Welcome to this month’s issue of Professional Motor Mechanic! We hope you’re still managing to keep warm in your workshop, but it’s getting harder. Luckily, November means Mechanex. We’re sure you’ve all already registered, but if you still need some extra convincing, turn to our preview on page 23 for our extended show preview. On page 53 you’ll find a great article from Niterra outlining the role air flow systems play in engine management. Lastly, on page 63, Esprit have got you covered for cracks on customers’ windscreens this winter. Enjoy the issue!
Mechanex is back at Sandown Park in Surrey on 11-12th November. Turn to page 23 for more.
Editor
KIERAN NEE
Digital Manager
KELLY NEWSTEAD
Group Manager
ALEX DILLEIGH
Senior Account Manager
MATTHEW BOASE
Magazine Designer
GEMMA WATSON
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CAROL PADGETT
Production Assistant
CLAIRE SWENDELL
Distribution Manager
KARL CLARK
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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.
Ididn’t want to write about it, but try as hard as I might, at the moment there is nothing else being talked about other than the rise of AI and what effect that might have on jobs, dayto-day life and society itself. It’s unlikely that this won’t still be the case by the time you’re reading this, and to be honest, it feels like AI and self-learning technology will come to dominate our lives in coming years. How this will play out, rather than if, is the real question.
So, leaving some of the more far-reaching debates to one side for the moment, and momentarily ignoring the fact that editors and writers are probably number one on the AI firing line, I thought it might be worth having a think about how it might affect the aftermarket. There are a couple of important things to take into account here, or rather, one major thing: the role of the vehicle manufacturers.
There is little doubt that the introduction of AI into car repair will be at the behest and under the control of the VMs. I don’t think it’s difficult to envisage a system in which algorithms charting a driver’s performance, and modulating the vehicle to best match that driver, are so integrated into a vehicle that there are sufficient grounds to argue that only the franchised dealer will be able to repair that car. AI can learn so much about you simply by accompanying you on your journeys that GDPR will probably limit who (or what) is able to deal with the mass of data you have generated.
But let’s imagine, for a second, an alternative option, one in which AI is built into aftermarket tools and could potentially help independent workshops. There aren’t many areas that lend themselves to self-learning and mass data when it comes to the repair, rather than the manufacture of cars. Most aspects, including servicing and replacing parts, come down to combining quality control, process and delicacy of touch so as not to cause any further problems. I’m simplifying things here, but my point is that these are the very features of human beings that AI and robots are worst at. So could AI have a part to play in the garage?
Well, what about in diagnostics? Is it inconceivable that an AI program could diagnose vehicle faults quicker than a human? To my mind (and here I am probably showing my lack of experience with both diagnostics and AI), an AI program which has seen millions of cars, with hundreds of thousands of faults, with thousands of causes and hundreds of correlations, could potentially find and diagnose a vehicle fault without even needing the fault codes.
Do I believe this could potentially become a reality, simplifying life for overworked workshops and reducing costs for drivers? I believe a number of factors will prevent the widespread adoption of this kind of AI-powered diagnostics for years to come. These include the fragmented nature of vehicle repair (different VMs, different regulations from country to country, different players acting with opposing motives), reluctance on the part of the aftermarket (perhaps with good reason) and, lastly, because as our troubleshooters prove each month, there will always be certain problems that require a certain level of artistry and innovation to solve. And AI, I fear, will be the death of both.
KieranNee
PMM NEWS
Accusations of oil ‘dumping’ from Lithuania and UAE held up by the TRA
TRA recommends new measure on engine oils and hydraulic fluids.
The Trade Remedies Authority (TRA) has recently proposed a new anti-dumping measure to protect UK producers of engine oils and hydraulic fluids.
The TRA opened its investigation into imports of certain engine oils and hydraulic fluids from Lithuania and the UAE in response to an application from UK manufacturer Aztec Oils last June. The investigation covered certain engine oils and hydraulic fluids, including passenger car motor oils, heavy-duty commercial vehicle oils and hydraulic oils.
According to the TRA’s estimates, UKproduced engine oils and hydraulic fluids resulted in sales exceeding £285 million during the investigation period (April 2023 to March 2024).
However, the TRA found that the UK engine oil industry has been suffering
material injury due to the dumped goods from Lithuania and the UAE and determined that there would be further injury if a measure was not recommended. Most UK producers are small businesses employing fewer than 100 people. In April, provisional measures were put in place based on the TRA’s recommendation to protect the UK industry while completing the full investigation.
The TRA has now published its initial findings in a Statement of Essential Facts (SEF), proposing anti-dumping duties of up to 84.72% for individual participating companies and countrywide rates of 95.36% for Lithuania and 34.55% for the UAE, for a period of five years.
PMM spoke to the UK Lubricants Association’s director general, David Wright, who told us: “We welcome the report of the Trade Remedies Authority and agree the overall draft determination that the dumping of engine oil and certain other fluids has
Apprentice Follow-up
We have received a letter in response to a news story we ran last month, which we feel we should share with our readers. Last month, we ran a story about Lewis, a young workshop apprentice who had faced great difficulties gaining acceptance into his local college. The college’s reluctance to accept him on the usual Level 3 automotive course was due to his lack of English and Maths qualifications, a fact which itself stems from his ADHD. In the story, we mentioned his employer Diana Whetton, who had gone above and beyond in contacting organisations and reaching out to other garages in a bid to progress Lewis’ career. One of those she contacted was Eleanor Baker Barnes at Apprenticeship Central, who wrote us the
following letter:
“It really is a testament to Diana’s dedication and tenacity that Lewis has secured an apprenticeship. Apprenticeships are designed to be a clear route into a career and a way to gain valuable qualifications, but sadly some candidates still have to battle harder than they should to access them.
“The government has introduced, and continues to introduce, changes to make it easier for learners to start apprenticeships but cases like Lewis’s show there is still some way to go.
“Most learners do have a smooth journey and it’s important that people aren’t discouraged from considering apprenticeships. At the same time, we need to keep talking openly about the challenges
been carried out onto the UK market from goods originating in Lithuania and the UAE.”
We also contacted Aztec Oils for comment, the company whose initial complaint started the investigation. Aztec’s CEO Mark Lord told us he was happy, but would have liked the TRA to go further: “We applaud the in-depth analysis of the TRA and their confirmation that engine oils and hydraulic fluids have been dumped into the UK market. However, there is a real question mark over the decision to give one UAE producer a zero tariff.
We are concerned that this decision will leave the back door wide open and will continue to work with the TRA to ensure our concerns are addressed, protecting the UK lubricants industry from further damage. The fight for a level playing field goes on.”
PMM has contacted the affected party for comment.
that do arise. The world of apprenticeships can be complex to navigate, and by sharing our experiences we can make it easier for future candidates and employers to succeed.”
Thanks to Eleanor for writing. If you have a story to share regarding the difficulties or otherwise facing young entrants into the industry please write to the editor at pmm@hamerville.co.uk
PMM NEWS
DPF Training launched by AJ Fleetcare
Award-winning garage AJ Fleetcare launched training academy.
Multi award winning family business, AJ Fleetcare, have launched a training academy, with a remit to improve standards through topflight, competitively priced learning, aimed at fellow technicians – starting with DPF training. It’s a move that has been welcomed by The Motor Ombudsman, on the basis that specialist technical training for independent garages, made accessible to the many, not the few, further supports the drive for the highest level of service and work delivered to motorists. This mirrors a primary purpose of businesses adhering to the Ombudsman’s Codes of Practice.
Commenting on the AJ Fleetcare Academy, Alan Landale, founder said: “In the next 12 months, our training will extend beyond DPF fundamentals, into other areas that are presently under wraps. We’re starting with a full day workshop event on 28th November at our unit in Leeds, where we have ample room for up to 20 attendees. DPFs are big business, but for many workshops they’re either taking too long on cleaning a DPF, sending the DPF to another workshop or as is more often the case, refusing the work. Our training will unlock a workshop’s potential. We’ve been cleaning DPFs for several years and have become renowned as the region’s go-to DPF experts. In the last six months, we have been converting our knowledge and experience into several accelerated learning modules that will lift the lid on what it takes to become a credible DPF specialist. We had such a positive reaction when chatting with technicians at the Automechanika show in Birmingham recently, that it was not a case of do we launch an academy, but when. Our first pilot event sold out within 24 hours, so it’s full steam ahead.”
As part of the training, the team will cover the fundamentals of DPF cleaning, including how to identify a damaged DPF, the folly of forced regenerations, cleaning
products to avoid and the importance of the diagnostic process. Front of house staff will gain valuable knowledge because the AJ Fleetcare team will discuss the significance of DPF maintenance, explain the operation of the DPF, and will address common causes of blockages.
“We’re on a mission to educate, inform and inspire technicians, with time served, practical training, so they can realise the untapped potential of DPFs on their doorstep,” continued Alan. “We’ll demonstrate our procedure for addressing a blocked DPF, given we’re on a firm foundation with hundreds of case studies. The Academy is a long held ambition and since winning The Motor Ombudsman’s coveted National Star Award last year, we’ve been exploring how we can share our blueprint for success. By offering delegate based training, a workshop can send one or all of their technicians, plus their front of
house staff, knowing they will see a return on their investment with just a few DPF jobs.”
The team at AJ Fleetcare use the JLM Lubricants’ DPF professional toolkit and DPF cleaning and maintenance products. Commenting on this, Mike Schlup, JLM UK said: “We could not be more pleased that this award-winning team endorse JLM Lubricants’ products. The training academy they have launched fills a long-standing gap in the market for high quality expert training at an affordable price point.”
The next training event takes place on 28th November at the AJ Fleetcare Academy HQ in Leeds. To find out more or to book your place please email training@ajfleetcareacademy.co.uk or call 0113 295 5839. Early bird booking discounts are available.
We visited AJ Fleetcare recently, you can read all about it in our next issue!
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SERMI lands in the UK
Independent Garage Association is urging workshops to act now ahead of SERMI rollout.
The Independent Garage Association is calling on businesses across the UK automotive sector to register early for the Security-related Repair and Maintenance Information (SERMI) scheme, following last week’s announcement of its forthcoming launch.
SERMI is set to transform the way security-related vehicle data is accessed, ensuring that a wide range of independent professionals, not only garages, can compete on equal terms with franchised dealerships for the first time.
According to the organisation, they anticipate the scheme will be live by the end of the year, with a high volume of applications expected once the system opens. Businesses that register now will be among the first to gain access, helping them avoid delays and secure a competitive edge. Importantly, no fees will be taken until the system is live, and while not every manufacturer is guaranteed to be onboard at the initial stages SERMI will continue to expand over time.
Benefits for the wider sector
Independent garages that meet the compliance standard will gain direct,
streamlined access to security-related data such as key coding, ECU programming and software downloads.
Automotive locksmiths will be able to carry out professional, secure key services with fewer barriers.
Remote Service Suppliers will be able to support garages with remote diagnostics in a more streamlined way. Diagnostic specialists will save time and reduce costs by using a single certification to access multiple manufacturer systems.
CODE
Stuart James, chief executive of the IGA, said: “In addition to independent garages, SERMI represents a fundamental shift for the entire aftermarket. By providing fair, secure and consistent access to vital vehicle data, it ensures that businesses of all sizes and specialisms can thrive in a rapidly changing sector. Those who act now and complete their registration will be the first to benefit once the scheme goes live.”
The IGA has campaigned for fair access to manufacturer data since 2009, and now, with SERMI set to launch, the association stresses that preparation is key. Businesses that register early will not only avoid delays but will also be well-placed to deliver professional, compliant services from day one.
To complete your registration WWW.RDR.LINK/ABY001 or call 01788 538 301
Read next month’s issue of PMM for our full length Q&A with the IGA’s Jon Douglass, all about SERMI.
BEST PRACTICE
What’s inside your filters?
Mann+Hummel explains why filter media, that is the material a filter is made from, is the heartbeat of a filter, and why all media is not equal.
Afilter is a filter, right? Whether it’s air, oil, fuel, cabin, hydraulic, they all stop contamination by filtering air or liquids through filter ‘paper’. So, this ‘paper’ (filter ‘media’ to give it its technical name) is largely the same then?
Well…yes and no. Irrespective of if the filter is a metal spin-on type for oil or fuel or a panel filter for air, the principle is largely the same. But the composition of this ‘media’ can differ significantly, even between similar part numbers and across different brands.
Filter media is usually the most expensive part of any filter. It is the hardest working part, subject to incredibly harsh conditions (heat, contaminant, water, cold, synthetic oils, bio-diesel etc) and is intended to last the whole service interval and not fail. The media has to be the precise specification per application: One-size-does-NOT-fit-all.
As a brief overview, there are common media types used in the automotive industry, all with differing properties required for different engines and uses.
■ Cellulose media – plant-based, very common, one of the cheaper and easier types to manufacture.
Advantages include good dirt-holding capacity (service life), easy to pleat for common shapes (spin-on and elements), relatively bio-degradable with lower fossil fuel content.
Disadvantages can be a lower filter efficiency (especially for finer particles) and limited thermal resistance (i.e. not ideal for heavier-duty applications). Can degrade over time.
Cellulose media is hence often found in
lighter applications such as cars/lower mileage.
■ Mixed-fibre media – usually plantbased with additional man-made material such as polyester or additives/resins.
Advantages include longer dirt-holding capacity verses cellulose-only, very good for liquid filter usage and with better thermal and chemical resistance, plus can be used multifunctionally (such as combined with hydrophobic coatings for water resistance).
Disadvantages can be higher cost, more complex manufacturing process, reduced biodegradability, higher quality control required due to complex nature.
Mixed fibre media is therefore often for applications requiring a longer life and usage with synthetic oils, i.e. longer service-life cars, LCVs and some heavier duty vehicles.
■ Fully synthetic media – as it is named, a fully-synthetic filter media (polymer only).
Advantages are high filter efficiency (down to sub-micron levels), excellent wet strength compared to cellulose, excellent manufacturing consistency of the material, long service life.
Disadvantages can include higher
manufacturing costs compared to cellulose and mixed-fibre, complexity of recycling after use, can require additional support within the filter assembly to avoid pleat collapse or deforming (i.e. use of a centre tube or frame etc).
Fully synthetic media is used for applications requiring high efficiency, service life and chemical resistance, such as HGVs, off-highway/heavy-duty and are often used in premium applications and cabin-air.
So, all of these factors and differences required and the cost involved means some filter brands cut corners with the media to allow for a lower price-point. To reduce cost, actions such as reducing media amount or using a lower-quality or specification media can shave a substantial amount of cost from a filter. When this is not openly visible (spin-on filter inside a can, or ‘strategically’ spaced-out pleats to give the impression of a larger area in air filters or elements) can be a smokescreen to hide lower performance compared to a quality (and more expensive) equivalent.
So, choose your filter brand wisely.
Original Equipment manufacturers with years of experience, such as Mann+Hummel, have the science and understanding to provide the right filter, with the right media.
5 wire wide band oxygen sensors KNOW YOUR PARTS
Febi explains the science behind oxygen sensors.
determine how rich or how lean the mixture is, either side of lambda 1.
The sensor uses the same technology as most narrowband sensors. It relies on the property of Zirconium dioxide (ZrO2) to become a solid electrolyte at high temperatures. In a conventional narrow band sensor, platinum acts as a catalyst, dividing oxygen molecules (O2) into two oxygen atoms. Each atom then attracts two electrons to become negatively charged ions. The difference between the oxygen content in the exhaust gas of a spark ignition engine and the air, produces a potential difference (PD) which causes the oxygen ions to migrate through the ZrO2. The device is called a Nernst cell and is designed so that at lambda 1 (14.7:1), the potential difference is 450mV. A rich mixture increases the PD and weak mixtures will cause it to reduce. This is illustrated in Fig.1
What’s inside?
The sensor is made up from two Nernst cells. One cell measures the difference in oxygen levels between the air reference cell and the sample chamber, the other acts as a pump-topump oxygen into or out of the sample chamber.
By applying a voltage to the Nernst cell, oxygen can be pumped through the device.
Operation
At Lambda1, the oxygen content in the sample chamber will cause the black-yellow Nernst cell to produce 450mV. The voltage will push against the 3V provided at the air reference cell to produce a voltage of 2.55V at the yellow wire. This is balanced by the pump control circuit. The two voltages are inputs to operational amplifier A (an op-amp outputs the difference in voltages of the two inputs). Op-amp A outputs 450mV. Op-amp B has one input of 450mV from a regulated supply, and 450mV from op-amp A. The
yellow Nernst to drop, effectively the voltage pushes less hard against the 3V so the voltage at the yellow wire will start to rise. The inputs to op-amp A decrease in difference so the output of op-amp A falls. This means the output of op-amp B will rise above 0V. This triggers the PID driver to increase its output voltage. A current will now flow in the red-yellow Nernst. Conventional current flow will be from red to yellow, but actual electron flow will be in the opposite direction which pumps oxygen atoms through the ZrO2 out of the sample chamber, to bring the oxygen level back to
“If the oxygen level rises in the exhaust (weak mixture), the oxygen level in the sample chamber will rise too.”
that of stasis.
The current flow is relative to the oxygen content. The weaker the mixture, the greater the oxygen content, the higher the voltage at the red wire and the greater the current flow in the red-yellow Nernst cell. The current in the pump circuit is measured using a shunt resistor and op-amp. A trim resistor is fitted in the sensor to calibrate the sensor for manufacturing tolerances.
If the mixture becomes rich, the oxygen level in the sample chamber will start to fall. The black yellow Nernst cell voltage will increase pushing harder against the 3V. This causes the voltage difference across the Nernst to increase; consequently op-amp A outputs a negative voltage. The PID driver reacts by reducing its output voltage to lower than that of the yellow wire, causing the current to flow from yellow to red. Electron flow is in the opposite direction and, as a consequence oxygen is pumped into the sample chamber to bring it back to stasis.
There is normally no oxygen in the exhaust of a rich mixture, so oxygen is liberated from the carbon monoxide and carbon dioxide.
The heater circuit
The sensor has to keep a steady temperature of around 760°C; this is achieved by the heater circuit. The temperature is important because the resistance of the device changes with temperature. The heater is supplied with battery voltage and the earth is switched by the ECM using PWM. The temperature is monitored using a pulse on the Nernst circuit.
The current flow of the pulse is measured as a voltage drop, across a resistor and a simple ohms law calculation will give the resistance of the cell and thus the temperature. The PWM of the heater circuit is adjusted accordingly to maintain a stable temperature.
A faulty sensor can lead to a variety of problems, leading to increased fuel consumption and vehicle emissions.
Belt-in-oil technology
Although some might question the validity of the belt-in-oil concept, several VMs, including Ford, PSA and VAG, have embraced the technology, but why? Here, Dayco explains how it developed the oil pump belt in the 1.6 litre TDI engine used in millions of VAG vehicles.
With emissions reduction and weight saving as key goals in vehicle manufacturing, vehicle manufacturers’ attention turned to the oil pump, which has historically been chain driven. The aim was to retain the same layout with fixed centre distances, delivering the same function, but without using a tensioner.
The new solution had to meet several key requirements:
■ No redesign of the drive
■ No change to the assembly line
■ Maintain or improve performance
■ Meet lifetime targets
■ Offer a cost advantage
Using the original chain layout and surrounding geometry, the belt system was developed to match. The driver pulley was a sintered part, press fitted onto the crankshaft without flanges. The driven pulley, also sintered, was fitted to the pump shaft with two flanges. The system worked without a tensioner, reducing complexity and potential points of failure.
Before the design could be approved, Dayco carried out feasibility studies on both the layout and the belt.
The layout: The oil pump is secured to the lower engine block by screws and located with reference bushings. Axial tolerances on both the camshaft and oil pump were analysed. A belt width of 9.4mm was chosen, and parts were manufactured to test extreme tolerances through fitting and validation. Radial tolerances were then assessed, and a nominal belt length was defined.
The belt: Conventional timing belts are designed to operate in dry conditions. For
belt-in-oil (BIO)applications, the belt had to function in a chemically aggressive environment throughout the engine’s entire service life and across various global climates. This demanded a new material strategy.
Experience from sealing components cannot be transferred, as belts are exposed to dynamic mechanical stress. The development phase involved extensive variables, including more than 100 different engine oils diluted with fuel, water, acids and cleaning fluids, at varying temperatures and levels of ageing.
Accurately defining real world conditions was essential. With the support of oil manufacturers and VMs, Dayco created a test matrix that included even extreme cases, such as acidified oil capable of corroding the sump.
To validate performance, Dayco developed a focused testing procedure to simulate contamination and evaluate key belt parameters. Samples were soaked in oil and fuel to track degradation. Time and temperature of exposure produced a damage factor for each tested parameter.
Controlled measurements included:
■ Elongation, tensile strength and modulus
■ Dimensional variation/delta weight
■ Adhesion, cord pull out and hardness
■ Tooth stiffness under static and dynamic loads
Using these metrics, engineers could calculate the number of hours equivalent to full service life. To accelerate testing, oil temperatures were raised. For example, 800 hours at 140°C was found to represent a worst-case ageing cycle.
The test programme
In addition to passing the standard VM validation process, Dayco created bespoke
tests to assess chemical and mechanical wear. These included:
■ Running engines to generate expected fuel contamination
■ Engine cycles to reach peak oil temperatures
■ Rig testing with artificially acidified aged oils up to 150°C
■ Simulations of coolant or cleaning fluid ingress
Chain versus belt
Switching from a chain to a belt reduced the power required to drive the oil pump, particularly at lower oil temperatures. Testing and modelling confirmed this was mainly due to reduced internal friction and the removal of sliding tensioning components, providing improved engine performance and reduced emissions.
This early development of BIO technology enabled Dayco to expand the solution to other engine platforms and demonstrate it as a cost effective alternative to chain drives.
Working closely with VMs and oil suppliers helped define realistic operating conditions, where chemical exposure was added to existing thermal and mechanical stresses. The result was a system that offered lower friction, improved acoustics and reduced weight.
Workshops repairing BIO equipped vehicles must ensure technicians are aware of the potential challenges, know what to look for, and are trained correctly. That investment in training can generate a reliable revenue stream and ensure long term customer confidence.
BEST PRACTICE
Belt-in-oil technology
Contitech provides readers of PMM with some background advice for working on belt-in-oil drive systems.
for belt-in-oil technology for the Ford 1.0l Eco Boost engine and the 1.2l units from PSA and Opel manufactured from late 2012.
They have been specially geared to the specific demands of operation in oil. Another application is the Ford 2.0l EcoBlue unit, while Volkswagen 1.6 and 2.0 TDI engines also use a timing belt in oil for driving the oil pump.
There is a risk of soot building up in modern direct injection engines with high compression ratios. These soot particles can become lodged in the oil bath between the sprocket and the belt, damaging the belt and thereby ultimately causing damage to the engine. Other crystalline compounds or fuel in the oil (dilution of the oil) also pose a challenge for the belt. Our timing belts are able to withstand these strains thanks to their special material composition (Fig.1).
The right oil
Oil is one of the most important operating
Thermal resistance
Excellent edge wear resistance
oil. Here, mechanics need to check the oil’s technical properties as well as its grade. This is particularly true of vehicles with belt-in-oil technology. These require special oils whose chemical composition has been tailored specifically to the particular engine application. Additives can also be used to reduce the formation of soot referred to above. These include dispersing agents, friction modifiers, corrosion inhibitors, antioxidants and cleaning agents.
Over time, the aforementioned additives become less effective at preventing soot formation. The reason for this is the oil in the engine becoming diluted over the course of operation. This is a normal phenomenon (within certain limits) that occurs less in vehicles used for long journeys and more in vehicles that either drive short distances in urban traffic or operate as taxis/delivery vehicles with frequent engine starts and stationary periods.
On short journeys, a particularly high
chemical resistance
■ Use of an oil that does not match the specifications of the oil recommended by the manufacturer.
■ Failing to follow maintenance intervals.
■ Use of additional additives that harm the composition of the engine oil.
■ Not maintaining the engine oil at the correct level.
Thermal
Extremely resistant to wear Glass cord oil-impregnated
Oil-impregnated surface layer
Extremely resistant to chemicals
Dilution of oil and loss of function
When the engine is used under aggravated operating conditions, servicing work such as oil changes and vehicle inspections need to be carried out sooner. Because diluted or fuel-contaminated oil also has an abrasive effect on timing belts in belt-in-oil engines, the timing belt may also need to be replaced more frequently if necessary. As a general rule, oil changes for belt-in-oil engines should be carried out every 20,000 kilometres and at least once a year. Ultimately, though, the manufacturer’s specifications should always be followed here.
Detecting damage caused by the wrong oil
Timing belt damage is a continuous process that begins slowly. First, the back of the belt starts to crack (Fig.2), as can be observed on PSA and Opel engines by simply looking through the oil cap (Fig.3).
As wear increases, individual fibres or teeth break away from the belt and are deposited in the strainer upstream from the oil pump.
In the case of 1.2l PureTech engines from PSA and Opel, the strainers for the variable camshaft timing system’s two solenoid valves can also become clogged with belt particles, as can the vacuum pump’s oil strainer. This can also lead to faults in the oil pressure system (oil pressure warning lamp).
The timing belt on 1.2l PureTech engines from PSA and Opel must be checked annually during every oil service using a control gauge. The control gauge must fit over the back of the belt. If the timing belt is damaged, it will swell and become larger, meaning that it needs to be replaced (Fig.4).
If the timing belt has to be replaced due to the belt disintegrating, it is advisable to carry out additional servicing work:
■ Check and clean the two solenoid valves for the camshaft timing; replace if necessary.
■ Check and clean the vacuum pump’s oil strainer; replace if necessary.
■ Check and clean the oil pump’s strainer.
■ Replace the banjo bolt for the turbocharger’s oil feed.
■ Change oil and replace oil filters.
■ Check and clean the oil pressure control valve, replace if necessary.
If the oil is heavily contaminated, impurities may accumulate in the oil strainers again after traveling a short distance (Fig.5), whereupon the additional work must be repeated until all impurities have been removed. This does not necessarily mean the timing belt will have to be replaced again, however.
What to do if the wrong engine oil is used?
If a non-approved oil is ever added to the engine by mistake, the wrong oil should be drained immediately and replaced with an engine oil that has been approved by the vehicle manufacturer. If the customer has
driven the vehicle with the wrong engine oil for some time, the timing belt may have already suffered damage. Draining the wrong oil and topping up the engine with an engine oil that has been approved by the vehicle manufacturer might still be sufficient. It is advisable, however, to carry out another oil change after a short period of operation. If the timing belt has already been damaged, particles would once again be deposited in the oil strainers leading to the fault messages described above. In addition to this, the timing belt width should also be checked with the control gauge on PSA and Opel engines.
KNOW YOU PARTS Automotive steering system lubricants
Matthias Ostertag, head of automotive components at Fuchs, explores the changing landscape of vehicle steering systems and the increased demands on the lubricants needed for them.
As vehicles evolve into increasingly sophisticated machines, steering systems are undergoing transformative changes, placing new demands on automotive engineering. With the emergence of electric and hybrid vehicles, consumers are expecting a quieter, smoother, and more responsive driving experience.
The transition from traditional hydraulic steering to electric power steering (EPS) and steer-by-wire systems introduces new complexities in vehicle design. These emerging technologies require precise management of torque, vibration, and noise: factors that significantly influence driver comfort, vehicle responsiveness, and overall vehicle safety.
Electric vehicles amplify these challenges due to their inherently quiet operation. Previously unnoticed steering vibrations and noises in conventional combustion engines are now starkly evident in EVs, necessitating new lubrication solutions designed to mitigate these issues.
EV steering systems must endure diverse and demanding operating conditions, requiring specialised lubricants that maintain optimal performance across a wide temperature range. Maintaining viscosity consistency in extreme temperatures, both high and low, is paramount in these applications. Stable viscosity prevents stickslip, ensuring precise steering control.
Given the electrical nature of EVs, their lubricants must demonstrate compatibility with electrical systems, featuring low electrical conductivity and strong dielectric properties to avoid interference with critical electronic components. Corrosion protection
has also emerged as a critical lubrication requirement, as moisture and contaminants frequently challenge steering component durability.
Changing lubricants
Recent advances in lubricant formulations directly tackle prevalent issues like stick-slip, which causes uneven steering feedback. Modern lubricants now integrate sophisticated additives designed to stabilise viscosity, improve corrosion resistance and effectively minimise noise, vibration, and harshness. These features provide smoother, more predictable steering interactions, greatly enhancing both the driver experience and internal component reliability.
Specialised lubricant formulations now address critical niche applications, including connector greases, which are essential for maintaining the integrity of electrical connections in advanced steer-by-wire systems. These lubricants offer robust protection against corrosion and wear, ensuring sustained, reliable vehicle performance. Additionally, the increasing focus on life-time lubrication reflects the automotive industry’s need for greater durability as vehicles remain operational longer. Lubricants must therefore provide sustained protection without frequent
maintenance.
As the automotive industry continues to evolve, the demand for advanced, sustainable and high-performance lubricants has never been greater. Leading suppliers are responding by investing in rigorous R&D, embracing digitalisation, and prioritising environmental responsibility.
Fuchs, for example, has developed RENOLIT CX SWG 0-1, a PFAS-free grease specifically engineered for the complex needs of modern steering systems. This novel formulation delivers consistent torque performance, reduces noise and vibration and maintains stability across a wide temperature range, directly addressing the challenges faced by electric and hybrid vehicles. Unlike conventional greases, RENOLIT CX SWG 0-1 combines environmental compliance with durability, making it uniquely suited for next-generation steering systems. This grease exemplifies how targeted innovation can help automotive manufacturers meet both regulatory requirements and customer expectations for reliability and sustainability.
THINKING ABOUT GOING TO MECHANEX THIS MONTH?
Turn the page to find out 5 essential things you should know beforehand!
PROFESSIONAL MOTOR MECHANIC
THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS
THINGS YOU NEED TO KNOW BEFORE COMING TO MECHANEX!
Make sure you’re prepared to make the most out of Mechanex this year with PMM’s not-so-serious trade show survival kit.
1
MAKE SURE YOUR VEHICLE’S STORAGE SPACE IS EMPTY
This is the number one thing you need to remember this year. Every year, at the end of each day of the two-day event, there is someone who is left scratching their head in the car park, asking themselves: “how on earth am I meant to fit all these tools and all this equipment I’ve just bought into this boot full of my children’s toys?” Needless to say, the toys get left behind at the Sandown Park car park. So, remember, before you stock up on bargain deals, keep the children happy and remove their stuff from your boot!
3
FOOD AND DRINK ARE KEY!
2 DO YOUR VOCAL EXERCISES IN THE QUEUE ON THE WAY IN
With over 60 exhibitors at the show, each with new tools and technology to talk your ear off about, you should be prepared to do a lot of chatting. PMM’s official advice is to pack cough sweets, make sure to drink plenty of hot tea before and during the show and run through a few quick vocal warm-ups as you’re queueing to get into the show. Nothing too strenuous is required, but we have relied on our personal favourite, “I am the very model of a modern Major General…” for years now and frankly you can’t get us to shut up from the start of the show to the finish.
All serious adventurers stress the importance of keeping your energy up during a day of strenuous activity and Mechanex is no different! If you seriously think you can make it around every stand AND visit the new LIVE demo area with over ten different speakers across both todays without ongoing sustenance, then you’re madder than you look. Luckily, we have you covered! As many of you are aware by now, visitors to Mechanex are provided with a free bacon roll. So don’t worry, you’ll have the energy to keep going from stand to stand, carrying ever multiplying bags of goodies.
4
BRING THE APPRENTICE
It’s a well-known fact of life that an apprentice left unsupervised is a recipe for disaster. So what to do whilst you’re spending the morning at Mechanex? Why not bring them along for the ride! There is plenty of fun and games at the show, such as Dewalt’s Wheel Change Challenge to keep them entertained, great seminars from Bosch, Pico Technology and others to keep them informed, and free bacon rolls to keep them fed so their mum won’t be mad at you. Plus, it’s always handy to have an extra pair of hands to carry your bags for you!
5
NOTIFY YOUR FRIENDS
So you’re planning to spend an hour or two at Mechanex, nip in there in the morning and be back in the garage for lunch. Ok. We’ve heard this one before and we have something to tell you: There is a large chance that you will stay longer than you planned. You may even come back for the second day. With over 60 of the top companies from the aftermarket, including Comma Oil, Dayco, Gates, JLM, Launch, Liqui Moly, LKQ, Opus IVS, Bosch, Pico Technology, Pichler Tools, Pro-Align, the IGA, Rotronics, Thinkcar, FAI, Topdon… the list goes on! There is a LOT to see. In fact, this one may be a two-hander, so why not tell a friend about the show and get them to come with you and help you out.
DID YOU KNOW?
Did you know you can claim CPD points for each seminar you attend at Mechanex? Simply scan the QR code at the stand at the end of each seminar, it couldn’t be easier.
HOW DO I VISIT?
Getting to the show couldn’t be easier. The address for the show is: Sandown Park Portsmouth Road Esher Surrey KT10 9AJ
If you’re coming by car head to the free car park. If you’re coming by public transport, the nearest train station is Esher, a 13 minute walk from the venue.
WHEN AND WHERE? Tuesday 11th and Wednesday 12th November, 10am-4pm Sandown Park Racecourse, Surrey.
COME AND SAY HI!
As always, PMM will have a stand at the show, so come and say hi and let us know what you like (or dislike!) about the magazine. We may even be podcasting at the show, so please do come armed with your strongest opinions!
LIVE
comes to LIFE
Find out about a crucial element of Mechanex: The PMM Live demonstration area.
This year the PMM Live seminar area at Mechanex is truly coming to life, with an increased focus on the kinds of hands-on demos that have attracted thousands of visitors to Mechanex over the years.
Hosted by the star of the Professional Motor Mechanic YouTube channel, Ed Cockill, the live demonstration area promises to deliver an engaging mix of education and entertainment. Perfect for workshop owners, technicians and newer entrants to the world of vehicle repair, PMM Live will offer visitors the chance to get up close with real vehicles and see for themselves some of the latest technologies in action.
Join Ed Cockill, the celebrated owner of family garage, Uckfield Motors, in finding out more about the requirements of modern vehicles and how you can turn problems into profit. With talks on ADAS, remote diagnostics, wheel alignment, cyber security, vehicle data and everybody’s favourite, power tools, there is something for everyone.
As always, the seminars and demonstrations are CPD accredited, so they provide a valuable contribution towards your ongoing professional development.
Make sure you stop by the PMM Live seminar area to hear from ALLDATA, Bosch, Dewalt, Pico, A1 ADAS, Opus IVS, Pro-Align, the IGA, Rotronics and DC Lubricants and BookMyGarage.
It’s going to be a seminar line-up like no other!
How excited are you to be hosting the seminar stand at MechanexPMM Live this month? Honestly, I’m really looking forward to it. Mechanex at Sandown is always a great event, and to be asked to host this year is a real privilege. It’s a brilliant chance to meet people in the trade face to face, have a few good conversations, and hopefully add a bit of value along the way.
We have revamped our seminar offering, bringing in a live demo element – do you think this is a better way of engaging with the audience? Definitely. People learn so much more when they can see something happening right in front of them. It makes it real. And the great thing is, the audience can jump in with questions there and then, which makes it much more interactive than just sitting and listening.
You’ll be introducing a whole range of companies on the day, so far we’ve got 11 lined up over the two days. Are there any demos or talks you’re particularly looking
forward to?
To be fair, I’m looking forward to all of them. The mix is what makes these events so valuable – every company has something different to share. That said, I think the Pico and A1 ADAS will be really interesting, I am a bit of a sucker for a scope which I rarely get to use these days and ADAS is a really interesting subject with all modern vehicles now having some form of ADAS on them.
Many fans of PMM will be familiar with you from our youtube channel. Why is it important for workshop owners and technicians to engage with learning opportunities, whether that be in a magazine, on youtube or in a live format?
The trade’s changing fast, vehicles are getting more complex, and customers’ expectations are higher than ever. If you don’t keep learning, you will get left behind. Whether it’s a video, an article, or an event like this, every bit of knowledge helps. It builds confidence, it makes the workshop run smoother, and ultimately it means you can offer a better service to your customers.
Meet Ed Cockill, your host for the two days...
11-12TH NOVEMBER SANDOWN
Meet the SPONSOR
We want you to know you’ll be in safe hands on this year’s PMM Live stand. You’ve heard from your host Ed Cockill, but what about the main sponsor of the seminar stand? Let’s catch up with ALLDATA’s Damian Milling, a new addition to the team but a seasoned Mechanex pro!
ALLDATA has become a regular feature of the Mechanex-PMM Live seminar area in recent years. What value do you place on face-to-face seminars with a workshop audience?
The chance to speak directly with independent workshop owners and technicians is priceless. It allows us to share insights, provide support and help professionals overcome challenges with greater confidence. These conversations build knowledge and, most importantly, trust.
Mechanex is one of the few opportunities where we can engage with workshops on a large scale, which is why we’re such a consistent presence. This year’s Sandown event is especially significant: the growing complexity of vehicles, new product developments, and the arrival of our new UK sales director mean we have more to share than ever before.
We are bringing a live demonstration component to this year’s seminars, how do you feel that will help engage the audience?
Live demonstrations are a fantastic way to bring ALLDATA Repair to life. The speaker arena is powerful, but when you combine it with realworld examples, it creates a stronger connection with the audience.
For non-subscribers, it’s a chance to see the clear benefits of having genuine OEM repair information instantly available. For existing users, it’s an opportunity to discover new features and practical applications they can take back to their workshops. We want every visitor to leave with fresh knowledge they can apply.
Tell us what ALLDATA will be talking about this year?
We’ll be focusing on how ALLDATA Repair supports workshops
from the very beginning of a job right through to handing the keys back to the customer. Increasingly, technicians use OEM repair information –procedures, labour times, TSBs, wiring diagrams – even before touching the car. This enables them to provide accurate quotes and diagnoses upfront, building transparency and reassurance for their customers.
We also can’t wait to share news of exciting, upcoming product developments – designed to help workshops save time, improve efficiency and take on any repair with complete confidence.
Damian, you’re a familiar face at Mechanex by now, but this will be your first show with ALLDATA. Are you excited to be coming to the show with a new team around you?
Definitely! Mechanex has always been a great place to connect with people in the trade, and I can’t wait to do that now as part of the ALLDATA Europe team.
What excites me most is the huge opportunity we have right now. The aftermarket is evolving fast, vehicles are becoming more complex, customer expectations are rising, and workshops need the right tools to stay ahead. ALLDATA is perfectly positioned to deliver that. With access to OEM repair information and continuous product innovation, we can give garages the confidence to take on any job, from everyday maintenance to the latest technology.
I’m looking forward to sharing that vision at Sandown, listening to what visitors are experiencing on the ground, and showing how ALLDATA Repair is not just keeping up with change, but helping workshops get ahead of it. The best part is, we’re just getting started!
THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS
WHO’S COMING AND WHAT ARE THEY BRINGING?
■ AP Auto – B6
A/C specialists, AP Auto are offering a £100 discount on any CTR or Oksys airconditioning service machine ordered from their stand B6 during Mechanex 2025. The promotion covers both R134a and YF units and the team will be on hand to discuss specs and provide advice.
■ Arnott – F3
With over 35 years of expertise, Arnott Suspension Products is the global leader in high-quality aftermarket suspension solutions. Visit us at stand F3 to discover a selection of our products, including our new eRide technology.
■ Ashford Garage Equipment – D42
Ashford Garage Equipment brings a complete range of MOT, lifting and workshop solutions. From brake testers and vehicle lifts to diagnostics and calibration tools, our solutions are designed for compliance and efficiency.
■ Autel – C6
Autel UK will be showcasing the new lineup of S2 diagnostic tools, this includes the new MS909S2 and Ultra S2, the Ultra S2 will be on promotion with 3 years updates vs the normal 2 years! Both tools stacked with an abundance of new features. Comes see us for a live demonstration.
■ Autoparts UK – A24
Autoparts UK is a specialist recycling company in the purchase and supply of automotive components for remanufacture; an industry that along with its global client partners helps to save over 800 Ktonnes of CO2 annually. That’s equivalent to flying 137 times around the earth!
■ BookMyGarage – D55
Visit us at stand D55 to discover how independent garages can successfully navigate the digital landscape with tools to grow their customer base and boost their bookings and revenue – no obligation, just a friendly chat, we’d love to see you.
■ Bosch – B18
Come and join us at Bosch stand B18 at Mechanex Surrey! Discover our diagnostic solutions, designed for maximum efficiency, to significantly enhance your workshop experience. You’ll have the opportunity to watch ADAS demos and explore our diagnostic and repair solutions.
■ Boswell Aftermarket – A10
Boswell Aftermarket is an insurance broker with a team of over 90 dedicated professionals, insuring the aftermarket for over 45 years. Our integrity supports all our client relationships, and our experience enables us to offer advice that protects our clients in a continually changing environment.
■ Comma Oil – A12
Everything Comma does is made for mechanics. Any make and model of vehicle, any day of the week, plus constantly changing regulations and emerging technologies continue to make the job more complicated. Come and visit Comma, sign up to myComma and receive a free Greggs Sausage Roll Voucher!
■ Dayco – D20
As an OE supply partner to many VMs, Dayco is a pioneer of power transmission technology, with many firsts to its name. These include the high tenacity or ‘white’ timing belt that is still the standard fitment on
many engines from numerous manufacturers, and the BIO or ‘wet’ belt solution, which it developed on behalf of VW, Ford and PSA.
■ Dewalt - D70
DEWALT Automotive products make up part of the 18v XR range meaning all batteries are interchangeable with each other. You will be able to purchase and take away or for delivery from GSF, our chosen partner for the event. The first 25 people per day on the stand will receive a £5 Greggs voucher!
■ Gates – D44
Gates presents its latest aftermark solutions: advanced automotive engine hoses, innovative belt-in-oil systems, robust timing chain kits, and complete micro-V Kits for passenger cars and light commercial vehicles. Discover OE-quality components designed to simplify installation, boost performance, and reduce downtime in modern engine systems.
■ Halfords –B20
The Halfords Trade Card unlocks access to discounts of up to 50 per cent on batteries, bulbs, car cleaning products, and much more! All parts come with a price guarantee – if you find a better trade price, just let us know. Our Trade Card is completely free and can be used instore or online.
11-12TH NOVEMBER SANDOWN PARK, SURREY
■ Infopro Digital Automotive/ Haynes Pro – A4
Transform your workshop with HaynesPro Workshop Data through E3Technical; trusted by professionals for accuracy and efficiency! Visit us for exclusive free demonstrations. Our twoweek free trial helps you to enhance operational efficiency and profitability through precise technical information and tools.
ISN Europe - D34
Expect live equipment demos, exclusive show prices, expert advice, and giveaway opportunities across our range of tyre changers, wheel balancers, and alignment systems. Visit our stand for hands-on access and unbeatable show-only
JHM Butt – B4
JHM Butt & Co Ltd is a leading supplier of professional garage equipment to the automotive industry across the UK. Visit us at Mechanex to see our tyre care equipment in action, workshop tools, and more!
JLM-Kalimex – B24
Tools offer a comprehensive range of trade trusted professional additives for diesel, petrol and hybrid engines. Make sure to visit our stand to pick up your free goody pack and get an exclusive show deal on the JLM DPF Cleaning Toolkit.
LKQ Euro Car Parts – B26
LKQ Euro Car Parts offers a range of support to technicians and workshops. From expert-led Academy training to TechClub membership for savings and perks, we’re not just here to sell car parts, but offer practical solutions to thrive now and in the future.
■
Mobile Eco Tuning – B19
Mobile Eco Tuning are engine tuning specialists with a nationwide network of authorised agents. We’re offering the opportunity to become an agent: Complete with specialist training and dedicated UK-based support. Visit our stand to discover our range of state-of-the-art DPF cleaning machines and explore what joining the MET network can do for your business!
■ Nova Vox AI – B27
Nova Vox AI is the intelligent phone assistant built for the automotive industry. From garages to dealerships and parts suppliers, it answers every call, manages bookings, and sends followups.
■ Opus IVS – D52
Opus IVS is excited to attend PMM Live at Sandown Park this year! We’ll be showcasing our cutting-edge DrivePro 2 with IVS360 Support, plus unveiling our latest companion product, the CarDAQ Pro. Visit us to see how we’re driving innovation in vehicle diagnostics and support.
■ Pico Automotive – D74
Our PicoScope PC-based oscilloscopes offer clear, real-time insights into complex vehicle electronics. Don’t miss the chance to win a set of breakout leads worth £224 in the daily prize draw!
■ RecoTurbo - D72 & D75
Discover RecoTurbo live at Stand D59! Enjoy hands-on demos, expert Q&As, and a photo in our C5. Connect with our technical team, explore cutting-edge remanufacturing solutions, win exclusive prizes, and grab a gift bag.
■ SharkEye Wheel Aligners – A8
SharkEye Wheel Aligners UK Ltd, founded in 2001, is the world’s largest manufacturer and exporter of professional laser aligners for cars, vans, and trucks. Renowned for accuracy, durability, and affordability, our systems are trusted worldwide.
FREE TO ATTEND 60+ EXHIBITORS
11-12TH NOVEMBER SANDOWN PARK, SURREY
THE EXHIBITOR LIST IN FULL
3D Group / OSCA....................................................D48
TO REGISTER FOR YOUR FREE TICKET SCAN THE QR CODE OR GO TO WWW.MECHANEX.INFO
PMM and Pico Technology are on the lookout for this country’s rising talent this year, with a series of articles highlighting the brilliant work being done in colleges and workshops to close the aftermarket’s skills gap. This November, PMM and Pico Technology will crown the most deserving automotive learner as PMM ’s Top Talent of 2025.
HOW ARE APPRENTICESHIPS CHANGING?
This month we look at two examples of how apprenticeships are changing, both to meet the needs of the industry and to reflect the new realities of the working world.
Repairify: IT skills are now a must-have
The automotive sector is evolving at an incredible pace and is being driven by new technologies, electrification, and changing consumer needs. Yet, alongside this growth lies a pressing challenge, which is the shortage of skilled workers. With an ageing workforce and fewer young people entering the industry, the gap between demand and available talent is widening. This is where apprenticeship programmes provide a solution as they are a vital part of the industry.
At Repairify, the investment in apprenticeships goes beyond simply offering training. The company sees its programme as a long-term sustainable strategy that nurtures the next generation of talent.
Apprenticeships help build skills the industry needs, and this is especially important in a sector where technologies are rapidly evolving. Repairify apprentice Rosie Nicholson explains that her aim for the apprenticeship is to gain a broad range of practical technical skills and
knowledge, particularly in automotive diagnostics, fault troubleshooting, and IT systems related to vehicle diagnostics. “The type of skills I have gained as part of the Repairify apprenticeship programme makes apprentices job-ready and futureproofed at the point of entry because we have the knowledge to adapt to new technologies that are coming into the workshop.”
made the learning process smoother. The collaborative atmosphere has encouraged me to ask questions and learn from their experiences, making me feel more confident in my role.”
This sentiment is also echoed by another Repairify apprentice Madison Leigh who highlights, “Since starting this apprenticeship, I have received nothing but positive support throughout
“The emphasis has always been on the work and my growth as a professional, rather than my gender.”
Another benefit of apprenticeship programmes that is important but is often overlooked is peer to peer support. Rosie states, “I’ve received valuable support from other apprentices who have been a great source of guidance and shared learning. They’ve helped me adapt to the work environment by offering insights into the tasks and processes I’m still getting familiar with. Whether it’s through tips on using diagnostic tools or advice on managing workloads, they’ve
and because we are all doing the same course, we are here to support each other.”
This collaborative culture within the programme helps individual development as well as embracing knowledgesharing habits that the apprentices will use down the line with peers or apprentices they might work with.
Apprenticeships also benefit the industry because they widen the talent pool. In an industry that is seen to be male-dominated, both Rosie and Madison feel that their
experience has been inclusive and supportive. Rosie explains that from day one, her gender has not been a barrier. “The emphasis has always been on the work and my growth as a professional, rather than my gender.”
Madison’s experience also echoes this as she describes her workplace as “like having a big, crazy, loud family all in one place.” This has allowed her to fit right in and help her settle into the programme, while also growing in confidence. This positive culture helps improve engagement because a happy apprentice is an engaged apprentice, and an engaged apprentice is an apprentice who is learning and growing as a person.
If there’s one thing these apprentices want others to know, is that it’s t the leap is worth it. Rosie’s advice is clear, “Go for it without hesitation. Stay confident in your abilities and embrace the challenges.”
Madison echoes this sentiment: “Honestly, if it’s something you want to do, then do it – it’s the best thing I’ve pushed myself to do.”
Apprenticeship Central: 48 per cent of apprentices in England are over 25
Despite their reputation, apprenticeships are not just a route for school leavers.
Figures from the House of Commons Library reveal that 48 per cent of apprenticeship starts in England are now aged 25 and over, with many learners already employed within the business at the time of enrolment.
This marks a significant shift in how apprenticeships are being used. No longer are they just a tool to recruit fresh talent, but they offer a framework to develop and retain existing staff across all aspects of a business, from technical to leadership.
With changes to apprenticeship funding rules now in effect since August, it’s never been easier to access the benefits.
What’s changed:
• Apprentices aged 19 and over are no longer required to study or pass English and Maths qualifications as part of their apprenticeship, even if they don’t already hold GCSEs.
• Apprenticeships are now accessible to part-time employees, with greater flexibility in how training is delivered.
• Accelerated apprenticeships can now be completed in as little as 8 months for those with prior experience.
PMM’s RISING TALENT COULD YOU BE OUR TOP TALENT?
PMM and Pico Technology are calling on colleges, workshops, technicians and apprentices to tell us about yourself or someone you know that has excelled as a Rising Talent.
Whether you have overcome issues, succeeded in your college exams, impressed your employer, gone above and beyond in your role with customers –whatever it may be, we want to hear your story!
We’ll be choosing the entrant that has impressed us the most and presenting them with their award at this November’s Mechanex-
• Employers can continue to claim 100 per cent NI tax relief for apprentices aged 16-24.
These updates are designed to help businesses upskill their teams, while also boosting productivity and long-term resilience.
While many employers continue to prioritise school leavers, and they remain a vital pipeline of future talent, these changes also open the door to alternative routes.
Whether a business is looking to bring in a 17-year-old just starting out or upskill a more
PMM Live and the winner won’t be walking away empty handed!
Pico Technology is offering the winner of this great competition an amazing 4-Channel PicoScope kit, worth £2,365! Not only will the winner take the kit, but they will also bag a day’s training at Pico’s HQ. Not bad!
experienced employee, apprenticeships now offer the flexibility to support both. Why it works:
• Apprenticeships offer real work with structured, supported training.
• Training costs are funded, often with additional government incentives available.
• Teams with apprentices report higher retention, stronger morale, and more sustainable talent pipelines.
• Apprentices deliver value from day one – often exceeding their cost
So how to enter?
Entering this competition is easy. Simply scan the below QR code or go to www.rdr.link/ABY000, enter your details and write a short paragraph about why you or your chosen nominee is a top talent. Good luck!
through increased output and innovation.
As Robert Halfon, former Skills Minister, recently wrote: “Apprenticeships judge you on your potential, not your past… They’re one of the most powerful tools for social mobility we have.”
To find out more about how Apprenticeship Central supports employers, visit www.apprenticeshipcentral.co.uk or contact the team at enquire@apprenticeshipcentral.co.uk.
The debate.
AI: Your new tool of choice?
PMM’s
sister magazine Professional Motor Factor has recently been asking garages and factors alike
‘are you a fan of AI?’. Here, we present two answers to this divisive
TIM BENSON OLDFIELDS GARAGE OWNER
*AI. Just three letters, but they stir up more noise than a Friday rush at the MOT bay. And while most folks hear “AI” and immediately think of ChatGPT churning out sci-fi film scripts or writing school essays, what’s actually happening in the real world – in places like Oldfields Garage – is a lot more practical, and, frankly, a bit more exciting.
Let’s get this clear: AI isn’t just something for Silicon Valley or suits in offices. It’s already a spanner in our toolbox –one we’re using daily. At Oldfields, it’s now just part of the rhythm. We use AI at the front desk to help translate complex technical issues into plain English for customers. Anyone who’s had to explain why a DPF regeneration failed to someone who just wanted their “engine light off” will understand the value in that. We’re using it to draft up clearer, friendlier job descriptions and comms, which frees up time and keeps the customer journey smooth and transparent.
Behind the scenes, I’m using AI to build processes, analyse data and even to help design internal systems. It’s not replacing thinking –it’s enhancing it. It’s helping us ask better questions, not just get faster answers. The more we use it, the more we realise it’s not about big flashy breakthroughs – it’s about lots of small, daily wins that add up.
Even in the workshop, we’re dipping our toes into AI-driven diagnostics planning. It’s early days, but the idea of predicting what’s likely to be needed or streamlining diagnostic logic before the spanner even touches the car? That’s where things are heading. Slowly, but surely.
As for the factor interaction – we might not know the full ins and outs of what AI they’re using, but let’s be honest, how do they know what we’re likely to order before we do? How are delivery times so bang-on now? AI’s clearly playing a role in stock profiling, predictive logistics, and even suggestions in ordering portals. And the thing is –that’s a good thing. As garages, we rely on speed, precision and availability. If AI can get the right part here quicker, we’re all winning. Opportunity or threat? It’s both. Like any tool, it depends who’s wielding it. Used well and sanity checked, it’s a lever for better service, smarter thinking and tighter operations. At Oldfields, we’re not scared of it – we’re already working with it. Because like any good tech, it should work for you, not the other way around.
*Tim’s submission has been written entirely by AI (with prompts, of course) – but did you spot the error?
subject.
SANJIV SHAH CAR SPARES FACTORS OWNER
At Car Spares Factors (CSF), our mission has always been simple: deliver the right part, at the right time, with the right support. While AI hasn’t yet become a direct part of our day-to-day operations, we’re watching its evolution in the aftermarket closely – and we see exciting opportunities ahead.
AI is already making waves in areas, like predictive stock forecasting, smarter cataloguing and more intuitive ordering platforms. For factors, these tools promise faster, more accurate service; for workshops, they mean less downtime and fewer delays waiting for the right part. Although we’re not actively deploying AI tools today, we’re exploring how they could help us strengthen our partnerships with workshops and streamline the entire supply process.
That said, one thing we’re certain about is that AI will never replace what makes our business work: people. The expertise of our team, the relationships we’ve built with our customers and our ability to quickly adapt and find solutions are things that technology simply can’t replicate. We don’t AI as a threat to those strengths – but as a way to amplify them.
Looking ahead, we believe AI will play a valuable supporting role. Imagine a system that can help predict seasonal demand spikes, automatically recommend alternatives when stock is low or help technicians quickly identify compatible parts from a smartphone photo. These are the kinds of developments that could make daily operations smoother for everyone in the supply chain.
We’re taking a measured, customer-first approach to these innovations. Rather than chasing the latest trend, our priority is ensuring that any technology we adopt delivers real, measurable benefits for our team – and for the workshops, fleet managers and mobile mechanics we serve. When the right solution comes along, we’ll be ready to integrate it in a way that complements our existing strengths.
The aftermarket has always been an industry built on relationships, reliability, efficiency and dependable service – AI won’t change that. It can help us work smarter, deliver faster and continue to meet the needs of our customers in an evolving marketplace. At CSF, we see that as an opportunity worth embracing when the time is right
Finding the right part: Febi
This month we take a look at febi, and what makes this company great.
As part of the internationally active bilstein group, febi is represented in more than 170 countries through branches and motor factors and is recognised as one of the most trusted partners for garages and workshops. To guarantee the availability of products wherever and whenever they’re needed, the group continues to invest heavily in expanding its logistics capacity.
According to febi, its state-of-the-art logistics centres are strategically located in key markets all over the world, one of which is in Markham Vale, Chesterfield. This facility plays a vital role in supplying parts across the country. With its UK logistics centre, the firm can respond faster to customer demands, provide tailored support and even welcome customers to see how we work. Being local also means the team can regularly visit workshops and garages across the region to stay closely connected.
The UK warehouse supplies the entirety of Great Britain, Northern Ireland, the Channel Islands, and the Republic of Ireland – ensuring workshops can rely on fast and consistent deliveries.
Thanks to its streamlined processes, modern technology (such as the WITRON Order Picking System), and forklifts, the teams can accurately pick, pack and ship everything from small items like filters, drop links and wheel nuts to larger, heavier parts including control arms, exhausts, and brake discs.
Parts ready to go
In today’s fast-paced world, mobility is everything. That’s why febi has more than 50,000 parts readily available for passenger cars, light commercial vehicles and commercial vehicles.
As trendsetters and pioneers in the independent aftermarket, febi believes every garage should have access to the latest replacement parts for your vehicle as soon as it hits the road. In fact, it has even made a ‘Fast to Market’ commitment, so that repairs can be carried out quickly and efficiently – even on the newest vehicles, including hybrid, electric, and hydrogen- powered models.
One of febi’s greatest strengths, it claims, is the reliability and consistent OEmatching quality across the entire product range – giving workshops, garages, and drivers complete peace of mind.
These are some of the quality controls parts undergo:
• Benchmark products against OE samples
• Test dimensions to guarantee accuracy of fit
• Assess materials for durability and strength
• Carry out both non-destructive and destructive workmanship testing
The in-house quality management specialists thoroughly examine all new products against OE standards before they are released.
To reinforce this commitment, all febi replacement parts are back by a 3-year Manufacturer Guarantee, exceeding the statutory warranty – which the firm says is a clear demonstration of why customers can trust them.
Partsfinder
Looking for specific parts? The full febi range is available on partsfinder – the modern online catalogue that also brings together the other bilstein group brands in one place. With smart tools such as the Expert Filter to refine searches and FANS to contribute to the future product range, there’s plenty to explore.
Health and safety.
Your guide to LIFTING in the workshop
Tool specialist Draper has put together a handy guide for lifting vehicles in the workshop: a must-read!
Whether it’s a quick tyre change or the more complicated lifting and lowering of a gearbox, reliable lifting equipment is a key requirement for every workshop. Careful selection of the right equipment for your set up, safe usage and proper maintenance are equally important to factor in when it comes to any kind of lifting.
Automotive equipment specialist Draper Tools is taking the opportunity to explore the range of lifting options available, their ideal applications and crucial safety advice for mechanics, from the simplest jack to a full-blown engine crane.
Jacking up
The combination of a trolley jack and a set of axle stands is the foundation of lifting, whether you’re a mobile mechanic or running a busy service centre. Trolley jacks, with their hydraulic leverage and easy manoeuvrability, are the go-to for quickly raising a corner or an entire end of a vehicle. It’s the solution to a thousand small pain points, from a simple tyre change to gaining access for brake work or an oil service. However, a crucial piece of advice that should never be forgotten is that a jack is for lifting only, not for
supporting a vehicle’s weight.
You also want to avoid using a jack on uneven or soft ground, use a jack pad to protect the vehicle’s contact point and remember to regularly grease your jack for optimal performance. Make sure you choose a jack based on the weight and required clearance of the vehicles you’ll be working on. For busy mechanics, Draper’s 3 Tonne Low Profile Fast Lift model from the Expert range is a great choice, suitable for a wide range of vehicles and efficiently reaching full height in just 2.5 strokes.
Secure support
Once you’ve raised the vehicle you’re working on to the desired height, a pair of correctly rated axle stands must be placed under the manufacturer’s specified jacking points. Axle stands provide a static, secure support system that a jack simply cannot. When buying, ensure the axle stands have a clear Safe Working Load (SWL) or Working Load Limit (WLL), which is the manufacturer-defined maximum load they can handle. Always use your axle stands in pairs on a hard, level surface.
You can often find jacks and axle stands sold together, such as the Draper 3 Tonne Trolley Jack and Axle Stands Kit.
Heavy lifting
Larger garages and those dealing with commercial or agricultural vehicles might want to consider investing in pneumatic jacks and bottle jacks – Draper’s Expert series has a good selection of both.
For tasks like gearbox or differential removal, a dedicated floor transmission jack is an invaluable tool. It allows for precise lifting, lowering, and tilting of heavy components, taking the strain off the mechanic and preventing damage to expensive parts. The 500kg Vertical Transmission Jack from Draper’s popular Evolution collection is a good choice.
Simple solutions
For garages looking to improve speed and safety for routine work, when the ramps and pit are fully occupied, a pair of car ramps is a sound investment. As seen with products like the Draper 2.5 tonne ramps, they provide a simple, robust solution for gaining access to the underside of a
Health and safety.
vehicle without spending time jacking up and placing stands. They are ideal for quick inspections or exhaust repairs and because the vehicle is simply driven onto them, they provide a more stable platform than a jack and stands for certain tasks. The key here is proper placement and ensuring the vehicle is aligned correctly before driving up. Chocking the wheels once it’s on the ramps is a must too.
Let a crane take the strain
For big jobs like engine removal and installation, an engine crane is an indispensable piece of equipment. A mobile engine crane, such as Draper’s 2 Tonne model, allows a single mechanic to safely lift and manoeuvre an engine or gearbox. This solves one of the biggest pain points in the workshop - the
dangerous work of manhandling heavy components. Make sure you look for a model that adheres to EN1494 specification. And when using an engine crane, always check the SWL of an extended boom and ensure the hoist is stable before lifting. Never leave a load suspended for an extended period and always make sure the engine stand you’re lowering onto is rated to the correct weight. Care and attention to the safety details like this are a must when it comes to heavy lifting.
Lifting the lid on safety
Any mechanised lifting in the workplace should be considered a hazard that requires a risk assessment and relevant training records to ensure everyone is safe. So, while it may not be an exciting topic, it’s well worth familiarising yourself with the rules and regulations surrounding lifting at work, to keep yourself and your team safe and protected. For all lifting equipment in a professional garage setting, adherence to the UK’s Health and
Safety Executive (HSE) guidelines is not just good practice, it’s the law. The Lifting Operations and Lifting Equipment Regulations 1998 (LOLER) and the Provision and Use of Work Equipment Regulations 1998 (PUWER) are also essential reading. These regulations, as well as manufacturers instructions, will help you get to grips with the maintenance and training responsibilities when it comes to lifting in the workshop.
Choosing the right lifting equipment for your garage is a strategic decision that directly impacts safety, efficiency, and profitability. So, whether you’re a small start-up with a trolley jack and stands, or a large workshop with multiple vehicle lifts, investing in quality, well-maintained equipment and promoting a culture of workplace safety will help keep operations running smoothly for years to come.
ALWAYS be prepared!
Shaikly Motor Company is an award-winning independent workshop, based in Colchester. The family-run workshop has been serving loyal customers since 1977 and now, nearly half a century later, Michael Shaikly –son of the founder – is carrying it on as one of the most respected workshops in the country.
Michael is responsible for 14 skilled technicians, from inquisitive and enthusiastic technicians beginning their careers to experienced master techs. But one thing they all have in common is that they all regularly turn to ALLDATA Repair and its OEM repair data in their daily tasks – from preparation to handing the keys back to the customer.
ALLDATA Repair provides instant access to instructions from 44 vehicle manufacturers, comprising more than 100 million articles and over nine million technical drawings and wiring diagrams with electrical connector views. That is procedures for more than 165,000 make, model, year and powertrain combinations –or, to put it rather more simply, 97 per cent of vehicles on the road today.
Integrated vehicles
Modern cars are complex networks of sensors, control units and software; for example, adaptive cruise control systems integrate radar sensors, cameras and onboard software to automatically adjust speed and maintain a safe distance from other vehicles.
From enquiry to handing back the keys to the customer, the team at Shaikly Motor Company utilise ALLDATA Repair for each part of the diagnostic and repair process.
Consequently, before a technician even attempts a repair, they need to know what that repair looks like.
At Shaikly Motor Company, the team recently received a Land Rover that had been brought back from France. Based on the information provided by the customer, the vehicle was a non-starter and had been assessed by both an independent workshop and franchised dealer – but no solution had been found.
The initial suspicion was that the vehicle had suffered a fuel pump failure, but without
investigating and authorisation of the customer to conduct a Stage One Diagnostic Assessment, it would be incredibly difficult to offer an accurate diagnosis.
As Michael put it: “Because the injectors were difficult to access, accurately diagnosing a three-phase fuel pump system was nigh-on impossible. We needed a solution that would save time and give an accurate diagnosis. Possessing evidence would earn the customer’s trust and, in all likelihood, ensure we were permitted to carry out the repair.”
Michael Shaikly, current owner of the award-winning Shaikly Motor Company
PMM attended the recent ALLDATA event held at Shaikly’s
Meet the Shaikly team!
At Shaikly Motor Company, the team recently received a Land Rover that had been brought back from France.
Data from the start
The way Michael and his team use ALLDATA Repair has changed during the last 15 years. What began as a single computer is now a fully integrated process across the entire workshop – every technician now has their own laptop, and crucially, ALLDATA Repair is used before a vehicle is even touched.
This preparation begins with the frontof-house staff. When a customer books a job in, service advisors itemise the reported fault and use ALLDATA Repair to set realistic expectations. This ensures that diagnostic assessments and repair times are communicated transparently and that the customer fully understands the process before authorising work.
Accurate labour times are a vital benefit. Published job times can be misleading, but with ALLDATA Repair, Shaikly Motor Company can confidently quote times and costs that reflect the true scope of the work. This prevents disputes, avoids wasted time and ensures customers trust the pricing.
Returning to the Land Rover case, Shaikly Motor Company deployed its structured Stage One Diagnostic Assessment, which includes:
■ A full diagnostic scan of the vehicle
■ Analysis of fault codes and live data
■ Review of relevant OEM Technical Service Bulletins
■ Road test, where appropriate Shaikly Motor Company reported a 50 per
Published job times can be misleading, but with ALLDATA Repair, Shaikly Motor Company can confidently quote times and costs that reflect the true scope of the work.
cent success rate in obtaining authorisation for the assessment, which costs £120.
Using ALLDATA Repair’s wiring diagrams, the team traced the circuit and quickly identified a suitable test area and plan. This process ruled out a pump failure without the need to dismantle components to access the fuel pump. Instead, the technicians were able to pinpoint the fault to the fuel pump control unit – a far quicker and easier repair.
The front-of-house team explained the plan; the customer authorised the process, and the technicians completed an accurate and efficient repair.
The Land Rover was diagnosed and fixed within days, compared to six months of confusion abroad. This result was achieved because of the communication and trust established – because Shaikly Motor Company could rely on ALLDATA Repair’s OEM repair data and labour times.
Having those tools at Shaikly Motor Company’s disposal means:
■ Fewer misdiagnosis: Structured planning, meaning the team – apprentice or master technician – looks at the whole picture before committing to a diagnosis.
■ Faster turnaround: Potentially, repairs are completed quicker because unnecessary disassembly is avoided.
■ Accurate labour times: Quotes are based on OEM times and processes, establishing trust.
■ Team development: Every member of staff
is trained how to use ALLDATA Repair –it is part of the curriculum – making it a core part of the workshop’s culture.
■ Profitability and professionalism: The combination of accuracy, transparency and efficiency translates into stronger customer satisfaction and the likelihood of repeat business – meaning a healthier bottom line.
The difference is in the detail For Shaikly Motor Company, ALLDATA Repair has been integrated its entire repair process – from enquiry to handover of the keys. By being able to illustrate repairs and labour times on a quote, Michael and his team are in a stronger position to deliver a better customer service.
Michael summarised: “The power of ALLDATA Repair is allowing us to prepare for the job. If a particular window regulator needs attention, which we’ve never seen before, I encourage our technicians to look up and follow the process.
“Our front-of-house team will itemise the concern that the customer has and outlines the cost of that investigation, using information sourced directly from ALLDATA Repair. This means customers know exactly what we are testing, how we are testing it, and what it’s likely to cost – which builds confidence and trust before we even pick up a tool.”
FOR MORE INFORMATION ON ALLDATA simply scan the QR code
Why was the M70 engine facing issues with the throttle body?
Ben Johnson investigates another “classic” BMW with engine running woes.
Ah, the delightful symphony of an M70 engine’s running faults! It seems the universe has bestowed upon me a generous dose of these conundrums lately, as if my destiny is intertwined with the miseries of these engines. If you've been following my escapades, you'll remember the 635 CSI from the previous issue, a real charmer of a headache. Well, brace yourself, because the latest episode in my automotive soap opera features the same M70 engine, but this time in a vehicle that can only be described as an avant-garde masterpiece of questionable modifications.
From the EML we managed to retrieve the following code – 1216: Throttle potentiometer
Picture this: a canvas of dirt brown Hammerite paint generously splattered across the engine bay, a truly artistic choice, if by "artistic" we mean a crime against aesthetics. But let's not forget the throttle bodies, also graced by the same captivating hue – a colour that surely had da Vinci rolling in his grave. Of course, I jest...E32 owners’ behaviour Customers, those unpredictable creatures, can often succumb to the boredom-induced madness that leads them to commit vehicular atrocities. Yet, in our infinite wisdom, we must resist the urge to judge too harshly, for they are the benefactors of our livelihoods, they do, after all, pay our salaries.
Now, let's talk about the peculiar habits of E32 owners. Either they, as the 635 owner does, look after and pamper their classics and no expense is considered too extravagant. Often these types will try to keep as much originality as possible – I love these types of customers. And then, I say as I take a very deep breath, there are those
“other types”. It is they who have a tendency to shower their ageing steeds with ludicrous amounts of money, transforming them into rolling monuments of revolting extravagance. Massive alloy wheels, a fiberglass bonnet adorned with Japanese 90s style vents on a classic 7 series – yes, you read that correctly. But I digress; let's not dwell on the eccentricities.
What baffles the mind, however, is the neglect of the engine's vital components.
The intricacies revealed by this investigation painted a picture of wear and tear that escaped the naked eye, a tale of degradation that only magnification and illumination could uncover.
While they splurge on the superficial, the heart of the beast is left to wither. Consider, if you will, the throttle body – a critical player in any engine bay. Inside resides a component with a penchant for drama itself, utilising those infamous sharp encoder wipers that gleefully carve into the resistive track on the circuit board encoder. It's through this constant varying resistance that the EML (the forebear to the DME) deciphers the throttle's every move.
Yet, as fate would have it, these systems have a flaw. The coating wears off, and suddenly, the resistance values embark on a tumultuous journey, resulting in a spectacle of erratic running that would make a circus seem orderly. BMW is not alone in this tragedy; even Maserati suffered a similar fate. Fear not Maserati owners, for a remedy exists – a hall sensor-based system, a beacon of hope for those plagued by throttle tribulations.
Bank 1 throttle stripped – note the wonderfully luxurious touch of brown Hammerite which frustrated the strip down process
As for whether such a system can be retrofitted to the venerable M70 engines' throttles, I remain in the dark, hopeful for a solution to emerge from the murky depths of automotive innovation. Wouldn't it be a splendid twist in this tale of automotive woes? Only time will tell.
The initial step in this throttle-based odyssey was to seek out some data— specifically, resistance values that would grant both myself and my youthful accomplice, Erik, the ability to perform a simple yet illuminating comparison of the throttles in both their open and closed positions against a list of values. Astonishingly, BMW left us high and dry in the AIR platform as data was scarce to say the least when dealing with this vintage “classic”, leading us back to the reliable arms of our trusty friend, Google.
Cracking the vehicle
In the vast expanse of nonsense, spam and downright dodgy websites, we finally stumbled upon a trove of data that promptly pointed out the glaring issue: the throttle wiper was, in colloquial terms, thoroughly goosed. Armed with the determination to gather some hard evidence, we angrily chipped away the Hammerite coating from the throttle casing set screws, revealing the inner workings of this old school marvel. As the casing was split open, a surprise awaited us— the carbon brushes surrounding the motor collector were in pristine condition. Alas, the same could not be proclaimed for the state of the carbon track (Fig.1).
At first glance, it appeared passable, but armed with a magnifying lens and the piercing light of an LED, the true horror was laid bare—it was utterly and completely unserviceable – there would be no quick squirt of WD-40 to fix this. The intricacies revealed by this microscopic investigation painted a picture of wear and tear that escaped the naked eye, a tale of degradation that only magnification and illumination could uncover – and of course the fault finding with the KPS multimeter (Fig.2&3).
Swiftly armed with the diagnosis, I embarked on the quest to procure a pristine new throttle, a delightful component that came with a price tag of over 1,000 euros. Naturally, this revelation didn't sit well with our resident car modifier, who, in a grand display of dissent, proclaimed, "I will source my own because that is far too much money." My attempts at reason, akin to a lone voice in the
wind, echoed with protestations such as, "the used one may be even worse. You are wasting time and money." Alas, my words fell upon deaf ears, as the determined car modifier marched forth with his plan, heedless of my well-intentioned counsel. Such is the mind of the customer at times.
Replacing the throttle
A week went by and the “new” throttle
arrived. Erik wasted no time in popping it on to the right bank and in no time the engine was up and running again – this time, unsurprisingly, running even worse. Erik, being the young chap that he is, wanted to check the throttle with a resistance measurement, a request that I gladly fulfilled by grabbing my KPS meter from my faultfinding cupboard (Fig.4). Sadly, as suspected, the "new" throttle was
Note the upper track condition is much more heavily scored than the lower track (magnified image)
The same track as Fig.2, magnified with a lens and illuminated with bright LED light
about as much use as a chocolate fireplace poker and it was swiftly taken off and plonked back where it belonged – the front desk. The intention was to call our customer and finally convince him that the only way this vehicle will get back on the road is if a properly working throttle is bought and fitted. For warranty reasons, we were unable to open the casing and inspect the donor throttle, but let's be honest – the same sort of track faults will be present if anyone ever bothers to open it up.
How can I sum up this story? Well, if I had a pound each time that a customer dictated a diagnosis process, then I would be considerably richer than I am at present. As fault finders, we must constantly tread the fine balance of doing the job right and doing the job that the customer wants us to do, even if they are informed as best as we possibly can. It is, at times, incredibly frustrating, but this is the nature of our industry. Until next time, I hope that this case study has motivated those reading it to place one’s frustrations to the back of one's mind. We can't fix everything, including customers.
An example of how the throttle wiper resistance was checked. Note the Hammerite plastered all over the place including the suspension turrets
REMOTE control
OSCA discusses its remote diagnostics offering, a service they are well experienced in.
As vehicles become more complex, software updates, cybersecurity clearances and new technologies like ADAS create evermore complex challenges for independent garages. Workshops enacting repairs now need to be more precise and effective across a wide variety of makes and models.
That is where OSCA comes in. For nearly 10 years, OSCA has been helping automotive professionals such as locksmiths, garages, bodyshops and ADAS specialists with many different tasks from a remote setting. Based in Nottinghamshire, OSCA has built a strong reputation for reliability with an easy-to-use diagnostic tool. It was the first of its kind in the UK and remained the only UK service of this type for more than five years.
Simply plug in the OSCA cable, visit the OSCA portal, log in, chat with our technicians and let them do the rest. You can access a complete online application list with over 14,500 jobs and new tasks added every day. If you can’t find a task on the list, it doesn’t mean it’s impossible. It may just be in development or waiting for testing before the team adds it. We only release applications once they are thoroughly tested and verified, giving our users complete confidence. The customer service team is always ready to provide clear guidance and answer questions, helping you understand precisely what is needed for each vehicle or
task. Their support ensures every job can be completed efficiently and with confidence.
Some featured tasks include coding and calibrating ADAS modules, replacing radars, parking sensors and cameras for systems such as active brake assist, lane keeping assist and blind spot monitoring. Other jobs OSCA supports include coding climate control modules, programming instrument clusters and advanced diagnostic work.
OSCA is now the industry’s leading tool, helping to minimise downtime, optimise performance and ensure the safety of an entire operation. It also allows you to keep your customers’ vehicles in your workshop instead of sending them to main dealerships. This saves time and reduces extra costs and effort for you and your customers, making the whole process faster and more efficient.
Our technicians have many years of experience from both, main dealers and independent garages. This knowledge means they can complete tasks quickly and confidently, even complex diagnostic work. On average, we complete a job in only 36 minutes, which is very efficient for dealerlevel diagnostics.
People often ask what makes OSCA different from other companies that have recently entered the market. To which we reply, OSCA is more than just a tool; it is a trusted partner for workshops. With hands-on experience, our technicians combine dealerlevel expertise with the convenience of remote diagnostics and programming. Our fully tested application list of over 14,500 jobs, backed by dedicated and knowledgeable support, gives workshops the confidence to tackle even the most complex tasks.
We stay ahead of the curve by investing in infrastructure, dealer tools, and new electric vehicle platforms, helping customers save time, reduce costs, and keep their businesses running smoothly. Honest, efficient, and
reliable are what make OSCA different.
We also enjoy solving problems that are not straightforward. A recent example was a Leapmotor T03 with all keys lost. This was a simple task, but the most challenging part was finding information about the process and obtaining parts. Once this had been gathered, we could begin the job. Plugging in the OSCA tool, we connected to the vehicle over the cloud and were able to program two new keys on the vehicle in less than 20 minutes. This shows the importance of having the right tools (dealer-level diagnostic tools), up-to-date knowledge and real experience.
OSCA is designed for ease of use, and our expert team is always here to support you. Simply plug it in and get started. Unlike many tools on the market, OSCA does not need constant downloads to stay up to date. We believe the right equipment should make your job easier, not harder. Enjoy a tool that just works, with no complicated updates and no downtime.
In today’s fast-paced, high-tech automotive world, experience truly matters. With OSCA, you’re not just investing in a tool – you’re gaining a reliable partner who brings dealer-level capabilities straight into your workshop, helping you deliver results faster, more accurately, and with complete confidence.
BEST PRACTICE
Airflow Components
Whether it be Musketeers, Amigos or airflow components, three really is the magic number. Most vehicles feature three separate parts working together as the quiet heroes of modern engines: the throttle body, the mass air flow (MAF) sensor and the manifold absolute pressure (MAP) sensor.
The throttle body is the gatekeeper, physically controlling how much air enters the engine. The MAF and MAP sensors are the eyes and ears, feeding data back to the engine control unit (ECU). Together, they enable the ECU to strike the delicate balance of air and fuel that underpins performance, efficiency and emissions compliance.
Here we take a deep dive into their individual functions, how they work in harmony and some of the common diagnostic pitfalls to be aware of.
High performing heroes
■ Throttle body
The throttle body regulates the volume of air entering the engine. On petrol engines, it
Throttle bodies, MAF and MAP sensors play vital and interdependent roles within modern vehicle engines. Here, Niterra explores these parts and offers technicians guidance on their diagnosis and maintenance.
responds directly to accelerator input, managing airflow for combustion. On modern diesels, it assists with exhaust gas recirculation and smooths engine shutdown.
Electronic throttle bodies use integrated throttle position sensors (TPS) to provide constant feedback. This allows the ECU to adjust air intake in real time, stabilising idle, optimising fuel efficiency and reducing emissions.
■ MAF sensor
Located upstream of the throttle body, between the air filter and intake, the MAF sensor measures the absolute mass of incoming air. Unlike simple volume readings, it provides a real-time, densitycorrected value, allowing the ECU to inject exactly the right amount of fuel.
In petrol engines, the MAF ensures
efficient combustion. In diesel applications, it also communicates with the exhaust gas recirculation (EGR) valve to help reduce nitrogen oxide (NOx) emissions. Most use hot-wire or hot-film technology, which has no moving parts and measures cooling effects of the airflow on a heated element, converting this into an electrical signal.
■ MAP sensor
The MAP sensor, found downstream of the throttle body in the intake manifold, measures manifold pressure (or vacuum). At idle, vacuum levels are high, with pressures as low as 300-400 mbar. Under wide-open throttle, manifold pressure rises close to atmospheric, around 950-1000 mbar. By monitoring these fluctuations, the MAP sensor gives the ECU an accurate picture of the air available for combustion.
On turbocharged engines, boost pressure MAP sensors extend this role further by measuring positive pressure in the intake tract.
The diagnostic challenges
MAF and MAP readings are continuously cross-checked against each other in what’s known as a plausibility check. If one fails, the ECU can substitute its data with a derived value from the other.
When signals don’t align, technicians face a challenge. A vacuum leak downstream of the throttle body, for example, lets in unmetered air. The MAF may report normal values, while the MAP shows higher-than-expected pressure. The ECU spots the inconsistency, flags a fault, and leaves the workshop to identify the cause.
Other issues can be subtler. A contaminated MAF may under-report airflow, while the MAP appears plausible. Conversely, blocked EGR passages or intake restrictions can throw MAP readings off while the MAF looks stable. Understanding these interdependencies is key to avoiding misdiagnosis.
Common throttle body fault codes
Diagnostic trouble codes (DTCs) often point to throttle body faults, but the story is rarely straightforward. Common codes include:
• P0220 – Throttle/pedal position sensor (sensor B) malfunction.
• P2135 – Throttle/pedal position sensor
Here, the ECU compares not just pedal signals with the throttle body’s TPS but also correlates them with MAF and MAP values. A fault in one part of the chain can trigger a throttle-related DTC, even if the throttle body itself is not at fault.
Maintenance and sensitivity
Both MAF and MAP sensors are vulnerable to contamination from oil vapours, dust and carbon deposits. This reduces sensitivity, leading to poor fuel economy, unstable idle, power loss or starting difficulties.
Sometimes, careful cleaning restores function, but the source of contamination must be fixed to prevent recurrence. If replacement is required, OE-quality parts ensure calibration accuracy.
Throttle bodies are equally sensitive.
Carbon build-up around the throttle plate can cause sticking, while actuator or position sensor failures are common. Most electronic throttle bodies require a calibration procedure after replacement for the ECU to calculate position, timing, and more. Skipping this step risks immediate recurrence of fault codes.
A complete solution
Throttle bodies, MAF and MAP sensors form a chain. Each has a distinct role, but their data is interlinked. A healthy system depends on every link being accurate and reliable.
Niterra’s NTK Vehicle Electronics brand now offers all three critical airflow components in its aftermarket portfolio. The new throttle body range, launched with 74 part numbers covering 12.5 million vehicles, joins NTK’s established MAP and MAF ranges.
With OE pedigree, NTK sensors and throttle bodies deliver the precision, durability and compatibility that technicians demand. Stocking parts from a single brand ensures consistent calibration, reliability and simpler diagnosis when airflow faults strike.
Airflow control is a three-part story. The throttle body regulates, the MAF measures mass, and the MAP monitors pressure. Individually, they are high performers. Together, they form the balanced ecosystem modern engines rely on.
For technicians, mastering the relationships between these components is the key to faster, more accurate diagnosis – and fewer costly comebacks. By combining sound practice with OE-quality parts, workshops can ensure that engines continue to purr, mile after mile.
correlation fault.
Under the SPOTLIGHT
Christian Wolf, product marketing manager for bulbs at Bosch, discusses the central role Bosch has played in lighting development.
At Bosch, we’ve always been at the forefront of lighting technology – right from when we developed the first electrical lighting system for automotive vehicles in 1913. In 1960, we introduced the high-beam and low-beam headlamps with integrated fog light and asymmetric light distribution, a move that would make driving in difficult conditions much safer. Then, in 1991, we released the first Xenon headlamp system with 2.5 times more luminous efficacy than standard halogen headlamps.
Today, our bulb products range from classic front light replacements to more high performance options. Beyond that, our portfolio of bulbs cover almost every part of a modern vehicle – from license plate lights to dashboards lights – and there are over 30 of them!There are three different technologies behind our range:
1. Halogen: The standard bulb technology, used in vehicles for the last 50 years. As the electric current is passed through the tungsten wire filament, the filament heats up and glows, producing light. Halogen is also the leading bulb technology in the automotive aftermarket, as it’s cheapest and easiest to replace.
2. Xenon/HID: A technology with a much higher intensity discharge and brighter output. When an electric current is applied, the highly-pressurised xenon gas within ionizes between the electrodes, creating a ‘light bow’. The lower energy consumption (35W as opposed to the 55W required by halogen types), coupled with its more advanced technology, allows it to last 2,000 hours or more, four times halogen.
3. LED: A superior lighting technology, LED produces a much more powerful beam than its halogen counterpart. The electric current passes through a tiny chip, in turn lighting many tiny light sources. LED is the leading technology being developed by vehicle manufacturers for use in their newer vehicles on the road today. LED can also be programmed to change colour/brightness.
Do different bulb options affect the driver’s experience? Absolutely. Drivers may not realise this, but the best bulb for their vehicle depends very much on their individual circumstances. For the regular night drivers, a brighter bulb will improve road visibility on dark journeys, while more frequent travellers may prefer a bulb with a longer lifespan.
The Plus 200 Gigalight
Bosch’s newest bulb is the Plus 200 Gigalight, the most powerful and intensive halogen bulb in the range. Its light beam reaches up to 150 metres on the road and with the blue ring coating on the bulb, it provides a pure bright white light, emitting a much higher output than standard bulbs.
This is where Bosch’s extensive range comes into its own, with an array of benefits that will fit the driver’s criteria. By adapting the precise mechanics inside the bulb, we can flex bulb types to suit different situations. Using a standard bulb – which provides up to 600 hours of light – as our starting point, we develop products with different specialisms. We may modify the tungsten wire to achieve different results, while the blue ring coating on our Plus range enhances the light colour and whiteness for maximum light performance and reach on the roads. It is worth bearing in mind that by making improvements to one area, you will have to compromise others. For example, for a longer bulb life we may use more robust materials to create the bulb, which will in turn affect the brightness levels.
So what does the future hold? Well, in the automotive aftermarket, the exciting developments of the future are counterbalanced by the fact we regularly deal with older cars. Bosch currently develops a wide range of LED products, which will make it possible to retrofit newer technology in older cars.
That’s why it’s essential to ensure the vehicle’s bulbs are not just high quality, but that they work well with a wide range of vehicle ages. As people have their car for longer nowadays, there is more demand for replacement bulbs.
Lighting the way this WINTER
Lighting specialist, OSRAM is reminding workshops to focus on bulb sales this winter, especially as the component is more likely to fail in colder temperatures.
With more than 100 years in the automotive sector, OSRAM is highlighting why bulbs are more likely to fail in winter and why workshops should be informing their customers of these facts, so preempting bulb failure and improving their bulb sales.
It’s a focus every year as the clocks go back, that workshops should concentrate on their bulb installs and ensure their customers have the best light for the darker nights ahead. Naturally drivers will notice if their bulbs are performing poorly, as they use them more over winter months, but workshops should be actively encouraging drivers to consider their bulbs while they’re still working before they potentially break.
One of the main reasons for bulb failure in the winter months is due to the tungsten filament, which is a part of every halogen bulb and generates the light when a current passes through it; cold weather can cause it to contract, which can lead to it breaking.
Workshops should also lean on the fact that because it’s getting darker earlier, drivers will want the best light source to see the road ahead, and should upsell brighter and whiter bulbs, so drivers can comfortably see everything on the road and have maximum visibility.
The OSRAM range is vast, which means that they have a wide selection for drivers to choose from.
Xenon range
OSRAM upgrade xenon bulbs generate up to 220 per cent more brightness when compared to the minimum legal standard. Xenon bulbs also use less energy and have a longer life span than halogen bulbs.
Products that are prominent in this portfolio include the Xenarc Night Breaker 220, which is OSRAM’s brightest xenon upgrade bulb. It has a 250m long beam and up to 20 per cent whiter light, allowing drivers to see further and, therefore, respond to the conditions on the road earlier.
If a driver is looking for more whiter light, OSRAM offers the Xenarc Cool Blue Intense, which also offers up to 150 per cent more
brightness than the minimum legal standard.
However, if a driver is focused on a reliable bulb that will last a long time, OSRAM’s Xenarc Ultra Life, has a 10-year guarantee, which is up to four times longer than a standard bulb, providing the driver extra reassurance and saving them costs.
Finally OSRAM has the Xenarc Original, which has a four-year guarantee and is original equipment manufacturer quality. These bulbs fit a variety of vehicles and are of premium quality manufactured in Germany.
Halogen range
Due to their impressive beam range, performance and longevity OSRAM’s halogen bulb offering has always been incredibly popular amongst drivers, technicians and retailers.
Similar to its xenon counterpart, the Night Breaker 220, is the latest offering from OSRAM and is the brightest street-legal halogen bulb, with up to 220 per cent more brightness and up to 150m long beam.
The Night Breaker Laser is the second most powerful halogen bulb with up to 150 per cent more brightness.
If a driver is looking for a bulb that will have excellent performance, and has longevity, technicians should recommend Night Breaker Silver, which has an excellent
performance-lifetime ratio, up to 130m long beam and up to 100 per cent more brightness.
For a more modern and stylish look for halogens, OSRAM’s Cool Blue Intense is perfect, with extra white light for an LED look and is ideal for use in clear-glass headlights with its modern design with a silver cap.
For drivers that are looking for a reliable headlight bulb and aren’t worried about anything more ‘flashy’, OSRAM’s Ultra Life is the ideal solution, with a four-year guarantee and up to a 62,000 miles service life.
Finally, in the halogen range, is the Original 12V range, which is an OEM quality product that is tried and trusted by vehicle manufacturers across Europe and therefore covers a wide array of applications for both headlight and auxiliary applications.
Alongside the quality bulbs technicians should be fitting, they should also be undertaking standard practices when fitting
bulbs, such as checking the headlight bulbs of every vehicle that enters the workshop to ensure it’s ready for winter.
OSRAM also recommends technicians to change bulbs in pairs. Purely from a business point of view, replacing in pairs means double the revenue for the workshop. However, from a practical point of view, replacing bulbs in pairs is good practice and
means that both bulbs are putting out the same light output and it also stands to reason that if one bulb blows, the other is likely to follow soon after.
Therefore, to save the driver time and hassle, OSRAM is urging technicians to fit quality parts and ensure both bulbs are changed at the same time, especially during the winter period.
FOR MORE INFORMATION ON OSRAM simply scan the QR Code:
Lucas is urging workshops to be ready for the lighting surge this winter.
As the clocks go back and nights draw in, lighting faults become one of the most common issues drivers face. For workshops, this means a surge in demand for replacement bulbs, but also an opportunity to add value for customers. Good visibility is essential for safe winter driving, and as the trusted professionals, mechanics play a vital role in keeping motorists both legal and confident on the road.
Drivers rely far more heavily on their lights during the darker months, with bulbs operating for longer and under harsher conditions. What many motorists don’t realise is that bulbs degrade over time. Research shows that output can fall by up to 30 per cent before failure. This gradual dimming often goes unnoticed by drivers until a mechanic points it out. Add in the increased risk of MOT failures or roadside penalties for faulty lights, and the importance of regular checks becomes clear.
Best practice
For garages, winter is the ideal time to remind customers about the importance of fully functioning, road-legal bulbs. A few simple practices can make a big difference:
• Check bulbs regularly – A quick walkround during servicing highlights faults drivers might have missed.
• Replace in pairs – Balance is crucial. Fitting just one new bulb can leave mismatched output and colour, which affects both safety and customer satisfaction.
• Encourage carrying spares – While not mandatory in the UK, many European countries require spare bulbs by law.
Get WINTER ready
• Avoid cheap, poor-quality bulbs – Noncompliant bulbs may fail early, cause glare, or even damage lamp units. Always recommend E-marked bulbs that meet legal standards.
• Follow fitting best practice – Remind customers (and apprentices) that touching halogen glass with bare hands can shorten lifespan. Always check alignment after replacement.
These small steps position the workshop as a trusted advisor and build customer confidence.
Of course, none of this advice matters if the bulbs you need aren’t to hand. Winter can bring sudden surges in demand for common fitments, so staying stocked is essential. Lucas makes this easier with the ZMB312 wall-hanging display stand, which contains 200 of the industry’s top 17 bulbs.
The compact display ensures the most frequently used part numbers are always within reach. From H7 and H4 headlamp bulbs to the small bayonet and wedge fittings every garage gets asked for. The layout makes it easy to see when stock needs replenishing, helping you avoid lost time and missed sales. For busy workshops, the ZMB312 offers a practical, organised stocking and display solution that ensures bulbs are exactly where you need them, when you need them.
Upgrades
Winter is also the perfect time to discuss upgrade options with customers. Many drivers, particularly those covering long commutes or rural routes, will benefit from bulbs that put more light on the road or deliver a whiter beam that reduces eye strain. Lucas offers a range of legal upgrade bulbs, delivering up to 200% more light or a crisper 5000K output while remaining fully E-marked and road legal.
This not only improves customer safety but also creates an easy upsell for the garage.
With over 150 years of heritage, Lucas is one of the most trusted names in vehicle lighting. Every Lucas bulb is rigorously tested and fully E-marked, giving professionals the confidence that they are fitting a compliant, high-quality product. Stocking Lucas means fewer comebacks, happier customers, and a brand name motorists already recognise and trust.
Winter readiness starts with visibility. By promoting regular checks, replacing bulbs in pairs, offering upgrades, and ensuring the right stock is always available, workshops can keep their customers safer and more satisfied this season.
With trusted, compliant products and smart stocking solutions, Lucas is here to help workshops be seen as champions of the aftermarket.
Cash in your CHIPS
As the days become shorter and the roads wetter, windscreen repair becomes a more pressing concern for drivers. You could be the one who profits, argues Esprit Windscreen Repair Equipment’s Victoria Evans.
As winter brings more showers and colder days, customers will be coming in with windscreen issues more frequently. While tyres and brakes often take priority, the vehicle windscreen is just as important for driver safety, and it’s an area where garages can support customers while creating additional revenue.
Poorer driving conditions and potholes make chips and cracks very common, and if left, a small chip can quickly spread into a large crack. This often means a costly replacement. Carrying out a simple repair now saves your customer money and prevents future issues.
Fresh chips are always easier to repair, with less dirt or debris to remove. A quick repair leaves the windscreen looking and performing as good as new. When your customers bring their vehicles in for MOT or other repairs, take a look at their screen. If they’ve got small chips, or even cracks, these can be repaired with the Esprit kit. The
“The
Esprit kit comes with a long curing lamp which allows curing of cracks in one go – most kits on the market don’t do this.”
kit comes with a long curing lamp which allows curing of cracks in one go – most kits on the market don’t do this. Repairers sometimes worry that repairing cracks is difficult, but with training and a bit of practice, it’s not hard.
Windscreen technology is no barrier to repairs. With the Esprit kit, garages can repair heated screens and windscreens with ADAS technology, helping drivers avoid the inconvenience and cost of replacement.
For garages, the benefits are clear. Windscreen repair can be added to MOTs and servicing. If you’re new to windscreen repair or would like refresher training, or training on how to repair cracks, training is available at Esprit’s Staffordshire HQ or onsite. Esprit also provides free online videos, making it quick and easy to get started. Plus with the new Quantum Elite injector, repairing is easier than ever.
FOR MORE INFORMATION ON ESPRIT simply scan the QR code
Offering repairs is:
• Quick to learn – with straightforward training.
• Profitable – creating a strong revenue stream.
• Customer-focused – saving drivers’ money while building loyalty.
By upselling windscreen repair, garages can keep customers safe, protect their wallets, and strengthen their service offering.
Esprit
What’s new IN THE WORKSHOP?
Company Profile
A tool for every job: Sealey
PMM takes a look at a tool company which can surely be found in every workshop in the country in some capacity: Sealey.
For more than four decades, Sealey has been a name synonymous with professional tools and workshop equipment. Based in the UK and family-owned since 1978, the company has developed into a respected global brand by combining uncompromising quality, unbeatable value, and dependable aftersales service. For many in the trade, Sealey has become the go-to choice, not only for the breadth of its product range but also for the reassurance that each tool is built to perform and backed by a company that understands the demands of the workshop.
Sealey’s success has been built on an unwavering focus on professional users. Their state-of-the-art warehousing and distribution facility, which covers more than half a million square feet, holds stock of over 13,000 product lines. This extensive range includes workshop essentials, specialist tools and advanced equipment, making it one of the broadest available in the UK.
Beyond scale, Sealey aims to set itself apart through rigorous testing and compliance standards, ensuring products meet the needs of technicians working in high-pressure environments. Its approach has always been about empowering trade professionals to carry out their work with precision and confidence.
The guarantee’s the thing
One of the strongest assurances offered by Sealey is its guarantee structure. All Siegen and Premier hand tools carry a lifetime guarantee against manufacturing defects, a statement of confidence in their durability and performance. Many other categories also benefit from extended warranties of two, three, five, or even ten years, including their sought-after modular storage ranges.
These guarantees are not simply marketing tools but a reflection of Sealey’s commitment to reliability. In an industry where tools are pushed to their limits daily, this level of backup provides reassurance that investment in Sealey equipment is secure for the long term.
Behind every Sealey product is a meticulous quality assurance process. The team of experienced engineers ensures that world-leading production and manufacturing standards are consistently applied. Products are inspected and tested at every stage of the supply chain, and independent third-party certification is often sought for additional reassurance.
Quality checks are wide-ranging and practical. Jacks and axle stands, for example, undergo rigorous load testing to confirm strength and functionality. Torque wrenches
are calibrated against ISO-certified equipment to guarantee accuracy. Products where hardness is critical are tested to meet application-specific standards, while vibration testing is carried out on air and electrically powered tools to measure exposure risks to users. In addition, electromagnetic compatibility checks ensure tools do not interfere with nearby devices, while compliance with RoHS standards demonstrates a clear commitment to reducing hazardous substances across the supply chain.
Importantly, Sealey’s commitment to testing does not end once a product enters the range. Every delivery undergoes inbound quality control inspection before being released for sale. This ongoing process underlines the brand’s reputation for delivering tools that perform consistently in the workshop.
After the sale
A significant part of Sealey’s reputation has been built on its aftersales service. Its service centre is equipped to process repairs quickly, with a dedicated team aiming to return equipment within 48 hours of receipt. This ensures minimal downtime for technicians who rely on their tools to keep workshops running efficiently.
Crucially, Sealey supports its products with a comprehensive supply of spare parts, even for discontinued models. This longterm commitment makes ownership more sustainable and cost-effective.
For workshops seeking dependable tools backed by rigorous testing, strong guarantees, and first-class aftersales support, Sealey represents a choice built not just on heritage but on a proven track record of performance and trust.
Here is a useful summary of all the adverts that appear in this issue of Professional Motor Mechanic. Each is listed with its page number and a direct URL that will get you straight to the relevant online information
3D Group..............................................................(page 46)
