Professional Motor Mechanic October 19

PROFESSIONAL

OCTOBER 2019

MOTOR

F R T E R E A

T T O H E

D E

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

THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

BRIGHT PROSPECTS PMM brings you the latest tools that are lighting up the industry

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

Contents Regulars 7-8

NEWS & VIEWS

11

TROUBLESHOOTING

14

CLUTCH CLINIC

17-24

TECH TIPS

27-30

BUSINESS & TRAINING

32-34

SPECIAL REPORTS

71

PIT STOP

VOLUME 20 ISSUE 9 OCTOBER 2019

Features 37-42 HYBRID & ELECTRIC VEHICLES

45-51 TOOLS & GARAGE EQUIPMENT 72

MECHANEX MONTHLY

75

GIVEAWAYS

77

WHAT’S NEW?

Editor’s Picks 28

BREXIT – WHAT’S IN IT FOR THE AFTERMARKET? Neil Pattemore does his best to predict the repercussions Brexit may have on the aftermarket

34

THERMAL MANAGEMENT MASTERCLASS PMM receives REPXPERT training from a Master Technician

40

ELECTRIC AVENUE HEVRA’s Pete Melville looks at how component-level repair on EVs may open up a new revenue opportunity for garages

53-62 OILS, LUBRICANTS & ADDITIVES 65-68 WINTER SERVICE & LIGHTING

Total Average Net Distribution 60,820 1st July 2018 – 30th June 2019

PMM OCTOBER 2019 3

VIEWPOINT

Editor

Crunch time...again

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

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

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

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s an editor, I know the importance of hitting a deadline. There is a lot riding on you being able to complete the task on the right day, at the right time: money, reputation, trust, tempers…the list goes on.

Should you miss the date in question, it throws everything else off, and any schedules and plans you had waiting are left blowing in the wind. What’s more, the bigger the deadline, the bigger the problems that ensue.

I think you know where I am going with this. And, no, I’m not suggesting magazine editing is a like-for-like comparison with the turmoil of eking out how the UK extracts itself from the European Union. That would be ridiculous. But deadlines are important, and the end of October marks a significant one. Brexit is set to be ‘decided’ on the last day of the month, providing what I am sure will be the scariest Halloween many of us have seen or ever will see.

It has been quite the journey to where we are now, so let’s recap. On 23rd June 2016, the majority of the UK population voted to leave the EU in a referendum. Skip forward almost a year later, and on 29th March 2017, Article 50 was triggered, signalling the start of the two-year countdown to the UK’s final farewell. Months went by, until 20th March 2019 came along – the first deadline. But, no one was ready, so the UK asked for an extension to prolong Article 50.

The European Council granted a further extension to 12th April 2019 – the second deadline. By 10th April 2019, there was still no agreement in place, so Theresa May asked for another extension. And so we land on 31st October 2019 – the third deadline, and the date that is but weeks away.

To say that the constant extensions and subsequent replanning and rescheduling has appeared chaotic would be an understatement. Throughout the saga, there has been very little certainty, few explanations and a great deal of politics, not to mention the media frenzy that has managed to seesaw between polarising the country and unifying it. This being said, with Halloween in sight, perhaps we are coming to the end of this period of confusion. Now, we just have to wait to see what happens.

From an aftermarket point of view, I won’t attempt to predict what the landscape will look like once November comes around. Everything could have changed, or maybe nothing will have changed. Neil Pattemore does his best to highlight some of the potential repercussions on page 28, but even he admits that it is “unclear what will happen on the final departure date”.

Whatever transpires, eventually we will see changes to UK legislation and this will affect businesses of all sizes. Until then, perhaps the best and safest advice is to pay heed to one of Britain’s great mantras: ‘keep calm and carry on’. Chances are there will be another deadline extension anyway, at which point you lucky so-and-sos may end up reading more from me on Brexit in a couple of months’ time. I can only apologise, but it’s really not my fault!

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

Enjoy the issue and have a great month.

Daniel Aron Editor

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

PMM OCTOBER 2019 5

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NEWS

& VIEWS

Upsurge in support DVSA reassures for Your Car – Your MOT centres about Choice pilot project connected MOT equipment

The Your Car – Your Choice campaign is receiving widespread industry support, following the launch of a pilot project in Chesterfield.

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ollowing a highly successful garage awareness day in Chesterfield, in which garages were able to find out more about their rights under block exemption regulations (BER), the campaign has attracted growing support, with automotive suppliers, motor factors and garages continuing to push the campaign.

The campaign’s Facebook page has generated many questions from motorists and garages, and the posts from the page have achieved high

engagement, with garages requesting trade packs to promote the campaign to customers in their area.

The pilot project has now begun its promotion to motorists throughout Chesterfield, but will continue to maintain a high trade focus in Chesterfield and beyond.

IAAF Head of Membership Development, Mike Smallbone, said, “The pilot project has started strongly and we are keen to maintain a sustained but fluid approach to promoting the campaign to both motorists and garages. While focusing on our dedicated area of Chesterfield, it is clear that the campaign is very much welcome in other areas throughout the UK.” Under BER, any independent garage can service and repair an owner’s car within the manufacturer’s warranty period as long as the replacement parts used are of OE-matching quality and are recorded as such.

Vehicles must be serviced in accordance with vehicle manufacturer service schedules.

The Driver and Vehicle Standards Agency (DVSA) has announced that MOT garages will soon see the benefits of equipment that connects directly to the MOT testing service.

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rom 1st October, anyone buying a roller brake tester will need to make sure that it’s a model that can connect to the MOT testing service. This includes buying one as a replacement for an old or broken roller brake tester, or as part of the process of opening a new MOT station.

The DVSA has worked with roller brake tester manufacturers to develop software that will allow their products to connect to the MOT testing service.

Connected equipment will save time, reduce the risk of error in entering MOT results and help to reduce the risk of fraud.

Chris Price, DVSA Head of MOT Policy, said, “The DVSA’s priority is to help everyone keep

©F/AdobeStock

their vehicle safe to drive. We’re bringing in connected equipment to modernise testing in MOT garages and reduce the potential for mistakes. It will make testing quicker and more accurate, and give motorists greater confidence in the quality of testing. Garages already using this equipment have seen benefits to their business.”

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

NEWS

& VIEWS

FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE

Diagnostics expert, Hella Gutmann Solutions (HGS), and online car repair marketplace, WhoCanFixMyCar.com, have joined forces to provide a diagnostics solution.

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rivers using the WhoCanFixMyCar platform to find a workshop will now be able to differentiate between those that utilise HGS tools and those that don’t, by seeing the HGS logo on the workshop’s profile and choosing accordingly.

For garages, becoming a partner of HGS will enable access to the company’s diagnostic equipment, as well as expert advice. They will also benefit from motorists recognising their diagnostic expertise and selecting the workshop as a preferred choice.

The WhoCanFixMyCar website has already been updated with HGS details, with 130 garages already part of the network and more to follow.

Neil Hilton, HGS’ Head Of Business Development, said, “With the already high-level complexity of vehicle technology increasing with

every new model, keeping abreast of the latest developments, and being equipped to find the answer and fix the problem is more difficult than ever, which is why we have developed a range of diagnostic equipment that can interrogate these vehicles quickly and accurately.

VLS escalates case to ATIEL and Trading Standards Verification of Lubricant Specifications (VLS) has taken the decision to escalate case 160, a complaint against Toyota First 5W-30 Fully Synthetic SN/CF Oil following months of investigation.

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Neil Hilton, HGS’ Head Of Business Development

“By partnering with WhoCanFixMyCar, alongside those workshops that already use our equipment, we’ll have access to thousands that may be unsure of which diagnostics tools are the best for them.”

Al Preston, Co-Founder of WhoCanFixMyCar, said, “We’re excited that HGS is joining us; workshops need to prepare themselves for the future and that means investing in the right diagnostic equipment.”

“The WhoCanFixMyCar website has already been updated with HGS details, with 130 garages already part of the network and more to follow.”

8 OCTOBER 2019 PMM

©photobyphotoboy/AdobeStock

Hella Gutmann Solutions announces WhoCanFixMyCar partnership

he case was first reported to VLS in November 2018, with complaints made about technically conflicting claims on the product which were not technically feasible. The claims concerned industry standards such as the ACEA engine oil sequences, as well as various different OEM specifications. The technical information also contained errors in the promotional material and claims made against obsolete industry standards.

VLS worked with Impetus Automotive Ltd, trading as Toyota First, to resolve the number of conflicting claims, remove reference to obsolete claims, and present the product’s technical information in a compliant manner. The Technical Review Panel

followed the VLS marketing claims procedure and asked for a copy of the Candidate Data Pack (CDP) for the product.

The named party failed to provide the Candidate Data Pack, putting them in breach of the ATIEL Code of Practice.

VLS will, therefore, be reporting the company to ATIEL for breaching their undertakings under the ATIEL Code of Practice. VLS is also escalating the issue to Trading Standards as the claims on the products cannot be validated or verified.

No evidence has been provided that the product is capable of meeting any of the claims made against it.

VLS Chairman, Andrew Goddard, said, “VLS cannot independently verify or validate that any of the claims made on the product have been supported by the technology provider either through appropriate and rigorous testing, or that formal approvals have been granted. We therefore have to conclude that no evidence has been provided that the product is capable of meeting all or any of the claims made against it.”

TROUBLESHOOTING

A Camry quandary: part 1

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am sure many of us have experienced the limitation of only having four PicoScope channels while being deep in a diagnosis battle. With the PicoScope software, we have the advantage of using reference waveforms to provide additional channels for comparison, so all is not lost. However, the acquisition of reference waveforms requires a robust technique to ensure that the timing correlates with the existing captures, and this has the potential to introduce a variable. Diagnosis commands that all variables are kept to a minimum, and from my perspective, there have been numerous occasions when six channels would have been perfect. The case study below is one such example.

In the first of a two-part diagnostic marathon, Steve Smith, Automotive Application Specialist at Pico, describes how he went about correcting a camshaft correlation error in a Toyota Camry (import) with a quad-cam engine.

Freeze frame data

Customer’s description The customer reported that the engine warning lights (MIL) illuminated after two to three miles of driving with no loss of performance or drivability issues. The fault had been present since purchasing the vehicle approximately two months prior. The selling garage had replaced numerous components in an attempt to rectify the fault.

Technical description A road test of the vehicle proved no drivability issues and confirmed that the engine warning light was continually illuminated. Cycling the ignition and restarting the engine did not reset the MIL, which suggested that this was a permanent and present fault stored within the PCM.

Diagnosis After verifying the customer’s complaint, we confirmed the vehicle’s ID and specification.

The customer/garage interview highlighted a partial service history, a number of accessories installed, and the recent replacement of the following components: 1. Engine oil and filter (including flush) 2. Bank 1 intake camshaft position sensor 3. Bank 1 camshaft timing gear bolts (with built-in oil control valve) 4. Bank 1 VVT-i controllers (intake and exhaust)

5. Bank 1 VVT-i solenoids (intake and exhaust) 6. Timing chain tensioner assembly (between the intake and exhaust camshafts on Bank 1) 7. Oil control valve filter removed, inspected and cleaned – minimal contamination found 8. Engine ECU (PCM) The basic inspection confirmed that the engine oil level and quality were good, that all visible components were correctly installed, and that the connections/harness routing in the engine bay were secure.

A vehicle scan of all onboard control units revealed the two fault codes listed below: ENGINE-P0016 Crankshaft PositionCamshaft Position Correlation (Bank 1 Sensor A- Intake) Main Body-B1245 Lost Communication with Wiper ECU LIN Before we dive into what could cause these codes, it is paramount that we take a step back and check for technical bulletins (software updates, initialisation, recalls and campaigns, etc.). None were relevant for this vehicle. So, based on the two fault codes above, it makes sense to focus on P0016 given the nature of our fault.

The fault code P0016 is accompanied by freeze frame data (engine parameters) preand post-fault code detection, which enables simulation of the fault condition. As we can see here in Fig 1, the engine was running at fast idle (1,311rpm) during the ‘warming’ phase (coolant at 26°C).

Reproducing the fault We erased all the fault codes and had the engine run at idle speed, where P0016 initially appeared as a pending code. This was followed by a current code after cycling the ignition and running the engine for a second time. From a diagnostic point of view, this is great news, as we know we are dealing with a permanent and present fault that the PCM has interpreted as a valid error.

My first question to the team was whether the components that were already replaced had timing marks. Were they correct and aligned? Replacing VVT-i controllers (camshaft timing gears) requires careful manipulation of the timing chain and tensioner. Without a doubt, the feedback from the technician involved was that the timing marks aligned correctly and, more importantly, that the associated bright links aligned with their respective markers to all timing gears.

PMM OCTOBER 2019 11

TROUBLESHOOTING

The valve timing could therefore not be at fault as suggested by the fault code P0016 (camshaft position correlation (bank 1 sensor a)).

We referenced the description and operation data for in-depth knowledge of component location and functions. This knowledge is imperative when diagnosing any system and highlights the need for continual research and training.

Toyota has a wonderful feature within their repair manual called ‘DTC Detection Condition’. This reveals the reason why P0016 has been stored along with possible causes under the heading of ‘Trouble Area’. The Detection Condition for P0016 informs of the following: ‘Deviation in the crankshaft position sensor signal and VVT sensor (for intake camshaft of bank 1) signal (2 trip detection logic).’

Vehicle at idle speed with all the VVT-i controllers disconnected

Bank 2 exhaust camshaft and inlet positions

The Trouble Area informs: ■ Valve timing ■ Camshaft timing oil control valve

■ ■ ■ ■

assembly (for intake camshaft of bank 1, 2) Oil control valve filter (RH, LH)

Oil pipe Camshaft timing gear assembly (bank 1, 2) ECM

What stands out immediately is that all of the above items have been replaced (except the oil pipe) and that valve timing is the first suggestion on the Trouble Area list.

Possible causes ■ Oil pressure deviation to VVT-i Controller

Bank 1 exhaust camshaft and inlet positions

as possible, we activated the camshaft VVT-i controllers for both Bank 1 and 2 via the scan tool to confirm the hydraulic operation. Here, the valve timing can be adjusted by each VVT controller, which has the desirable side effect of labouring the engine and introducing a stall due to inappropriate valve timing for idle speed conditions. All four of the VVT controllers were operating correctly and allowing the engine to stall. This confirmed that the oil supply and pressure were sufficient for VVT control.

(camshaft timing gear) ■ PCM misinterpretation of the camshaft

To recap:

position ■ Dynamic valve timing error (beyond mechanical inspection)

■ Fault code P0016 was present and continual ■ Numerous VVT components had been

replaced ■ The valve timing was confirmed to be

The action plan The action plan is predominantly governed by accessibility and probability.

■ Confirm VVT-i operation ■ Confirm dynamic valve timing against a known good vehicle In keeping our initial diagnosis as non-intrusive

12 OCTOBER 2019 PMM

correct (static inspection) ■ The hydraulic operation of the VVT

controllers was confirmed ■ The PCM had been replaced

While non-intrusive techniques allow for evaluation and assessment of the vehicle, there comes a time where we have to intrude

based on the evidence gathered. A dynamic valve timing check requires intrusion to the wiring harness/connectors and the disconnection of VVT-i controllers.

A minimum of five PicoScope channels are required for a quad-cam engine, given we now wish to measure the correlation between four camshafts as well as the crankshaft. The fact that we now have eight channels, with the PicoScope 4823 Automotive Diagnostic Oscilloscope, means that we don’t have to make any compromise or sacrifice to capture such measurements. As I still had channels to spare, I also included the cylinder 1 ignition event (IGT 1) as a synchronisation signal.

The following waveform shows the customer’s vehicle captured at idle speed with all VVT-i controllers disconnected.

This allowed the camshafts to return to their default position (no VVT-i intervention). I have then highlighted our inspection points for camshaft and crankshaft correlation measurements.

Here, I chose the first rising edge of each camshaft signal after the missing teeth of the crankshaft prior to the ignition event of cylinder 1 (Fig 2).

The rotation rulers identify two crankshaft revolutions (720°) and are located at the bottom right-hand corner of the scope screen. With 720° of crankshaft rotation identified on the screen, we can use the time rulers to measure the relationship between the crankshaft and the first rising edges of our chosen camshafts (in terms of crankshaft rotation). Below that (Fig 3), we have Bank 2 Exhaust Camshaft at 6.458° of crankshaft rotation after our 0° rotation ruler and the Bank 2 Inlet at 94.84°.

The process for Bank 1 camshafts is repeated below this (Fig 4), returning values of 190.3° for Bank 1 Exhaust and 224.1° for Bank 1 Inlet. The million-dollar question once again is: What does a good one look like? Normally at this point, we refer to the Waveform Library for a known good waveform, but at the time of diagnosis, a known good waveform was not available.

Find out how Steve manages to solve this Camry quandary in next month’s issue of

PMM !

CLUTCH CLINIC

HOW TO Replace the clutch on a KIA Sportage This month, after the customer reported that the clutch was worn out, Schaeffler REPXPERT Alistair Mason replaced the clutch on a 2013 Kia Sportage 1.7 CRDI diesel, which had covered 94,000 miles.

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ith a book time of twoand-a-half hours, little workshop equipment is required – a two-post vehicle lift, engine support, a transmission jack and a clutch alignment tool – and full repair instructions with torque settings are available on Schaeffler’s REPXPERT workshop information portal.

Step-by-step procedure With the vehicle placed on the lift, open the bonnet (Fig 1), and remove the engine cover and the air filter assembly. Disconnect the battery terminals, remove the battery, as well as the engine control unit from its bracket, and then remove the battery carrier, unclipping the wiring looms as required. The top of the gearbox should now be easily accessible.

Next, disconnect the reverse light switch and gear cables (Fig 2), including the cable retaining bracket. Following this, detach the crank sensor and the gear recognition multiplug, which means that the upper bellhousing bolts can now be undone, along with the upper starter motor bolt and earth cable.

The last thing to do in the engine bay is to slacken the gearbox mounting, ready for removal later on in the process.

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14 OCTOBER 2019 PMM

With the vehicle still on the ground, slacken both front hub nuts and wheel bolts, raise the vehicle to waist height, and remove both front wheels and front hub nuts. Then, disconnect the ABS sensor wiring looms, the flexible brake pipe retaining clips and the strut-to-hub assembly bolts, so that the outer driveshaft joints can be eased out of the hub assemblies (Fig 3).

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Next, raise the vehicle lift to gain access to the underside, remove the engine undertray and then drain the gearbox oil. Whilst draining, remove the lower gearbox pendulum mounting, then, once the oil has drained, refit the drain plug and torque to the manufacturer’s specification.

Remove both driveshafts, the lower intercooler hose that runs under the bell housing/sump area (Fig 4) and the lower flywheel cover back plate.

On the front of the gearbox, detach the clutch pipe bracket and the slave cylinder assembly. The clutch pipe remains connected to the slave cylinder, which should be stowed away to allow for easy gearbox removal.

Next, undo the lower starter motor bolt.

Disconnect the lower bell-housing bolts, leaving two easily-accessible to support the gearbox until it is ready to be removed. Using

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two transmission jacks, support the engine and gearbox, then remove the gearbox mounting that was slackened earlier. Once removed, lower the engine to aid gearbox removal; once lowered, undo the final bell housing bolts and ease the gearbox away from the engine. When the input shaft is clear from the clutch, lower the gearbox on the second transmission jack and move it to a safe area.

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Clutch and gearbox inspection Disconnect the nine clutch retaining bolts and remove the clutch assembly from the flywheel (Fig 5); on inspection of the clutch plate, it was easy to see it had reached the end of its service life, as the clutch plate lining had worn close to the retaining rivets.

The next job is to remove the glaze from the flywheel using an Emory cloth, and the clutch dust using brake and clutch dust cleaner, before inspecting the flywheel for any cracks (Fig 6) and the back of the engine for any oil or coolant leaks, rectifying as required, so as not to contaminate the new clutch.

Attention now turns to the gearbox. First, remove the release bearing and fork (Fig 7), inspecting the latter closely for wear. If any wear is evident, it must be replaced.

Clean the bell-housing area with brake and clutch dust cleaner, then inspect the release bearing guide tube for any wear (Fig 8). A new release bearing can catch on worn areas and not allow it to return fully (Fig 9); if this occurs, it can cause release problems and/or lead to ‘over-stroke’ problems, which will damage the new clutch and/or even the gearbox.

If wear is evident on the release bearing guide tube, the bell-housing casing will also need to be replaced. Also, check the pivot point for any wear and replace if required.

Once satisfied, lubricate the pivot points

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on the release bearing fork, fit it and the new release bearing and, by hand, check that the operation feels correct and smooth. Next, lightly smear some high-melting point grease onto the splines on the input shaft and mount the clutch plate onto the input shaft, achieving two things: it evenly distributes the grease, and it also confirms correct fitment of the clutch plate. Finally, remove the clutch plate and wipe off any excess grease.

The next part of the process is to mount the new clutch assembly onto the flywheel.

Using a clutch alignment tool, mount the clutch plate, ensuring the clutch plate is facing the correct direction – ‘Gearbox Side’ – then mount the clutch cover/pressure plate, screw in the retaining bolts and tighten evenly and sequentially, torqueing to the manufacturer’s specification.

Gearbox installation

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Before installing the gearbox, ensure that the alignment dowels are inserted into the back of the engine, and that all cables are clear of the gearbox area, so as to not get trapped or pinched.

Mount the gearbox onto the transmission jack, align the gearbox to the engine and ease it into position. Once the gearbox has located on the dowels, insert two easily accessible bolts and tighten. Reinstall the gearbox in reverse order of removal, and once the battery has been connected, reset all affected electrical consumers. Refill the gearbox with the correct quantity and grade of oil, before carrying out a road test to ensure a quality repair.

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

www.rdr.link /A I001

– or the recently-launched REPXPERT app

PMM OCTOBER 2019 15

TECH TIPS

AUTODOCTA í˘˛

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PEUGEOT 208 – ENGINE OVERHEATING AND COOLANT TEMPERATURE WARNING LAMP ILLUMINATED

SEAT ALHAMBRA – METALLIC CLICKING NOISE FROM FRONT WHEELS

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

FAULT: FAULT: A customer is complaining that their 2014 Peugeot 208 1.6 THP is suffering with an overheating engine and that the coolant temperature warning lamp is illuminated. Trouble codes P023A and P023C are stored in the engine control module fault memory. We have had the radiator flow tested, and we have pressurised the cooling system to check for leaks, but everything seems to be normal. Do you have any ideas?

FIX: This problem has been reported to us before and it affects 208 models with EP6CDT (5FV) engine code. The fault is likely to be due to the engine coolant pump coupling pulley actuator failing. Check the engine coolant pump coupling pulley actuator arm extension (Fig 1.1). If the arm extension is excessive, fit a new engine coolant pump coupling pulley actuator. Following this, erase the trouble codes and carry out a road test to ensure that the fault has been resolved.

We are experiencing a problem with a 2012 Seat Alhambra. There is a metallic clicking noise from the front wheels whilst driving or when manoeuvring. We have heard the clicking noise during a road test but we have been unable to find the source of the clicking noise in the workshop. Is this a known fault?

FIX: Yes, the fault described has been reported to us before on the Alhambra model. The metallic clicking noise is due to water/dirt ingress between the front wheel bearing assembly and the hub carrier. Remove the front wheel bearing assembly from the hub carrier. Clean and apply grease – available from Seat parts department – to the wheel bearing assembly and hub carrier contact surfaces (Fig 2). Refit the wheel bearing assembly using new retaining bolts and tighten the retaining bolts to the correct torque setting. If necessary, repeat the procedure for the opposite side. Carry out a road test to ensure the clicking noise has been rectified.

For more information online, go to www.rdr.link/AI002

PMM OCTOBER 2019 17

TECH TIPS

ADAS MADE EASY

Autel ADAS Lexus Lane Camera calibration

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lane camera calibration needs to be carried out for a number of reasons. These are: when the windshield is replaced, when a lane camera is replaced, when the position of the camera on the vehicle body has been adjusted, and when a diagnostic trouble code (DTC) indicates that a calibration has not been performed.

Vehicle preparation Set up and perform the calibration frame levelling procedure by following these steps: FIG 1 씰 Park vehicle on flat and level surface with

front wheels pointing straight 씰 There should be no black and white 씰

씰 씰 씰 씰 씰 씰 씰 씰 씰 씰 씰

patterning in front of vehicle Ensure there are no obstacles within 3m ahead and behind, and 1.5m to each side.

There should be no reflective material on the ground within a 3m perimeter Calibration should be performed in a windless environment Ensure engine oil and coolant are at specified level Ensure fuel tank is full Ensure spare tyre is inside vehicle Ensure standard tools are inside vehicle Ensure the vehicle carries no extra load Adjust tyre pressure to recommended value Ensure nobody is in vehicle Clean windshield Attach VCI and diagnostic tool to vehicle Tap ‘Diagnostics’, then ‘Auto VIN’ button in top-left of screen to read vehicle ID number, and identify vehicle model and equipped systems. Confirm, then select ‘ADAS Calibrate’, and finally, select ‘Front Recognition Camera’

Tools required 씰 씰 씰 씰 씰

Calibration stand set-up 씰 Place calibration frame on level floor in

씰 씰

씰 씰 씰 씰

씰

Note: The VM may market the system by another name, so consult user guide. Vehicle preparation may vary between vehicle and system, so follow preparations on the MaxiSys ADAS tablet to ensure accurate calibration.

18 OCTOBER 2019 PMM

Calibration frame CSC0600 Target board holder CSC0600/02 Target board CSC0601/15 Two wheel clamps with laser attachments Tape measure

씰

front of vehicle. Neither pattern board nor the pattern board holder should be attached to the frame (Fig 1) Rotate fine-tuning bolt until marked lines align Loosen handle and rotate fine-tuning bolt until scale value is zero, then secure the crossbar Align sliding plate pointer with marked line. Tighten bolt to secure Turn on laser and aim at front-centre of vehicle Adjust crossbar height until level with centre of front wheels Move frame to reach required distance between vehicle emblem and the back of the crossbar, keeping laser spot centred Ensure both sides of crossbar are equidistant from centre of front wheels (Fig 2) Turn off laser once positioned, then rotate bolts at the base until lightly touching ground

FIG 2

FIG 3 씰 Securely attach two wheel clamps 씰 Insert connecting shaft of laser into clamp

씰

씰

씰 씰

port and ensure laser calibration board faces front of vehicle. Then tighten bolt Turn on lasers attached to rear wheels and adjust until point hits rulers on each side of crossbar cover plate Rotate fine-tuning bolt until rulers on both sides have same value lit by lasers. Then secure crossbar Lift cover plates on both ends of crossbar Adjust lasers on rear wheels to control up and down movement of reflected lasers (Fig 3)

씰 Reflected laser must shine on scale board

of laser-coordinated board on at least one side 씰 Rotate centre bolt left/right until scale values lit by reflected beams are same on both sides – now calibration frame is parallel to vehicle 씰 Close cover plates on both ends of crossbar. Close lasers on wheel clamps then remove

side of ruler (Fig 4) 씰 Push ruler back to original position and

secure 씰 Ensure engine is not running with ignition

on 씰 Tablet screen will display relevant

parameters of lane camera

FIG 4

씰 Tap ‘OK’ button on tablet 씰 After confirming adjustment is complete,

tap ‘OK’ 씰 Tablet screen will display parameters of

Lane camera calibration 씰 Tighten sliding plate bolts on target board

ECU camera. Confirm and tap ‘OK’ 씰 Slide target board to middle of target

holder crossbar 씰 Attach target board holder to main 씰 씰 씰 씰

crossbar and tighten bolts to secure holder Attach target board to sliding plate of target board holder Rotate bolts on base of frame, referencing bubble level to ensure crossbar is level Loosen ruler to touch ground Adjust crossbar height to set the pointer at specific height value (seen on tablet) on b-

씰 씰

씰 씰

board holder crossbar, aim pointer at marked line, then tap ‘NEXT’ (Fig 5) Follow displayed instructions and perform actions within three minutes Slide target board to left of target board holder crossbar and set pointer at value displayed on tablet. Tap ‘NEXT’ Follow displayed instructions and perform actions within three minutes Slide target board to right of target board

FIG 5

holder crossbar and set pointer at value displayed on tablet. Tap ‘NEXT’ 씰 Tablet will display message when lane camera calibration is successful For more information online, GO TO

www.rdr.link /A I003

TECH TIPS

BEST PRACTICE How to handle ABS sensors Borg & Beck discusses how to approach the ABS sensors during the installation of rear brake discs on Citroën and Peugeot vehicles.

A

s more and more vehicles are being fitted with technology to assist drivers, the way that technicians work is being impacted. For example, the ABS sensor, which is often located next to the brake discs, now needs to be considered and checked when changing the discs.

There are common errors with ABS sensor installation, with these usually due to positioning. For instance, when the sensor is not aligned correctly, with alignment either at an angle, too far apart, or even touching.

Minor mistakes during installation can be the difference between the component working or being a risk to the safety of the car.

When installing new rear brake discs to Citroën and Peugeot models that have an integrated magnetic seal built in, it’s important to check the ABS sensor to ensure

20 OCTOBER 2019 PMM

it’s located properly. The ABS sensor gives an accurate measurement of wheel speed rotation and, due to its location, it’s common for rust and corrosion to contaminate the area, which may impact the functionality of the sensor readings when the disc is replaced.

It is therefore vital for technicians to ensure that the location of the ABS sensor is correct. It is possible for corrosion to move the sensor’s position, which may result in a lack of signal and cause the indicator to light up on the dashboard and not work, making it an MOT failure and a safety risk.

If the ABS sensor is touching the magnetic reader or the gap is not aligning correctly, the sensor should be carefully removed, and the rust and corrosion from the ABS sensor seating location thoroughly cleaned.

Once this area has been cleaned, the ABS sensor and brake disc should be reinstalled, with a clear 1-2mm gap visible between the two components.

As good practice, Borg & Beck suggests that technicians should replace both rear disc hubs at the same time to ensure optimum safety and efficiency.

BRAKE RANGE In addition to providing useful technical information, Borg & Beck offers a range of braking components that includes more than 1,500 brake disc references, and in excess of 6,800 ‘wet’ and ‘dry’ braking components, which provide workshops with the correct replacement solution for all popular applications.

For more information online, www.rdr.link /A I004

TECH TIPS

BEST PRACTICE Clutch or concentric slave cylinder installation Based on a review of recent warranty claims, Wayne McCluskey, Technical Training Manager at ZF Aftermarket UK, offers advice on adhering to best practice when installing a Sachs clutch or concentric slave cylinder.

A

s with any product, a certain level of warranty returns can be expected despite stringent checks at every stage of manufacture and during quality assurance procedures. However, problems are usually related more to the fitting technique than to actual product quality.

Before installing a new clutch, clean the inside of the bellhousing and the clutch actuation system, including the release fork, release bearing guide sleeve, and transmission input shaft splines. Once spotless, identify any signs of wear that could prevent the new clutch from releasing or engaging correctly, and replace any affected components before proceeding further.

transmission and minimise the risk of damaging the hub spline in the process.

Lubricate sparingly and keep friction facings clean

Installation tips Measure lateral runout

Apply lubricant sparingly and remove excess

Damaged hub splines caused by improperly inserted transmission input shaft

Despite clutch replacement being a routine operation for aftermarket workshops, ZF Aftermarket still receives Sachs clutches returned under warranty showing telltale signs of incorrect installation. In most cases, simple precautions during component replacement will avoid such problems, saving time, cost and risk to reputation from unsatisfied customers.

Clean and inspect

Check the driven plate for lateral runout

Multiple opportunities for careless handling in the supply chain mean damage can occur during transit to the workshop. It’s therefore advisable to measure lateral runout of the clutch driven plate prior to installation. To prevent drag and ensure smooth gearshifts, runout should be less than 0.5mm, so correct any distortion before fitting.

Centre the driven plate Precisely centre the driven plate on the flywheel to ease the installation of the

Clean the bellhousing and clutch actuation system first

22 OCTOBER 2019 PMM

Special grease is included with every new Sachs clutch to prevent fretting corrosion.

Apply this carefully to the driven plate hub splines – a toothbrush is an ideal tool for this – then slide the hub back and forth a few times on the input shaft splines and remove any excess lubricant. Ensure that the pressure plate and friction material are not contaminated by grease.

Concentric slave cylinder (CSC) fitting tips Most CSC failures occur during or immediately after fitting or bleeding. If the clutch exhibits stiffness, juddering or fluid leaks following CSC replacement, this suggests a damaged CSC.

“Despite clutch replacement being a routine operation for aftermarket workshops, ZF Aftermarket still receives Sachs clutches returned under warranty showing telltale signs of incorrect installation.”

Basic precautions Check that the size and position of the new CSC’s hydraulic The CSC pipe combines the clutch release connection bearing and matches that slave cylinder into a single of the unit being compact unit replaced. Always use the correct mounting screws and ensure that the CSC is flush with the surface of the bellhousing before tightening them. Over-long screws may prevent the guide sleeve being firmly clamped to the bellhousing, causing it to separate from the housing and the seal when pressurised. If additional sealant is needed, apply evenly to avoid the cylinder becoming skewed.

Handling Do not compress the CSC before fitting; this can damage the rubber seals before they are fully lubricated. Many CSCs rely on their

backplate being secured in place by the gearbox, and prior compression can dislodge this plate, causing a leak. Never pressurise the CSC until it is fully installed in the gearbox.

Flush and bleed Flush old hydraulic fluid from the system and refill with fresh fluid before fitting the new CSC and bleeding. Ensure the fluid is the correct specification, otherwise the CSC seals may swell or disintegrate.

Using a CSC to apply the hydraulic load directly to the clutch requires less pedal effort from the driver

Overstroking

Driven plate orientation

Low pressure bleeding is preferred over other methods; bleeding by rapidly pumping the clutch pedal can cause the CSC to overstroke.

This will damage the internal seals when they contact the retaining ring on the end of the guide tube, causing fluid to leak into the gearbox bellhousing. Where a pressure regulating valve is incorporated in the hydraulic circuit, failure of this valve can also cause the CSC to overstroke.

If the driven plate is installed facing the wrong way, the hub boss could bear on the CSC guide tube, generating enough frictional heat to destroy the unit. Observe markings such as ‘Getriebeseite’ (gearbox side) on the driven plate, which indicate the correct orientation.

For more information online, www.rdr.link /A I005

TECH TIPS

BACKGROUND The turbo is a highly sophisticated and advanced component. It is a turbinedriven device that forces extra air into the engine’s combustion chamber, thus increasing engine efficiency and power output. The turbo operates in demanding and tough conditions of pressurised air, high RPM and high exhaust temperatures, and its functionality relies on various systems in the vehicle.

Regular vehicle service and proper condition of systems such as engine lubrication, air intake, air pressure and exhaust systems are of crucial importance for the turbo’s vitality and the charge system function.

THE PROBLEM Impaired tightness of the ducts that channel air within the turbo circuit is one of the major problems affecting the turbocharged system’s functionality.

The air leaks can occur both on the vacuum side, i.e. from the air intake to the turbo inlet, or on the system pressure side, i.e. from the turbo outlet to the engine intake manifold. In any case, leaks lead to air supply shortages in the charge system and will generate various problems. The major issue is underboost condition, where the system is unable to generate the requested charge air pressure. This leads to a significant decrease of the engine performance.

Furthermore, the engine’s proper operation can be set out of balance as faulty air supply disturbs the air-fuel ratio, causing incorrect combustion or impaired fuel economy. Additionally, various sensors such as MAF/MAP/Back pressure sensor will meter faulty values, resulting in further errors registered by the ECU and sometimes setting the engine into limp mode.

Porosity of aged rubber hoses, hose cracks, mechanical damages, including frictions and heat impact, as well as loose clamps and unsealed connections, are the most common root causes for the charge system leaks.

Note: Air leaks in the system cause an increased load on the turbo, provoking over-speeding and premature, catastrophic failure.

24 OCTOBER 2019 PMM

Turbo and turbocharged system: Air leaks in the system Symptoms of air leaks in the system Significant decrease of engine power Lack of momentary engine response – longer turbo lag than usually Black smoke from exhaust Whistling noise from the engine compartment Abnormal noises from the engine Increased fuel consumption Severe mechanical turbo failures, mainly due to overspeeding (collapsing compressor wheel, broken shaft, etc.)

Engine sets in limp mode, underboost errors registered (e.g. P0299, P2263)

Diagnostics tips Control the system boost level – Measure the boost level generated during the full engine load.

Compare the data with the vehicle documentation. Lack of proper boost may relate to leakages.

Boost pressure can be measured by means of a pressure gauge or if possible, by on-board diagnostics and live data of the boost.

Perform a holistic diagnosis of the charge system – Proper operation of the charge system relies on various components. Underboost errors may also have other causes than leaks.

Potential factors related to underboost errors: ■ Air channel inner restrictions ■ Turbocharger failures (waste-gate valve failures or vanes failures) ■ Faulty metering devices – boost pressure, MAP, MAF, back-pressure, IPC sensors ■ Turbocharger control device failures – actuators, boost controllers ■ EGR system faults

Incorrect system operating pressures A pressure test of the charge air system is an effective and inexpensive method for locating leaks. Make your own test kit or choose a kit option available for the automotive market. The

pressure testing method involves capping air ducts and filling the charge system with air. A cap must tightly seal one side of the tested circuit. At the other side, a cap including air valve, to introduce the test air, must be sealed.

When the pressure inside builds up, it is very easy to spot leakages. í˘ą Depending on the vehicle model and system

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layout, you can either test the entire duct system, starting from air filter box throughout the turbo, intercooler and engine manifold, or test the system intake (vacuum) and pressure sides separately. Remember to disconnect and seal to overpass for the test of other possible air channels that may be connected to the charge intake/pressure sides (e.g. crankcase ventilation, etc.).

Performing the test, do not pressurise the system by more than 2 bars/30 psi (which reflect the majority of the charged system).

Increase the pressure gradually, starting at 0.5 bar/7 psi.

Be careful when working with pressurised air, loose caps/clamps or connections pressed by the pressurised air, as it may seriously injure you or the vehicle.

Look/listen for hissing noises appearing on hoses and connections. You can use a soapywater solution sprayed on the potential leak spots to facilitate leaks finding.

If leaks cannot be concluded immediately, leave the circuit filled with air and observe for possible pressure drops on the gauge of the pressurising equipment.

By end of the test, release the pressure slowly to empty the system.

THE SOLUTION Diagnose if the system delivers proper boost pressure. Make sure the system underboost error is related to leak problems.

If suspecting a leak, inspect the entire air duct circuit within the turbo system. A dedicated leak test performed by means of pressurised air is one of the most efficient and recommended procedures to spot leaks. When testing, control the entire path, from the air filter box, through to the turbo hoses, intercooler and engine intake manifold. Make sure all piping is in proper condition, free of cracks and tears, and that all connections, including clamping, is tight. Replace/repair them if necessary.

For more information online, www.rdr.link /A I006

BUSINESS

& TRAINING

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

SNAP-ON OCTOBER TRAINING DATES ©BillionPhotos.com/AdobeStock

SNAP-ON ROLLS OUT NEW ADAS SEMINARS Snap-on has extended its industrybacked diagnostic offering to include a new seminar about Advanced Driver Assistance Systems (ADAS).

The event is accredited by the Institute of the Motor Industry (IMI) and gives attendees an overview of ADAS and how the various systems must now be considered part of their everyday work.

Coverage will include examples of ADAS systems, and the need for accurate re-calibrations and re-initialisations once mechanical corrections on a vehicle have been completed.

Visitors will learn about current and forthcoming legislation over the inclusion of ADAS systems, on vehicles, as well as the implications for manufacturers and workshops. The evolution of ADAS technology is featured, along with a look at what might be coming through workshop doors in the future.

Sessions are scheduled for dozens of locations across the country and take place in the evening, in a relaxed and informal environment with refreshments provided.

They last for approximately two hours and are presented by an experienced, professional technician.

Attendees will gain points towards their IMI Continuing Professional Development status and will leave with more of an understanding of ADAS systems and how they need to be prepared for dealing with them in their daily workloads.

Snap-on firmly believes in the importance of helping technicians maximise their own potential and harnessing it with the potential of their equipment to be able to be the best they can be.

Having the IMI accreditation further reinforces Snap-on’s customer-centred commitment to providing the best quality information, training and skills to its customers and distributors.

Snap-on works alongside the IMI to improve public confidence in garages and workshops via the nationallyrecognised accreditation scheme.

For more information online, GO TO www.rdr.link /A I007

Tuesday 1 st October 2019 – ADAS SEMINAR - BOSTON Wednesday 2 nd October 2019 – ADAS SEMINAR - HUNTINGDON Thursday 3 rd October 2019 – ADAS SEMINAR - DERBY Thursday 3 rd October 2019 – ADAS SEMINAR - ELLESMERE PORT Tuesday 8th October 2019 – ADAS SEMINAR - MANSFIELD Wednesday 9 th October 2019 – ADAS SEMINAR - HATFIELD Tuesday 15 th October 2019 – ADAS SEMINAR - RUGBY Tuesday 22 nd October 2019 – ADAS SEMINAR - ISLE OF MAN Wednesday 23 rd October 2019 – ADAS SEMINAR - COALVILLE Tuesday 29th October 2019 – ADAS SEMINAR - NOTTINGHAM Tuesday 29th October 2019 – ADAS SEMINAR - HAYDOCK The dates listed on this page are subject to change, so for up-to-date information, GO TO

www.rdr.link /A I008

PMM OCTOBER 2019 27

BUSINESS

& TRAINING

©zolnierek/AdobeStock

With the deadline looming, Neil Pattemore returns to give readers an insight into the extremities of Brexit, and the repercussions its implementation will have on the UK automotive aftermarket – both positive and negative.

BREXIT – What’s in it for the aftermarket?

W

hichever way you originally voted, or what your thoughts are now, it seems clear that ‘bomber Boris’ has lit the fuse to exit the European Union at the end of October. At the time of writing, it is unclear what will happen on the final departure date, but there is likely to either be some sort of ‘last minute’ deal (with a possible extension to the deadline to provide additional time for ‘the deal’ to be implemented), or we ‘crash out’ with no deal.

There are likely to be a number of key aspects after the Brexit date, including the overall economy’s performance, the strength of sterling, the legislative position that will define what rules we will be working to, and from all of this, the price and availability of spare parts. Although as a ‘small business’ operating a vehicle repair workshop in the UK, the wider ‘maelstrom’ of Brexit in Europe and beyond is likely to have profound consequences on your business.

28 OCTOBER 2019 PMM

The process has already started, as the document that repealed the 1972 Act, which is the vehicle that sees European Regulations directly flow into UK law, was signed on 18th August 2019. However, the task at hand is massive, with some 945 Acts of Parliament covering 231 EU obligations, and with a staggering 33,630 UK statutory instruments that implement 4,283 EU obligations – every law passed by the European Commission between 1993 and 2014, all 49,699 of them.

It is likely that the Government will

continue to reference European legislation after Brexit irrespective of the eventual outcome. In particular, this includes vehicle type approval legislation regarding the rights of access to vehicle repair and maintenance for independent operators, but perhaps more worryingly, the ‘parallel’ Block Exemption Regulation (BER) is based on competition law. In both cases, there are important elements of this legislation that would need to be included, such as the next type approval legislation (EU 2018/858) that will come into force in Europe on 1st September 2020, and the BER, which will end in May 2023. After these dates, the government will need to

“When the economy is uncertain, consumers look for competitive deals, and the aftermarket is perfectly placed to offer attractive prices and a choice of replacement parts, even if this choice has some restrictions.” substantial proportion of these parts.

However, if the alternative is to continue with the existing European (Euro 5) legislation, then can the aftermarket consider that it will continue to be business as usual?

This may depend on the specific legislation concerned, as well as the import conditions that will affect the flow of replacement parts.

Even though the UK is a signatory to the UNECE Regulations on type approval, there is no advantage, as these do not address aftermarket needs. There are also key emerging challenges facing the aftermarket, such as remote communication with the vehicle for predictive maintenance or remote diagnostics, which are not yet addressed by either European or UK legislation.

The restriction on foreign nationals being able to enter and work in the UK may also impact workshops that will not be able to employ technicians from Europe, and vehicle owners may delay their service and maintenance work until confidence in the economy returns.

However, Brexit’s impact on the economy may also be a great opportunity for the UK aftermarket. When the economy is uncertain, consumers look for competitive deals, and the aftermarket is perfectly placed to offer attractive prices and a choice of replacement parts, even if this choice has some restrictions. If import tariffs are applied, this will impact all parts, including vehicle manufacturer’s OEM parts, which will become even more expensive, further helping the aftermarket’s competitive offers.

The UK Government has famously used the ‘let market forces rule’ mantra, rather than evoke legislation, but the Euro 5 legislation requirements were created to ensure non-discriminatory access to repair and maintenance information. Although the proposal to trade with other countries around the world may help the UK economy (although setting up some of these may also be a challenge), the issue of legislation for the UK aftermarket is a national issue that is, and should remain, linked to the European type approval legislation.

©belyay/AdobeStock

decide if this legislation would need to be included and if so, what it would contain.

However, in the United Nations WP29 group in Geneva (previously known as UNECE), vehicle type approval requirements are being created, and these are now being referenced in European Regulations.

Unfortunately, these UNECE Regulations are very limited, with few, if any provisions to provide access to repair and maintenance information (RMI) for independent operators.

So, although the UK Government’s initial stance is to continue with all European legislation and then to prioritise what legislation needs changing, you can bet that many will be trying to get the Government’s attention to highlight their particular case of why legislation affecting their sector should be a top priority. Can the aftermarket fit into this category? Probably not if the Government’s stated intention of prioritising and supporting manufacturing industry is to be believed. The aftermarket is a service industry.

If there is no deal, then the UK would have to follow World Trade Organisation rules for countries that don’t have free trade deals with each other, including import tariffs. Without a deal, there would be a significant ‘spanner in the works’ as far as parts deliveries are concerned, but this would also depend on where the imported parts originated – only those parts emanating from the EU would be affected, but this is likely to be a

For more information online, www.rdr.link /A I009

©rabbit75_fot/AdobeStock

PMM OCTOBER 2019 29

andy0man/AdobeStock

BUSINESS

& TRAINING

Sending the

RIGHT message Andy Savva, the Garage Inspector, is back to fill us in on the importance of devising, and revising, a good and clear marketing strategy.

M

arketing is one of the most misunderstood areas in business.

This may be to do with the flashy image that is often associated with the marketing profession, or perhaps it’s regarded as a concern only for those directly involved in marketing and does not concern the rest of the business.

Whatever the reasons for these negative perceptions, it’s essential to realise that marketing is vital to ensure the survival and growth of a company. It doesn’t matter whether the business is large or small, or what products or services the business supplies, the truth is that marketing cannot be ignored and needs to be a part of the culture of any successful organisation.

Marketing sets the context in which sales can take place; whatever your role, you play a part in setting that context. It’s no different in our automotive repair sector.

Working for the customer I believed for years that customers are taken for granted, ignored, or considered part of the territory in our industry. They are, after all, curious, demanding and sometimes annoying.

They called incessantly, came by unexpectedly, and questioned us endlessly. In general, they were considered a pain – a cost of doing business. Of course, that was until they started making other choices, taking their business elsewhere to individuals or businesses more responsive to their wishes.

So, if you want to survive in this ever-

30 OCTOBER 2019 PMM

customers they are attracting, and indeed, very few of these businesses actually understand the ‘diamonds’ that already exist within their database.

Rewarding loyalty

changing business world, you have to embrace a new philosophy; a move away from mass marketing or transactional marketing, to one built on relationship marketing.

Build a relationship Transactional marketing is all about numbers – nothing else matters. We’ve all seen large corporates offering far better terms for new customers than their existing customers. Not enough thought is given to how an existing customer may feel if they saw a deal that had never been offered to them. This is a clear example of how, in a transactional business environment, making the sale is the only objective. However, relationship marketing is the polar opposite.

One of the biggest mistakes I see regularly within the garage repair sector is the constant advertising, specifically in local press with ‘come and get me’ offers in order to attract new business. Most of these already established businesses, whether large or small, will rarely measure the effectiveness of such campaigns or analyse the type of

There is no point trying to attract vast numbers of new customers by providing them with a sub-standard service that is based on a cheap price. Established customers tend to buy more and are less price-sensitive, and they may be less likely to defect due to price alone.

Reminding customers of their vehicle’s next MOT due date or service is the minimum that any garage should be doing.

Reminding them of specific campaigns such as winter checks, or health checks before long journeys, will reassure the customer that they are being looked after and kept safe.

Expanding this two-way communication by keeping your customers informed will also help maintain a long-term relationship with them. So, tell them about events, or success stories within the business, or the current training and development programmes, or new services/products that have been introduced.

The customer’s wants, needs and expectations, as well as your need for a long and profitable relationship with that customer, should be at the core of every action and decision. Everything else comes second.

For more information online, www.rdr.link /A I010

SPECIAL REPORT

CLICKTHROUGH concept Bookmot.com is set to revolutionise the way MOT centres go about their day-to-day operation. To find out more about this new face in the industry, PMM sat down with the man behind the platform, Zack Siddiqui.

B

ookmot.com is a new type of online service provider; it is specially designed to make the process of booking an MOT seamless. Rather than the MOT centre and the customer going back and forth over the phone trying to organise a date and time that works for both, the recently-launched website removes all of that out of the equation.

Zack Siddiqui is currently managing this new project from his main place of business, Mclaren Accident Repair & MOT Centre, in Portsmouth. Providing a bit of background, he explained, “The first thing to say is that bookmot.com is not run by a digital company.

In fact, it is my experience working in an MOT centre dealing with customers every day that led to its creation. I noticed that there was so much back and forth between customer and MOT centre that booking an

MOT became a very stressful process for both parties. I felt there was a way to avoid this pressure. Bookmot.com allows MOT centres to carry on with their jobs, rather than spending time on the phone.”

From this concept, Zack and his team have managed to create a platform that allows customers and MOT centres to organise appointments entirely through the portal. Of course, there is the option of calling up the MOT centre should a customer wish to, but bookmot.com enables a customers to pick

“Every function available on the portal is designed to improve the relationship between MOT centres and customers.”

which centre they want to go to, the date they are free, and the time that they would like to drop off the car all via the online platform.

Every function available on the portal is designed to improve the relationship between MOT centres and customers. For example, there is a feature that enables technicians to upload photos and videos to the portal for the customer to access. It’s all in the interest of improving transparency between the two parties.

Zack continued, “Basically, what we are trying to do is close the gap between MOT centres and customers. We want to bring them together in one platform. From an MOT centre point of view, we aren’t charging the earth for this. Centres that are interested in joining have the first 12 months free and then have an annual fee of £199+VAT. We already have close to 2,000 MOT centres signed up, and we want to grow this number even more.

“We are doing very well and I think it’s because the MOT centres that join bookmot.com are reassured by the fact that the platform has been created and is run by an MOT centre. We know their wants and needs, and have therefore tailored the platform to meet their expectations. It’s all about making life easier for both MOT centre and customer.”

Bookmot.com will soon be launching a new exclusive in-house accounting system, which will be included in the package with no extra cost.

For more information online, www.rdr.link /A I011

32 OCTOBER 2019 PMM

SPECIAL REPORT

REPXPERT thermal management masterclass Over the summer, PMM was lucky enough to be invited to Schaeffler’s head offices in Minworth, Sutton-Coldfield, to receive one-to-one training from Master Technician and REPXPERT, Alistair Mason. Here’s what happened…

T

he day was to be split in two. First off, we were to learn about and discuss the function of a water (coolant) pump, the different varieties out there, its role in circulating coolant and its effects on engine temperature. Later on, we would move on to thermal management units and what their role is in the modern vehicle, but first things first: water pumps.

Part one: water pumps For the sake of us layman editors, Alistair had geared his presentation to cover the basics and explain the different varieties of water pumps that exist. Judging by the slides Alistair was skipping over as he took us through a wealth of REPXPERT knowledge, it was quite clear that he had tailored his lecture for his audience of the day.

To provide a little bit of background, Alistair explained that the traditional mechanical water pump was in decline, mainly due to the pressures of emissions on the modern day power unit. In its place, there

34 OCTOBER 2019 PMM

are now switchable pumps, e-pumps, and, of course, the thermal management unit. The principal difference between switchable and mechanical pumps is a shield that covers the impeller to control start coolant circulation when necessary. Otherwise, there would be a constant flow of coolant; a highly inefficient way of managing engine temperature.

To back up his teachings, Alistair had brought along an example of each type of water pump. This not only helped as a visual aid, but also enabled us to compare an OEquality INA pump with other options available in the market. Alistair also took this opportunity to talk about the use of plastic impellers and explained that plastic is becoming increasingly common, as it has a higher erosion tolerance than its metal counterpart, and it’s lighter and easier to manufacture to different specifications for engine needs.

After moving on to how e-pumps are another alternative from switchable, especially when it comes to stop-start

vehicles and power saving, Alistair concluded by highlighting some of the most common repair and replacement errors he comes across: “By far the most common error I see in garages is the overuse of sealant when replacing a water pump. I cannot stress it enough when I say that the O-ring does not require sealant to ensure a secure fit. In fact, it will most likely compromise the fit and cause a headache further down the line.

“I would also recommend that the coolant pump is changed whenever the timing belt is replaced – the two practices should coincide.”

Part two: thermal management units The lesson ramped up another level when Alistair moved on to the topic of thermal management units (TMUs). With an example

to hand, he explained that the TMU enables the control of multiple areas of the cooling system. It allows for the engine to reach optimum temperature 30% faster, the interior heater temperature 30% faster, and the oil temperature for both the engine and the gearbox 50% faster.

To achieve this increase in efficiency, TMUs have a complex structure. Alistair explained that the essential features of the TMU are two rotary slides: “Rotary slide one controls the amount of cold coolant being introduced into the system. So, when an engine needs to be warmed up, rotary slide one will prevent any coolant from entering the system, and when it needs to be cooled, the rotary slide introduces small amounts of coolant to maintain the temperature. Rotary slide two controls the amount of flow and where it flows to, depending on the stage of engine operation.”

With the basic structure and operation of the TMU set out, Alistair then went through

each stage of engine start-up and how the TMU reacts to temperature change. From initial start-up, when rotary slide one is shut to allow the engine temperature to rise, through to maintaining temperature at full throttle, Alistair went into detail on the temperature fluctuations at each stage, how the TMU responds to the needs of various components (i.e. the turbocharger), and the unit’s general functionality.

Much like the discussion on water pumps, the final part of this section was Alistair’s advice to technicians about TMU

maintenance: “When replacing a TMU, it is crucial to remember to set it up using a diagnostic machine by inputting the basic settings into the unit. Should there be a problem that may be caused by the TMU, it’s always worth resetting the basic settings. I would also advise that when draining or refilling the system, use a diagnostic machine’s ‘vent mode’ to allow the coolant to drain and release any air that may be trapped.”

With that, Alistair concluded the training session. At first, it may seem like this level of technical detail is unnecessary to be able to carry out vehicle maintenance. However, what these Schaeffler REPXPERT classes enable is for you to truly understand why you are carrying out those procedures. With diagnostics being the name of the game, having this knowledge will help you establish a starting point in your diagnostic investigation.

For more information online, www.rdr.link /A I012

©peterschreiber.media/AdobeStock

HYBRID

& ELECTRIC VEHICLES

Upping the

VOLTAGE

U

nlike the true hybrid configurations that use the engine and/or electric motor to propel the vehicle, the 48V mild hybrid system is employed in a typical stopstart vehicle with the integration of a 48V electric motor/generator assembly to supplement the engine, improving acceleration and enhancing fuel economy.

In addition, electrifying components such as the air conditioning compressor, power steering pump and engine oil pump further reduces the engine load and increases fuel efficiency.

Electrifying vehicles with a voltage higher than 12V is not new; the automotive industry contemplated using a 42V system in the 1990s, although this idea was later dismissed due to concerns about the cost, as well as practical matters such as switches and relays prematurely failing. However, driven by environmental concerns, modern electronics make use of transistors, diodes and microswitches, which are more robust, and thus make this a more viable option.

So, why stop at 48V? Current regulations state that anything over 60V officially becomes ‘high voltage’.

This adds extra cost due to the addition of expensive shielding, connectors and conduits like the orange ones commonly seen on many hybrid and electric vehicles. Yet, this doesn’t mean the electrical architecture of the entire vehicle will move to 48V. The conventional 12V supply is still used to power many of the standard circuits such as lights, door locks,

There is more to hybrid technology than simply having two forms of propulsion. With this in mind, Autodata tracks the progression of the 48V mild hybrid system, as well as the factors affecting how the technology is set to develop in the future. electric windows and an infotainment system.

The common 48V mild hybrid consists of only a small number of additional components: electric motor/generator assembly, AC/DC inverter, DC/DC converter, a 48V battery and an e-charger.

Electric motor/generator assembly The water cooled, belt driven electric motor/generator replaces the regular alternator and functions to restart the engine after a stop-start event, while the conventional 12V starter motor is used for normal starting via the ignition key.

At times, the electric motor/generator can support the engine to improve acceleration and reduce the load strategically to maximise fuel economy. In addition, the electric

motor/generator, in generator mode, recharges both batteries, similar to a conventional alternator, but also when the vehicle is coasting or braking.

AC/DC inverter The AC/DC inverter can either be integrated or non-integrated into the 48V electric motor/generator and exists to perform two functions. Firstly, it converts the direct current (DC) from the 48V battery to alternating current (AC), which then powers the electric motor/generator in motor mode.

Secondly, it converts the AC generated by the electric motor/generator whilst in generator mode to DC, which recharges the 12 and 48V batteries as a result.

DC/DC converter As this vehicle encompasses both 12 and 48V systems, a DC/DC converter is installed to reduce the electrical voltage from 48 to 12V.

48V battery The lithium-ion 48V battery is generally located in the rear of the vehicle, and just like the electric motor/generator, it can use the cooling system to dissipate heat.

E-charger The conventional turbocharger is superseded with an electrified version, which is better known as an e-charger. Instead of waiting for the exhaust gases to spin the impeller up to speed, an electric motor is used to drive the

PMM OCTOBER 2019 37

HYBRID

& ELECTRIC VEHICLES

coasting with the engine off. However, this can be easily solved by heating the catalytic converter electrically using the 48V system.

impeller, instantly providing the necessary boost without the familiar delay that is usually experienced with turbocharged engines. Alternatively, superchargers can also be electrified to provide the same results as an electric motor driven turbocharger.

The 48V mild hybrid system is always evolving to fulfil exhaust emission regulations, improve fuel economy and increase acceleration. For this reason, vehicle manufacturers are already developing other intelligent enhancements to complement the 48V system, with the following just some of the examples:

■ Electrifying engine driven

ancillaries: The water pump and air conditioning compressor are two examples of components that can be electrified. This reduces parasitic engine drag and more notably, allows the components to set their own duty cycle based on vehicle and driver demands.

■ Dynamic skip fire (DSF) technology:

Integrates cylinder deactivation with the 48V mild hybrid system. The DSF system isolates a cylinder by disconnecting the camshaft followers, which locks the inlet and exhaust valves in the closed position when less power is required, resulting in better fuel economy.

■ Extended stop-start technology:

Unlike the conventional stop-start technology of switching the engine off when the vehicle comes to a complete stop, the extended stop-start system will also switch off the engine when approaching a stop or while the vehicle is cruising at a constant speed.

38 OCTOBER 2019 PMM

1. Electric motor/generator assembly, 2. AC/DC inverter, 3. 48V battery, 4. DC/DC converter, 5. 48V power distribution unit, 6. 12V battery, 7. 12V power distribution unit, 8. E-charger

■ Electrically heated catalytic converter:

In order to reduce the amount of harmful emissions, the catalytic converter must reach operating temperature as quickly as possible. Hybrid systems exacerbate this due to frequent stop-start events or

So, whilst the current 12V system struggles, compared with the other more expensive true hybrids, the 48V mild hybrid technology offers a cost-effective solution in satisfying emission regulations and future increases in energy hungry electrical components.

The use of 48V technology is set to grow even further, especially as stricter CO2 emission targets are being set and the decline of the internal combustion engine continues.

With the growth in popularity and demand for HEVs and EVs, Autodata is rolling out drive system diagrams for electric and hybrid vehicles.

For more information online, www.rdr.link /A I013

Ford’s recently released Puma is a compact SUV with EcoBoost Hybrid 48V technology

HYBRID

ELECTRIC AVENUE

& ELECTRIC VEHICLES

HEVRA’s Pete Melville explains how component-level repair on EVs may open up a new revenue opportunity for garages. Here, he takes a look at a problematic Peugeot Ion.

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hen I started on the road to make EV servicing and repairs easier for drivers and for garages, I didn't know exactly where it would lead. Of course, listing on the HEVRA website makes it easier for a garage to be found, and generates new enquiries; and the support we give to garages gives both the garage and the customer more confidence. But these were all part of the plan. My background has always been in fault diagnosis, and correct diagnosis is of course vital to making a repair costeffective for the customer and profitable for the garage, especially when parts’ prices are high and lead times are long.

One unexpected avenue has been our involvement in component-level repairs.

When a part is particularly expensive, and takes a long time to get hold of, and in many cases is locked to a particular VIN, this opens new opportunities for the garage. Most electronic components can be obtained easily and quickly for just a few pounds (or even pence), and can save the customer thousands.

It can often take longer to replace a small component than the whole assembly, but the cost saving justifies a fitting charge that can be profitable for the garage. The garage sells more labour time, the car is back on the road, and the customer saves money too. There’s also a sustainability benefit to repairing rather than replacing.

40 OCTOBER 2019 PMM

limp home mode, and would often stop charging after only a few minutes; and in both cases, this would turn on the EV system warning light.

A quick fault code read revealed a fault with the voltage measurement of one of the cells in the battery pack. This car has a central battery ECU, and 12 cell monitoring units (CMU) that each measure the voltage and temperature of either four or eight cells, and report this information back to the battery ECU via the BAT-CAN network. The communication with each CMU was fine, but number six showed some unusual voltage readings, with the voltage bouncing from 3.5 to 0.8V.

“IF THE WIRING BETWEEN THE CMU AND THE BATTERY ECU WAS AT FAULT, WE WOULD HAVE NO CAN COMMUNICATION. THEREFORE, IT MUST BE A FAULT WITHIN THE CMU.” This being said, the tricky part is often working out which component has failed.

However, as part of a community like HEVRA, we’re happy to put time into tracking it down, as the same fault often comes up again and again, and we can all learn from it. Here’s an example of one of these component-level repairs completed earlier this year, and one we’ve seen across the network a few times since.

The Peugeot Ion and Citroën C-Zero are both rebadged versions of the little Mitsubishi i-MiEV. This 2012 example did start and drive, but would sometimes go into

‘Back to the drawing board’ So, was it the CMU itself, the wiring, or the cell? Well, it couldn’t be the cell – it is impossible for a cell to charge and discharge like this. The reading shows a perfect reading one minute, and then a ridiculously low reading, suggesting a connection that is intermittent. So, perhaps it’s a wiring fault.

Well, actually, there isn’t any wiring to speak of – the CMU is bolted to the top of the cells that it measures, with the circuit board in direct contact with the cells. If the wiring between the CMU and the battery ECU was at fault, we would have no CAN communication. Therefore, it must be a fault within the CMU. Better get one ordered.

This is where a problem arose – the CMU is not available, and neither are any parts within the battery pack, you can only order the entire pack. I didn’t bother enquiring about the price and instead decided to try and source a used CMU (which would then need programming to tell it where it is positioned in the pack). However, these were not available either – these cars are not hugely popular and the only ones I could find for breaking up were quite keen to keep the valuable battery pack as one unit.

This meant it was back to the drawing board with the CMU. I brought the unit back to the HEVRA ‘lab’, and analysed the circuit board under a magnifier, working out which chip performed each function and carrying out multimeter tests to narrow down the problem. We were able to trace the fault down to an individual integrated circuit, which, although not available from Peugeot or Mitsubishi, could be sourced from an electronic component supplier.

The chip is perhaps the size of the nail on your little finger and has 44 legs, so it’s fair to say removing and refitting this little chap is best left to someone who has experience with such things – I gave the job to a local electronics repairer.

Once reassembled and tested, the car could go back to the customer, and with the customer over 100 miles away, the long drive and en route rapid charge was an ideal test to prove the successful repair.

HEVRA SUPPORTS INDEPENDENT GARAGES WITH HYBRID AND ELECTRIC VEHICLE SERVICE AND REPAIR, HELPING WITH MARKETING, TECHNICAL SUPPORT, TOOL HIRE, TRAINING AND REGULAR NEWSLETTERS AND ARTICLES. FOR MORE INFORMATION, GO TO WWW.RDR.LINK/AI014

HYBRID

& ELECTRIC VEHICLES

Neither too HOT, nor too COLD

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t the moment, it seems like there isn’t a week that goes by without a vehicle manufacturer announcing a new range of electric vehicles, with consumers wanting to know what’s different.

There are multiple factors that affect the range of an electric vehicle (EV) that are not limited to the battery alone. Most vehicle manufacturers work on the assumption that 300 miles on a single charge is sufficient for most consumers. However, many now want to see quicker charging speeds that will require a shift away the battery composition of NMC 622 to the NMC 811 formula. Whilst independent garages will not be concerned with the specifics of this battery chemistry, it is essential that they have a sound understanding of the battery thermal management system in order to extrapolate the potential offered by these new batteries, so that they can provide maintenance and support for electric vehicle owners.

The performance of lithium ion battery cells is greatly impacted by their temperature.

Lithium ion battery cells suffer from the ‘Goldilocks effect’; they do not perform well when too cold or too hot, which can lead to

42 OCTOBER 2019 PMM

This month, PMM contributor Steve Carter is back to explain how the battery thermal management system may hold the key to unlocking the potential of electric vehicle batteries, and therefore why technicians need to stay clued up on this area of new technology. permanent and extreme damage of the cells or accelerated degradation. So, whilst these batteries need cooling to prevent damage, they will also need heating at lower temperatures to prevent damage during fast charging when the cells are too cold. This is because the internal resistance of the cells rises when they are cold. Most lithium battery cells cannot be fast charged when they are less than 5˚C and cannot be charged at all when they are below 0˚C. Lithium cells also begin to degrade quickly when their temperature is above 40˚C. The real new nuance of battery thermal management is to achieve the required temperature parameters whilst using as little energy as possible. Whilst this poses a challenge, some of the latest EVs have been able to overcome this with varying degrees of success. The Jaguar I-Pace has a triple heat scavenging system that utilises the air conditioning system as a heat pump. It

consists of three refrigerated heat exchangers, three circulation electric pumps and a split cooling system. Firstly, the system cools the battery because it has the lowest working range (c.20.C), meaning that the first radiator/heat exchanger at the front of the vehicle is for the battery only.

The next is the radiator/heat exchanger, which is for the front and rear electric motors, and the front and rear power electronics.

The radiators/heat exchangers for both the front and rear electric motors, and the front and rear power electronics, have their own independent circulation pumps. However, the coolant will be collectively cooled in the front exchanger positioned behind the battery heat exchanger. The last heat exchanger – with the highest working temperature – is the air conditioning condenser; when required, this whole system can be assisted with an 850W fan.

Thermal management strategy for the I-Pace If the ambient air is less than 20ËšC, allow for HV battery cooling in drive mode. Active vanes will open and close as needed, and if an uneven cell temperature is detected, the solenoid valve will send coolant to the HV pack, bypassing the heat exchanger to ensure active cooling.

As cell or ambient temperature rises above 20ËšC, the active vanes open, and a cooling pump circulates coolant through front heat exchanger. If this is insufficient, a proportion valve will bypass the coolant through a refrigerant chiller.

When rapid charging at a low cell temperature, a heat pump system is used to pre-condition (heat) the HV battery to the required range. This type of heating is much more efficient than a PTC heater.

To heat the passenger compartments, a heat pump becomes active. Heat is recovered from the drive unit and the power electronics

cooling system, even with efficiencies of above 95%, and usable heat can still be recovered by the third refrigerated heat exchanger.

This is why the cooling/heating system is referred to as a triple heat scavenging system.

The vehicle in question may not require some of the servicing that we have become accustomed to, but the air conditioning and cooling system now work as one, and can

now play an important part throughout the entire vehicle.

Only with the approved training and appropriate knowledge can these systems be serviced and repaired safely and professionally.

To find out more, www.rdr.link /A I015

TOOLS

& GARAGE EQUIPMENT

Tony O’Donnell, Business Line Manager for UK & Ireland at Chicago Pneumatic, takes PMM through how to correctly set up an air line system in a garage environment.

CHICAGO PNEUMATIC’S THREE STEPS TO AIR LINE SET-UP

햲 Calculate whether there is a pressure drop between the FRL and the tool inlet by reading the FRL gauge value and measuring the dynamic pressure at the tool’s inlet. If a difference is shown, there’s a pressure drop, and this is most often found between the pipe and the end of the tool.

햳 Identify where pressure is being lost by checking that your accessories have been selected and installed properly. There are various points to inspect, especially at the tool’s inlet, the couplings/nipples, the hose connections, and the FRL. In order to avoid pressure drops, make sure that accessories have the correct diameters and thread sizes/types, that the hose used is not longer than required, and that hose clamps are correctly tightened.

햴 Final measurements and adjustments. Once you are confident that all accessories have been selected and installed correctly, measure the dynamic pressure at the tool’s inlet again. Adjust the FRL regulator accordingly to ensure that there’s a reading of 90psi/6.3bars at the tool’s inlet.

45 OCTOBER 2019 PMM

Choosing the

RIGHT AIR LINE

A

What does the FRL do?

claims that its filters can separate up to 98% of water when operating within its range, and have an especially low pressure drop.

The regulator ensures that the pre-set working pressure remains constant regardless of pressure variations in the intake air or minor variations in the airflow rate. For example, if the pressure is 1bar higher than is necessary, there is a 16% increase in air consumption.

The lubricator supplies the air hose with air line oil in an oil mist, which lubricates the tool in a controlled way, prolonging its operating life and ensuring its efficiency in use.

It is also recommended that one FRL unit is used per tool, and that an air fuse is fitted directly after the FRL. This will shut off the air flow with immediate effect in the event of a hose being damaged. Without a fuse, a hose that is being charged with compressed air could present a serious hose whip hazard within the work area.

The filter separates impurities that often appear in older air line installations, such as rust particles and water. Chicago Pneumatic

For more information online, www.rdr.link /A I016

garage with a well set-up air line system for its compressed air tools will run a lot smoother, as the tools used will perform to specification and reduce downtime on tool repairs. Let’s face it, technicians are busy enough servicing/repairing cars.

When it comes to compressed air pressure, higher isn’t always better. A good starting point is to check that you have the correct sized air line hose. Additionally, if it’s retractable and is wall/fixture mounted, this is ideal for garages as the hose does not become a trip hazard.

Following this, make sure you inspect the FRL (filter regulator lubricator). Check the tool’s airflow requirements in the manufacturer’s guide to ensure that the FRL chosen is greater than the tool’s requirements.

TOOLS

& GARAGE EQUIPMENT

How low can you go?

Absolute Alignment talks PMM through how garages can profit from aligning lowered or performance vehicles.

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oogle ‘lowered car wheel alignment’ and you’ll find plenty of people asking where they can get this ‘simple’ job done. It’s been quite a problem in the past, with much of the older equipment unable to cope because of poor wheel clearance or lineof-sight data transmission masked by spoilers.

With the mod market booming, it is a business opportunity lost to garages – not to mention the potential road safety implications.

Modern vehicle alignment systems can overcome the technical difficulties, with Absolute Alignment’s Bluetooth Pro and Bluetooth 3D examples of this. Thanks to constant innovation, the lucrative performance and modified car market has opened up.

So, just how do you go about aligning a performance car? Absolute Alignment uses Bluetooth communication between the alignment heads and the base unit, neatly avoiding the problems encountered by ‘laser’ aligners. Here’s how simple it is to align a car using the Bluetooth Pro wheel aligner.

will show when both sides are level, with the software clever enough to take the repositioning of the heads into account.

í˘ą Fit heads and 3D targets in the usual way

í˘˛ Select SPORT mode on the base unit

í˘ł The cameras and heads should lift with the car on the ramp, take the live readings and adjust as normal

Solution to low clearance í˘ą Fit the wheel clamps – note, it is worth investing in a clamp that does not clamp over the top of the tyre (insufficient clearance). Metal-to-metal clamping should be avoided, and we’ve seen many workshops damaging expensive aluminium wheels. Absolute Alignment’s Pro Clamps avoid all the pitfalls, and are standard issue with the Bluetooth Pro.

í˘˛ Fit the measuring heads. If the heads can’t see past the front valance, simply rotate the heads to look under it. Your base unit

46 OCTOBER 2019 PMM

the car, instead using sensors attached to the side of the ramp. Now, the procedure is as so:

í˘ł Re-level the heads, perform a caster swing, and adjust the car as instructed by the Bluetooth Pro. This whole procedure can take place on any ramp – two-post, four-post, scissor or even inspection pit.

Thanks to modern technology, what was previously a difficult operation often involving the removal of body panels is now as quick and easy as with any everyday hatchback. The system has been used and approved by many major race teams, racing in championships like the BTCC. For garages using the Absolute Alignment Bluetooth 3D aligner, the procedure gets even easier. Unlike many competitors, the system does not rely on a tower placed at the front of

This shows how garages can subsequently increase their customer base by offering wheel alignment services to modified, lowered and performance cars.

For more information online, www.rdr.link /A I017

TOOLS

& GARAGE EQUIPMENT

TECHNOLOGY SPOTLIGHT ADAS goes digital MAHLE Aftermarket UK recently unveiled the TechPRO ADAS solution, which allows garages to adjust and calibrate driver assistance systems quickly and easily – using just a digital calibration panel. PMM was invited to the launch to find out more.

T

he new system from MAHLE stems from the need to save technicians valuable time and money, with the tool being continuously updated online and expanded to cover more vehicles.

With TechPRO ADAS, the company has aligned itself with the direction of technological development currently driving the aftermarket; digital solutions. The multibrand tool provides workshops with a solution that keeps up with the latest trends in ADAS calibration due to continuous software updates. What’s more, with this equipment, garages can offer professional adjustment of driver assistance system sensors and cameras, opening up a potential new revenue stream.

How to kit out the garages of the future

48 OCTOBER 2019 PMM

Whether they use radars, cameras or ultrasonic sensors, more and more latemodel cars have high-tech driver assistance systems, known as ADAS (Advanced Driver Assistance Systems).

“In upcoming years, both the number of driver assistance systems and the percentage of passenger cars and trucks equipped with these systems are expected to grow significantly.

This will greatly change the way that workshops work,” explained Olaf Henning, Corporate Executive Vice President MAHLE Group and General Manager Aftermarket.

Bringing in digital calibration For service and repair work, workshops must re-adjust radar sensors and camera systems to ensure that assistance systems continue to function reliably. They need to be precisely

calibrated to the geometric axis of the vehicle. Even minimal deviations can cause a failure of the assistance system.

“With our TechPRO ADAS, we make this job easier for workshops,” continued Olaf.

“Unlike the tools already on the market, only one digital calibration panel is needed to precisely adjust the radar sensors and cameras. Updates are installed automatically to give workshops a solution that is optimally adapted to handle new developments in the field of driver assistance systems.”

Investment and operating costs Multi-brand workshops have always faced challenges with the calibration of different manufacturer systems, because the sensors vary depending on the vehicle model. In the past, this led to high investment and operating costs, as it required a number of different calibration panels, suitable working areas and long calibration times.

This is where TechPRO ADAS comes in. It supports workshop professionals with a system that uses just one digital calibration panel, thereby reducing calibration time and keeping space requirements to a minimum. This, in turn, lowers the cost of acquisition and ongoing operations.

Calibration panel adapts automatically Developers at MAHLE have redesigned the entire process, identifying technical and process-related solutions. TechPRO ADAS interacts with the digital calibration panel to produce precise results quickly.

To recalibrate an assistance system, the garage technician just connects the TechPRO diagnostic tool to the appropriate control units using the onboard diagnostics. The calibration panel is set up according to the manufacturer’s directions and is adjusted automatically. Next, the diagnostic tool shows exactly what needs to be done and guides the technician through every step of the calibration process.

Solution for future models and systems The system is continuously updated and can be used for vehicles that have one or more driver assistance systems retrofitted over time. Garages can also use the equipment for new assistance systems, without needing to buy additional, vehicle-specific calibration panels. The ADAS tool is a supplemental solution for the TechPRO vehicle diagnostics system or Connex BT that MAHLE also produces.

The calibration system covers many European makes that are equipped with driver assistance systems, and market coverage is being continuously expanded. Part of the parcel is that garages should be able to rely on TechPRO ADAS to keep up with new vehicle models and all the technical developments in the field of assistance systems.

To find out more about the ADAS calibration system from MAHLE, www.rdr.link /A I018

TOOLS

& GARAGE EQUIPMENT

CASE STUDY Building on success Following the recent growth in Motorpoint’s Peterborough branch, the company required a new, larger workshop. However, with this comes the headache of sourcing new equipment.

Thankfully, Gemco was at hand to help in this endeavor.

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otorpoint has a network of branches across England, Scotland and Wales, with sites located in Birmingham, Birtley, Burnley, Castleford, Chingford, Derby, Glasgow, Newport, Oldbury, Peterborough, Sheffield and Widnes.

Whether the company’s customers want advice on the car that best suits their needs, or they need to talk in more detail about a particular vehicle, or they’d simply like a part exchange valuation, Motorpoint’s staff are available seven days a week to answer any queries. With an increased customer base, Motorpoint’s head office in Derby required additional workshop space in order to test and prepare cars before they go on sale to the general public.

With limited space at Motorpoint’s Peterborough customer branch, a new workshop was built just around the corner. Having previously had a range of garage equipment from Gemco in the past, the supplier was Motorpoint’s first choice, and the customer service ensured a smooth and easy installation.

The impressive facility now includes a workshop to test cars before they go to market, a photography studio, and a spray booth facility.

With a wide range of cars coming through the door on a daily basis, when deciding on new garage equipment, it was essential that Motorpoint acquired the correct equipment for the job. From the versatile Bradbury Four Post Wheel Alignment Lift, to the GEMJB2M twotonne manually-operated jacking beam, which was fitted alongside the Bradbury

WCA3DHD 3D Wheel Alignment Machine, the equipment that was provided was essential for the new facility. Also necessary were the six Bradbury H2403G four-tonne Two Post Lifts (that benefit from the addition of 4x100mm high lift pads for each lift), an exhaust extraction system, a waste oil system and HPC Compressors (one for the workshop, one for the bodyshop). The equipment fitted ensures that various car faults can be fixed quickly and efficiently, with a number of mechanics working on cars at one time.

Speaking about the new site, Motorpoint’s Preparation and Project Manager, Ben Wall, said, “Beyond the equipment fitted, the key reason for going back to Gemco was the customer service received throughout the project, from the initial phone call to the sales office, through to site visits from the company’s local Field Sales Manager, and the quick and efficient service of the installation team.”

For more information online, www.rdr.link /A I019

PMM OCTOBER 2019 51

OILS, LUBRICANTS

& ADDITIVES

Navigating the

LUBRICANT landscape With such a vast selection of engine oils available today, how can garages be sure they are using the correct type, and what happens if they use the wrong one?

I

n the past, the range of engine oils was much more limited, with a 10W-40 grade being suitable for a raft of different vehicles.

Bob Wood, Technical Engineer at Total Lubricants, explained, “The reason there are so many oils today is due to a combination of factors, including advancements in engine technology, tightening emissions regulations and consumer demand. The engines in modern cars are more complicated than ever before and the tolerances are lower, so gone are the days when there were just a couple of grades to choose from.”

Vehicle and lubricant manufacturers continually strive to improve the fuel economy of cars by reducing the viscosity of engine and transmission oils. However, although a thinner oil flows more freely and requires less energy for it to be pumped around the engine, lubricant manufacturers must also find ways to mitigate wear within the engine.

Bob explained, “Using the wrong viscosity oil may lead to increased friction, resulting in excessive wear on engine components, so state-of-the-art additives to balance any loss of wear protection due to the lower viscosity are added to the base oil.”

Synthetic and mineral Traditionally, mineral oils were predominantly used, and although these are still used to some extent today, they are being replaced by synthetic oils. Although they are more expensive, synthetic oils are thinner, meaning they cope better with high temperatures, flow more effectively in colder temperatures, and ultimately offer better engine protection and performance.

The viscosity (or thickness) of an oil indicates how it will flow at given temperatures. The Society of Automotive Engineers (SAE) developed a scale for motor and transmission oil viscosity. The ‘W’ on the code on the label stands for ‘winter’ and the number preceding it indicates the oil’s flow at different low temperatures; 0W-35°C, 5W-30°C, 10W-25°C. The lower the number, the more effectively it will perform in cold weather. The second number, after the ‘W’, indicates the oil’s viscosity when measured at 100°C. This number represents the oil’s resistance to thinning at high temperatures.

manufacturers also carry out various tests during oil production to ensure the oil contains the correct additives at the correct concentrations to give the desired performance. These are then endorsed, for example, in Europe, by the European Automobile Manufacturers Association (ACEA), an organisation which defines the specific requirements needed for various types of engine, through the ACEA oil sequences, with each one being classified with a letter followed by a number to identify the class and category of the oil.

Bob concluded, “It is very important that the correct oil for a particular car is used, both in terms of the viscosity and also the performance needed – using the wrong oil could damage the engine and the exhaust system. Most lubricant manufacturers have an online service which can identify the correct oil for a particular vehicle, such as Total’s Lub Advisor UK. The information can also be found in the vehicle handbook or on the manufacturer’s website.”

Testing and specifications Viscosity is one way of assessing how well a particular oil will protect an engine, but

For more information online, www.rdr.link/AI020

PMM OCTOBER 2019 53

OILS, LUBRICANTS

& ADDITIVES

As the owner of and driver for the Lucas Oil 7707 Land Speed Racing Team – and holder of the current world land speed record for ‘A Class Blown Fuel Roadsters’, Geoff Stilwell uses a lot of oil and a lot of fuel. To find out more, PMM spoke to Geoff about how Lucas Oil products help him speed to success.

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ith a rigorous safety and preventive maintenance regime, as well as the associated repair costs that have the potential to break the bank at any time, access to the product range from Lucas Oil is a vital resource. Products such as engine oils, additives, gear oils and transmission fluids, assembly lubes and greases for pre-race engine building, and the brake fluids to stop the car are all essential to the 7707 team’s racing project. The team send back regular updates and reports about each product’s behaviour and effectiveness under operating conditions that can be quite hostile.

Setting the PACE Geoff commented, “We set the record on the salt flats at Bonneville in 2018 with an average speed of 258.379mph and a top speed of 265.456mph. It was independently recorded over consecutive three-mile passes.

To achieve that kind of consistency, we use 70 WT Lucas Racing Oil, driven by an engine that consumes 40 gallons of fuel on each pass. It’s a 70% nitro-methanol mix (70% nitromethane, 30% methanol). An unfortunate side-effect is that the fuel emulsifies – or breaks down the oil – very quickly, so we have to change the oil after each run. We add heavy duty oil stabiliser to give extra protection to the bearings and the cam. As you can appreciate, when you are racing on salt flats, an effective anti-corrosive solution is a must. We use a lot of penetrating

54 OCTOBER 2019 PMM

oil, which protects the rod ends or heim joints, cables and throttle linkage.”

The route to the world land speed record holder has been a long one. Geoff saw his first drag racing event aged nine, at Blackbush Aerodrome in 1964. Although he was instantly hooked, he didn’t get a ride in a competitive drag race until 1981. On ProStock bikes, he eventually reached a career

high of number three in Europe, but the world record breaking runs didn’t get a kickstart until 2016.

Geoff added, “I was asked to present an award to the legendary racing driver Ron Hope at a Drag Racing Hall of Fame event.

During the ceremony, he surprised everyone – including me – by announcing that I was going to drive one of his land speed cars. I

got my D and C Licences in his school car on the salt flats at Bonneville. It was a turbocharged four-wheel drive Dodge. I progressed to rear-engine cars to get the B licence. Passing the 250mph mark gave me my AA licence. Not many people achieve the ‘unlimited’ classification that comes from exceeding 300mph. In fact, more people have walked on the moon than have exceeded 400mph on land.”

The team hopes to add to its winning achievements next year: “The plan is to take our record beyond 300mph, and in theory, the car should be able to do 350mph, given the right conditions. Unseasonal late snow and very heavy rains back in August destroyed our attempt to do that on our return to Bonneville this year. Our next opportunity will be in El Mirage, California. Weather permitting, we’ve got every chance.”

For more information online, www.rdr.link /A I021

OILS, LUBRICANTS

& ADDITIVES

HOW TO Change oil for automatic transmissions Meyle shares its knowledge on the need to change oil in automatic transmissions, and provides a step-by-step guide on how to do it.

A

lthough the misconception that automatic transmissions don’t need an oil change was debunked long ago, it has proven to be quite persistent. Transmission oil undergoes a natural ageing process, with the oil wearing out and additives diminishing over time. Therefore, it’s all the more important to change the oil, as it prevents damage to the transmission, and maintains transmission function and driving comfort.

Based in Hamburg, spare parts manufacturer Meyle offers over 60 oil change kits, which come with all the components required for an oil change: a filter, seals, screws, drain/intake plugs, magnets and the amount of transmission oil the application calls for. This reduces stress and saves money – for workshops and drivers alike.

Amongst other things, Meyle offers an oil change kit for the Mercedes 7GTRONIC and 7G-TRONIC PLUS 7speed automatic transmissions. It contains the special CombiMedia and SmartMedia triple hydraulic filter, which

complies with code A89 (reduced friction), as specified by Mercedes. Tailored to individual vehicle applications, the multilayer construction ensures optimal filter performance, with various filter media ensuring that the particles that are formed in the transmission are captured. Here, Meyle shows how to change the transmission oil for automatic transmissions in four steps, but also insists upon observing the vehicle manufacturer’s specifications first.

Step 햲 Preparation Before you begin, bring the transmission oil to operating temperature, shift the gear to N and turn the ignition key to position 0.

Following this, lift the vehicle with the lifting platform and ensure that it remains level, as this will enable correct filling and oil level measurement.

Step 햳 Draining the transmission oil For vehicles with stop-start function, first loosen the plug connection of the additional oil pump. Then, remove the drain plug and drain the transmission oil. After opening the drain plug, break the overflow pipe and drain additional ATF oil to prevent the oil from gushing when removing the oil sump.

Next, for vehicles with the stop-start function, remove the additional oil pump of the automatic transmission.

Once the transmission oil is fully drained, turn

PMM OCTOBER 2019 57

OILS, LUBRICANTS

& ADDITIVES

MEYLE TIP

the motor in the direction of motor rotation (second person) to access the drain plug of the torque converter. Remove the drain plug of the torque converter and drain the remaining ATF oil, and then tighten the M8 drain plug to 10Nm torque.

Step 햴 Replacing the hydraulic filter First, remove the oil sump. Be careful, as the oil sump contains a residual amount of ATF oil. Then, remove the hydraulic filter and clean the oil sump. Once the oil sump has been cleaned, install the new magnets and overflow pipe as well as the oil sump seal.

Now it’s time to insert the new, frictionreduced SmartMedia high-performance hydraulic filter from the Meyle-Original oil change kit. Once the filter is in place, re-

secure the oil sump. Set the torque wrench to 4Nm and tighten the oil sump screws crosswise. After doing this, tighten all the oil sump screws crosswise with a 180˚ rotation angle. According to guidelines, oil sump screws may only be used once. Screws which have been used once may not be used again.

Before reattaching the additional oil pump, the seal connections on the suction and discharge sides should be checked for any damage and, if necessary, replaced.

Following this, insert the additional oil pump, tighten to 8Nm and reattach the plug connection of the additional oil pump.

Step 햵 Refilling the transmission oil In the final step, the automatic transmission is refilled with transmission oil. Fill the filling

The transmission oil temperature must not exceed the specified temperature of 45˚C, as the overflow pipe in the oil sump is designed for this oil temperature.

device with 8L of new ATF transmission oil and attach the special adapter for filling the transmission. Now, fill it with 6L of transmission oil, and then start the engine in P and connect the diagnostic unit to determine the transmission oil temperature.

Filling part 1: Once the transmission oil has reached a temperature of 45˚C (testing temperature for vehicles without additional transmission oil cooler), add the remaining ATF oil with the engine running. If a constant stream of oil flows back at the specified oil temperature, the temporary filling level has been achieved. Now, remove the filling adapter and shift to gears P, R, N and D for six seconds each time with the brakes applied, and then shift back to gear P. Filling part 2: Now, check the transmission oil level again as described in the previous step, maintaining a transmission oil temperature of 45˚C (testing temperature for vehicles without additional transmission oil cooler). You may need to turn off and restart the engine to reach the correct testing temperature.

Now, close the system at the filling opening (oil sump) using a new drain plug, and seal and tighten to a torque of 22Nm. For more information online, www.rdr.link /A I022

58 OCTOBER 2019 PMM

OILS, LUBRICANTS

Up for REVIEW

W

hat do Graham, David and Monique have in common? Well, they’re three users of K-Seal Permanent Coolant Leak Repair, and they saw it fit to write a review of their experience of the product on TrustPilot.

Here’s what they had to say.

GRAHAM (UK) – Heater matrix leak Several years ago, I was in the middle of nowhere in my Land Rover Discovery when I realised I had split the heater matrix. Unfortunately, this is buried deep in the dashboard, and isn't a minute job to replace. When I asked on the various Land Rover forums about how to solve my issue, I came across the suggestion to try K-Seal. It was an instant fix. Several years later, I was planning a trip to Croatia. Whilst the K-Seal repair hadn't caused any issues, I thought I had better ‘fix it properly’ before such a major trip to a hot country. I stripped out the dash, and eventually got to the matrix. The split was huge, but K-Seal had repaired it perfectly.

& ADDITIVES

These days, there is no escaping customer reviews.

With all kinds of reviewing services dedicated to holding products accountable, businesses have to ensure they are providing the best of the best. Kalimex believes it does just that with K-Seal and here are the reviews to prove it…

DAVID (US) – Engine replacement not a viable option I own a 2002 Nissan Pathfinder with 140,000 miles on it. I had a coolant leak problem diagnosed by a trusted technician that advised that at best, he could determine the leak was from a water outlet pipe between the engine and the firewall. He tried a coolant flush and clean-up of the radiator to address engine temperature issues. This did not work and the intermittent small leak developed into an ongoing large leak. My technician advised that engine removal to repair the leak was not a viable option with a car of this age.

I selected K-Seal based on product reviews from a local O’Reilly Auto Parts store. After pulling into my garage, I kept a close eye on whether any coolant leaked onto the multiple layers of cardboard I had on the floor. No leakage at all. I have now driven the car multiple times over the past two weeks. It’s operating properly, and the temperature is stable. For me, K-Seal provided a really costeffective solution. It is well worth giving it a try. All the miles I put on the car from this point on are a bonus from my perspective.

MONIQUE (US) – Mechanic recommended K-Seal My beloved 2005 Mitsubishi Evolution MR had a small head gasket leak. It would start on two cylinders, and then after a minute, all four were firing. One day it wouldn't start. Fearing an $1,800 repair, it sat in my driveway for two months until my friend, who is a technician, came to look it over. He returned the next day with K-Seal. He started the car, and despite it experiencing the same rough start that it had been, he let it idle for 20 minutes before going for a quick drive. Unbelievably, it ran perfectly. We shut it off for a few minutes and it restarted on all four cylinders.

For more information online,

www.rdr.link /A I023

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OILS, LUBRICANTS

& ADDITIVES

Putting your money where your mouth is FUCHS Lubricants invited PMM to its facility in Hanley, Stoke-on-Trent, to present the company’s recent investments that give new impetus to the claim that it is ‘the number one independent lubricant manufacturer in the world’.

U

pon arriving at FUCHS Lubricants’ manufacturing plant, the scope of the company’s investment in its UK headquarters was immediately apparent. The modern style of the main building and the surrounding busy manufacturing areas reflects FUCHS’ claim of running ‘the most modern lubricant production facility in the UK’. The decision to invest heavily in the plant was made by the company’s leadership in Germany. Andy Brown, Technical Manager, explained, “We have the capacity to manufacture 120 million litres of lubricant per year on a single shift, and currently, we are operating at about three quarters of that.

This generates a huge amount of stock, and we need the necessary systems in place to allow us to deal with these figures.”

Following a brief insight into the company’s history and products from its Automotive Director, Russell Kenyon, we were given a tour around the facility. Our first port of call was the packaging factory, where we witnessed the full scale of FUCHS’ futuristic packaging capabilities. Not only were the company’s employees working on boxing up products and moving them onto pallets, there were also automated robotic

62 OCTOBER 2019 PMM

arms that moved boxes onto pallets, and automated forklifts that roamed the aisles and carried pallets of lubricant around the facility.

Andy, who was keen to point out the necessity for this modern approach, said, “Automation is a crucial part of manufacturing. The option of having this technology has meant we have been able to respond to an increase in customer demands.”

Next up was the Quality Control (QC) laboratory, which enables FUCHS to refine its lubricants to the approved standard. The QC lab provides the company with traceability of its products, as Andy explained, “If our QC technicians find even the most miniscule of flaws within a lubricant batch, they stop the production process until they find out what’s wrong.”

As QC is such an important aspect of FUCHS’ UK production, the company is expanding its laboratory to enable it to speed up its production capabilities. Andy stressed that this was because “continuous supply is important to our customers; it’s their product, too.”

We were also treated to a view of the heart of FUCHS’ operation, the control room.

From here, the amount of raw materials going into each batch is carefully monitored, as is the required ratio and the size of the final product. On this rigorous process, Andy commented, “FUCHS understands that every stage of the production process is crucial to the ‘bigger picture’. One of the greatest threats to independent lubricant manufacturers in the UK at the moment is the increasing variety of specifications coming through from the VMs. These days, it is very difficult for smaller outfits to keep up with these demands, with the one-size-fits-all solution no longer working.

“Despite the challenges, FUCHS is in a great position. We still have plenty more investing to do, all with the aim of bolstering our rights to the claim that we are ‘the number one independent lubricant manufacturer in the world.”

For more information online, www.rdr.link /A I024

WINTER SERVICE

& LIGHTING

RANGE FOCUS Making the LIGHT choice Different jobs require different levels and varieties of lighting. With its new range of products, Ring believes it can help those technicians looking for a little more illumination.

G

etting proper illumination is always going to be a challenge in the workshop. Working under vehicles or in engine bays is dark and tricky, with shadows cast exactly where you need to be able to see. But with good lighting, you can identify the problem faster, get the job done more easily and get the vehicle back on the road sooner – improving customer satisfaction and getting more vehicles through the garage in any given day.

MAGflex Utility can be quickly removed to be used as a handheld lamp, for a focused beam to take a closer look. The lamp can also be stood on the ground to light up a wheel or the side of the vehicle, as well as being attached to a metal ramp. In addition, if it’s dropped or kicked, it’s robust enough to continue working. It’s cordless and rechargeable, and is a great value choice that can be an under bonnet, hand held or floor lamp.

For the darkest jobs The versatile choice Adaptable and versatile, the Ring RIL3700HP MAGflex Utility is an option for portable but wide-angled illumination.

What makes the tool an all-rounder is the number of ways that it can be mounted or used around the workshop. With a powerful 1,000 lumen light output and twin magnets on the adjustable base, it can be easily mounted under the bonnet for a broad, bright illumination.

This is ideal for carrying out diagnostics, such as testing electronics or battery analysis.

Once a problem has been identified, the

If you need the extra brightness, the Ring RIL3400HP MAGflex Arc is a good choice.

The brightest hand-held MAGflex lamp, the Arc, emits up to 500 lumens whilst retaining its portability. Its robust body is certified IK07 drop resistant, and IP65 water and dust resistant, making it ideal for tough professional workshops. The magnetic base and ratchet allow the user to attach the lamp to a metal surface and then position the light at the optimal angle. An LED indicator shows remaining battery level, and the lamp comes with a USB charging cable and a mains adaptor.

The RIL3400HP MAGflex Arc is the brightest in the range

Dan from Elite and Performance Jags: “The Ring MAGflex Pivot lamp provides a strong amount of illumination for such a compact light, and it’s slim enough to squeeze into tight spots on a vehicle.”

Des Davies from Top Gear Motor Services: “The range provides brilliant lighting for checking components and items, and the concentrated beam really helps with pre-MOT checks and servicing.”

The complete range Whatever the job, there’s a MAGflex lamp to suit. The MAGflex Inspection Lamps are all flexible in order to get illumination in the right place, and all can be used hands-free, which means that they can be secured to provide super bright light without needing to be held in place. The range includes the MAGflex Under Bonnet Lamp, the MAGflex Twist and the MAGflex Pivot.

To find out more, www.rdr.link /A I025

PMM OCTOBER 2019 65

WINTER SERVICE

& LIGHTING

Don’t be a deer in the headlights

A

s drivers age, their eyesight deteriorates and natural protection against glaring light drops, which means that, especially during the night, when most incidents occur, they need an adequate headlight bulb to ensure they complete their journey safely and prevent dangerous situations for other road-users.

In terms of fitting the right bulb, it’s vital that technicians understand that a quality headlight bulb has a low tolerance filament geometry, perfect light distribution, optimal road lighting, and can point light to where it’s needed for both comfort and where it can act appropriately in dangerous situations.

The Philips automotive lighting range, developed

by Lumileds, allows technicians to fulfil that criteria. Philips RacingVision was the first halogen bulb with a performance of up to 150% brighter light compared to the minimum legal standard. Philips X-tremeVision, meanwhile, offers up to 130% brighter light when up against the minimum legal standard.

66 OCTOBER 2019 PMM

Philips headlight bulb manufacturer, Lumileds, explains to PMM why upgrading headlight bulbs can not only increase turnover for a workshop, but can also increase the safety for the individuals sat behind the wheel.

Starting the conversation When liaising with customers, technicians only need to ask a simple question to start the process: “Would you like more light when driving at night?”

As well as the significant increases in road safety, there are also monetary benefits that should motivate technicians to begin this conversation with their customers. Doing this will also demonstrate to their customers that they are a quality workshop with a special focus on customer care and service, leading to satisfied customers and safer roads.

it is always best practice to change headlight bulbs in pairs. This prevents the customer from returning to the workshop because the other car bulb is defective when only one car bulb is changed.

OESAA

Change in pairs

Lumileds recently announced its membership – with the Philips car lighting products – of the Original Equipment Suppliers Aftermarket Association (OESAA). Created to increase awareness at workshop level, highlighting the differences between the quality and testing of genuine original equipment (OE) parts and those parts claiming to be ‘matching quality’, OESAA is the perfect home for the Philips automotive lighting brand.

Luminosity diminishes as a bulb comes to the end of its life and if it fails, it’s likely the other one will follow shortly after. Therefore,

For more information online, www.rdr.link /A I026

WINTER SERVICE

& LIGHTING

Getting winter wiper ready With the life of a wiper blade generally being between six to 12 months, Trico has provided five top tips for wiper blade care.

햲 Using the washer spray or a spray bottle to sprinkle the windscreen, switch the wiper blades on and check for any missed areas, water smears or streaks. Light misting should evaporate in a couple of seconds; however, if misting remains, the wiper blade should be changed immediately.

햳 Take extra care when lifting wiper arms, as arms may hit against the bonnet and not lift. In these cases, turning the ignition on and off and then pressing the wiper stalk down will often move the blades up into their service position, where they can be lifted up. If this does not work, consult the vehicle’s manual.

햴 Gently clean the rubber blade edge to remove any dirt or residue, before checking along its length for imperfections in the rubber – check at either end that it hasn’t split. Technicians should ensure that the rubber element returns to a central position and is not set in one direction. If the blade fails any of these checks, it should be replaced.

햵 Check that the wiper blade is securely fixed to the arm. The blade should rotate freely, parallel with the wiper arm, to allow it to flex over the screen; there should be no wobbling or movement perpendicular to the arm. If the blade shows excessive movement, replace it.

햶 Ensure the windscreen is thoroughly cleaned using warm water or specialist glass cleaning fluid.

Technicians should also check the windscreen for any cracks or chips, as these are safety hazards in their own right, but they can also damage the wiper blade rubber.

To find out more about wiper blades from Trico, www.rdr.link /A I027

68 OCTOBER 2019 PMM

PMM SERVICING ■ REPAIR ■ DIAGNOSTICS ■ MOT THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

For all the latest industry news, products and technical information from the trade magazine for technicians and garage owners.

w ww.pmmonline.co.uk Professionalmotormechanic

@PMMmagazine

PIT STOP

In need of a refuel?

Did you know?

The fastest ever Premier League hattrick was scored by Sadio ManĂŠ for Southampton against Aston Villa. ManĂŠ scored all three goals in a staggering two minutes and 56 seconds.

í˘ą In what year did Christopher Columbus discover North America?

A) 1488 B) 1490 C) 1492

í˘˛ Up until 2019, how many times has Lewis Hamilton won the Formula One World Championships?

Garage gags What did the disgruntled guy say to his mechanic?

You auto know better!

Fancy a crack at a joke? Send us your (clean) attempts to pmm@hamerville.co.uk

A) 3 B) 4 C) 5

í˘ł What is the capital city of Australia?

A) Melbourne B) Canberra C) Sydney

Name the film

Answers to Quiz: 1: C, 2: C, 3: B Answer to Name the film: Saving Private Ryan

PROFESSIONAL MOTOR MECHANIC

MECHANEX

THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS

MECHANEX SANDOWN IS FAST APPROACHING! The UK’s only regional tradeshow dedicated to garage businesses is but weeks away. Have you registered for your ticket yet?

2019 SHOW DETAILS Sandown Park, Esher, Surrey KT10 9AJ, 12th & 13th November It’s an unmissable opportunity to attend FREE seminars, sample the latest products on the market, and take advantage of exclusive show special offers.

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

GET SOCIAL To keep up to date with all things MECHANEX in 2019, be sure to visit

WWW.MECHANEX.INFO, like us on Facebook and follow us on Twitter!

MECHANEXShow

@MECHANEXShow

REGISTER FOR FREE TICKETS AT:

WWW.MECHANEX.INFO

MECHANEX SEMINAR TIMETABLE DAY 1 – 12TH NOVEMBER

DAY 2 – 13TH NOVEMBER

10:30 – STEVE CARTER: EV & PHEV

10:30 – STEVE CARTER: EV & PHEV

11:30 – DARREN DARLING: THE DPF DOCTOR’S SURGERY

11:30 – DARREN DARLING: THE DPF DOCTOR’S SURGERY

12:15 – TALK OF THE TRADES

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

13:00 – DVSA: MOT UPDATE

13:00 – DVSA: MOT UPDATE

14:00 – JOSH JONES: PRACTICAL DIAGNOSTIC TECHNIQUES

14:00 – JOSH JONES: PRACTICAL DIAGNOSTIC TECHNIQUES

BIG NAMES ALREADY SIGNED UP FOR SANDOWN

The best things in life are free...

Check out the fantastic freebies on offer this month.

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

WWW.RDR.LINK/AI028

1

20

SIGNED COPY OF EDD CHINA’S GREASE JUNKIE

TUBES OF TEXTAR HYDRA TEC

10 BASEBALL CAPS DENSO is giving PMM readers the chance to win a signed copy of Edd China’s book, Grease Junkie, as well as 10 baseball caps. The book will be the perfect companion when taking a well-deserved coffee break, while the caps will certainly look the part in the workshop or when taking a stroll.

10

To mark the launch of its new lubricant, TEXTAR is giving away tubes of Hydra Tec to 20 lucky technicians!

Hydra Tec is the perfect solution for mechanics when working on the hydraulic components in brake and clutch systems. It’s ideal for use on the cylinder working surfaces, pistons and sealing elements, making it easier overall to install hydraulic brake components in the calliper. Up for grabs in 180ml tubes, Hydra Tec is compatible with EPDM caoutchouc rubber and commercially available brake fluids, including DOT 3, DOT 4, DOT 4LV and DOT 5.1.

6 TUBES OF TOUGH BY SWARFEGA PROTECTION CREAM

JACK PAD ADAPTORS POWERFLEX is offering lucky entrants its Black Series Polyurethan Jack Pad adaptors. The company claims that the adaptors increase jacking stability and secure the location for a range of Ford, VAG, BMW, Mini and Rolls Royce models. In addition, the adaptors make jacking a vehicle even easier, with them able to fit into the manufacturer’s allotted plastic jacking points or to rest tightly around the sill edges. As a damage free, reassuringly stable agent of elevation, the latest jack pads from Powerflex are so simple, yet so effective.

The winter months can be harsh on working hands, with cold, damp weather taking its toll. TOUGH by SWARFEGA Protection Cream works as hard as you, preparing the hands for hard graft. Strengthening the skin, the cream protects from moderate to heavy contamination and is specially designed for manual tasks.

In handy 100ml tubes, the cream is easily portable in your toolkit, too! Make sure you’re set to tackle the winter months with TOUGH by Swarfega.

PMM OCTOBER 2019 75

WHAT’S NEW? MORE INF O Just type in www.rdr.lin k followed by the uniqu e code shown to get straight to more info.

■ TURBOCHARGER UNITS Melett has announced further references to its range with the addition of two turbocharger units.

■ BRAKE DISCS To meet the needs of a growing e-mobility market, ZF Aftermarket has expanded its product portfolio. In line with this, the TRW brake disc product range has been extended to include parts for the electric vehicle Tesla Model S. These brake discs are manufactured using High Carbon Grey Cast Iron Material (GG15 HC), which allows the discs to run cooler, meaning they are less likely to distort and suffer from NVH problems such as hot judder and brake squeal.

The units cover a list of makes and applications, including Audi A3/A4/A5/A6/Q2/Q5, Seat Leon, Skoda Octavia and Volkswagen Golf/ Tiguan/ Touran 1.6D. The company’s growing range of OE-quality aftermarket turbochargers covers over 500 vehicle applications. Furthermore, the company’s range of over 600 CHRA (core assembly) covers more than 4,000 applications, and 85% of the UK and Ireland vehicle parc for diesel and petrol passenger cars and LCV. www.rdr.link/AI030

www.rdr.link/AI029

■ LIVE WEBINARS Gates has increased its technical support services that are beneficial for distributors and its garage customers by launching live webinars via GatesTechZone.

The initial webinar series will cover a wide range of subject areas and regional-specific installation challenges, including water pump installation/problem diagnosis, modular hoses, coolant evolution, Gates Stretch Fit belts and tools, and the complete accessory belt drive and synchronous belt drive system. www.rdr.link/AI031

■ SCREWDRIVER SET Being a precision screwdriver set, Kamasa Tools’ latest offering is ideal for a number of different uses, including computers, phones, electronics, etc. As well as including 90 precision bits, it also comes with a number of very useful accessories.

In addition to the precision screwdriver, the set includes a magnetiser, a 130mm long flexible extension, a 60mm extension bar, two nylon pry bars, a set of tweezers, a stainless steel phone card extraction pin, a key-ring mounted on a suction cup and a pry disc. www.rdr.link/AI032

WHAT’S NEW?

■ IMPACT WRENCH The 2175MAX 1" Pistol Grip Impact Wrench from Ingersoll Rand has been designed for vehicle repair technicians and maintenance workers looking for tools with both extreme torque and the right angle to allow them to complete tough bolting jobs.

■ OIL-TRAPPING MAT The MULTITEX hazardous fluid trapping mat from MEWA is a good underlay for repair and maintenance tasks, or in sensitive areas around machinery and equipment. It is said to be able to soak up to 3L of fluids before needing to be replaced.

The mat offers a simple and efficient way to keep the workplace and floor free from contamination and hazardous fluids. It replaces the need for sand, granules or plastic tubs, and is a reusable solution that offers a cost-effective way to manage hazardous waste.

The 2175MAX 1" offers 2,715Nm of maximum reverse torque, whilst weighing only 8.2kg. It features a steel core, hammer case and steel wear plate for increased durability, reduced downtime and protection against wear during extreme use. The solid steel impact mechanism delivers power to take on the toughest applications. The tool’s weight is evenly distributed to improve ergonomics for technicians as they power through heavy-duty jobs with multiple bolts. www.rdr.link/AI034

The mat is suitable for many applications, including oil, brake and coolant fluid changes, the absorption of emulsions and solvents in the event of leaks, when disassembling engine parts, and for wrapping around oil-covered tools for storage. www.rdr.link/AI033

■ CATIONIC RINSE AID Diamondbrite has just added a product to its expanding car care range, Rinse and Shine.

Designed to be used as the final step of a wash routine, Rinse and Shine is a cationic rinse aid, specially formulated to aid the drying process and produce a streak-free, high-gloss, hydrophobic finish.

Rinse and Shine is applied directly onto paintwork with a trigger spray after the vehicle has been washed. Once applied, Rinse and Shine causes the paintwork surface to become hydrophobic, meaning any water residue will form into beads, which can then be easily removed with a chamois or microfibre, leaving a streak-free and high gloss finish with no water marks. www.rdr.link/AI035

78 OCTOBER 2019 PMM

■ TYRE PROFILER Absolute Alignment has recently launched a drive-over Tyre Profiler that instantly assesses tyre wear as vehicles enter the workshop.

Customers receive a professional printout regarding the condition of their tyres, which also indicates whether a full wheel alignment is required on the vehicle.

Suitable for small or large workshops, a floor or in-ground mount is available to suit every outlet, and with no moving parts, it ensures a safe working environment.

Fully integrated with the Bluetooth 3D wheel aligner, the Tyre Profiler works with a registration look-up system. www.rdr.link/AI036

WHAT’S NEW?

■ ONLINE TOOL

■ OIL ADAPTOR SET

Steigentech has announced the launch of an online tool to accompany its range of kits and super kits for timing belts in the Michelin range. The secure digital platform for garages and mechanics gives direct access to installation instructions, specified to vehicle type, model and engine.

The specialist Mercedes-Benz transmission oil adaptor set, recently released by Laser Tools, is required for draining and refilling the automatic transmission.

To ensure that only Michelin products are installed, fitting instructions can be accessed only through a serial number printed in the hologram of certified Michelin timing belt products. After the code is authenticated, users choose the brand of car that the product will be fitted on, then the model, and then the engine type.

Available across EMEA in six languages (English, French, German, Spanish, Italian and Portuguese), the initial database covers 180 of the most popular kits and super kits, with additions to follow covering more than 500 kits and 100 super kits.

The 7250 is a three-piece set of special tools that are used when draining and refilling the automatic transmission fluid in Mercedes-Benz E-Class E350 BlueTEC fitted with the 9-speed 9GTronic transmission (transmission type 725.0xx).

This type of transmission can be fitted with two different sump types; the 7250 kit brings together the components needed to complete the draining and refilling job on both types. www.rdr.link/AI038

www.rdr.link/AI037

■ STEERING TURNTABLES ■ MICRO LEAK REPAIR SYSTEM Primalec has announced that its Airco Seal Pro refrigerant sealants range is now being produced in the UK. The micro leak repair system for air conditioning refrigerants is now complete, leading to a shorter and more reliable supply chain.

Primalec’s Airco Seal Pro: ■ Permanently stops micro leaks in both metal and elastomer parts in automotive ACs ■ Is especially useful for hard to find leaks and expensive to repair parts. Saves huge amounts of time and money in parts and labour ■ Makes previously uneconomic repairs affordable ■ Low-cost repair for out of warranty vehicles ■ Contains no refrigerant, no propellant and no dyes or other additives in the vacuum can ■ Now in a choice of two sizes: AC2132C – small cars, AC2133C larger vehicles www.rdr.link/AI039

80 OCTOBER 2019 PMM

These recently launched Gunson steering turntables (part number 77158) are supplied as a pair and enable the user to check the steering angle on full lock to ensure the steering is centralised; check toe in/toe out on turns; and check the caster and KPI (king pin inclination) when used in conjunction with the Gunson 77099 Caster, Camber and KPI gauge.

To accurately measure caster angle, which means you need to rotate the wheels 15˚ or 20˚ in either direction. The big advantage of these turntables is that they are manufactured from aluminium, they’re lightweight and easily portable (each turntable weighs 5kg). Suitable for use on both classic and modern vehicles, they can handle a maximum weight each of 2,000kg (4,000kg as a pair). The range across the turntable is +/- 50˚ in 1˚ increments, offering exceptional accuracy, which is particularly important for modern vehicles that use variable ratio steering racks or variable rate power steering systems.

For this reason, it is even more vital than ever that the steering system is correctly centralised before setting/checking any steering and suspension geometry. www.rdr.link/AI040

ADVERTISEMENT INDEX

AC Tronics Ltd .................................................................. (page 4)

Maha UK ........................................................................ (page 49)

Apec Brakes Limited ...................................................... (page 16)

MANN & HUMMEL Filtration Tech. UK Ltd .................. (OBC)

Automotech Services ...................................................... (page 50)

Mewa ................................................................................ (page 79)

BG Products .................................................................... (page 68)

Meyle UK Limited .......................................................... (page 44)

BM Catalysts Limited ...................................................... (page 76)

Millers Oils ...................................................................... (page 56)

Castrol UK Ltd ................................................................ (page 63)

Morris Lubricants ............................................................ (page 35)

Chicago Pneumatic .......................................................... (page 43)

MS Motor Service .......................................................... (page 19)

Clean Diesel Technologies .............................................. (page 31)

Philips Automotive Lighting ............................................ (page 74)

Comline Autoparts Ltd .................................................... (page 59)

Platinum International Limited ........................................ (page 60)

Contitech Power Transmission Sys Ltd .......................... (page 31)

Powerprobe UK .............................................................. (page 68)

Denso Europe .................................................................. (page 77)

Ring Automotive .............................................................. (page 70)

Ecomotive ........................................................................ (page 67)

Schaeffler (UK) Ltd .............................................................. (IFC)

Euroflo ............................................................................ (page 21)

Shaftec Automotive Components Ltd .............................. (page 23)

Exedy Clutch Europe Ltd ................................................ (page 33)

SIP Industrial .................................................................. (page 50)

Federal Mogul Ltd .......................................................... (page 26)

SP Diagnostics ................................................................ (page 31)

Fuchs Lubricants (UK) Ltd ............................................ (page 81)

Steigentech Michelin ...................................................... (page 39)

GS Yuasa Battery Sales UK Ltd ...................................... (page 36)

The Race Group ................................................................ (page 9)

Hartridge Ltd .................................................................... (page 6)

Thermobile ...................................................................... (page 81)

HFE Signs & Banners .................................................... (page 74)

Tool Connection .............................................................. (page 41)

Induction International .................................................... (page 70)

Total UK Limited ............................................................ (page 74)

J & S Products Ltd .......................................................... (page 81)

Traction Charger Co Limited ............................................ (page 7)

Jack Sealey Limited ........................................................ (page 47)

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

Johnson Controls Batteries Ltd ............................................ (IBC)

Unilite Limited ................................................................ (page 25)

Karnetic Ltd .................................................................... (page 13)

Wynn’s Oil UK Ltd .......................................................... (page 55)

Liqui Moly GMBH .......................................................... (page 52)

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82 OCTOBER 2019 PMM