FIVE GOLDEN RULES TO SELLING WHEEL ALIGNMENT READ INSIDE!
Also in this issue: Q&A WITH BEN’S ELLEN PLUMER
PMM VISITS EAST SURREY COLLEGE ARE HIGHER WAGES CLOSING THE SKILLS GAP ? HOW IMPORTANT IS OEM SPECIFICATION WHEN CHOOSING ENGINEOIL?
EDITOR’S PICKS
Welcome to this month’s issue of Professional Motor Mechanic! This is meant to be the spookiest month of the year and you know what, it does feel like there’s a ghost haunting the PMM office. Luckily we have a great issue to keep away the ghouls this month. We caught up with Ben’s Ellen Plumer at Automechanika earlier this year for a fascinating chat about mental health in the industry, turn to page 21 to read that. On page 26 we go back to college, East Surrey College to be particular, to find out what colleges want and need to improve their offering. Lastly, we have a great news story for you in the news concerning a young mechanic’s attempts to get into his local college. It’s equal parts inspiring and frustrating! Enjoy the issue.
Editor KIERAN NEE
Digital Manager
KELLY NEWSTEAD
Group Manager
ROBERT GILHAM
Senior Account Manager
ALEX DILLEIGH
Magazine Designer
GEMMA WATSON
Group Production Manager
CAROL PADGETT
Production Assistant
CLAIRE SWENDELL
Distribution Manager
KARL CLARK
Subscriptions
PROFESSIONAL MOTOR MECHANIC is a business magazine for firms and individuals involved in all aspects of the motor trade. It is published eleven times a year and is available nationally FREE to the trade through leading motor factors. It is also available through the post at a cost of £30.
When Stanley Kubrick directed the epic snoozefest (I here invoke Article 10 of the Human Rights Act – “Everyone has the right to freedom of expression.”) 2001: A Space Odyssey, he probably didn’t envisage a world where water was rapidly becoming a scarce resource. Or maybe he did, I have never managed to get past the first half hour. But for many of you reading this the most acute shortage you face won’t be water. It won’t even be something you can drink. But it will be something Stanley Kubrick did know a lot about (or so the first half an hour of the film would suggest): space.
Garages in space? We’re used to the PMM editorial viewpoint going off on a tangent but really, this is too much. No, no, no. I’m not talking about the outer reaches of the unknowable cosmos with its infinite realities, forever holding out the possibility of our own human experience finding its galactic counterpart, validating our own place in the universe. No, instead, I’m talking about space for an extra ramp or two, maybe somewhere to leave a car for a while to carry out diagnostic work. Typically on an industrial estate... THAT space.
We spoke to one garage recently who wanted to expand into the unit next door to them on the industrial estate they were located in. They contacted the landlord, assured them that the rent would be no issue, they were a very profitable garage. The response? Sorry, you’re too late, I’ve already found someone to take it. Months go by and no new neighbours turn up, so they phone again. Again, they’re given a line, this time they offer him a proposal: come down to the garage and have a look and see what you think. As soon as he saw the spotless garage floor, the neat rows of toolboxes, the smiling customers coming in and out of the reception area, he turned to them with the contract and said “when can you move in?”
You’ll remember, too, the story we covered recently of the Hackney garage which was pushed out by rising rent. The rising price of non-residential space is a scandal in its own right (as is, come to think of it, the exorbitant prices of residential space itself), but garages are hit with a double whammy. They’re not trendy. They’re associated with the very thing that city councils hate – cars. They’re perceived, usually wrongly, as being places of ill repute. We all know the under-the-arches image that some people still have of garages. But the fact remains that cars are an essential form of transport for many people, even in cities. And in any case, when it comes to the sale and manufacture of cars, it’s a very, very different story.
So what’s the solution to the space conundrum? Good garages grow, but they’re constrained by the reputation of the bad ones. Does every good garage need to invite the landlord down to have a poke around? I don’t think there is a silver bullet but keeping an open mind and being willing to open up the doors certainly doesn’t hurt. So, to quote the IMDB page for 2001: A Space Odyssey: Open the garage doors, HAL.
KieranNee
Editor
PMM NEWS
NEWSIN BRIEF
■ CLASSIC CARS
The Historic and Classic Vehicles Alliance has welcomed pragmatic changes to vehicle restoration rules, meaning that like-for-like restorations will no longer need DVLA notification. Likewise, structural changes will no longer require a VIN change, although DVLA will need to be notified. hcva.co.uk
■ MOT FAILURES
A Freedom of Information request by eBay via recently revealed some of the strangest MOT failures:
■ 61 vehicles were found with two different headlights
■ 3,485 vehicles failed for lacking a wiper blade ebay.co.uk
■ LATE PAYMENTS
The wholesale and retail motor trade sector, including the repair of motor vehicles and motorcycles, ranks joint-second compared to other industries for late payments, with a median wait of 36 days.
The standard for payment obligations for customers and businesses in the UK is typically within 30 days of getting invoiced or receiving goods unless a different date is agreed upon.
According to research by the Department of Business and Trade, over half (54%) of UK businesses contractually agree to this timeline. Money.co.uk
From a dream to (virtual) reality
If only there was a way to attend an EV training session without having to sit in traffic on the M1 for three hours. That’s what enterprising garages have been dreaming of for years. Until now, that is.
The LKQ Academy has announced that it is bringing its training facilities in Tamworth directly to your garage, all thanks to Virtual Reality technology.
The programme, prototyped at Automechanika Birmingham, introduces a virtual world designed specifically for workshop learning, allowing technicians to engage with tools, vehicles, and procedures in a fully interactive environment.
Initial VR courses will cover critical topics including high-voltage isolation on hybrid vehicles, ADAS calibration, four-wheel alignment, and electrical fundamentals.
“VR lets us bring the training to garages, in a way that’s engaging, realistic and genuinely valuable for the business.”
Lee Chapman, head of support and LKQ Academy, said: “We’ve listened to garages who want practical training but can’t spare the time to leave the workshop. VR lets us bring the training to them, in a way that’s engaging, realistic and genuinely valuable for the business.”
For more information
WWW.RDR.LINK/ABX001
50 per cent rise in unroadworthy vehicles in 12 months
The number of people receiving penalty points on their licences for driving unroadworthy vehicles has jumped by 52 per cent over the course of just 12 months, according to the RAC.
13,109 penalty point endorsements were given to drivers in 2024 for driving vehicles with defective brakes, tyres, steering or other problems – an increase of 4,495 compared to 2023.
The RAC believes the figures are just the tip of the iceberg when it comes to the total number of unroadworthy vehicles on the UK’s roads as they only represent those who have been caught in the first place. With vehicles failing nearly 10m MOT tests a
“The actual number of cars that aren’t mechanically sound but are still being driven is likely far higher.”
year, the actual number of those that aren’t mechanically sound but are still being driven is likely to be far higher.
Driving a vehicle with defective tyres was the biggest reason drivers received points last year, but it was a rise in the number of people caught driving vehicles with defective brakes that saw the largest year-on-year increase. A total of 1,190 drivers received penalty points for this in 2024, up from 181 a year earlier – a more than six-fold increase.
The RAC’s Nick Mullender said: “Whether it’s brakes, tyres, steering or something else, every mechanical component in a vehicle plays a critical role in ensuring it can be driven safely and confidently. We strongly urge drivers to keep on top of routine maintenance and get any issues checked by a well-qualified mobile mechanic or reputable garage.”
For more information
WWW.RDR.LINK/ABX002
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College struggle revealed
PMM recently spoke to an up-and-coming vehicle technician who has faced an uphill battle getting accepted into his local college.
Despite automotive vacancies still sitting at 2.3 per cent, the eleventh highest sector in the UK, according to the latest figures from the IMI, many prospective automotive learners are facing great difficulties entering the official college system. This was highlighted during a recent visit to one Nottinghamshire garage by the PMM editorial team.
PW Auto Repairs, a family garage run by Diana and Paul Whetton, has been supporting one of their employees in his struggle to get the full education he is entitled to. 17-yearold Lewis’ difficulties with Maths and English – stemming from his autism and ADHD – have resulted in Newark College initially refusing to accept him on to their automotive repair courses beyond Level One.
Passing the blame
His employer, Diana Whetton, played a crucial role in fighting his case with the college, spending “hundreds of hours, phoning and emailing people”, reaching out to a range of third party organisations to ask for help. She told PMM: “The college said his GCSE grades were not good enough to get on the course, but with autism and ADHD there should be consideration.” And, in fact, she discovered there was a way around the requirement for GCSEs in special cases.
Newark College accepted him on a Level One course and had agreed provisionally to allow him to undergo a Functional Skills qualification instead of the more stringent GCSEs. As it transpired, however, the college had in fact enrolled him into GCSE qualifications: “He'd been working really hard on his GCSEs at college and successfully completed his Level One course. Then, in a meeting with the college, they told me he wouldn’t be going into the next year for the Level Three, due to failing his English and Maths GCSEs. I said, I don't understand because he’s kept his end of the bargain and you haven’t. He was never going to move the
needle far enough on his grades to pass, due to his autism and ADHD. That’s why he was supposed to be on a Functional Skills qualification,” Diana told PMM. “Their response was, it’s funding and not our fault”.
Even though Diana had presented Newark College with a recent Government paper outlining that funding wouldn’t be affected in cases like Lewis’, it was to no avail. In fact, the college even suggested that Lewis switch course to take on bricklaying or plastering instead. A suggestion which found no favour with Lewis or Diana: “Lewis is the most passionate person about this industry that I've ever met. To suggest he change course when he has no interest in doing something else was quite frankly offensive.”
“I asked the head of automotive,” Diana explained. “If you take English and Maths out of the equation, could Lewis successfully complete the course in three years time? He said yes, with the right support...”
Diana then spent months talking to colleges, training providers, organisations and even other garages, to gain as much information as she possibly could to fight Lewis’ corner. “We wanted him on the three year course and I was just furious with the college.”
Other colleges offered options, however it wouldn’t be on a straight three-year Level Three course. Instead, he would have to go through another six years of training, after already completing a year on the Level One – making it seven years, to get to the same place his peers would in three years total.
Lewis told PMM that he was supremely grateful for the effort Diana has gone to in his case: “Not many bosses or workplaces would put so much effort into helping and pushing so much through to get the help needed. I just feel so grateful towards her and towards the company. I’ve been here for 18 months now, and I think I’ll miss it when I’m at college!”
Diana added: “Lewis hates even having a day off, he learns a lot at work and he is determined to complete the course. He has our full support”
Update from Diana:“Newark College have now signed Lewis up! The college eventually back-pedalled and said they would take Lewis on, despite there being no change in circumstances.”
For more information
WWW.RDR.LINK/ABX003
Paul and Diana Whetton along with employee Lewis
PMM NEWS
80 years and still going strong!
Autotech Recruit has recently celebrated a remarkable milestone as Geoff, the company’s oldest contract MOT tester, recently turned 80 years old. Still actively working and in demand, Geoff’s career is a powerful reminder of the value of experience – and the evolving role of older professionals in today’s workforce.
With a career spanning decades Geoff has witnessed first-hand the transformation of the motor industry - from the catalytic converter to electric vehicles, from clipboard checks to digital testing. Since joining Autotech Recruit in June 2018 as a contractor, he’s been a steady, trusted presence in workshops across East Anglia.
His meticulous attention to detail and depth of practical knowledge ensures that every vehicle he inspects meets the highest safety standards, and his willingness to share that wisdom is quietly shaping the next generation of vehicle technicians.
“Geoff’s story is not a oneoff. He is part of a broader shift – a workforce phenomenon dubbed the Great Unretirement.”
Geoff’s story is not a one-off. He is part of a broader shift –a workforce phenomenon dubbed the Great Unretirement. Driven by a mix of rising living costs and a desire to stay active, a record number of older people in the UK are returning to work or choosing to delay retirement. Today, nearly 1 million more people aged 65 and over are working compared to the start of the millennium, and around 11.5 per cent of the UK population now works past the age of 65double what it was in 2000.
Among those returning, self-employment and contracting are proving popular options, offering flexibility without the rigid demands of full-time roles. Autotech Recruit is seeing this trend up close: more than 30
of its contractors are aged 60 and above, using the freedom of contract work to shape careers on their own terms.
One of them, John, spent 25 years running his own MOT centre before selling the business and stepping into full-time contracting: “After selling my garage I found it difficult to settle in one place,” he explains. “When I heard about contracting, I felt it was the perfect solution. My weekends are my own now. I enjoy working in the garden most weekends, and I still get to do the work I love.”
Time to retrain?
As technology in the motor trade continues to evolve at pace, there’s a growing concern that some experienced technicians are exiting the industry rather than retraining -
and taking their invaluable skills with them. The flexibility of contract work is proving to be one solution. It’s giving seasoned professionals a viable way to stay in the trade, contributing their knowledge and mentoring newer recruits, without sacrificing their work-life balance.
“Geoff’s ongoing commitment at 80 is more than just a feel-good milestone, it’s a call to action for the automotive industry to rethink how it supports and retains older workers, not just for their productivity, but for the deep reservoirs of insight, reliability, and mentorship they bring.” comments Simon King, CEO, Autotech Group.
For more information WWW.RDR.LINK/ABX004
Are higher wages closing the skills gap?
There is some good news to report, finally, on the automotive skills gap: it’s closing. Down from a high in 2023, when automotive occupied the runner-up spot in the vacancies league table (behind only the hospitality sector), the automotive industry now stands at 2.3 per cent vacancy and is the 11th most understaffed sector in the UK. According to the latest figures from the IMI’s Vacancy Tracker, the Motor Trades sector has approximately 14,000 open positions, down by 49 per cent on 2023. Vacancies across all UK sectors are falling and have been for some time. Vacancy rates have now gone below pre-pandemic rates, to 727,000 overall. The recent rapid decrease in automotive vacancies – dropping by 2,000 positions simply between May and June –has brought it into line with the UK average for the first time in three years.
Vacancies reached a high of 4.9 per cent in automotive in early 2023, a situation which was widely covered at the time and led to fears that certain needs within the car repair sector, such as EV and ADAS, would be left unmet for years to come. An ageing workforce, many workshop proprietors and vehicle technicians took the opportunity provided by the COVID-19 pandemic to retire early. Coupled with the Government’s refusal to place the automotive sector on the Shortage Occupation List, allowing skilled candidates to come from Europe, the industry faced a rapid post-pandemic spike in vacancies. Furthermore, many commentators pointed to
the ongoing lack of school leavers opting to study vehicle repair at college and a complete lack of support for the apprenticeship system. This is a problem which has steadily grown over the last 30 years and which affects a number of skilled trades.
So what’s changed?
Well, according to a recent report by the IMI, even though vacancies have come down, demand for technicians has in fact increased by 4 per cent. Likewise, salaries for technicians have increased by 13 per cent in the past two years, bring them to £2,560 above the Government median. According to the report, “vacancy rates declined more rapidly than job postings, suggesting that roles were being filled more efficiently or advertised less often.” However the situation remains tight, with demand for technicians remaining high. This fits with the fact that, according to RAC data from the end of last year, the average age of the UK car parc is now nine years and ten months – the oldest it has ever been, the RAC says. The older vehicles are, the more repair and maintenance work they require.
However, according to GiPA’s latest report, as of July 2025, the leading concern among automotive professionals is a fall in demand for goods or services (25.8%). Add to this the increase in additional vehicles entering the car parc in 2025 (up 3.5 per cent on 2024) and a picture starts to emerge of an industry bracing itself for an end to the abundance of work that has characterised the
post-pandemic era. The question is, then, whether the industry is attracting more talent to fill the available roles or whether less roles are being advertised?
Well, PMM put the question to Emma Carrigy, head of research, careers & inclusion at the IMI, who told us: “The fall in automotive vacancies is being driven by a mix of factors. Rising salaries may be drawing some candidates in, but many businesses are scaling back recruitment altogether, absorbing vacancies internally as they face cost pressures such as higher national insurance and the living wage. This mirrors the broader labour market, where vacancies have dropped to their lowest level since 2021.
“What matters most for our sector, however, is not just the number of jobs available but the skills needed to fill them. The UK’s car parc is actually ageing, with the average vehicle now 9.5 years old and a growing share over 10 years. That suggests garages will continue to see stable demand for maintenance and repair. But the nature of the work is evolving: today’s vehicles are far more complex, with advanced systems requiring diagnostic expertise, IT knowledge, and specialist training. Ensuring the sector has access to this pipeline of skills is critical. Without it, businesses may struggle to keep pace with the technology on our roads, even if customer demand remains strong.”
For more information
WWW.RDR.LINK/ABX005
KNOW YOUR PARTS
Mercedes-Benz EV shock absorbers
Bilstein shock absorbers for Mercedes-Benz EQS and EQE are now available in the aftermarket.
Bilstein is bringing OEM quality shock absorbers for fully electric luxury class models from Mercedes-Benz and Mercedes-AMG.
Electric mobility is gaining momentum – and in the aftermarket too. With the availability of new B4 LFM (air suspension module) and B4 DT (DampTronic) shock absorbers for the Mercedes-AMG EQS, Mercedes EQS (S-Class) and Mercedes-AMG EQE models, Bilstein is expanding its range to include tailor-made suspension solutions for some of the most technologically advanced electric vehicles on the market. This enables workshops and spare parts dealers to professionally supply fully electric high-end models with spare parts in OE quality.
B4 DampTronic – comfort and technology at OE level
As a direct replacement for factory-fitted
semi-active shock absorber systems, the Bilstein B4 DT offers a perfect plugand-play solution for anyone who values OEM quality. The B4 DT shock absorbers are based on the innovative Bilstein Sky technology, which is also used in the series production of EQS models. The system reacts adaptively to irregularities in the road surface, and handling and load changes, ensuring a balanced mix of ride comfort, driving dynamics and safety.
B4 air suspension module –premium alternative for mechanical shock absorber systems
The Bilstein B4 LFM (air suspension module) is also available for the MercedesAMG EQS. This high-quality module replaces the factory-fitted air suspension with
Electric vehicles such as the Mercedes EQS and EQE pose new challenges for the suspension due to their high vehicle weight, special mass distribution and spontaneous power delivery. Safety, efficiency and comfort are becoming even more important. Bilstein meets these requirements with tailor-made products – as a long-standing OE partner to leading manufacturers, this expertise is naturally incorporated into all Bilstein products for the aftermarket. Thanks to continuous development and technological innovation, Bilstein is playing a leading role in suspension systems for electric vehicles.
BEST PRACTICE
Dealing with noise, vibration and harshness
The reduction of noise, vibration and harshness has become a technology in itself. Vehicle manufacturers strive to refine their vehicles with insulators and vibration countermeasures to reduce these characteristics, but what exactly are they? Here, febi explains.
Noise is defined as an unpleasant or disruptive sound that causes some sort of disturbance, such as the rattling of a worn bearing.
Vibration is defined as the off-putting, repetitive motion of an object, such as a tyre out of balance which causes the steering wheel to oscillate at certain driven speeds. Harshness is more difficult to define as this is very subjective. However, it could be defined as a sudden, aggressive feeling, such as the response from the vehicles suspension when driving into a pothole.
The largest source of these characteristics in the vehicle is from the internal combustion engine, with its rotating parts, combustion events, and variation in speed during operation. These features are magnified even more in engines equipped with stop/start technology, cylinder deactivation and increased compression ratios. The transfer path through the vehicles body is via the engine mounts and any responding fuel, exhaust or air conditioning pipe, or interior trim. These are felt by us as either sounds that can be heard or vibrations that can be felt.
Insulation
Vehicle manufacturers use a variation of shapes, sizes and types of mount to insulate the engine from the body in order to counteract these features. However, this very much depends on the vehicles engine characteristics, the costs involved and brand quality perception. The three main types of mounting used are rubber, hydraulic and electronically active.
The traditional and most commonly used is the rubber mount. This is available in numerous shapes and sizes from a simple cotton real shape to a very complex rubber and metal formation.
Stiffness is regulated within the properties of the elastomeric material used, and the direction of movement is determined by the fixed links within the design of the mount.
The more dynamic hydraulic mount combines the acoustic isolation functions of a conventional rubber engine mount, but with a balanced damping performance.
Hydraulic engine mounts can adapt their characteristics depending on the induced load. The viscous liquid in the hydraulic mount acts as a damper to ensure optimum insulation.
A look inside
Inside a hydraulic engine mount, the main rubber spring has an upper and lower chamber. The chambers are connected by a series of canals and separated by a rubber valve. The mainspring is filled with a viscous liquid which acts as a secondary damper. During impacts that generate shock and vibrations, the rubber valve opens and closes the bypass channel redirecting the viscous liquid flow between the two chambers. This changes the stiffness of the mount, creating optimum damping characteristics for any road conditions (Fig.1). With greater control required, one option to provide better regulation for the hydraulic engine mount was to use vacuum produced by the engine. The negative pressure produced keeps the mounting soft at idle speed and in the lower rpm range, and firm in the higher rpm range. The evolution of hydraulic engine mount dampening control is electronically switchable mounts, which can be coupled with the vehicles engine management system (Fig.2).
Protective cover
Fluid Chamber
Nozzle system with diaphragm
Diaphragm
Equilibrium Chamber
Damping Control
FIG. Hydraulic mount
FIG. Electronically Switchable Hydraulic Mount
Membrane
Diaphragm
An electronically controlled engine mount meets dampening requirements, but with more control. The switching function causes the air suspension in the mount to be utilised in the neutral position, providing soft suspension when at idle or low rpm. Then, when the vehicle is being driven, the mount switches to hydraulic suspension, and provides a firmer suspension between the engine and the vehicle’s body.
The latest development for engine mountings is the active intelligent mounting, which is designed to meet the requirements of more demanding functionality. These are designed to save fuel, and be more in tune with driving dynamics to offer maximum comfort in the passenger compartmentreducing noise, vibration and harshness. An active, electronically switchable hydraulic
mount is equipped with an actuator and sensors to feedback to the control unit and can be actively controlled according to the dampening required. This is driven by the actuator excitation frequency; the active mount dampens either hydraulically, passively or actively. The isolation characteristics are calculated by the vehicle’s control unit and converted by the actuator so that no vibration is transmitted to the body of the car.
In time all engine mountings have the potential to fail or wear, reducing their dampening countermeasures which then causes unwanted vibration, noise and harshness. This can be caused by the mounting deteriorating through time and stress, or in the case of hydraulic mountings the fluid can leak out.
The vacuum-controlled mountings can have
issues with leaking air and the vacuum system that controls them can perish or stop working. This can cause more than a vibration issue, and may also give engine management problems, induced by an air leak in the system.
The electronic controlled mountings can also suffer from the fatigue issues of the other mountings. However, they have the added complexity of the electronics built within them. Any electrical issues can be detected by the control unit, and fault codes logged accordingly. This aides with any diagnosis regarding these mountings.
When replacing any engine or transmission mounting, ensure that all correct procedures are carried out to avoid reducing the life of the replacement part.
FOR MORE INFORMATION ON FEBI simply scan the QR code
TROUBLESHOOTER
Why was the 2013 Mazda 6Estate having headlight issues?
The team at the ALLDATA Info Centre has recently solved an issue affecting a Mazda 6 Estate.
PROBLEM
A persistent headlight issue plagued a 2013 Mazda 6 Estate, frustrating both the vehicle owner and workshop technician. A full headlight replacement seemed the only option left – until ALLDATA Repair shed light on a smarter solution.
The problem in question was dim Xenon headlights. The owner, the vehicle’s first and only one, had repeatedly complained about the headlights becoming increasingly dim over time.
Despite a technician replacing both the bulbs and the left-side ballast, the issue remained unresolved. By this point, the owner had already spent £1,500, yet the headlights continued to underperform – leaving her, understandably, frustrated. The next proposed step was to replace both headlight units, which would likely cost between £800 and £1,000 per side.
Solution
Fortunately, that expensive step proved unnecessary. Instead of a potential £1,000 repair, the actual solution cost just £25 –and, most importantly, it resolved the issue completely. By consulting ALLDATA Repair for instant access to manufacturerspecific technical information, a technician found a Technical Service Bulletin (TSB) identifying the reflector as the likely root cause. Mazda had introduced the reflector as a serviceable part, available for around £25. Thanks to detailed service instructions, the technician was able to replace the reflector in just 20 minutes. The result: restored lighting performance and a satisfied customer, at a fraction of the expected cost.
About ALLDATA
Thanks to the accurate data, mirrored from the 43 VMs, ALLDATA Europe includes on its repair catalogue, the problem was easily
rectified. The customer was satisfied that the saga had concluded happily, while the technician not only helped the customer save money but also their time and resources by accurately identifying the cause and applying the correct solution.
This case, along with others identified and shared previously by ALLDATA Europe, demonstrates that experience and guesswork aren’t enough – vehicle repair is complex –and manufacturer-specific data is vital in ensuring safe, efficient and accurate repairs.
ALLDATA Repair comprises of more than 90 million articles, over eight-and-ahalf million technical drawings and wiring diagrams with electrical connector views. That is procedures for more than 153,000 year, make, model and powertrain combinations – or, simply, 97 per cent of vehicles on the road today.
FOR MORE INFORMATION OR TO SIGN UP FOR A FREE TRIAL OF ALLDATA REPAIR simply scan the QR code
STEP-BY-STEP
Remote key reprogramming
Autowave guides readers of PMM through the remote reprogramming process for the Nissen Navara’s keys.
These comprehensive instructions have been produced to help professionals maximise the use of their replacement key and programming equipment, reduce errors and –if new to the practice – show how straightforward it is to benefit from this lucrative revenue stream.
Autowave’s Ravi Kotecha explains how to program a key remote on a 2021 Nissan Navara – using the OBD Key Master G3. The following will be needed:
■ Original working key
■ New two-button smart remote (AUTRK0228)
■ OBDSTAR Key Master G3
■ Stable vehicle battery power
■ Access to the vehicle’s OBD-II port
STEP ONE:
Connect diagnostic tool
Plug the OBDSTAR G3 into the vehicle’s OBD-II port, located just above the brake pedal on the driver’s side. Power on the tool and wait for the main menu to load. Confirm the original key operates the central locking and starts the vehicle before beginning the job.
STEP TWO:
Select vehicle model
On the G3, navigate to IMMO (Immobilizer) → Car → Asia → Nissan. Because ‘autodetect’ may take time, Autowave advises to manually select the model: Nissan → Navara → Europe → 2017- → Proximity → Read BCM code. The vehicle is a 2021 Navara and the part number is AUTRK0228.
STEP THREE:
Read BCM code and enter PIN
When prompted, remove all smart keys from the vehicle and press the Start button –ensure the dashboard displays ‘No Key Detected’. The tool will read the BCM and display both an old and new PIN code. For vehicles post-2009 like this one, select the new PIN code and proceed.
STEP FOUR:
Program remote(s)
Select Program Keys. Note: this function will erase all existing keys so ensure all remotes that will be programmed are present. Follow the prompts:
■ Take all smart keys out of the car (should still be outside)
■ Open and close the driver’s door
■ Select ‘New PIN code’ when prompted
■ For each key, place the back of the key on the Start button and press it
■ Wait for the security light to extinguish
■ Turn ignition OFF and press OK
■ Repeat these instructions if additional remotes are present.
STEP FIVE:
Finalise procedure
Once both keys are successfully programmed, the G3 will confirm with ‘Program success’. When prompted, test each key by holding it to the Start button and pressing it twice with the brake pedal depressed. The vehicle should start normally. Turn off the ignition, open and close the driver’s door, and press ‘OK’.
STEP SIX:
Test functionality
Test both remotes. Confirm they lock/unlock the vehicle and start the engine. Both original and new AUTRK0228 keys should function identically.
In just a few minutes, a 2021 Nissan Navara remote, using the OBDSTAR Key Master G3, is programmed. The remote is now fully functional with both lock/unlock and engine start capabilities.
BEST PRACTICE
The importance of MAF sensors
Valeo discusses the role air mass flow meters, or MAF sensors, play in enabling engines to run at peak efficiency.
Precision in Air-Fuel Management
Modern internal combustion engines rely on accurate air-fuel mixture control for efficiency and emission reduction. Central to this process is the Air Mass Flow Meter (MAF sensor), which measures incoming air and transmits data to the Engine Management System (EMS). This allows the Electronic Control Unit (ECU) to fine-tune fuel delivery for optimal combustion.
Understanding Air Mass and Temperature Air density varies with temperature, affecting oxygen content. Warmer air is less dense, while cooler air contains more oxygen. Since combustion relies on oxygen, measuring air mass rather than volume ensures precise fuel injection.
Types of MAF sensors
Older vehicles used vane-type MAF sensors, where airflow moved a hinged flap connected to a voltage sensor. These are now largely obsolete.
Hot Wire MAF sensors are common in modern vehicles. A platinum wire, heated electrically, is cooled by incoming air. The sensor adjusts current to maintain temperature, translating this into an air mass reading.
Hot Film MAF sensors function similarly but use a durable film element, offering higher accuracy and resistance to contamination.
REDEEM YOUR CPD CREDIT
Integration with the engine management system: The ECU processes MAF sensor data alongside inputs from the Throttle Position Sensor, Oxygen Sensors, Coolant Temperature Sensor, and Manifold Absolute Pressure Sensor. This synergy optimizes combustion, adjusting fuel injection and ignition timing based on driving conditions.
Diagnosing MAF sensor issues
A faulty MAF sensor can cause poor acceleration, rough idling, and increased fuel consumption.
Diagnosis involves:
■ Checking signal voltage with a multimeter.
■ Using live data from a scan tool.
■ Inspecting for dirt or oil contamination.
■ Examining wiring and connectors for faults.
Common failures and fixes contamination:
Dirt buildup affects readings, causing rough performance. Cleaning with MAF sensor cleaner restores accuracy. Electrical Faults: Wiring damage leads to erratic signals and check engine lights. Inspect and repair connections. Sensor Degradation: Over time, hot wires or films lose precision, requiring sensor replacement.
As a global leader in automotive technology, Valeo Service provides a comprehensive range of high-quality MAF
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sensors and related engine management components. With decades of experience in the field, Valeo ensures its products meet stringent OEM standards, offering superior durability, precision, and efficiency. By continuously innovating, Valeo Service supports technicians and vehicle owners with reliable solutions that enhance performance and reduce emissions.
Expanding coverage
Valeo has recently released 150 new mass airflow meter (MAF) sensors, increasing its range to 240 references. This expansion now covers 166 million vehicles in Europe, providing distributors with a broader portfolio to meet market demand. The new releases include applications for hybrid vehicles such as the Volvo XC60 II T8 PlugIn Hybrid 2022 and the Peugeot 408 II Hybrid 225 2022, reinforcing Valeo’s commitment to supporting the latest automotive technologies.
FOR MORE INFORMATION ON VALEO
simply scan the QR code
Q&A
PMM interviews Ben’s Ellen Plumer
At Automechanika Birmingham earlier this year, PMM’s Kieran Nee caught up with Ben’s head of awareness and experience, Ellen Plumer, to find out about the charity’s recent mental health survey.
Hi Ellen, tell me about the new Health and Wellbeing survey Ben has recently released
Every year we do a survey across the whole industry where we try and get as many people to take part as we can and that is so that we can inform the industry of the issues we're seeing. It also means that it allows us to develop services in line with what the industry's challenges are. So we are reactive to what we are seeing but we try our best to be proactive and develop support. We don't want people to have to come to us in crisis. We want people to live their best life before they get to the point where they need our support. But we are always there if they need us. This year we have seen a rise in sleep being an issue across the industry.
What’s behind that, do you think?
We don't know why, but it is connected to everything else. So within health and wellbeing, nothing stands alone, it's all connected. If we're stressed, it's generally not just stress. It'll be because there are money issues or sleep issues or work-life balance issues. It'll all be intertwined. And it is those layered on top of each other that then creates an issue. We all have ups and downs. It's when we can't get ourselves out of the down that becomes the issue. So this year we're seeing a lot of sleep issues and the resounding problem was stress. 57 per cent of the industry is dealing with some level of stress.
That’s shocking. Is it higher than previous years?
“We don't want people to have to come to us in crisis. We want people to live their best life before they get to the point where they need our support.”
It’s the biggest change we've seen this year and we're not sure whether that's because people are identifying sleep and are more aware of their sleep and the cause and effect that has on their wellbeing or whether there's so much going on that they can't sleep. We're not sure if that's reactive or how that sits but it shows us that we need to do more to help people manage that and if they can't sleep, that is going to affect everything else.
They're going to go into work, not going to not be as productive as an employee, everything's going to get on top of them quicker, it just adds up.
People probably aren’t going to ring up Ben after a bad night’s sleep, so what can you do to raise awareness that there are things that people can do to improve their sleep?
The survey and things like the Steer Guide [launched with The Motor Ombudsman, WWW.RDR.LINK/ABX011 ] really help us to talk about the issues. If we start talking about them, people become more aware of them in themselves. So if we say it, people might think, ‘actually, maybe my sleep hygiene isn't brilliant and maybe I need to do some things to improve that’.
Reducing your screen time before bedtime, similar times of going to sleep every night... There are quite simple things you can do to improve your sleep hygiene.
But that, we are well aware, has a physical impact and a mental health impact and we are here to support your health and wellbeing as a whole, not just your mental health or your physical health. So sleep impacts everything about us as humans. It makes us grumpy, it makes us not able to work as a team and not able to problem solve, not function, makes our dietary choices poor. So all of those things wrapped up generally have a negative impact on every aspect of our life. So it's just about highlighting those so people can be consciously aware day to day that these are having an impact on your health and wellbeing.
Would I be right in assuming that if you go back a few decades Ben was not dealing with sleep issues and anxiety?
We probably were. We probably just didn't identify all of the elements that went into that. did we know scientifically that sleep was having such a negative impact on our health 10, 20 years ago? Probably not. There's much more research in that now. But I'd say that issue hasn't changed. It's just maybe people are more aware.
Are people in the industry drinking less than they used to?
Good question. We know we have lot of alcohol related issues within the industry and we know that people have historically drunk to de-stress. And we now know that that is a terrible de-stressor. It has health impacts, it has mental health impacts, you can't adjust your mental health when you're drinking it. It is a depressive substance.
It's teaching people again to recognise that in themselves. Is this becoming an issue? Is me opening a drink when I get home to cope with the day actually going to help? Are there better things I could do to support my health and wellbeing than reaching for a drink? Yes. So it's providing people one with the acknowledgement that that is a recognising that in themselves and thinking, is this too much? Where is the line?
I think that’s very useful advice. Changing tack, what’s new with Ben?
We've got lots new, so obviously we're launching Steer here at Automechanika. We've got lots coming on this year, our main aim for the next five years is to raise awareness. We want to move awareness
above one in five people in the industry – 20 per cent of the industry are currently aware of Ben and our services. We want to move that to one in three. It's a huge task. By doing that, we want to double our fundraising so we can help more people. We want to triple our impact. So we want to help three times as many people.
We know there's a need and we want to provide those services to people. By raising awareness it means that more people can fundraise for us and more people can access our support so that is the key for me and that is my sole purpose is to raise awareness.
Any idea how you're going to achieve that growth?
We're getting much more visible on social media so everybody needs to follow us! Partnering with other organisations such as the Motor Ombudsman is key. It's about speaking to the industry and making it really clear that we can't do this on our own. We are not the solution, we can provide a solution but you have to work with us on that. We can't infiltrate the industry and raise awareness without the industry taking ownership with that and helping us with that.
“Is me opening a drink when I get home to cope with the day actually going to help? Are there better things I could do to support my health and wellbeing than reaching for a drink? Yes.”
Listen. Inside the PMM Podcast
Have YOU listened to the Professional Motor Mechanic Podcast?
As we pass three yearsof the hit aftermarket podcast, we take a moment to reflect on some highlights and reveal what we have planned for the future.
It’s hard to imagine now, but three years ago there were no regular podcasts for the independent aftermarket. That all changed with the launch of the very first episode of the PMM Podcast – Where’s my Part? Supply Shortages in the UK Aftermarket. Perhaps it was a bit rough around the edges, but it delivered what the industry needed: an honest look at an important issue affecting independent garages. Namely, parts shortages. Since then, the problem has been picked up by organisations and mainstream news outlets.
Since those early days, we have gone on to release a new episode every month, going the extra mile to visit garages,
events, manufacturers and industry figureheads to keep you informed and entertained. Some of the highlights have included a visit to an EV retrofitting site, a debate at our Mechanex show about the future of the industry, a visit to an NHS workshop, a classic car workshop, the golf course with Andy Savva and discussions about oil prices, cyber security, the right to repair, the MOT... the list feels endless! But through it all
remains a dedication to honesty, research and a light-hearted approach to serious topics.
If you think after 30 episodes we’re running out of steam, think again! In the next six months we’ve got episodes on MOT changes, mobile mechanics, ADAS, Autonomous vehicles and we’ll even be searching for the UK’s oldest garage!
So the only question left to ask is: if you’re not listening already, why not??
TO LISTEN TO ALL OF THE EPISODES SO FAR ON THE PLATFORM OF YOUR CHOICE, SIMPLY SCAN THE QR CODE
Show preview.
Who’s at TheBlend thisyear?
The UK’s leading not-for-profit annual conference and networking event for independent garages, The Blend, returns to the Eastside Rooms in Birmingham on Saturday 18th October 2025. Find out what’s in store for workshops looking to level up. WHEN? ..................................Saturday 18th October WHERE? ...............................The Eastside Rooms, Birmingham. REGISTRATION: ............8.30 am – 9.10 am CONFERENCE: ................9.10 am – 5:45 pm EVENING EVENT: .........6.45 pm – 11 pm (Dress code: Smart casual, business casual)
Now in its sixth year, The Blend has established itself as the must-attend event for progressive independent garages across the UK and Ireland, bringing together more than 300 business owners, managers, and industry experts to share knowledge and celebrate success.
This year’s agenda reflects the evolving pressures and opportunities facing independent garages, with sessions spanning mental health, cybersecurity, customer service, and growth strategies.
Tim Benson of Oldfields Garage, with seven national and two local awards under his belt, will reveal his practical seven-step framework Oldfields used to build a winning culture, inspire staff, and showcase its values. His session promises a blueprint for garages aiming to raise their profile and benchmark against the best.
Edward Cockill of Uckfield Motor Services will bring an honest and personal perspective, opening up about
his own experiences with mental health. His talk is set to spark much-needed conversations around wellbeing in the industry, helping garage owners consider how to better support themselves, their teams, and their peers.
Returning speaker Dean Lomas of DC Lomas will reflect on the highs and lows of rapid expansion, tackling the realities of cash flow pressures and the urgent need to attract younger talent.
Meanwhile, Emma Lindley of Lindleys Autocentres will champion the vital role of
service advisors, exploring how outstanding front-of-house staff can turn everyday interactions into long-term growth.
Building on his ever-popular sessions, Michael Shaikly of Shaikly Motor Services will revisit the subject of customer profiling, showing garages how focusing on the right customers can lead to stronger profits and healthier workplace dynamics.
Danny Trageskes from The Motor Ombudsman will share insights into Alternative Dispute Resolution, offering reassurance for consumers while highlighting current trends in customer complaints.
Prashant Chopra of Autogem will deliver a hands-on look at Tyre Pressure Monitoring Systems (TPMS), an increasingly important area, as widespread battery failures cause MOT complications but also open new opportunities for independent garages.
On the digital front, Laurence Abbott of Autotech Group will spotlight the risks
of cyber-crime, equipping owners with practical tips to safeguard against costly attacks and reputational harm.
And for garage owners looking ahead, Jay Wheatley of Absolutely Automotive will share expert advice on exit planning, highlighting the importance of preparing well in advance to ensure a smooth and successful sale.
One of this year’s highlights will be the panel discussion, “Partners, Family & Business: The Balancing Act”, where Tina Drayson of CCM Garages will moderate a candid conversation on juggling family life with business demands. Panellists Kirsty Watson of Autocentre, Claire Cleevely of Cleevely Group, Diana Whetton of PW Auto Repairs, and Samantha Lomas of DC Lomas will offer first-hand experiences and practical strategies.
Additional contributions will come from Mark Webb of Garage Vitals, Ellen Plumer of industry charity Ben, and Tom Cockings of RCMR, each bringing their specialist knowledge to the stage.
A word from the sponsors
Delegates can also look forward to dedicated sessions from The Blend’s principal sponsors, with Castrol and The Race Group returning as Gold Sponsors, and LKQ Euro Car Parts, GSF Car Parts, and NAPA supporting as Silver Sponsors.
“The announcement of The Blend’s speaker line-up has become a key moment in the calendar, as garage owners across the UK look to The Blend as an essential event for gaining the knowledge and insights needed to make smart business decisions,” said Ray Dilsons,
FOR MORE INFORMATION ON ATTENDING THE BLEND simply scan the QR code
event director. “We’re proud to once again present such a talented and diverse group of experts whose experience spans mental health, cybersecurity, business growth, and customer service. Their practical advice will equip attendees to face the challenges ahead and strengthen their businesses for the future.”
As ever, The Blend is more than just a learning experience. It’s also about networking, recognition, and community. The evening programme will include dinner, entertainment, and the prestigious Blend Awards, honouring the very best in the independent garage sector.
As a not-for-profit event, any surplus proceeds will once again be donated to the automotive charity Ben, following on from the thousands raised in previous years.
PMM and Pico Technology are on the lookout for this country’s rising talent this year, with a series of articles highlighting the brilliant work being done in colleges and workshops to close the aftermarket’s skills gap. This November, PMM and Pico Technology will crown the most deserving automotive learner as PMM ’s Top Talent of 2025
THE VIEW FROM THE COLLEGE
PMM has been on the road seeing the institutions training the next generation.
We visited East Surrey College recently after a quick chat with friend of PMM, Mike Smallbone, aftermarket consultant, at the IMI awards earlier this year. “Next week,” Mike told us, “I’m going down to Redhill to do a talk with the students on behalf of VARTA batteries. I know you guys are interested in supporting young learners, why don’t you come along?” So, like all the best plans we have at PMM, this was a last minute decision. But we were very thankful we made it, as it opened our eyes to the passion and dedication college tutors have for their courses and their students. We’ll report more on the insightful talk Mike gave in a future issue, but for now, we wanted to share with you some of the conversations we had that day with Mike and the staff.
“Events like this open the students’ eyes to what's out there in the motor trade.”
Mike Smallbone, talking to the students:
“I've had five jobs, so I'm bit of a job stiffer really. I'm in year three now of running my own business and I guess why am I sharing this with you? So again, I left school at 15, thick as a brick like I've said, and if I can do it, anybody can do it, okay? There's a bit of a stigma about the industry: “if you're thick at school, go and become a mechanic. Okay?
And that's kind of a bit of a stigma that we've had across
the space of many years. It is totally untrue. Okay? I know some of you are in motor sport, or more widely motor vehicle, but you are working on technical pieces of kit these days, open heart diagnostics. Most of you may have been born with a mobile phone in your hands, which is good news because the modern motor vehicle is all about plug and playing – as I say, open heart diagnostics. So if anyone said to you ‘going to college, studying
this, studying that, you're wasting your time’, guys let me tell you, you are not. Because the transformation of the motor vehicle compared to when the Model T was on the road 100 years ago or whatever, is actually transformational.
Richard Drayson, tutor, speaking to PMM
Why is it important to bring external partners like VARTA into colleges?
It opens the students’ eyes to what's out there in the motor trade, in the workplace, and it gives them some more information about what we’re following in and beyond the curriculum. This is a little extra bonus for them, you like, which opens their eyes to different technologies or technologies they might have only just heard about. This gives them little bit more information about different technologies and they experience something a little bit different, something a little bit more interesting. We try and do one a year. We've had Mike here previously with Lucas Oil and that was a fantastic event
and again that opened the students’ eyes to the aftermarket lubricants.
What do you think the college can do to broaden the students’ horizons?
Well this is a prime example of one of the things they can do to bring outside people in such as Mike to present different training seminars on different subjects. Previously, we’ve also had trips to the Science Museum in London. We’ve got a strong motorsports division here and the motorsport guys go to the race circuits around the country during the race season which is just about to start and that provides them with a different experience as well you know.
Bill Darnbrook, tutor, speaking to PMM
What do you love most about working with young students?
Their success at the end of the day when they actually leave. Don't take that the
PMM’s RISING TALENT COULD YOU BE OUR TOP TALENT?
PMM and Pico Technology are calling on colleges, workshops, technicians and apprentices to tell us about yourself or someone you know that has excelled as a Rising Talent.
Whether you have overcome issues, succeeded in your college exams, impressed your employer, gone above and beyond in your role with customers –whatever it may be, we want to hear your story!
We’ll be choosing the entrant that has impressed us the most and presenting them with their award at this November’s Mechanex-
wrong way, but when they're actually going on into life. When they’ve completed a course and actually gone into the garages.
What do colleges like this need to keep going?
We need people from the garages to start coming in and giving the students the opportunity to come in and work and pass their knowledge on. That's what we need. The thing is, the motor vehicle industry is constantly changing. A modern car today is like working on a 1950s fighter jet. If you think
PMM Live and the winner won’t be walking away empty handed!
Pico Technology is offering the winner of this great competition an amazing 4-Channel PicoScope kit, worth £2,365! Not only will the winner take the kit, but they will also bag a day’s training at Pico’s HQ. Not bad!
about what a car does today, it drives itself, it parks itself, it's got cameras all the way around it. There's so many things, it even talks to you.
The way that I feel is that the colleges do an absolutely fantastic job. There are lots of talented people in there. Not just in motor vehicle but in every department. From brickwork to woodwork to sewing to performing arts. They need the people from their trades to come and help them financially or just give support. Instead of being negative towards the colleges, we really need
So how to enter?
Entering this competition is easy. Simply scan the below QR code or go to www.rdr.link/ABX014, enter your details and write a short paragraph about why you or your chosen nominee is a top talent. Good luck!
people to be positive because this is where seeds are planted and grow. It doesn't matter about the cars, it's about the young people and that's what colleges are.
The public, too, if they have a vehicle and they wish to pass it on to their local college. I'm sure their local college will gladly accept it with open arms because we need support all the way through. Here at East Surrey College, we've got lots and lots of students who want to progress.
MechanexSpecial!
Out and About withPMM
Recently it’s been all about MechanexPMM Live for us, with the show taking place at Sandown Park, in Surrey, on November 11th-12th. Before we kick things off next month, let’s take a look back to last year’s event. Last year we celebrated 20 years of the show and hosted over 60 prime exhibitors. Best of all, we welcomed 20 per cent more visitors through the doors than the year before – what a result!
This month’s FEATURES...
BRAKES & CLUTCHES
33 Brembo introduces its new Prime range of brakes
34 What causes noise, vibration and harshness? Febi explains
OILS, LUBRICANTS & ADDITIVES
37 Is the engine oil you use ‘recommended’ or OEM-approved and is there a difference? TotalEnergies discusses
39 Confused about oil specifications? VLS is here to help
40 Morris Lubricants explores what goes into creating quality oils
43 Diesel’s not dead yet, so says JLM
44 Castrol outlines the latest advances in engine oils
REMANUFACTURING
47 Carwood explains why remanufacturing is ‘as good as new’
50 Why should you consider a remanufactured ECU? ECU testing answers that and more
52 PMM visits Autoparts, a company playing a vital role in the remanufacturing ecosystem
TYRES, WHEELS & ALIGNMENT
55 Sealey has you covered for tyre and alignment jobs
56 Pro-Align provides its top five tips for selling wheel alignment
59 You could be up-selling all-season tyres, according to Point-S
Next month…
We’ll be looking at diagnostics & engine management, winter service & lighting, tools & equipment and our Mechanex preview
Premier league BRAKING
Imagine a braking solution that delivers optimum braking efficiency for every size of vehicle, in any road or weather condition. A complete range that is produced to the highest original equipment specification, with each component designed and tested together for outstanding synergy, quality, performance and convenience.
That solution is what Brembo claims to provide with its new Brembo Prime range: a family of premium pads, discs, calipers and fluids that offers a complete replacement braking system for every European application – from passenger cars and light commercial vehicles to the rigorous demands of heavy-duty trucks. The range’s exceptional, 98 per cent parc coverage, along with ready availability and fast-moving references, brings significant business potential for distributors and garages. What’s more, each Prime component benefits from Brembo’s OE expertise and exacting standards throughout the production cycle, meaning that workshops can be assured of easy, firsttime fit, while giving their customers unbeatable stopping power on the road.
We asked Brembo Brakes to explain what makes its Prime braking collection a win-win for both the aftermarket and drivers.
internal pillar ventilation system aids cooling and enhances disc resistance. Brembo’s market-first, solvent-free UV surface coatings, developed in collaboration with car makers, protect the discs against corrosion and have achieved a salt spray test resistance of more than 240 hours. The range also includes lighter-weight, two-piece Prime discs designed specifically for premium cars, featuring options such as Composite, Floating, Co-cast, Lightweight and Dual Cast discs. For fitters, Prime discs bring the added convenience of 98 per cent parc coverage and come with all the required fixing hardware for fast, simple installation.
Covering cars and vans
To guarantee smooth and effective brake control for passenger cars and LCVs, Brembo’s Prime brake discs and pads incorporate every technical advantage.
The OE specification, high-carbon cast iron used for the brake discs minimises vibration and noise, while maximising performance. Additionally, a patented,
Importantly, Brembo has also ensured that every Prime disc is paired with a comprehensive selection of brake pads. By specifying the right, ecofriendly friction materials for each vehicle, Prime pads delivers long-lasting performance, comfort and wear. Careful scorching and directionality of the friction compound prevents fading, resulting in less noise and vibration. Features such as patented damping weights, chamfers, slots and multi-layer piston shims further reduce brake noise. An additional, copperfree Prime Ceramic pad range offers enhanced durability and low dust emissions. For easy servicing and installation, each pad includes an at-a-glance wear indicator and comes with a fitting accessory kit.
Adding further business potential to the collection are Brembo’s Prime calipers for LCVs. Specifically designed by Brembo for the long miles covered by light commercial vehicles, every caliper aids reliable, efficient braking performance. They can also be combined with a Brembo bracket, for complete, safe servicing of the braking system. Prime brake discs and pads for commercial vehicles present an equally exceptional, allround solution for even the toughest heavyduty needs. The supremely durable Prime CV disc range includes not only standard references but also Co-cast and Ring options, whose advanced technologies ensure superior mechanical resistance, better heat dissipation, thermal crack reduction and longer life across thousands of miles. Each Ring disc also includes fittings to allow easy surface maintenance without replacing the entire hub.
Fluid protection
Completing the whole range are Brembo’s Prime brake fluids – providing the ultimate braking amplification for all vehicle sizes and types, while protecting important components from corrosion. These high-standard, specially developed fluids guarantee safer braking, alongside low viscosity and a reassuringly high boiling point.
COMMON FAULTS
Avoiding brake judder
Blue Print goes into detail on the issue of brake judder and its causes.
When fitting new brake discs and pads, careful preparation is vital to avoid brake judder. This is because, in many cases, no symptoms of brake judder will be apparent following the fitment of new discs. However, after a few thousand miles, vibration through the brake pedal and steering wheel can be felt. This vibration is often caused by disc thickness variation (DTV).
It is important to thoroughly prepare all mating surfaces and remove any corrosion from the wheel hub to ensure it is clean and free from defects. Then, using a suitable solvent such as brake cleaner, remove any traces of the anti-corrosion preservative from the new brake disc faces before fitting. Following the installation of the new parts, the importance of checking disc ‘run-out’ after assembly cannot be emphasised enough. Excessive ‘run-out’ can lead to increased pedal travel caused by the caliper piston being pushed back by the brake disc; this can also result in vibration under braking. The mating surfaces of the brake disc or
wheel hub can be the main cause of this excessive ‘run-out’. If the mating surface is worn or not completely clean (Fig.1) – for example a small particle of grit or rust measuring just 0.05mm on the hub – the result could be a ‘run-out’ figure of over 0.10mm when measured at the contact surface of the brake disc (Fig.2).
Brake disc ‘run-out’ must be checked with a dial gauge (Fig.2) with the brake disc secured to the hub, taking note of the point of maximum variation. The utmost recommended ‘run-out’ is 0.10mm - however, this number may be lower subject to the vehicle manufacturer’s specification.
If the ‘run-out’ figure is indeed excessive it may be possible, depending on vehicle application, to fit the disc in an alternative radial position on the wheel hub – i.e. turned through 90° and then re-assembled.
DTV is usually created by the disc running out of true and making partial contact with the brake pads when the brakes are not being applied. At these localised points of contact the disc is worn at a greater rate than normal and as such variation in the thickness of the
disc occurs. When this happens, the vibration under braking will become apparent.
DTV of the brake disc can also be measured separately using a micrometer; the measurements should be taken at points A, B, and C (Fig.3) at various positions around the disc. Variation in thickness of as little as 0.025mm can cause vibration and judder when under braking, and with some vehicles, this figure can be even lower.
Before installing new brake pads and discs it is important to check the caliper and carrier for wear and damage. Remove all surface rust from the brake pad mounting area.
■ Check operation of parking brake mechanism.
■ Check the condition and operation of the caliper sliding Points.
■ Depending on the brake design, be sure to also clean the caliper bracket guide surfaces.
■ Check the brake caliper, bracket, fixings, guide plates and other small system parts for rust and damage and replace if necessary.
Use a high-temperature-resistant and metalfree grease such as ceramic paste to lubricate
the mounting surfaces, along with the guide and contact surfaces on the caliper bracket and brake pad (Fig.4).
When refitting the wheel after all the brake parts have been assembled, inspect the mating surface for corrosion and defects, and clean as necessary. Tighten the wheel fixings to the vehicle manufacturer’s settings; being careful not to overtighten these fixings as this can result in damaging the wheel hub which, in turn, can also lead to brake judder.
Avoid excessive or high-speed braking until the brake pads and disc are bedded in –a mileage of 150-200 miles (250-300 km) is recommended. Excessive harsh braking during this period can cause heat spots with a consequent reduction in braking efficiency.
Remember that brake discs and pads are safety critical components and regular inspection is essential for the safety of the
vehicle owner and other road users.
FOR MORE INFORMATION ON BLUE PRINT simply scan the QR code
Making the RIGHT choice
David Valentyne, aftermarket sales manager and Tom Hyde, technical manager at TotalEnergies, explore the difference in engine oil specifications between OEM approved and “recommended for”.
Engine lubricants are a critical engineering component for modern vehicles, essential for reliability, performance and longevity.
With engines becoming more compact, turbocharged and built to comply with complex emissions regulations, the demand for high-performance lubricants has never been greater. OEM approved products remain the optimum solution, bringing peace of mind to mechanics and drivers.
TotalEnergies markets motor oil for passenger cars under the Quartz range that is the result of over 70 years of R&D, developed in close collaboration with OEMs. TotalEnergies is not just a supplier; it is a development partner for many automakers, co-engineering lubricants during engine design. The result is a range of lubricants with more than 160 OEM approvals, proven performance in the lab and on the road, lower total cost of ownership, reduced environmental impact and, ultimately, products which workshops and vehicle owners can have trust and confidence in.
However, there is still some confusion and scepticism regarding OEM approvals in the market more generally. With mounting economic pressures, workshops are uncertain about value for money.
The lubricant landscape
Historically, there were just two pieces of information which mattered when it came to selecting the right engine oil. Firstly (and most importantly), its viscosity and, secondly, whether it was synthetic or not.
Then came bodies like ACEA (European Automobile Manufacturers’ Association –representing 15 major OEMs), API (The American Petroleum Institute) and ILSAC
(International Lubricant Standardisation and Approval Committee, mainly representing North American manufacturers and the Japan Automobile Manufacturers Association).
These organisations specify, and regularly update, the range of lubricant sequences which they have verified – providing a degree of uniformity across the industry.
All engine oil sold in Europe must have ACEA verification.
As of 2025, the ACEA defines 9 sequences across A (petrol), B (Diesel) and C (LowMid SAPS, suitable for new vehicles with Gasoline/Diesel Particulate Filters and threeway catalytic converters) categories. This includes the C7 category which was introduced in September 2023. The ACEA regularly updates its specifications, with older specs phased out and therefore not marketable. From 1st August 2025, only lubricants meeting the 2023 ACEA specification list may be marketed. This provides a baseline level of quality assurance and the minimum standard demanded by ACEA member OEMs – but many OEMs have requirements over and above this baseline.
In this context, choosing a lubricant that is OEM approved can be a shortcut through the lubricant labyrinth.
A mark of trust
The VLS outlines two main types of performance and OEM compatibility claim which are regularly made by lubricant manufacturers:
■ Approved. Signalling that the product has passed the stringent requirements, testing and auditing of the OEM in question.
■ “Recommended for”, “Suitable for use” or “Meets the requirements of”. According to the VLS, these terms indicate
that the marketer is making an “informed, professional judgement based on supporting technical evidence as to the suitability of a given lubricant to a stated application.”
Unlike a “meets requirements of” or “recommended for” oil, whose performance claims rest on the manufacturer’s own testing and self certification, an OEM approved lubricant has been formally submitted to the vehicle maker, passed a full slate of proprietary engine and laboratory tests, and been issued an approval code that is traceable back to that specific formulation and production plant.
The OEM process typically demands more rigorous deposit, wear, oxidation and after treatment compatibility tests than the baseline ACEA/API sequences, and the lubricant manufacturer’s blending facility is subject to periodic audits.
For workshops and fleet operators, the practical upshot of buying “OEM approved” is tighter quality assurance, clear evidence to support warranty or goodwill claims, and confidence that long drain and low viscosity targets will be achieved under real‑world conditions. Choosing the right engine oil is not just about viscosity – it’s about chemistry, compatibility, and compliance. Trust in the lubricant manufacturer is essential.
VLS: Clearing up confusion
Many workshops are still unsure about oil specifications. It’s the VLS’ job to make sure that changes.
Independent membership organisation the Verification of Lubricant Specifications, with the support of Comma Oil, surveyed the attitudes of UK workshops to engine oil by sending a web-based survey to over 12,000 UK workshop contacts by email. The results suggest that many mechanics still do not fully understand what oil specifications and marketing claims mean and are selecting oils based on price, not suitability.
Language in lubricants can be complex and confusing. VLS asked mechanics, “In your own words, what do you think is the difference between ‘OE approved’ oils and oils that ‘meet the requirements/specifications of a manufacturer’?”
Most respondents understood these terms, identifying that “OE is the right oil according to the dealer. Meet the specification/suitable for use means it meets the requirement but isn’t the original oil” and “One is generic and one is specifically designed for those engines”.
However, around 30 per cent either didn’t understand the difference, didn’t think there was a difference, or adopted the view that there was no difference, “Just price”.
When asked to rank oil specification descriptors in order of which they thought was ‘best’ and ‘worst’, the majority identified OE approved as superior, seeing little difference between the other claims.
Are oils that ‘meet the specification of’ just as good as ‘OE approved’?
Opinion amongst workshops was split when it came to whether “engine oils that meet the specification of are just as good as OE approved oils”:
Is quality oil really worth paying more for?
According to the survey, most workshops reported using online oil selectors or Autodata to identify the correct oil. Quality and suitability were the key factors driving their product choice. However, several workshops did rank price as the most important consideration.
Workshops are under pressure, trying to save money wherever possible. However, using cheaper, poorer quality oils or ones that do not meet the correct specification risks the protection needed for owners’ vehicles.
Poor quality or the wrong oil can cause damage to emission control systems, accelerated wear in gears and bearings, and the formation of piston deposits, leading to increased maintenance costs and, if left unchecked, eventual engine failure.
about your workshop and the oil you purchase, how would you rank these considerations?
Whilst 51 per cent agreed, many were unconvinced, and 27 per cent disagreed. Lubricant manufacturers invest significant sums in gaining OE approvals for their oils, yet many technicians seem unconvinced.
Modern vehicle engines require sophisticated lubricants using advanced chemistry. Even the slightest change in the formulation has the potential to reduce performance over the short term and cause engine damage over the long term. Compared to standard formulations, cheaper products might contain reduced quality base oils, fewer additives or even untested additives. This can significantly affect the lubricant, resulting in poor or possibly even dangerous performance compared to genuine products.
Quality bychoice… not by chance
Owen Llyod, chief operations officer of Morris Lubricants, discusses the importance of sourcing quality engine oils.
Gone are the days when automotive workshops had a big tank of engine oil that was used for pretty much any vehicle that made it onto a service ramp. Today’s Original Equipment Manufacturers (OEMs) are demanding ever more stringent engine oil and lubricant formulations to meet the Euro Standards for emissions. Modern engine oils must work alongside aftertreatment devices such as Diesel Particulate Filters (DPFs), Gasoline Particulate Filters (GPFs) and Selective Catalytic Reduction (SCR – AdBlue) NOx reduction systems to name just a few, as well as having to achieve higher performance goals, with thinner engine oils promoting improved fuel efficiency – all helping to reduce emissions.
This means that engine oils and other lubricants are now considered as critical components for the efficient and long-term performance of passenger cars. The quality of the product selected and used cannot be underestimated.
The raw materials
The finished quality and performance of engine oils and other lubricants can only ever be as good as the raw materials that make up the precise formulation.
As Owen states, “At Morris Lubricants, we only work with carefully selected and trusted partners with whom we can collaborate with on a long-term basis. This helps us to ensure we can source the exact base oils and additive chemistry needed for the specific product formulations for the automotive industry. These top tier suppliers, with their own precise quality systems, provide us with the assurances that the quality of the incoming raw materials meet our own strict quality control standards and ultimately the OEM specifications that need to be satisfied. This insistence on high quality extends through the supply chain and includes product packaging and other materials used throughout the manufacturing process. In today’s world, it is also important to partner with suppliers that provide raw materials that have been sourced responsibly and ethically.”
“If cheaper additive chemistry is used, it is difficult to ensure that the extensive bench testing, rig testing and field trials have been conducted.”
OEM specifications
Owen continues, “The quality journey does not stop at just selecting quality raw materials. How these are used and which validated formulations are followed also form part of the quality manufacturing process. Validated formulations are composed of base oils and tailored additive chemistry. Depending on the performance level to be achieved, a variety of base oils can be employed and can be derived from mineral sources (crude oil), or synthetic sources (chemical synthesis). Base oil choice depends on the attributes demanded by the OEM. These base oils are enhanced with additive chemistry that provides active functionality to the finished lubricant. Once again this is fine tuned to meet the demands of the OEM. Common additive chemistry includes anti-wear agents, friction modifiers, antioxidants, corrosion inhibitors, detergents and dispersants, plus many more.”
Beware of low prices
In a competitive market, there can be a race to achieve lowest price. Some lubricant suppliers may take the choice to select cheaper raw materials to help lower the retail price of their finished goods. Beware, this could lead to lubricant quality becoming
compromised. If cheaper additive chemistry is used, it is difficult to ensure that the extensive bench testing, rig testing and field trials have been conducted. These processes are essential for balancing base oil and additive chemistry. There are no short cuts!
Owen warns that, “Missing out these steps could result in inferior quality lubricants making their way into vehicles with the potential to cause a reduction in performance or worse, severe damage to the vehicle.”
As Owen highlights, “At Morris Lubricants we recently invested over £5 million into our manufacturing facility. This included the installation of a stainless-steel tank farm, a network of stainless-steel pipework, a pigging system as well as an additional 37,000 litre bulk production tank with ultrasonic blending capabilities. This investment has helped to increase the production capacity, improve the levels of flexibility in the production processes, reduce waste and maintain a highquality finished lubricant.”
Testing, testing, testing
As highlighted, testing is an important stage in the research and development process of engine oil and other lubricant formulations, but it is also vital in the manufacturing of the finished product. Customers should check their lubricant suppliers’ credentials carefully.
Owen advises that “A reputable provider will be glad to talk you through their quality control process”.
Owen expands on this further and explains, “At Morris Lubricants, quality samples are systematically taken and tested in our onsite Quality Control Laboratory that is equipped with the latest and arguably some of the best testing equipment available. Samples are taken throughout the manufacturing process, from receipt of raw materials, through to manufacturing and final product filling. This is supported by full batch traceability, providing assurances that the finished lubricant complies with the OEM specifications claimed and it is fit for purpose. Physical samples of finished product are kept for two years, and computerised quality control records are kept indefinitely to provide full traceability.”
Documentation called a Candidate Data
Package (CDP) should also be available upon request from a lubricants manufacturer. This details all the development work carried out and validates the performance claims made on the lubricant. This documentation is important and as Owen explains “If a CDP is required for a Morris Lubricants’ product, this information along with support and guidance can be provided by our dedicated Technical Services Department.”
Here for today and the future
In a market driven by changing automotive standards and environmental considerations, the importance of selecting high-quality lubricants cannot be overstated. Owen concludes, “Morris Lubricants prioritises quality at every stage, from sourcing raw materials to precise manufacturing and rigorous testing. This ethos, “quality by choice, not by chance” reaffirms the critical role of premium lubrication in ensuring the efficiency, reliability, and longevity of modern vehicles.”
The Morris Lubricants’ range of quality automotive engine oils are suitable for a wide variety of petrol, diesel and hybrid automotive engines. If you are unsure what oil is needed, call the Morris Lubricants Technical Helpline on 01743 237541, or use the company’s WhatOil online lubricant lookup. Simply enter a car registration number and the recommended engine oil is shown.
Moving FORWARD,lookingback
JLM explores the shifting relationship between drivers and diesels. As they’ve said before, diesels aren’t dead yet!
In December 2023, we contributed an article to PMM: ‘Electric Dreams or Diesel Demand?’ The crux was that the second-hand market for diesel vehicles would remain buoyant, that once the buzz surrounding EVs had died down, it would be business as usual. There remain many barriers in place to EV take up (less so the hybrids), the constant being the lack of charging points. If you don’t have several hundred pounds to spend on a home charging port, you’re reliant on an erratic charging system, with many chargers so slow you have no option other than to leave your vehicle tethered for several hours.
There has however been a reduction in the demand for diesel cars. In 2024 privately owned diesel cars were down by one million, compared to 2019 (-8.9 per cent) and had been displaced almost entirely by one million electric hybrid cars, 0.7 million. Demand for second hand diesel vehicles has not fallen as evidenced by the rise in used diesel car prices which have increased by 1.6 per cent in the 12 months to April 2025.
We’re not charging down the EV highway, yet.
“The research is interesting. Whilst it points to the inevitable dominance of EVs it’s a slow creep, led by the hybrids,” says Mike Schlup, JLM Lubricants UK. Sales of our diesel additives range continue to rise, year on year to motor factors and their technician customers.”
“Diesel drivers are keeping their cars for longer knowing that when they reach the end of their working life, there’s no going back. In the meantime, lubricants and additives that help keep their diesel in good condition are now seen as a necessity over a nicety. As has been reflected in research from Castrol, diesel owners are more likely to accept a technician’s recommendation for specific additives, based on proof of concept, not price. Cheap additives are being seen for what they really are. The stuff in the supermarket containing little or no active ingredients.”
The JLM Lubricants DPF range also includes a pro-only toolkit that will clean even a heavily blocked DPF, on vehicles. Other products can be sold to the customer in multiples, pointing to a growing income stream.
JLM Lubricants DPF products for your workshop:
Diesel Particulate Filter Cleaner
■ Contains the highest percentage of active ingredients including Cerium and Platinum which works at lower temperatures.
■ Cleans the soot filter and reduces air polluting particulate matter hydrocarbons, carbon monoxide and soot emissions.
■ Reduces soot and fine dust emissions by up to 25%.
■ Significantly reduces likelihood of clogging and increases DPF service life.
■ Use at first DPF warning light.
DPF Pro Cleaning Toolkit
■ Cleans and restores very dirty/blocked DPFs without removing.
■ Use with the DPF Cleaning Fluid and the DPF Flush Fluid pack.
■ Saves time and increases the number of DPF cleans in a working day.
DPF Regen Plus
■ Perfect for servicing and in between workshop visits.
■ Supports the regeneration process of DPFs.
■ Regular use results in better DPF regeneration and a more complete oxidation of soot, improving DPF performance and reducing power loss.
■ Cerium based for lower temperature regeneration and less ash.
DPF Refill Fluid
■ Premium trade product, competitively priced for onboard dosing systems.
■ Use as an alternative for all currently known manufacturers’ original parts numbers.
■ Exchangeable fitments for different tanks.
The JLM Lubricants range of DPF products are part of the growing trend of repair over replace and products over parts. They deliver for the workshop, the diesel driver and the environment.
Modern ENGINEOILS
To help workshops meet the growing demands of an increasingly diverse vehicle parc, Castrol is continuing to bring cutting-edge oils engineered for the latest engines and emissions-mitigating technologies to the market. The company’s latest additions to its MAGNATEC and EDGE lubricant ranges are designed to deliver enhanced protection and be compatible with the latest powertrains.
Castrol’s most advanced range of engine oils, EDGE, is developed to meet the most demanding engine specifications. Coengineered with OEM partners and formulated to unlock the very edge of performance, the range continues to expand to meet the requirements of sophisticated new powertrains.
Castrol ensures its lubricants are put through their paces over hundreds of hours at severe pressures and temperatures. With these tests, Castrol can assess the impact of fuels of different qualities and in different operating conditions.
Castrol EDGE 0W-20 LL IV, a low viscosity long-life engine oil, is the first lubricant of its kind to secure, simultaneously, the latest lowviscosity approvals from BMW, Mercedes-Benz, and Volkswagen. The lubricant has attained three formal approvals widely regarded as among the
most demanding in the industry: BMW Longlife-17 FE+, MBApproval 229.72 (from Mercedes-Benz), and VW 508 00/ 509 00 (from Volkswagen). This makes it an ideal engine oil for busy workshops looking to simplify inventory while meeting complex manufacturer requirements.
In addition, Castrol EDGE 0W-20 LL IV is approved for Porsche C20, meets Ford’s WSS-M2C956-A1 specification, and also meets the requirements of OEMs recommending the latest industry specifications in the context of ACEA C5 or ACEA C6 0W-20 oils.
Suitable for use in petrol, diesel and hybrid vehicles, Castrol EDGE 0W-20 LL IV addresses many of the challenges associated with modern engines. Thanks to rigorous testing for over 10,000 hours, Castrol EDGE 0W-20 LL IV works to reduce friction, increase efficiency and reduce harmful emissions, and is the only 0W20 certified to perform in every part of the engine.
While smaller, powerful engines offer better fuel economy, the greater use of turbocharging can increase the amount of pressure applied to the
oil – Castrol EDGE 0W-20 LL IV’s low viscosity formulation minimises the energy required to move it around an engine’s internal components.
Adapting to modern engines
With mechanics having an increasingly wide range of engines passing through their workshops, Castrol has expanded its MAGNATEC range with two formulations, MAGNATEC 0W-20 GSX/DSX and MAGNATEC 5W-30 P.
The most recent of these is Castrol MAGNATEC 5W-30 P, an advanced engine oil specially formulated to meet Stellantis’ new FPW9.55535/03 5W-30 engine oil specification, suitable for a large proportion of Peugeot, Citroën and DS vehicles. The new product is also compatible with a select number of Vauxhall, Fiat, Toyota and Mitsubishi vehicles.
MAGNATEC 5W-30 P has been formulated to meet leading industry standards, while matching the handbook specification of many Stellantis cars, SUVs, pick-ups and hybrids, delivering non-stop protection from every engine start. Castrol MAGNATEC 5W-30 P is designed for engines such as EB2 GEN 2 and is also compatible with EB2 Turbo GEN 1 and GEN 2, DV5R, and DW12RU engines.
Castrol discusses its latest advances in engine oils.
Another cutting-edge product is Castrol MAGNATEC 0W-20 GSX/DSX, a lowviscosity lubricant specially formulated to deliver high standards of wear protection for engines fitted to a wide range of Stellantis group vehicles. This advanced formulation is compatible with Euro 6 petrol and diesel engines in popular models like the Fiat 500X, Jeep Renegade and Alfa Romeo Stelvio.
Castrol analysis shows that 75 per cent of engine wear happens at the start of a journey and continues when the car either accelerates, slows down or is idle in city driving. Castrol MAGNATEC provides an advanced solution, offering 50 per cent better engine wear protection for critical components. It clings like a magnet to the engine’s vital components – such as the valvetrain, timing
“Castrol analysis shows that 75 per cent of engine wear happens at the start of a journey.”
chain, pistons and bearings – to safeguard them from damage and wear.
The advanced formulation creates a protective barrier at metal contact points, reducing abrasive wear, managing piston deposits to minimise cylinder liner wear, and protecting engine bearings from corrosive damage. It also helps to maintain timing chain tension and engine synchronicity by minimising chain damage and elongation. This oil will provide mechanics and drivers
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with a cutting-edge solution for engine protection, enabling vehicles to perform at their peak under demanding driving conditions.
By staying at the forefront of regulatory, performance and engineering trends, Castrol’s product ranges reflect the brand’s commitment to meeting the complex demands of modern engines.
With the EDGE and MAGNATEC ranges, Castrol continues to respond to the technical demands facing mechanics today, such as improved wear protection, fuel-saving performance and compatibility with emissions control systems. Castrol’s ongoing collaboration with vehicle manufacturers also helps ensure that every product meets the evolving standards of modern powertrain design.
Back to the START
Carwood reassures readers of PMM about the quality control that goes into its ‘as good as new’ remanufacturing process.
Order a reman part, and chances are you’ll hear the phrase it’s ‘as good as new’. It’s a common term in the world of remanufacturing. But saying it, and proving it, are two very different things. To consistently deliver as good as new products demands engineering excellence, quality control, bordering on obsessive, and an OEM-driven mindset, at all times. Leading remanufacturer Carwood, believes it has these in buckets.
“Whether it’s a fuel pump, injector or turbocharger for the aftermarket, or a hydraulic pump, engine or starter motor for
our wider customer base, we say we’re as good as new, because we are,” says Simon Quantrell, deputy managing director, Carwood. “It’s not a phrase we use flippantly, nor do we want to appear arrogant. For us, it’s very simple – it’s a measurable standard on which we base everything we do, and we have the quality controls in place to back it up.”
To achieve this ‘as good as new’ standard, every step of Carwood’s remanufacturing process is designed to restore the component back to the original spec, or better. Indeed, the process has been likened to the production of the original part as far as the complexity, the intensity, and the investment we have made in each stage – the difference being that Carwood restores a used part to the original spec, instead of producing a brand new one. This starts with:
Core is core: Because, like many things, you get out what you put in, Carwood’s commitment to quality control starts with core. Every used part it receives is inspected against core acceptance criteria to determine its suitability for remanufacturing. Only good core is used. Those that pass this test, the first of many, are individually sorted, labelled, and stored in a dedicated core warehouse.
Disassembly: Once selected, the unit is stripped down – each component part is individually inspected with only suitable housings and non-wearing machined parts making it through to the next stage. Any products with cracks, scrapes, faulty connectors, missing components, heavy corrosion etc are rejected and the material recycled.
Multi-stage cleaning: From there, all reusable parts are put through a rigorous cleaning process to remove any unwanted particles and contaminants – this includes ultrasonic cleaning, low VOC or water (low energy process) and surface conditioning with pressurised application specific media.
Measured to OE tolerances: After cleaning, the individual components are inspected to ensure they are within OE specification. This includes a full surface visual inspection, crack detection and measurement of the critical dimensions and tolerances with calibrated tools.
OE-grade part replacement: As an OEapproved remanufacturer, Carwood technicians replace all out-of-spec and wearprone components with like-for-like OE. For example, over 95 per cent of its remanufactured turbos are fitted with a brandnew CHRA. Others have new journal and thrust bearings, piston, retaining and O-rings, and shaft nuts, replaced as standard.
For common rail injectors, it replaces 100 per cent of the ball seats, capnuts and nozzles, alongside O-rings, seals and washers with OE or OE-approved components. Other critical parts like the solenoid are replaced with new OE, or tested and re-energised, and the control valve airgap is dynamically reset using its own proprietary glitch technology.
“To consistently deliver as good as new products demands engineering excellence, quality control, bordering on obsessive, and an OEM-driven mindset, at all times.”
Engineering innovation: Sometimes, if there’s a known issue or a legacy part is no longer available, Carwood will completely re-engineer the part, even if the original drawings are no longer available. Either way, the redesigned part will be as good as, or better than new.
Built to OE-spec: Carwood’s factory-trained technicians then start the process of putting the units back together again, following OEapproved build specifications and processes. Given the super-fine tolerances in common rail, its fuel pumps and injectors are assembled in an ISO certified, Class-7 clean room, capable of filtering down to 0.5 microns.
Validated by data: Finally, all Carwood reman products are end-of-line tested using the very latest test equipment and test plans, to confirm that the product has met it’s selfimposed, as good as new standards. In the
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case of common rail injectors, a new calibration code or trim code is generated to improve the precision and timing of the injected fuel for optimum engine, fuel consumption and emissions performance.
Full traceability: Backing up the end-to-end quality control systems that Carwood has in place, each part comes with a unique serial number for quality, warranty and audit tracking.
Industry certified: The company is also ISO 9001:2015, quality management, and ISO 14001:2015, environmental management, certified, demonstrating its unwavering commitment to meet, and even exceed, both customer, and regulatory requirements. And by virtue of being an approved remanufacturer and supplier, its processes and output are regularly audited by the leading OE, vehicle and engine manufacturers. One could argue that this is the biggest enforcement of all.
So when you fit a Carwood reman part, you can do so knowing you’re getting proven OE performance, built on rigorous end-to-end quality control systems, validated by leading industry players, and backed by a warranty to match. That’s why the company lives by its ‘as good as new’ claim.
After last month’s introduction, ECU Testing is back in PMM this month to convince you of the merits of opting for a remanufactured ECU as your next replacement. Founder Roger Bagg writes.
What are the benefitsof choosinga REMANUFACTURED ECU?
As the ‘brains’ of the vehicle, ECU (Electronic Control Unit) failure can cause a variety of issues, from poor performance to complete shutdown. For technicians, achieving a fast, reliable and cost-effective fix for your customer can make or break your reputation. When choosing the right fix for the job, one of the main things to consider is whether to opt for new, used, or remanufactured ECUs.
New, used, or remanufactured ECUs –which is the best option?
Remanufactured ECUs combine the reliability of new parts with the affordability of used ones. But what are they? Essentially, these are existing or used control units that have been restored to their original condition.
Remanufacturing is more than a spit and polish job, though. Parts are disassembled, meticulously cleaned, and inspected for defects. Technicians then replace any worn or damaged components with new or refurbished ones. Each part then undergoes rigorous testing to ensure it meets –or surpasses –original equipment manufacturer specifications. The result is an ECU that performs just like new –or better –but at a fraction of the cost and often with a better warranty. The remanufacturing process:
Step-by-step
Remanufacturing is a precision process, with each step critical to guaranteeing the quality, safety, integrity and performance of the ECU.
While each remanufacturer will have its specific equipment and methods, they generally follow these steps:
■ Disassembly: Used parts are taken apart by expert technicians.
■ Cleaning: Each component is meticulously cleaned to remove grime, debris and buildup.
■ Inspection: Specialists assess the part to find signs of wear or damage.
■ Repair or replace: Worn components are repaired or replaced, if necessary.
■ Reassembly: The parts are carefully reassembled.
■ Testing: Final testing ensures they function like new.
Why use remanufactured parts?
Remanufactured parts can save money. When it comes to replacing ECUs, using remanufactured parts can cost substantially less than new components. Despite the cost saving, opting for remanufactured ECUs doesn't mean compromising quality. The remanufacturing process can mean that parts meet –and often exceed –OEM specifications, providing a high-quality, costeffective alternative to new parts.
Quality and reliability
While many DIY mechanics or car enthusiasts opt for second-hand parts to keep
costs low, it is worth remembering that second-hand parts have already been through a cycle of use, and their lifespan can be unpredictable. Remanufactured ECUs have been through thorough reconditioning and strict quality control processes to ensure that they are safe and reliable. Reputable suppliers of remanufactured parts usually provide warranties, adding an extra layer of reassurance that the part is fit for purpose. An extended or lifetime warranty is a badge of confidence from the supplier that their processes result in high-quality, reliable parts. Sometimes, opting for an OEM part or going directly to the dealer seems the simpler and safer option. It is worth reiterating that the quality of a remanufactured part is at least equivalent to a brand-new OEM part. And, with a fast turnaround and lengthy warranties, ECU remanufacturing is risk-free. Often, remanufacturing helps suppliers to understand what went wrong in the first place and fix any underlying weaknesses or manufacturing flaws.
A more sustainable choice
Choosing remanufactured parts can help reduce the automotive industry's carbon
“Often, remanufacturing helps suppliers to understand what went wrong in the first place.”
footprint. In addition to keeping parts out of landfills, research suggests that remanufacturing processes use 20–25 per cent of the energy needed to manufacture the same product because there is less demand for the extraction and processing of raw materials.
Parts availability
Remanufactured ECUs are available for a wide range of makes and models. Suppliers usually work by reverse engineering parts from a range of OEMs to keep up with the latest systems and common faults. At ECU Testing, for example, we take a practical approach to new or emerging issues. When we hear of a new issue, we bring cars into our lab, take them apart, and use our learning to create bespoke rigs that allow us to run comprehensive tests. For older vehicles, where production by the OEM may have ceased, remanufacturing offers the best solution to keep the vehicle on the road.
Choosing the right supplier
As with any purchase, selecting the right supplier is really important. Look for a supplier that invests in R&D to ensure that they have the knowledge, insight and technical capability to repair newer units as they come out of the OEM warranty period.
Check that the supplier meets industry benchmarks. In particular, ISO9001 ensures that the supplier meets stringent quality standards and is committed to continuous improvement. ISO14001 relates to their commitment to environmental excellence, which can be seen in their efforts to reduce waste and energy consumption in their remanufacturing processes.
Check out what kind of warranty the supplier offers. A longer warranty period shows a level of confidence that parts will stand the test of time.
Remanufactured ECUs provide significant benefits. They offer cost savings without compromising on quality. This makes them appealing to budget-conscious consumers and mechanics, who still need the reassurance that the part offers quality, longevity and a comprehensive warranty.
BRIGHT SPARKS
PMM visits an automotive recycling company ensuring remanufacturable parts are collected from garages and brought to remanufacturers. Among other things, they are bringing new life to old spark plugs. Meet Autoparts.
Did you know 630 million spark plugs are discarded annually?
That was something the PMM team learned on a recent visit to Autoparts UK, the South-East’s leading automotive recycling company. Luckily, Autoparts is determined to do something about all that waste and has started collecting old spark plugs and lambda sensors from factors and garages across 16 counties (they also operate further afield via their courier network). So don’t be alarmed when someone asks for your old spark plugs – there’s a lot of precious metal in 630 million spark plugs, you know.
We sat down to chat with head of purchasing, Tina Courtnell to find out more about the business.
Hi Tina, can you tell our readers about Autoparts UK? How does the business work?
We purchase all automotive parts that can be remanufactured plus catalytic converters, DPFs and spark plugs for their precious metal content. After collection, components are checked and stocked by their OE part number ready for remanufacturing companies all over the world to order in accordance to their needs, we took the approach of covering all product lines to offer the best service and easiest service to motor factors.
What role does the motor factor have to play in your business?
Motor factors are best placed to generate good volumes of parts for us, with the use of a surcharge they can create an extra revenue stream for components that don't have to be returned to the manufacturer, we are looking to engage with more factors up and down the country.
What sets Autoparts apart from other, similar businesses?
Autoparts has been established for over 25 years, purchasing all components suitable for remanufacture, the latest being spark plugs, first in the UK for this product, working from an independent British company factory in Surrey, which gives us greater security and lower overheads during harder times.
Why do UK garages need to pay attention to remanufacturing and to Autoparts’ offering specifically?
Garages usually fit what the motor factor supply, this could be a new part from the far east or a remanufactured OE part, with the UK being an island and most remanufacturing taking place abroad, the UK tends to supply more new parts, which generate more core here, as long as the core
“We purchase all automotive parts that can be remanufactured plus catalytic converters, DPFs and spark plugs for their precious metal content.”
“Garages usually fit what the motor factor supply, this could be a new part from the far east or a remanufactured OE part, with the UK being an island and most remanufacturing taking place abroad, the UK tends to supply more new parts, which generate more core here.”
parts are being collected and fed into the remanufacturing cycle, we are all doing our bit for the environment.
What plans do you have for the future?
Firstly, we want to continue to offer our existing suppliers the service we always have done, plus extending what we do to increase our volume intake. We are also looking for new service contracts for the remanufacturing we currently do.
Also, we would like to increase our DPF cleaning and the starter motor and alternator repairs for the applications that are not available, too expensive or are dealer only.
What’s in your WORKSHOP?
Sealey outlines its offering for wheels and tyres.
Wheel and tyre maintenance remains a core element of routine vehicle servicing and repair. As roads and vehicles continue to evolve, so too has the demand for precise, durable, and easy-to-use workshop tools that support technicians working across a range of vehicles and wheel types. From removing locking wheel nuts to aligning wheels, fitting tyres, or installing valves, every step requires dependable equipment. This is especially critical in fastpaced environments where time-saving solutions and reliable results are essential.
Sealey, a long-established name in the aftermarket tool and equipment sector, offers a comprehensive range of specialist tools for wheels and tyres. Designed for daily workshop use, these tools combine straightforward functionality with solid construction to handle the practical challenges faced by technicians.
Wheel Nut Removal
Locking wheel nuts can present a major obstacle during routine maintenance, particularly when the original key is missing or damaged. Sealey’s Master Locking Wheel Nut Removal Set (Model No. SX299) provides a practical solution. The kit is capable of removing virtually any locking wheel nut thanks to its versatile design. It includes a protective shroud to prevent damage to the wheel surface, and four types of cutters to suit a wide variety of applications, making it a useful addition to the toolkit of any technician.
Wheel Alignment
Accurate wheel alignment is key to ensuring safe handling, reducing tyre wear, and improving fuel efficiency. For this task, Sealey offers the Laser Wheel Alignment Gauge (Model No. GA50). Using a low radiation laser beam to measure toe-in and toe-out, this tool provides a reliable and repeatable method of alignment. Its single leg configuration and reversible contact probes allow it to be used on ramps, offering versatility in workshop layouts. It accommodates most cars and light commercial vehicles with rim sizes from 200mm to 600mm, making it suitable for general use.
Tyre Fitting
Manual tyre changing is still a viable solution for many garages and mobile repair services, particularly for low-throughput jobs.
Sealey’s Manual Tyre Changer (Model No. TC960) is built with a durable steel frame and incorporates a manual bead breaker for efficient tyre removal. It’s compatible with most open-centred wheels, covering diameters from 190mm to 430mm and wheel depths up to 300mm. The tool is supplied with a tyre bar, and for technicians working with alloy wheels, the Model No. TC963 Tyre Bar is recommended to minimise the risk of rim damage.
Tyre Repair and Valve Installation
Installing tyre valves correctly, especially on alloy rims, can be difficult without the right tool. Sealey’s Alloy Rim Tyre Valve Installer (Model No. TST04) simplifies this task. Manufactured from resilient nylon to prevent marking, the installer pulls the valve assembly through the rim without excessive
force or risk of damage. It also features a notched shank to fit various rim styles and includes a valve core removal tool integrated into the handle, a simple feature that improves workflow and saves time.
The demand for precision and efficiency in wheel and tyre servicing continues to grow, and with it, the need for tools that provide consistent performance and ease of use. Whether it’s removing a stubborn locking nut or aligning wheels with confidence, Sealey offers practical, workshop-ready solutions tailored to today’s servicing environment.
FIVE golden rules to SELL wheel alignment to your customers!
Pro-Align are getting garages engaged when it comes to convincing customers that wheel alignment is good for them and their car.
For more than 30 years, Pro-Align has empowered workshops across the UK and Ireland by supplying Hunter wheel alignment and servicing technology. Pro-Align supplies, installs, and maintains garage equipment designed to make your business more profitable. However, even the best equipment requires the right sales approach. Here, we outline five essential tips to help you confidently and successfully promote and sell wheel alignment.
Don’t Be Afraid - Start the Conversation
Many technicians hesitate to discuss additional services, fearing they may come across as pushy. However, when it comes to wheel alignment, you're not upselling - you're offering a vital service that enhances safety, extends tyre life, and improves vehicle performance. Many customers simply don’t know what alignment is or why they need it unless someone starts the conversation.
Think of it this way: when you identify potential misalignment and don’t bring it up, you’re doing the customer a disservice. Misalignment can cause uneven tyre wear, reduced fuel efficiency, poor handling, and even premature wear on suspension components. These issues not only lead to expensive repairs down the road but also pose safety risks.
“By increasing visibility through marketing, you help make alignment part of the customer’s regular service mindset.”
Pro Tip:
Pro Tip: Introduce the topic as a standard part of the service visit, using gentle openers such as:
“During your inspection, we noticed signs of tyre wear that could be due to misalignment.”
“We recommend checking your alignment regularly - it's like a health check for your tyres.”
Marketing brochures, handouts, and digital displays provided by Hunter and Pro-Align are great tools to guide this conversation. The more routine and confident you make it sound, the more positively the customer will respond.
Highlight Cost-Saving Benefits
Customers are more likely to agree to a wheel alignment when they understand that it’s not just a technical check; it’s an investment that can prevent larger expenses down the line. By addressing alignment, you’re helping customers avoid significant repair costs in the future while keeping them safer on the road.
One of the biggest benefits is extended tyre life. Misaligned wheels can cause tyres to wear unevenly or prematurely, meaning the customer could end up replacing tyres much sooner than necessary. That’s a big, unexpected cost –and one that’s easily avoided with proper alignment.
Another vital point is improved fuel economy. Poor alignment increases rolling resistance, forcing the engine to work harder and burn more fuel.
Pro Tip:
Use phrases such as “Correct alignment can extend tyre life by thousands of milessaving you money.”This helps customers see alignment as a preventative service rather than just a corrective one. It also highlights how wheel alignment is a smart investment, saving the customer money in the long term.
Keep It Simple and Clear
A major barrier to selling alignment services is technical complexity. Most customers don’t know about the angles toe, camber, or caster. Overloading them with technical language can confuse or overwhelm them –and that’s when they’ll say no.
Instead, explain wheel alignment in plain terms: it ensures that the wheels are correctly positioned, allowing the car to drive straight, tyres to wear evenly, and safety to be optimised. Simplicity builds understanding and trust. Being clear and concise on what wheel alignment is and how it will benefit the customer, allows them to fully understand the service you are offering.
Use the Hunter Alignment Printout
Visual proof is one of the most powerful tools you have in your toolkit. With Hunter’s advanced alignment systems, you get a clear before-and-after printout that shows the exact adjustments made during the service. This turns an invisible service into a visible one, allowing customers to see measurable improvements on their vehicle following a wheel alignment service.
Use this printout as a walk-through tool. Highlight where the alignment was out of specification and show the corrections made after the service. This helps the customer see the value they received - not just hear about it.
What to do:
Briefly explain the colour codes (e.g., red = out of spec, green = corrected).
Point out how the changes will affect tyre life, handling, and fuel economy.
When a customer sees tangible proof of a problem and the correction, they’re much more likely to trust the recommendation and feel satisfied with the service.
Leverage Marketing Tools
Customers often don’t request wheel alignment simply because they are unaware of its necessity or they think it only needs to be done after hitting a pothole or curb. Raising visibility keeps the service top of mind. Use tools like posters, flyers, and
social media to promote your wheel alignment service.
By increasing visibility through marketing, you help make alignment part of the customer’s regular service mindset.
Effective marketing ideas:
■ Display posters or signage near the service desk or in the waiting area.
■ Offer flyers explaining the benefits of regular wheel alignment. We offer an alignment almanac branded for your business.
■ Use social media and email campaigns to educate customers and promote alignment checks.
■ Include alignment checks as part of service package promotions or seasonal inspections.
The goal is to get customers thinking about alignment before they experience a problem. When marketing is working well, customers will start asking you about alignment first, flipping the sales conversation entirely.
“When you identify potential misalignment and don’t bring it up, you’re doing the customer a disservice.”
Success Beyond Equipment
Remember, Pro-Align isn’t just about providing top-tier Hunter alignment systems – we are your long-term partner in business growth. With expert consultancy, staff training, and a full range of customer support services, we help you transform alignment from a technical process into a revenuegenerating opportunity.
Ready to increase your revenue?
Optimise your alignment opportunities today with Pro-Align, your premium workshop partner.
ALL-SEASONTYRES: an up-selling opportunity?
Point-S UK explains the benefits of all-season tyres, a useful upsell for independent garages at any time of year.
The fundamental challenge with all-season tyres has always been the compromise between summer and winter performance characteristics. Traditional rubber compounds that remain flexible in sub-zero temperatures tend to become too soft in summer heat, increasing rolling resistance and reducing precision. Conversely, compounds optimised for summer performance typically become rigid below 7°C, significantly reducing grip on wet or snow-covered surfaces.
Recent developments in silica-enhanced rubber compounds have begun to address this technical limitation. Modern all-season tyres now employ dual-compound technology where the tread centre uses a winter-biased compound with higher natural rubber content and increased sipe density, while the shoulder blocks utilise a harder summer compound for cornering stability and reduced wear.
The Point S 4 Seasons range employs what the manufacturer describes as an asymmetric tread design with sipes for enhanced snow traction. The tyre carries 3PMSF certification, indicating it meets winter performance standards. The range is designed in Germany and produced in Europe to major OEM standards.
Changing customer requirements
From a workshop perspective, the practical implications are significant. Traditional seasonal changeovers generate substantial revenue streams, but customer resistance is
increasing as storage costs rise and urban parking restrictions tighten. The appeal of avoiding the biannual ritual of swapping between summer and winter tyres reflects a growing desire for convenience, with cost sensitivity remaining the dominant concern for most customers.
Point S claims the 4 Seasons range delivers enhanced wet grip through an optimised tread pattern designed to reduce hydroplaning risk. The improved snow traction comes from sipes that enhance grip in winter driving conditions, while maintaining what the manufacturer describes as a comfortable ride even on rough road surfaces. Long-lasting tread life is promised through the dual-compound construction, where the shoulder design is optimised for summer conditions and the centre section for winter performance.
The asymmetric approach means the tyre aims to be safer than summer tyres in winter conditions while offering better performance than winter tyres in dry conditions. Point S positions these tyres specifically for city drivers in regions with lower snowfall risk and milder temperature conditions, acknowledging that dedicated seasonal tyres remain preferable in extreme weather conditions.
Educating customers
Customer education becomes critical when recommending all-season solutions. The technology works best for drivers covering moderate annual mileages in mixed urban and rural environments. Performance
enthusiasts and high-mileage motorway users often experience disappointment with the handling precision compromises, while drivers in severe winter conditions may find snow performance inadequate.
The economic argument requires careful presentation. While initial cost per tyre may appear higher, the elimination of seasonal fitting costs, storage fees, and the need for two tyre sets creates genuine savings for most customers. Typical five-year ownership costs show significant savings compared to maintaining separate summer and winter sets, assuming standard fitting charges and storage costs.
Quality control variations between manufacturers remain significant. Point S’ production standards ensure consistent compound mixing and tread block precision, but budget alternatives often show marked variations in wet performance and wear characteristics. For workshops, recommending proven manufacturing sources reduces comeback risks and maintains customer confidence.
The technical reality is that all-season tyres now represent a viable solution for the majority of UK driving conditions, provided customer expectations are appropriately managed and the limitations clearly explained.
What’s new IN THE WORKSHOP?
Product Spotlight
The Quantum Elite Injector from Esprit
If you are looking to boost your windscreen repair potential, add this powerful upgrade to your Elite repair kit. Elite guides us through the new offering.
For the past couple of years, we’ve been working hard on developing the Quantum Elite; the next evolution in Esprit’s windscreen repair technology. So, what makes it different? How does it work? Do you need to replace your entire kit? And how can this benefit your garage?
Why did we create the Quantum Elite?
The original Esprit injectors have served repairers well since their introduction back in the 1980s. Designed in two parts and using a simple “pressure on, pressure off” method, they’ve always been easy to use. While we introduced a stainless steel version in 2022, the injector’s core design remained the same.
We felt it was time for an upgrade. The vacuum and pressure repair technique allows resin to penetrate even deeper into fine cracks in the glass, resulting in stronger, clearer repairs – with fewer pressure on-pressure off cycles.
With more people new to windscreen repair, we wanted to make the kit easier to use, without removing the importance of skill and technique.
And so, the Quantum Elite was born.
The good news is that you don’t need a whole new kit. The Quantum Elite is fully compatible with your existing Esprit Bridge and other tools –meaning you can upgrade your repairs without replacing your entire kit.
Features
Stainless Steel Design: Built to last –no need to replace it anytime soon.
Faster Repairs: Often, only one repair cycle is needed, thanks to the vacuum functionality.
Simple to Use: If you’re already a repairer, the Quantum Elite feels intuitive. Insert the base, add resin, screw in the plunger –just like before.
Fewer Steps: In many cases, drilling is no longer required. The vacuum effect helps the resin flow deeply into the break, reducing the need to drill and lowering the risk of damage to the laminate.
Cleaner, Stronger Results: The vacuumpressure method enhances repair quality and efficiency.
Risks?
Some repairers are cautious about vacuum systems, and rightly so. But the Quantum
Elite maintains a hands-on process: you stay in full control, applying the pressure manually. This means you still use your expertise and judgement; the vacuum simply enhances the outcome.
This isn’t a system that does the work for you; it’s a tool that helps you do your best work, more easily and effectively.
What’s included?
■ Everything needed to repair 40 windscreen chips
■ Quantum Elite injector
■ High-quality resin
■ New bonnet cover to protect paintwork while you work
Once you’ve used the initial supplies, simply re-order resin and continue repairing. We also offer complete training with the Quantum Elite kit, either at your premises or at our training facility in Staffordshire.
Prefer the Original Injector? No Problem. We understand that many repairers are happy with the original design –and that’s why we’ll continue offering both the plastic and stainless steel versions of the original injector.
Whether you're upgrading to the Quantum Elite or sticking with the classic, our goal remains the same: to help you deliver fast, effective, professional repairs –with tools you can rely on.
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK/ABX030
What’s new IN THE WORKSHOP?
Products in Practice
Yorkshire Car Restoration reduces energy consumption thanks to energy efficient compressor
Yorkshire Car Restoration is rapidly becoming a YouTube sensation, but like any business, it faced the challenge of balancing the investment required for growth with the reality of increased running costs and energy consumption. As demand for the company’s specialist skills grew, it became clear that its old, second hand compressor was no longer fit for purpose and too expensive to run. In response, Atlas Copco stepped in and provided Yorkshire Car Restoration with a new G Series G4FF compressor that is energy efficient, quiet in operation and provides more than sufficient compressed air for six bays of power tools and a paint spray shop to operate simultaneously.
Yorkshire Car Restoration’s rapid growth is the result of a bold strategic business decision. Four years ago, the company operated out of a 1,000-square-foot garage, specialising in restoring Mazda MX5s and other vintage cars. However, as the market declined and customers were spending less per project, the company’s entire business model was rethought. Leveraging its strengths, Yorkshire Car Restoration transformed into a YouTube business, providing expert content on car restoration projects.
Strains, pains and automobiles
After reinvesting everything back into the business, some difficult decisions had to be made, including purchasing a second-hand compressor from eBay. While the old piston compressor coped initially, it simply did not have the capacity to power the rapidly expanding business for long. The issues became evident when Yorkshire Car Restoration relocated to a new 10,000 sq ft premises outside Doncaster, featuring six
service bays and a dedicated paint shop.
“If we wanted to use the paint sprayer we had to switch off power tools like angle grinders, and vice versa,” explains Steve Garbutt, owner of Yorkshire Car Restoration. “The lack of enough compressed air to run all our tools at once made it difficult to plan restoration tasks and meet customer deadlines, particularly at a time when we were beginning to attract a lot of new business. Additionally, we started experiencing unacceptable levels of moisture in the airflow, leading to a lot of rework on paint jobs, seriously affecting the quality of the finish. On top of that, the compressor was very noisy. In our new premises, the sound echoed around, which made conversation on the shopfloor or with customers virtually impossible. The final straw came with the arrival of a £35,000 electricity bill.”
Enterprising spirit
With all capital tied in Yorkshire Car Restoration, the company risked being caught in a vicious circle: spiralling electricity bills but no available funds to purchase a more energy-efficient compressor. The same creativity that had moved them from a one-man band to an online enterprise gave them a potential solution: the company put together a sponsorship package and contacted various compressor manufacturers to see if they would be interested in payment in kind.
Atlas Copco stepped forward, and, in return for sponsorship, provided Yorkshire Car Restoration with a G4FF 4kW Screw Compressor. Ideal for workshops, body shops and small industrial users, this model provides an energy-efficient, reliable workplace air compressor that minimises the
total cost of ownership. Part of the G Series, the G4FF features Atlas Copco’s patented rotary screw element for a 100% duty cycle, inbuilt refrigeration and an advanced electronic controller. Compared to piston compressors, the G4FF is cleaner and more economical to own, while working longer hours, as it delivers more air per unit of input energy. This is particularly beneficial where electricity costs are high. Thanks to a low-vibration belt system, it is also extremely quiet in operation and provides more than sufficient compressed air for six bays of power tools and a paint spray shop to operate simultaneously.
Although the compressor is tucked discreetly into a corner of the workshop, the Atlas Copco name will appear in future car restoration videos, and Yorkshire Car Restoration will explain to its viewers the importance of clean, dry compressed air.
“Yorkshire Car Restoration came up with an original and intriguing proposition, and their enterprising spirit resonated with our own,” says Daniel Burton, OEM Business Development, Industrial Air Division at Atlas Copco. “We checked a few details and assessed their needs, then confirmed that we were happy to support them with a new compressor. We’re proud to be a part of their success and we hope that other garages and workshops will see the real business benefits that our compressors can deliver, particularly around air quality and efficient operation.”
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK/ABX031
MESSAGE US YOUR PRODUCT RELEASES OR YOUR FAVOURITE PRODUCTS
Valeo replaces paper instructions with QR codes
Valeo Service UK has announced a major upgrade to its product packaging, replacing traditional printed instruction leaflets with digital QR codes. Now, when opening a Valeo box, vehicle technicians will find a QR code instead of a paper insert. Scanning it takes users directly to a dedicated online platform containing comprehensive, up-to-date support information. These include step-by-step installation guides, key technical bulletins, frequently asked questions, and a growing library of video tutorials for handson learning.
MORE INFORMATION WWW.RDR.LINK/ABX032
LKQ Euro car parts launches premium filtration range
LKQ Euro Car Parts has launched a new premium OPTIMAL filtration range to give technicians greater choice and an upgraded offering when supporting customers’ filtration needs. Designed to support smooth and reliable journeys for motorists, the OPTIMAL brand is part of the Emotive portfolio - a new house of brands built on a 30-year legacy that’s exclusive to LKQ across its 280-branch network. The new range offers a premium aftermarket option for filtration products, meaning they use high-efficiency materials and boast durable construction and advanced features, enabling consistent performance over a longer service life, particularly in extreme conditions.
What’s new IN THE WORKSHOP?
Fuel vapour valves and NOx sensors
Motaquip has strengthened its offering to the trade with the introduction of new product ranges to support the latest diesel exhaust technologies –ensuring vehicles remain efficient and compliant with environmental regulations.
A fuel vapour valve (FVV) is an electronically heated glow plug, positioned before the catalytic converter in the exhaust system. Its main purpose is to aid the regeneration process of the diesel particulate filter and reduce harmful emissions.
Clearly a crucial component, Motaquip’s new range reduces oil dilution and engine wear, supports fuel efficiency, and is designed to prevent clogging and reduce back pressure. From a technician’s perspective, no specialist tools are required when fitting the FVV.
Included in the FVV portfolio are part numbers for the Ford Transit Custom 2.2 TDCi (2012-2023), Ford Focus 2.0 TDCi (2010-2020), Ford Transit 2.2 TDCi (2011-onwards), Citroën Relay/Peugeot Boxer 2.2 HDi (2006-onwards) and Ford Kuga 2.0 TDCi (2013-2019). FOR MORE INFORMATION WWW.RDR.LINK/ABX034
Diagnostics tool
ZF Aftermarket has officially launched its innovative diagnostics tool, ZF [pro]Diagnostics, a comprehensive, onestop shop solution designed to meet the evolving needs of today’s workshops.
This new diagnostics platform combines the power of two advanced tools – ZF MultiScan and ZF Scan – allowing technicians to accurately read and repair over 35,000 different systems across a wide range of vehicle brands, including not only passenger cars but also trucks, trailers and buses. ZF [pro]Diagnosticscontains features like
Secure Gateway access to protected vehicle systems, remote diagnostics for expert support on complex cases and flexible subscription options to meet the financial needs of different workshops. The platform ensures compatibility with all major diagnostic protocols, such as Diagnostics over Internet Protocol (DoIP) and CAN FD.
Transmission oil re ‑filling pump and adaptor kit
Changing transmission fluids on modern Volkswagen Group dual clutch and manual gearboxes just got simpler. The new Transmission Oil Refilling Pump & Adaptor Kit from Laser Tools (part number 9175), combines a 500 ml transparent hand pump with a comprehensive array of adapters and filling pipes, so you can draw fluid straight from the bottle and pump it cleanly into the gearbox
Pliers
Knipex has added a new version to its TwinGrip lineup. Designed for gripping, loosening or tightening screws with worn heads or threads, especially in tight spaces, the compact 150 mm model is now available with Comfort Grip handles.
VW’s 0CK and 0B5 dual many manual gearboxes, require careful fluid replacement to maintain shift quality and longevity. Traditional funnel-and-tube methods can introduce air, leaks, or contamination.
FOR MORE INFORMATION
WWW.RDR.LINK/ABX036
The TwinGrip 82 02 150 packs a lot into a small tool, combining front and side gripping action with a tough box joint, quick push-button adjustment and a
slimline head that’s built for tight spaces. And it’s now available with the new threecomponent Comfort Grip handles. These have a hard red core bonded to the steel for strength, a soft blue zone that maximises contact with your hand and a grey anti-slip surface for better control.
FOR MORE INFORMATION
WWW.RDR.LINK/ABX037
Here is a useful summary of all the adverts that appear in this issue of Professional Motor Mechanic Each is listed with its page number and a direct URL that will get you straight to the relevant online information
AC Tronics ........................................................(page 49) www.rdr.link/ABX100
Arnott Europe ....................................................(page 49) www.rdr.link/ABX101
