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November 2026

The voice of the independent garage sector

14 Top Awards 2026 Finals Preview

24 Technical

Fix the reason, not just the result

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48 Remanufacturing

Remanufacturing finds new opportunities

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Editor’s comment

Join us for the Top Awards finals

ince our last edition, I’ve had a busy month travelling on Aftermarket Magazine’s behalf. This has included a fascinating visit to VARTA’s Hannover HQ to see what goes into the production of today’s automotive batteries. I won’t go into too much detail ahead of an article that will appear in our pages shortly, but seeing the whole process from start to finish was a real eye-opener. And I also have to thank the VARTA team for their exceptional hospitality. I also had the opportunity to attend the Blend conference and awards. This event is an excellent example of a company building a community among its customer base and beyond. The content programme was excellent, and I learned a lot, while the evening’s celebrations provided a great opportunity to see how this industry likes to let its hair down… with style. Perhaps the highlight of my month, though, was attending the Top Awards’ semi-finals at Delphi’s excellent training facility in Warwick.

The ten technicians who reached the semi-finals had already passed several stages, so getting this far was a significant achievement in itself. What lay in front of them was five very different exercises, all against the ticking clock. The challenges were fiendish and really put the contenders to the test. But they all got stuck in, and through their nerves, each one of them did themselves proud. And, in what the judges told me was a very closely run thing, they were whittled down to five finalists. Now attention turns to the Top Awards finals, which return to the Delphi Academy on 14 November. There, the five remaining Top Technician contenders will join the Top Garage and Top Apprentice finalists for the last round of challenges and assessments before this year’s winners are crowned. After seeing what the technicians went through at the semi-finals, I’m looking forward to what the judges have in store for them next. And, for the first time this year, you can come

along and see it all for yourself. Alongside the competitions, there will be plenty to see and do, with sponsors demonstrating their latest products, technology experts on hand to answer questions, and lots of opportunities to catch up with others in the industry. And starting on Page 14, we have a full preview outlining what’s in store. Whether you’re thinking about entering the Top Awards in the future, want to pick up a few ideas for your own workshop, or simply fancy a day out among like-minded people, I’d encourage you to come along. If the semi-finals were anything to

Editor

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Chris Callander

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go by, it should be well worth the trip. Chris Callander Editor

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November 2026

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Contents

Subscribe to

News Klipboard launches Autowork

MOT change allows approved LED bulbs

NEW – Quick fixes

Spotlight What independent garages need to know about erWin

Top Awards Top Awards 2026 Finals Preview

Business Garage cuts digital spend by £5,000 a month

Technical Determine the cause: Fix the reason, not just the result 24 Diagnostic Doctor tackles a mini with a lack of power

Infocus focus In Products

Automechanika review

Brakes

Steering & suspension

Tyres & the tyre bay

Reman

Filters

Peak planning

Plus On the move

The new Aftermarket Quiz

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November 2026

News

Klipboard launches new cloud-based garage management system

lipboard has launched Autowork, a new cloud-based garage management system designed for independent garages, tyre businesses and multi-site operations. The platform brings together everyday tasks including bookings, job cards, customer and vehicle records, technician allocation, parts ordering, stock management and invoicing. It also provides access to parts catalogues, supplier pricing and availability, alongside vehicle registration, MOT and labour information. For tyre businesses, additional features include tyre lookup, quoting, fitted pricing and supplier integration. Autowork has been developed from the ground up, with Klipboard focusing on making the system straightforward to set up and use. As a cloud-based platform, it is designed to help garages manage their operations without having to switch between multiple systems. The company has also introduced artificial intelligence (AI) to help with routine tasks. An AI-assisted booking tool, for example, helps users identify suitable appointment slots without having to work through the workshop

diary manually. James Mitchell, CEO Europe at Klipboard, said: “Garages need technology that makes running their business easier, not just more technology. “We’ve looked at the everyday pressures facing garages and built the experience around making those jobs simpler, whether that’s managing the workshop, finding and ordering parts, dealing with customers or keeping track of what’s happening across the business.” Autowork also connects with

Würth workshop products join REPXPERT Bonus Shop Schaeffler has added a range of Würth workshop consumables to its REPXPERT Bonus Shop, giving technicians more options for spending their accumulated

November 2026

bonus points. The new additions include pump spray bottles, gloves, adhesives and twist drill bit assortment sets.

Klipboard’s wider range of automotive software, allowing garages to add services such as websites, eCommerce and payments as their requirements change. “A garage shouldn’t have to buy everything on day one, and it shouldn’t have to start again with another provider every time it needs something new,” added James. Klipboard says it plans further AI features to reduce administration and simplify repetitive tasks.

Kian Patel, REPXPERT Platform Business Development Specialist at Schaeffler, said: “We are dedicated to updating the REPXPERT platform with new information and Bonus Shop products as often as we can, and introducing brands such as Würth is just one way we’re continuing to add value for members. “Würth has an array of workshop products that members should find useful, so we’re hopeful they’ll prove to be popular Bonus Shop purchases.” REPXPERT members can collect bonus points by scanning the unique Schaeffler OneCode found on Schaeffler product boxes, including LuK, INA, FAG and Schaeffler Vitesco repair solutions, using the scanning function within the REPXPERT app. The points are then added to the member’s account and can be redeemed against products available through the Bonus Shop.

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News

MOT rules change to allow approved LED replacement headlamp bulbs

hanges to MOT testing regulations mean that vehicles fitted with ECE-approved LED replacement bulbs in halogen headlamp units can now pass an MOT, provided the bulbs have the necessary approval and a corresponding identification sticker is displayed on the vehicle. The change, which comes into effect on 14 October, follows work by the Department for Transport (DfT), Driver and Vehicle Standards Agency (DVSA) and lighting manufacturers. Previously, vehicles first used on or after 1 April 1986 with halogen headlamps converted to use LED bulbs would fail the MOT under the defect category ‘Light source and lamp not compatible’. However, section 4.1.4 of the MOT testing manual, ‘Compliance with requirements’, has now been updated to allow LED replacement bulbs approved

under UNECE Regulation 37 (ECE R37). The change applies to class 3 (tricycles), class 4 (cars), and classes 5 and 7 (vans), but not motorcycles.

New approval sticker

To help MOT testers identify approved bulbs, manufacturers must now supply a secure approval sticker with ECEapproved LED replacement bulbs. The sticker must be permanently applied to the vehicle, such as inside the engine bay, and be readily visible to the MOT tester. It must include the LEDr category, variant, rated voltage, ECE approval number, manufacturer’s name and a security feature, such as a hologram. As approval markings are normally on the bulbs themselves, where they cannot be seen during an MOT inspection, testers only need to confirm that a corresponding sticker is present. They are not required to verify its details.

If no sticker is visible, the vehicle can still fail with a major defect recorded for ‘Light source and lamp not compatible’. Grant Thunder, Head of MOT at the DVSA, said: “We’ve worked closely with the Department for Transport and lighting manufacturers to develop a practical way to identify ECE approved LED replacement light sources during MOT testing. “Bulbs will be sold with an approval sticker which must be applied to the vehicle and be visible to the MOT tester at the point of test so they can determine if an ECE approved LED light source is fitted.”

Which bulbs are approved?

OSRAM, one of the lighting manufacturers involved in discussions with the DfT and DVSA, has welcomed the change. According to OSRAM, H11 and C5W are currently the only LED replacement bulb types included in the latest edition of UNECE Regulation 37, with further types expected to be added over the next two to three years. Carl Harrison, Product Manager for Bulbs and Vehicle Lighting at OSRAM, said: “There has been a lot of work behind the scenes on this issue and we are thrilled the hard work of everyone involved has paid off.” Garages should be aware that the change does not apply to all aftermarket LED replacement bulbs. Non-approved LED conversions will continue to fail, while approved products must have the required identification sticker displayed on the vehicle.

IS YOUR EQUIPMENT ENGINEER www.gea.co.uk

GEA ACCREDITED ENGINEER Name XX123456 Company XX123456 Discipline XX123456 Exp Date XX123456 ID Number XX123456

The Garage Equipment Association

The Upholders of Industry standards since 1945

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News

Quick fixes… GSF Car Parts has opened its 218th branch, this time in the Hampshire town of Ringwood… … and the company has updated its visual identity, adding the ‘Do Yourself Proud’ strapline to its established logo. OSRAM has entered the battery market with the introduction of a range of 3V lithium button cell batteries.

Independent garages take the honours at The Blend Awards 2026

ollowing a packed day of learning, discussion and networking at the annual Blend conference in Birmingham on 10 October, some of the UK’s best independent garages and the people behind them were celebrated at The Blend Awards 2026. Intelligent Auto picked up Garage of the Year (1–4 Staff), with Carmaster

Alliance Automotive Group (AAG) and NAPA Auto Parts UK & Ireland have confirmed their joint sponsorship of the 2026 IAAF Annual Conference and Awards Dinner… … meanwhile, The Independent Garage Association (IGA) has announced that Allianz is once again the headline sponsor of the British Independent Garage Awards for 2027. Arnott Suspension Products’ complete online training programme is now available in eight languages. Duckhams is partnering with the Sim To Reality motorsports challenge to help raise over £20,000 for a suicide prevention charity. Klipboard has celebrated its 50th anniversary, five decades after it was founded in 1976 as Kerridge Computer Company. The Blend raised almost £19,000 for the industry charity, Ben, at is annual conference and awards on October 10. More than 15 independent garages working with Garage Services Online have been shortlisted for the Top Awards 2026

November 2026

Garage winning the 5+ Staff category and Castle Garage (Ashby) taking the Multi-location title. Salipa Mwelwa of VMB Autocentres (pictured, centre) won the Staff Recognition Award, while The MINI Repair Shop and Elite Landrover shared the Community’s Garage of the Year award. Andrii Stetsovskyi of Nexa Max Garages was named Community Member of the Year, while Tim Benson of Oldfields Garage picked up the Innovators Award for his work with AI and workshop processes. A special Industry Impact Award went to Sarah Tribe of automotive charity Ben for her work supporting mental health and wellbeing across the sector. The event brought together more than 550 delegates and raised an impressive £18,825 for Ben. The Blend returns on 18 September 2027 at Manchester Central

BookMyGarage updates Tier Programme with local market focus

BookMyGarage has updated its Tier Programme to take greater account of local market conditions when assessing garage performance. Launched in February 2024 for garages using the company’s Accelerate package, the programme recognises businesses based on measures including customer satisfaction, reliability, booking performance and customer service. BookMyGarage said one in four garages on Accelerate has achieved Tier status, with Tier garages receiving around 2.8 times more bookings than non-tiered garages. Following analysis of more than two years of marketplace and consumer data, the company has now revised the programme so garages are assessed in the context of local competition rather than relying solely on national benchmarks.

Jessica Ruddick, Chief Marketing Officer at BookMyGarage, said: “As our marketplace data has become increasingly sophisticated, it became clear that measuring garages against national benchmarks alone did not always reflect the realities of local markets. “Our new approach ensures the opportunity to achieve our Tier status is assessed in the context of local competition, creating a fairer and more relevant system while maintaining the standards that customers expect.” BookMyGarage said its platform generated £158 million of work for garage partners over the past year, while bookings increased by 41%. Garages using Accelerate achieved an average 820% return on investment between 1 July 2025 and 30 June 2026, with an average final invoice value of £297.

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Spotlight

What independent garages need to know about the new erWin Volkswagen Group’s new erWin portal brings repair, maintenance and diagnostic information for eight brands together in one place. But what does the change mean for independent garages, and what do they need to do to make the switch? In a Q&A with Aftermarket Editor Chris Callander, Lasse Schmidt van Hülst, Head of Sales and Product Marketing at Volkswagen Group Info Services AG, explains the thinking behind the new platform, the practical changes workshops need to be aware of, and what further developments are planned.

hris Callander: What prompted Volkswagen Group to rebuild erWin, and what were the previous systems’ main shortcomings or limitations that you wanted to address? Lasse Schmidt: Two things. The first was structural. erWin had grown brand by brand and market by market, so a workshop ended up with several entry points, several interfaces and licence and user management in every one of them. The second was where the market is heading. Official manufacturer data is becoming more central to independent repair, not less, and a system assembled brand by brand was never going to carry that. So the starting point was consolidation into one portal, one shop, one login, with licences and users managed centrally for every employee and every site. But consolidation is the platform, not the product. CC: From an independent workshop’s point of view, what are the biggest practical differences they will notice when moving from the old erWin to the new platform? LS: Three things change on day one. First, login: instead of a separate account for each brand, a workshop registers once under a One Business ID. That is the company account, and every user sits inside it. Second, the licences. They belong to the company rather than the individual and are valid company-wide. Several technicians can work at the same time, each under their own licence, and one

November 2026

from scratch. Licences already bought there stay valid until they expire, but only while the old erWin is accessible, so they need to be used up by 31 December 2026, when it closes. Annual licences are the exception; they can be transferred to the new erWin with their remaining term.

Lasse Schmidt van Hülst is Head of Sales and Product Marketing at Volkswagen Group Info Services AG overview shows everything active across every brand. Third, the working context for ODIS. It is still mandatory, but it is now stored once under My erWin > My profile, instead of being entered with every purchase. One point workshops should plan for is that accounts from the old erWin are not carried over. The company registers

CC: Is the launch essentially a new way of accessing the same information, or should workshops expect the range of information, services and functionality available through erWin to expand over time? LS: Both, and in that order. The first job was to consolidate. The information workshops rely on is the same official Volkswagen Group repair, maintenance and diagnostic information, now reachable through one portal instead of several brand-specific ones. But the platform was built to grow. Two categories are live today; repair and maintenance, and diagnostics with ODIS. Training is marked as coming soon; for now, training data runs through the importer, and we are working on bringing it into the portal directly. The wider point is that a single, centrally governed platform can be developed. Improved user journeys, additional functions and more digital support along the workshop workflow are far easier to deliver from one system than from eight. CC: How much of the development of the new erWin was influenced by feedback from independent workshops and other aftermarket users, and what were they asking you to improve?

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Spotlight

LS: A lot, and in a very traceable way. In 2025 we ran a structured series of interviews with workshops in Germany, where the new erWin launched first. And we deliberately included workshops that do not use erWin, because the reasons people stay away are as useful as the complaints of the people who are already in. Three questions came back again and again. Where do I start? Separate brand portals kept interrupting the job. Who in my business can access what? Across several people, that was almost impossible to keep transparent. And how quickly can I get to the answer? Every extra step costs workshop time. Those three questions became the development brief, and you can trace each of them in the portal today. The other half of the feedback mattered just as much and that was what not to touch. Workshops told us the information itself and the brands’ professional systems should stay exactly as they are, and so should the licence model and the prices. We left all of it alone. What is new is not the information. It is the route to it.

Škoda, SEAT, Cupra, Audi and Bentley are behind one login, along with diagnostic information for Lamborghini. Previously that meant a set of separate brand logins, each with its own account, its own licences and its own renewal date. Now it is one company account with one consolidated view of what is active. For workshop groups and multi-site operators the effect is bigger still. One company account now covers every site and every brand, with users and licences managed centrally. CC: The new system retains licences ranging from one hour to one year. Why was it important to maintain that flexibility, particularly for workshops that may only occasionally work on a particular Volkswagen Group brand?

LS: Because workshops do not have uniform workloads, and their access should not be uniform either. Licences are brand- and topic-specific, and they run from one hour to one year. In practice, that means an annual SEAT licence can sit alongside an hourly Škoda licence for the car that comes through the door once a month. Repair and maintenance information and ODIS diagnostics are licensed separately too, so you can take a diagnostic licence for a brand without buying the repair and maintenance licence alongside it, or the other way round. A workshop buys the access the job in front of it needs, rather than committing to a year for a brand it sees occasionally. Removing that flexibility would have pushed occasional work towards

CC: Bringing eight Volkswagen Group brands into one portal is a significant change. What benefits does that offer a multi-brand independent garage compared with the previous approach? LS: For a multi-brand garage, the gain is mostly administrative, and that is not a small thing. Volkswagen Passenger Cars, Volkswagen Commercial Vehicles,

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November 2026

Spotlight

workarounds. Keeping it means the official route is also the practical one. CC: As vehicles become more software-driven and electronically complex, do you think access to official OEM repair and diagnostic information is becoming more important for independent workshops? LS: Yes, and the trend only runs in one direction. The more a repair depends on software versions, control unit states and guided fault-finding, the less can be worked out from experience alone. Official manufacturer information stops being a convenience. It becomes the precondition for doing the job at all. That is why the route to it has to be dependable. And erWin is one part of a bigger picture. Volkswagen Group Info Services AG is the Volkswagen Group’s central interface for vehicle data. We bring information from across the Group’s brands together and make it available to third parties, from fleet operators and service providers to independent workshops. One contract, one system, one point of contact. The new erWin applies exactly that principle to the workshop with one access point instead of eight. As vehicles generate more data, simple and reliable access matters more, not less. That is the job we have set ourselves. CC: Where does ODIS fit into the new erWin proposition, and what does an independent garage need in terms of equipment, licences and registration to make effective use of Volkswagen Group diagnostic information? LS: Diagnostics with ODIS is one of the two categories live in the portal today, alongside repair and maintenance. However, for Lamborghini, erWin covers diagnostic information only. Three things need to be in place. The

November 2026

company needs a One Business ID, and its users added to that account. The working context needs to be stored in the workshop profile under My erWin > My profile. And it needs ODIS installed. The working context is where garages most often lose time, so it is worth being precise. If you already work with ODIS, you apply for nothing new: the number is on your Group Retail Portal account, top left. It combines the 3-digit country code, your 5-digit partner number and a brand letter, so a UK workshop’s Volkswagen context reads GBR12345V. You hold one per brand. Use the current number from the Group Retail Portal, not the old one from the previous erWin. If you have not worked with ODIS before, you may not have a partner number yet so ask your importer for one now, for each brand you want to work on. As soon as you have it, you can store your working context in the portal and start using ODIS in the new erWin. One piece of practical advice is to install ODIS before you buy the licence. The licence period starts the moment you purchase, so setup time should not come out of it. CC: Security-related vehicle functions are becoming an increasingly important part of diagnostics and repair. How does the new erWin handle access to security-sensitive information and functions, and what additional requirements might workshops encounter? LS: Much as before. Security-relevant repair and maintenance functions run through our diagnostic software, ODIS Service. What a workshop needs to access them depends on the market. In the EU, where the SERMI scheme is mandatory, workshops need SERMI accreditation and the app that validates it while working in ODIS Service. In the UK, SERMI is voluntary, and the

Volkswagen Group does not use it there. Instead, UK workshops get access to security-related functions through the Group’s established GeKo process for security and component protection, which runs via the UK importer. The importer then enables the corresponding authorisations on the workshop’s working context in the Group Retail Portal. The process is the same for all brands, and nothing has changed for UK workshops compared with the previous erWin. The steps are described on the erWin portal. CC: Manufacturers often talk about making technical information easier to access, while workshops tell us that gaining access to OEM systems is becoming more complicated. Do you recognise that concern, and how does the new erWin address it? LS: I understand the concern, and I take it seriously. Getting into OEM systems takes more steps than it did a few years ago, and for a small workshop every one of them comes out of billable time. Some of that is unavoidable, as a lot of what sits behind these systems touches safetyand security-relevant functions, and knowing who is behind an account is not bureaucracy for its own sake. What we can influence is how often you have to go through it. In the new erWin the company registers once, and the working context is stored once in the profile. Making access easier stays on our list, and what we hear back from workshops tells us where to look next. CC: What commitment can Volkswagen Group give independent repairers that they will continue to have access to the information, diagnostic functions and technical resources they need to repair newer Volkswagen Group vehicles on comparable terms to the authorised network? LS: Independent workshops get the official Volkswagen Group repair, maintenance and diagnostic information through erWin, across the Group’s brands. That is how it works today. The new erWin was built to make that route simpler, not narrower. Our job is to make the experience on that official route as good and seamless as possible for independent workshops. drivesomethinggreater.com/erwininfo/ transition

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Official Top Awards Preview

Celebrating Aftermarket Excellence www.toptechtopgarage.co.uk

Top Awards 2026 Preview

The final showdown is coming – and you’re invited

Some of the UK’s best technicians, apprentices and garages are preparing for one final challenge as the Top Awards 2026 heads towards the finishing line on Saturday 14 November at Delphi Academy in Warwick.

nyone who’s made it this far has already had plenty to contend with. Across the various categories, entrants have had to prove they’ve got what it takes, whether that’s diagnosing tricky vehicle faults, demonstrating their technical knowledge or showing the judges how they run a successful garage business. The Top Technician finalists, for example, have already made it through three online qualifying rounds and a demanding live semi-final, where ten of the country’s best technicians tackled a series of timed diagnostic challenges. Just five are left in the running for the title. Meanwhile, the Top Apprentice and Top Garage competitions have been putting the next generation of technicians and some of the UK’s leading garage businesses through their paces. For those who have made it through, the Finals will bring a fresh set of challenges. The Top Technician finalists will face 50-minute live diagnostic

challenges, where they’ll need to work through complex vehicle faults and demonstrate how they go about finding the cause, all against the clock. The Top Apprentice finalists will also be getting hands-on, tackling practical mechanical, electrical and diagnostic challenges designed to test what they’ve learned and how they put it into practice. The Top Garage finalists will face a different challenge, presenting their businesses to a panel of judges and answering questions about everything from customer service and staff development to how they manage their day-to-day operations. Everything now comes down to 14 November, when the day will end with the winners announced that evening at the Top Awards Gala Dinner at the DoubleTree by Hilton in Coventry. There’s also a big change to the event this year. For the first time, the Finals are opening their doors to the wider aftermarket, giving anyone working in the trade the chance to come along and see what it’s all about. If you’ve ever thought about entering the competition yourself, this is a great opportunity to see what you’re letting yourself in for. Or you might just fancy watching some of the country’s best technicians at work and catching up with others in the trade. You’ll be able to watch the competitions as they happen, meet the people taking part and check out some of the latest tools, equipment and technologies being brought along by the event’s industry partners. Entry during the day is free, so if you’re within travelling distance of Warwick, why not come along? For the finalists, though, there’s still one more hurdle to clear. So, who’s made it through, and what will they be facing on Finals Day? Read on to find out.

November 2026

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Top Awards 2026 Preview Preview

Who’s battling it out for the Top Awards’ accolades? Some of the UK’s best technicians, apprentices and independent garage businesses have made it through to the finals of the 2026 Top Awards, which take place at the Delphi Academy in Warwick on 14 November.

fter months of competition, the finalists have been confirmed across Top Technician, Top Apprentice, Top Garage, Top Service Advisor and the Ben Automotive Health & Wellbeing Award. They will come together at the Delphi Academy for the final challenges, interviews and assessments before the winners are announced at the gala dinner at the DoubleTree by Hilton Coventry later in the evening. Ryan Fuller, Managing Director at the Top Awards, said: “Congratulations to everyone who has made it through to the finals. Getting this far is a real achievement and reflects the amount of work our entrants have put into the competition. “We’ve got some really strong finalists this year, and I’m looking forward to seeing them all at Delphi Academy. There’s a lot happening on the day beyond the competition too, so we hope plenty of people from across the industry will come along and see what it’s all about.”

Top Technician

Top Technician is all about putting diagnostic knowledge and fault-

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finding skills to the test. Having made it through the online assessments and hands-on semi-finals, just five technicians remain in the running for the 2026 title. At Delphi Academy, they’ll face another round of practical challenges, working through vehicle faults while the judges look on. But it’s not just about finding the problem. The judges will also want to see how competitors approach each task, the decisions they make along the way and how well they explain their thinking. With all five having already proved their abilities in the earlier rounds, it promises to be a closely fought final. The Top Technician finalists are: Brian Franklin – Franklin’s Autos John Fountain – N&E Motors John Hall – John Hall Auto Electrician Bryan Swales – Bryan Swales Auto Repairs Kristopher Williams – Fords of Winsford

Top Apprentice

Top Apprentice gives Level 2 and Level 3 apprentices the chance to show what they’ve learned so far and how well they can put that knowledge into practice.

Five finalists will head to Delphi Academy, where they’ll tackle a mixture of practical and knowledgebased challenges. The judges will be looking for a good understanding of the fundamentals, safe working practices and a sensible approach to solving problems. It’s a chance for the apprentices to show how far they’ve come in their training and demonstrate their potential as the next generation of skilled technicians. Competing for the title will be: Katie Bowes – Vertu Kia Nottingham Zephaniah Edwards – Markhams Garage Jacob Knight – SF Tebby & Son Callum Maguire – Pro-tech Automotive Kieran Vaughan – Euro Performance

Top Garage

Top Garage takes a closer look at how independent automotive repair businesses are run, from the way they look after customers and manage their teams to how they plan for the future. The award covers businesses of all shapes and sizes, with categories for different staffing levels, multi-site operations and mobile mechanics. This allows entrants to compete against

November 2026

Top Awards 2026 Preview

businesses with similar operating models and challenges. At the finals, each business will have the opportunity to make its case to the judging panel through a presentation and questions about how it operates. The judges will want to hear what makes each business tick, the challenges it has faced and what its owners have done to make it successful. They’ll also be interested in how businesses are investing in their people, improving their processes and planning for what’s next. With so many different businesses involved, there should be plenty of interesting ideas and approaches to uncover. Mobile mechanic l AM Nicholson l BAR Motorworx l Beresfords Mobile Mechanics l Cleevely EV Mobile l DMR Automotive Solutions l Ell’s Auto Care l MLH Vehicle Repair l The Mobile Mechanic l The Norfolk Tech / JLK Vehicle Solutions 1–3 employees

l Alga Garage l AMS Diagnostics l Autoremedy l CHM Autos l DB Car Doctor l Gilbert Motor Services l MMS Technik l Mouths Motor Company l Repayr My Car l The Garage Warmington

4–6 employees

l API Motors l Greenfield Garage l Fine Drive Autocentres l Intelligent Auto l JA Services (Ripon) l JGG Automotive l Maitland Motors l Meadowfield Auto Centre l Service MOT Repairs l WJH Auto

7–9 employees

l Aldershot MOT Centre l Bryan Swales Auto Repairs l MB MOTORS Rugeley l Specialist Vehicles l Vicarius Automotive l William Street Motor Services

November 2026

Luke Collier – Shaw’s Service Station Danielle Cott – Shaw’s Service Station Zubair Iqbal – Fife Autotech Oliver Kolsteren – D&D Autos Kalvin Matharu – Monmouth MOT Centre Magdalena Puszek – Fine Drive Autocentres Kevin Shilling – D&D Autos Ashford Bradley Turner – Uckfield Motor Services

10+ employees l Athersmith Motor Services l Cleevely Motors l Elite Autocare l Magnet Autos l Monmouth MOT Centre l Ramsey Hill Garage l SF Tebby & Son l Stedmans Garage l Uckfield Motor Services l West End Garage Nairn Multi-site

l EAC Telford l IN’n’OUT Autocentres l K Brown Auto Repairs l LM Motor Clinic l Shaw’s Service Station l VMB Autocentre

Top Service Advisor

A good service advisor can make a huge difference to how smoothly a garage runs, and this category recognises the people who keep customers informed and work moving through the workshop. The award looks at communication, organisation, customer care and problem-solving, along with the contribution service advisors make to the wider business. For the finalists, the last stage of the competition is a chance to show how they handle the everyday demands of the job. Whether it’s explaining an unexpected repair bill, dealing with a frustrated customer or juggling a busy workshop diary, service advisors need to think on their feet. The judges will be looking for people who can handle these situations professionally while keeping both customers and colleagues happy. The finalists are: Mike Chubb – Sumner Auto Electrics Graham Clark – Anderson Clark Motor Repairs

Ben Automotive Health & Wellbeing Award

Looking after the people who keep a garage running is just as important as looking after its customers, and that’s the thinking behind the Ben Automotive Health & Wellbeing Award. Using Ben’s Health & Wellbeing Assessment Framework, the category looks at what businesses are doing to support their teams, from creating a positive working environment to helping employees with their physical and mental wellbeing. For the finalists, the focus will be on showing how this works in practice. The judges will want to understand what each garage is doing to support its staff, how those measures have become part of everyday working life and, importantly, whether they’re making a difference. It’s an opportunity to recognise businesses that are making employee wellbeing a priority rather than simply treating it as a box-ticking exercise. In contention for the award are: l Aldershot MOT Centre l Ayrshire MOT l Garage Warmington l JGG Automotive l K Brown Auto Repairs l Maitland Motors l West End Garage l WJH Auto

Get involved

This year, for the first time, it won’t just be competitors who can get involved on finals day. The Delphi Academy will be open to visitors from across the automotive aftermarket, providing the chance to see the competition in action, meet the sponsors supporting the Top Awards and get a closer look at some of the equipment and technology they will be bringing along. If you fancy coming along and experiencing finals day, read on to find out more about what we have in store.

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Top Awards 2026 Preview

There’s plenty to see and do at the Top Awards Finals Day

Taking place at Delphi Academy in Warwick on Saturday 14 November, the the Top Awards Finals Day is free to attend during the day, with visitors welcome to watch some of the UK’s best technicians competing for the 2026 titles.

s well as hosting the event, headline sponsor Delphi will be putting its training facilities to good use. The Academy has a fleet of more than 15 training vehicles, covering a range of technologies and diagnostic challenges. Visitors will be able to watch finalists working through complex fault scenarios, seeing how they approach diagnosis, follow workshop procedures and work under pressure. But there’s plenty happening away from the competition, too, with headline sponsors and industry partners bringing equipment, expertise and activities for visitors to get involved with. Snap-on’s fully equipped Diagnostics Live Tour Demo Truck will be on site throughout the day, giving visitors the chance to explore its latest diagnostic platforms, software and workshop solutions. While its Diagnostic Doctors will also be on hand to discuss difficult faults, diagnostic strategies and the challenges posed by increasingly complex vehicle systems. TOPDON UK is bringing its show van, with its entire product catalogue available for visitors to explore. Equipment on

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display will range from battery testers through to advanced driver assistance systems (ADAS) calibration tools and Connor and Dai from the TOPDON team will be available to answer questions. For anyone interested in battery technology, VARTA will be offering

practical advice on testing, battery selection and correct replacement procedures. With modern battery management systems making what was once a relatively straightforward job more complicated, its team will be discussing how to avoid common mistakes, diagnose battery-related problems and make the most of battery servicing opportunities. Diesel particulate filter (DPF) problems remain a regular headache for many workshops, and JLM will be focusing on how to tackle them effectively. DPF expert Alan Landale will be available to discuss maintenance, cleaning and fault diagnosis, as well as how a better understanding of DPF problems can help garages offer customers a more effective service while generating additional business. Plus, Garage Hive will be demonstrating how its garage management software can help workshops run more smoothly and profitably. Visitors will be able to explore live scheduling and technician allocation, see how financial dashboards

November 2026

Top Awards 2026 Preview

track efficiency and recovery rates, and try digital customer communication tools. There will also be opportunities to speak with garage owners already using the system and hear how they’re managing everyday business challenges. Elsewhere, there’s plenty more to get involved with. HELLA will be demonstrating its mega macs diagnostic equipment, including fault tracing, security gateway access and ADAS calibration. Mechanic Mindset’s Darren Quinn will share diagnostic case studies and demonstrate some of the tests used to solve them, while ISN will let technicians get hands-on with some of the latest equipment they can purchase through their Tool Truck franchisees. Garage Services Online will be offering free Digital MOT Health Checks, helping garages understand how their websites perform against local competitors and where they might be missing bookings. LKQ Euro Car Parts will provide a space to take a break and chat with its garage management software and account management teams. Castrol and The Race Group will be offering lubricant advice and demonstrating oil look-up tools. They’ll also be running a grip-strength challenge, with a prize for the visitor crowned EDGE Champion. So, whether you’re interested in diagnostics, workshop equipment, running a more profitable garage or simply catching up with others in the industry, there’s plenty of reason to make the trip to Warwick. The Top Awards Finals Day takes place on Saturday 14 November at Delphi Academy, Warwick (Unit 10, Titan Business Park, CV34 6RR). Daytime admission is free.

And now, a word from our sponsors The Top Awards wouldn’t be possible without the support of some of the leading companies from across the automotive aftermarket. Their backing helps us recognise and celebrate the very best technicians, apprentices and garage businesses in the UK. We couldn’t do it without them. So, we asked our sponsors what makes the competition worth supporting and what they think of this year’s finalists.

Why support the Top Awards?

For Delphi, the awards are a natural fit with its commitment to training and developing automotive talent. “The Top Awards provide a respected platform to recognise the highly skilled professionals who keep the industry moving.” Snap-on, a long-standing supporter, agrees: “These competitions champion the skills, professionalism and dedication that keep our industry moving forward.” JLM sees the awards as an opportunity to connect with ambitious workshops, while TOPDON UK values the chance to learn from competitors, “gathering feedback and product requirements” to inform its diagnostic equipment development. For Garage Hive, the appeal is equally clear: “They shine a light on the genuine skill, dedication, and commercial acumen within the independent aftermarket.”

What makes the Top Awards different?

The sponsors agree that the practical assessments are what give the competition its credibility. “This isn’t a popularity contest or an award decided purely by nomination,” said Snap-on. “Competitors are tested

on knowledge, diagnostics, fault-finding and problem-solving skills.” VARTA makes a similar point: “Success is earned through demonstrated technical competence rather than reputation alone.” Garage Services Online believes the process itself benefits competitors: “The process exposes areas for imporvement and pushes everyone involved to raise their game.” LKQ Euro Car Parts adds: “The Top Awards aren’t just a desktop exercise.” And, as JLM puts it: “The reputation of the Top Awards is second to none in the UK aftermarket.”

What makes a finalist?

Getting through to the final stages is an achievement in itself, but what does it say about those who make it? “Reaching these stages of this competition is a real and justifiable claim of knowledge and expertise in their field,” said TOPDON UK. HELLA highlights the importance of “methodical diagnostics, ongoing investment in training, and an adaptable business mindset.” Mechanic Mindset believes the best technicians are those who recognise they can always improve and actively seek answers to difficult repairs. For The Race Group and Castrol, it comes down to “knowledge, professionalism and a commitment to never standing still.” And Delphi offers a final reminder of what reaching this stage means: “Anyone progressing to the later stages of the competition has already proven they possess exceptional technical competence, determination, and a genuine passion for the trade.”

HELLA serves up support for Ben at the Finals There will also be an opportunity to support a good cause at this year’s Finals, with HELLA UK sponsoring Ben’s Big Breakfast to raise awareness and funds for the automotive industry charity Ben. HELLA is covering the cost of the first 250 meals, which will be served from a bright yellow American school bus. Visitors can tuck into bacon, sausage or egg baps until 11am, with burgers

November 2026

and fries on the menu for lunch. The food is free, but donations to Ben are encouraged. “The apprentices, technicians, and garage owners reaching this stage represent the very best of our industry,” said Neil Grant, Managing Director at HELLA UK. “Providing a hot meal is a simple way to help them through a demanding day, while also highlighting

the vital role Ben plays in strengthening our automotive community.”

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This event wouldn't be possible without your valued support. Together, we're championing the next generation of industry talent. We’re looking forward to celebrating with the industry on 14th November!

Top Awards 2026 Celebration and Gala Dinner 14th November 2025 Double Tree by Hilton Coventry Paradise Way CV2 2ST 18.15 - Late

Book your seat now!

FREE BREAKFAST/LUNCH First 250 breakfasts free for visiting independent garages, technicians & apprentices.

SCAN HERE TO SAVE YOUR SEAT

DIAGNOSTIC DR HERE TO HELP! Explore the Snap-on diagnostic truck and its fully equipped demo area, with the Diagnostic DRs on hand inside to help tackle your diagnostic dilemmas. See the latest tools in action, get expert advice and discuss real workshop challenges with the team.

WITNESS THE COMPETITION See the finalists in action as they tackle real-world diagnostic challenges in the Delphi Academy training centre.

DIAGNOSTIC CASE STUDIES Join Mechanic Mindset for a closer look at real-world diagnostic challenges, with practical case studies, demonstrations and tests. Pick up fresh insights, explore different approaches to fault-finding and take away ideas you can put to use in the workshop.

RELAX & CONNECT ZONE

BATTERY TECHNOLOGY & WORKSHOP SUPPORT • • •

Take a break, grab a coffee and chat with LKQ's account management team about the challenges and opportunities facing modern workshops.

How to boost your battery business Future Proof - ICE, EV & Hybrid low voltage solutions Best Practice Tips & Tricks

Plus opporunity to attack the batak wall and win some prizes!

PLUS PLENTY OF VARTA GOODIES TO TAKE AWAY!

WIN

BEN BALL TICKETS !

FUN INTERACTIVE HEALTH MOT

DPF MASTERCLASS

NEW MODELS ON DISPLAY

Join Alan Landale (AJFleet Care Academy & DPF specialist) for a 20-minute masterclass covering diagnosis, on-vehicle cleaning and more — with a Q&A session.

NEW UPDATES & DEMOS Opportunity to ask questions about latest software and walktrough new features.

ADAS DEMO See Hella’s ADAS technology in action and learn more about the latest diagnostic and calibration solutions

FREE DIGITAL MOT Plus competitor snapshot

Take a pit stop, learn something new and take part in a friendly team competition!

DIAGNOSTICS & LIVE DEMOS

WORKSHOP ESSENTIALS

Explore the TOPDON UK show van, packed with everything from battery testers to ADAS calibration equipment. Meet Connor and Dai, try the kit, get expert advice and even purchase equipment or book a demo on the day!

Stop by, have a look around and take advance of Finals Day discounts from Tool Truck!

SNAP A SELFIE Take a winning snapshot in the Castrol Photobooth!

NETWORK & LEARN Meet industry partners, discover new workshop solutions and valueable insights to takeaway.

Business

Garage cuts digital spend by £5,000 a month Aftermarket magazine found out how a Brentwood independent cut almost £5,000 from its monthly digital marketing costs while increasing customer enquiries by up to 25%, prompting it to recruit additional workshop and front-of-house staff.

ercury Car Centre, which specialises in Jaguar Land Rover, MercedesBenz, BMW and Audi vehicles, says the change has freed up thousands of pounds in working capital every month while generating enough additional demand to require a seventh technician and another front-of-house service advisor. “We were spending £1,700 a month on SEO across the two websites, another £1,400 on the pay-per-click agency and then around £4,000 directly with Google and Bing,” said founder Neil Hutchinson. “The spend just kept climbing. You get to a point where you think, ‘Where is all this money going?’” Founded in 1990 by former MercedesBenz technician and BMW aftersales manager Neil, Mercury Car Centre has long recognised the importance of being visible online. But managing multiple agencies and websites had made its digital operation increasingly expensive and difficult to oversee. A conversation with fellow garage owners at a regional meeting prompted Neil to look at a different approach, eventually moving the business’s digital lead generation to Garage Services Online (GSO). The change saw Mercury Car Centre consolidate its online presence into a single bespoke website, while its search marketing was restructured around the types of work the workshop wanted to attract. The result was a reduction in monthly search advertising from around £4,000 to approximately £1,800, while PPC management costs fell to around £500. Overall, Mercury Car Centre reduced its monthly digital overhead from approximately £7,100 to less than £2,500. At the same time, customer enquiries increased by between 20% and 25%.

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“Saving considerable amounts of money is one thing, but getting more enquiries at the same time is the real result,” said Neil. The increase in demand has led the business to recruit a seventh technician, while an additional frontof-house advisor is being brought in to help manage the extra workload and keep the workshop’s ramps moving efficiently. Mercury Car Centre has traditionally had a strong Jaguar Land Rover

customer base, accounting for around 60% to 65% of its workshop volume. Neil had previously operated a separate website dedicated specifically to JLR work for seven years, but decided to bring the business back under the main Mercury Car Centre site. The move allowed the garage to retain its established JLR presence while creating greater visibility for its wider capabilities. “We noticed a dramatic increase in German car leads without losing any of our Jaguar Land Rover business,” said Neil. “That was important to us because we didn’t want to make changes that damaged the work we were already getting. We wanted to grow the other side of the business as well. “A lot of marketing agencies build generic websites for any trade and take your money without understanding our sector. GSO understands the independent motor trade.” garage-services-online.co.uk

November 2026

Opinion

400+ withdrawn authorisations highlight MOT management pressures New DVSA figures showing more than 400 MOT authorisations withdrawn during 2025/26 highlight the importance of giving MOT management sufficient focus within increasingly busy workshops, says Autotech Training.

he latest DVSA data reveals that 145 Authorised Examiners (AEs) and 288 MOT testers had their authorisation withdrawn during 2025/26. While a further 247 AEs and 176 testers received warnings. However, Rob Walsh, Head of MOT at Autotech Training, says the figures should not be used to suggest there is widespread non-compliance within the sector. Instead, they highlight the responsibility MOT businesses carry and the challenge of maintaining effective oversight alongside the everyday pressures of running a workshop. “The vast majority of MOT businesses and testers take their responsibilities extremely seriously,” commented Rob. “These are busy businesses, often

November 2026

Good MOT management shouldn’t be about adding another burden to an already busy workshop. operating under considerable pressure, and compliance is just one of many things a workshop manager may be dealing with on any given day. “That’s why I don’t think these figures should be used to scare garages. They should prompt a conversation about whether the people responsible

for an MOT operation have the time, knowledge and processes they need to manage it effectively.” The scale of that management responsibility is also evident in the latest DVSA figures. There are now 781 more nominated MOT testers than there were two years ago, with numbers rising from 66,144 in 2023/24 to 66,925 in 2025/26. Over the same period, the number of private MOT testing stations has remained broadly static, standing at 23,092 in 2025/26. While this does not in itself indicate a compliance issue, Rob says it reinforces the importance of effective management at VTS level. “As the number of testers increases, making sure there is clear and effective oversight at site level becomes even more important. An MOT operation isn’t simply about making sure individual testers know how to conduct a test correctly. “Someone has to maintain oversight of the whole operation – from annual training and QC checks through to equipment, test logs, tester performance and keeping up with changes from DVSA.” The latest figures arrive against a backdrop of changes to MOT oversight. During 2026, DVSA has expanded its fast-track disciplinary process, while the national rollout of Photos at Test is introducing another layer of evidence around individual tests. Rob believes these developments make it increasingly important for those responsible for an MOT operation to understand not only the rules, but how to actively manage compliance. “Most MOT businesses already have a lot of the information they need. Test logs, testing times, pass and fail rates, advisories, and individual tester

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Opinion

performance can all help identify when something looks unusual. “But data on its own doesn’t manage an MOT station. Somebody needs to understand what they’re looking

at, know what normal looks like for their site and testers, and have the confidence to ask questions when something doesn’t add up.” Autotech Training has previously

supported a multi-site automotive business which faced serious DVSA disciplinary action following the actions of an individual tester. A subsequent review identified warning signs within its MOT data which, had they been recognised sooner, could have allowed the business to intervene earlier. Rob stresses that effective MOT management is ultimately about supporting good businesses and testers to maintain standards, rather than creating additional layers of administration. “Good MOT management shouldn’t be about adding another burden to an already busy workshop. It’s about making sure responsibility is clear, the right checks are happening, and managers know what to look for. “Most importantly, don’t wait until there’s a DVSA visit or a problem has already surfaced before looking closely at your MOT operation. Giving it regular attention protects the business, supports your testers and helps maintain the standards the MOT scheme is there to deliver.” www.autotechtraining.co.uk

THERMAL MANAGEMENT AIR CONDITIONING AND ENGINE COOLING www.ms-motorservice.com

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November 2026

Technical

Determine the cause: Fix the reason, not just the result

In the latest article in our series from Darren Quinn of Mechanic Mindset, we explore the fourth stage in the ‘FIXDIT’ diagnostic framework: ‘Determine the cause’. Other articles in the series can be found on the Aftermarket Magazine website at tinyurl.com/AM-FIXDIT as they are published.

uccessful diagnostics depends on following a structured process. The FIXDIT framework provides a simple way to remember six essential stages: Find Evidence, Inspect Evidence, eXecute Diagnostic Plan, Determine the Cause, Implement Repair and Test. In previous articles, we’ve gathered evidence, analysed it to develop a theory, and carried out structured testing to identify the fault. Now we reach the fourth stage: Determine the cause. Finding a failed component is an important achievement, but it doesn’t necessarily mean we’ve finished diagnosing the problem. There is still one critical question to answer: “Why did it fail?”

Finding the fault isn’t finding the cause

Imagine diagnosing a vehicle with an inoperative cooling fan. After following

November 2026

a logical test plan, you identify a blown fuse. Replacing it restores operation, and everything appears to be working correctly. Job complete? Not necessarily. The fuse failed for a reason. Perhaps the fan motor is drawing excessive current, the wiring has been damaged, or an intermittent short circuit exists somewhere in the system. Replacing the fuse has corrected the symptom, but the underlying problem may still be present. This distinction is fundamental to professional diagnostics. A failed component is sometimes the cause of the customer’s complaint, but it may also be the consequence of another problem. Understanding the difference is what prevents repeat failures and unnecessary comebacks.

The power of asking why

One useful technique for investigating root causes is the ‘five whys’ method.

The principle is simple: repeatedly ask why something happened until you reach the underlying cause. Consider a vehicle with inoperative rear lighting. Why are the rear lights not working? Because the circuit has an excessive voltage drop. Why is there excessive voltage drop? Because corrosion has developed inside a connector. Why has the connector corroded? Because water has entered the electrical connection. Why is water entering the connection? Because the rear light housing isn’t sealing correctly. Why isn’t it sealing correctly? Because the seal was damaged during a previous repair. Without investigating further, the technician might simply clean the connector and restore operation. However, unless the damaged seal is

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Technical

addressed, water will continue entering, and the fault is likely to return. The five whys isn’t about asking exactly five questions every time. It’s about continuing the investigation until the underlying cause is understood and supported by evidence.

the result of another fault. Components wear out, materials deteriorate, and electronic devices can fail internally. The objective isn’t to invent an elaborate explanation for every failure. It’s to establish whether the failure was caused by an external influence, normal deterioration, incorrect operation or Look beyond the failed component another underlying problem. For example, a motor with worn Root cause analysis often requires brushes may simply have reached looking beyond the system where the the end of its service life. However, a symptom appears. motor repeatedly failing shortly after A failed alternator might be the result of oil contamination from a leaking engine replacement deserves a much deeper investigation. seal. Repeated wiring failures could be Good root cause analysis is evidencecaused by an incorrectly routed harness led, not assumption-led. rubbing against a bracket. In both cases, replacing the failed component alone may only provide a temporary solution. Learning from our own mistakes This is where the evidence gathered Sometimes the underlying cause can be during the earlier FIXDIT stages becomes traced back to a previous workshop repair. particularly valuable. A connector left unsecured, a wiring Vehicle history, previous repairs, harness routed incorrectly, or a missed environmental conditions and the results calibration procedure can all create of the full function test may all help future problems. explain why the failure occurred. These situations aren’t always Sometimes the most important comfortable to investigate, but they evidence isn’t found in the failed provide valuable opportunities for component itself, but in the conditions improvement. surrounding it. If the root cause was an incorrect repair procedure, perhaps technical information wasn’t consulted. If contamination Don’t assume every failure has a caused a failure, perhaps cleanliness hidden cause procedures need reviewing. There is also an important balance to The objective shouldn’t be to assign maintain. Not every component failure is

November 2026

blame. It should be to understand what happened and prevent it happening again. A workshop that learns from its failures becomes more efficient, more consistent and ultimately more profitable.

Diagnostic insight

When you identify a failed component, ask yourself: “Is this component the cause of the problem, or is it another symptom?” That question can be the difference between a successful first-time repair and a vehicle returning with exactly the same complaint.

FIXDIT Takeaway

Don’t just identify what failed. Understand why it failed. By the end of the Determine the Cause stage, you should understand the failure mechanism and have enough evidence to decide what needs repairing, replacing or correcting. In the next article, we’ll explore the ‘Implement repair ’ stage, where we turn that understanding into a professional, reliable repair. Because diagnosing the fault correctly is only part of the job. Making sure it doesn’t return is what completes the solution. tinyurl.com/FIXDIT

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Diagnostic Doctor

The Diagnostic Doctor tackles a Mini with a lack of power

This month, the Doctor faces an issue that initially looks like an electronic fault, but turns out to be mechanical. If you have a diagnostic dilemma for the Diagnostic Doctor to explore, head over to the Aftermarket website at tinyurl.com/DDoc1026 where you can share the details. A correct diagnostic step at this stage is to check the operation of the supercharger bypass valve, use a handheld vacuum pump to actuate the valve and confirm smooth, consistent operation

2006 Mini Cooper S came into the workshop presenting with a lack of power, the engine warning light illuminated, and a noise coming from the front end. An initial pre-scan revealed the code: DTC P1688 – Electronic Throttle Control Monitor Level 2/3; Mass Airflow Calculation

Top Repairs insight

Initial diagnostic path

Technical Service Bulletins relating to this DTC identify possible causes, which include an air leak in the induction system, implausible MAP sensor readings and failure of the supercharger bypass valve (sticking operation). When performing a DIS/GT1 test

November 2026

module, the guided diagnostic path can indirectly lead towards replacement of the DME control module, rather than identifying the true root cause.

Analysis of Fast-Track Top Repairs data, available on Snap-on’s APOLLO, TRITON and ZEUS diagnostic platforms through the Fast-Track Intelligent Diagnostics Workflow, shows that, for this fault, the most common repair is replacing the harmonic balancer, typically around 100,000 miles. This points towards a mechanical issue rather than an electronic fault.

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Diagnostic Doctor

Further investigation using SureTrack Expert information, also in the Intelligent Diagnostics Workflow, identifies a verified real-world repair. In the example, the customer complaint confirmed a lack of power under acceleration; code P1688 was confirmed with a scan tool, and the mass airflow sensor signal was tested with a lab scope and found to be within specification. A road test was then carried out, during which a metallic noise was detected from the front of the

engine and a burning rubber smell was present. Further inspection revealed that the crankshaft pulley had separated from the harmonic balancer; the pulley is integrated into the balancer and is replaced as a single unit. This failure caused incorrect engine speed calculation, incorrect load calculation by the DME and then the triggering of the DTC Based on this information, our Mini’s harmonic balancer was replaced, the fault codes were cleared, and a road test

was completed. The engine performance was restored, no warning lights returned and a final check confirmed that no further DTCs had been stored

Takeaway

A key takeaway from this example is to always remember that fault codes and guided test paths can indicate likely causes, but not always the root cause. It is important to always validate mechanical components alongside electronic diagnosis.

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November 2026

Product focus

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Nissan Security Gateway (SGW) Unlocking Licence now available

WD-40 adds water-based degreaser to Specialist range

LAUNCH UK & IRELAND has announced the availability of a new Nissan Security Gateway (SGW) Unlocking Licence, giving independent workshops using compatible LAUNCH diagnostic platforms authorised access to SGW-protected Nissan and Infiniti vehicles. Nissan has implemented Security Gateway protection across selected models since 2019, and some of the UK’s most popular vehicles, including the Juke and Qashqai, alongside the Ariya, X-Trail, Pathfinder and Sentra, now require authorised access for full diagnostic functionality. The new Nissan SGW Unlocking Licence builds on LAUNCH’s existing Security Gateway support for Volkswagen Audi Group (VAG), Mercedes-Benz and Renault/Dacia, enabling technicians to securely and legitimately unlock compatible Nissan and Infiniti vehicles through the LAUNCH SGW Portal. Activation is straightforward. Workshops simply purchase a digital 12-month licence, register it via the LAUNCH SGW Portal and, following approval, the licence is typically activated within one to two working days. An active LAUNCH diagnostic software subscription is required. The licence is compatible with supported LAUNCH X-431 diagnostic platforms, including the X-431 EURO, and operates in conjunction with SmartLink and DBScar VII.

WD-40 Company has launched its first water-based formula, adding a new degreaser to its Specialist range. WD-40 Specialist Professional Degreaser (Water-Based) is a ready-to-use cleaner that can also be diluted for different applications. For independent garages, suggested applications include engine bay cleaning, degreasing cylinder heads and engine blocks, cleaning gearbox casings and removing oil contamination before repairs. It can also be used to clean workshop benches and tools. WD-40 Company says the biodegradable formula cuts through dirt and grime even at low concentrations. It is non-abrasive and non-flammable and can be used on paintwork, steel, aluminium, plastic and rubber. The degreaser is available as a one-litre ready-to-use trigger spray and a five-litre refill and is NSF A8 registered. The water-based product joins WD-40 Specialist’s existing solvent-based degreaser, which is intended for heavy-duty cleaning where fast evaporation and drying are required. The new formula provides a lower-odour, non-flammable alternative that can be diluted for different applications.

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November 2026

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Product focus

New APOLLO diagnostic platform targets faster fault ﬁnding Snap-on has introduced the fourth generation of its APOLLO diagnostic platform, featuring a new wireless scan module and the company’s Fast-Track Intelligent Diagnostics software. The latest APOLLO has a 10-inch capacitive colour touchscreen and wireless connectivity, allowing technicians to move around the vehicle while carrying out diagnostic work. It also features 5GHz wireless compatibility, fast boot-up and one-touch code scan and clear functions. The tool covers more than 50 domestic, Asian and European vehicle makes and over 100 vehicle systems, with instant vehicle identification available for most vehicles from 2008 onwards. Technicians can access OEM-level data, functional tests and graphing, with up to eight live data parameters displayed on screen at once. The device utilises Snap-on’s Fast-Track Intelligent Diagnostics, which brings together information intended to help technicians work through a fault, including SureTrack Top Repairs and verified Real Fixes based on previous repair records. Smart Data selects parameters relevant to a fault code

and flags readings outside their expected range at idle. APOLLO also includes access to vehicle- and code-specific technical service bulletins (TSBs), service resets and relearns, oil specifications and resets, and tyre and wheel fitment information. Pre- and post-scan reports can also be saved and shared with customers.

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Latest range additions cover braking, suspension and engine components Aftermarket suppliers have announced a number of new-torange additions, extending coverage across passenger cars and commercial vehicles. Arnott has added nine suspension products, including air struts and electronic shock absorbers for Tesla Model X, Audi SQ5 and Porsche Cayenne applications. Five new electronic stabiliser bars cover Range Rover and Range Rover Sport models, while a solenoid valve block covers selected Audi, Porsche, Volkswagen, Bentley and Lamborghini vehicles. MS Motorservice has expanded its Pierburg thermal management range, which now includes more than 200 products covering over 250 million vehicles. Additions include electric air-conditioning compressors for Toyota, Volvo, Tesla, Mercedes-Benz and Volkswagen models, seven evaporators and a Tesla receiver-dryer service kit. The engine cooling range gains 46 radiators and 46 expansion tank variants. Apec has introduced 44 new products across its Red and Black braking ranges. Highlights include brake pads for the BYD ATTO 3 EV and calipers for the Vauxhall Vivaro and Volvo XC40 T3. The Black range gains brake discs for the Land Rover Defender and Mercedes-Benz C-Class. BM Catalysts has expanded its Euro 6 coverage, introducing 32 new references covering 401 fitments and 11 million vehicles across Europe. The additions include eight selective catalytic reduction (SCR) units covering 5.12 million vehicles, alongside three catalytic converters, six diesel particulate filters (DPFs), one connecting pipe and 14 pressure pipe references.

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Delphi has added 198 parts, comprising 66 steering and suspension, 85 engine management and 47 braking references. Highlights include a mass air flow sensor for Toyota and Lexus models, a suspension ball joint for MG and SAIC vehicles, and brake master cylinders for Volkswagen Group applications. New brake pads also cover MAN TGE and VW Crafter commercial vehicles. FAI Auto Parts has introduced 21 new references across its timing chain, pumps and pulleys, engine sealing, and steering and suspension ranges. Highlights include a timing chain kit for Ford’s 1.0-litre petrol engine, a crankshaft pulley for BMW’s 2.0-litre diesel engine and a crankshaft seal for Mercedes-Benz applications. A new stabiliser link also covers selected Jaguar and Land Rover models.

November 2026

Automechanika Frankfurt 2026 review

Visitor numbers rise at Automechanika Frankfurt 2026

Automechanika Frankfurt 2026 welcomed more than 112,000 trade visitors from 173 countries, alongside 4,400 exhibitors from 80 countries, with both figures increasing compared with the previous event in 2024.

he five-day event put the spotlight on artificial intelligence (AI), connected vehicles, advanced driver assistance systems (ADAS) and alternative powertrains, alongside the more familiar workshop equipment, tools and components. According to the organisers’ postevent survey, 96% of visitors were satisfied with their visit, four percentage points more than in 2024. Meanwhile, 90% of exhibitors said they planned to return in 2028. Among the new additions was HighTech4Mobility, a dedicated area exploring software-defined vehicles, connected systems and digital services. Presentations and discussions looked at vehicle data, AI, cybersecurity and the business opportunities these technologies could create for the aftermarket. Outside the exhibition halls, the new Experience Park featured off-road vehicles, interactive challenges and a rollover simulator. A 200-metre-long pit lane brought motorsport into the exhibition, with race cars, mechanics and opportunities for visitors to get behind the wheel. The Future Mobility Park also featured alternative-drive vehicles developed by university teams. Classic cars also had a stronger presence this year, with the new Classic Alliance bringing together industry organisations and specialists for live restorations and technical presentations. The expanded AMBITION programme welcomed more than 4,600 pupils, students and trainees, giving them an introduction to careers in the automotive industry through demonstrations, training sessions and masterclasses. Elsewhere, visitors could see demonstrations of glass repair and AI-

November 2026

supported robotic painting, while the Future Mobility Workshop 4.0 brought together 30 exhibitors showcasing technologies for vehicle servicing and repair.

What’s new for the aftermarket

Of course, there was plenty to see inside the exhibition halls too, with suppliers from across the aftermarket showing off their latest products and technologies. From new product launches to additions to existing ranges, there was no shortage of new developments to catch up on. Here’s a look at some of what was on show. BM Catalysts arrived at Automechanika with a significant range expansion, having announced a number of new products ahead of the event. These included catalytic converters, diesel particulate filters (DPFs), gasoline particulate filters (GPFs), pressure pipes and other emissions components, extending its coverage of

the European car parc. BORG Automotive showcased its remanufactured eDrive Motor, which picked up the Automechanika Innovation Award in the Sustainable Drive Solutions category. Already successfully prototyped for motors from two vehicle manufacturers, the solution could offer independent workshops an alternative to buying a new original equipment (OE) component or a second-hand unit. Among the highlights on Brembo’s stand was the Greenance Plus Kit, a Euro 7-ready braking solution combining new brake discs and pads designed to reduce particulate emissions and disc wear compared with standard equivalents. Brembo also showed additions to its caliper portfolio in the Newman segment, alongside an upgraded remanufactured range featuring an anti-corrosion treatment that increases salt-spray resistance to 240 hours, in line with OE standards. Over on the PHINIA stand, senior

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Automechanika Frankfurt 2026 review

leaders from Delphi joined a panel discussion looking at the changing vehicle landscape, future growth opportunities and the importance of industry partnerships. Delphi also highlighted its growing coverage of Chinese vehicle applications and its Professional+ brake pads range, while PHINIA showcased DS-CLOUD, a cloudbased platform designed to improve efficiency, traceability and workflow integration. MAHLE had four world premieres at the show. Its new Workshop Portal brings together technical information, training and expert support, while the Climate Expert concept is aimed at helping workshops develop their climate and thermal management business. Also making their debut were the ArcticPRO air-conditioning service units, designed to improve productivity and ease of use, and the CareMetix Natural cabin air filter, which uses sheep’s wool to help improve air quality inside vehicles.

MEYLE turned its attention to automatic transmission servicing, bringing together industry experts for a panel discussion on the opportunities this presents for independent workshops. The discussion looked at why automatic transmission fluid changes remain an underused service opportunity, despite the growing number of automatic vehicles entering the aftermarket. The company also had reason to celebrate, with its new HD brake disc winning the Advanced Parts & Vehicle Technologies category at the Automechanika Innovation Awards. Nissens Automotive highlighted its growing electric and plug-in hybrid vehicle portfolio, which now includes more than 2,000 New Energy Vehicle (NEV)-related products and variants, including coverage for Chinese vehicle brands. The company also presented twelve product innovations and range extensions, covering ignition coils, air-conditioning hoses, HVAC

door actuators, EGR coolers, AdBlue components and soot sensors. Simply Brands introduced SBxPro, a new professional range aimed at technicians. The line-up includes maintenance sprays and products such as brake cleaner, instant gasket sealant and EGR valve cleaner, alongside directfit wiper blades. TOPDON used the event to introduce its ONE Pro diagnostic platform to the European market. Supporting more than 100 vehicle brands, the system offers ECU programming across all vehicle systems, along with coding and one-click customisation for more than ten brands. Other features include OE topology mapping, more than 50 maintenance services and access to FCA, Renault, Nissan and VAG SFD security gateways. UFI launched a new range of automatic transmission oil filters, with the first products due to become available in November. The initial 48 part numbers will cover approximately 60% of the European car parc fitted with automatic gearboxes. The range includes pressure filters, suction filters and complete kits containing the necessary components. ZF Aftermarket showcased several developments, including its new TRW DTEC brake pad and disc range, which achieved up to 80% lower PM10 emissions than conventional combinations in brake dynamometer testing. Also on display was TRW DOT 4 Brake Fluid ESP Recycled, which contains 60% post-consumer recycled material. The next Automechanika will take place from 5 to 9 September 2028. automechanika.messefrankfurt.com/ frankfurt

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November 2026

Brakes

Why ‘take it easy’ could be bad brake advice David Guilfoyle, Technical Training Manager at Delphi and Top Awards judge, looks at how regenerative braking is changing the way friction brakes are used, and why the traditional approach to bedding in new pads and discs may need a rethink.

ust take it easy for the next couple of hundred miles. Sounds like good advice from your trusted local garage. If you’re a time-served technician, you’ve almost certainly told a customer that at some point. Maybe you stopped saying that a few years ago, but if you’re still saying it today, I want you to consider whether that advice still holds, or if it’s become bad advice. Think about a modern Battery Electric Vehicle (BEV) or Hybrid Electric Vehicle (HEV or PHEV) with good regen, where every time you take your foot off the pedal, the vehicle is braking for you. This is often referred to as one pedal operation. That braking effort is not created by using the friction braking system, but via the electric motor recovering energy and charging the highvoltage battery in the process. On vehicles not fitted with an electric motor, this energy would be wasted and turned into heat by the friction brake system. Even mild hybrid vehicles (often sold as petrol) fitted with 48v

November 2026

batteries have some regen capability; the electric motor is far smaller and, being a replacement for a conventional alternator

not directly connected to the drivetrain, therefore this is far milder and certainly doesn’t feel like a one pedal system like in

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Brakes a BEV. On vehicles like this, braking using the friction braking system is greatly reduced both in frequency of use and severity of use. It would be possible in a BEV with one-pedal operation to cover hundreds of miles on multiple journeys and effectively not use the friction braking system at all. So, here’s the scenario. You fit a brand-new set of pads and discs. As we’ve established, you’re a good technician, so you use the correct brake grease in the correct areas, you torque all the bolts to the correct setting, and you even ensure that the hub mating surface looks like new parts because you invested the time into cleaning the surfaces to prevent a return job for brake judder. Then when the customer collects their vehicle, you say those words. “Just take it easy for the next couple of hundred miles.” Then two or three weeks later the vehicle is returned with squealing brakes. What do you do? Phone your parts supplier and give them grief about the high-quality parts they sold you? Maybe you take the vehicle back in for free and inspect it; dust off the DTI Gauge and

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measure the runout. Maybe you replace them at your own cost to save hours of mucking around? But what really happened? The only braking the customer did that made the friction brake do anything was heavy braking. The first time the pads generated any heat, they were abused and became glazed. This can cause loud squealing noises, reduced braking capability, and, in severe cases, even slight brake judder. So, what does a great technician do on modern braking systems? Brake burnishing, or as it’s commonly known, bedding in the brakes, is now a crucial part of pad and disc replacement, with a number of manufacturers having prescribed procedures. A few things happen during a brake burnishing session. One is to heat cycle the friction material. The friction material’s friction coefficient is more stable and consistent once it has been heat cycled. Second is to conform and match the microstructure (peaks and troughs) of the friction material and disc friction surface so there is full contact. Third is to provide a uniform friction-

material transfer layer onto the disc friction surface. There are two main types of friction – adhesive and abrasive. Abrasive is like sandpaper, so you get the most wear/ dust. Adhesive friction occurs when a microscopic transfer layer of friction material deposits evenly onto the disc; the breaking and reforming of these bonds creates the friction coefficient. Pads typically operate between modes, but the transfer layer is vital for adherent friction. Abrasive friction is important to keep the discs in good condition and remove any surface corrosion.

What’s involved

So, how do you carry out a brake burnishing session? The routine manufacturers recommend may differ from one another and maybe even model to model, with factors such as vehicle weight, brake size and fuel type causing variation. However, there are some pretty standard points that most manufacturers will stick to. 1. While bedding your brakes, avoid braking down to zero. The lower speed isn’t important; the important part is NOT braking all the way to a standstill.

November 2026

Brakes

This is because during bedding there is a greater chance of uneven friction material transfer onto the disc. 2. Avoid very heavy braking where the ABS may operate. 0.3G of deceleration and 30bar pressure at the master cylinder is considered moderate braking. 3. Avoid very high speeds. In England this is legally easy – whereas in Europe or if bedding brakes on a circuit, higher speeds may be more easily achieved. Typically, going from 60-70mph down to 30-50mph is the norm for most manufacturers.

Conclusion

Technology in the automotive industry is developing quickly. As with all developing technology, maintenance and repair also change. A good garage 20 years ago looks very different from a good garage today; a big part of that change is how work is carried out. Regardless of the fuel type, cost or brand of the vehicle, a good garage today ensures that all work is carried out correctly, following manufacturers’ guidelines and ensuring safety, firstly for the occupants but also for the vehicle itself. So what does carrying out work correctly look like in a modern garage? There are many answers to that question, but a key one is understanding how modern technology differs and appreciating the need to work differently. A garage that can avoid the pitfalls of rapidly evolving vehicle technology by working intelligently is well on its way to being a good garage.

And for customers with EV’s, particularly those with strong regenerative braking systems, it should no longer be acceptable to hear advice

such as, “just take it easy for the next couple of hundred miles.” www.delphiautoparts.com

One brake burnishing process does not fit all If we look at Tesla’s formalised routine to compare the brand’s two saloon cars, we will see a difference in speed and the number of times a braking event needs to take place. The vehicles differ in size, weight, and performance, with the Model S being bigger and heavier, and often having more power depending on the specifications compared. Model S: At 46mph, apply 20-40 Bar pressure ten times (2100kg average vehicle weight) Model 3: At 50mph, apply 20-40 Bar pressure 18 times (1750kg average vehicle weight) Looking at Mercedes Benz brake burnishing advice for AMG models, there are interesting differences between the vehicles fitted with semi-metallic and the carbon-ceramic brake pads. AMG models with semi-metallic brakes have a two-step process. Step 1: Low-speed bedding: Accelerate to approximately 35–40mph. Apply firm, medium pedal pressure to smoothly slow the vehicle down to about 5mph. Repeat this process five to ten times consecutively to build initial heat.

November 2026

Step 2: High-speed bedding: Increase your speed to 45– 50mph. Firmly apply the brakes to slow the car down to 10mph. Do not engage the ABS or bring the car to a complete stop. Repeat this cycle five to seven times. Mercedes Benz AMG models with carbon-ceramic brakes require a completely different process. Brake temperatures need to be below 40°C. Then apply firm, smooth pedal force from 50mph to 30mph at approximately 0.3G using the vehicle’s G-force meter in the menu. Repeat ten to 12 times in rapid succession. After the brake events are finished, the brakes need to be fully cooled by driving for 15 miles uninterrupted to allow the brake system to cool correctly. It is important that during the brake burnishing, the vehicle does not come to a complete stop. The difference is due to carbon-ceramic brakes requiring precise heat cycling to achieve correct transfer of pad material; if this is not done correctly, uneven deposits of pad material can cause brake judder or poor performance later.

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Steering & suspension

Turning EV tyre wear into a workshop opportunity Pro-Align, the UK distributor of Hunter wheel alignment systems, tyre changers and diagnostic wheel balancers, looks at how the extra demands placed on tyres by electric vehicles can present workshops with an opportunity to offer customers a valued service.

orkshops are seeing a growing number of electric vehicles with uneven or premature tyre wear. While this might seem like a maintenance issue, it’s often due to the unique demands EVs place on their tyres. Understanding these differences is essential for any garage aiming to properly support EV drivers and maximise tyre lifespan. Electric vehicles tend to wear tyres more quickly because they are heavier, produce instant torque that increases scrubbing during acceleration, and use regenerative braking. This braking system places additional strain on the tyres, particularly the front tyres, and on rear-wheel-drive models, the rear tyres as well. On top of this, EVs are highly sensitive to wheel alignment issues; their extra weight and frequent use of low-profile tyres mean even minor misalignments in toe or camber can lead to significant shoulder wear. While EV-specific tyres help to manage the load and torque, they cannot fully compensate for poor alignment. This is why wheel alignment has become one of the most effective and manageable ways for workshops to reduce tyre wear in electric vehicles.

EV tyre wear

One of the largest contributors to tyre wear in EVs is vehicle mass. EV battery

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packs are heavier compared to Internal Combustion Engine (ICE) models. More weight equals more force pushing the tyre into the road surface. This increases contact pressure, frictional heat buildup, and structural fatigue. According to tyre industry testing, every 45 kg of additional weight corresponds to a 3.2% increase in longitudinal thread shear stress under identical driving conditions. Heavier vehicles also cause greater lateral forces and faster wear. This is why workshops often observe premature outer edge wear on EVs even when alignment is correct. In addition, electric motors produce peak torque instantly from zero RPM, placing significantly higher stress on tyre contact compared to internal combustion engine vehicles. Even under normal acceleration, this results in micro-slip, where the tyre momentarily slides against the road surface. Over time, these repeated high-load interactions cause greater deformation of the tread, leading to increased wear on the driven wheels. Finally, regenerative braking can compress contact more forcefully than traditional friction braking and can create saw-toothing, feathering, or uneven shoulder wear, especially in stop-start driving. To support heavy battery loads and maximise efficiency, many EVs run tyres with higher load ratings and reinforced

sidewalls, low rolling resistance compounds, noise-reduction foam liners and optimised tread designs for torque handling. While these technologies improve efficiency and comfort, they can also increase wear rates.

Reducing tyre wear

Correct wheel alignment is critical to maintaining optimal load distribution and contact patch stability, making it essential for preventing premature tyre wear. Proper alignment reduces scrub and rolling resistance. When wheels are not properly aligned, they sit at slight angles to one another, causing the tyres to “scrub” across the road surface instead of rolling cleanly and rapidly eroding the tyre shoulder and accelerating wear. Correct alignment keeps all four wheels pointing in the right direction, reducing unnecessary rolling resistance and helping the tyres work more efficiently. Misalignment can cause a vehicle to drift, pull or feel unstable, forcing the driver to constantly correct the steering. With proper alignment, the vehicle is straight, stability improves, and tyre stress stays consistent across the tread. Poor toe, camber, or caster angles can each create different patterns of uneven wear, feathering, cupping, or edge wear. EVs are particularly sensitive to this because of their weight distribution and

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STEERING & SUSPENSION

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Steering & suspension

torque delivery. A precise alignment ensures each tyre makes contact with the road surface, spreading the load evenly and significantly reducing abnormal patterns. Tyres are engineered to last a specific distance, but misalignment can cut that lifespan dramatically. By keeping alignment angles within the manufacturer’s specification, the tyre wears more predictably and consistently.

Additional benefits

Additional gains reinforce why alignment should always be taken seriously, for both drivers and the workshops doing the work. As EVs have quieter drivetrains, drivers are far more aware of road noise and vibrations coming from the tyres. Misalignment can amplify these noises. Proper EV wheel alignment helps the tyres roll more smoothly, reducing the noise and vibration that EV drivers notice first. In addition, accurate alignment protects time and revenue. Correct alignment significantly reduces the chance of customers returning with premature tyre wear, vibration complaints, or uneven tread issues.

Timescales

A properly equipped workshop treats alignment as part of an ongoing

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EV wheel alignment can become a repeatable, premium service. maintenance routine, not a one-off service. EV alignment should be checked every 6,000 to 10,000 miles or annually, and always after tyre replacement, kerb or pothole impact, suspension work, as part of a routine EV service or if uneven wear, pull, or noise is reported. This approach ensures that each adjustment is accurate, repeatable and tailored to EV demands, delivering longterm benefits in safety, handling and tyre longevity.

A high-value alignment service

As EVs continue to place higher demands on tyre wear, workshops have a significant opportunity to turn this challenge into a dependable, high-value alignment service. EV tyres are considerably more expensive than standard tyres, and EV owners tend to be far less tolerant of premature or uneven wear. This makes precision wheel alignment not just a maintenance task, but a high-trust service that customers actively value,

especially when the process is visible, repeatable, and backed by leading technology. With the right equipment, workshops can offer EV-specific alignment services that clearly demonstrate accuracy and professionalism. Hunter systems such as Elite TD and HS223, provide industry-leading measurement capability, while features like QuickGrip adaptors and HawkEye imaging ensure fast, contact-safe, highresolution alignment readings that EV owners can see and understand. Pairing alignment with the Road Force Elite balancer allows workshops to diagnose tyre uniformity issues that contribute to EV driving disturbance, reinforcing a workshop’s expertise and demonstrating a whole system approach to tyre care. Positioning the service around customer outcomes helps increase acceptance and trust, and focus messages on “protect your new tyres” or “prevent uneven wear before it becomes expensive.” EV wheel alignment can become a repeatable, premium service. This reduces comebacks, increases customer confidence, and turns EV tyre wear into a long-term revenue opportunity for your workshop. pro-align.co.uk

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Tyres & the tyre bay

How tyres are adapting to electric vehicles Sailun Tyre Europe looks at the different demands electric vehicles place on their tyres and outlines how tyres designed specifically for them address these requirements.

n addition to the powertrain differences between EVs and ICEpowered vehicles, tyre requirements also vary considerably. An electric battery typically adds 450 kg, increasing overall weight by 15-30% and placing greater demands on tyres, especially when cornering, which can cause premature wear on their outer shoulders. Meanwhile, whereas ICE engines ramp up power gradually, electric motors deliver maximum torque instantly from standstill, placing severe torsional stress on the tyre’s contact patch. And while regenerative braking captures energy, deceleration can create high reverse longitudinal forces, adding stress to tread blocks.

What to look out for

When checking tyres on EVs, technicians should verify the tyre’s load index matches or exceeds manufacturer specification. Many modern EVs require HL (High

November 2026

Load) or XL (Extra Load) rated tyres to handle the extra battery mass. Visual checks should look for subtle bulges, cuts, or cracks along the lower sidewall and the extreme inner shoulder, where the tyre meets the rim. Accelerated centre wear may indicate overinflation but also “micro-slip” resulting from instant torque. Meanwhile, rapid inner shoulder wear can expose steel cords long before the centre tread hits the wear bars. Depending on the vehicle, EVs may operate at higher recommended pressures to reduce rolling resistance and support the vehicle’s weight. So technicians should strictly match the door jamb placard, as a small pressure drop increases rolling resistance, reducing range and accelerating outeredge shoulder scrub. When rotating or replacing tyres, technicians should ensure the Tyre Pressure Monitoring System (TPMS) is reset or relearned where required, so the vehicle correctly registers the individual sensor positions and recommended baseline pressures. As EVs employ complex multi-link rear suspension architectures, a precise fourwheel alignment may be required and should be checked according to manufacturer guidance, rather than basic front-toe tracking. Any misalignment can force the electric motor to overcome extra mechanical drag,

reducing range. Technicians should also check the thrust angle where required, helping ensure the rear wheels track correctly in relation to the vehicle’s centreline. Finally, it is worth noting that increased lateral forces accelerate wear on control arm bushings and tie-rod ends, causing alignment shifts under acceleration.

How EV-ready tyres respond to EV demands

While tyres fitted to EVs must meet the vehicle manufacturer’s specification, EV-ready tyres are designed to better support the additional weight, instant torque, rolling resistance and comfort requirements associated with electric and hybrid vehicles. Modern EV-ready tyres feature stronger internal structures, using hightensile steel belts and robust synthetic cords such as aramid or rayon to prevent deformation. Similarly, to prevent buckling during cornering, sidewalls are engineered with higher lateral and cornering stiffness.

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Tyres & the tyre bay

To withstand the ‘scrubbing’ resulting from instant acceleration and regenerative braking, tyres developed for EV applications often use compound formulations designed to resist wear while managing energy loss. These compounds are also optimised to minimise energy loss as heat when the tyre flexes; reducing rolling resistance in this way helps preserve battery life and maximise range. Tread patterns must manage high acceleration and heavy braking forces while accounting for the lack of engine noise, which makes tyre ‘roar’ much more noticeable. For this reason, many tyres developed for EV applications feature a flatter tread width profile, distributing weight and torque more evenly, guarding against uneven shoulder wear. The tread pattern’s centre longitudinal ribs are wider and more rigid, aiding stability under hard acceleration and supporting shorter braking distances. Meanwhile, tread blocks are tightly packed with narrower lateral grooves to prevent individual blocks from overflexing under high torque. The internal tread cavity on some

tyres developed for EV applications may also be lined with a polyurethane noise-dampening foam layer to help minimise cabin noise. Technicians should exercise caution when using tyre irons or puncturing tools, as the foam requires precise handling and balancing to keep the ride smooth. Some tyres also have tread blocks arranged in randomised sizes and sequences to disrupt harmonious sound frequencies, turning tyre hum into white noise. Meanwhile, zigzag patterns in water channels and reduced lateral grooves cleanly displace water while breaking up air turbulence, minimising noise from the tread. Traditionally, delivering the required attributes of performance and durability has meant a cost premium. However, Sailun has designed and manufactured tyres which combine technology, safety, efficiency and value. Sailun’s proprietary EcoPoint³ technology is an advanced liquid-phase mixing technology developed to help optimise compound consistency and support a stronger balance between rolling resistance, wet grip, wear performance, comfort and efficiency.

The company uses it in selected EVready products, including the Atrezzo ERANGE, Atrezzo ZSR2, and Atrezzo 4Seasons Ultra, where it supports efficiency-led performance for electric, hybrid and ICE vehicles. www.ste-tyres.com

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November 2026

Tyres & the tyre bay

Beyond balancing: Tracking down tyre-related vibration When conventional wheel balancing fails to resolve a vibration complaint, technicians need to look beyond the obvious. Bridgestone technical manager Peter Moulding explains how tyre uniformity, flat spotting and irregular wear can help identify the underlying cause.

ibration complaints can be challenging for technicians, particularly when a wheel balance has been checked and no obvious fault has been identified. However, a correctly balanced wheel and tyre assembly can still generate vibration, making it important to consider other factors when investigating noise, vibration and harshness (NVH). According to Peter Moulding, Technical Manager at Bridgestone, tyre uniformity, flat spotting and irregular wear are all worth considering when conventional balancing fails to resolve the problem.

Understanding tyre uniformity

One of the most significant contributors to tyre-related vibration is uniformity, particularly first harmonic variation. First harmonic refers to the once-perrevolution element of tyre uniformity. In simple terms, it describes how consistently the tyre maintains its shape as it rotates. A tyre that is slightly out of round, for example, may behave more like an egg than a perfect circle, creating a repetitive disturbance with every revolution. This becomes particularly noticeable when the frequency of the disturbance

coincides with the natural frequency of the vehicle, amplifying the vibration felt by the driver. Another important measurement is the peak-to-peak value, which represents the difference between the highest and lowest points around the tyre. This is the second most important value in tyre uniformity, after the first harmonic component. For technicians, the distinction is important: balancing addresses the distribution of mass around the wheel assembly, whereas uniformity concerns the consistency of the tyre’s shape. A wheel can therefore be correctly balanced yet still produce an unwanted vibration.

Recognising flat spotting

Flat spotting can develop in different circumstances, and understanding the vehicle’s recent history can help identify the likely cause. Heavy braking can create a localised flat spot, resulting in a repetitive bouncing sensation as the affected section of the tyre contacts the road. The disturbance can also contribute to further flat spotting around the tyre. Flat spotting can also occur when

a vehicle remains stationary for an extended period. Motorhomes and motorcycles, for example, may develop temporary flat spots after being stored over winter. In these cases, the tyre may temporarily lose its normal shape where it has been in contact with the ground. Careful driving until the tyre warms up should allow it to regain its normal shape. Consequently, technicians investigating a vibration following prolonged storage should consider whether the symptoms change as the tyres warm up. However, persistent vibration should not automatically be attributed to temporary flat spotting; further inspection may be necessary to establish the cause.

What irregular wear reveals

Tread wear patterns can provide further clues when diagnosing a difficult NVH complaint. Diagonal wear is one example highlighted by Bridgestone. This can result from mismatched tyres being paired together, causing one tyre to skip rather than roll consistently. Worn or damaged suspension components can also contribute to the problem. This makes a thorough tread inspection an important part of the diagnostic process. Technicians should look for diagonal wear patterns and compare the condition of the tyres across the vehicle, rather than concentrating solely on the wheel assembly identified as the source of the vibration. Where irregular wear is present, checking the condition of the suspension is particularly important. Replacing a tyre without addressing an underlying mechanical fault could allow the problem to recur.

Identifying the source

When balancing and visual inspection fail to provide an answer, specialist

November 2026

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HOFMANN MEGAPLAN UK

megamount 38 THE NEW STANDARD IN TYRE CHANGING

MORE CAPABILITY. BUILT IN. Designed for busy workshops that need reliable performance across a wide range of wheels and tyres, the Megamount 38 combines automatic operation, generous clamping capacity and additional tyre support as standard.

AUTOMATIC TILT-BACK COLUMN Provides clear access to the wheel for easier, more efficient mounting and demounting. UP TO 26-INCH EXTENRAL CLAMPING RANGE Broad capability for the wide range of wheels and tyres handled by today’s workshops. HPX-DM ASSISTING SYSTEM AS STANDARD The dual-roller system provides essential support when working with large, low-profile, Run-Flat and UHP tyres. POWERFUL BEAD BREAKER Accommodates wheels from 2 to 15 inches wide, with adjustable pedal control and an anti-crushing system. SINGLE-SPEED 8 RPM TURNTABLE Straightforward pedal-controlled operation, powered by a workshop-friendly 230V single-phase motor.

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Tyres & the tyre bay

the suspension and wheel bearings. The objective is to identify the source of the disturbance rather than repeatedly balancing or replacing components in an attempt to eliminate the symptom.

A more targeted diagnosis

For independent workshops, the key message is that balancing is only one part of diagnosing tyre-related vibration. Uniformity, flat spotting and irregular wear can all contribute to complaints that remain unresolved after conventional balancing. By combining an understanding of the symptoms with a detailed tread inspection, knowledge of the vehicle’s history and, where appropriate, specialist vibration analysis, technicians can narrow down the possible causes. is required. A vibration occurring once diagnostic equipment can help narrow A more targeted approach helps per revolution may direct attention down the possibilities. distinguish tyre-related problems from towards the tyre and wheel assembly, Moulding points to tools that can faults elsewhere on the vehicle, allowing identify the position from which a vibration including uniformity, while a disturbance associated with the drivetrain may require workshops to make better-informed originates and help establish whether it decisions about the next steps in the a different approach. occurs once per wheel revolution or is diagnostic process. The findings should be considered associated with the drivetrain. alongside checks for wheel damage and This distinction can help technicians faults elsewhere on the vehicle, including www.bridgestone.com. determine where further investigation

Hofmann Megaplan expands tyre changer range

ofmann Megaplan has expanded its tyre equipment range with two new 28-inch automatic tyre changers. The Megamount 38 is designed as a capable all-rounder for busy professional workshops. Its automatic tilt-back column and powerful single-speed turntable provide straightforward, dependable operation, while its 9 to 28inch clamping capacity covers a broad range of workshop wheels. Supplied as standard, the HPX-DM assistance system uses pneumatically controlled dual rollers to support the technician when working with largediameter, low-profile, run-flat and ultrahigh-performance tyres. This makes the MM38 a practical option for workshops looking to handle increasingly demanding tyre constructions without moving into a higher equipment category. The defining feature of the Megamount 48 is its automatic vertical sliding column. Instead of tilting backwards, the column rises vertically, significantly reducing

November 2026

the rear clearance required and allowing the machine to be positioned closer to a workshop wall. The MM48 also features a motoinverterdriven turntable offering progressive rotation from 0 to 16rpm. Speed is controlled directly through the pedal, enabling the technician to slow the turntable through difficult sections and increase rotation as the job allows. A powerful hand-operated bead breaker, with conveniently positioned controls, provides additional precision when working with demanding wheel and tyre combinations. Both machines offer protected, adjustable jaws and bead-breaking capability for wheels up to 15 inches wide. Competitively positioned, the MM38 and MM48 allow businesses to select the level of technology that best matches their workload, available space and investment plans. www.hofmann-megaplan.co.uk

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HOFMANN MEGAPLAN UK

megamount 48 THE NEW STANDARD IN TYRE CHANGING

Compact by design. powerful in performance. Built for workshops that need greater tyre-changing capability without sacrificing valuable floor space. The MM48 combines a close-to-wall sliding column, variable turntable speed and powerful bead-breaking performance in one professional automatic machine.

SPACE-SAVING SLIDING COLUMN Install closer to the wall and make better use of your workshop. VARIABLE 0–16 RPM MOTOINVERTER TURNTABLE Adjust the speed to suit the job and maintain greater control throughout mounting and demounting. HAND-CONTROLLED BEAD BREAKER Convenient handle operation for wheels up to 15 inches wide. UP TO 26-INCH EXTENRAL CLAMPING RANGE Broad capability for the wide range of wheels and tyres handled by today’s workshops.

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Remanufacturing

Remanufacturing finds new opportunities From keeping decades-old cars on the road to repairing battery packs and electric motors in the latest EVs, remanufacturing is playing an increasingly varied role in the automotive aftermarket. Recent announcements have highlighted investment in specialist capabilities, expanding product ranges and advances in remanufacturing technology. Aftermarket looks at what’s been happening and what it could mean for independent garages.

ith motorists keeping their vehicles for longer and repair costs continuing to rise, remanufactured components offer garages a useful alternative to new parts. It’s a point highlighted in a recent white paper from LKQ Europe, Safeguarding the future of vehicle repair, which looks at the pressures facing workshops, from rising costs and increasingly complex vehicles to sustainability requirements. The report cites industry research suggesting that, depending on the product category, remanufactured and reused original equipment (OE) components can cost 30–60% less than new OE dealer parts. Of course, price isn’t everything. As LKQ points out, garages also need confidence in parts availability, quality standards and warranty support.

Keeping older vehicles on the road

available, particularly for older or less common vehicles where demand may be too limited to justify conventional production. This is where remanufacturing comes into its own. Autoelectro says it can continue supplying components for applications that might otherwise be difficult to source, with recent examples including starter motors and alternators for a 1980 Volkswagen Golf Mk1, a 1990 Austin Metro and a 1986 Porsche 944.

More choice for garages

It’s not just older vehicles that are benefiting. Suppliers are also expanding their remanufactured ranges to cover more modern applications. Valeo Service UK, for example, recently added 105 references to its Re-Gen remanufacturing programme, extending coverage to another 22 million vehicles. The additions include air conditioning compressors, starters and alternators.

While the company has also expanded its remanufactured integrated belt startergenerator (iBSG) offering for 48V mildhybrid systems. There has been activity in steering systems, too. Alliance Automotive Group has introduced 303 DRI remanufactured steering rack references, manufactured by BORG Automotive, covering 84% of the UK car parc. Meanwhile, GSF Car Parts reported a 23% year-on-year increase in steering rack sales in August, with Elstock products continuing to account for the largest share of its remanufactured sales. But it’s not only mechanical components attracting attention. As vehicle electronics become more complex, specialist repair and remanufacturing services are also becoming increasingly important. LKQ Europe’s recent acquisition of ACtronics is a good example. With a UK operation in Colchester, ACtronics

For Bradford-based Autoelectro, one of the biggest opportunities for remanufacturing lies in supporting the UK’s ageing vehicle parc. According to figures cited by the company, the average age of a UK car reached ten years at the end of 2024, with more than 40% of vehicles over a decade old. And while new car registrations have shown signs of recovery, Harnek Bhogal of Autoelectro doesn’t expect demand for older vehicle parts to disappear any time soon. He said: “Even if new-car demand continues to strengthen, the huge number of older vehicles already on the road is likely to sustain demand for aftermarket parts, like starter motors and alternators, for many years to come.” The challenge is keeping those parts

November 2026

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Remanufacturing applying that expertise to electric vehicles. There were some interesting examples at Automechanika Frankfurt in September, where two remanufacturing developments picked up awards. BORG Automotive won the Innovation specialises in Award in the repairing and Sustainable Drive Solutions remanufacturing category for its remanufactured components eDrive Motor. including ABS/ESP units, The company has developed a process instrument clusters, engine control incorporating inspection, diagnostics units and transmission control units. and functional testing, which has already The acquisition is intended to make been successfully prototyped for motors these services more accessible to from two vehicle manufacturers. independent garages, offering another Although still at the prototype stage, option when faced with replacing the development could eventually expensive electronic components. offer the independent aftermarket an Remanufacturing enters the EV era alternative to new OE electric drive motors or second-hand units. And if remanufacturing is already Another winner was UK-based helping garages deal with sophisticated A4 Half Page – Mahle OBC – Aftermarket.pdf 1 16/06/2026 11:00:11 Autocraft Solutions Group, whose electronics, the next challenge is

REVIVE EV battery remanufacturing workshops received the event’s Green Award. Unlike BORG’s prototype, Autocraft’s battery remanufacturing operation is already established. The company currently repairs between 300 and 400 battery packs each month for OE manufacturer customers at its facilities in Grantham and Arnhem, Netherlands. Rather than replacing complete battery packs, Autocraft identifies faults at cell or module level and replaces the affected components. The company says most failures are localised and that packs can be restored to more than 90% of their original performance. With demand expected to grow as the EV parc ages, Autocraft is now looking to expand its operations into Germany, Spain and Italy. From hard-to-find starter motors for 40-year-old cars to remanufactured electric motors and battery packs, there’s plenty happening in the sector. And as the range of available solutions grows, garages could find themselves with more options for keeping customers’ vehicles on the road without automatically turning to expensive new components.

Mahle 11kw 3-Phase OBC Cut costs, not quality. Remanufactured Stellantis onboard chargers available now. Cost effective remanufacturing solutions for the automotive industry ACTRONICS is on hand as your trusted partner for high-quality automotive electronics remanufacturing. Our remanufactured products are plug and play, come with a 2-year warranty, and can save you up to 80% compared to new replacements.

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November 2026

Filters

MAF sensor fault? Check the air filter first HELLA is reminding technicians not to overlook air filters, as filtration issues trigger engine-management problems.

hen a vehicle rolls into the workshop with the engine management light (EML) illuminated, accompanied by flat spots under acceleration or an erratic idle, the diagnostic trail can appear to lead straight to the mass air flow (MAF) sensor. It’s an understandable conclusion, but technical specialists at HELLA UK warn that replacing the sensor without first scrutinising the wider intake system is a common cause of misdiagnosis and costly workshop comebacks. With vehicle electronics becoming increasingly sophisticated, HELLA UK is reminding technicians that sensor problems do not always originate with an electronic fault. In many cases, neglected intake filtration can leave sensitive components exposed to contamination and premature failure. “Positioned directly downstream of the airbox, the mass air flow sensor relies on microscopic heated measuring elements to calculate the mass of incoming air,” said Ian Mattacola, HELLA Product and Brand Manager for filtration. “It provides vital data to the engine control unit, which uses this information to determine fuelling, ignition timing and emissions control.” Filter restriction is another potential source of problems, particularly when service intervals are extended, or poorquality replacement filters distort under

November 2026

intake vacuum. Restricted airflow can cause the engine management system to compensate for unstable airflow readings, resulting in fuel-trim adaptations that move outside their normal operating range and, in severe cases, trigger limp-home mode. A more serious problem occurs when contamination bypasses the filter altogether. Warped airbox lids, missing clips, deteriorated perimeter gaskets or incorrectly fitted filter elements can create a route for unfiltered ambient air to reach the MAF sensor. “Road grit, soot and moisture drawn through a compromised seal at high intake velocity can act like an abrasive blast against the sensor’s fragile film substrate, rapidly contaminating or even physically damaging the measuring elements,” added Ian. A methodical diagnostic process is therefore essential. Replacing a damaged sensor without addressing the underlying filtration problem risks destroying the replacement and turning a straightforward repair into a costly comeback. Best-practice troubleshooting should start with a thorough inspection of the induction system. Technicians should check the airbox housing for distortion, confirm that the filter element is correctly seated and inspect the sensor for evidence of particulate ingress or oil contamination before drawing any electronic conclusions. Once the physical integrity of the system has been established, technicians should check the sensor’s electrical connections and wiring. Connector terminal tension and harness continuity back to the control unit should be checked, along with the

power supply, to rule out high contact resistance, wiring faults or voltage drops. Diagnostic tools can then be used to assess live MAF parameters against dynamic target values under road-test conditions. This helps technicians establish whether the sensor itself is defective or simply responding to the effects of an induction fault elsewhere in the system. “By stopping contamination at the airbox, technicians protect both vehicle performance and their own workshop margins,” said Ian. The filtration component itself is an important part of that equation. Manufactured in the same facilities and using the same media as factory-fitted components, Hengst filters provide OEmatching performance. They are engineered to maintain their structural integrity under high intake depression while providing a reliable seal to help prevent bypass contamination reaching sensitive downstream components. HELLA air mass sensors, meanwhile, are developed to original equipment specifications, delivering precise measurement accuracy and first-time-fit reliability. Together, correct filtration and accurate air mass measurement can help prevent erratic running, fuel-trim issues and the costly comebacks associated with repeat sensor failure. www.hella.com/techworld/uk

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Filters

Are extended service intervals making filtration harder? Gary Winslow, Product & Marketing Manager – Aftermarket at filtration specialist MANN+HUMMEL (UK), explores the impact longer service intervals are having on vehicles’ filtration technology and outlines what this means for the independent aftermarket.

ervice intervals on modern vehicles have crept steadily upwards. Where 10,000 miles or 12 months was once the norm, many manufacturers now offer longlife or condition-based service regimes stretching to 18,000 to 20,000 miles, or two years, depending on how the car is driven. For mechanics and parts suppliers across the independent aftermarket, the question is whether filtration technology has genuinely kept pace, or whether we are simply asking filters to do more with less support.

Filtration physics hasn’t changed

A filter’s job is unchanged: trap contaminants, protect the oil’s chemistry and keep flow consistent under all conditions. What has changed is the workload. Over an extended interval, an oil filter must hold significantly more soot, sludge, and wear-and-tear material without clogging or triggering its bypass valve prematurely. Research into extended-interval operation shows degradation is rarely linear. Once a filter’s dirt-holding capacity is exceeded, performance can fall away quickly

rather than gradually, sometimes with catastrophic failure.

Severe duty cycles expose the gap

Manufacturer intervals are typically calculated for ‘normal’ use. UK driving, i.e. short urban trips, stop-start traffic, cold starts, and increasingly hybrid powertrains with frequent engine cycling often falls into the ‘severe’ category, where oil and filters degrade faster than the dashboard reminder icon suggests. This is where a filtration mismatch becomes costly: a standard or lower specification filter run to a long-life interval under severe conditions is simply a different proposition to the same filter run under ideal driving or motorway conditions.

What this means for the Aftermarket

For workshops and parts suppliers, three points matter most: l Spec matters more, not less. As intervals extend, filter media, valve design and housing integrity need to be engineered for the full extended duty cycle, not a lighter-duty assumed

timescale. Using a filter not designed for long-life service effectively shortens the real interval, whatever the dashboard says. l Advise on usage, not just mileage. Technicians are well placed to flag when a customer’s driving pattern, e.g. short trips, towing, urban stop-start, means the official interval is optimistic, and a shorter, more conservative change is the safer recommendation. Explaining the fitment of OE specification filters, such as MANNFILTER (possibly at a slightly higher invoice value) is also a value add and shows real garage competence, not just a ‘fast-fit and out’ mentality. l Quality filtration protects warranty and emissions compliance. The Block Exemption Regulation protects independent servicing using parts of ‘matching quality,’ but that only holds if the filter genuinely performs to specification across the full interval; cutting corners on cheaper products can have repercussions that threaten the workshop and mechanic’s reputation and cause costly repairs and hassle.

Extended service intervals need premium filtration

Extended service intervals are not inherently a filtration problem, but they remove the margin for error. Filters built to a genuine long-life specification, correctly matched to the vehicle and realistic duty cycle, remain fully capable of protecting the engine for the full interval. The risk lies in treating longer intervals as ‘the same filter, just left in longer.’ For the independent aftermarket, the opportunity is clear: expert advice on real-world intervals, backed by filtration engineered for the job, is a value proposition and can outmatch many fastfit chains or even main dealers. www.mann-hummel.com

November 2026

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Filters

UFI launches new automatic transmission oil ﬁlter range

iltration and thermal management solutions specialist UFI has launched a new range of oil filters for automatic transmissions under the UFI and SOFIMA brands. Initially, the range includes 48 part numbers covering approximately 60% of the European vehicle parc fitted with automatic gearboxes. Together, these offer around 7,000 applications across nearly 60 million cars. UFI says it plans to extend this to 90% coverage of the vehicle fleet in 2027. The range includes various types of transmission filters, including pressure filters, suction filters and complete kits containing all the necessary components. Where indicated in the original equipment specifications, the complete kits may include the transmission oil suction filter, the pressure filter, the gasket, the drain plug and any other components required to carry out maintenance operations correctly. To meet protection requirements, UFI’s new filters use different filter

media depending on the application specifications. FormulaUFI.EXTREME is a highperformance filter media, consisting of synthetic fibres that maximise the filter’s service life, reduce pressure drops and, at the same time, maintain high filtration efficiency. FormulaUFI.STRATIFLEX is a layered combination of materials such as cellulose, glass fibre, and hydrophobic

fabrics, ensuring high filtration efficiency, long filter service life, and effective separation of water from other fluids. Finally, FormulaUFI.WEB is a metal mesh filter that traps contaminants while protecting sensitive, critical components. It is compatible with high-temperature fluids and ensures low pressure drops even at high flow rates. www.ufifilters.com

PatFluid

Additive for Diesel Particulate Filters

Six New PatFluid® Parts Added To Range • PatFluid Bag range designed specifically for vehicles with flexible pouch DPF additive dosing systems. • The new Bag range is pre-filled with PatFluid additive ensuring easy and quick replacement. • This complements our current offering of the PatFluid 1L, 5L and Transfer Kits for vehicles with tank reservoirs. • New PatFluid® Tank Range starting with two parts for when replacements are required. PatFluid is our aftermarket replacement for DPF additives which are used by various passenger car and van manufacturers. • Aids DPF regeneration by lowering the combustion temperature of soot trapped in the filter. • Quality product sold for over fifteen years. • Cost-effective & highly reliable. For more info, please see our website, or contact us.

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November 2026

Peak planning

Getting ready for the winter rush As the busy autumn MOT period gives way to increased demand for winter checks and weather-related repairs, garages face the challenge of keeping on top of an already busy workshop while finding time for unexpected jobs. Three garage management system providers share their thoughts on how garages can use the information they already have to plan ahead, manage capacity and make the most of the winter workload.

he September and October MOT rush might be coming to an end, but for many garages there’s little time to catch up before winter brings its own demands. Colder weather means more battery failures, starting problems and other unexpected repairs, often arriving on top of the usual servicing and MOT work. While garages can’t predict every cold snap, they can make a reasonable assessment of what’s likely to be coming through the door. And much of the information they need to do that is already sitting in their garage management system (GMS).

Looking beyond the booking diary

Historic bookings and MOT due dates are good starting points when predicting demand, but the number of vehicles booked in only tells part of the story. Greg Johns, Chief Revenue Officer at TechMan, explained: “Understanding job types, average labour hours, technician utilisation and previously advised work gives a much clearer picture of what demand is likely to look like. “A diary showing 20 bookings doesn’t necessarily mean a productive day. It’s

November 2026

the type of work, the hours available and the profitability of those jobs that really matter.” Rhys Hill, Technical Manager at Garage Hive, makes a similar point about the type of work being booked. “Ten fast-fit winter checks require an entirely different operational footprint to three complex cold-start diagnostic jobs or seized suspension overhauls on older vehicles.” Garage Hive recommends looking at forthcoming MOT dates, previous job types and the age and types of vehicles coming into the workshop. Analysing previous winters can help garages identify patterns in routine servicing and weather-related repairs, while MOT histories can indicate how much additional repair work might follow testing. Garage Hive also reports that, according to its Garage Industry Trends data, vehicles aged eight to twelve years account for a disproportionate amount of unscheduled recovery work during colder weather. Customer and vehicle histories can also help identify recurring patterns, according to Klipboard. “Looking at what happened during the

same period in previous years can help garages identify recurring patterns and anticipate the type of work they may see again.”

Making room for the unexpected

Predicting demand is only useful if the workshop has the capacity to deal with it. Garage Hive recommends planning capacity four to six weeks ahead and reviewing it weekly. However, Rhys warns against assuming every hour a technician is at work is an hour available to sell. Holidays, training, sickness and time spent on non-productive tasks all need to be considered. For example, Garage Hive suggests that a technician attending for 40 hours but achieving an overall recovery rate of 85% would struggle to complete 40 hours of booked work without creating delays. TechMan recommends planning available workshop hours at least a month ahead, but also keeping a close eye on the diary as work progresses. Greg explained: “Workshop capacity should be reviewed daily to account for changing workloads, unexpected jobs and new booking opportunities, ensuring the diary remains both productive and manageable.”

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Available online or from your local LKQ/ECP Branch.

The three facts of light

Check & Change

Be proactive – check all the lights are working correctly on your vehicle. Look for bulbs that are blown or flickering or dim and consider changing them before they burn out!

Change in pairs

Upgrade your vision

Be smart – headlights function best when both are working. Change them in pairs to ensure you get a balanced light on the road ahead.

Buy and fit genuine OE quality bulbs this lighting season. Don’t compromise the safety of your customers and the reputation of your business. With OSRAM bulbs, you can be sure you are buying and fitting quality assured bulbs that meet all the necessary regulations.

Be innovative – upgrade your headlights for ones that are brighter and whiter such as NIGHT BREAKER® 220, meaning you can see further and react faster to dangers and obstacles on the road.

Be road ready

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Peak planning

Technician skills and equipment availability also matter. As Klipboard points out, having ten free booking slots doesn’t necessarily mean a garage can take on ten more jobs. Some will need particular technicians, equipment or considerably more time than others. And while a diary booked solid for the next few weeks might look good, it can quickly become a problem when an MOT identifies additional repairs or a diagnostic job takes longer than expected. Rhys believes keeping some capacity available can pay dividends. “Workshops that consistently protect a 10% to 15% daily capacity buffer can absorb high-margin emergency walkins, diagnostic overruns, and same-day VHC authorisations without throwing the entire day’s schedule into chaos,” he added. Garage Hive says its data shows a link between protecting capacity and achieving higher average invoice values during busy periods. Without that flexibility, garages risk having to delay additional repairs identified during inspections, potentially losing the work altogether. Greg takes a slightly different view, suggesting flexibility is more important than deliberately leaving gaps. He continued: “The key isn’t necessarily leaving gaps in the diary; it’s having a dynamic system that allows garages to manage those constantly moving parts. Being able to move jobs around, reallocate technician hours and react to changes throughout the day is essential.” This is where a GMS can help, giving service advisors a clearer picture of which technicians are available, how jobs are progressing and where work can be

November 2026

There is an opportunity to make better use of

about work that may need attention. It also suggests sending MOT and service reminders four to six weeks ahead, giving garages the chance to encourage bookings during quieter periods. Bringing some of that work forward could free up valuable workshop time when winter-related repairs start arriving. Automated customer communications can make this easier without adding to the workload at the front desk, allowing service advisors to concentrate on customers and managing the workshop. A representative from Klipboard explained: “If more demand can be identified earlier, there is a better opportunity to spread work across available capacity rather than having everything arrive at the workshop at once.”

Planning rather than firefighting

Ultimately, the difference between garages that manage busy periods successfully and those that struggle often comes down to how well they use the information available to them. “The biggest difference is that well-run moved around. Real-time technician garages manage their workload, rather monitoring can also highlight jobs running than allowing their workload to manage behind schedule, allowing adjustments them,” said Greg. before delays affect other bookings. Garage Hive similarly points to the Klipboard also sees opportunities importance of managing productive for artificial intelligence to make this technician hours rather than simply easier, pointing to Autowork’s AIcounting vehicles, while Klipboard assisted booking capability, which highlights the value of spotting potential is designed to identify suitable problems early enough to do something appointments without staff having to about them. manually work through the diary. A garage that regularly reviews its bookings, available hours and previously advised work has more opportunities to Bringing work forward adjust its plans than one that only looks at Garages can also take some control the diary when things get busy. over when work arrives by encouraging Alongside their everyday role in customers to book ahead. MOT and service reminders are obvious managing bookings, jobs and workshop administration, modern garage examples, but previously advised repairs can provide another opportunity. Garages management systems can provide valuable insights into how a business is that record previously advised work performing and what lies ahead. can use that information to identify As garages head into winter, there is customers who may benefit from a reminder, rather than waiting for them to an opportunity to make better use of the information that is already there, get back in touch. whether that’s identifying work that could Greg explained: “Rather than waiting be brought forward, understanding how for customers to return with a problem, many technician hours are genuinely garages can proactively contact them, available or spotting problems in the diary explain what was previously identified before they affect customers. and encourage them to book before the winter rush.” garagehive.co.uk Garage Hive recommends reviewing www.techmangms.com outstanding advisories from earlier in www.klipboard.com the year and contacting customers

the information that is already there

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On the move

Our round-up of the latest industry appointments. Send your people and recruitment news to the editor: chris@aftermarket.co.uk

GSO appoints new client lead

arage Services Online (GSO) has appointed Danny Huscroft to head up client relationships, strengthening its commitment to helping independent garages maximise the commercial return from their online investment. Danny’s appointment reinforces the company’s focus on providing support and helping independent garages get more from their digital presence. He joins following a career within franchised dealerships, which has given him insight into the commercial advantages enjoyed by main dealers, as well as the

challenges faced by independent workshops. “Joining GSO is an opportunity to help level the playing field. Independent garages offer fantastic service and flexibility, but Danny Huscroft they need the right digital backing to compete with the big franchise marketing budgets,” said Danny. He will work directly with GSO’s existing client base, combining regular telephone contact with in-person visits to workshops across the UK.

Jayar Car Parts reveals senior leadership promotion

VLS welcomes new chairman

The independent motor factor Jayar Car Parts has promoted long-term employee Paul Mills to the position of sales and marketing manager. Paul’s key responsibilities will include driving growth and development of the sales and marketing functions, leading and supporting regional managers and sales teams, and planning and delivering Paul Mills promotional and marketing campaigns to strengthen market presence. Tom Curtis, General Manager at Jayar Car Parts, said: “Paul has earned a reputation for delivering excellent results, supporting those around him and approaching every challenge with a positive mindset. His experience across the business gives him a unique understanding of our markets, customers’ needs and the opportunities ahead. He is truly deserving of this new role.”

The Verification of Lubricant Specifications (UK) Ltd (VLS) welcomes new Chairman Nigel Bottom, who succeeds Darren Frogson. The VLS is responsible for independently assessing lubricant performance claims and ensuring compliance with technical standards. Nigel is the Group MD of the Witham Group, a lubricants and paints manufacturer and has served as a Director and VicePresident of the United Kingdom Lubricants Association (UKLA) since 2005. Nigel Bottom David Wright, Company Secretary at VLS, said: “We look forward to working with Nigel and maintaining VLS’s work to ensure the continued confidence and trust of end users in the lubricant products they use. In an increasingly complex market, VLS’s work to uphold standards and protect and educate end users is more important than ever.”

Point S UK appoints National Network Development Manager to drive UK growth Sarah Gumbley has been appointed as National Network Development Manager to strengthen the focus on strategic network development as Point S aims to be the UK’s largest independent automotive service provider by 2035. With over 13 years’ experience in the automotive aftermarket, Sarah will lead efforts to identify, engage with, and support independent businesses looking to grow, with a focus on multi-site groups. She will identify potential new members and develop relationships with businesses that

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share the network’s ambition for sustainable growth. Sarah will also help existing businesses within the network realise their growth ambitions, offering tailored advice and support designed to identify opportunities to expand sites, services, and overall Sarah Gumbley operations.

November 2026

In partnership with DiagnoseDan TSB

The new Troubleshooter quiz Think you know your diagnostics? Put your fault-finding skills to the test with the Aftermarket Magazine Troubleshooter quiz.

ach issue, in partnership with DiagnoseDan TSB (DDTSB), we’ll give you a real-world diagnostic challenge. Study the evidence, work out what’s really going on and tell us what you think is causing the fault. Get it right and you could earn something money can’t buy: an

Aftermarket Troubleshooter mug. Yes, a mug. But not just any mug. These are won, not bought and are only available to winners of the Aftermarket Troubleshooter quiz. So when it appears on your toolbox, desk or tea round, everyone in the workshop will know you’ve earned it. And there’s more than bragging rights at stake. Each issue’s winner will also receive a six-month subscription to the DDTSB technical bulletin database, (www.diagnosedan.com) worth €230 + VAT.

This issue’s challenge A 2018 Peugeot 3008 1.5 BlueHDi arrives with the Urea warning light illuminated and “No start in 1000 km” displayed. The ECM stores P20E8 00 – Urea Fluid Pressure too Low. The Urea level is adequate, and no external crystallisation or leakage is found. With the ignition ON, scan-tool live data shows 4.0 bar. With the engine at operating temperature, a mechanical pressure gauge is connected between the Urea supply line and injector. The technician activates “DeNOx system pressurization control.” Pressure reaches 6.0 bar, but once the pump stops it drops to 3.2 bar within 3 minutes. During the lower part of the pressure drop, scantool live data remains fixed at 4.0 bar.

Did you get last month’s challenge correct? The answer was B) Faulty downstream NOx Sensor 2 over-reading actual ppm. Visit tinyurl.com/ATQ1026 to read the DiagnoseDan TSB the question was based on

What should the technician do next?

A. Replace the Urea tank due to a faulty internal pressure sensor. B. Disconnect the pressure gauge from the Urea injector, block one pipe connector on the gauge, so it remains connected only to the pipe from the tank and repeat the pressure test. C. Replace the Urea tank/pump because the pressure drop confirms an internal leak. D. Perform “Reinstallation of DeNOx System Fault” before carrying out further pressure testing.

Think you’ve cracked it?

Enter the Aftermarket Troubleshooter quiz online at tinyurl.com/ATQ112026 Entries for this issue close at 11.59pm on 30 November 2026. We’ll reveal the correct answer on the Aftermarket website shortly after entries close, together with an explanation of the diagnosis. The answer will also appear in the next issue of Aftermarket, and the winner will be contacted by email. Competition terms

One entry per person. The competition closes at 11.59pm on 31 October 2026. One winner of an exclusive Aftermarket Troubleshooter mug and a six-month subscription to the DDTSB technical bulletin database worth €230+VAT will be selected at random from all correct entries received before the closing date and contacted using the email address supplied with their entry. No cash alternative is available and prizes are non-transferable. The editor’s decision is final. By entering, entrants agree to their name and/or business name being published in Aftermarket and on the Aftermarket website if selected as the winner. Full competition terms and conditions are available on the Aftermarket website.

November 2026

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Batteries & Chargers

Brakes & Clutches

Compressed Air

Cooling Systems

Diagnostics

Electrical Components

Emissions Control

Engine & Transmission

EV & Hybrid Aftercare

Garage Equipment

Garage Management Systems & Online Services

Hand & Power Tools

Lights & Wipers

Motor Factors

Oils, Lubes & Additives

Steering & Suspension

To ensure your company name is “in the mix” when customers are looking to buy, contact: angela@aftermarket.co.uk for details of the promotional packages available.

Receive bookings, not job enquiries. No bidding or quoting for work. Customers pay you direct.