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PROFESSIONAL
SEPTEMBER 2021
MOTOR
F R T E R E A
T T O H E
D E
S E R V I C I N G ■ R E P A I R ■ D I A G N O S T I C S ■ M O T
THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS
BACK TO BUSINESS As trade picks up again, what can you do to maximise profit?
Also inside... Win a chance to be a race day mechanic
TECHNICAL TIPS AND CLINICS ‘HOW TO’ GUIDES AND BEST PRACTICE ADVICE BUSINESS ESSENTIALS AND TRAINING UPDATES
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Contents Regulars 6-8
VOLUME 22 ISSUE 8 SEPTEMBER 2021
Features
NEWS & VIEWS
49-54 ENGINES & TURBOS 10
TROUBLESHOOTER
12
CLUTCH CLINIC
15
BELT FOCUS
19-24
TECH TIPS
27-36
BUSINESS & TRAINING
38
PIT STOP
80
COMPETITION
81
WHAT’S NEW?
57- 69 BATTERIES & IGNITION
Editor’s Picks 36
FACE TO FACE Slough’s VRT takes advantage of the return of in-house training from Schaeffler
46
A DAY IN THE LIFE… PMM spends the day with Hayley Pells at her workshop in Bridgend
62
CHARGED HISTORY PMM charts Varta's journey through the history of batteries
72
71-77 TOOLS & EQUIPMENT
RISE TO THE OCCASION Take a look at what Gemco has to offer busy technicians
Total Average Net Distribution 59,921, 1st July 2019 – 30th June 2020
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VIEWPOINT
Statement of intent
Editor KIERAN NEE Digital Manager KELLY NEWSTEAD
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Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Magazine Designer GEMMA WATSON Group Production Manager CAROL PADGETT Production Assistant STEPHANIE STAPLETON 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. EUROPE and OVERSEAS 1 year (11 issues) £50 Airmail 1 year (11 issues) £65 Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts, WD24 4YF. Tel: Watford (01923) 237799 Fax: (01923) 246901 E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk Website: www.pmmonline.co.uk Facebook: /ProfessionalMotorMechanic Twitter: @pmmmagazine Copyright © 2021
Associate member
agle-eyed readers may have already spotted a difference in this month’s issue of PMM – the editor’s name (and photo) has changed! Rather than changing his identity and all of a sudden sprouting curly hair, former editor Dan Aron has in fact left the magazine and moved on to new, exciting challenges elsewhere. Whilst he will be dearly missed here, it is my great pleasure to take over the hot seat and I will endeavour to do my best to keep up and add to the fantastic work Dan has done – especially taking the magazine through what has been a tough year and a half for us and for our readers. Looking forward, I hope to bring PMM from strength to strength as life gradually returns to normality and independent garages find themselves as busy as they were pre-pandemic – if not more so. As we move on from the last of the Covid-related restrictions, I am eager to get out of the office (well, the home office) and to come and visit as many of our readers in the nation’s top workshops as possible. This is an industry with so much to say on a wide range of topics. Something I have come to learn since taking over from Dan is that the debates that are had within the industry don’t only affect the industry itself. Rather, they have ramifications that affect all who live with or around vehicles, i.e. everybody. For instance, when it comes to private transport emissions, the aftermarket truly does stand in the eye of the storm. As we are all aware, our vehicles are currently leaving a huge carbon footprint on this planet and few would disagree that something needs to change. What is important, however, is that alongside working on new generations of alernatively-fuelled vehicles for years to come, the independent aftermarket makes its voice heard in these early stages of the debate. I feel it is our duty at PMM to ensure that those workshop owners and technicians who will have the reponsibility of repair have their views taken seriously.
Pings of worry The stuff of headline writers’ dreams, the ‘ping’demic is currently raging through the UK with Government ministers unwilling to budge over who is exempt from self-isolation. Many mechanics will no doubt be scratching their heads at the logic behind opening nightclubs on the one hand and allowing an algorithm to run riot through businesses’ staff counts on the other. Just as it was during the glory days of the Brexit negotiations, referring to the Government’s Covid policy in a magazine which won’t see the light of day for several weeks following production is a risky business. However, the very fact that by the time you are reading this the situation in Westminster will have changed drastically speaks volumes in itself. As was the case during Brexit, the major problem the situation poses to independent businesses is a lack of certainty. Workshop owners will appreciate the difficulty of the task facing Government, but when a football tournament and a few sunny weekends can end up putting perfectly healthy staff members out of action for a week, something has evidently gone wrong. Influencing policy decisions is somewhat outside of our scope as a humble trade magazine. Yet, it is still important to provide a place where voices can be heard, opinions shared and ideas formed on how things can be done better. I invite all of our readers to get in touch and let us know what the issues are that affect you on a daily basis. I’m not saying we can change anything, but it might be a good start.
Kieran Nee Editor
The publishers and editor do not necessarily agree with the views expressed by contributors, nor do they accept responsibility for any errors of translation in the subject matter in this publication.
PMM SEPTEMBER 2021 5
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NEWS
& VIEWS
GET YOUR DAILY FIX OF INDUSTRY NEWS AT WWW.PMMONLINE.CO.UK
IAAF to continue virtual conference format
UK AFCAR to champion aftermarket rights A coalition, comprising automotive trade associations and commercial organisations, has been formed to lobby the UK government on upholding the rights of the independent aftermarket and consumers in the post-Brexit era.
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he UK Alliance for the Freedom of Car Repair (AFCAR) will lobby across a number of policy issues, most notably the Motor Vehicle Block Exemption Regulations (MV-BER), Vehicle Type Approval and Cybersecurity, alongside other issues that affect the competitiveness of the automotive aftermarket and freedom of choice for the motorist and business users. Participating in a recent round table event with the
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Competition and Markets Authority (CMA), UK AFCAR members highlighted the effectiveness of the UK independent automotive aftermarket and its contribution to the UK economy, directly employing over 350,000 skilled staff in around 50,000 locations. Independent repairers provide readily-available, cost-effective, local service, consistently achieving the highest customer satisfaction ratings. The group will call on the UK Government for the automotive aftermarket to continue to receive independent and direct access to the vehicle and its data, technical information, the ability to supply spare parts that match or exceed original equipment quality, and perform service, maintenance and repair (SMR) work to vehicles as part of an open, competitive and transparent marketplace.
The Independent Automotive Aftermarket Federation (IAAF) is continuing with its popular virtual conference format for 2021, as the industry and country continue to recover from the COVID19 pandemic.
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he Federation’s annual conference, which will take place on Thursday 2nd December, has grown significantly in the past 10 years, with over 300 industry personnel attending the virtual conference in 2020. The format will continue for a second year and also host the Federation’s “Pride of Aftermarket” awards. A packed line-up for the event will be
released shortly and will also mean the Federation’s annual dinner will look to re-commence in December 2022. Wendy Williamson, IAAF chief executive, said: “The IAAF Virtual Conference 2020 was so well attended, and its valuable content provoked high engagement among delegates. We will look to expand on this in 2021, with an even larger programme to ensure we continue to provide enormous engagement for the industry. “While we would all very much like to attend an event in person, the Federation believes the most effective way to run its highly informative conference is through its virtual platform, as the industry continues to emerge from a highly unpredictable and challenging period.”
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NEWS
& VIEWS
IMI responds to Transport Decarbonisation Plan Yet again, the IMI laments the lack of training in scope in the government’s plans for zero emissions.
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teve Scofield, Head of Business Development at the Institute of the Motor Industry has commented on the government’s Transport Decarbonisation Plan: “The mission of the government’s plan must be welcomed – it is right that there is a clear focus to ensure the UK can meet its zero emissions objectives. But, disappointingly, yet again the issue of skills to support an electric motoring population is just not evident. “Our recently published analysis found that by the end of 2020 only 6.5% of the automotive sector was EV ready, underlining the gaping chasm in the proportion of the automotive sector skilled to work on electric vehicles. This deficit presents a serious risk to consumer confidence in wide-scale
adoption of zero emission motoring – and a serious threat to the government’s ambitions. “The recent House of Commons Public Accounts Committee report into the transition to zero emission vehicles highlighted the need to train and retrain the workforce required to service the new car fleet. But highlighting the need and actually committing to investment in the upskilling required are two very different
things – and no clear commitment by government to support the training is disappointing. “The ramp-up plan for all those who are likely to work on electric vehicles – from service and repair technicians to those working in the roadside recovery and blue light sectors – must be addressed as a matter of urgency. And that means some of that £12bn investment promised by the Prime Minister needs to be put towards skills training.”
Total rebrands as TotalEnergies Total is becoming TotalEnergies to reflect a wider approach to energy supply.
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“Energies that are more affordable, reliable and clean.”
ompany shareholders recently approved the resolution to change the company’s name from Total to TotalEnergies, thereby anchoring its strategic transformation into a broad
energy company in its identity. In tandem with this name change, TotalEnergies is adopting a new visual identity. This new name and new visual identity embody the course TotalEnergies has resolutely charted for itself: that of a broad energy company committed to producing and providing energies that are more affordable, reliable and clean.
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NEWS
& VIEWS
GET YOUR DAILY FIX OF INDUSTRY NEWS AT WWW.PMMONLINE.CO.UK
Survey reveals effects of MOT extension
Motor Ombudsman seeks next Garage Stars with launch of 2021 Awards The Motor Ombudsman has announced the launch of its 2021 Garage Star Awards.
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t follows the success of the inaugural recognition programme last year, which saw over 800 online customer nominations for Motor Ombudsman-accredited garages and dealerships across the UK, and Cornwall-based Dukes AutoTech crowned the first national winner. During the next six weeks, consumers can put forward an individual or accredited business via the nomination form on The Motor Ombudsman website to win one of the eight regional
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trophies on offer. As part of this, customers will be asked to write a short account of how a person or organisation, such as an independent garage or car dealership, went the extra mile to assist them on one or more occasion during the past 12 months, and why they think their chosen nominee should be considered for a prize. To encompass the broad range of businesses accredited to The Motor Ombudsman’s longstanding Chartered Trading Standards Institute (CTSI)approved Motor Industry Codes of Practice, the 2021 Garage Star Awards sees the addition of two new Customer Service Star Awards. This will allow motorists to also nominate one of the 40 vehicle manufacturers accredited to The Motor Ombudsman’s New Car Code, and one of the 13 businesses that are part of the Vehicle Warranty Products Code, in recognition of outstanding customer service.
Seventy-four percent of garages saw their business decrease in April 2021, an independent survey carried out from Impression Communications can reveal.
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he survey, which was sent to Impression’s database of more than 15,000 garages, was designed to look at the consequences of the MOT extension, first announced at the height of the pandemic in 2020, and the subsequent effects on business. The survey also revealed that 48 percent of garages had accessed the job retention scheme (furlough) in April, and 51 percent of respondents were unaware of how the government’s super deduction capital allowance could work for their business. On the subject of the DVSA’s SAFE campaign, encouraging motorists back into workshops running in April and May, the audience was split with 50 percent of garages aware of the initiative. Looking ahead, 51 percent of garages were “optimistic” about
the future and 60 percent of garages expected staff levels within their garage to stay the same over the next six months. On the subject of apprentices and the skills shortage, only 37 percent of garages currently employed apprentices. Finally, the survey asked about electric vehicles and attitudes towards the vehicle type. Twenty-five percent of garages were currently trained on how to service and repair electric vehicles and a further 53 percent of garages were interested in embracing training on EVs. Mark Field, Impression Director, said: “Without question the automotive aftermarket supply has performed admirably throughout the pandemic, but the effects of the MOT extension have had widespread and far-reaching consequences.”
“On the subject of apprentices and the skills shortage, only 37 percent of garages currently employed apprentices.”
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TROUBLESHOOTER
Why is the engine
LOSING POWER? Scantec’s Ross Kemp is on the case to solve an ongoing problem concerning an Audi A4 FSi frequently losing power, with the engine even cutting out completely at times.
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ecently, a customer brought into us a slightly ageing, but much loved, Audi A4 FSi. The owner reported symptoms of intermittent but frequent engine malfunction warning lamp with subsequent loss of power and, on occasion, the engine cutting out. Unusually, this job was accompanied by a very long and detailed letter from the owner outlining the history of the problem over the last 12 months. Detailed attempts to rectify this issue included multiple fuel filters, fuel system flushing, replacement throttle pedal, spark plugs and they had even had the engine control module sent away for bench testing.
Investigating the fuel pressure As with the beginning of every diagnostic assessment, we started with a full systems fault scan and visual inspection. Initial diagnostic results showed a generic noncylinder specific misfire fault code (16698) and a fuel pressure regulation fault (17428). Visual inspection also confirmed a nongenuine fuel filter. Knowing that any possible fuel pressure issue could alter the cylinder’s air/fuel ratio (therefore affecting combustibility and having the potential to cause a misfire), we decided to investigate the fuel system first. Initial checks via live data confirmed the high-pressure fuel system’s demanded and actual pressures matched. Cracking out the low-pressure fuel gauges and being conscious of the non-OE fuel filter, we checked the fuel supply pressures before and after the fuel filter. This confirmed that not only was the pressure delivered from the in-tank electric fuel pump
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within specification but there was almost no drop in pressure across the fuel filter. So far so good, however as it stands all the testing has taken place in the workshop and as such we really haven’t put the engine under any real load. As we still suspected a fuel pressure and/or delivery issue we opted next for a really quick but effective test.
Luckily, being a German brand, not only did we have access to all OE documentation and data but the required information regarding fuel delivery was very well documented – this is something that is sadly missing with many other brands. A quick check confirmed the following expected minimum delivery when the system was set to 4 Bar and run for 15 seconds:
Checking the O2 sensors We initially monitored both O2 sensors’ operation (in the workshop) to confirm both sensors were operational and correct and could therefore be relied upon to report the actual fuelling state of the engine. We proceeded with monitoring those sensors whilst driving the vehicle and within seconds we noted that when demanding full throttle, both sensors switched lean, confirming as suspected that we had a definite fuel delivery issue. Interestingly the fuel pressure appeared to still be within the required specification. Our attention then turned to fuel delivery, as although we had already established the fuel pressure was correct, we were conscious of one of the owner’s statements: “in total [the vehicle] had four new fuel filters. Each time [it] seemed to help for a bit, then the issue would return”.
“Unusually, this job was accompanied by a very long and detailed letter from the owner outlining the history of the problem over the last 12 months.”
Noting the different minimum delivery based on supply voltage we opted to support the battery at exactly 14v, our theory being we should more than exceed the minimum specifications for delivery.
Monitoring the pump We removed the high-pressure pump’s (low pressure) supply line and attached a fuel pressure transducer and manual tap, ran the electric pump manually by feeding the pump’s supply fuse and slowly adjusted the tap until the system was running stably at a fixed 4 Bar. As we were already using the scope to monitor the fuel pressure and manually powering the supply pump, we
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also opted to monitor the current as that way we could also be sure the pump had a sufficient power and ground. We then proceeded to run the pump for exactly 15 seconds at 14v and 4 Bar while monitoring current flow (pump integrity) and the all-important resulting delivery amount. The results showed quite clearly that we had no electrical supply and/or pump integrity issues (as shown by the pump’s current draw), yet we barely achieved 250cm3 – being not far off half the expected delivery.
Solving the issue As we had already confirmed no restriction across the fuel filter and then confirmed that even when manually powering the pump with a good supply voltage that the pump fails to deliver a sufficient fuel quantity, we clearly had an intake issue – this therefore warranted further labour time/investigation to gain access to the intake pump for further inspection. On checking for workshop instructions to aid the removal of the in-tank pump, we found a link to a manufacturer TSB relating to “Poor Fuel Supply”. After checking further, we noticed references to wire gauze filter blockages caused by a known issue relating to the gauze and found that in early production, pumps were built with too fine a
“The results showed quite clearly that we had no electrical supply and/or pump integrity issues, yet we barely achieved 250cm3 – being not far off half the expected delivery.” mesh and later pumps had therefore been modified to overcome these issues. Removal of the fuel pump did in fact confirm the wire gauze filter on the pick-up assembly was partially blocked. Had we not had access to manufacturer information we may have cleaned and refitted this pump, however based on the TSB data we opted to supply and fit a new (modified) fuel pump assembly.
Confirming the solution As with all in-house repairs, we re-ran the original test afterwards to confirm a delivery rate of over 500cm3. Following vehicle rebuild, a quick road test confirmed that on snap acceleration both O2 sensors instantly switched to a rich condition as expected with no loss of power experienced. The job for me posed a question that I commonly consider in my role as a
diagnostic technician and even after all these years, I still haven’t settled this in my mind – at what point in the diagnostic process should one check for TSBs? Could I have sped the diagnostic process up on this particular job, had I looked for TSBs first? In this case I think the answer has to be no, as even if I had seen the TSB relating the blocked fuel pump gauze filters first, the labour time involved in removal and refitting for me would have dictated that I needed to justify that labour time to the customer and therefore would have still opted to confirm the delivery rate before taking that action. Also having the all-important before and after test results in my mind not only confirms (and evidentially backs up) the diagnosis but also the repair. As with just about every diagnostic job we have done, it perfectly highlights our reliance on not only access to manufacturer data but, more importantly, the actual quality and quantity of the data available. This is one of the deciding factors that for us determines which brands we are prepared to cover for diagnostics and fault finding services. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD001
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CLUTCH CLINIC
HOW TO Replace a clutch on a Citroën Berlingo In this month’s Clutch Clinic, Charles Figgins, Technical Marketing Manager at Blue Print, takes readers step-by-step through a clutch replacement on a 2007 Citroën Berlingo 1.6 HDi.
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he Citroën Berlingo and its near identical twin the Peugeot Partner have enjoyed global success as multifaceted vehicles. They have been available in many different chassis formats including van, car and pick-up and have been sold and manufactured in many different parts of the world for over two decades, making this vehicle one of the most common passenger carrying vans to visit workshops. Although, the Berlingo is a vanbased vehicle, it shares many common components with other Citroën and Peugeot car models, making many repairs a familiar task. The focus of this article is a 2007 Citroën Berlingo, fitted with a 1.6 litre HDi engine. The clutch had been reported to slip and required replacement. The vehicle was brought into the workshop, and the ignition was switched off. Then we waited for fifteen minutes before disconnecting the battery. This is to ensure that any initialisations of the various ECUs are memorised, saving any potential electrical issues on reassembly.
Accessing the gearbox
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With the bonnet open, the engine cover and air inlet duct were removed along with disconnecting and removing the battery and battery tray. This allowed access to disconnect the reverse lamp switch and earth cable from the gearbox, along with unbolting the water heater. This was followed by releasing the gear selector rods from the selector mechanism. (Fig. 1a & b) Next, the air cleaner assembly was removed, to gain access to two of the starter motor bolts, which required removal. Attention was then focussed on locating all the bell-housing bolts, some of which are in difficult to find places. This includes one bolt and a stud that is impossible to remove without removing the catalytic converter, which has a
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very limited access for removal. First, a sheet of cardboard was placed between the radiator and the catalytic converter to protect the radiator from damage. Then all the heat shield bolts were removed, followed by the removal of the fixing clamps to the exhaust and the turbo. Then the catalyst and the heat shields were carefully removed, revealing the bolt and stud that required removal. (Fig. 2a & b) Working from the top of the transmission, undo and remove all but one of the bell housing bolts and studs, along with the last starter motor bolt. Note: the starter motor is left in place, as it does not need to be removed completely for the removal of the transmission. Raise the vehicle, remove the transmission oil drain plug and drain the oil. Lower the vehicle to an appropriate working height and remove both the front wheels, followed by the hub nut retaining ‘R’ clips and the nuts. Then undo both front lower ball joints and release them from the hubs. This will allow enough movement to release the driveshafts from the hubs. Remove the lower section of the left hand wheel arch liner, unbolt the clutch slave cylinder from the transmission and move it out of the way. Make sure the hydraulic pipe is unclipped as necessary. Remove the left drive shaft from the vehicle and unbolt and remove the torque reaction rod, attached to the rear lower engine mount. Unbolt the retaining bolts for the right driveshaft support bearing and remove the right driveshaft. (Fig. 3) Note: It is advisable to replace the driveshaft oil seals before refitting the transmission. At this stage, the transmission looks ready to be removed. However, the road speed sensor on this vehicle is driven by the transmission and the wiring harness needs to be unclipped from the sensor before the transmission can be removed. In this case, it is impossible to do
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this because of the angle of the sensor, which is fitted against the engine. (Fig. 4) The speedo drive housing is required to be removed from the transmission, then the harness can be unclipped. This housing also retains the differential bearing outer ring, which can move upon removal of the speedo drive, so caution must be taken during this process. With all parts removed, the engine was supported and the transmission top mounting was released. The transmission was then removed from the engine and lowered to the floor, for inspection. The clutch pressure plate and friction disc were removed from the flywheel and inspected for any unusual wear issues. The flywheel was in good condition and only required cleaning before fitting the new
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clutch kit ADP153058. Our attention then turned to the release mechanism; the bell housing was thoroughly cleaned to free all grease, dirt and old friction fibres from the previous clutch, then the release fork was removed and inspected for cracks or wear. This fork has a plastic pivot, which is prone to cracking, and was closely inspected and greased before refitting, along with the release bearing guide sleeve, which is also prone to wear over time. If both parts are required, these are available within the Blue Print range. The release bearing was clipped into the fork and then operation of the release mechanism tested for smoothness, before lightly applying grease onto the input shaft. The transmission was now ready to be refitted to the engine. (Fig. 5) The transmission was aligned to the engine and secured in place with a few of the bell housing bolts. This was followed by the refitting of all the parts to the transmission. Then all of the other parts that were removed in the process of the removal of the transmission were refitted and all the bolts and fixings were tightened accordingly. The transmission was filled with fresh oil through the filler plug at the top of the transmission and the level was checked by removing the level plug on the side. Following this, a new clutch slave cylinder ADK83605 was fitted and the brake/clutch fluid reservoir was topped-up with fresh fluid, afterwards being bled of any excess air. Finally, the battery and battery tray were refitted, followed by resetting the clock. Finally, a road test was carried out to check the clutch was operating smoothly and efficiently. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD002
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BELT FOCUS
HOW TO Replace the timing belt on a 1.4 16v engine In this month’s Belt Focus, Schaeffler’s REPXPERT, Alistair Mason is replacing the INA timing belt and water pump on a 2010 Citroën C4 1.4 16v that has covered just over 46,000 miles.
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his 1.4 16v engine is a popular engine used by Citroën and Peugeot in a range of their vehicles and with a replacement interval of 80,000 miles or 10 years, this is a likely service repair for any independent garage. It is also good practice to advise and replace the coolant pump when replacing the timing belt as this is driven by the timing belt and easily accessible. An INA timing belt kit with water pump is the obvious choice, being OE specification with all supporting information such as fitting guides easily available through Schaeffler’s REPXPERT information portal and app. When replacing a timing belt, always follow Schaeffler’s 4T rule:
Scheduled time: 2 hours 45 mins Workshop equipment required: ■ Vehicle lift (two post is ideal) ■ Engine support ■ Engine timing/locking kit ■ Coolant vacuum bleeder
■ Tools – Timing/locking tools are
essential for correct & accurate timing on today’s engines ■ Torque – Ensure all bolts are torqued to the manufacture’s specifications ■ Tension – Always tension the belt correctly, ensure the tensioner is tensioned in the correct rotation, tension marks align & pulley movement is available where required
engine needs to be supported as the O/S engine mounting has to be removed. Therefore we attached a sub-frame mounted engine support at this point, lowered the lift to waist height and removed the O/S/F wheel and wheel arch liner. This now gives good access to the lower section of the timing belt area (Fig. 1).
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■ Temperature – Always carry out timing
belt replacements on an engine that is at ambient temperature as this can affect belt tension
Timing belt removal process With the vehicle placed on the lift, raise the lift and remove the engine undertray. The
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BELT FOCUS
Now, slacken the three crankshaft pulley bolts before removing the auxiliary belt. Lower the lift to gain access to the engine bay, remove the engine cover and then the upper timing belt cover (Fig. 2). Remove the auxiliary belt and inspect for any wear and replace if required. Remove the engine
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mounting assembly (Fig. 3) and raise the lift to waist height again. Remove the crank pulley and inspect the pulley for any cracking or deterioration in the rubber area as this absorbs crankshaft vibrations. If wear is present, replace the pulley. Finally, remove the bottom timing belt cover.
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��� A new idler pulley and tensioner stud are supplied in the INA timing belt kit, so at this point swap the idler pulley and the tensioner stud supplied and torque as required. The coolant pump was also replaced, this is mounted on two bolts and the seal was lubricated with coolant prior to fitment.
Timing belt installation
Rotate the engine to align the camshaft locking pin holes and lock the two camshafts (Fig. 4) and then lock the crankshaft through the 5mm hole behind the oil filter. Slacken the timing belt tensioner and remove the timing belt.
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Before fitting the new timing belt, ensure there are no oil leaks or coolant leaks that will contaminate the new timing belt kit, if leaks are present, rectify before belt fitment. Mount the new timing belt onto the crankshaft pulley, up and around the coolant pump, to the tensioner and then over the camshaft pulleys and finish off by sliding the belt onto the idler. Ensure the belt is sat squarely and centrally on the pulleys. Remove the crankshaft and camshaft’s locking pins, then using a hex key, rotate the tensioner so that the pointer aligns in position 1 (Fig. 5) and tighten the tensioner, rotate the
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engine four revolutions in the direction of rotation and insert the crankshaft and camshaft’s locking pins to confirm the timing is correct. Remove the locking pins and then insert the hex key into the tensioner. Slacken the tensioner nut and rotate the tensioner so that the pointer aligns with the notch in position 2 (Fig. 6), when aligned, tighten the nut and torque to the manufacturer’s specified value. Rotate the engine four revolutions to ensure the tensioner still points to position 2 and that the locking pins still align. Installation is in reverse order of removal and you should torque bolts as required. Refill the cooling system with the correct specification of coolant and vacuum bleed to ensure that all air has been expelled. Always carry out a full road test to ensure the heater works correctly and the correct cooling level remains. WANT TO KNOW MORE? INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, REPAIR TIMES AND MUCH MORE CAN BE FOUND ON THE REPXPERT GARAGE PORTAL WWW.RDR.LINK /AAD003, OR CALLING THE SCHAEFFLER TECHNICAL HOTLINE ON 0872 737 0037
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TECH TIPS
The DPF Doctor’s surgery In this month’s DPF Doctor’s Surgery, Barry Lawson of Ewan Lawson Motors explains how a thorough inspection recently saved his time and the client’s money.
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ecently a 2013 Mercedes Benz CLS250 with 102,000 miles on the clock was brought to our workshop with the customer reporting that the engine management light was on, and that the car had no power. Despite having been carbon cleaned at another garage before coming to us, the problem remained. We started by talking to our customer to understand how they use and maintain their car, when these faults had occurred and how long the light had been on. This is something that Darren (Darren Darling, founder of the DPF Doctor Network) instilled in us at the initial training and every event since! You don’t know what gems of information the customer will yield. So, I let them talk and listen intently. The customer asked why I was taking him through this process given the previous technician performing the carbon clean had said the DPF was blocked. I explained that we work to our own findings rather than basing our actions on those of another technician. You should not clean the DPF without first knowing whether the system components are operating correctly. So, on to the assessment confirming the fault. We started up. The Engine Management
Vehicle information:
2013 Mercedes Benz CLS250 – 102,000 miles
light remained on with a short road test confirming the car was flat – no power or boost. Scanning the car, we could see various fault codes, most relating to low voltage or power supply. Not of concern at this point although always worth logging and telling the customer. The two fault codes to concentrate on were: P2463 – the DPF soot content was not ok – it had a component fault; and P2279 – a leakage was identified in the inlet air system. The signal comparison was faulty. Looking through the live data next and logging it while driving the car, we could see that the commanded boost was much higher than the actual boost – a big red flag. During the assessment we were gathering the data from the ECU but also undertaking manual checks including the engine, looking for obvious faults. The fault causing the low boost and contributing to poor combustion resulting in too much soot? A split intercooler hose, which had been checked prior to coming to us. It demonstrates the importance of carrying out a pre-clean assessment because this would have caused the DPF to block again within a few hundred miles. We also found a faulty pressure sensor on the assessment. So, two faults that had not been
diagnosed. We could now send the report and repair costs to the customer. Repairs authorised, the work was completed. We carried out the DPF Doctor 3-stage clean using the JLM Lubricants’ professional toolkit and JLM DPF products so the DPF did not have to be removed from the vehicle, saving time (and on modern vehicles this can be a lot) and money. The car now had a DPF within specification. As professionals, we must keep up with industry developments and continue to learn. This fault was simple, but it had been missed or perhaps the technician hadn’t checked it and simply proceeded with cleaning the inlet system. Even though the fault description mentioned an air leak, it’s not acceptable to shortcut the diagnostic process. Customers must trust in our ability to perform an accurate first-time fix.
WANT TO KNOW MORE? FOR MORE INFORMATION ON THE DPF DOCTOR NETWORK WWW.RDR.LINK /AAD004
AND FOR JLM INFO WWW.RDR.LINK /AAD005
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TECH TIPS
COMMON FAULTS Getting it under control Delphi Technologies offers some helpful tips and advice for diagnosing common steering system issues.
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vehicle's steering and suspension systems are intricate networks of components designed to ensure a smooth, stable and safe ride. However, both are also subject to significant impacts from the road and weather conditions and as such, key parts are often prone to wear and damage. If a customer reports that their car doesn't seem to ride like it used to, then they may have a steering or suspension issue. With an aftermarket product portfolio that encompasses thousands of OE specification steering and suspension components for most new cars offered in Europe, Delphi Technologies can supply quality parts and technical support to help garages efficiently complete a durable repair. However, as Julian Goulding, North European Marketing Manager for Delphi Technologies Aftermarket explains, there’s a great deal that can be done before reaching for replacement components. “Replacing parts may seem the obvious solution to solving an issue, but there can be occasions where the cause of a problem is very straightforward and can be resolved in minutes or even seconds,” said Goulding. “It could be something as simple as low tyre pressure or even a loose nut, and while rectifying neither will make a garage any revenue, carrying out such an easy fix significantly strengthens the customer relationship and reinforces how trustworthy a workshop is.” Here, Delphi Technologies provides a list of the common symptoms and possible causes to help narrow steering and suspension diagnosis and repair options, saving time and money for garages and customers alike. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD006
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VEHICLE PULLS TO ONE SIDE Symptom: Pulling to one side while driving. The vehicle tends to pull to one side or the other. The wheel needs to be held firmly to keep the vehicle straight.
Possible problems and solutions ■ Low or uneven tyre pressure > check tyre
inflation ■ One or more wheels out of balance >
balance wheels ■ Uneven or excessive tyre wear > inspect
Possible problems and solutions ■ Low or uneven tyre pressure > check tyre inflation ■ Uneven tyre wear > check front tyres for even wear and replace both front tyres. Check wheel alignment also ■ Poor wheel alignment > check and adjust wheel alignment ■ Steering components worn > inspect tierods and steering rack ■ One brake is dragging/not releasing > inspect key braking components i.e., pads, calipers and repair/replace where required ■ Loose steering linkage > tighten all components and replace if required
FLIP-FLOP WHEEL SHIMMY Symptom: Flip-flop wheel shimmy. Steering wheel seems to wander and wiggle rapidly back and forth.
tyres, replace in pairs and check wheel alignment ■ Worn steering components > inspect tierods and steering rack for excessive play and repair if needed
LOOSE OR SLOPPY STEERING Symptom: Loose or sloppy steering. Steering has excessive play and wanders from side to side. Possible problems and solutions ■ Worn strut bearings > inspect strut bearings for play and replace in pairs ■ Worn or broken tie-rods or steering rack > inspect steering components and replace as necessary ■ Worn ball joints > inspect ball joints and replace if needed ■ Broken steering rack mounts > inspect
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steering rack mounts and repair or replace (some cars can be fixed; others require replacement of the entire steering rack) ■ Loose steering components > tighten all components to recommended torque
HARD OR HEAVY STEERING Symptom: Hard steering. The steering wheel becomes harder to turn, especially at slower speeds. Possible problems and solutions ■ Low tyre pressure > check tyre inflation ■ Poor wheel alignment > check and adjust wheel alignment ■ Power steering fluid low > check power steering fluid and add if needed. Inspect power steering lines for any leaks and repair if required ■ Contaminated power steering fluid > flush and refill the system with fresh fluid ■ Worn or damaged power steering belt > inspect power steering belt and replace where necessary ■ Faulty power steering box, rack or pump > inspect and adjust/replace relevant components ■ Worn or damaged steering gear > lubricate and repair if needed
VEHICLE WANDERS WHILE STEERING Symptom: Vehicle wanders. The direction of the car needs to be constantly adjusted. Possible problems and solutions ■ Poor wheel alignment > check and adjust wheel alignment ■ Severely worn or out of spec front wheel bearings > replace or adjust bearing ■ Worn ball joints > inspect ball joints for play and replace if needed ■ Loose steering components > tighten all components to recommended torque ■ Vehicle is overloaded or weight distributed unevenly > adjust load accordingly ■ Damaged steering component > replace as appropriate
VEHICLE CLUNKING ON BUMPS Symptom: Clunking over bumps or turning. Feeling clunks and knocks through the steering wheel when you go over bumps or even cracks in the road. Possible problems and solutions ■ Worn ball joints > inspect ball joints for play and replace if needed ■ Worn or damaged steering gear > check steering gear, lubricate and replace where necessary ■ Loose steering components > tighten all components to recommended torque ■ Something rubbing against or knocking steering column > review and adjust accordingly ■ Tyres rubbing against or knocking something > review and adjust accordingly ■ Broken suspension spring > replace spring
NOISE FROM POWER STEERING Symptom: Noises from the power steering unit. Whining or moaning sound when steering wheel is turned all the way in one direction. Possible problems and solutions ■ Power steering fluid low > check power steering fluid and add if needed. Inspect power steering lines for any leaks and repair if required ■ Air trapped in power steering fluid > flush and bleed the power steering system of air ■ Damaged or loose power steering drive belt > adjust or replace as necessary
■ Damaged or loose mount for power
steering pump > adjust or replace as necessary
STEERING WHEEL VIBRATING Symptom: Vibrating steering wheel. Excessive vibration through the steering wheel. Possible problems and solutions ■ Worn ball joints > inspect ball joints for play and replace if needed ■ One or more wheels out of balance > balance wheels ■ Severely worn or damaged tyres > inspect tyres and replace in pairs ■ Damaged wheels > inspect wheels and replace as needed ■ Loose steering components and/or wheel nuts > tighten all components to recommended torque To conclude, Goulding added: “By eliminating the simpler causes of problems, it’s much easier to efficiently carry out a ‘fix first time’ repair. Having the right knowledge, no matter how simple it may seem, is a massive bonus and while our training is suitable for those that have been in the industry for a lifetime and may already enjoy Master Technician status, it also caters for those who are just starting out or want to brush up on their skills. Being able to follow a logical fault-finding process is just as vital as being able to carry out the most complex mechanical repair if a garage is to enhance its efficiency and customer base.”
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TECH TIPS
BEST PRACTICE Keeping key machines calibrated For auto locksmiths working with key cutting technology, systems must deliver consistent cutting and tracing results without errors. 3D Group explains why regular recalibration should be on your agenda.
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ffective machine calibration should be viewed as the foundation of machine maintenance. It's the first step to producing reliable customer results and ensuring device performance. This is the reason auto locksmiths should be paying close attention their recalibration schedules. Calibration is used to establish a reference point that assists instruments in producing accurate results. All instruments of measurement, whatever they measure, require calibration. Take, for example, your kitchen scales at home – these should be calibrated too. Without calibration, we cannot guarantee that the results given will be accurate. This could result in significant problems for not only you but also for your customer.
22 SEPTEMBER 2021 PMM
Key machine accuracy The accuracy of devices such as key cutting machines can degrade over time and is typically caused by normal wear and tear. However, changes in accuracy can also be caused by electric or mechanical shock or a hazardous manufacturing environment, such as one containing oils, metal shavings etc.
Therefore, depending on the type of key cutting machine and the environment in which it is being used, the time it takes before it becomes inaccurate will vary. Devices such as the Dolphin, which many mobile auto locksmiths use in their van, could require recalibrating more often. Due to the movement of the vehicle, the key cutting machine may experience changes in its calibration. Without proper calibration a key blank could potentially not be cut to the required specifications, causing a key that will not fit in the lock or function correctly in the ignition. Spending five minutes recalibrating your key cutting machine could save you the time and cost of having to recut a customer's key. The bottom line is that calibration improves the accuracy of the device, and accurate
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measuring enhances the quality of the product. As there are three axes for key cutting and tracing (as shown below in the diagram), all three axes must be calibrated accurately, otherwise it may result in a key that is not cut to specification. Without proper calibration, key bittings will not be cut accurately, resulting in a faulty product that may need to be remade.
How often should you recalibrate? Auto locksmiths should calibrate a key cutting machine in line with the following criteria: ■ According to the recommendation of the manufacturer ■ After any mechanical or electrical shock ■ Periodically (annually, quarterly, monthly) The technicians at 3D Group recalibrate their key cutting machines daily to ensure accurate key cutting at all times; as the key cutting machines are used every day, they need calibrating more often.
“The bottom line is that calibration improves the accuracy of the device.” One thing you need to consider is whether you work with a manual or automatic machine. A manual key cutting machine requires more regular calibration, possibly every one to two weeks because they rely on human calculation, such as the Xhorse Dolphin. Newer, automatic machines such as the Xhorse Condor will only need calibration when the cutter or tracer has been changed.
Avoiding extra costs Cutting keys can become a costly experience if defects occur, for example, minor measurement errors when tracing a key. When these errors occur, you must stop the process, source new materials, and restart, causing you and your customer delays. This is expensive in both time and resources, or worse yet, defective parts could be delivered to your client. We all
know that word of mouth is king and maintaining customer satisfaction is crucial to business success. Unfortunately, these errors when cutting keys cause less than desirable feedback to be left about you and your service. Keeping your machinery up to scratch with proper calibration will help keep these errors from happening and provide your customer with a service they will be happy with.
Do it yourself As the owner of the machine, you will be able to complete the recalibration yourself, your device will come with instructions, and there is plenty of assistance online. What’s more, if you purchased your tool from a reputable supplier like 3D Group, the tool should come with all the tools necessary for the recalibration of your key cutting machine. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD007
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TECH TIPS
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HOW TO Ensure accurate disc brake run out measurement Scott Irwin, head of technical training at TMD Friction, the company behind Textar and Mintex, discusses how discs should be fitted to provide accurate run out measurements.
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hecking disc brake run out is a key part of the brake replacement process. It’s a vital check to ensure the safety of the driver and other road users, measuring the run out can determine if the discs have issues or have been incorrectly installed. All mechanics are aware of the importance of this check and routinely carry it out, but how can this be made easier and more concise in garages? Brake replacement is a daily task for many mechanics. However, there are certain elements of the process which require extra care. It is always good for garages to take part in refresher courses to ensure that
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24 SEPTEMBER 2021 PMM
everyone is up-to-date with best practice techniques. This is something we take very seriously and we carry out regular garage visits to ensure best practice is utilised. However, one process that is often overlooked is testing lateral run out. To accurately test run out, a DTI gauge is required to give a precise reading on how much movement there is once the brake disc has been fitted back onto the hub. Placing the gauge around 15mm below the outer edge of the disc is recommended to achieve a more reliable measurement. Run out should not exceed 0.07mm, any reading above this can have damaging consequences to the entire
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braking system and cause vibrations through the steering wheel and brake pedal, something which could result in a returning, unsatisfied customer if they’re experiencing this when driving. It’s essential a run out test is conducted with diligence. The hub must be cleaned down properly for the disc to sit flush and all rust and build up should be removed. The disc must be secured to the hub using the manufacturer’s torque settings, and it’s here some problems may arise. The bolts need to be tightened to make sure there’s as little movement in the disc as possible, but most mechanics will reach for spare bolts to do this. These can damage the
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wheel bolts and cause scoring on the brake disc itself too, which can lead to problems when the wheel next needs removing. These bolts need to be kept in good condition as they’re playing a key part in holding the braking system together. One way to eradicate this danger is to reach for a conical washer as opposed to a spare bolt. The shape of these washers encases the wheel nut to avoid causing damage to the bolt head, and they are the perfect form to lay flush against the disc too. They provide the ideal solution to measure run out as accurately as possible, with the disc sitting as tight to the hub as it can. Then a DTI gauge can be utilised to check lateral run out effectively. Another key problem mechanics encounter when working on this area of a car is brake judder, usually caused by disc thickness variation (DTV), which occurs when the thickness of the brake disc is not even. This can stem from improper practice when it comes to cleaning the braking system. A hub cleaner should be used to remove any deposits away while taking care not to damage the hub itself. Taking the time to properly clean the system to remove any braking and road debris can prevent a number of faults and flaws and utilising a DTI gauge along with conical washers can provide an accurate run out reading.
Saving time These more specific measurements can save an abundance of time for a mechanic. Instead of a trial and error approach where it’s hard to tell if poor results are based on the tools used or uneven surfaces, this can be eliminated as a cause so the mechanic can quickly get to the root of the problem. In an industry where downtime can cause issues with backlogs of jobs and consequently income loss, it’s imperative that mechanics are made aware of these specially designed tools and processes so they can continuously perform to a high standard, ultimately helping with customer loyalty and retention. For any garage, it’s essential to conduct a thorough job when undertaking tasks such as brake replacement. While these jobs may appear simple, planning them properly will save time and ensure vehicles are leaving and not returning with complaints. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD008
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BUSINESS
& TRAINING
APPRENTICESHIP Open to all who want to join ANSWERS In this month’s column, Gemma Westlake asks whether we’re doing enough to encourage interested girls to join the industry.
that things have changed enormously since then. However, it did lead me to think about how many female learners we see and wonder how many go on to do apprenticeships. We usually teach at least four or five ladies each academic year, sometimes more, sometimes less and I love that we do. However, when you consider that this last academic year we have taught well over 100 learners it’s clear that as a percentage it’s not much. I personally don’t believe that we should be pushing anyone into the automotive trade but I do have many conversations with ladies who, when I tell them what my job is, reply: “Oh, I would have loved to have studied that at college!” The funny thing is that they didn’t even see automotive as an option. So where are we still going wrong, what can we do about it and how can we support anyone in getting into the trade that they aspire to be in? I have believed for a long time that the idea that you have so many options really needs to start at school. In my careers interview I was advised to take up data entry (I’m hopeful that advice has improved since then) but the idea of
©Tyler Olson/AdobeStock
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elcome back! It’s been what feels like a long time. We have finished (and are now starting) another academic year at BCOT and we are all hoping this one will be a lot more straightforward than the last two. Among the negatives that the Covid19 situation has brought (there have been many I’m sure for all of us), there have been some positive outcomes. For me, personally, one of the highlights has been receiving the Silver Award in the Pearsons FE Lecturer of the Year Teaching Award. In the motor trade this is most likely not something that many people are aware of but in the education sector it is a very big honour. Silver now means that I have a possibility of winning Gold at the awards ceremony, very exciting after a very tough year of adapting lessons, trying to support our learners while home schooling my own children and seeing some of our wonderful apprentices struggling with the changes that the situation had caused to many garages. Receiving this award led to a lot of reflection – not only on recent times but also back through my career to a point where I distinctly remember being told by my best friend’s boss (who ran a garage) that he would never employ a girl unless it was to make tea. Thankfully, I haven’t met many people with this mindset throughout my career and I do believe
going into the automotive industry wasn’t even an idea in my head until I became friends with a guy called Tony who happened to be a technician – the job fascinated me. If you run a garage and do get any ladies come in looking for work, please do give them a chance, they may well be just the right person. I have been blessed to work with so many supportive people and never ever made to feel out of place. A truly inclusive workplace is one that just makes you feel part of the team regardless of background and if you can provide this working environment then you will gain a team that is also there to do the best for you. Join me next time where I highlight some of the fantastic ladies I know of in the trade and discuss some of the struggles our apprentices have seen over the ‘Covid times’. Until then…
Gemma is a lecturer at Basingstoke College of Technology. To find out what goes on there, GO TO WWW.RDR.LINK/AAD009 PMM SEPTEMBER 2021 27
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BUSINESS
& TRAINING
Alternative Fuel MOT Testing If diesel testing shouldn’t leave you fuming, then alternative fuel testing needn’t be shocking. Director of Avia Autos, Hayley Pells explores.
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s the car parc share of alternative fuelled vehicles increases in both age and number, more will be presented to the independent aftermarket. The subject of previous compulsory continuous professional development and subsequent annual assessment, it is worth continuously refreshing your knowledge of this technology, regardless of how common it is at your Vehicle Testing Station (VTS). Firstly, what are we referring to when we use the term ‘alternative fuel’? ■ ■ ■ ■ ■ ■
Electric Vehicles Hybrid Vehicles, including; Full hybrid Mild hybrid Plug in hybrid electric vehicles (PHEVs) Hydrogen Fuel Cells
Practicalities of Testing
around for this can be found in the “Training MOT test” within the service, possibly Unfamiliarity is not a legitimate reason to forgotten about since initial training. Utilising refuse to test a presentation, but you can ask the metadata can aid with spelling mistakes the motorist about the vehicle, check the and differences in terminology, such as vehicle’s handbook and/or check the “CV boot” and “constant manufacturer’s information. velocity joint gaiter”. Checking for any testing advice, such as the pick-up points for a Tesla (Fig. 2), Metadata is literally data within the testing service is about data, enabling worthwhile and those working software to recognise with other testers could use that two things are the the opportunity to also quality same, such as “spud” check the process, increasing means “potato” the general awareness of the technology. Screen real estate, Vehicle State achieved by large displays or Due to the silent nature of dual screen set-ups, can much of this technology – the revolutionise how state of the vehicle (when it is information is searched for ready to drive, or merely in a and data simultaneously state of “ignition on”) is Tesla pick-up point diagram inputted. If a tablet is the clearly communicated via the preferred weapon of choice, dashboard to the user. these can be set up to work together or to It is important to note the status of the read one and enter on another. If technology vehicle, both during the pre-MOT checks and is really not your thing, then getting used to during the test – a hybrid car may start the navigating between tabs and using keyboard engine if it detects the battery needs support, shortcuts such as “Ctrl+F” can facilitate a an unexpected event for those not familiar swift search. Searching PDFs in this way with the technology! Two Person Testing became the star functionality for passing last requires that all participants are made year’s assessment with ease, but the adequately aware of what can engage the downfall of this is the dependency on the vehicle to drive, and how to stop and software to find an exact match. A work immobilise the vehicle.
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��� How do you tell it’s alternative fuel? Often, they can't help but tell you (like cross fit enthusiasts)
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The “Ready” light can be displayed in different ways, they are generally green (Fig.3)
Stop! Ensuring the vehicle cannot start or move off is achieved by switching the ignition off. Some earlier hybrids have keys more similar to those with an Internal Combustion Engine (ICE), many have “smart keys” or even mobile phone apps that have start/stop functionality through a dash button and keyless entry. Generally, the rules are as follows: ■ Put the system in “park” with the parking brake applied ■ Shut the system off with the start/stop button ■ Check no warning lamps are lit ■ Remove the smart key from the vehicle and store at least 3m away Faraday contraptions are available, but the current advice remains 3m and these should be used in addition.
Testing, testing… Even when using one-person testing, current advice is to use an assistant if possible as parts of the test necessitate systems to be powered up so they can be tested properly. Make sure of the following: ■ Your assistant must be fully briefed ■ They must not touch the accelerator ■ They must hold the foot brake on when carrying out turn plate checks
��� "Ready" light examples
your team is normal working practice. This technology is for normal people to enjoy and drive, so therefore manufacturers have reduced risk in many ways to protect people from high voltage systems. Trying to repair these vehicles without the right knowledge carries a risk of fatality.
Managing Risk Although the risk of electric shocks with electric and hybrid vehicles is extremely low owing to the extensive safety protocols within the vehicle, it is common sense to apply the following advice from the government website: ■ Do a visual risk assessment for damage to the vehicle during your pre-checks – this should include the battery, charging plug, cables, and other visible high voltage components ■ Assume that the high-voltage battery and
associated components are energised and have sufficient charge ■ Do not interfere with the high-voltage system – you do not need to dismantle anything when carrying out an MOT test ■ Abandon the test if any orange cables or components are damaged or the wires are exposed – these could be a potential shock hazard ■ You do not need to vent any batteries when carrying out an MOT test – this can pose a risk in a confined environment
A note about Hydrogen Hydrogen fuel cell technology commonly uses high voltage systems. Oxygen and hydrogen are fed into the cell and under the action of catalysts, water (in the form of super-heated steam) and electricity are produced to provide energy to drive wheels through electric motors. This technology works extremely well for public transport solutions, including some buses currently running in London. The number of models available for private transport is low. For testing purposes, the same guidance applies as for high voltage systems and there is no reason to interfere with the fuel cells. On presentation, check the latest government advice regarding testing, carefully read any testing advice within the portal, ask the presenter and check manufacturer’s data. WHAT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD010
Tester State Feeling overwhelmed and underqualified? There is further information to be found from a variety of sources, such as the Health & Safety Executive, the DVSA (through their blog and guidance), trade associations, vehicle manufacturers and accredited training bodies. Further qualifications are not required to test this technology, although it is considered best practice to gain further knowledge, and the basic knowledge is required for compulsory CPD and may continue to make appearances in future annual assessments. If you have specific health concerns, consulting your doctor and raising the potential risk with
��� Hayley with Shaun Stanton of Stantons Automotive Specialist, who completed his IMI Level 3, Electric and Hybrid Vehicle Maintenance – funded by the Welsh Government in 2020
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BUSINESS
& TRAINING
From the text book to the real world
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n the first two articles in this series I looked at EV training and then at how we all learn using different methods. Of course we are all different, so what suits one person may not suit another. However, all the evidence suggests that learning by ‘doing’ is the best method. It is important to note that this does not only mean practical work. ‘Doing’ can also relate to learning actively rather than passively. As always descriptions and opinions vary, but for the purpose of our discussions I will define these two things as: ■ Passive learning is a method of learning or instruction where students receive information from the instructor as direct instruction or lecturing. This style of learning is teacher-centred. ■ Active learning is a method where students take an active or participatory role in the learning process. Students and instructors engage in cooperative dialogue. This style of learning is student-centred.
Tom Denton, founder of the Automotive Technology (AT) Academy and prolific publisher of automotive training textbooks, moves onto his third article in his series on learning. This month Tom takes a look at the different components to learning. The main downside to self-learning from a book is not being able to ask questions about something you don’t understand or need clarification on. Of course, practical tasks can only be a guide. The secret to making good use of a textbook (or any other written content) is to read actively. For example, keep notes, highlight important parts, and research further anything you don’t understand. Many people prefer the traditional paperback textbooks but eBooks now come with some nice interactive features.
Classroom lecture A step up from self-learning from a book or document is a classroom presentation, but it can still be a passive process unless you
Textbooks There are several benefits to learning from a textbook. It is available anytime you need it, you can re-read it when needed, you make the decisions on where to start and the pace of your learning, and you decide which books to use in the first place. See my website if you need recommendations!
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choose to be involved. There are different types of classroom working but I am assuming a fairly traditional lecture here for comparison purposes. One clear advantage is that you are able to ask questions. A good presenter will also be able to make the process entertaining and probably illustrate the subject from personal experience. A downside is that just listening can be a very tiring process – I am sure we have all had a quick nap during some presentations. It is likely that in a good classroom presentation you will be asked to carry out activities. For example thinking about a specific topic, discussing with a partner and then perhaps sharing back with the whole class. The secret however, once again, is to be © Wokandapix/pixabay.com
There is some crossover between these methods and for example, it is possible to make a lecture less passive if it includes activities and/or the students engage by asking questions. To illustrate this further, I will compare the learning experiences in a workshop, in a classroom and using textbooks.
FIG ��� eBook features such as highlighting, flash cards and image zoom are very useful
FIG ��� A very traditional classroom setting
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active and take control of your own learning. Take a photo of an important slide, keep notes and ask questions, stay involved.
Workshop Particularly because most of our work is practical, learning in a practical workshop is by far the best option. We all remember more when we take part in a practical activity. Actively doing something seems to work best of all because it uses different parts of our
memory. In a workshop you are encouraged to ask the facilitator questions, but also sharing experiences with others is really useful. It is much easier to remain awake and active in this situation but taking notes and getting involved are the key aspects as always. A potential downside of learning in a practical workshop is access to equipment, but this very much depends on the particular establishment and the number of attendees. Large screens like the one shown in figure 3 at TTHQ are a great way to see what is going on.
FIG ��� A combination is always best
Source: Technical Topics
Summary
FIG ��� A workshop set up for oscilloscope training
As a final point, good learning will almost certainly result if the range of situations above are effectively combined. For example, read a section of a book, attend a lecture, and then carry out tasks in a workshop. A practical workshop is almost always best but, while quality of learning is dependent on methods, styles and situations, your attitude and effort is what will really
determines the outcome! In the final article in this series we will consider the following questions: What do you really need to know? Why bother learning anything when you can just look it up? WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD011
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BUSINESS
& TRAINING
PRETTY VACANT Recruitment specialists Ingenia Recruitment investigate the ongoing skills shortage within the automotive sector.
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orkshops have reached a critical stage due to an ongoing skills shortage disaster. The current demand for Vehicle Technicians is higher than ever before. Currently, 68.4% of our vacancies are for people who can fix things, and 65.4% of those are for Vehicle Technicians. These shortages can be traced back to a lack of recruiting enough apprentices for many years, which was always going to lead to the current situation. We often see CVs where people have very questionable backgrounds. This is due to companies having to recruit lower level skilled staff, hoping they can be developed to a satisfactory level. Unfortunately, many of these recruits do not reach the required standards and are moved on. As it stands, 68.4% of our current vacancies are for productives. In 2020 this figure was 47.3%, 21.2% in 2011, and in 2006 they made up 24.9% of our overall vacancies. Reflecting on the demand for Vehicle Technicians, we looked at online website vacancies posted in the North East of England. Of the vacancies posted requiring productives on 29/04/21, 90.6% were for Vehicle Technicians. Although we are continuously receiving more applications for
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productive roles, the number of applicants that we interview is on a major decline. The reason for this is simply because these applicants are either not qualified/experienced or their skill level wouldn’t meet client’s requirements. There are anomalies between 2008 and 2009 which clearly accounts for the recession in 2008.
“Although we are continuously receiving more applications for productive roles, the number of applicants that we interview is on a major decline.” It is clear that the industry took a turn for the worst after the recession. In 2008, when we started to recover, companies should have recruited more apprentices then. Steve Shaw, Director of Ingenia Recruitment, said: “We are in the midst of a dire situation, with no short term solution in sight. Recruiting apprentices now is the right thing to do, and indeed must be done; but due to their very nature they will take years to
achieve the skill level of those Technicians we are losing. Recruiting and training semiskilled people could offer a partial solution, but once these people are recruited, they need a lot of training, mentoring, support and patience; things that we generally tend not to be very good at. Our current system of ‘giving them a chance’, throw them a service or pads and discs to replace and see how they get on, simply does not work. Most companies have resorted to increasing the wage for productives, but all this has resulted in is speeding up the merry-go-round with no net gain for the industry as a whole. So, just how much is this impacting our industry? From information available, we know that there are around 21,500 independent workshops in the UK in 2021. We know that the average labour rate in 2020 was £47.47p.h. We have assumed a 40 hour week, an average time to recruit of 6 weeks, and that only 25% of workshops have a vacancy for a Technician. The total loss of income across the UK is in excess of £61M and that assumes that they only need one Technician.” WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD012
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The Life and Times of Lubricants In this limited series of articles, Witham Motorsport, exclusive distributor of Motul products, tracks the journey of the humble lubricant. Each issue of PMM will focus on a different stage. This month we look at how technicians should best handle lubricants in the workshop. ● What are some tell-tale signs the oil hasn’t been changed in a while? If the oil hasn’t been changed according to the OEM requirements and adapted to the operating conditions, the lubricant will be contaminated with solid impurities i.e. soot, dust, metal wear, which will cause sludge, heavy wear and tear on all engine components such as main bearings and turbo charger bearings. This will dramatically reduce the overall engine lifetime duration. ● What are some good tips when it comes to using lubricants? ● Use lubricants which comply with OEM
service-fill approvals, specifications, homologations or standards only. The information regarding the oil quality which is needed for a vehicle is in the owner manual or service documentation or on the Motul Lube Advisor. ● For seasonally used vehicles, an oil change before winterising is recommended. ● Selling top-up oil actively will bring additional turnover for the workshop. You can place the top-up oil can in the trunk with the offer to the customer that if it hasn’t been used by the next oil service it will be used then.
● What are some things to bear in mind when assessing an oil change?
● What’s the best way to ensure a clean and easy lubricant change?
● Oil drain intervals should be adapted
● Ensure your workshop has the right
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to operating conditions and hardware modifications. If the oil level is too high, check if this is due to leaking or damaged injectors or too many incomplete DPF regenerations. Ask the vehicle owner regarding the type of personal use and evaluate if it runs under normal or heavy operating conditions. Check if there is no income coolant into the lubrication circuit. In case of an expected engine damage a used oil sample can be analysed in a laboratory and show the type and quantity of wear and tear and give the answer for the initial reason for the damage.
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equipment and tools for an oil change. Waste oil has to be collected and disposed according to the local regulations. Check upfront which oil quality and quantity is needed and have the right engine oil and oil filter cartridge ordered from your wholesaler or supplier. Warm-up the engine before oil change. With increased oil temperature the viscosity is reduced. This has impact on time needed for the oil change procedure and how much used oil quantity will be drained. If the engine runs under heavy operating conditions, it will cause additional deposits in the lubrication circuit. The use of a cleaning additive like Motul Engine Clean before an oil change allows you to remove dirt with the oil change from the entire lubrication circuit. Use the right oil quantity. If there is too much engine oil in the lubrication circuit it will damage seals and the exhaust gas after treatment system e.g. lambda probe, catalytic converter and particulate filter.
For more information GO TO WWW.RDR.LINK/AAD013
PMM SEPTEMBER 2021 33
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BUSINESS
& TRAINING
The IT Crowd As diagnostics becomes ever more commonplace in the workshop, technicians are finding themselves relying on original dealer diagnostic tools in order to get the job done efficiently and to a high standard. IT issues that inevitably accompany computer-reliant work can cause workshop owners some serious headaches. Here, Maverick Diagnostics outlines how it can help.
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magine for a moment what it could cost you to employ fully qualified master technicians from all the vehicle manufacturers you work with, just to sit in your workshop and give you advice as and when you need it. It’s unfeasible, of course. Yet, as vehicle complexity has grown, the importance of high-end qualified technical support has become crucial to all workshops. All workshops generally have the same complaint – the lack of ability to compete at the same level as the main dealers. Increasingly, module replacement or updating is the only way to implement a vehicle fix and this can only be carried out with dealer diagnostic tools. To continue to prosper in the future, workshops are generally starting to go down the original dealer tool route. This is a journey that ultimately leads to a better return on investment than non-dealer tool workshops. Dealer tools are constantly evolving and updating, with functionality being added daily and bug-fixes constantly done – therefore, they require regular maintenance. Typically, they require the reloading of software at least once a month. What’s more,
ongoing training is paramount due to software development and functionality changes. The aftermarket workshop needs to concentrate on fixing vehicles rather than running a full time IT support team. The manufacturers have a continuous investment budget to develop and support their software and IT infrastructure in their dealer network, a privilege the aftermarket workshops do not have, this is where Maverick Help Desk (MHD) steps in.
What’s involved? For those wanting to take the next step, Maverick Diagnostics is unique in the aftermarket by assisting with the whole process from initial registration and application for security access with the manufacturer for registration of licence, through to ongoing software and hardware support for the life of the tool.
Maverick Diagnostics Vehicle Technical Support VTS has unlimited use of an online portal with over 1 million verified fixes together
with live technical support of 5 tickets a month. Live support is accessed by a ticketing platform, each ticket gives the user end-to-end vehicle support and accurate technical data, supply of verified test plans and OEM wiring diagrams all to enable efficient and fast repair. This service is available to ALL workshops with or without dealer tools.
Maverick Help Desk MHD provides training should you have any issues navigating the OEM Software, it monitors the individual PC and updates the software and is also there to support the software and hardware of each registered OEM tool and computer. Ongoing support is given to use the tool and help given for the likes of password resets. MHD also deals with windows issues and general IT questions such as system compatibility. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD014
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BUSINESS
& TRAINING
Doubling Up Slough’s VRT played host to Schaeffler this summer as the company’s Technical Manager Alistair Mason took the guys through a rundown of a Double Clutch Transmission.
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t won’t be news to any of our readers that vehicles are in a state of constant evolution. Components are always being upgraded and improved by manufacturers; new technological developments improve performance and driver comfort, whilst often adding complexity beneath the bonnet; lastly, regulation and climate concerns drive manufacturers to pour huge amounts of time and effort into tweaking and even overhauling engines in order to provide a better transport solution for the planet. All of this research and development on the part of the manufacturers translates into vehicles which are no longer simply the sum of parts. In fact, not only are cars more complex than they’ve ever been, but the ways in which they are complex are constantly changing. What this means for the forwardthinking garage owner is that the problems they dealt with in the past are no longer the problems they are faced with today. The only way to equip yourself to deal with today’s problems and the problems of the
36 SEPTEMBER 2021 PMM
future is to invest a certain amount of your time and energy into training. One such forward thinking garage is VRT, a VAG vehicles specialist in Slough. Started by John Grogan and Ryan Lawrence 11 years ago, the business prides itself on offering dealer or higher quality service to customers. “Many of our customers are vehicle owners who have passed the dealer service time period,” John tells me. “Once they reach that point, we’re the perfect option for them as we have extensive experience with all the brands under the VAG umbrella and that’s what we specialise in now. Because we deal with those brands exclusively, day in, day out, we’re well equipped to solve any problem those vehicles present us. In fact, the main Audi dealer around the corner often comes to us if they have a particularly tricky problem” One component they’re seeing more and more of lately is a Double Clutch Transmission. Ryan tells me he is familiar with them and has worked on them before, but that’s exactly why they reached out to Schaeffler to provide some in-house training to the team.
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“As a business it gives us such an advantage to be able to get the experts in and give us a full and thorough demonstration of a component such as a Double Clutch Transmission,” Ryan explains. “It’s one thing being faced with a problem and working it out for yourself, but it’s invaluable to be able to have each part explained in detail. It’s great to get the younger guys on-board too. The more training you can do from a young age, the better.” VRT prides itself on training up the future generation in a way that will both provide prospective technicians with a decent career and supply the industry with decent, conscientious mechanics. This goes hand in hand with John’s desire to raise the level of professionalism within the industry, as he explains: “I think we’re all tired of the stereotypical image of mechanics in blue overalls, covered in grease. As you can see here, we run a tight ship and tidiness and cleanliness are just a part of doing a good job. We need to set an example to the young generation that a good mechanic is a professional mechanic. That extends to training too. Gone are the days when you could walk out of college on your last day and never do a day’s training again. These days, it’s a part of daily life as a technician that you keep up to date with the latest developments and regularly go on training courses – you and your staff that is.” On the day, Schaeffler’s Technical Manager, Alistair Mason guided the VRT team through the process of replacing a double clutch using the LuK Repset 2CT repair solution, both wet and dry versions. With the aid of a small camera, Alistair expertly outlined each part of clutch for the crew, fielding questions as he went. The course itself
“The more training you can do from a young age, the better.” Ryan Lawrence, VRT is IMI-approved, lasts half a day and covers all you need to know regarding Volkswagen’s Direct Shift Gearbox, Renault’s Efficient Double Clutch and Ford’s Powershift. So what did the VRT team make of the training session? According to John, the training day was well worth it: “As a business, I’m more than happy to take a day out for a training session like this. Schaeffler is a key brand and it’s important for our guys to know as much as they can about the products they’re working with. We only work with OEM parts, so Schaeffler training is perfect for us as they have the same attitude towards quality.” It’s VRT’s desire to put quality and professionalism above all else that led John to call up the Schaeffler team. It’s also why
Garage Inspector Andy Savva praises them as an “elite” garage at the top of the league, having also gone on his business training course in order to maximise their potential. The range of vehicles on offer to the public is staggering. The complexity of cars is multiplying, with varying fuel types, engine technologies and all the interrelated components that make up modern vehicles each complicating things further. Whichever route your garage has gone down, one thing is clear – training is no longer an option, but a necessity. As John and Ryan know, a welltrained garage is a well-run garage, and wellrun garages make money. WANT TO KNOW MORE? FOR MORE INFORMATION ON LUK WWW.RDR.LINK /AAD015
AND FOR VRT WWW.RDR.LINK /AAD016
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PIT STOP
In need of a refuel?
QUIZ 1.
What US sitcom did character Frasier Crane first appear in?
6.
A lepidopterist is a collector of which creature?
2.
What Japanese pioneer of running trainers became Asics in 1977?
7.
The Tour de France rolls to a conclusion on which Parisian thoroughfare?
3.
The T in FIAT stands for the name of which Italian city?
8.
What organisation was set up in 1905 with the dubious aim of helping drivers avoid getting caught speeding?
9.
According to the company’s founder, the quality of which brand of car is remembered long after the price is forgotten?
10.
What is the steepest street in the UK?
WORD WHEEL How many words of four letters or more can you make from the letters provided? You have to use the central letter in each word, and there is one nine-letter word that can be made from every letter in the wheel. See how many you can get! Here’s what you should aim for: 17 four-letter words, 15 five-letter words, 7 six-letter words, 1 eight-letter word, and 1 nine-letter word. Good Luck!
N T
E
L
H
C
A
C
I
4.
Where in the UK is the Pencil Museum?
5.
Which notoriously poor brand of car, produced in then Yugoslavia, is now developing a cult following?
WIN! TO BE IN WITH A CHANCE OF GETTING YOUR HANDS ON A MOTUL PAIR OF GLOVES AND BODYWARMER, VISIT THE PIT STOP PAGE AT WWW.RDR.LINK/AAD017
To find out the answers to the quiz, as well as the nine-letter word hidden in the Word Wheel, follow the link in the ‘Win!’ box above
PB.PMM ad grid_Layout 1 30/07/2021 12:34 Page 39
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PROFESSIONAL MOTOR MECHANIC
MECHANEX
THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS
BACK AND BETTER THAN EVER IN 2021! The UK’s only regional tradeshow dedicated to garage businesses is back again in 2021, with a fresh approach and a host of exciting new content.
2021 SHOW DETAILS Sandown Park, Esher, Surrey KT10 9AJ, 9th & 10th November It’s an unmissable opportunity to attend FREE seminars, sample the latest products on the market, and take advantage of exclusive show special offers. So, why not bring the full workforce along and make a day of it?
GET SOCIAL
To keep up to date with all things MECHANEX in 2021, be sure to visit WWW.MECHANEX.INFO, like us on Facebook and follow us on Twitter!
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@MECHANEXShow
040_PMM_SEPT21_Layout 1 30/07/2021 10:06 Page 2
REGISTER FOR FREE TICKETS AT:
WWW.MECHANEX.INFO BIG NAMES ALREADY SIGNED UP FOR SANDOWN
MECHANEX SEMINAR TIMETABLE TO BE CONFIRMED
042_PMM_SEPT21_Layout 1 29/07/2021 10:16 Page 42
SPECIAL REPORT
All in a day’s work Klarius Products explains to PMM readers how its high speed delivery service could ultimately help them increase profits.
W
hen sourcing an exhaust for a repair, choosing the correct replacement in terms of quality and speed of delivery means a happy customer. Klarius Products aims to ensure immediate availability of its full range of aftermarket emission control components to UK stockists and distributors, ready for rapid dispatch to garages. This helps garages fit the right exhaust quickly and deliver an effective repair while minimising ramp time for customers. There is a huge range of vehicles on British roads with all body types and ages represented. The vast majority are powered by internal combustion engines that have an exhaust to help minimise emissions. Exposed to the rigours of the road and the outdoors, it is not uncommon for exhausts to suffer damage over time. Failing the emissions section of the MOT, for example, means a vehicle being declared unroadworthy. But where to find an aftermarket exhaust brand that offers a complete range on short lead times with quality built in?
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Wide range Klarius is the largest UK manufacturer of aftermarket exhausts and its emissions control range covers over 24 million cars on UK roads. Furthermore, there is wide ranging support for light commercial vehicles. This wide coverage means the firm offers aftermarket replacements for superminis, hatchbacks, crossovers, MPVs, hybrids, SUVs, sports cars, saloons, estates, classics and luxury vehicles of almost any age. “Our range is continually growing,” Doug Bentley, Head of Research and Development at Klarius, explains. “Our inhouse new-to-range programme develops and delivers new products to market every week. In 2020, despite the pandemic, Klarius introduced over 150 new parts to its range to offer replacements for an additional
“Our in-house new-to-range programme develops and delivers new products to market every week.” Doug Bentley, Klarius
3.7 million vehicles on UK roads.” Consequently, the company has replacement exhaust components for models old and new, popular and niche. Backed by a proactive inventory management service for stockists and distributors, garages have immediate access to this wide range of emission control solutions.
Guaranteed availability Klarius uses its own UK logistics team to ensure stockists have a vast range of the company’s exhausts always available. This means that the needs of every exhaust repair or replacement can be met, helping to secure customer satisfaction while reducing repair times. Mark Brickhill, CEO at Klarius, explains how this is possible: “We guarantee total availability across a huge range of products thanks to a mixture of demand driven manufacturing, extensive warehousing and our dedicated logistics partner, Autologistiks. “This approach means garages have quick access to replacement parts from distributors and stockists for both popular and niche vehicle applications.”
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“Klarius uses its own UK logistics team to ensure stockists have a vast range of the company’s exhausts always available.” Quality Next to range and availability, quality is another cornerstone of Klarius Products’ emission control systems. Every component in the Klarius range is developed in-house using vehicles of correct make, model and production year. This attention to detail is evidenced by the Fit First Time guarantee across all Klarius components. Furthermore, all applicable parts are fully type-approved to EU legislative standards, with independent certification carried out with the Vehicle Certification Agency (VCA). As a result, all Klarius
exhausts, CATs and DPFs match or exceed the performance of the OEM part. This quality level has positioned Klarius as a key supplier for major automotive brand OES programmes. Manufacturing takes place at a state-ofthe-art facility in Staffordshire, with a high level of automation ensuring consistent quality. Custom high grade aluminised steel along with a specialised welding material ensure resistance to vibrations and corrosion. Furthermore, a 2-year warranty is standard across the Klarius range.
Ready for the repair Klarius has extensive coverage of vehicles on UK roads with market-leading quality and availability. Ultimately, this ensures that garages and service centres can deliver fast, reliable exhaust repairs and replacements. The end result is a speedy, quality repair and a happy vehicle owner.
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD018
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SPECIAL REPORT
Back to
SCHOOL PMM ’s Kieran Nee attended the launch of the School of Thought programme in Nuneaton’s Odeon Max.
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sk any technician how they first entered the industry and they’ll tell you… well, they’ll tell you many different things to be honest. Let’s face it, there are literally hundreds of reasons to want to become a mechanic and there are many different ways into the industry. Worryingly, however, one thing you’re unlikely to hear is that the career was suggested by a teacher, or that they heard about the great opportunities offered by the industry in school. Since the decline of heavy industry and the focus on technical apprenticeships in the UK, schools have increasingly pushed pupils towards pursuing an academic route, to the detriment of apprenticeships.
World of opportunities Although many heavy trades have disappeared from our shores, many other hands on careers such as automotive repair and construction continue to thrive and continue to offer a world of opportunities to the younger generation. However, this is not the impression young learners come away with upon finishing their GCSEs and teachers certainly don’t do justice to the technical trades. Hopefully, once the School of Thought programme gets underway, that trend will be reversed. The growing list of School of Thought ambassadors will be going into schools throughout the UK, armed with materials prepared by the organisation, and presenting the benefits of an automotive career to school learners. Vizion’s Dave Reece and Autoshield’s Julie Eley have joined forces to launch School of Thought with the aim of getting the true face of the auto industry in front of school learners. Only when presented with the facts can a school child make up their mind about whether it’s the right career for them. And, I hear you ask, what are the facts? Well, for starters, the automotive industry is a global industry,
with opportunities for keen young mechanics across the planet. Anywhere where there are cars, there is work for a mechanic. The pay is, or at least can be, very rewarding. The aftermarket industry is made up of smaller, independent garages, offering entrants to the industry the prospect of one day starting their own business and reaping the benefits accordingly. There is a huge range of jobs available in the aftermarket alone, and the industry is rapidly professionalising, offering better working conditions and more opportunities for progression. I could go on. The list is near endless and individual desire and creativity are the biggest drivers behind how you shape your career. At the School of Thought launch, host Steve Whitton of mental health charity Menable asked the audience to reflect on the sobering question at the heart of the problem: “If we have so many young people out of work at the same time that our industry has such a big skills shortage, what have we done to put them off? How can we improve the perception of our industry?” At the end of the day, we can discuss the failings of Government over the past 50 years until the cows come home, but that won’t change anything. It’s refreshing to see a programme such as School of Thought launched as it aims to tackle the problems head on. This isn’t about playing the blame game, rather it’s about getting out there and into schools and making something happen. At a time when newspapers and politicians are seemingly incapable of doing anything other than pointing out the problems with those they disagree, School of Thought’s positive message is exactly what school leaners need. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD019
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SPECIAL REPORT
Balancing Act PMM ’s Kieran Nee visits Avia Autos in Bridgend, South Wales.
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ntering Avia Autos, Hayley Pells’ workshop in Bridgend, South Wales, you are immediately struck by something unusual, even unorthodox and an affront to tradition. Unlike most garages, this is a space dominated by calm and quiet. I must say, it’s rather pleasant. The radio is on, of course, but not at the level that prevents you from talking to each other or communicating with customers over the phone, the level some garages seem to think is required by law. Hayley’s corner of the industrial estate is where order and enjoyment come together neatly. “It’s calm here, because I have chosen it to be that way,” Hayley tells me. “Many garages lose sight of the fact that it’s you, the owner, who chooses the atmosphere and the working conditions. If your workshop is hectic, messy and stressful, it ultimately comes down to choices you’ve made. It doesn’t have to be that way. We could be up to our eyeballs in new work, with customers at the door demanding more
46 SEPTEMBER 2021 PMM
and more, but I’ve made a conscious decision to not let that be the case.” So, I wonder, is there a magic trick that Hayley has hit upon that has escaped so many in her position? “Well, I wouldn’t say there is any one trick. I think it comes down to confidence in your abilities, correctly valuing the work you do and the value of the service provided. As a garage owner, the first thing you need to consider is what do you want to get out of running a garage. Everybody needs to make money out of their job, of course, so a business needs to be run accordingly.” In the day I spend with Hayley, she never finds herself run off her feet with work. In an orderly fashion she goes through the work she had planned for herself that day, fitting in a last minute MOT for a trusted customer, all the while chatting with me
about the extensive work she does outside of the workshop. Besides writing for PMM magazine (among others), Hayley writes text books with friend and fellow automotive expert Tom Denton. She has also appeared on TV discussing the automotive aftermarket and regularly talks at schools and other organisations, flying the flag for a career in auto repair. It’s something she feels passionately about, as she explains: “We as an industry need to do more to remove the barriers to entry. We are suffering because we don’t have diversity of views and experiences, things which can help businesses grow and can help the industry face a wider range of challenges. On the other side, it’s not fair that a career in the automotive industry is denied to someone from the get go
“We as an industry need to do more to remove the barriers to entry.” Hayley Pells
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simply because of their gender or any other factor such as age.” So, no magic tricks involved and no secret super powers (none that I’m aware of anyway). Instead, she gets the work done with invaluable help of her trusted protégé Connor Holland, who began his automotive career with Hayley eight years ago as an apprentice. “I’m currently saving up for a deposit on a house,” Connor tells me from beneath a Nissan Micra, in for an exhaust and routine service, “so Hayley and I sat down and we came up with a pay structure that will allow me to do that. I’m not sure that’s how it would go at one of the big garages or a main dealer.” One seat race cars line the wall in a less frequented corner of the workshop, alongside various motoring relics that would make an antiques dealer dizzy with excitement, whilst the bulk of the space is taken up by three two-post lifts. The lifts are ordered pragmatically by the time and money a customer is willing to put into the vehicle to
repair it. The third lift can be occupied by one vehicle for months at a time, whilst the first is dedicated to faster work. On the opposite side is the MOT station, where everything is kept as simple and clutter free as possible. The day I came, Connor’s passion project, a white 1983 mk1 VW Golf cabriolet, sat between the two work areas, open and ready to be tinkered with during
lunch. In this workshop, the relaxed and the ordered sit comfortably side by side. Indeed, the impression I get is that for Hayley at least, one couldn’t exist without the other. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD020
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ENGINES
& TURBOS
The best repair Whether you repair or replace a customer’s faulty turbo charger, it’s vital you opt for quality over cost. Melett tells us more.
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he automotive turbocharger market is estimated to grow at a compound annual growth rate of 10.5% over the next five years, which means it is now predicted to reach USD 18.4 billion by 2025 from USD 11.1 billion in 2020, according to a market report published by MarketsandMarkets. As the drive towards greater engine efficiency results in more and more vehicles employing turbochargers, garages are increasingly faced with addressing these complex components. Melett, an aftermarket brand for precision engineered turbochargers and parts, is encouraging independent garages to choose their turbo repair partners carefully as they look to meet increased demand. The increased demand for turbocharged cars has led to many new companies setting up turbo repair workshops. However, some of these companies do not have access to the correct equipment or the necessary experience, which can lead to poorly performing turbos. An incorrect rebuild or setting of the turbocharger will have a negative impact on the engine performance and can lead to complete failure in some cases. To compound problems, the repair industry has experienced an influx of low cost, low quality parts into the market in recent years. In many cases, these components look very similar to their higher quality counterparts. In countries where the market is saturated
market considers the real cost of using low quality repair parts, not only to their own business reputations, but to the reputation of the industry as a whole. Melett aims to support the turbocharger repair market with the highest quality parts and service. The firm partners with the UK’s leading turbo repair specialists to deliver quality-assured repairs using the latest equipment and OE equivalent components.
Replace or repair?
with many new parts suppliers, undercutting margins is now common practice resulting in companies selling low quality products at rock bottom prices. The way many manufacturers are producing parts at a lower cost is through the use of lower grade materials and/or inferior manufacturing processes. This significantly reduces overall performance and durability, leading to unreliable repairs and premature failure. Premature turbocharger failure will occur if poor-quality repair parts are not capable of performing under the extreme operating conditions of modern engines. This in turn can lead to an increase in warranty returns, additional rectification work, and loss of customer confidence in repairs. It is important that the automotive repair
It is often the case that passenger car turbochargers are not repaired but are completely replaced with new OE or equivalent units. However, new units are usually expensive to purchase and can often be subject to lengthy lead times. Repairing turbochargers, on the other hand, is more cost effective and promotes environmental sustainability. By reclaiming and remanufacturing old cores wherever possible, wastage is reduced, and costs kept to a minimum. Melett offers an extensive range of assembled and VSR balanced CHRA (core assemblies), which enable repairers to provide a superior standard of repair. Each core assembly is quality checked and inspected against the original equipment specifications to ensure OE performance is maintained during operation. For instances where a repair is not possible, Melett also provides a range of complete turbo units. Looking ahead, the company is continuing to ask the market: “what’s in your turbo?” The fact remains though that the turbocharger repair market is at a pivotal point. It must fight this needless race to the bottom and promote remanufacturing, investment and engineering, leading to greater prosperity throughout the entire market. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD021
PMM SEPTEMBER 2021 49
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ENGINES
& TURBOS
BELT IT OUT Dayco talks about the latest developments in belt technology and offers its advice on how best to handle replacements.
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s an established power transmission system expert, Dayco is a preferred partner for many vehicle manufacturers and its expertise has enabled it to develop highly efficient solutions for their many and varied needs, particularly as they endeavour to meet the emissions targets demanded by governments around the world. Among these many product developments, and one that will be very familiar to technicians in workshops across the country, is the Dayco High Tenacity (HT) or ‘white’ belt, which, with its PTFE film on its inner teeth and fibreglass core, has become the mainstay timing belt for many engine variants used for multiple applications by numerous vehicle manufacturers. Just as the constant evolution of engine design led to the development of new materials that are able to guarantee higher
performance levels, like those used in the manufacture of Dayco HT belts, further advances have raised the bar still higher. Dayco HK belts, originally designed for the requirements of specific Peugeot/Citroën applications, encompass the highest level of technological development and feature a tooth lining fabric and weave that incorporates aramid fibres. This combination achieves extremely high wear performance and greater adaptability to tooth geometry, which makes them particularly effective for high-stress transmission systems. Other notable solutions include the belt-inoil (BIO), a technology that Dayco originally developed to drive the high pressure fuel injection pump for Ford’s 1.8-litre ‘Lynx’ engine, and which has subsequently been used in several other applications, but where space is of particular concern, the company has produced a double-sided timing belt.
Dayco PV Belt
Check & Change Unlike the previous generation neoprene rubber based auxiliary belt, the EPDM formulated belt used nowadays, wears very Dayco Auxiliary Belts
Dayco Multirib Group
50 SEPTEMBER 2021 PMM
Another development is the Dayco belt-start generator (BSG) 48 V, a stop/start hybrid engine system designed to enable torque to be transmitted in different directions. The BSG is an unorthodox alternator system that, as well as charging the battery when needed, provides engine starting and braking energy regeneration through the alternator, via the auxiliary belt. The Dayco Poly-V belt for this system, which has a white, high-strength fabric coating the rib side, is particularly durable and designed to operate in winter temperatures of minus 40°C and then be subjected up to 90°C within the engine department.
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FREE TOOL differently. So whereas during use, the previous technology would gradually lead the belt to perish by cracking or chunking – when a section of belt actually comes off – the current EPDM technology belt wears gradually, not unlike the wear to a tyre, which actually makes it more difficult to detect. As a result, technicians should use the vehicle’s mileage as their first point of reference, which means that if the vehicle has covered 60,000 miles or more, the belt should be thoroughly inspected and if it shows any sign of damage or wear, should automatically be replaced. To help technicians correctly assess the condition of the auxiliary belt, Dayco has designed the aWEARness gauge, which provides them with three ways to check whether the belt needs to be replaced or is okay to be reinstalled. The two most relevant to an EPDM belt are the wear indicator bar, which highlights material loss and the profile indicator, which reveals whether the belt retains its correct form. Both reflect the level of wear and if the belt fails either check, it must be replaced. Wear on the belt could also indicate wear to the other components in the auxiliary drive system, which is why technicians also need to thoroughly assess the condition of these associated parts. Particular attention should be paid to the tensioner, because, in common with the timing drive system, the wrong tension on the belt can exacerbate wear and contribute to the potential failure of the drive system. Dayco provides a ‘one-stop’ solution for auxiliary system maintenance and replacement because, in addition to its original equipment
As a further step to help technicians check the condition of the auxiliary belt, while stocks last, Dayco is offering workshops a free aWEARness gauge, which they can get by simply contacting their Dayco stockist and requesting one of the useful tools.
(OE) designed belts, it also manufactures tensioners, pulleys and dampers, which means that technicians have the assurance that they are installing fully compatible parts. With torsion vibration dampers (TVDs) and water pumps also included in the Dayco offering, its auxiliary drive package is complete.
Technical Tips There are numerous tips that Dayco recommends technicians bear in mind to promote best practice when replacing primary and auxiliary drive components; amongst others, these include: ■ Ensure the engine is cool, ideally not run for at least four hours ■ The working area air temperature should be around 20°C, the same as the parts to be installed Dayco High Tenacity Belt
■ Disconnect the battery ■ If needed, remove the spark plugs ■ Only rotate the engine in its normal operating direction ■ Ensure that replacement belts are treated with respect and not handled with greasy hands, crimped or otherwise damaged before installation ■ When fitting a replacement water pump, sealing compound should only be used when the gasket is not included, otherwise just wet the mating surfaces and the supplied gasket with coolant ■ As Dayco kits contain all the components that manufacturers state must be changed in accordance with the specific service procedure, technicians must fit all the components supplied in the relevant Dayco timing or auxiliary belt kit, during the replacement process ■ Specific torque sequences and values must be followed In short, the basic principle for technicians is to simply follow the original manufacturer’s instructions, without adding ‘just in case’ additions like lots of sealer or thread adhesive etc. In other words, don’t improvise and fit it the way they think is best, just follow the directive, which is best.
Dayco Multirib Belt Doublesided
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD022
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ENGINES
& TURBOS
STEP-BY-STEP Automatic oil change Meyle guides readers through an oil change for automatic transmissions.
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ransmission oil should be replaced regularly to prevent any damages to the transmission and maintain its function and driving comfort. Despite many misguided assumptions, this affects both manual and automatic transmissions because transmission oil is naturally wearing out and additives are diminishing over time. It is vital to carry out an oil change every 60,000 to 80,000 kilometres, depending on driving behaviour and model. In this guide, a Meyle-Original oil change kit will be used on a BMW ZF8HP 8-speed automatic vehicle. Tailored to the specific vehicle, the kit contains the adequate gearbox oil, new bolts for the oil pan, a filling plug with a new seal ring, and a detailed instruction manual for easy installation.
STEP ��� Preparation
Before draining the oil, lift the vehicle with the lifting platform, remove the undertray and unscrew both brackets to access the oil pan with the integrated filter element.
To drain the oil, remove the oil pan by loosening the screws. Have a collecting vessel for the dripping oil at hand. Check for any leaking parts that might need to be replaced to maintain the transmission function before filling in new transmission oil. Oftentimes, the oil sleeves are affected and must be replaced.
the gearbox with the vehicle-specific transmission oil by using the filling plug and a pump. If the car model is equipped with an external oiling cooler such as in the given example of the BMW, the gearbox needs to be overfilled with around half a litre of transmission oil that might lead to extensive dripping.
STEP ��� Exchanging leaking parts
STEP ��� Final check
To remove leaking parts such as a defective sleeve, remove the retaining plate and slide out the sleeve. In the process always check for the electrical connection at the gearbox where the wiring harness goes in. While placing the new socket sleeve, make sure that the guiding pin is lined up with the designated slot at the gearbox housing. After that, tighten the screws of the retaining plate with eight Nm.
STEP ��� Filling the gearbox
STEP ��� Draining the transmission oil
Before filling with new transmission oil, fit the oil pan with the integrated filter element and follow the proper tightening sequence as displayed in the picture above. After that, fill
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After filling the gearbox, check the functionality of the gears. Shift through every single range of the gears while the engine is running. Hold for at least three seconds in each gear. If everything seems fine, tighten the filling plug with 35 Nm and bring the automatic gearbox oil temperature within the range of 30 to 50 degrees. For an additional test, increase the automatic gear oil temperature up to at least 75 degrees so that the cooler thermostat opens as well. After that, check the oil level, add oil if necessary, and close the system with the new bolts for the oil pan. The vehicle manufacturer’s guidelines and instructions should be read and followed carefully, and they always take precedence over the general process shown here.
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD023
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ENGINES
& TURBOS
TURBO TIPS Nissens outlines its turbo offering to the aftermarket and provides its top tips on diagnosing turbo failures.
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he Nissens turbo offering falls within the company’s Engine Efficiency & Emissions product category. It consists of more than 180 part numbers, catering for more than 2,000 OE references and providing coverage in excess of 30% of the UK and Ireland car parc. As would be expected from such a dependable supplier, the range is designed and manufactured to match OE specifications in order to replicate the engine performance, fuel economy, emissions standards and durability stipulated by the vehicle manufacturers. These high standards maintain equally on Nissens’ electrically steered turbos, where selected models are equipped with E-actuators supplied by Hella, a global leader in OE electronics and sensor design and manufacturing. In addition to matching the performance standards, Nissens’ commitment to the aftermarket means that it has also thought about the concerns of both those ordering and installing the components. As a result, each replacement turbo, whether wastegate or variable geometry utilising pneumatic or electronically activation, is a new, outright purchase unit that comes without surcharge or the need to return the old unit. When it comes to installation, each is designed to mirror the existing vehicle system and engine layout,
and comes with all the important additional parts, like gaskets or stretch-bolts, that are needed to make fitting an easy and straightforward process, as well as comprehensive fitting instruction in both printed and online formats. Turbo failures are often accompanied with, or caused by, problems with related components, which is why the Nissens programme also helpfully includes additional products such as turbo intercoolers, and oil feed pipes (OFP), which, as a best practice procedure, it recommends is replaced at the same time as the turbo. The turbo OFP is a particularly important component within the turbo system as it delivers vital lubrication to the turbo from the engine’s lubrication system, ensuring the turbo shaft is sufficiently lubricated and cooled, so is key to turbo system’s proper operation. Nissens’ current OFP range caters for 99% of the company’s turbo programme, but reflecting the growing importance of the component, is poised to increase over the next few months. Naturally, all the related technical
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have become degraded because its scheduled replacement has been ignored or the oil filter defective. Also check the return pipe to ensure the oil can find its way back to the sump.
product information, including high-quality pictures, for the entire Nissens turbo system offering can be found in its own catalogues, as well as in TecDoc.
Turbo Tips As well as having access to premium quality replacement components and comprehensive fitting instructions, it is incredibly important for the technician undertaking the work, to understand why the turbo has failed. Common causes that should always be considered in order to establish the correct diagnosis and address any underlying issues, include: Oils and lubrication – Has the failure occurred due to lack of lubrication? This can cause overheating in the turbo and lead the oil in the turbo to carbonise and the shaft to seize. This could occur because the OFP is blocked or restricted, due to exposure to excessive heat from a missing heat shield, for example. Alternatively, the engine oil could
Foreign objects in the turbo – Has something entered the turbo? A turbo acts rather like a vacuum cleaner sucking in a vast quantity of air, which it pulls through the air filter. Should air filter replacement be overlooked in a similar way to the oil filter example, foreign bodies can be sucked into the turbo and damage the veins on the compressor wheel, causing turbo failure. Over-speeding – Has the compressor wheel ‘burst’? Turbos are designed to run at incredibly high speeds, sometimes in excess of 250,000 RPM. However, if they exceed their normal operating parameters, due to over-speeding for example, the compressor wheel can literally break apart. Common causes include leaks in the air charge system or wastegate failure, which mean that the turbo can’t reach its designated boost pressure, so over-speeds to compensate, exploding in the process. Over-pressure – Is there an imbalance in the pressure between the air and exhaust side of the turbo? The thrust and journal bearing are designed to be subjected to a similar pressure, so an imbalance can lead to the compressor wheel touching the side of the housing, resulting in turbo failure. Causes can include excessive boost pressure because the factory settings have been changed due to engine tuning, for example. A malfunctioning blow-off valve or faulty MAP sensor could also trigger excessive pressure.
TRAINING The Nissens Training Concept (NTC) is a well-developed training platform with self-learning, webinars and prerecorded videos, which is under constant development and designed to help technicians overcome the lack of live training meetings during the current pandemic. Via an activation link ( WWW.RDR.LINK /AAD024) Nissens is offering technicians who sign-up and complete two turbo elearning courses, the chance to win a fantastic prize. The first course is Turbocharger Fundamentals, which explains the forced induction principle for combustion engines and how the turbo works, and the second, Turbocharger Installation, that provides insights to how to properly install a turbo, including the necessary diagnostics.
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD025
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BATTERIES
& IGNITION
The smart way
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mart charge – or intelligent charge – alternators have been available in the automotive aftermarket for some time. However, the complexity of their design has evolved over time. Consequently, rotating electrics remanufacturer, Autoelectro, has invested heavily in the latest test equipment, to ensure it stays ahead of the technological curve and offer the latest applications to the marketplace as quickly as possible. Vehicle manufacturers, under pressure from governments and environmental policies, have had to find ways to reduce emissions and increase fuel efficiency, according to Autoelectro UK Sales Manager, Nick Hood. He believes the introduction of engine control units (ECUs) has allowed for closer interaction between the different vehicle components: “Sensors can now constantly monitor the performance of all the critical areas of the vehicles, such as air flow, engine speed, manifold pressure, fuel burn performance, temperature and voltage. All of this information is collated by the ECU to maximise the performance of the vehicle and reduce emissions.” Smart charge alternators can usually be identified from their regulator plug type – LIN, BSS or COM, for example. Essentially, a smart charge alternator is controlled externally by the ECU, with information communicated between the two via a cable. The output of these alternators can vary, depending on the information sent to the ECU
Autoelectro provides a look at smart charge alternators. from the various sensors: the condition of charge of the battery, demands from the vehicle’s electronic parts and accessories, such as heated screens/seats and infotainment systems. The benefit of the smart charge system is it can output a lower voltage over a longer period, thus reducing the drag upon the engine, leading to improved fuel efficiency. A battery accepts charge more efficiently when it is cold. For this reason, a smart charge alternator will charge at a higher rate to maximise the performance and bring the battery back to optimal operating level. Once this level is achieved, the ECU will reduce the alternator output to supply the vehicle’s demands. It should be noted that the battery charge light affiliated with smart charge alternators is no longer actuated by the alternator itself – but via the ECU. The battery charge limit can illuminate for various reasons, and the vehicle should always be checked for underlying faults before condemning the alternator. Nick provided an example of this scenario: “This is common on three-pin regulator Ford type alternators fitted to Fiesta, Focus, Kuga and other similar models (AEK2815). A common fault exists on the vehicle’s wiring loom, which is around 40cm long, in that it has been found that corrosion can occur and can interfere with the connection between the alternator and ECU. “This can lead to the battery charge light
illuminating and possibly low or no output from the alternator. Removing the three-pin plug from the back of the alternator will slip the affected part into ‘limp’ mode and should produce between 13.4 and 13.8V, which signifies that the alternator is functioning correctly, and the problem lies elsewhere in the circuit. A vehicle should never be run for a long period of time with the ECU communication cable unplugged.” Autoelectro’s website allows visitors to check if an individual application has a smart charge and contains information on the plug regulator and pin functions.
Tips for diagnosing a smart charge alternator When testing a smart charge alternator, the communication between the alternator and ECU is in a ‘wave’ and requires a suitable device to read the pattern, such as an oscilloscope. Technicians should use the VM’s guidelines for assessing wave patterns. The signal from the ECU to the alternator should be a square wave pattern that will change with load request; if there is no change in the pattern, it is likely there is an ECU communication fault. The signal from the alternator should remain a constant square wave pattern; if this pattern mirrors the signal from the ECU, the issue may lie with the smart charge alternator. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD026
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BATTERIES
& IGNITION
WHO’S IN CHARGE?
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s part of a recent meeting, hosted by the IMI, an interactive Q&A session gathered key information from the broad audience, including technicians, workshop owners and managers, about their battery management practices. Interestingly, 63% of the participants said that they test every vehicle that comes into their workshop, however only 31% charge every vehicle. Ken Clark, Manging Director at Rotronics, said: “We had hoped that the testing percentage figure would be a lot higher because we know that our customers who test and charge every vehicle reap far higher efficiency rewards and return on investment than those who do not. The percentage of those who charge each vehicle on entering the workshop was a real surprise. Only 31% is a low figure and shows that there are far too many vehicles that are not charged to the optimum level. “With so many of our participants answering that they do not test and charge each vehicle, this means that a large percentage of battery defects will be missed and this is likely to result in higher battery replacement budgets. The DCA8000 is excellent technology to help workshops get around this issue.”
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A recent webinar revealed some very interesting facts to the Rotronics team about technicians’ approach to battery management. Here, Managing Director of Rotronics, Ken Clark emphasises the importance of testing and charging vehicle batteries. For the independent workshop, the DCA8000 is a complete battery management programme to look after your customers. Technicians will get one of two results, Good or Bad. Batteries that just need charging will be fully charged, with the DCA giving you an estimated charge time, to assist with your workshop productivity. The charge time will range from 20 mins to an hour, therefore within reasonable service time and it delivers 70amp power.
“During the Rotronics webinar, it emerged that 76% of the participants rarely or never have their battery management equipment serviced, repaired or calibrated.”
The uniqueness of the DCA8000 is that it fully diagnoses the battery and will measure the charge acceptance level, the reserve capacity, and the cranking ability of the vehicle. It has a full view of a battery’s health by looking at the power demands and charge acceptance. This is a dynamic and workshop-saving diagnostic tool for all 12V applications that Rotronics has in its arsenal and is ideal for PMM readers. It does not waste hours of charging, and it reduces those inefficiencies of testing and charging separately. It is a breakthrough for independent workshops to reduce downtime, and increase their diagnostic capability, like no other technology before. This means 100% first time fix, as there is no need to charge the battery up to retest. Customers get the right result first time, and they will always have a charged battery when the vehicle is returned. The DCA8000 report provides the test result, the charge time and how much the current has accepted. This provides justification for any charge that the customer may receive; this is a transparent process that adds value to your service time. This gives workshops the option to charge for this service as a valuable add-on to their workstream with little or no impact to workshop productivity. During the Rotronics webinar, it emerged that 76% of the participants rarely or never have their battery management equipment serviced, repaired or calibrated. Only 18% claimed to have annual servicing and a mere 6% adhered to the requirements set out on the equipment guarantee. Ken Clark comments: “This tells us that many workshops are using equipment that may not be fit for service or providing accurate results. Most of the battery management technology needs an annual service and repair and calibration should be
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The DCA8000 in action
carried out to ensure that testers are providing readings within specific tolerance levels and are working optimally. “Our service and repair centre on the website provides invaluable guidance, (see link below) for finding out how to get the most out of your technology.” Ken talked about how to get the best return on investment from battery equipment, and the importance of using the latest conductance profiling technology and showed the payback of using the Rotronics online reporting platform, ROBIS, with remote reporting.
Continues Ken: “Interestingly, only 5% of the participants thought that a battery management programme, testing and charging, was part of a good customer service programme. In the independent workshops, there could be a very strong customer service message, with added revenue opportunities, offering testing and charging as part of an ongoing programme to keep their customers’ vehicles in optimal working condition. “On the positive side, nearly 60% of those taking part in the poll believed that testing a vehicle battery is good practice and provides
preventative maintenance. The important piece to factor in now, is to improve the testing and charging percentage, to make sure that failure prevention is in day-to-day practices.” WANT TO KNOW MORE? FOR MORE INFORMATION ON ROTRONICS WWW.RDR.LINK /AAD027
AND FOR THE SERVICE AND REPAIR CENTRE WWW.RDR.LINK /AAD028
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BATTERIES
& IGNITION
Resistance training Hella’s Tech World website is helping technicians across the UK diagnose ignition coil faults. Here, we present some of the advice found on the website for measuring ignition coils.
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egardless of the type of ignition coil – single, dual or four-spark or contact/transistor controlled – the correct fault diagnosis is critical for technicians undertaking repair, which is where Hella, in conjunction with its diagnostic equipment division, Hella Gutmann Solutions, proves its worth as the workshop’s friend. Hella’s Tech World website provides technicians with a huge technical resource from which to draw and when it comes to ignition coils this includes, among others, the following basic principles for the correct procedure to measure them. If dismantled, there are different ways of checking the ignition coil. Testing the resistance values of the coils using the ohmmeter. Depending on the ignition system and ignition coil design, the following reference values apply (observe the manufacturer's specifications): Cylinder ignition coil (transistor ignition system) – Primary: 0.5 Ω–2.0 Ω/Secondary: 8.0 kΩ–19.0 kΩ Cylinder ignition coil (electronic ignition system with map-controlled ignition) – Primary: 0.5 Ω–2.0 Ω/Secondary: 8.0 kΩ–19.0 kΩ
Check the electrics using a multimeter or oscilloscope: ■ Check the voltage supply to the ignition coil ■ Check the triggering signal from the ignition distributor, ignition control unit, or engine control unit
Single-spark or dual-spark ignition coil (fully electronic ignition system) – Primary: 0.3 Ω–1.0 Ω/Secondary: 8.0 kΩ–15.0 kΩ If a high-voltage diode is built into an ignition coil to suppress sparks, it is not possible to measure the resistance of the secondary coil. In this case, the following method is helpful: Connect a voltmeter in series between the secondary winding of the ignition coil and a battery. If the battery is connected in the diode's conducting direction, the voltmeter must display a voltage. After reversing the polarity of the connections in the blocking direction of the diode, no voltage must be displayed. If no voltage is indicated in either direction, it can be assumed that there is an interruption in the secondary circuit. If a voltage is indicated in both directions, the high-voltage diode is faulty. If installed, the following checks can be used: Visual inspection: ■ Check the ignition coil for mechanical damage ■ Check the housing for hairline cracks and sealant leaks. ■ Check the electrical wiring and plug connections for damage and oxidation.
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Testing with the diagnostic unit: ■ Read out the fault memory of the ignition system or engine control ■ Read out parameters During all testing work on the ignition system, please note that faults established during tests with the oscilloscope are not necessarily faults caused by the electronic system; they can also be caused by a mechanical problem in the engine. This may be the case, for example, if compression is too low in one cylinder, which means the oscilloscope shows the ignition voltage for this cylinder to be lower than that of the other cylinders. Hella has been a pioneer of sophisticated vehicle electronics for more than 60 years, supplying vehicle manufacturers globally with components and sensors for vehicle emissions, safety and comfort systems. As a result, in addition to a wide range of ignition coils, its aftermarket programme provides workshops with the electronics solutions they need to ensure they can provide an original equipment (OE) quality repair. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD029
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BATTERIES
& IGNITION
An easy cell PMM goes back in time with Varta to explore the firm’s long history within the industry.
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arta has a long history of designing and manufacturing automotive batteries stretching back over 130 years. That’s 130 years of developing the battery technology to power all kinds of vehicles. 130 years of producing batteries for vehicle manufacturers as Original Equipment. It’s no surprise then, that 70% of AGM batteries fitted as Original Equipment are still Varta today. Varta batteries are installed in new cars and commercial vehicles by most vehicle manufacturers, and are trusted by drivers around the world to keep them moving. To understand more about the company’s success, we took a look back at some key milestones in battery technology and the role the German firm played.
1887
It was in 1887, when Adolph Müller founded the first battery company in Germany. At that time, he had recognised the great market potential for rechargeable accumulators and thus laid the foundation for the future Varta. In 1893, these batteries powered the first electric cars in Germany. As more and more drivers wanted to venture out on the road at night, Varta was making the very first batteries for exterior car lighting.
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“The change from 6-volt to 12-volt batteries in automobiles was a major shift that was made to meet the growing needs of the 1960s.”
1914
From 1914 onwards, Varta lead-acid batteries became increasingly popular as a means of starting car engines quickly and reliably. As the brand subsequently expanded worldwide, the product range also expanded to include the dry cell battery. The number of cars worldwide climbed past the three million mark, and the need for reliable and powerful batteries was increasing just as rapidly.
1935
In 1935, the company started producing the first batteries in standard case sizes. They fit in every car and made replacement quick, easy, and inexpensive. The first assembly line for automotive batteries went into operation, making the production of batteries faster and cheaper.
1955
In 1955, in the early stage of mass production, the Varta plant for portable batteries in Ellwangen, Germany developed a paper-lined battery with a double-laminated separator between the plates. The success of the product is reflected in the fact that 23 countries adopted the patent for it.
1960s
The change from 6-volt to 12-volt batteries in automobiles was a major shift that was made to meet the growing energy needs in vehicle models of the 1960s. In addition, a crucial component of the batteries was renewed: from now on, the separators were no longer made of wood, but of plastic, which made the products much more robust. As well as this, all cell connectors were now installed inside the casing, as opposed to externally connected. In 1965 Varta started production
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of dry starter batteries in Germany. In addition, the previously used hard rubber cases of starter batteries were replaced by simple plastic boxes. This made them lighter and easier to transport.
1970
Post-1970, many innovations in battery technology took place. The first leak-proof car battery was introduced, the Varta Super Dry. The first ever maintenance-free starter batteries – based on selenium technology were launched. They had a low self-discharge, consumed little water, and generally reduced costs.
1995
Varta silver technology for automotive batteries was launched in Europe in 1995 and is quickly adopted by leading vehicle manufacturers. The dynamic silver battery is now the ideal partner for highperformance vehicles with extensive equipment.
2003
In 2003, the new automotive battery technology centre opened in Hanover, Germany, bringing together some of the industry's most skilled designers and engineers. In the same year vehicle manufacturers award the company as
the very first supplier of AGM (Absorbent Glass Mat technology) batteries for luxury cars. Varta AGM batteries are tip-proof and require no maintenance or topping up. The premium flooded battery series, the Varta Dynamic Trio was launched in 2006. The Silver, Blue and Black model variants ensured that the demands of a car at any age could be accommodated.
2000s
Shortly after that the company became a leading supplier of batteries for vehicles with startstop systems and for hybrid and electric cars thanks to its new technologies – AGM and EFB (Enhanced Flooded Batteries). Launched
“By the beginning of 2009, 80% of new vehicles with start-stop technology were factory equipped with a Varta battery.” in 2008, PowerFrame technology ensures optimum energy flow and uncompromising reliability. Today, every Varta battery still has the PowerFrame grid inside. By the beginning of 2009, 80% of new vehicles with start-stop technology were factory equipped with a Varta battery. Today, Varta products will be found in millions of cars, commercial vehicles, motorcycles and leisure applications. The company’s engineers put experience, knowhow and precision into every single battery. The company’s 16,000 employees around the world strive to produce and deliver the highest quality batteries available to vehicle manufacturers and drivers, and ensure they keep on moving, for longer. Varta batteries are characterised by long life, less corrosion and vibration resistance, which is why they claim to be the most trusted battery brand throughout Europe. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD030
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BATTERIES
& IGNITIONS
SMART WORKING NGK’s BoxClever UK independent garage loyalty scheme is a long-standing success story with thousands of garages gaining points and prizes following the purchase of the company’s ignition and sensor components.
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he company is an original equipment supplier of spark plugs, glow plugs and NTK Lambda and associated engine management sensors to many of the world’s leading vehicle manufacturers, with the same components being supplied to the UK automotive aftermarket. BoxClever is open to workshops from all over the UK who can enjoy a raft of benefits with members encouraged to collect and return NGK single boxes in exchange for points which they can then redeem to select prizes of their choice. The company has now made it even easier for garages to engage with BoxClever by launching a new mobile app enabling members to check their points balance, browse the gift range, redeem points and win prizes instantly, all from their mobile phones. The new app also includes links to NGK’s new PartFinder website accessed with just two clicks from the app’s homepage. The new PartFinder was designed to provide a better service for NGK distributors and their garage customers with easy location of the correct part for their specific vehicle requirements. The app is key to garages earning more points faster as every time they bank their NGK/NTK product boxes they will be sent a
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virtual scratch card for a chance to win some fantastic points bonuses. Once downloaded, garages new to BoxClever can register on the scheme using the app whilst existing users can log-in with their website username and password. If there are any problems logging in garages are encouraged to call the helpline for assistance. Mark Hallam, Marketing Manager, NGK Spark Plugs, said: “The new app means BoxClever is more easily accessible to garages than ever before. Garages can manage their membership from the palm of their hands and we can keep them up to date with the latest NGK/NTK products and promotions. “I would advise any garage owner who is not already a member to sign-up today. It is easy to join and easy to collect the points. Workshops fit our components daily and are rewarded just for doing so.”
“Over the years NGK has given away some fantastic promotion prizes to members including a £9,000 courtesy car and £10,000 toolboxes.” Over the years NGK has given away some fantastic promotion prizes to members including a £9,000 courtesy car and £10,000 toolboxes. Earlier this year members had the opportunity of winning a Honda Monkey motorcycle, worth almost £3,800, in a special spark plugs and NTK Lambda sensors parts promotion.
Spark Plugs NGK has been developing spark plug technology since the 1930s and manufactures plugs for every type of automotive engine. Its vast experience and technology ensures that there is no doubt that it is the world’s No.1 spark plug with drivers benefitting from
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improved on-the-road performance and fuel economy coupled with lower emissions. NGK iridium spark plugs currently represent the highest-quality technological solution. One of the world’s hardest metals, the precious metal iridium is featured on the middle electrode. Iridium starts melting at a temperature of 2450°C which therefore makes it very resistant to spark erosion. By using it, the service life is doubled on average in comparison to standard nickel spark plugs. Platinum spark plugs are equipped with a platinum plate on the middle electrode, which ensures a more constant output of the spark plug over the entire service life, even under difficult conditions. Based on its narrow middle electrode, it emits very little spark voltage, discharges the ignition coil, and ensures optimal combustion. Precious metal spark plugs may be more expensive, but when specified by VMs and used during service and repair they will prevent possible problems due to: ■ ■ ■ ■
Poor ignition performances Poor tolerance to fouling Higher ignition coil loads Increasing unwanted emissions
NTK Lambda sensors There are good reasons why NTK Lambda sensors are the No.1 choice of vehicle manufacturers around the world, they are ‘Similar but different’. NGK says the experience it has in supplying the VMs worldwide allows it to offer exactly the right sensor for every vehicle application. The company advises garages to always go with a bespoke OE-quality Lambda sensor and steer well clear of ‘universal sensors’. A ‘universal’ Lambda sensor is designed to cover as many applications as possible by splicing in the connector from the unit being replaced. In theory, this sounds like a good idea. In practice the potential for a mismatch with the vehicle's system or subsequent premature failure is very high. A worn or failed sensor can result in drastically reduced control of the fuelling system which could result in increased fuel consumption, uneven running, generally poor performance or failure of an MoT emission test, so replacement is good news for the customer, garage and distributor. NGK recommends that the function of the sensor is checked every 20,000 miles or annually. WANT TO KNOW MORE? THE BOXCLEVER APP CAN BE DOWNLOADED FOR FREE, SIMPLY WWW.RDR.LINK /AAD031
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BATTERIES
& IGNITION
PLUGGING the gap Denso details how using modern spark plugs is crucial in the fight against emissions.
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ehicle manufacturers design the vehicles in their ranges to meet the environmental regulations of the country they are sold in at the time of their registration, which means that often their older models will have met older regulations, and are therefore less environmentally friendly than their current counterparts. However, enhanced replacement parts, such as advanced spark plugs, can help to bridge the gap between the original and current regulations, and allow the engine to run more efficiently and deliver improved performance.
The automotive industry has been working for some time to reduce internal combustion engine emissions in line with regulations and in the European Union (EU), Euro 1 emissions standards came into effect in 1992, marking the first universal standards for newly registered vehicles. This was an important step, but the Euro 1 requirements – including fitting a catalytic converter and switching to unleaded petrol – now seem quite basic. Since then, there has been significant progress, and today the sixth generation of standards – Euro 6 – is in effect. These cover
several different emitted pollutants, including carbon monoxide, hydrocarbons, nitrogen oxides and particulates, and conforming to Euro 6 will also reduce a car’s CO2 emissions and general running efficiency. (This is important as the EU, and the UK, has implemented CO2 emissions targets for new cars: 95g/km, equivalent to 4.1L/100 km for petrol or 3.6L/100 km for diesel cars). The main emitted compounds of concern are summarised in the table below. Several engine components and processes can cause or reduce emissions, depending on how well they function. Therefore,
POLLUTANT
SYMBOL
EFFECTS
CAUSES
CARBON MONOXIDE
CO
Partially burnt fuel that can enter the bloodstream and replace oxygen, which restricts the ability of blood to carry oxygen through the body
Rich mixture, poor ignition (spark or ignition system fault), poor combustion, incorrect ignition timing
HYDROCARBONS
HC
Unburnt fuel is carcinogenic and can affect cell growth in the body. Can react with other pollutants to form ozone
Rich mixture, poor ignition (spark or ignition fault), poor combustion, incorrect ignition timing
OXIDES OF NITROGEN
NOX
Can cause irritation of eyes and lungs, and create respiratory problems. Contributes to smog and acid rain. Also contributes to ground-level ozone
Produced during high-temperature combustion with lean mixtures, where nitrogen in the air reacts with oxygen
CARBON DIOXIDE
CO2
A build-up of CO2 in the atmosphere traps heat and contributes to climate change
Product of complete combustion of fuel and oxygen
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©magicbones/AdobeStock
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Exhaust gas emission
improving engine design to find new efficiencies, and making improvements to ignition and fuel systems, has become a focus for the industry. This is why, when technicians are replacing parts during normal service and maintenance, it is recommended they use modern parts that benefit from improved technology, as opposed to the original standard of parts that were fitted to the vehicle at the time of its manufacture. The graph in Fig. 1 shows the changing ratios of main pollutants and oxygen in exhaust gas. It illustrates how even small
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changes in the air/fuel ratio can noticeably increase or decrease the levels of pollutants. When the air/fuel ratio is kept within the lambda window, a reasonable compromise is achieved between the different pollutants. However, with new developments in engine technology, it is possible to further reduce emissions of some compounds, especially CO2.
Reducing emissions Spark plugs transfer ignition energy into the combustion chamber and create a spark between the ground and centre electrode, igniting the air/fuel mixture. They operate within a volatile atmosphere with high fluctuating temperatures. Therefore, spark plugs are one of the key ignition components in petrol, compressed natural gas (CNG) and liquid petroleum gas (LPG) engines, determining exactly how much fuel gets burned in the combustion cycle. Referring back to the table on the previous page, a correctly timed spark and ‘clean’ combustion is associated with reducing emissions of a number of pollutants. However, over time, spark plug electrodes wear, increasing the ignition voltage required for them to work properly. Eventually they may reach a point at which their ignition voltage demand is not supported by the
ignition coil, potentially leading to misfires. Increased misfires are directly correlated to increased emissions, since the air/fuel mixture doesn’t combust correctly, and make the vehicle operate less efficiently.
Technology update To minimise the risk of spark plug faults, workshops should fit spark plugs that match original equipment (OE) quality and, when servicing an older vehicle, opt for a version incorporating newer technology than the OE part. This is because, as can be seen in Fig. 2, Denso Iridium TT twin tip spark plugs achieve a reduction in CO2 and hydrocarbon emissions, when compared to a conventional spark plug, in a standard test vehicle. Denso encourages workshops to follow a preventive maintenance routine: periodically diagnosing and, if needed, replacing spark plugs during service intervals, rather than waiting for the warning indicator to turn on. Taking precautions can reduce the risk of misfires or carbon fouling, thereby maintaining peak fuel efficiency and helping the car continue to meet all the emissions standards. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD032
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BATTERIES
& IGNITION
Taking a LOAD off
C
ar makers first started using Battery Support Units in the mid-to-late noughties. The first units were low powered, perhaps 25amps and had little or no functionality, you switched it on or you switched it off. The requirements for battery support are now widely understood, technicians are aware of the electronic loading that a vehicle can place on the battery when the vehicle is in a ‘key on, engine off’ condition. With a vehicle drawing 20 Amps, or 40 Amps or even 100 Amps, a typical 60 or 70Ah battery will be unable to sustain that demand for more than a few minutes before the voltage drops, with the result that the electronic control system in the vehicle starts to run into difficulties.
GYS’ Neil Pulsford explains the latest developments in Battery Support Units. Whilst we know the products as Battery Support Units, they are really ‘voltage stabilisation units’. During diagnostic or programming work on a vehicle, the critical element is that the voltage operating in the vehicle is at both a sufficient level, typically 13.5V or even up to 14.8V on some vehicles, and that the voltage is constant and stable. Due to the power consumed by the vehicle, the battery cannot sustain the electronic system for long so the Battery Support unit takes over. It performs two functions for Battery Support, maintaining the voltage at the set level and instantaneously providing current to the vehicle to match the current draw at that moment. Without even considering alternatively fueled vehicles, the increase in complexity of the electronic systems on ICE cars over the last 10 years has been transformational. This has resulted in car makers specifying ever more output capability to support vehicles during programming, now 100 Amps is typical, also 120 Amps. Considering that to charge a battery typically around 7 Amps is what is needed we can see that 100 Amps is at another level. Though GYS is now the largest manufacturer of battery support units, much of the functionality expansion of the product comes from the car makers. Consequently, last year the company launched the GYSFlash 121 CNT – CNT denoting
‘connected’ – which not only raised the output to 120 Amps but opened up comprehensive connectivity to the product. These units now offer future upgradeability as new software is developed and the ability to record the charge data. As well as increasing energy demands for the vehicle, the occasions when battery support is essential are also expanding. Originally for basic diagnostic and programming tasks, including service resets and electronic hand brake adjustment, now we see windscreen replacement needing programming and battery support. The proliferation of ADAS and its maintenance now requires the windscreen and bodyshop sector to be as engaged as the mechanical sector as to the battery support requirements. Such is the demand for battery support for today’s vehicles it makes sense to connect all vehicles to support almost regardless of the work required. To this end Battery Support Units are now available that fit to the vehicle lift. Workshops fitting new lifts may want to consider this at the time of installation to WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD033
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TOOLS
& EQUIPMENT
MAGNETIC appeal Induction Innovations makes the case for induction heat being a more precise, safe and reliable method than torch heating.
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he tool of choice for removing a rusted or seized part from corrosion or thread lock compounds is an important one for any technician. Unfortunately, torches can be unreliable and unsafe to use, and more and more workshops are not allowing open flames. While some technicians still choose the torch, many are switching to induction heat.
How does induction work? Induction heat is a flameless heat transferred from the unit to the application being heated via electromagnetic waves. The result is that the object being heated never comes into direct contact with any open flames and the coil itself does not get hot. The coil is the transfer primary and the parts being heated become a short circuit secondary. When a metal part is placed in the induction coils and enters the magnetic field, circulating eddy currents are induced within the part. These eddy currents flow against the electrical resistivity of the metal, generating precise and localised heat without direct contact between part and coil. Induction Innovations’ tools are designed to solve problems such as removing stuck or corroded parts and adhesives in a faster,
safer and more precise way. President Tom Gough developed the first Inductor Series model in 2000. He was inspired to invent the tool after dealing with 28 years in collision repair and seeing the many time-consuming processes found in the vehicle and equipment repair industry.
purchasing new coils. However, Induction Innovations’ coils are designed to last around 200 uses if taking the proper precautions. Note: when they start to look worn or the insulation starts to tear, that is when you should replace them.
Save Time Benefits The most important reason to make the switch to induction heat over an oxyacetylene torch is that it is safer and more reliable. Torches can produce inconsistent results and uneven heating. Flames cover a larger surface area which, as a result, can cause more damage and catch plastics, wiring, fuel, or trim on fire. Induction heat enhances workplace safety because of the precise, localised heat and no open flame. There is less potential to catch something on fire, damage the surrounding work areas or cause workplace injuries. When used properly by following the instruction manual, the results of induction heat are the same each time. Induction heating tools allow users to salvage parts that otherwise might be discarded. When using a torch, consumables such as gas expenses can add up. You can reduce or eliminate those expenses by switching to induction heat. After purchasing the tool, additional costs may come from
The Mini-Ductor product line series is many professionals’ first choice of handheld flameless torch and the original handheld induction heater. The tool aims to save time by reaching tight-fitting areas where a flame cannot go. Whether you want an inline, cylinder design with the Mini-Ductor II or an angled, pistol grip with the Mini-Ductor Venom, each tool will help you fit those hard-to-reach areas. Flexible coils also allow users to fit tight areas by bending and shaping them to each application. With induction heat, there is no need to cover or remove flammable parts nearby either. The Mini-Ductor tools allow you to work quickly and efficiently. For instance, a Mini-Ductor tool can turn ¾ in. nuts red hot in just a matter of seconds. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD034
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TOOLS
& EQUIPMENT
Give yourself a lift Gemco argues you should give your business the lift it deserves to meet the MOT rush.
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he end of March this year marked a full year since motorists were given a six month extension to their MOT expiry dates, known as an MOT exemption. Even though the scheme ended in August last year, the number of drivers who the DVSA have recorded pushing their MOT tests back totals an astonishing 10 million.
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This unprecedented shift in the natural rhythm of millions of motorists’ MOTs has had a significant impact on thousands of garages, many which are not multinational, blue-chip companies that can weather the storm, but hard-working, independent businesses that have, in many cases, struggled. The whole supply chain of the industry has suffered too because no garage
business prospers while motorists aren’t using garages. Times have been hard and now the industry is looking to bounce back. As the UK returns to ‘business as usual’, there will be an expectation on businesses supplying the garage industry to thoroughly support their customers. It is with this in mind that Gemco CEO, Andrea Iacchetti, believes they have the perfect answer to help their customers bounce back this autumn. “We want to assist our partners as much as possible, by enabling them to not only recover quickly, but also to establish themselves to be successful in the long term. We are thinking about the huge numbers of garages which need to upscale or replace old equipment, and their growing need to be able to service Hybrid and Electric Vehicles. We therefore want to offer something of quality and not a race to the bottom, ‘cheap as chips’, short-term solution. Garage owners interested in their long term future want something of substance that will help transform their businesses for the long term.”
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“Garage owners interested in their long term future want something of substance that will help transform their businesses for the long term.” Andrea Iachetti, Gemco 3.5t and 5.0t capacities) to lift vehicles by both the lifting points and also by the wheels. This means customers could service almost any make and model of vehicle, including Hybrid and EVs; secondly, an industryleading 5-year warranty, which will give long-term peace of mind – testament to the envied Danish build quality and engineering.
Workshop lift
As garages consider new capital purchases, this is often considered hand-inhand with the long-term future that Iacchetti describes. Gemco believes the way to accomplish this is by offering its very best quality equipment at a price it claims has never before been seen in the UK market. In the case of the firm’s most recent promotion, this introduces two special additions: firstly, a free set of wheel supports (worth £1,200), which enable the ultra-low profile AutopStenhoj 2-post lift (available in both
It’s a small but much needed step in the right direction – one of quality, affordability, and long-term partnership. It’s the type of principle the garage industry was built upon, and one that Gemco believes is firmly linked to the success of its partners. Let’s have a closer look at the 2-post lift that Gemco is featuring in its most recent special offer. The two models are both from the Maestro family of baseless electromechanical two post lifts. The Maestro 235F Sport boasts a 3.5 tonne lifting capacity and three stage arms all round. The asymmetric post design allows the doors of the vehicle to be opened wider into the face of the column. This lift is recommended by Gemco as the perfect solution for customers wanting to lift cars up to medium wheel based vans. When it comes
to lifting cars, the Maestro 235F Sport is a perfect solution for very low skirted sports cars – thanks to its ultra-low pad height of just 70mm. What is more, is that with the offer Gemco is running, a free set of wheel supports always offers the operator the flexibility of lifting the vehicle on its wheels, meaning complete access to the underside of the vehicle (think battery removal) is possible. The next model, the larger Maestro 250 Sport, boasts a 5 tonne lifting capacity and will lift cars up to long wheel-based vans. 3 stage arms all around on this model too, however these are extra-long to reach the correct lifting points on LWBs – an absolute must for safety. Again, this model is offered with the free set of wheel support devices giving the operator flexibility to lift just about anything under 5 tonnes and with four wheels. As both models are electro-mechanical, there is no going up when all you want to do is go down. Unlike electro-hydraulic two post lift, which need to go up to release the safety locks, the mechanical Maestro goes straight down when you need it to. Existing customers with these lifts comment that this is essential when doing gearbox changes. Furthermore, as these models do not have a baseframe, there is no obstruction underneath the lifted vehicle. This allows toolboxes and transmission jacks freedom to move to the user’s required location.
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD035
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& EQUIPMENT
SERVICE Upgrade Premier Pits recently installed a Maha UK MOT station into UK Truck & Plant Group’s workshop.
U
K Truck & Plant Group has come a long way from its humble beginnings and is now well-settled into its vast sevenacre home in Bedfordshire. Its owners, Ashley and Sarah Weller, sought Maha UK after deciding to develop their business even further by delving into the MOT market. Ashley explained that once UK Truck & Plant moved into its new facilities in February 2020 it was only a “matter of time” before bringing MOTs in-house: “We were spending a lot of money on subcontracting MOTs, not to mention losing members of staff for hours at a time and the cost of fuel and maintenance, so once the foundations were laid and decision was taken, we set about the task of finding the right supplier – and with Maha UK, we couldn’t have been happier.” Admittedly, the Covid-19 pandemic and consequent MOT suspension did cause some initial disruption and generated discussions about whether to forge ahead or wait to assess the situation; however, the decision was taken to move forward regardless. Ashley picks up the story: “As a consequence of the MOT ban, we anticipated there would be a surge in bookings once restrictions were lifted; therefore, the team from Maha UK’s sub-contractor, Premier Pits, worked at an incredible pace and the test lane was installed approximately six weeks into the first lockdown.” Manufactured and installed by one of Premier Pits’ experienced installation teams, the build itself involved cutting and breaking out the existing floor, excavating and fitting the pit. Following the installation of Maha
74 SEPTEMBER 2021 PMM
UK’s MBT 7250 Eurosystem, as well as the MLT 1000 headlight tester and LMS 20/2 axle play detector, the pit was ready for use. Premier Pits Sales Director, Dave Sylvester, said: “We were extremely pleased that Ashley and his team were happy with the finished product – they were a pleasure to work with.”
Back to business From the 1st August, when the MOT ban was lifted, UK Truck & Plant was ready to receive classes 4, 5L and 7. The lane could also cater heavy goods vehicles, trailers, buses and coaches; however, at the time of installation, the Driver & Vehicle Standards Agency (DVSA) was continuing to block applications. Encouragingly, though, it was announced in June this year that the DVSA was now allowing prospective authorised testing facility (ATF) providers to apply for new ATFs – if certain conditions are met. The ability to bring MOTs in-house, as well as facilitate preventative maintenance inspections with the pit being multi-purposed, will allow UK Truck & Plant to be more profitable and efficient, not to mention the potential for winning large tenders. Sarah said: “To have all the facilities and
equipment on-site is what large organisations require. Norfolk Council, for example, we look after all its damaged vehicles over seven-and-a-half tonnes. We’ve been granted an ambulance contract, which is one we’re particularly delighted with, as we’ve always wanted to immerse ourselves in that sector.” UK Truck & Plant’s significant investment in Maha UK equipment is already reaping the rewards, with Premier Pits already summoned to potentially install another pit next year if the business continues to grow.
‘Fantastic service from start-to-finish’ Ashley reserved special praise for Nick Austin, Maha UK’s sales manager: “Nick guided us through the process, acting like a contract manager on our behalf and was only a phone call away. There were a lot of unknowns for us, but if we ever had a query, he would be straight over – that’s the definition of customer service.” WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD036
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TOOLS
& EQUIPMENT
Joint Solution Draper Tools provides a guide to welding in the workshop.
T
he right welder can be a worthwhile investment for a garage, allowing for quick bodywork repairs and even repairing damaged wheel rims. The same can be said for a good quality plasma cutter. But how do you choose the right model for your garage and the jobs on your list? With so much choice on offer it can be a daunting decision. Here’s a look at the different types of welder and how to choose, plus some top tips from Draper Tools.
The world of welders: what kind do you need? ARC Welders: Using these can be a very cost-effective and convenient welding option when you’re working with thicker materials. Predominantly used with steel, arc welding is often seen in engineering workshops, harnessing transformer technology to generate the intense heat needed to produce the perfect weld. MMA Welders: Manual metal arc welding (MMA or MMAW) is versatile and commonly used welding technique, mainly used for welding steel and iron. It uses the
same process as Arc welding, with the electric arc burning between the metal work piece and the electrode. Draper’s new range of MMA Inverter welders use inverter technology to offer a superior welding performance in a smaller, lighter machine than traditional transformer ARC welders. In the workshop they’re ideal for fabrication work and heavy duty repairs. MIG Welders (gas and gasless): MIG welding is used in a wide variety workshop applications such as light fabrication work, vehicle chassis welding and body panel repairs. It’s an arc welding process, whereby the arc is created between the work metal and a welding wire, which melts and forms the weld filler. The welding wire spool is fed through a tensioner. At the same time a shielding gas is fed along the same supply line to the welding gun to provide an inert atmosphere and prevent oxidation which would weaken the weld. Flux-cored welding wire must be used with gasless models, in order to create the same effect. Gasless MIG welders can weld thicker metals than gas MIG welders, including metal that has rust, dirt or paint.
“You need to be skilled to TIG weld but [...] it can produce some of the strongest and most precise welds on a modern car body.” TIG Welders: Tungsten inert gas (TIG) welding uses a small intense arc generated from a pointed tungsten electrode making it ideal for high quality, precision welding projects on stainless steel. You need to be skilled to TIG weld but with the right preparation and training it can produce some of the strongest and most precise welds on a modern car body. TIG welding used generally for welding stainless steel, magnesium or aluminium. In the workshop you could use a TIG welder to fabricate or repair aluminium components such as radiators or sumps. Plasma cutters: Where welders use heat to bond metals together, plasma cutters do the opposite and use heat to slice apart. They’ll cut through electrically conductive metals and just like welding, you create an arc and use
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TOOLS
& EQUIPMENT
heat to melt through the metal. Plasma cutters can be used for fabrication and body work. Larger, more powerful models offer a cleaner cut on thicker metals. It’s ideal to use an inert gas such as an argon/helium mix or nitrogen when cutting stainless steel or aluminium to ensure a precision cut. Plasma cutters require a clean and dry compressed air supply, so you’ll need an air compressor to use one.
Essential accessories You’ll need the right accessories to use your welder safely, these include: ■ Welding helmet, an essential for any welder, make sure your helmet is EN175 and CE approved. ■ Welding apron and gloves, leather is a good choice for protection and flexibility. ■ Welding curtain, workshops should invest in a flame retardant welding curtain to protect from welding spatter and UV and IR radiation. Check your curtain conforms to BS EN 1598. ■ Anti-Spatter Spray – this is designed to prolong tip and shroud life and prevent adhesion of weld spatter to your work area. Other essentials to look out for, dependent on your model of welder, include nozzle cleaners, scratch brushes, gas regulators, welding clamps and more.
“Be careful not to weld near electrical systems or with the vehicle’s battery connected.”
78 SEPTEMBER 2021 PMM
Welding Best Practice ■ Always protect yourself with the correct PPE and welding accessories ■ Proper preparation is key. Make sure you’ve prepared the metal you’ll be working with and check your positioning and your angles are accurate too. Ensure your work area is free of fire hazards too. ■ Be careful not to weld near electrical systems or with the vehicle’s battery connected. Always disconnect the battery first. ■ One of the most common welding mistakes often comes down to simply using the wrong power supply. If your welder requires 32A power socket, do not attempt to use 13A plug. ■ Store your welding electrodes and wire carefully and in a securely sealed environment, moisture and poor temperatures will affect their lifespan. ■ Make sure you’re fitting the correct tip
for wire size you’re using. This is common mistake which can mean the wire won’t feed. ■ Extension leads being used on welders is not advisable unless you use 2.5-3mm core wire and not over 6 meters long. ■ Always ensure the earth clamp is fitted to a good earthing point clean and not, for example, attached to a painted or rusted surface. ■ Correct cleaning and maintenance of your machine will help prolong its life and keep it operating smoothly, always refer to the manufacturer’s guidelines for this. It can help to use an air gun to blow out the inside of the welder.
WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAD037
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COMPETITION
STARS Porsche Carrera Cup GB
OF THE TRACK Saturday 23rd October
Comline is offering one lucky reader an experience money can’t buy – the chance to become a Porsche Carrera Cup GB Racing Team Mechanic for a day!
E
YOUR NEW REALITY In addition to announcing this hugely exciting motorsport agreement, the Comline brand has also continued to impress in other areas. PMM readers will have no doubt seen a raft of coverage for the brand’s growing steering & suspension range. Under the slogan “Your New Reality”, Comline is embarking on a major expansion of this product category with the promise of delivering first-rate quality, a competitive edge and an AR product comparison tool to garage businesses. For plenty of Porsche Carrera Cup GB content, updates on the brand’s steering & suspension range, and lots of other good stuff, follow Comline on Facebook – @comlineautoparts
arlier this year, Comline announced an exciting new partnership with British racing driver, Will Bratt, and Corby-based Richardson Racing, to run the #91 car in this year’s Porsche Carrera Cup GB Championship. The Comline Richardson Racing alliance was born and, the pictured Porsche 911 GT3 Cup car has taken to the track sporting its striking Comline-brand livery. Porsche Carrera Cup GB runs as part of the British Touring Car Championship circuit and brings the fastest one-make championship in Great Britain to some of the country’s most iconic circuits. With 485bhp and speeds beyond 175mph, Porsche Carrera Cup GB is motorsport at its finest! This unique competition prize will see one grand prize winner given the opportunity to join the Comline Richardson Racing Team at Brands Hatch (GP) on Saturday 23rd October ahead of rounds 15 & 16 of this year’s championship. Here, our winner will experience the sights, sounds and rarefied atmosphere of the racing paddock and will be set to work in helping prepare the #91 car for its qualifying run. Make no mistake, our winner will most
definitely be getting their hands dirty and will truly experience what it feels like to be a Racing Team Mechanic for the day.
The prizes up for grabs
P1 Our sole P1 winner will scoop the following grand prize: ■ A place as a Team Mechanic with Comline Richardson Racing at Brands Hatch (GP) on Saturday 23rd October ■ An overnight stay for two on Saturday 23rd October at a hotel local to the Brands Hatch circuit ■ pair of general entry tickets to BTCC Brands Hatch (GP) on Sunday 24th October ■ Comline Richardson Racing Prize Bundle
P2 Two P2 winners will receive: ■ A pair of general entry tickets to BTCC Brands Hatch for Sunday 24th October ■ Comline Richardson Racing Prize Bundle
P3 Six P3 winners will receive: ■ A Comline Richardson Racing Prize Bundle
How do you enter? To be in with a chance of winning this great prize, simply WWW.RDR.LINK /AAD038 and answer the following question.
“Your New Reality” is the slogan for which rapidly expanding Comline product category? A) .................................................................................................................. Steering & Suspension B) ...................................................................................................................................... Timing Belts C) ...................................................................................................................... Engine Management Deadline for entries is 30/09/2021. T&Cs apply. See website for details.
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WHAT’S NEW?
■ ADHESIVE DISPENSER Henkel’s introduction of its new Loctite EQ HD14 2K handheld dispensers provides users with the means to apply its two-component adhesives in all mixing ratios and viscosities. The range comprises four models: two pneumatically-operated and two manuallyoperated dispensers for 200 or 400 ml cartridges. All models are designed to directly replace existing Loctite 2K handheld dispensers and are compatible with all cartridge ratios; 1:1, 2:1, 4:1 and 10:1. Conversion kits for all four ratios are included with each dispenser and cartridge kits are readily interchangeable between the manual and pneumatic models.
■ CERAMIC SHAMPOO Diamondbrite has added Ceramic Shampoo to its growing ceramic range. According to the company, Ceramic Shampoo is an easy-to-use car wash solution that leaves a hydrophobic layer of ceramic protection with a single wash. The shampoo’s formula offers a thick foam that increases cleaning power on contact and leaves behind a glossy finish, thanks to ceramicpolymers blended within its pH-neutral formula. Every application leaves a vehicle’s surfaces shiny and protected, without polish or wax. FOR MORE INFORMATION
WWW.RDR.LINK /AAD039
FOR MORE INFORMATION
■ TOP END CHARGERS The new top end chargers from Sealey have a host of key features and benefits including a 5 year guarantee and zero volt charging. Models are available in three different output charges: 8A, 12A and 16A, and these Fully Automatic 7-stage Battery Chargers are specifically designed for charging a variety of GEL, AGM, lead acid and calcium batteries with auto chemistry selection. They are designed to automatically select and charge 6, 12, or 24V batteries, depending on the battery connected. Zero-volt battery charging enables the recovery and charging of a completely discharged battery (providing any load is removed from the rechargeable battery). FOR MORE INFORMATION
■ TYRE PRESSURE MONITORING Continental is extending the update license of its service devices for tyre pressure monitoring systems (TPMS) from one to three years. The technology company’s TPMS Update Plus will provide workshops with monthly database updates for TPMS Pro and TPMS Go service devices, ensuring that the testing and programming devices for TPMS sensors are always up-to-date.
WWW.RDR.LINK /AAD041
WWW.RDR.LINK /AAD042
■ SWIVEL SOCKETS
Workshops seeking to explore the topic of TPMS for the first time will find the TPMS Go to be an efficient entry-level device. For those who already have a TPMS service unit, the TPMS Go is also ideal as an inexpensive second unit. The TPMS Pro, however, is the right choice for workshops that value advanced features such as sensor teaching via the OBD-II interface.
Within the tightly-packaged modern engine bay, access to spark plug and glow plugs can be difficult to say the least. The new Swivel Spark and Glow Plug Socket Set from Laser Tools (part number 8066) features slim, compact, swivel-headed sockets designed for difficult to access areas and the 95mm length allows even deep-seated plugs to be removed with ease. Six of the swivel-headed sockets are included — 1/4" drive sizes: 8, 9mm x single hex (6pt) and 3/8" drive sizes: 10, 12, 16mm x single hex (6pt); 14mm x bi-hex (12pt).
FOR MORE INFORMATION
FOR MORE INFORMATION
WWW.RDR.LINK /AAD040
WWW.RDR.LINK /AAD043
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ADVERTISEMENT INDEX
3D Group UK ..............................................................(page 31)
Kalimex Ltd ................................................................ (page 43)
Autotech Recruit ........................................................ (page 39)
KYB UK .................................................................... (page 39)
Autowave .................................................................... (page 45)
Liqui Moly GMBH .................................................... (page 18)
Bailcast ...................................................................... (page 73)
MAHLE Aftermarket Ltd .......................................... (page 14)
Banner Batteries ........................................................ (page 65)
MAM Software .......................................................... (page 37)
Ben .............................................................................. (page 43)
Mann & Hummel UK Ltd .................................... (back cover)
Clarios.......................................................................... (page 61)
Morris Lubricants ...................................................... (page 34)
Continental Automotive Trading Ltd ........................ (page 25)
Nissens ........................................................................ (page 76)
CTEK .......................................................................... (page 68)
Osram ........................................................................ (page 75)
Dayco Europe FG Enterprises Ltd .............................. (page 26)
PMM Online .............................................. (inside back cover)
Draper Tools Ltd ........................................................ (page 47)
Primalec ........................................................................ (page 7)
Exide Technologies (Transportation) Ltd .................. (page 56)
Powerprobe ................................................................ (page 68)
FAI Automotives PLC ................................................ (page 53)
rdr.link ........................................................................ (page 68)
Federal Mogul Ltd ...................................................... (page 17)
Schaeffler (UK) Ltd .................................... (Inside front cover)
Ferdinand Bilstein UK Ltd ........................................ (page 48)
SIP Industrial .............................................................. (page 44)
GemCo Equipment Ltd .............................................. (page 79)
Total UK Ltd .............................................................. (page 67)
GemCo Equipment Ltd ........................................ (loose insert)
Traction Charger Co Ltd ............................................ (page 59)
Induction International .............................................. (page 75)
VLS (UK) Ltd ............................................................ (page 23)
Jack Sealey Ltd .......................................................... (page 70)
WD-40 Company Ltd .................................................. (page 9)
Juratek Ltd .................................................................... (page 4)
Witham Oil and Paint Soham Ltd .............................. (page 76)
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