub-frame pendulum mount (Fig 6), then the exhaust

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front pipe bracket/mounting (Fig 7), before unscrewing the lower bell housing bolts and leaving two easily accessible ones as support until ready to remove the gearbox.

Support the engine from the underside and the gearbox using a transmission jack. Access the engine bay, remove the gearbox mounting, lower the transmission jacks slightly to gain clearance, undo the final bell housing bolts, ease the gearbox away from the engine, then, once clear, lower the transmission jack, remove the gearbox and place it in a safe area.

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wipe off any excess grease.

Using a clutch alignment tool (Fig 9), mount the clutch plate onto the flywheel, ensuring the centre hub is facing the correct component, usually marked ‘Gearbox Side’.

Degrease the surface of the pressure plate, mount the pressure plate aligning on the flywheel dowels, tighten the bolts evenly and sequentially, before, finally, torqueing to the manufacturer’s specification.

Before refitting the gearbox, allow the old clutch fluid to drain out of the hydraulic system and flush through with new fluid, as this will ensure the new CSC does not become contaminated and cause the seal to fail. Next, ensure all cables are clear of the bell housing area and that the gearbox alignment dowels are installed correctly.

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Clutch replacement Remove the clutch assembly from the dual mass flywheel (DMF). In this case, evidence of clutch slip was present by the ‘blueing’ on the DMF face (Fig 8), so a flywheel replacement was advised and authorisation given.

First, remove the DMF and check for any leaks on the back of the engine, rectifying if required, and then clean the back of the engine with brake and clutch dust cleaner. Mount the new flywheel, using new bolts, then tighten and torque to the manufacturer’s specification – Schaeffler’s REPXPERT app provides a quick reference for this information. Once torqued, degrease the flywheel face.

Gearbox replacement

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Back to the gearbox After removing the concentric slave cylinder (CSC) and ensuring there are no oil leaks from the input shaft oil seal, clean the bell housing using brake and clutch dust cleaner, and position the new CSC, confirming the mounting face is clean. When fitting and torqueing the retaining bolts, ensure they torque correctly, as they can sometimes bind on old thread lock.

Apply a very light smear of high-melting point grease on the gearbox input shaft and mount the clutch plate, as this will confirm fitment and will evenly distribute the grease –

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Place the gearbox on the transmission jack, ease it into position and ensure it locates on the alignment dowels. When in position, fit two easily accessible bell housing bolts and tighten, before refitting all other components in reverse order of removal and torqueing all bolts to the manufacturer’s specification.

When bleeding the clutch, the pipe to CSC connection has two positions; the first clip position is the bleed position and the second clip is the closed/operating position. In this instance, Alistair ‘vacuum bled’ the clutch hydraulic system (Fig 10). After the battery lead has been reconnected, reset all electrical consumers. Always carry out a road test to ensure a quality repair.

Information on Schaeffler products, fitting instructions, labour times and much more can be found on the REPXPERT garage portal – GO TO

www.rdr.link /A J003

– or the recently-launched REPXPERT app.

PMM NOVEMBER 2019 19

BELT FOCUS

HOW TO Install a timing belt on a Volvo D5 Dayco sets out the process required to accurately replace a timing belt and the auxiliary drive system on a Volvo D5.

T

he 2.0 and 2.4L diesel D5 engines used by Volvo in almost every variant in the manufacture’s range, but notably in the popular XC60 and XC90, feature a timing belt driven water pump. As belt replacement also requires the auxiliary drive system to be removed, Dayco’s best practice guidelines recommend that all the system’s components – both primary and auxiliary drive – are replaced at the same time.

This step-by-step technical guide will help technicians through the process, avoiding complications and ensuring a first-rate, professional job. As with all primary drive system jobs, the work should be undertaken when the engine is cold, therefore the vehicle should not have run for at least four hours prior to carrying out the installation.

The procedure Start by removing the engine cover, then the front right wheel and cowling to expose the two belts of the auxiliary drive system. Use the special slot to slacken off the belt tensioner (Fig 1), remove the belt, followed by the five crankshaft pulley bolts. Then, detach the ride height detector, remove the crankshaft pulley, followed by the tensioner.

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From underneath, take off the engine shield, securely support the engine and remove its lower links. Returning to the top, remove the cooling fluid reservoir, the upper engine support rod and mounting plate. Remove the two fasteners that support the hydraulic pipe by the timing belt cover, release the retaining clips and remove the cover. Using the central crankshaft pulley bolt, rotate the crankshaft so that the crankshaft and camshaft pulley timing references align, then loosen the timing belt tensioner and remove the belt, followed by the tensioner.

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As the camshaft pulley is not fitted directly on the shaft and its holes are slotted, to ensure it is refitted in the correct position, mark its position with paint before removing it (Fig 2).

Once the camshaft pulley is detached, take off the idler and then the rear timing belt cover to allow the removal of the water pump.

After flushing out the cooling system to remove any debris, cover both sides of the gasket with a thin layer of sealant before carefully positioning it in relation to the two pins in the housing before fitting the new water pump from Dayco kit KTBWP5920.

PMM NOVEMBER 2019 21

BELT FOCUS

Now is the ideal time to replace the alternator pulley. Remove the bolts securing the alternator and the water hose above it, which will allow you to turn the alternator in order to remove and replace the alternator pulley with Dayco ALP2409 and fit the protective cap. Refit the alternator and reattach the hose.

Refit the rear timing belt case and position the new belt tensioner from the kit, paying particular attention as its slot must be located in the corresponding lug on the engine (Fig 3). Then, fit the new idler and tighten the bolt to 25Nm. Using the mark painted on earlier, refit the camshaft pulley, followed by the new Dayco timing belt, ensuring its correct direction of rotation and leaving the

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í˘´

slack section facing the tensioner.

With an Allen key, first position the pointer slightly past the right hand flange of its slot, before moving it so it points at the lug (Fig 4), and tighten the belt tensioner bolt to between 24 and 27Nm, dependent on the engine variant.

Turn the crankshaft through two rotations and check the engine timing remains correct.

Providing it is, refit the crankshaft pulley, tightening its central bolt to 300Nm and four side bolts to 35Nm + 50°. Refit the remaining

components in reverse order of removal but check and, if necessary, replace the auxiliary belt tensioner with Dayco APV2756.

However, Dayco recommends that the auxiliary belts 5PK628EE (an elastic belt) and 5PK1121S are always replaced.

Finally, refill the cooling system, start the engine, check carefully for leaks and ensure the radiator fan is operating correctly.

For more information online, www.rdr.link /A J004

TECH TIPS

AUTODOCTA í˘˛

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PEUGEOT 2008 – TPMS WARNING LAMP ILLUMINATED FAULT: A customer is complaining that the TPMS warning lamp is illuminated on their 2016 Peugeot 2008. The vehicle also has trouble code B132C stored in the fault memory and the outside air temperature reading is incorrect. We have adjusted the tyre pressures and carried out a system reset, but the problems persist. Do you think we should change the TPMS control module?

FIX: It is possible that the TPMS control module is at fault, but we suspect the cause of the problem is the outside air temperature sensor.

We have been made aware of the problem you have described on 2008 models with an indirect tyre pressure monitoring system (TPMS). Before replacing the outside air temperature sensor, check the wiring harness for damage, and repair as necessary. If no fault is found with the wiring harness, fit a new outside air temperature sensor (Fig 1.1).

Erase the trouble codes and carry out a road test to confirm the fault is rectified.

PORSCHE CAYENNE – BRAKE PEDAL NOT RETURNING WHEN AMBIENT AIR TEMPERATURE IS HIGH

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

FAULT: We are having difficulty finding the cause of a sticking brake pedal on a 2013 Porsche Cayenne when the ambient air temperature is high. We have checked the brake master cylinder pushrod for smooth operation and we have lubricated the moving parts of the brake pedal but we have seen no improvement. Are you aware of anything that could be causing the brake pedal to stick?

FIX: Yes, we have had reports of this fault on Porsche Cayenne models produced up to 2014. The fault is due to poor operating tolerances of the brake pedal pivot bushes (Fig 2.1). In high ambient air temperatures, the brake pedal pivot bushes can expand, causing the brake pedal not to return to its uppermost position. To rectify this fault, fit modified brake pedal pivot bushes. This should eliminate the fault.

For more information online, go to www.rdr.link/AJ005

PMM NOVEMBER 2019 25

TECH TIPS

CASE STUDY Premature outer brake pad wear Apec Braking tackles the all-too-common issue of outer brake pad wear.

T

he braking problem had endured over the course of a few months.

It had started with the owner of the vehicle purchasing the vehicle and requesting that the brakes are replaced. A couple of months after the brakes were replaced, the owner reported squealing noises at low speeds, as well as a burning smell.

Upon removing the front discs and pads, the garage discovered that the NSF outer (or finger side pad) had worn down considerably more than the inner pad.

Suspecting that this was a caliper issue, they replaced the caliper together with a new set of discs and pads. However, after this replacement, the owner still complained of a squealing noise and an abnormal braking sensation. The garage, suspecting that the issue was with hydraulics further up the brake system, chose to replace the hose in case of a blockage. Following best practice, the garage ensured that the sliders were cleaned and relubricated to ensure free movement of the braking components. Unfortunately, this still did not resolve the issue and, suspecting a faulty caliper, the garage decided to replace the caliper twice more without success.

Apec’s Techmate team were contacted to

26 NOVEMBER 2019 PMM

provide some assistance to resolve the issue.

After a test drive to confirm that the symptoms were present, the vehicle was stripped so that the parts could be inspected and measured. Contrary to the garage’s diagnosis that the caliper piston was seized and that the outer pad (finger side) was wearing prematurely, Techmate suspected that the actual issue was due to the outer pad not returning after the brake pedal had been depressed. As a result of this, the outer pad would have been left in contact with the brake disc, causing the brake pad to wear prematurely.

However, to ensure that there was no issue with residual hydraulic pressure causing the caliper to bind, a hydraulic pressure gauge was attached to the caliper to confirm this.

With the gauge attached and without any

“Techmate suspected that the actual issue was due to the outer pad not returning after the brake pedal had been depressed.”

pressure on the brake pedal, no pressure was recorded on the gauge. To ensure that the caliper pistons were moving freely, hydraulic pressure was blocked to the caliper by clamping the brake hose, which was then followed by pushing the pistons back into the caliper with the bleed nipple undone. The brake fluid expelled could then be examined to ensure its condition and eliminate it from being contaminated, which would cause the piston to seize. The caliper pistons retracted easily, which indicated that they could move freely without any obstruction. The brake fluid expelled wasn’t contaminated, and this proved that the brake fluid wasn’t causing the pistons to seize. With the caliper removed, the brake pads were moving freely in the carrier and there was enough lubrication to assist with movement of the pads. The sliders were moving and had abundant lubrication to assist with movement.

As all components had been proven to move freely when disconnected from each other, Techmate suspected that a component may have been misaligned. Due to this misalignment, it would prevent the outer pad from returning. To confirm that the brake disc was in alignment, a runout measurement was

taken to eliminate the brake disc as a source of misalignment. The maximum amount of tolerance for brake disc runout is 0.08mm.

The runout reading was 0.04mm, which eliminated the brake disc.

The other source of misalignment is the brake carrier. If this had been misaligned, the angle would prevent the outer brake pad from returning. To confirm this, a feeler gauge was used to measure the gap between the disc and the carrier, and compare the differences between the nearside and offside.

This confirmed that there was a definite difference in measurement between the two.

With the caliper bolted on to further confirm the misalignment, the nearside caliper kicked out slightly, rather than moving laterally when the brakes were applied, indicating a misalignment. The carrier was replaced which rectified the issue.

For more information on Apec Braking, www.rdr.link /A J006

“The nearside caliper kicked out slightly, rather than moving laterally when the brakes were applied, indicating a misalignment.�

Your hub for techn technical nical in information from one of the leading aftermarket engine and chassis component suppliers.

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BUSINESS

& TRAINING

TRAINING GROUND In the modern workshop, training and development is a crucial element in staying competitive and keeping up with technology. PMM offers a helping hand by providing details of some of the training and events that should be in your diary.

SCHAEFFLER LAUNCHES REPXPERT ACADEMY LIVE TRAINING EVENTS Schaeffler is launching a new training concept called REPXPERT Academy LIVE, a series of regional events taking place at venues around the UK, designed to help workshop technicians and owners improve their technical and business skills.

The first event will take place at Lincoln College on Saturday 16th November 2019. All attendees are welcome to attend from 9am, with group sessions starting at 10am until around 3pm. Complimentary lunch and refreshments are included.

REPXPERT Academy LIVE is the perfect platform for technicians and garage owners to enhance their knowledge of the latest products, tools, hints and tips from Schaeffler, including LuK clutch and transmission systems, INA engine parts, belt/chain drives and cooling systems, FAG wheel bearings, as well as new technologies, such as Schaeffler hybridisation and electrification systems.

Visitors will also have the chance to interact with specially-selected guest

speakers at each event, including experts from the Institute of the Motor Industry (IMI), as well as tool and garage system suppliers.

Several instructional and interactive group sessions will be held in both workshop and lecture room environments, incorporating demonstrations, hands-on participation, theory and engagement – with each attendee having the opportunity to experience everything on offer during the day.

Schaeffler’s Managing Director, Nigel Morgan, said, “Everyone involved is keen to welcome technicians and garage owners for our first ever REPXPERT Academy LIVE event, and we expect the classrooms to be full and our REPXPERTs busy talking to visitors about new vehicle and component technology, as well as the latest best practice hints, tips and techniques.

“To prove our commitment to this venture, we are thrilled to have committed to hosting four more events in 2020 – with dates and locations to be announced soon.”

REPXPERT ACADEMY LIVE TRAINING DATES Saturday 16th November – LINCOLN COLLEGE January 2020 – BASINGSTOKE April 2020 – BLACKPOOL October 2020 – SWANSEA November 2020 – SOUTHEND The dates listed on this page are subject to change so for up-to-date information, GO TO

www.rdr.link/AJ007

PMM NOVEMBER 2019 31

BUSINESS

& TRAINING

The fight goes on The OBD connector enables communication with the vehicle and its data, but if this was restricted, controlled by your competitor or expensive to use, where would this leave your business? Neil Pattemore investigates.

I

f you were asked whether you had ever really thought about what your business is based on, what would you say? If I had to guess, your answer probably wouldn’t be the humble OBD connector.

The OBD connector has become ubiquitous – we have all just assumed that it is available as the access point to the vehicle and that our daily business is possible using a variety of ‘plug-in’ devices, principally by using a diagnostic tool to identify what work is needed and then conducting this work by reading data, deleting DTCs, or re-setting the service light.

In the early 1990s, European exhaust emission legislation required that both electronic fuel injection and ‘closed loop’ emission systems used lambda sensors with catalysts. This came from the Californian Air Research Board (CARB), which had implemented the same requirements in the late 1980s in North America. CARB’s original idea was to inform the driver when the exhaust emissions were not being controlled correctly and needed to be fixed, and that roadside authorities could connect a standardised scan

“The OBD connector has become ubiquitous – we have all just assumed that it is available as the access point to the vehicle.”

32 NOVEMBER 2019 PMM

tool to read the data. This would allow the driver to be prosecuted if they had continued to drive the vehicle without it being repaired within a specific time scale.

When the European emission legislation came into force, vehicle manufacturers had their own proprietary diagnostic connectors, so as new vehicles entered the market, the standardised OBD connector was used for both emissions and diagnostics – which has continued to this day. However, the emissions legislation is based on both the requirements defined directly in European Regulations and UNECE vehicle type approval regulations. In both cases, the OBD connector is only referenced for emissions related functions.

Why is this a problem?

As vehicle technology has developed, so has the requirement to access increasing amounts of data to diagnose the vehicle, repair it and re-calibrate its systems.

Vehicle manufacturers are only making the results of their diagnostic programmes available via the OBD connector. This means that independent workshops are using the vehicle manufacturer’s results and from these, their repair method. Whilst this may be okay, it may restrict what is possible as alternative repair methods, which may be to clean or repair a component, rather than

©mattcabb/AdobeStock

replace it at a higher cost. From a legislative perspective, having to use the VM’s diagnosis would be considered acceptable on the basis of ‘non-discrimination’ between main dealers and independent workshops, but this also misses the point that multibrand diagnostic tool manufacturers may not be able to access the data needed to offer any alternative repair process.

However, another issue that is increasingly impacting the access to vehicle data via the OBD connector is the ‘connected car’. This provides remote wireless access to the vehicle, its data and the resources that allow the VM to run its diagnostic and service offers directly in the vehicle, and subsequently offer a quotation directly to the driver via the in-vehicle display functions.

This not only bypasses the driver bringing their vehicle to you, but also introduces the spectre of ‘cybersecurity’ to protect the vehicle from a malicious attack when it is being driven. In turn, the protection of the

vehicle requires controlled access via any external interface – including the OBD connector. This is already happening, and many more VMs are now introducing invehicle gateways as their new models enter the market (e.g. the new Golf VIII).

The impact of cybersecurity is huge for the aftermarket, as it will introduce a whole range of VM requirements that will control who can access the vehicle, for what services and under what conditions. The current UNECE discussions in Geneva are trying to formulate the Regulation that will type approve the individual VM’s ‘cybersecurity management system’, and this brings not only proprietary access control, but also what may still be possible under European legislation, as this normally references the UNECE requirements. As the UNECE is a worldwide forum, there is a problem with including what is needed for Europe, when firstly, this has not yet been decided in Brussels, and secondly, when countries outside of Europe do not want

the same as what Europe may want.

Even though the new vehicle type approval legislation (EU 2018/858), which includes the access to the ‘repair and maintenance information’ (RMI), directly references the OBD connector for all diagnostic and RMI data, without further legislative support concerning cybersecurity to provide direct, independent and remote access to the vehicle, its data and resources, the ability for the independent aftermarket to provide alternative competing service offers is under severe threat.

Subsequently, this enables VMs to control the business models of both independent workshops, as well as the developing ‘mobility services’ market. Brexit is unlikely to change this, as European vehicle type approval legislation is likely to remain the basis for the automotive sector – very soon you may not be in control of your own business.

For more information online, www.rdr.link /A J008

BUSINESS

& TRAINING

WOMEN of the TRADE It’s well documented that women are still being treated differently in business, particularly when it comes to customer-facing roles. Tina Drayson, Operations Manager at CCM, gives voice to the frustrations felt by the women working front of house.

C

ustomers are often blissfully unaware of the way they interact with the female professionals working for a garage business.

Here, I have highlighted just a handful of instances that I have come across that I think need to be addressed in order to ensure a comfortable working environment for all.

Imogen Macey, Service Advisor

34 NOVEMBER 2019 PMM

When a customer walks into a clean, welcoming reception and sees a smart woman with a welcoming smile, they begin to tell her their story. The story outlines how they were driving home from work and suddenly noticed a strange sound coming from the rear of the car. Soon, they are in full flow to the woman behind the counter, who is listening (as this is her job) to their woes, when suddenly one of the gents from the workshop walks in.

At this point, without breaking from the story, their eye contact has now moved from the woman who has given the customer her full attention, to the gent who has just walked in from the workshop. Five minutes later, after they come to the end of their tale, it becomes apparent that they need to book their car in for some investigation work. The woman, who by now has been forgotten, continues with some other work, as the customer has clearly dismissed her when the gent appeared. She now must stop what she is doing, because the gent who the customer has spent the last five minutes talking to, cannot book the vehicle

into the diary as that is not in his job role. So, the customer tells the same story again to the person they so rudely dismissed five minutes earlier. She has a full understanding of what the customer was talking about and politely assists them in making the booking.

A customer calls and asks to speak to the gent who normally sits behind the front desk.

Unfortunately, he is busy with another customer. When the woman asks if she can help, the customer replies, “I don’t think you can. However, I would like to talk to the gent.

Can I hold?” The customer is put on hold for five minutes and then, when they get to talk to the gent, they make some comment about the fact that they have been on hold. The gent politely tells the customer that his colleague could have helped them with this matter and it was not necessary for them to wait for him.

A customer’s vehicle fails its MOT. The woman who emailed them the estimate for the

repair work puts this together herself (yes herself, she did not need anyone else to do it for her). She has also now made the call to talk to the customer and explain the work that is needed for their vehicle to pass its MOT. They politely ask to talk to the tester or the technician who will be carrying out the repair work. That technician is pulled off a job to answer the customer’s questions. He did not put the estimate together, so he must liaise with the woman who did, just to appease the customer’s sensibilities.

햵 The customer rings for a quote on a service.

The woman who has taken the call explains the options available and the difference between the Bronze, Silver and Gold service. The customer asks for a call back, as they need the woman to confirm whether that includes a brake fluid change or not. She can answer that question for them, and the one about the AC service, the tyre prices, the four-wheel alignment and all those other queries the customer has. There was no need to call back.

Lessons to be learnt It is important to remember that women bring a unique experience to the garage. There are some highly qualified female technicians out there who are just as competent as the men, but the rest of the female population that choose to work in the garage industry should

also not be dismissed.

We have done hours of training so that we can provide customers with the best service possible. The gent who sits alongside us behind the front counter has had no more training than us, has no more experience in the industry than us, has no more knowledge than us, and we are just as capable of providing the high quality service that is required. Like anyone, we know when we are out of our depth. We are not afraid to say, ‘That’s a bit technical for me, but I’ll find someone who can help’.

For me, I have worked in the industry for over 20 years and I still get comments from suppliers and customers who want to talk to the manager and then stutter and mumble when they realise that they are already talking to her. All too often, customers simply assume that I don’t know what I’m talking about, simple because I am not a man!

Like any other accomplished automotive professional, I know the components of a vehicle, the tools of the trade, the software that gets used and I am still learning and growing. Women are a very important part of any company, and we all have our own areas of expertise. So, next time a customer visits your garage make sure the women that work there are paid the respect that they are due.

Gemma Bentley, Service Advisor Malenka Cohen-Hamilton, Service Advisor

To find out more about CCM or get in contact,

www.rdr.link/AJ009

Tina Drayson, Operations Manager

PMM PMMNOVEMBER OCTOBER 2019 35

BUSINESS

& TRAINING

Train and sustain Matthew Perrot, Automotive Trainer/Assessor at Skills Group, unveils his tips for delivering effective apprenticeship training.

T

he automotive industry is again attracting new applicants because of the exciting new technology in cars and the incentive of a good wage. It is important to equip learners with a basic understanding of how the different parts and systems of a motor vehicle work, and the types of tools and specialist equipment they will come across before sending them out to an employer. This allows them to start contributing positively from the first day of their apprenticeship.

We offer a full-time study programme which learners take in order to gain a better understanding of what will be expected of them within the working environment. Not only does this help with developing industry knowledge, skills and behaviours, it also allows them to decide if they have chosen the correct sector to work in before they go out to an employer.

When a learner enters the automotive industry for the first time, it is important to teach health and safety procedures on the first day so that they know how to behave responsibly and safely while out on the workshop floor. Developing hand skills is

essential, so we get students out in the workshop as often as possible, and knowledge grows as they gain more and more practical experience.

In the classroom, it’s a good idea to use a mix of computer-based learning and videos, alongside traditional presentations to vary the style of learning. Once you know the students, you have an understanding of which methods work best so that you can tailor the lessons to suit their requirements – or, even better, include a little bit of everything!

With the industry changing rapidly, it’s essential that trainers stay up-to-date with current developments. We get the majority of our information straight from manufacturers, so we remain up-to-date on new developments and working practices. This helps to ensure that students are ready for what is expected once they are in the working world. They need to be able to work quickly to meet the demands of the garages.

We have a number of modules that need to be covered, however we can be flexible about how we teach these. Creating excellent relationships with employers is

vital to the apprenticeship programme and its delivery. It allows us to make sure the training complements what the students will be doing in the workplace.

To inspire the students, it is important that we create engaging projects that they can get involved with from start to finish. For example, we are currently stripping back a standard car and re-assembling it as a track car, with the idea that we can then use it out on a track. The learners are really engaged with this project, and contribute ideas for vinyl wrapping and parts to order without any encouragement.

Passion is vital for a trainer. Students can tell if you’re excited by your industry or not, and are more likely to be enthusiastic if you clearly love the sector you work in. By providing fun, informative and inspiring training from the outset, young technicians will have a positive start to the industry and be prepared to take on any challenges the apprenticeship throws at them.

To find out more about the range of training available through Skills Group, www.rdr.link /A J010

PMM NOVEMBER 2019 37

BUSINESS

& TRAINING

How to beat the bottlenecks Calculating labour recovery rates and accurately tracking performance has not always been the garage industry’s strongest suit. MAM Software recently released its paperless solution, TeamView, to tackle this issue head on.

M

AM Software has launched TeamView, its new paperless job card and technicians’ activity tracking add-on for Autowork Online. The module is designed to be an economical solution for garages of all sizes and provides real-time communication between work that is being undertaken and scheduled jobs.

Technicians can access a mobile/paperless job card on a phone, tablet or PC, and there is a workshop manager’s screen for office use.

This incorporates drag and drop work assignment and real-time status updates, so if a technician is waiting for a part or for work to be authorised, a manager can see what is happening before quickly and simply reallocating jobs.

TeamView also includes electronic job cards, which allow managers to specify exactly what work needs to be carried out.

Technicians can use the app to clock onto a job at the side of the vehicle and record notes on jobs they are working on, leading to time efficiencies across the business.

Garage owners can accurately track the amount of time individual technicians spend working, waiting or idle. This enables them to analyse historical performance and highlight areas of improvement by providing an at-a-glance assessment of utilisation, productivity and efficiency.

“TeamView enables workshop managers to overcome bottlenecks and ensure jobs flow smoothly,” explained Nathan Fothergill, Sales Manager at MAM Software. “The software provides them with the information they need to tweak their workflow accordingly, which will ultimately improve a garage’s bottom line.”

Workshop management potential Managers can calculate their workshop’s labour recovery rates, as well as those of individual technicians, through the application.

This can help to identify areas of improvement in terms of how technicians and the workshop as a whole operate, leading to an overall increase in productivity and profitability.

38 NOVEMBER 2019 PMM

Workshop managers will be able to use a series of customisable clock-ons, enabling them to track specific activities that technicians undertake on a regular basis. This will not only improve their productivity when working on vehicles, but will also identify any other inefficiencies that exist across the business.

Nathan continued, “The initial feedback we’ve had from customers is that TeamView will be a cost-effective and invaluable addition to their busy workshops. Being able to see at a glance who has clocked on to what job is particularly useful, as is the ability to run reports to analyse the efficiency of each technician.

“Garages can also use the module to determine whether they are under- or overquoting on jobs. Each technician can be assigned jobs through TeamView, which, alongside a job sheet, should make the workshop more productive.”

To find out more about TeamView, www.rdr.link /A J011

©Sakarin14 /AdobeStock

BUSINESS

& TRAINING

FRIEND or FOE?

A

hot topic within the industry, and one that I cover in my business courses, is online service providers, third-party booking sites or aggregators – or whatever you happen to call them. So, let’s recognise and examine why these aggregators exist in the first place.

Think from a consumer’s perspective.

Chances are that when you go on holiday, you reserve a hotel through a third-party booking site, for example, Expedia or Hotels.com. My guess is that this is exactly what you do because in today’s fast-paced, tech-savvy world, third-party booking sites have become the norm. Consumers are driven by price point and ease, both of which are met through a wide variety of online service providers.

While this seems like a win-win situation, there is the obvious downside of enabling consumers to be disloyal. In the age of eshots and social media, deals fall into consumers’ laps, and it’s only natural to take the better deal over brand loyalty.

These online service providers have identified our repair sector as another service industry that could become the digital revolution. The digital world is here to stay and we have to accept that. Most garages

40 NOVEMBER 2019 PMM

Online service providers seem to be appearing in every corner of the aftermarket, and their arrival has sparked a great deal of controversy. But, are they friend or foe? Andy Savva, The Garage Inspector, gives his take on the subject.

don’t have the necessary skills to create these platforms, and thus create footfall. It’s a good idea to take a step back and examine who our future customers will be.

When I look at my children, 18, 21 and 23 years old, I see the next generation of customers, not the 45 to 55 plus who have been visiting our garages over the last couple of decades. My daughters purchase at least 90% of their clothes online, which is astonishing

to me. We in the garage sector have to engage with these digitally-minded youngsters.

Like all other service businesses, there is the good, the bad and the ugly. I was extremely critical of these aggregators when they first appeared in our sector. To be honest, I still am. I don’t agree with many of the practices currently used by these sites.

That being said, there are advantages to partnering up with one. The main one being access to new customers.

Now, for a consumer, the first and most obvious advantage is price, and this is where a major problem exists for me. Prices found on third-party sites are often less expensive than the listed prices a garage may advertise.

For those who have attended my courses, you would have heard me say on many occasions, these ‘come and get me’ prices do very little to aid our bottom line in an already highly competitive market. However, us garage owners aren’t always squeaky clean when it comes to pricing, are we?

For example, I often see adverts for a Service & MOT for £99.00 or prices very similar. But, how many of you have seen an MOT price go up? I certainly haven’t. Most prices advertised are anything from £19.99 to £24.99. This comes down to what we include within a service. If I asked 10 garages owners what they would include, they would give me at least five different versions. So, if we can’t decide what a service consists of, how do we expect the public to do so? Can we really blame online service providers for taking advantage of this inconsistency?

These websites are here to stay. Let’s stop criticising them all and try to work with the better ones to make them understand our businesses a little better. That way everyone can benefit.

If I were to open up a garage again, there would be a couple of areas which would have to be certainties in order for me to consider signing up to a third-party booking provider.

Firstly, I would need control of the customer from start to finish. Secondly, I would have to

“These websites are here to stay. Let’s stop criticising them all and try to work with the better ones.” be in control of the parts buying. As a compromise, I would accept a small fee to get access to a new customer.

At the end of the day, however, I would prefer to focus on the overall service levels provided at my garage, providing a customer experience that is unmatched in the local area. I would put more resource and energy into a social media presence and website offering, as this is an area that garages regularly struggle with. There are many decent, better qualified companies around that can provide specific digital services, so make use of them.

It has become more important than ever that your website is responsive, has simple

and intuitive navigation, and enables customers to book quickly and securely. A good website will increase enquires and bookings. It will direct users to the information they want to find and guide them through a simple conversion process. Social media should also be taken into consideration, as it is one of the easiest and most direct routes to engage with customers.

You must ensure your brand is active within the channels your customers are using.

In the end, what I am trying to get across is that before we look to attack these online service providers, we need to realise that these platforms exist because we have not kept up with the digital revolution. These aggregators have simply taken advantage of our industry, and given that they are unlikely to be going anywhere, should we really shun them before truly understanding why they are here in the first place?

To find out more about The Garage www.rdr.link/AJ012 Inspector,

SPECIAL REPORT

The

GDI effect New registrations for petrol cars in the UK have risen in the last few years, taking up much of the slack from declining diesel engine production. At the same time, the technology of choice for fuelling petrol engines has undergone a major change. PMM investigates the opportunities there might be for enterprising technicians as a result.

N

ew registrations for GDI (Gasoline Direct Injection) powered vehicles are set to hit over one million next year in the UK. For context, diesel registrations peaked in 2016 at 800,000. Such a high number of GDI powered vehicles on our roads will surely open up significant potential in the aftermarket, but how?

Hartridge, a Buckingham based firm that specialises in diesel fuel system test equipment, has recently entered into the relatively unchartered world of GDI diagnostics.

1.20

Diesel-CR GDI

1.00

0.80

0.60

0.40

0.20

Registrations of GDI powered vehicles are set to reach over one million in 2020

2020

2018

2016

2014

2012

2010

2008

2006

2004

2002

2000

0.00

Lee Jacobs, the company’s Strategy and Technical Product Director, explained what the technology actually is: “GDI, as opposed to PFI (Port Fuel Injection), works in a similar way to common rail diesel, which is why we were immediately interested in the potential for developing an off-vehicle diagnostics solution.

“In simple terms, the high-pressure fuel delivery at the injector nozzle is achieved by intensifying it through a remote pump into a rail assembly shared by the injectors. Unlike PFI, each injector is positioned inside the cylinder head to inject petrol directly into the combustion chamber at very high pressure to achieve a far more efficient and complete combustion event.”

PMM NOVEMBER 2019 43

SPECIAL REPORT

customer’s complaint of poor performance and economy has been resolved, and it has cost them much less than purchasing four new injectors on a whim. The workshop also makes a good margin on the testing and servicing labour time.

■ Scenario 2: The injectors were not at fault, and so you can return them to the vehicle having been cleaned. You have ruled out injectors as the issue and can supply a test report to prove it. You have also avoided a potential PR nightmare by avoiding fitting replacement injectors without fixing the customers’ issues.

When combined with turbos, this approach results in improved vehicle performance and fuel economy. One such example is the Mercedes A45 AMG hatchback that develops around 380bhp and 40mpg when combined with a 2L engine.

An uncertain future The current generation of GDI systems produces pressures at around 200bar, and so, whilst far more advanced than PFI systems, operating at around 2 to 3bar, they are not yet constructed in a way that enables them to be disassembled and repaired to the level seen in diesel injectors. Diesel injectors that operate at +2,500bar are very complex and include many components, meaning they can be recalibrated, repaired and serviced as required.

However, at what level will this change happen for GDI? As emissions legislation continues to tighten, so will the requirement for even more efficient engines; and so it remains to be seen if there will be a repair market for GDI injectors in the future.

Going for the win-win So, what are the opportunities for GDI in the aftermarket today? Lee explained that even right now, there are some commercial opportunities in the aftermarket that are worth exploring: “GDI injectors tend to carbonise quite quickly, becoming contaminated with the lacquers and by-products caused by the very high temperatures of petroleum combustion. But, how you diagnose this as the root cause for a car exhibiting underperformance is not always clear-cut.”

Lee continued, “You could try a fuel system cleaner that may or may not work, or you could attempt to diagnose the injectors accurately off the vehicle by simulating their true state in isolation from all other factors.”

Lee said that this, if done correctly, will either rule in or rule out the injectors as being at fault. In itself, it’s a powerful proposition because GDI injectors are not cheap. If they are replaced without the vehicle’s fault being rectified, it makes for a very uncomfortable situation with the customer!

The next stage of the process is where Lee said the idea really takes shape and adds

44 NOVEMBER 2019 PMM

A spike in interest

“If the current spike continues, there could be a repair market for GDI in the near future.” some value to the diagnostics service: “This is because, once you have taken the injectors out of the vehicle and they have been subjected to carbon build-up, it makes sense to clean and decontaminate them before refitting them to the vehicle. This can be achieved easily and quickly using an ultrasonic rinse tank, and replacing the Orings and filter.”

This is where having the correct diagnostic equipment is key; when you retest the injectors afterwards, it’s a win-win, as long as you can evidence a credible ‘before and after’ test that puts the injectors through their paces as if on a vehicle and produces a proper evaluation of the injectors’ on-vehicle performance with a full test report.

Two possible scenarios result:

“If the current trajectory continues, there could be a repair market for GDI in the near future,” explained Lee. “It is not easy to predict how high pressures need to reach before the injectors themselves will become more sophisticated.”

Indeed, history tells us that once components increase in complexity, they also increase in cost, and this is certainly one of the key drivers for a repair market to exist.

We only have to look at common rail diesel to see some very close parallels.

Hartridge started selling machines to early adopters that were able to draw in local trade to offer GDI diagnostics, but now, as the vehicle parc is growing, workshops are taking notice and making enquiries.

The Hartridge Excalibur GDi Master tests the full bandwidth of an injector’s function, simulating how it performs as if on an engine. In addition, it has a backflush function to decontaminate injectors that is used alongside ultrasonic cleaning. It tests the response time of the injector as well as measuring how well it fuels the vehicle, based on the pre-loaded test plans that are specific to each injector. The resulting report can be emailed and printed off so that the vehicle owner has full transparency on the service they have received to either breathe life into their old injectors, or rule them either ‘in’ or ‘out’ as the cause of their woes.

■ Scenario 1: The injectors failed the initial

test before passing the test after being cleaned and serviced. It is likely that the

For more information on the Excalibur GDi Master,

www.rdr.link /A J013

SPECIAL REPORT

After the news broke that The DPF Doctor had opened a training centre in Ashington, Northumberland, PMM just had to visit the new site and sit in on one of the esteemed JLM product courses.

The Doctor will see you now

T

he JLM Academy is the new, combined venture of Darren Darling, aka The DPF Doctor, and JLM Lubricants. Located in the old mining town of Ashington, approximately 20 miles north of Newcastle, the academy has been set up to fulfil a need. Although the centre is of course open to all members of the DPF Doctor network, it has been specifically located in the North East to bring training to an area of the UK that is often forgotten about.

Darren, a proud Geordie himself, explained, “In recent years, there has been a real increase in the number of automotive training centres in the UK, which is great! It shows that the industry has recognised the skills shortage and is at least trying to sort the problem. However, this focus has not quite reached the North East, so I felt like something needed to be done.

“Thanks to my relationship with JLM Lubricants, I was in a position to open a facility that could offer a wide variety of courses to auto technicians, as well as other members of the industry, that may not be able to find training elsewhere. Even though JLM has helped to build this, I am given free rein to pick and choose the courses.

Given my expertise in DPF cleaning, particularly in relation to JLM products, it is only natural for me to host a course on the topic, but the Academy will provide so much more, not least diagnostics and business related options as well.”

Groot, to a selection of JLM distributors and independent technicians, Darren presented a number of procedures that garages could well face from customers. One such issue presented itself in a Volvo V50. Darren had orchestrated a scenario that indicated that the vehicle’s turbo boost pipe was severely split, leading to the newly installed DPF becoming completely blocked after only a short drive.

Darren proceeded with the unblocking process, highlighting exactly what products he was using and how to use them, whilst also providing business advice on ways to charge for this service in the garage environment. It’s not always easy to explain to a concerned driver why it takes time to unblock a DPF, and what the associated costs are, so many of the delegates found this information some of the most useful.

A success in the making

JLM product training As it happened, PMM was invited to take part in the first ever JLM product course held at the academy. Some readers might expect that the course would be a glorified JLM sales pitch. This was absolutely not the case.

Instead, what transpired was a succinct and practical look into how technicians should approach a blocked DPF. In front of the delegates in attendance, ranging from JLM’s founder and MD, Gilbert

The two-day course provides an in-depth and eye-opening introduction for all who are looking to gain insight into DPF procedures.

Not only does Darren impart a wealth of practical knowledge gained over the course of his career, but he also provides business advice for increasing profitability and customer satisfaction that transcends all levels of the supply chain.

To find out more about the courses available at the JLM Academy, www.rdr.link /A J014

PMM NOVEMBER 2019 47

SPECIAL REPORT

As BBL Batteries closes in on 50 years, it remains a leading UK battery specialist, embracing the latest technology and helping frontline aftermarket businesses.

PMM finds out more.

Bringing batteries to you

B

BL Batteries is a multi-branch, UK-based battery business that is increasingly focussed on the development, introduction and distribution of new and improved battery technologies to the market.

Founded in 1972 and proud to remain one of the few fully independent family enterprises in the aftermarket, BBL Batteries, formally Bristol Batteries, understands that its success can be explained through a number of core competencies. These include experience, expertise and, perhaps above all, customer service. The company’s approach to this often overlooked area of business stems from the team’s desire to solve problems and advise on solutions that work for their customers. Battery technology has changed significantly in the last 10 years, so having the expertise to answer queries about these new technologies makes the difference when it comes to attracting customers.

48 NOVEMBER 2019 PMM

The original batteries on stop-start vehicles have lasted much longer than anticipated due to a number of reasons, but first and foremost is because drivers have the ability to disengage the stop-start function by means of a button, essentially rendering the AGM or EFB battery over-engineered for a car that now runs as a vehicle that does not have stop-start technology.

With a dramatic increase in stop-start vehicles entering workshops with their original batteries ‘finally’ failing, now is the time to understand and embrace the new technologies, as the opportunities in doing so are sizeable.

With the introduction of stop-start vehicles came the requirement for aftermarket manufacturing and wholesale parts businesses to stock, sell and, more importantly, understand the impact of the new technology on today’s market and indeed their customers.

Anticipating the impact on drivers is key to providing the very best advice and service to garages, workshops and motor factors alike.

The BBL Batteries team consists of stopstart experts, who fully understand the impact that the technology is having on all areas of the battery market. Rather than looking at these changes as a problem, the company can help the aftermarket make the most of recent developments.

Not only does BBL offer great advice and training to its customers, it also stocks quality AGM and EFB batteries from the some of the world’s leading manufacturers, and can advise businesses on how to become the ‘go to’ stop-start experts.

Graham Bultitude, Founder and Managing Director of BBL Batteries, explained, “BBL Batteries was founded with the express aim of supplying premium quality batteries, and associated products, across a wide range of sectors. Close to 50 years later, we are still going from strength to strength, which I put down to the fact that we have always stuck to our core principles; premium quality products, superior customer service and providing fantastic value. The BBL team holds many years’ experience and takes great pride in working with customers to solve their ‘power’ issues. We are increasingly focussed on the development, introduction and distribution of new and improved battery technologies to the market, so as a truly independent battery business, we can always offer the very best solution to our customers.”

To find out more about BBL Batteries, www.rdr.link/AJ015

DIAGNOSTICS

& ENGINE MANAGEMENT

Deconstructing the DTC Do you know your DTCs? If not, you may be surprised to hear that truly understanding a DTC can help you deal with the fault it is representing. Autodata elaborates‌

A

diagnostic trouble code, better known by its acronym DTC, is used by automotive technicians to identify problems associated with a vehicle, making it less of a guessing game to isolate the fault. Through computerisation and improved vehicle technology, as soon as a fault is detected, DTCs are stored in the memory of an on-board module and if the fault is critical or emission related, the malfunction indicator lamp (MIL) is illuminated.

With the aid of diagnostic equipment connected to the 16-pin data link connector (DLC), a technician can extract DTC information as well as observe real-time statistics, such as engine and vehicle speed.

These DTCs, generated by the on-board modules, can provide vital information when pinpointing the fault. However, to fully diagnose the problem with a vehicle, knowledge of how the DTC is constructed can assist in localising where and what issues exist.

What is a DTC? The regulatory bodies responsible for approving and standardising DTCs throughout the motor industry are the society of automotive engineers (SAE) and the International Organisation for Standardisation, more commonly referred to as ISO.

Since late 1995, both bodies have been working closely with vehicle manufacturers to put in place standards and protocols applicable to on-board diagnostics (OBD). With the introduction of OBD-II in 1996, all occurrences of the standard DTC configuration begin with a letter. So, by partitioning the vehicle into four groups (B-Body, C-Chassis, PPowertrain, U-User network), a letter is assigned to denote which of the four groups the DTC is referring to. For instance, a DTC of P0117 shows the powertrain group of the vehicle was interrogated to acquire the DTC. Once the group to inspect has become obvious, the DTC second character, identifiable by either a 0, 1, 2 or 3, will reveal whether it is a manufacturer controlled or SAE/ISO controlled DTC. SAE and ISO DTCs are universal, therefore, they are adopted by most manufacturers that follow the OBD-II agreement. Simultaneously, because some

PMM NOVEMBER 2019 51

DIAGNOSTICS

& ENGINE MANAGEMENT

vehicles contain system differences in design and strategy, provisions are in place allowing manufacturers to use additional DTCs when a SAE/ISO controlled DTC is not suitable.

Based on the earlier example P0117 DTC (see table right), it is apparent that the fault stems from the powertrain and that it is a SAE/ISO controlled DTC. Further exploration into the third character of the DTC will show which area requires inspection. By dividing the vehicle systems into categories and numbering them 0-9, it is evident that the components monitored by the engine management system (in this case, the engine coolant temperature sensor) requires investigation if P0117 is put into practice.

Finally, the DTC’s fourth and fifth characters will uncover the remaining information of the fault composition. There are numerous variables of these, and they can represent the number of a cylinder or bank if the fault is intermittent or permanent, low or high input signal, or even short or open circuit. Using the same DTC of P0117, the fourth and fifth characters suggest a low input, and if all the previous information is consolidated, this shows the fault is situated in the powertrain; it is a SAE/ISO controlled DTC stored in the engine management system with a low input signal from the engine coolant temperature sensor.

To further facilitate in the fault-finding process, the conventional 5-character DTC could have another two characters at the end.

These extra two characters are available with multiple possibilities to indicate the failure type. Consequently, a DTC of P0117 with an additional 07 implies a mechanical failure.

Improved knowledge in how the DTC is constructed can give the technician a better understanding of how to deal with the fault on the vehicle.

Only a starting point With any diagnosis, components should not be replaced based on DTC references alone.

The vehicle wiring diagram should be consulted and surrounding components must be considered before any part is replaced.

The most important thing to remember is that DTCs are not the answer to the problem; they are merely a starting point to finding the problem. Autodata’s built-in DTC module

52 NOVEMBER 2019 PMM

First DTC

p

Body (B)

character

Chassis (C) Powertrain (P) User network (U)

Second DTC

0

character

Body (B) DTC B0xxx - SAE/ISO controlled code B1xxx manufacturer controlled B2xxx manufacturer controlled B3xxx - SAE/ISO controlled code

The body groups any faults related to the occupant safety, comfort and assistance. For example: air conditioning (AC), supplementary restraint system (SRS), climate control system.

The chassis groups any faults with the brakes, steering and suspension system of the vehicle.

The powertrain groups any faults associated with the engine, transmission and drivetrain.

The user network groups any issues with data transfer between on-board modules.

Chassis (C) DTC C0xxx - SAE/ISO controlled code C1xxx manufacturer controlled C2xxx manufacturer controlled C3xxx - SAE/ISO controlled code

Powertrain (P) DTC P0xxx - SAE/ISO controlled code P1xxx manufacturer controlled P2xxx - SAE/ISO controlled code P30xxx - P33xxx manufacturer controlled P34xxx - P39xxx SAE/ISO controlled code

User network (U) DTC U0xxx - SAE/ISO controlled code U1xxx manufacturer controlled U2xxx manufacturer controlled U3xxx - SAE/ISO controlled code

1

1 2 3 4 5 6 7 8 9 0

Fourth & fifth DTC characters

The fourth and fifth characters could represent a number of a cylinder or bank, if the fault is intermittent or permanent, low or high input signal, or even short or open circuit.

Additional DTC characters

00 01 07 08 0A 2A 3A 49 4A A3

Third DTC character

17 07

Engine management system Air/Fuel system (injector malfunction) Ignition system/Misfire Emission control system Vehicle speed and idle control system On-board modules Transmission Transmission reserved reserved

No failure type information General electrical failure Mechanical failure Data bus signal/message failure General electrical failure 2 Signal stuck in range Signal has too many pulses Internal electronic failure Incorrect component installed System voltage high

allows users to quickly search thousands of codes and return OE results, as well as additional common issues and fixes related to those codes. This is further enriched by the DTCs being constantly expanded from the generic SAE/ISO DTC definitions to the

manufacturer specific DTC definitions – continuing to give workshops useful and accurate information.

To find out more about Autodata, www.rdr.link /A J016

DIAGNOSTIC PMM presents the latest and greatest technology in the field of diagnostics. With the area becoming ever more important in the automotive sector, it is crucial to ask yourself whether you have the equipment that will help you stay ahead of the game.

DRIVEPRO DrivePRO is a multi-function diagnostics platform that combines Autologic’s diagnostic software with expert technical support from its OEM-trained technicians.

The company’s diagnostic software makes for fast and reliable fault identification. Enhanced functionalities include: ● ● ● ● ● ● ● ● ● ● ● ● ●

Fault read/clear Global fault read/clear Printable vehicle fault report Service interval reset Live data and actuations Electronic brake pad replacement Diesel particulate filter (DPF) reset Selective catalytic reduction (SCR) reset Steering angle calibration Ride height calibration Engine adaptation reset Key coding and remote adaptation Technical help files

The DrivePro platform allows Autologic to see what users see from the company’s Tech Support Centre in real-time.

Complex repairs and module replacement are made possible with live access to Autologic’s Master Technicians.

Users are able to talk directly to the company’s software engineers and can benefit from real-time updates. www.rdr.link /A J017

CDP+ Having built up an extensive bank of raw data that makes it possible to quickly and easily troubleshoot tens of thousands of different vehicle models, Autocom has developed diagnostic tools for cars, trucks, trailers and buses since 1991.

The company’s user-friendly and professional vehicle diagnostics solutions for Windows OS, with intelligent car and truck software, are used alongside CDP+ in workshops and on vehicle inspections all around the world. They include DoIP communication for Volvo and Jaguar Land Rover, and have an integrated ‘Info System’ powered by Haynes Pro. Autocom CDP+ Cars has, for many years, included many ADAS Camera and Radar calibration functions within its database. Now, the company has released its own calibration frame to work alongside the CDP+ Cars software. www.rdr.link /A J018

MAXISYS MS908 Autel’s MaxiSYS MS908 is capable of carrying out a variety of diagnostic, service and channel coding functions, thanks to its advanced diagnostic software and intelligent bluetooth VCI. The tool fits in well with the busy workshop environment, and is suitable for technicians that require superior coverage and capability, particularly when you consider the weekly software updates.

The MS908 has a specific upgrade path, which means that users don’t have to buy replacement tools as the market develops. You can upgrade an MS908 to an MS908Pro at a later date with the purchase of the additional J2534 pass-through device. It can also be upgraded with a videoscope, 4-channel oscilloscope and even the new Autel ADAS solution. The MaxiSYS is powerful, offering a 15 second boot up, and is built on the multi-tasking Android operating system. www.rdr.link /A J019

ARTIPAD

MEGA MACS 77

For each product that TOPDON makes, its engineers carefully study the user’s habits, and use their experience to provide the consumers with convenient, efficient and valuable diagnostic tools.

TOPDON has a range of products for garages, including the ArtiPad, the ArtiMini and the Arti Diag.

Focussing on the ArtiPad I, the device is a smart solution for car diagnostics based on a completely open Android operating system, allowing users to add additional apps to work alongside ArtiPad. This diagnostic tool delivers quick and complete diagnoses to solve problems more efficiently, as well as to significantly decrease downtime and increase revenue. The company recognises the ArtiPad1 as offering OE-Level functionality, from comprehensive OBD2 diagnostics and services, to advanced ECU coding and programming for VW, Audi, Mercedes BMW and Porsche. With its long-lasting battery life and extensive coverage, TOPDON products have become a very well-respected diagnostics solution.

Calibration of a vehicle requires two key components, the calibration equipment and a suitable diagnostic tool.

Both are supplied by Hella Gutmann Solutions (HGS) in the form of its CSC-Tool range and mega macs diagnostic hardware, all of which come pre-loaded with the necessary calibration software as a standard feature. The mega macs range consists of the PC, 42 SE, 56 and 77 variations.

Hella has recently introduced the mega macs 77 tool, which is the most powerful diagnostic tool that the company offers. The tool allows up to 16 vehicle parameters to be viewed at any one time and provides a step-by-step guide through the measurement procedure, with detailed notes and instructions displayed on the device’s screen. It is ideal for larger workshops or those that specialise in diagnostics, as well as training centres, all of which would benefit from its capacity and many features. www.rdr.link /A J022

www.rdr.link /A J020

TECHPRO

KTS The new generation of Bosch’s KTS gives workshops access to OEM solutions without the need to be a franchised dealer. PassThru enables a KTS unit to install and update a car’s internal software, which is typically the realm of a dealer. A garage no longer needs to purchase several OEM PassThru hardware solutions to cover the range of cars that they are likely to work on, putting valuable OEM data into the hands of independent garages and workshops.

Those purchasing a new KTS (350, 560 or 590) are entitled to a one-day user course within three months from the date of purchase, covering the basic operations of the KTS. For those looking for a more in-depth knowledge of diagnostics, the Bosch Diagnostic Technician Programme is designed to give a thorough and comprehensive grounding in diagnosing faults across a range of systems. www.rdr.link /A J021

Mahle’s diagnostic tool, TechPRO, is the company’s response to the increasing market demand for devices that boot quickly, supply rapid results, are intuitive to operate, and can be used economically over the entire service life of the device. TechPRO is said to recognise all error codes within 30 seconds on average.

The Linux-based system communicates with all the modules fitted in the vehicle and responds to over 54,000 detailed OEM error code descriptions. It stores all the data protocols locally, thus offering subsequent output if required, without having to reconnect to the vehicle.

The touch screen enables simple, intuitive operation of the diagnostic system — from the current vehicle status, to guided troubleshooting, and to relevant component coding.

Thanks to integrated Wi-Fi, regular software updates are carried out automatically via the Internet so that TechPRO is always up to date. Technical details and information specific to the vehicle, such as a wiring diagram or the status display, enable a rapid, result-oriented diagnosis. www.rdr.link /A J023

DIAGNOSTICS

& ENGINE MANAGEMENT

Sitting in on Troubleshooting 101

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PMM recruited the help of Tony Powell AMIMI, Senior Technician at A P Autodiagnostics, to report back on the training offered at the newly opened JLM Academy by diagnostics trailblazer Steve Scott.

ack in September, I attended the one-day diagnostics course, Troubleshooting 101, at the new JLM Academy in Ashington.

Steve Scott, a highly skilled technician in his own right and a founding member of the Simply Diagnostics Network, was running the course. It was my first full training course with him, but I had seen a previous short talk by Steve on one of The DPF Doctor’s training days and was impressed enough to book this event.

No stupid questions To kick off proceedings, Steve set the tone for the training day with a very down to earth introduction, putting everyone at ease by pressing home the point that there is “no such thing as a stupid question”. Steve made it clear that he had no intention of delivering a

school lesson; he wanted to get us enthusiastic about diagnostics by providing a hands-on experience.

He began with some basic checks, as well as outlining the basic tooling that all technicians should have in their toolboxes.

Take a simple 21W bulb, for example. Steve showed us how it can be used to make a circuit test look easy. His explanations were full of little titbits of information like this, which are priceless for those who want to improve their diagnostic process. For another example, he showed us that a highly corroded wire with an Ohm meter can still pass the test, but put a basic load on this wire and it doesn’t stand a chance. It quickly became clear that the training was designed to highlight that diagnostics doesn’t have to be complex.

Instead, more often than not, the simplest way can sometimes be the best way. 씰

DIAGNOSTICS

& ENGINE MANAGEMENT

Don’t always go expensive For the next part of the course, Steve moved on to a very expensive multimeter with a built in thermal image camera. Using the meter, he introduced us to a number of easy tests, from simple battery testing through to running issues. He then went on to show how even the cheapest multimeter was able to carry out these tests effectively.

Swiftly moving on, Steve pushed home the point that a voltage drop can be a technician’s best friend. He showed us how easy it is to carry out a voltage drop test, and how accurate the results can be.

REAL-WORLD USES

Practical diagnostics It’s all about mentality With some basic processes covered, we then turned our thoughts to the theory behind diagnostics. A mistake that many technicians are guilty of is testing something when you don’t know for sure what the result of that test will be. Knowing a result is a crucial part of a diagnostic strategy, not only because it allows you to establish the accuracy of the information you gather, but it means you are able to plan the next step of the process whilst collecting vital diagnostic evidence.

Steve’s whole attitude was to approach diagnostics in a positive way; affirming what you suspect is the case, using simple tests with simple tools.

As if to make a point, Steve then demonstrated a test that took roughly 15 minutes, and it proved absolutely nothing at all! It seems some simple training is all it takes for you to avoid wasting both time and money.

The demonstrations on test vehicles were well designed and very simple. At one point, Steve showed an intermittent starting issue that refused to behave. The stubborn vehicle constantly started, even after the earthing lead bolt was loosened. Eventually, it faulted for us. However, each time the starter engaged, sparks shot out. Thankfully, this gave the game away a little as to what the issue was.

I’m sure many of us have had intermittent faults that just won’t show up when we have the vehicle in the workshop.

In the afternoon, we were given a meter and asked to carry out some simple tests to make the point that diagnostics can be easy and stress-free if it is approached in the right way.

How does it compare?

I have attended many courses run by some very large companies and the most highly qualified trainers in the trade. After

The training that Steve delivered was immediately put to good use in my garage the day after the course.

Whilst testing an SCR system, the generic diagnostic tool kept saying that 5bar was correct, yet the dealer tool showed almost 7bar. As it turned out, this was because the manufacturer had updated the software system, which meant the information had also changed, causing the generic tool to be incorrect. If I had followed the generic tool’s information without question, it could have resulted in the fitment of some very expensive replacement parts, when there wasn’t actually a fault to begin with.

Troubleshooting 101, I felt like Steve’s course was well and truly up there with the best. At the end of the day, I had learnt some very valuable and important lessons, and was fully won over by Steve’s mantra “#strongertogether”.

So, for me, if you are looking for a diagnostics training course, you can’t go wrong with Steve Scott. Regardless of your training or skill level, I simply cannot recommend this one enough. Having spoken with the other attendees, we all felt the same, all of us coming away thinking that the course was worth every penny.

We all need to continue our training, and back-to-basics training is, in my opinion, a must. As technicians, we should all want to stay at the top of our game, and courses like Troubleshooting 101 are there to ensure we have that opportunity.

To find out more about Steve Scott and the Simply Diagnostics Network, www.rdr.link /A J024

58 NOVEMBER 2019 PMM

MOT

Why EMISSIONS matter Vehicle emissions are subject to intense scrutiny, but BM Catalysts’ Commercial Director, Mark Blinston, believes that the standards are still falling short.

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arbon dioxide accounts for 81% of the UK’s greenhouse gas output, with road transport being one of the biggest contributors (according to Gov.UK National Statistics: 2005 to 2017). Much of the current effort geared towards the reduction of harmful exhaust emissions to improve air quality has been focussed on developing better post-ignition filtration. Ongoing monitoring of the efficiency of this filtration is done via annual MOT inspections.

When the MOT test was first introduced in the UK in 1960, it was limited only to vehicles aged 10 or more. Initially, inspections included safety checks to ensure things such as brakes, lights and steering parts were functional and in good condition. Over the years, however, the age that a vehicle was required to begin undergoing MOT tests was progressively reduced, whilst requirements on securing a pass became tighter. It was in 1977 that a detailed check of the exhaust system was introduced, but it wasn’t until 1991 that an emissions test for petrol cars was added to the inspection, followed in 1994 by the same checks being made to diesel vehicles. Whilst stricter MOT requirements have meant heavier consequences for drivers whose vehicles do not meet required standards, the changes have

played a vital part in the development of newer, more efficient emissions control technology.

In 2018, in line with the EU roadworthiness directive, the UK Driver & Vehicle Standards Agency (DVSA) decided to go one step further than simply relying on manufacturers to release new cars with technology that allows them to produce fewer harmful emissions, and drastically revised the UK’s MOT inspection. With new defect categories added and stricter diesel emissions requirements coming into effect, these changes also saw the introduction of checks for visible smoke of any colour being emitted from the exhaust and for any signs that the diesel particulate filter (DPF) has been removed or tampered with. In response to the severity of the emissions crisis we now face, failure on either of these two points results in an automatic MOT failure, with the defects being categorised as ‘major’ or ‘dangerous’ due to the impact they both have on the environment.

As a manufacturer of aftermarket catalytic converters, DPFs and front pipes, BM Catalysts supports the tightening of emissions standards to help work towards a safer and greener future. However, we believe that the current MOT checks don’t have sufficient synergy with government and EU air quality targets in that they don’t protect air quality

enough. Stricter diesel emissions testing that measures particulate levels far more accurately would be a better way of trying to eliminate some of the most polluting vehicles from the road, but it would require a significant amount of investment at MOT centres and could result in much higher numbers of emissions-related failures.

To find out more, www.rdr.link /A J025

PMM NOVEMBER 2019 61

MOT

Direct from the

DVSA PMM talks to the DVSA about the latest MOT news and updates that UK businesses should be aware of.

New rules: the results In the first year of the new MOT, more than 31 million vehicles took a test with almost a third failing. Of these, almost three million failed due to dangerous defects and were taken off the road or repaired, helping keep Britain’s roads safe.

DVSA research, however, shows around 25% of vehicles get their MOTs late which means there could be hundreds of thousands of dangerous vehicles overdue for their MOT. Neil Barlow, DVSA’s Head of Vehicle Engineering, said, “The DVSA’s priority is helping everyone to keep their vehicle safe to drive.

“Thanks to the MOT, three million dangerous vehicles have been taken off the road. But with a quarter of cars turning up late for MOT every year, that means there are lots of potentially dangerous vehicles badly in need of inspection.”

The rule changes to the MOT also had a significant focus on emissions testing.

62 NOVEMBER 2019 PMM

Recently released DVSA data shows that the new tougher emission tests have made a significant contribution to improving air quality. Nearly 1.2 million (1,151,976) failed as a result of poor emissions. These have been repaired or taken off the road, helping to improve the environment.

Connected equipment Since 1st October, anyone who has bought a roller brake tester needs to make sure it’s a model that can connect to the MOT testing service. This also includes buying replacement equipment, and as part of the process of getting authorisation to carry out MOTs at a test station.

The DVSA has worked with roller brake tester manufacturers to develop software that will allow their products to connect to the MOT testing service. Connected equipment will save time, reduce the risk of error in entering MOT results and help to reduce the risk of fraud.

Chris Price, DVSA Head of MOT Policy, said, “We’ve brought connected equipment in to modernise testing in MOT garages and reduce the potential for mistakes.

“It will make testing quicker, more accurate and give motorists greater confidence in the quality of testing. Garages already using this equipment have seen benefits to their business.”

The DVSA is also working with manufacturers to develop diesel smoke meters, exhaust gas analysers and decelerometers that connect to the MOT testing service. There are plans to make connectable models of these kinds of equipment mandatory for replacement equipment and new garages, too.

Connectable equipment is not necessarily more expensive than the current equipment garages already have. The difference between a connectable and non-connectable model is often its software. This means that non-connectable equipment models can be

©Angela/AdobeStock

“Thanks to the MOT, three million dangerous vehicles have been taken off the road” made connectable by a software update to allow it to connect to the MOT testing service.

MOT garage managers are encouraged to investigate the benefits of connected equipment and understand how it will help the testing process in their workplace. Investing in connected equipment will improve the efficiency of their garages and help futureproof their businesses.

MOT garage manager security checks In early October, the DVSA announced that DBS checks would be introduced for MOT garage managers in an attempt to improve the quality of the MOT offering.

From 1st November, anyone applying to be an authorised examiner (AE) or authorised examiner designated manager (AEDM) will need to have a basic DBS check. This verifies the applicant’s identity and checks unspent convictions.

The DVSA is introducing DBS checks to prevent people who might damage the integrity of the MOT scheme from holding positions of authority at test centres.

Chris Price said on the topic: “We’re always looking for ways to make our processes less complicated and more secure. Bringing in DBS checks for MOT managers and owners helps us do this. For the DVSA, it means we can protect the integrity of the MOT, and it makes the process simpler for applicants. That’s a win-win.”

The new process replaces the countersigning of driving licences or passports to check credentials and will be carried out solely through gov.uk. This current process takes longer and is complicated for applicants. The new DBS check will not only streamline and simplify the process, but will also help make sure MOT test centres are managed by fit and proper people.

To find out the latest MOT news,

www.rdr.link/AJ026

MOT

Stress-free MOT In the October issue of PMM, we spoke to Zack Siddiqui, the man behind the new MOT booking platform, bookmot.com. This month, we’re taking an even closer look into what MOT centres will get when they sign up to this new service.

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ookmot.com is designed to allow MOT centres to manage their MOT bookings through one easy-to-use portal. Vehicle owners go to bookmot.com and book a time and date that suits them, directly with an MOT centre from their phone or PC. What really distinguishes bookmot.com, however, is that the service comes with a live workshop management system that allows the centre to accept and view online customer bookings, whilst also taking into account offline bookings. The worksheet is real-time, so workshops can see customer bookings instantly, as soon as they are booked.

Automated MOT bookings save time in an already hectic work environment, scheduling jobs for their staff on one comprehensive worksheet.

There is also the option of reorganising tasks should the need arise, enabling the option of moving job allocations and viewing performance reports for increased visibility.

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A free service

What’s on offer?

The latest bookmot.com features include: ■ Instant bookings by customers and garages ■ Instant email notifications to customers and garages ■ Dynamic worksheet to minimise admin ■ Accounting integration with Sage, Quickbooks and Xero ■ Video and photo uploads ■ Quote and estimate generation for customers ■ Transparent customer repair requests ■ Email option for jobs and invoicing worksheets

Job postings for garages

And, the following features will be coming soon: ■ Garage centre and dismantler centre access for part requests ■ Recovery centre access to provide recovery services ■ Online uniform ordering ■ Online insurance quotations ■ Online garage equipment shop ■ Online tyre services

“Automated MOT bookings save time in an already hectic work environment.”

It’s free to sign up to bookmot.com, and once an MOT centre has done so, the centre will be listed when a customer searches for an MOT in their area (10 mile radius). The workshop will also receive a phone call from a member of the bookmot.com team to run through the system, and answer any questions they may have.

Once the listing appears on bookmot.com, vehicle owners can search via postcode and book directly with the MOT centre of their choosing. Bookings automatically appear in the MOT centre’s work schedule, where offline bookings and other work can also be placed.

There are no booking fees – bookmot.com is 100% free to use – so once the MOT is complete, the customer will pay the centre directly. The customer will also receive a reminder the following year, 21 days before their MOT is due.

To sign up to bookmot.com, www.rdr.link /A J027

PMM NOVEMBER 2019 65

MOT

Don’t let it go to waste Following last year’s updates to MOT regulations, MOT testers in England, Scotland and Wales now classify faults under new defect categories. This has led to a large rise in MOT emissions test failures in 2018, but what happens when a vehicle that has failed its MOT is beyond repair?

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stricter emission standards is not ideal for vehicle owners, identifying and fixing or removing polluting cars from the road makes a real difference to improving air quality.

tricter limits have been brought in for emission control for any vehicles fitted with a Diesel Particular Filter (DPF). Figures by the Driver & Vehicle Standards Agency (DVSA) showed that MOT emissions test failures doubled in the first six months of this being introduced. 744,592 cars failed the MOT emissions test, compared to 350,472 for the same period in 2017.

Other items added to the MOT test checklist included:

Getting the app

■ Clearly under-inflated tyres ■ Contamination of brake fluid ■ Fluid leaks that can cause environmental

risks ■ Brake pad warning lights and brake pads

or discs are missing.

The new ‘dangerous’ fault category means that drivers can find themselves in the position whereby their MOT failure is not only beyond repair, but is illegal to drive.

Scrap car recycler, CarTakeBack.com, saw a way that it could step in to help garages and garage technicians deal with this type of vehicle and help their customers.

Offer a recycling service to your customers Since the update, the company has found that more MOT centres and garages are turning to its service. Whether it’s an MOT failure, or a car just not worth the repair, using CarTakeBack, garages can give customers all the options open to them, including a fast and efficient way to dispose of an old car.

The company offers free collection from anywhere in the UK, taking the hassle out of getting the car to a scrap yard, or arranging the recovery of a nonrunner. On top of this, CarTakeBack is the official recycling partner to many major car brands, which is

66 NOVEMBER 2019 PMM

TESTIMONIAL – “Using CarTakeBack’s scrap car recycling service couldn’t be any easier. Vehicles are collected on time and paid the next day - wish I had used it years ago!”

Steve Walker from Holdcroft Group Body Centre

reassuring to customers.

Alison Price from CarTakeBack.com commented, “Whether you recommend us or use CarTakeBack’s scrap car recycling service yourselves, we can become that extra service to enable you to go above and beyond for your customers. We take away the hassle, relieving what can be a stressful situation, and you can guarantee your customers that every car will be recycled to the highest standard.”

Although the rise in MOT failures due to

To make the process even quicker and easier, CarTakeBack has developed a free Scrap Car Quote App for MOT centres and garages to use. The app is simple to use; once set up with an account, the user can get an instant quote for any vehicle and if they’re happy with the price, they can arrange collection.

The scrap car quote app was developed to meet the needs of fast-moving businesses that need a quick and easy way to remove unrepairable vehicles from their site, freeing up much needed space, whilst also meeting their customers’ needs by offering a complete service.

The app is free to garages and MOT centres.

To download,

www.rdr.link /A J028

MOT

MOT gets connected In an industry where efficiency is crucial, the recent introduction of connected MOT equipment should come as no surprise. But, who supplies this technology and what are its advantages?

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n addition to its range of connected brake testers, Boston Garage Equipment is reported to be the first manufacturer to receive DVSA Connected Equipment approval for its exhaust gas analysers, diesel smoke meters and decelerometers. Also underway is a trial of the company’s electronic headlamp aim tester.

The DVSA is yet to confirm an introduction date for connected emissions, decelerometers or headlamp aim testers, but new regulations for connected brake testers were introduced from 1st October this year.

One of the main advantages of Boston’s connected equipment is that it will be controlled from one computer station by one software program, and developed in-house.

The benefits of this are clear; faster, simpler testing, streamlined service and support, and no messy installation issues which could potentially arise if different brands of connected equipment were combined in the same test lane.

68 NOVEMBER 2019 PMM

To connect equipment to the MOT Test System (MTS), an ‘electronic key’ is required. In a recent MOT Special Notice, the DVSA confirmed that the key must be requested from them by the station’s Authorised Examiner (AE) at least 14 calendar days before the equipment is due to be installed.

For customers using Boston connected equipment operated from a single PC, only one key is required because Boston’s single software solution communicates with each of their different items of connected equipment.

This also helps to keep things simple for AEs requesting the keys.

On the other hand, MOT stations using equipment from different manufacturers will require multiple keys from the DVSA – one for each item operated by different software.

This scenario increases the potential for errors and delays, such as the wrong key being provided to the wrong manufacturer.

Boston’s Director, Brad Calcutt, commented, “Our aim in developing our software solution was to keep it as simple and as easy-to-use for our customers as possible.

Our connected equipment software works in

the background and requires no action from the tester. Equipment test results are always saved, and should connection to the MTS be disrupted for any reason, failed uploads are automatically re-attempted in the background until they are received.”

One of the sites already using Boston’s connected equipment is The Test Centre, and to Director, Ian Wills said, “As the busiest MOT Station in the UK, we need equipment that is reliable and efficient. We have been working closely with Boston, and by utilising this equipment, we now get more accurate results direct to the MTS System, making it quicker for our testers and customers alike, which are both critical factors in the success of our business.”

In addition to delivering what the company regards as a ‘seamless’ customer experience, Boston’s connected equipment comes with a free website, offering test data and statistics in an easy-to-read format, as well as a host of other useful MOT tools for garage owners or authorised staff.

For more information on Boston’s range of connected MOT equipment, www.rdr.link /A J029

WINTER READY As the colder winter weather approaches, it’s vital that customers’ vehicles have their battery tested when entering the workshop – they won’t want to breakdown in the big freeze!

To ensure a complete and thorough service, VARTA recommends performing a battery test on all vehicles coming into a workshop.

With most vehicles entering the workshop on average just once a year, it is important for a technician to perform a battery test on the vehicle, even when the vehicle is not in for a battery-related job.

With 40% of national breakdowns resulting from a direct result of battery failure, there are many car batteries not being checked until it is too late – when the vehicle no longer starts! Accurate testing can identify batteries in a poor condition and could result in a new battery being fitted, keeping your customers happy and on the road.

This is especially important as the weather gets gradually colder – vehicle drivers don’t want to breakdown in the cold!

Did you know?

VARTA has been producing vehicle batteries for over 130 years!

For information on fitting instructions, battery location on the vehicle, and even fitting times per vehicle make and model, sign up to the industry leading online tool, the VARTA Partner Portal. Access to the VARTA Partner Portal is available via all internet-enabled devices. After a quick oneoff registration, each workshop technician has FREE and unlimited access, so you can ensure the correct battery is installed in the quickest time possible. For more information, GO TO www.rdr.link /A J030

FIND THE BATTERY ON THE CAR TEST EVERY BATTERY THAT ENTERS THE WORKSHOP SELL THE RIGHT BATTERY FOR EVERY VEHICLE FIT

THE BATTERY USING THE VARTA PARTNER PORTAL More testing – Every vehicle – Every time

STEERING

& SUSPENSION

Are you making the most of EPS? Electric Power Steering (EPS) is now more commonplace than ever before.

However, garages still seem to be cautious when dealing with them effectively.

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n some cases, independent garages are missing out on business because they have taken on a job they aren’t prepared for, and don’t have the knowledge or equipment to deal with the repair from start to finish. If they don’t know up front which particular parts need specialist equipment in order to reprogram them, and then find they don’t have the correct equipment, they may have to call in the expensive services of the main dealer. This means they make less on the job than they anticipated, or worse still, have to explain to their customer that the job will be more expensive and take longer than they had initially quoted.

“With EPS becoming more and more prominent in vehicle repairs, there’s a lot of software involved and a lot of programming,” explained Joe Toakley, Area Sales Manager at Shaftec. “At Shaftec, we have a stringent process of formatting the software on the EPS units. Known as ‘virginalising’, this means that the part is ready to effectively function in another vehicle. We have also added a ‘tamper’ label to every component, which shows that the product is virginalised before it leaves us. In the unlikely scenario of a garage receiving a component with a damaged/broken label, they should source a replacement from their local motor factor.

The part will then be returned directly to us and we will check the product thoroughly and revirginalise, if necessary, before it leaves the Shaftec facility again.

“This is only part of the job. The bit we can’t physically do for our customers is the actual reprogramming. Some parts can be

“Being aware of the equipment you need for successful programming – to avoid involving third parties – should be a standard piece of the puzzle.” reprogrammed using generic diagnostic tools, which forward-thinking garages really should invest in. Certain steering systems, however, require bespoke VM equipment in order to be successfully programmed for fitment, and it helps massively if the garage is aware of which parts these are.

“Technology moves at such a fast pace these days, and with an ever growing car parc, it pays to keep on top of new developments. Being aware of the equipment you need for successful programming – to avoid involving third parties – should be a standard piece of the puzzle.”

Shaftec is reaping the rewards of investing in machinery to speed up the EPS remanufacturing process, with 2019 demand for its new-to-range electric steering parts far surpassing traditional variants.

The company’s latest additions include a mobile EPS diagnostic machine, which reads and clears fault codes on all electric steering components, after which parts are transferred to a full EPS testing rig for electric racks, electric pumps and electric column drives.

This tests assistance, speed and angle sensors during a ‘real world’ simulation with visual readouts on the screen. Virginalising the unit means it can be fitted with a ‘plug and go’ ethos, leading to a bigger range of part numbers available, a faster diagnosis of faults and massively increased in-house control.

For more information on Shaftec’s range of products,

www.rdr.link /A J031

PMM NOVEMBER 2019 71

STEERING

& SUSPENSION

Staying in

CONTROL With every new release, modern cars are getting bigger and heavier, which puts steering and suspension components under considerable stress. With this in mind, it’s essential to know how to deal with any issues that may arise.

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teering and suspension parts are safety critical. Therefore, they must be designed to withstand the increasingly high loads dictated by vehicle manufacturers. Wear is a common cause of damage, and its detrimental effects on the vehicle’s road holding ability and safety require immediate action.

Control arms stabilise and take over the alignment of the wheels. If this component is damaged, drivers feel the effect immediately, in the form of unresponsive steering and play, or reduced driving comfort and unpleasant noises during driving. These effects are not only annoying, but can also be dangerous.

“A defective control arm can lead to, for example, damage to components such as tyres or axle parts, or the tearing or breaking of the control arm, resulting in loss of control of the vehicle. This is a great danger to road traffic and must be repaired immediately”, explained Andrew Tress, Sales Manager at Meyle UK.

Three typical damage patterns LEAKING HYDRO MOUNTS INNER SLEEVE ON CONTROL ARM MOUNT TORN LOOSE Many control arm mounts are undersized, causing them to fail prematurely. The rubber-to-metal bond becomes loose as a result of excessive loads.

Meyle’s best practice advice: Rely on the company’s HD control arm mounts with a profiled sleeve to maximise part durability. The rubber profile is contoured to deliver excellent load-carrying capabilities, and a premium bonding agent provides strong adhesion and protection against under-paint corrosion. Install full-rubber bearings in pre-loaded condition only.

When subjected to excessive power levels, hydro mounts are likely to spring a leak and lose their damping capacity. Variations in the part’s stiffness characteristics have a detrimental effect on steering precision.

Meyle’s best practice advice: Have the hydro mount checked during every brake service. Rely on durable full-rubber bearings from the Meyle-HD range.

FISSURED RUBBER MOUNTS Rubber mounts have a limited loadcarrying capacity, and this is defined by a pre-set torsional angle. If the load applied on the rubber mount exceeds this limit, there is an increased risk of the rubber cracking and peeling at the rubber-to-metal bond.

Meyle’s best practice advice: Install full-rubber bearings in a preloaded condition only. First, position the vehicle axles to reflect the position of a stationary vehicle on firm ground. Then, torque down the full-rubber bearing completely.

72 NOVEMBER 2019 PMM

Meyle-HD control kit: critical information To improve vehicle stability and driving comfort, and consequently road safety, Meyle has refined its control arms and presents another application of its Meyle-HD control arm kit. The company’s control arm makes what is usually complex repair work easier for workshops; thanks to a continuously variable adjustable ball joint and exact position indication. The control arm can be used for three different wheel camber settings, thus replacing three different OE parts. This not only saves garages time, but also storage space, logistics and transport costs; instead of six references, only two control arms are required for the repair of Range Rover IV and Range Rover Sport.

The ball joint and the reinforced bushings can be replaced individually, making the control arm kit another sustainable repair solution. The ball joint is provided with a corrosion coating. With the seal made of wear-

resistant rubber, including a shielding ring, the ball joint is a reliable and durable spare part, saving time and money in everyday garage life.

Garages can also win over their customers with the four year guarantee on Meyle-HD parts.

In addition to the Meyle-HD control arm kit for Land Rover, the company is also offering its control arm kits for BMW and MINI. On offer is the technically improved aluminum control arm with a replaceable

support joint and fastening material. The aluminum construction ensures that the control arms are very well protected against corrosion and are particularly durable. The weight advantage of almost 20% compared to the OE counterpart offers advantages along the entire logistics chain.

For more information on Meyle’s range, www.rdr.link /A J032

STEERING

& SUSPENSION

BEST PRACTICE Specialist tools required…

Richard Newman, Comline’s Product Line Manager, explains why having specialist tools available is not only advisable, but often essential.

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hen tackling the fitment of a wheel hub, such as the CHA045 reference that serves a variety of models from the VW Audi Group, the use of specialist equipment should not be overlooked. In fact, specialist tools are essential when fitting this type of bearing.

Incorrect installation will damage the bearing, leading to noise, excessive play and shortened service life. With this particular type of bearing, the metal outer ring must be fitted correctly to the outer bearing face before installation into the housing. This must be done using a removal/installation tool suitable for GEN2 wheel bearings. The use of a hydraulic press must be avoided, as its use will result in damage to the bearing, poor performance and premature failure. When using the suitable removal/installation tool, it is also essential to follow the tool

The correct special tool should be used to avoid damage to the inner structure of the bearing. The force should be applied to the outer race of the bearing.

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manufacturer’s guidance as incorrect use will lead to similar problems.

As the condition of the UK’s roads continue to deteriorate, steering and suspension systems, along with hub assemblies and wheel bearings, are increasingly being put through their paces. It is therefore vital that these systems are checked regularly to ensure they are offering optimum performance. Common signs that there is a problem in this area include:

This shows incorrect installation

drifting or pulling during turns dips or ‘nose dives’ when stopping uneven tyre wear a rough ride

There is a common misconception that a vehicle’s suspension system is simply about comfort and delivering a smooth ride, and as such, repairs are often not regarded as critical when compared to procedures such as brake and oil changes. However, a failing or poorly performing steering and suspension system will impact the driver’s ability to control the vehicle, especially with stopping and turning. This message needs to be better communicated to motorists to ensure that they are investing to repair and maintain these vital systems.

At Comline, we offer a comprehensive line-up of steering and suspension products alongside an expansive range of wheel hubs and bearings. Working with ISO-compliant manufacturing facilities, we employ strict quality control procedures. These procedures ensure that each component is subjected to rigorous testing cycles, which include checks for full tension, compression and hardness, weld penetration, life performance and corrosion resistance. It is thanks to these rigorous checks that we can confidently supply a three-year, 36,000-mile warranty across our entire range.

process which leads to the problems mentioned above.

For more information, www.rdr.link /A J033

PMM NOVEMBER 2019 75

STEERING

& SUSPENSION

When BUSH comes to shove First Line considers the role of the suspension bush and why it should not be overlooked.

A

lthough they may look insignificant and be the least expensive part of a vehicle’s steering and suspension system, bushes are crucial to a car’s correct handling and overall safety. This is particularly prevalent for the bushes that are used in suspension arms, which will also have a huge effect on the longevity of the complete unit.

Choose carefully Unfortunately, there are bushes in the aftermarket that are of a non-OE standard and these sometimes use a straight, rather than the OE standard swaged tube in their construction, and are, therefore, cheaper.

The difference between the two is that a swaged tube provides a greater bonding area for the rubber, which directly increases the longevity of the bush. Although swaging is an extra step in the manufacturing process, the benefits of this process are plain to see when the cheaper bush fails earlier than it should.

If a replacement bush is poorly manufactured, or produced to an inadequate specification, it is highly likely that it will not possess the correct shore hardness or noise vibration harshness properties required.

Subsequently, this will have an adverse effect on handling performance/ride quality, and could result in the vehicle pulling or lurching in one direction or the other when driven.

Even if low quality bushes are replaced as a pair, the vehicle will still not perform as it is designed to, and it is likely to feel dull and unresponsive to the driver.

“Although swaging is an extra step in the manufacturing process, the benefits of this process are plain to see when the cheaper bush fails earlier than it should.”

Therefore, it is vital that the bushes are installed correctly. On many occasions, the First Line technical team have encountered wishbones that has been returned due to the bushes failing prematurely, often as a direct result of incorrect fitment. It is important to remember that this replacement process requires specialist equipment – an aspect to the procedure that can be overlooked.

Best practice When it comes to its installation, a wishbone should only have its fitting bolts tightened when the vehicle’s wheels and axles are in their normal ride height position, not when the wheels are in an unloaded ‘hanging’ position. Tightening them without load will put a torque reaction on the bushes when the vehicle is taken off the service ramp, which will lead to the centre of the wishbone bush being ripped away.

Ultimately, it is important to follow the OEM procedure for any replacement, as some elements will vary from vehicle to vehicle.

Following any steering and suspension component replacement, you should carry out a full wheel alignment check, and where applicable, a steering angle sensor reset. For vehicles with ADAS technology, following a vehicle alignment check, the system may need recalibration, but again, refer to the individual OEM procedure for the vehicle being worked on for full details.

To find out more about First Line’s range

SWAGED TUBE

76 NOVEMBER 2019 PMM

STRAIGHT TUBE

of steering and suspension components, www.rdr.link /A J034

MECHANEX PREVIEW

WHERE: SANDOWN PARK, ESHER, SURREY WHEN: TUESDAY 12TH AND WEDNESDAY 13TH NOVEMBER 2019 – 10AM TO 4PM

EVERYTHING YOU NEED TO STAY AHEAD OF THE GAME The UK’s only regional trade show dedicated to garage businesses is back again in 2019, with a fresh approach and a host of exciting new content.

The automotive aftermarket is evolving at an alarming rate, so it’s more important than ever that you stay on top of the latest technology, training, products and information available to your business.

Attending MECHANEX is the perfect way to ensure that you are up to speed.

It’s an unmissable opportunity to attend FREE seminars, sample the latest products on the market, and take advantage of exclusive show special offers.

So, why not bring the full workforce along and make a day of it?

feature a number of new and esteemed industry experts. Among the fresh faces will be Darren Darling from the DPF Doctor network, Ian Marsh of the DVSA, Mike Smallbone from the IAAF, and Steve Scott of Simply Diagnostics fame. Of course, the show will also welcome back Steve Carter, who will be updating visitors on the automotive electric revolution, and there will also be the return of the ‘Talk of the Trade’ panel discussion. So, don’t miss out!

GET SOCIAL To keep up to date with all things MECHANEX in 2019, be sure to visit WWW.MECHANEX.INFO, like us on Facebook and follow us on Twitter!

MECHANEXShow NEW SEMINAR PROGRAMME FOR 2019

@MECHANEXShow

■ THE UK’S ONLY REGIONAL TRADE SHOW DEDICATED TO GARAGE BUSINESSES ■ MARKET LEADING BRANDS ■ LIVE DEMONSTRATIONS OF THE LATEST TOOLS & EQUIPMENT ■ BRAND-NEW, FREE SEMINAR PROGRAMME ■ EXCLUSIVE SHOW OFFERS ■ ON-STAND PRESENTATIONS ■ ‘TALK OF THE TRADE’ INDUSTRY DEBATE RETURNS ■ FREE BACON ROLL & PROFESSIONAL MOTOR MECHANIC T-SHIRT

2019’s MECHANEX seminar line-up will TO REGISTER, VISIT WWW.MECHANEX.INFO

PMM NOVEMBER 2019 79

MECHANEX PREVIEW

MECHANEX MAIN SEMINAR THEATRE Essential technical and business advice, tailored to independent garages, delivered by industry experts.

DAY 1 & 2 12TH – 13TH NOVEMBER 10:30 – EV & PHEV: STEVE CARTER Keeping up with the pace of change and getting to grips with electric and plug-in hybrid vehicles.

11:30 – THE DPF DOCTOR’S SURGERY: DARREN DARLING Darren Darling, the founder of the DPF Doctor Network, shares his expertise on DPF-related dilemmas.

DAY 1

DAY 2

12:15 – TALK OF THE TRADE: HOSTED BY NEIL PATTEMORE

12:15 – THE AFTERMARKET IN 2019 AND BEYOND: IAAF

Back again in 2019, this ‘open forum’, featuring a panel of industry

The IAAF’s Mike Smallbone discusses the threats and opportunities

experts, is aimed at encouraging visitors to join the debate and have

facing garages and explains the valuable work that the organisation

their say on a variety of industry topics. Got something to say?

does to support the aftermarket.

Don’t be shy!

13:00 – MOT UPDATE: DVSA The DVSA provides crucial insight into the MOT changes that are affecting MOT centres and garages across the UK. From connected equipment to emissions testing, the seminar is prime opportunity to get the latest on regulations that are affecting your business.

14:00 – DELIVERING DIAGNOSTICS : STEVE SCOTT For his first appearance at MECHANEX, Steve Scott of the Simply Diagnostics Network will be presenting his unique approach to diagnostic troubleshooting.

MECHANEX PREVIEW

PLAN YOUR DAY Stand highlights, on-stand presentations and product demonstrations

NGK STAND: B2 Following the recent and successful UK launch of its range of ignition lead sets, NGK Spark Plugs (UK) will showcase the products at the forthcoming Sandown Park exhibition.

The range comprises more than 40 part numbers, including copper core, carbon and inductive resistor types, all manufactured to original equipment (OE) standards, and delivers high resistance to heat and vibration,

outstanding electrical conductivity and superior performance under extreme conditions.

NGK staff will be on hand to discuss the merits of the range, as well as the company’s OE spark plugs, glow plugs, NTK Lambda sensors, including new 5-wire sensors, plus camshaft and crankshaft sensors (also known as engine speed and position sensors), which were introduced earlier this year.

AUTOADVISOR.CO.UK STAND: D28 Car repair comparison site www.AutoAdvisor.co.uk will be exhibiting at Mechanex Sandown for the first time. The site’s founder, Alex Taylor, will be demonstrating the platform and its capabilities to potential customers, offering free sign-up and the opportunity to win prizes on the day for garages that join AutoAdvisor.

82 NOVEMBER 2019 PMM

Alex Taylor explained, “We’re delighted to be exhibiting at Mechanex Sandown. Already, the market for a garage comparison site is crowded, but with our Express Car Parts motor factor expertise, Mechanex provides us with a great opportunity to meet with garages and demonstrate how the site can add value to their business.”

DRAPER TOOLS STAND: A22 This is a special year for Draper Tools, as the company is celebrating its 100-year anniversary, and to mark the occasion, there will be plenty of great offers and deals on the stand.

A key highlight will be the Xp20 power tool range, along with the D20 and popular 10.8V power tool ranges. These all feature a convenient, multi-tool battery system.

There will also be the recently launched diagnostic testing range, including compression, vacuum and pressure testing equipment sitting pride of place. Look out for the Draper Expert Vacuum and Pressure Test Kit with a 4bar pressure range and bold, easy-toread display. Plus, don’t miss the 7W COB lamps and an anniversary edition gun metal grey toolbox.

ABSOLUTE ALIGNMENT STAND: F26 Visit the Absolute Alignment stand to see the company’s latest product range and talk to its expert technical team. As an exclusive offer for customers attending Mechanex Sandown Park, the first six-monthly calibration service is being offered free with any Absolute Alignment wheel aligners ordered at the show – which will

save up to £250.

Absolute Alignment is a UK distributor of Bluetooth and 3D four wheel alignment equipment for car and commercial applications. As an expert in alignment technology for the latest generation of ADASequipped vehicles, the Farnborough-based outfit offers plenty of new opportunities.

MECHANEX PREVIEW

MAM SOFTWARE STAND: D75 Mechanex is an opportunity to find out more about Autowork Online, MAM’s cloud-based garage management software.

The company will be showcasing its latest developments within the software, including TeamView, a new electronic job card and technician tracking add-on.

Designed for garages of all sizes, TeamView provides real-time communication between work that is being undertaken and scheduled jobs. Visitors can also learn about Paymentsense integration, which enables card and contactless payments to be processed at point of sale.

PICO TECHNOLOGY STAND: D72 It’s widely recognised that a scope is an essential part of the diagnostic toolbox. Pico regards its PicoScope as a scope like no other, with features and benefits that make it a leading choice for vehicle manufacturers and aftermarket garages alike.

2019 is an exciting time for PicoScope, with some new product advancements and features due for launch. If you visit Pico’s stand, you can find out how PicoScope can help your business advance into the future.

DAYCO STAND: D12

AUTOLOGIC DIAGNOSTICS STAND: C8 Autologic will be demonstrating the latest AssistPlus Pro and Advanced software at the show this year.

The AssistPlus Advanced is a multi-function diagnostic tool, designed for high quality and efficient service across a wide range of European vehicles.

Sharing functionality with the AssistPlus Advanced is the

AssistPlus Pro. As well as providing sophisticated fault finding and analysis, Pro also facilitates module replacement, programming and configuration for BMW, MINI, Land Rover and Jaguar. Autologic AssistPlus Advanced and AssistPlus Pro are fully integrated with AutologicLive, the company’s technical support service.

Dayco will be exhibiting its OE power transmission solutions, including the High Tenacity (HT) or ‘white’ timing belt and belt kits, and its belt-in-oil chain replacement kit, as well as the friction wheel drive kit for the PRINCE BMW PSA engine, used in models such as Mini, BMW 1-3 series, Citroen C3-C4, PSA 208-3008.

The company will also be running on-stand presentations, which will concentrate on timing drive system design and troubleshooting, and will be

presented by Glen Goldstone, Dayco UK’s Technical Manager.

The presentations will cover specific examples of the problems technicians face during timing belt replacement and how to deal with them correctly, as well as the importance of replacing all the components specified in VM service instructions.

Useful technical information will also be a key part of the company’s content to ensure technicians are able to confidently undertake this type of work.

MECHANEX PREVIEW

IVOR SEARLE STAND: A2

SEALEY STAND: D52 Sealey will be showcasing its bestsellers and recent additions to its range of tools and equipment. Check out the company’s E/START range, which has battery-less power starting and can be fully energised in about three minutes.

Alongside this, there will be a selection of hand tools and an assortment of products from the

Sealey consumables range.

The tool supplier will have five promotions available at Mechanex, including its Storage and Workstations promotion, and its Vehicle Service promotion.

On the stand, the company’s Agricultural, Winter and Christmas promotions will also be available.

GARAGESNEAR.ME STAND: B10 GaragesNear.me will be showcasing the platform, highlighting its greatest assets on the stand. The platform is a realtime online service where car owners can find, evaluate, compare garages, as well as book a suitable time slot for their car service. Garages benefit from visibility and automatic quotations, so they can

concentrate on serving customers.

It’s free to join – no signing fees or monthly subscription.

The company takes a nominal booking fee when the customer confirms their service, everything else is free. Get more work – customers book online and the platform passes the work directly to the garages.

Ivor Searle will be presenting its all-makes range of major units for cars and LCVs at the trade show. The company holds extensive stocks of remanufactured engines, gearboxes, cylinder heads and turbochargers that are available for next working day delivery.

Ivor Searle will also be

showcasing its fast-turnaround professional DPF service at Mechanex. Employing Flash Cleaning technology, the waterbased process provides new levels of cleanliness. The ecofriendly system removes all DPF contamination, including PM10 particles, cerium oxide deposits and oil residues

SYKES-PICKAVANT STAND: D76 Sykes-Pickavant will be bringing a wide selection of products from its latest product ranges to the event, providing visitors with the opportunity to experience them first-hand through live product demonstrations.

Amongst the selection of tools will be the Silbertool Thread Reforming range which launched in 2018. The range is proving to be a popular choice for professionals wanting to reform threads without cutting, owing largely to the innovative technology which preserves the original shape of the thread and retains hardness – up to 39%

more than those which have been cut. The Silbertool bodies work with interchangeable threadspecific roller sets to reform the thread to their original geometry.

PRO-ALIGN STAND: D74

KALIMEX STAND: B22 Kalimex is the sole UK distributor for K-Seal, Quiksteel and JLM Lubricants. The company’s products are the choice of professional mechanics, with millions sold worldwide. At Mechanex

Sandown, visitors will be able to meet The DPF Doctor, Darren Darling, on the company’s stand and find out how its DPF and diesel treatments can help you to boost your business.

Independent workshops looking to enter the highly profitable world of Hunter four wheel alignment will be able to see a range of affordable, entry level systems from wheel servicing specialist Pro-Align at this year’s show. Ideal for smaller workshops or those operating on restricted budgets, Pro-Align’s Essentials Range not only includes Hunter wheel alignment

systems, but also tyre changers, and a wheel balancer.

Pro-Align will be running live demonstrations of its Hunter TCX52 tyre changer and the new Hunter SmartWeight Pro wheel balancing system. Also on display will be the PA200 PLUS, which is ideal for those workshops looking to enter the world of Hunter imaging alignment.

PMM NOVEMBER 2019 87

MECHANEX PREVIEW

EXHIBITOR LIST Absolute Alignment Alldata Aston Lark AutoAdvisor.co.uk Autologic Diagnostics Autoquip Bailcast Carbon Clean Chiltern MOT Consultants Clarios Continental Automotive Training Cooling Edge Dayco Delphi Diagnostic Connections Draper Tools Ecobat Logistics

InAutomotive (Friday-Ad)

Prevost

EDT Automotive

Infopro Digital Automotive

Pro-Align

Euro Car Parts

Ivor Searle

Rotronics

FAI Automotive

Kalimex

Sealey

FIS Payments

KAPDiagnostics.com

Shaftec

FlexFuel

Launch

SIP

Forté Lubricants

Lucas Oil

Stanners Equipment

FPS Air Compressors

Mainline Distribution

Superpro

Garage Graphics

MAM Software

Sykes-Pickavant

Garagesnear.me

NGK Spark

Teng Tools

GloForce

Nissens

The Test Centre Training

Groupauto

PCL

Tunap

Hartridge

Pichler Tools

Turboactive

Haynes Pro

Pico

Unilite

Hickleys

PM Tech

Weber

Hidria Dieseltec

Powerflow

WhoCanFixMyCar.com

Impact Tuning & Diagnostics

Premier Diagnostics

Wynn Oil

PMM NOVEMBER 2019 89

Win at www.pmmonline.co.uk

MAXIMUM IMPACT Always ready to make an impact, Chicago Pneumatic is offering PMM readers the opportunity to win a ½” cordless impact wrench kit.

The design of the CP8849 ½” cordless impact wrench incorporates the very best features from Chicago Pneumatic’s range of pneumatic tools, such as the hammer mechanism and comfort grip, whilst being a cordless tool.

The brushless motor has many design features to put its operator in full control. It delivers a powerful +1,150Nm and boasts four settings in forward (two of which are shutoff options) and one in reverse.

A unique feature is the display at the back of the tool, which illuminates the selected modes so that with a single glance, the operator knows which setting has been selected. For example, the fast mode allows the operator to tighten bolts at speed and with absolute confidence, as it will shut-off just before

the maximum torque is reached. The operator can then simply finish off the tightening with a manual torque wrench, like the CP8915, safe in the knowledge that the bolt has been tightened correctly. Fast mode is also an advantage, delivering repeatable, consistent quality and safety in tightening applications.

In addition to the two shut-off modes, it offers 50% of maximum torque and 100% of maximum torque forward setting. Its ‘Side2Side’ forward and reverse system enables the user to select different settings with single-hand operation, while a thermoplastic rubber, over-moulded handle guarantees a firm grip and sure handling.

Its four LED lights aid visibility, whilst the wrench also has shock absorbing bumpers on each side as well as on top.

The CP8849 ½” cordless, brushless impact wrench is equipped with two 20V 6Ah batteries and one charger.

What can you win?

Chicago Pneumatic is putting forward one CP8849 ½” cordless impact wrench kit.

How do you enter?

To be in with a chance of winning, all you have to do is GO TO www.rdr.link/AJ035 and

answer the following question: How many LED lights does the wrench have?

A) Two B) Four C) Six Deadline for entries is 10/12/2019. T&Cs apply.

See website for details

PMM NOVEMBER 2019 91

Win at www.pmmonline.co.uk

Take it all ON BOARD CTEK is offering up one D250SE 20A on-board charger that conditions and maintains any 12V service battery whilst on the move. Answer the question to be in with a chance of winning!

When it comes to maintaining sufficient power supply for a service battery, it doesn’t matter whether it’s the road trip of a lifetime in a motorhome, a weekend trek into the wilderness in a 4x4, driving between jobs in a work van, or setting out on a daily delivery schedule in a truck, an on-board charging system needs to get the job done quickly and reliably.

The ever-increasing issues of larger power requirements, restrictions on space and weight, together with more complex vehicle technology and different battery chemistries mean that smarter, more flexible and more effective solutions to on-board battery charging are needed – to give peace of mind, whether it’s work, rest or play.

That’s why CTEK has launched the D250SE, a powerful 20A on-board

charger that will condition and maintain any 12V service battery whilst on the move.

Offering maximum flexibility, this exciting new product works with any 12V service battery and comes with three specially developed charging modes: normal (14.4V), AGM (14.7V) and lithium (12V LiFePO4). An in-built temperature sensor compensates for hot or cold conditions, so your batteries are fully charged in the shortest possible time without the risk of over- or under-charging.

deliver a variable output and are shut off when they’re not needed. The D250SE will still operate even when there is low alternator output, maintaining a stable output of up to 20A to fully charge the service battery in the shortest possible time.

Easy to install and fully automatic, the D250SE from CTEK gives you the power you need, when you need it – increasing battery operating times and extending battery life.

What can you win?

The D250SE is a clever bit of kit that has a lot of the control functionality built into the box, so there’s no need for additional diodes or VSR relays. This makes it easy to install and without lots of added expense.

CTEK is providing one D250SE 20A onboard charger.

How do you enter?

To be in with a chance of winning, all you have to do is

With dual input capability, the D250SE can also draw power from solar sources, which is perfect if there isn’t access to mains power. There’s a dedicated input for connecting solar panels, without the need for a regulator. It also features a Maximum Power Point Tracker (MPPT) to get the maximum power from the solar panels.

It also works in vehicles that have a smart alternator. Smart alternators

GO TO www.rdr.link/AJ036 and

answer the following question.

How many specially developed charging modes does the D250SE have?

A) Two B) Three C) Four Deadline for entries is 10/12/2019. T&Cs apply.

See website for details.

PMM NOVEMBER 2019 93

GIVEAWAYS

The best things in life are free...

Check out the fantastic freebies on offer this month.

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

WWW.RDR.LINK/AJ037

5

10

TORQUE WRENCHES

BULB FITTING KITS

Cattano is giving away five of its ½” TiltWrench torque wrenches. The TiltWrench allows technicians to access hardto-reach fasteners without changing tools. As well as serving as a conventional ratchet handle, the drive on the wrench swings through 30⁰, increasing the room to get round obstacles. Not only that, the patented gear mechanism means that users can apply greater torque than with an adaptor. On top of this, since it has no swivelling parts, the TiltWrench handle is directly connected to the fastener, which gives the tool a more precise feel in operation.

3

With modern vehicles containing more components than ever before, space is becoming an issue. This makes replacing parts, such as a headlight bulb, a challenge. In some instances, it can take several hours for a professional technician to change a bulb, if, for example, the front bumper, grille and wheel arch liners need to be removed.

To get into areas that are difficult to reach, Lumileds has a handy bulb fitting kit – the perfect accompaniment to simplify the process. The kit contains a pair of Magill scissors that allows technicians to reach into the tight areas and twist the bulbs out without getting their hands cut and grazed, as well as a flexible and extendable mirror that gives them the ability to look into the most difficult-to-reach spots.

SCREWDRIVER SETS

3 This set from Kamasa Tools offers a selection of good quality screwdrivers, a bit-driver and two sets of hex keys. The screwdrivers include three star screwdrivers T8 x 75mm, T10 x 100mm and T15 x 100mm; four Phillips Ph0 x 75mm, Ph1 x 75mm, Ph1 x 100mm and Ph2 x 100mm; four PzDrive Pz0 x 75mm, Pz1 x 100mm, Pz2 x 100mm and Pz3 x 150mm; and six flat drivers, 3mm x 75mm, 3mm x 75mm, 5mm x 75mm, 5mm x 100mm, 6mm x 100mm and 8mm x 150mm. The hex key sets include eight metric: 1.5mm, 2mm, 2.5mm, 3mm, 4mm, 5mm, 5.5mm and 6mm; and eight imperial: 1/16", 5/64", 3/32", 1/8", 5/32", 3/16", 7/32" and 1/4". The bit driver is the same specification as the screwdrivers and is comes with 10 25mm bits: flat 5mm, 6mm and 7mm; Pz1, Pz2, and Pz3; plus Star T7, T8, T9 and T10.

94 NOVEMBER 2019 PMM

INSPECTION LIGHTS Ledlenser’s iW5R flex mini floodlight ensures a clear view and free hands, even when working in extremely tight conditions such as cable shafts and engine compartments. In addition to its compact dimensions and flexible attachment options by magnetic holder and hook, the compact floodlight scores points thanks to a folding LED lamp head which illuminates even the tightest crevices directly from the inside – with up to 600 lumens.

Ledlenser is giving PMM readers the chance to win three of these inspection lights.

WHAT’S NEW?

■ ALTERNATOR/STARTER MOTOR Autoelectro has introduced its AEG9008 reversible alternator/starter motor, which fits the Peugeot 3008 and 508 HYbrid4 models.

The AEG9008 is a mild hybrid unit that incorporates a combined starter/alternator for the stop-start system, while supporting higher voltage power (415V) to the vehicle’s electric drive motor and battery system.

The HYbrid4 has a 163bhp 2L four-cylinder turbo diesel engine, a 1.1kWh nickel-metal hydride battery and a 20kW (27bhp) electric motor that drives the rear wheels. www.rdr.link/AJ039

■ ULTRASONIC PLASTIC WELDING KIT ■ ENGINE CARBON CLEANING MACHINES Bowmonk-Tapley is now distributing the ECS range of engine carbon cleaning machines.

Portable, compact and user-friendly, these machines require very little operational skills to set up and use.

Designed and manufactured in the UK, they are available in multiple variants: ■ 12V Automotive – for power units of 49cc to 8L, petrol or diesel, of 2 or 4-stroke format.

■ 24V HGV – for all commercial vehicle power units of 10 to 16L. ■ 24V Plant – for all non-road mobile machinery power units of 14 to 30L.

New from Tri-Sphere is the Ultrasonic Welding Kit. It is a lightweight welding system designed to manage a range of delicate plastic welding processes in a variety of different repair situations around the vehicle.

Ultrasound technology is harnessed to weld different types of plastics together. Adhesives or additives are not required. The components in each Ultrasonic Welding Kit include: ■ Ultrasonic generator (touchscreen operated) ■ Gun/emitter ■ Titanium sonotrodes (x2) ■ Low voltage cable ■ Grub screws (x2) ■ Allen key ■ Wrenches (18mm, 36mm) www.rdr.link/AJ040

A 60-minute treatment will breakdown and disperse carbon deposits within the engine’s working components, restoring the performance and economy levels, almost to the manufacturer’s original specification. A typical charge to the customer for this could be around £65 to £70, as well as VAT. In addition to significant reductions in the emission levels, immediate differences can be seen in the engine running temperature and initial throttle response.

Ongoing regular treatment, at every major service for example, will ensure the engine runs efficiently and smoothly, reducing the likelihood of expensive component replacement. This presents itself as a worthwhile upselling opportunity for the workshop.

As mentioned, these machines are completely portable, being powered by the subject vehicle, using the battery connections, making them an ideal solution for the mobile technician. www.rdr.link/AJ038

■ AIR SPRINGS Arnott has continued to design and develop air suspension replacement parts for the aftermarket, extending its range even further.

Arnott offers nearly 350 aftermarket air suspension products, covering approximately 800 applications, including air suspension compressors, air springs, air struts, remanufactured OE air struts, and coil spring conversion kits.

New to the range are air springs for the Porsche Macan 95B chassis with auto-levelling. The company’s new air springs feature a multi-ply ContiTech air sleeve to ensure the best quality rubber. www.rdr.link/AJ041

PMM NOVEMBER 2019 95

WHAT’S NEW?

■ SWITCHABLE ENGINE

■ BRAKE PADS

MOUNTS A range of switchable engine mounts for selected Audi and Mercedes-Benz models has been introduced by ZF Aftermarket.

Using an integrated air spring, this design can actuate two different characteristic curves depending on vehicle and rotational speed; something not possible with conventional engine mount components.

The programme is currently available for Audi and Mercedes-Benz vehicle models, and includes: Audi A4, A5, A6, Q5, Q7, and Mercedes C and E Class, GLK, GLC. www.rdr.link/AJ042

Intended for the light commercial vehicle sector, TMD Friction’s new range of DON brake pads have been released. With 83 new references, TMD Friction now has the majority of the light commercial vehicle car parc covered.

The attractive price and performance balance of DON brake pads can increase vehicle efficiency even further, particularly for vans that are designed for intensive use over short trips, including VW T5, Ford Transit, Mercedes-Benz Sprinter and VW Crafter series.

The transporter range is also more environmentally friendly, as the pads are 100% copper-free. Alongside this, the pads have been tested and certified beyond the ECE-R90 standard.

■ ENGINE OIL www.rdr.link/AJ045

Millers Oils has confirmed that its Trident range has been recently updated with the introduction of four new products, taking the total number of oils in the range to 10.

Blended in the UK by Millers Oils, Trident 10 is designed to meet the latest European emissions standards, requiring ACEA C1, C2, C3 and C4 specifications, and offers a wide range of viscosities and specifications. Suitable for petrol, diesel and hybrid engines, Trident 10 covers the majority of the UK car parc. www.rdr.link/AJ043

■ IGNITION LEAD SETS NGK has launched a range of ignition lead sets in the UK. The range comprises more than 40 part numbers, including copper core, carbon and inductive resistor types.

The company claims that its ignition lead sets deliver high resistance to heat and vibration, outstanding electrical conductivity and superior performance under extreme conditions.

■ NON-CONTACT ALIGNMENT SYSTEM www.rdr.link/AJ046

Pro-Align’s recently launched wheel alignment inspection system is now available.

The Hunter Quick Check Drive is one of the industry’s first ‘drive-thru’, non-contact wheel alignment inspection systems.

Without any need to attach sensors or targets, there’s no need for the vehicle to stop, meaning labour costs are minimised and alignment opportunities can be identified in a matter of seconds.

The Quick Check Drive system comprises two slim profile units, which Pro-Align recommends are situated in the entrance to a workshop.

Each of the units contains 16 lasers, which are used to assess the vehicle’s total toe and individual camber measurements, and several cameras, which are used to record 40-60 high-definition images of the car, helping to eradicate any fraudulent body damage claims. www.rdr.link/AJ044

96 NOVEMBER 2019 PMM

■ MINI AIR TOOLS Busy workers operating in tight spaces will appreciate PCL’s Mini Air Tools range.

The manufacturer has enhanced and expanded its selection of tools designed for tricky jobs in tight spaces.

Two new problem-solving products have been added – the Angled Drill for places that are awkward to reach, and the ½” Ratchet, which can be used with existing sockets.

All products now incorporate a recessed shoulder, providing even better access to those hard-to-reach areas. Handles have been given a smoother finish, with an ergonomic rubber grip ensuring additional confidence and security, whilst cushioning the cold, hard effects of working with compressed air. www.rdr.link/AJ047

ADVERTISEMENT INDEX

AC Tronics Ltd ................................................................ (page 23)

Kalimex Ltd .................................................................... (page 77)

Autodata .......................................................................... (page 56)

Karnetic Ltd .................................................................... (page 10)

Automotech Services ...................................................... (page 46)

KYB UK .......................................................................... (page 77)

Bailcast ............................................................................ (page 80)

Launch Tech UK Ltd ...................................................... (page 83)

BBL Batteries .................................................................. (page 45)

Maha UK ........................................................................ (page 63)

BG Products .................................................................... (page 88)

Mann & Hummel UK Ltd ...................................................... (obc)

Bowmonk Ltd .................................................................. (page 77)

Mewa ................................................................................ (page 92)

Castrol UK Ltd ................................................................ (page 17)

Millers Oils ...................................................................... (page 20)

Chicago Pneumatic .......................................................... (page 84)

Mobiletron UK Ltd .......................................................... (page 53)

Comline Autoparts Ltd .................................................... (page 50)

Morris Lubricants ............................................................ (page 46)

Comline Autoparts Ltd .................................................... (page 70)

NGK Spark Plugs UK Ltd ................................................ (page 4)

CTEK .............................................................................. (page 97)

Norbar Torque Tools Ltd ................................................ (page 22)

Dayco Europe .................................................................. (page 39)

NSK UK Limited .............................................................. (page 6)

Delphi Automotive .......................................................... (page 13)

Pico Technology Limited ................................................ (page 16)

Ecomotive ........................................................................ (page 64)

Platinum International Limited ........................................ (page 30)

EDT Automotive Ltd ...................................................... (page 49)

Pneumatic Components Ltd ............................................ (page 41)

Euroflo ..............................................................................(page 42)

Polybush .......................................................................... (page 74)

FAI AUTOMOTIVES PLC ........................................ (page 28-29)

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

Federal Mogul Ltd .......................................................... (page 59)

Premier Diagnostics ........................................................ (page 60)

Friday-Ad Ltd .................................................................. (page 81)

Ring Automotive ...................................................... (loose inserts)

Garage Equipment Asso .................................................... (page 9)

Rotronics Battery Management Solutions ...................... (page 27)

Garages Near Me ............................................................ (page 85)

Schaeffler (UK) Ltd ................................................................ (ifc)

Gates Power Transmission Ltd ........................................ (page 14)

Shaftec Automotive Components Ltd .............................. (page 74)

GS Yuasa Battery Sales UK Ltd ...................................... (page 67)

SP Diagnostics ................................................................ (page 88)

GYS Limited ............................................................ (loose inserts)

Thermobile ...................................................................... (page 88)

Hartridge Ltd .................................................................. (page 86)

Tool Connection .............................................................. (page 73)

HFE Signs & Banners .................................................... (page 88)

Total UK Limited ............................................................ (page 83)

Hickley Ltd ...................................................................... (page 53)

Traction Charger Co Limited .......................................... (page 57)

Ivor Searle ........................................................................ (page 83)

Trico Products Ltd .......................................................... (page 64)

J & S Products Ltd .......................................................... (page 97)

Verification of Lubricant Specifications (VLS) .............. (page 45)

Jack Sealey Limited ........................................................ (page 36)

Walker Products Europe .................................................. (page 56)

Johnson Controls Batteries Ltd ...................................... (page 69)

WD-40 Co.Ltd ................................................................ (page 24)

Johnson Controls Batteries Ltd ...................................... (page 78)

Wynn's Oil UK Ltd .......................................................... (page 60)

Kalimex Ltd .................................................................... (page 33)

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