Autotechnician magazine October 23

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Dear Reader,

The recent announcement that the ban of the sale of petrol & Diesel cars will be pushed back by five years to 2035 came as no surprise to many, allowing more time for a much-needed boost in charging infrastructure and for workshops to decide on their plan for servicing the changing vehicle parc. Many readers we speak to have begun training on hybrid & EVs, whilst others are taking a different approach and becoming specialists in particular marques or areas such as GDI or DPF diagnostics and repair. Training and setting yourself apart from the rest is key and we were delighted to help celebrate the achievements of so many who are doing just that, at the recent Independent Garage Association’s BIG Awards, see page 6 for details.

We are excited to announce that tickets are available for our next Workshop Takeover in Cheltenham next year – where technicians will encounter live faults in three workshop bays, skilfully guided by our wonderful trainers. See page 8 for details, we do hope you can join us.

Enjoy the issue!

Nicola St Clair Editor

Nicola@autotechnician.co.uk

facebook.com/Autotechmagazine twitter.com/autotech_mag

P4 Industry News

P8 Autotech Workshop Takeover tickets now on sale

P14 HR Guide – When things go wrong

P18 4FOCUS: New Car Tech

P21 Diagnostic tools, case studies & support

P36 Oils & Additives: Research lots, pour once

P46 Turbo Troubleshooting Guides

P51 Parts, Tools & Tips

P54 Tailpipe Shaikly Motor Company

October 2023

UK. Those who do not meet the qualifying criteria can request to receive a link to the digital issue free of charge or can opt to pay £25 for an annual subscription to receive an issue in the post.

All material, unless otherwise stated, is the copyright of Aftermarket Media Solutions Ltd and reproduction in whole or in part of any text, photograph or illustration, without prior written permission of the publishers, is prohibited. While all due care is taken to ensure the content of Autotechnician is accurate, the publishers cannot accept liability for omissions or errors. Any written material or pictures supplied by contributors are published in good faith and on the understanding they are free from any copyright or other restrictions.

Published

Independent Garage Association celebrates BIG Awards Winners

Independent garages gathered at Leicester City football club in September to celebrate the industry’s finest at the Independent Garage Association, IGA, Big Awards 2023. This year's award winners took home a share of a £50,000 prize pot, with each award winner receiving a £1,000 cash prize from the IGA.

Stuart James, CEO of the Independent Garage Association, expressed his “…delight at the spotlight these awards shine on the tireless commitment to excellence the independent sector provides.” James continued: "The BIG Awards celebrates the hard work and dedication of our independent garage community and we're thrilled to recognise and reward their outstanding contributions."

The Awards highlighted the innovation and hard work of workshops and individuals who had excelled in areas such as community engagement, training and development, and customer service. Hillclimb Garage won the Overall Independent Garage of the Year as well as a Customer Service and Community Engagement award. Dave Garratt, who retired in 2020 from his 16-year position of Chief Executive at the Garage Equipment Association and served many years before this in technical and training roles within the trade, won a well-deserved Lifetime Achievement Award. Dave’s hard work over the years has contributed to the successful roll out of the SERMI scheme, which levels the playing field for independent garages when accessing secure data.

Congratulations to all the 2023 nominees. The winners and highly commended for this year’s awards are:

Garage Equipment Provider of the Year

Pichler Tools

Parts Supplier of the Year

GSF Car Parts

Garage Management System of the Year

Garage Hive

Digital Engagement Award

CCM

Business Improvement Award

Guide Bridge MOT & Service Centre

Innovation Award

eDub Services

Community Engagement Award

Highly Commended – Britannia MOT & Repair Centre

Winner – Hillclimb Garage

Training and Development Award

Highly Commended – Hillclimb Garage

Winner – Shaikly Motor Company

Consumer Choice Award

Highly Commended – Perry & Prouse

Winner – Amors Auto Solutions

Customer Service Award

Highly Commended – Hillclimb Garage

Winner – German Autocentre

Specialist Garage of the Year

Highly Commended – Bee Cool ACS

Winner – Ristes Motor Co

Outstanding Achievement Award

David Fry

Independent Used Car Retailer of the Year

Sandles Car Supermarket

Independent Garage of the Year – Small Performance 3000

Independent Garage of the Year – Large

Stourbridge Automotive

Independent Garage of the Year – Overall

Hillclimb Garage

Lifetime Achievement Award

Dave Garratt

ICE ban push back

The Independent Garage Association (IGA) welcomed the Prime Minister’s announcement to extend the timeline for the ban on the sale of petrol and diesel cars from 2030 to 2035, allowing ‘much-needed time to address the challenges related to electric vehicle infrastructure and the affordability of EVs, particularly in the face of the ongoing cost-of-living crisis’.

Stuart James, IGA Chief Executive, said: “To ensure that the new 2035 is achieved, there needs to be Government support not only for the required infrastructure, but also for upskilling of staff across the independent automotive sector, in order to provide consumers with the confidence that making the change to electric vehicles, is backed up with an accessible network of local, competent garages to meet the changes in their motoring needs.”

Autotech Training commented that despite the Government moving its climate commitments, the aftermarket cannot afford to become complacent, stating: ‘The fact is there are more electric vehicles on the road today than there are people trained to work on them. It is imperative that we continue pushing forward with plans to upskill technicians and educate the wider public on EV’s –this will not only lead to a stronger automotive sector but ensure that everyone has the right knowledge to make the transition safely and successfully.’

Maverick and Grup Eina announce joint technical support service

A Technical Support service is now available from Maverick Diagnostics who is working with Grup Eina to provide workshops access to 1.6 million known fixes and an expert helpdesk.

Subscribers can locate specific failures for all makes and models and detailed repairs include wiring diagrams, bulletins, technical reports and assembly/disassembly manuals. Users can call one of the 70-plus master technicians at Grup Eina if further support is needed.

The monthly subscription costs £120 per month and includes 10 tickets per month to the comprehensive fault database and expert helpdesk.

To request a call-back, visit www.maverickdiagnostics. com/vehicle-technical-support.

Validating lubricant claims

The Verification of Lubricant Specifications (VLS) is celebrating its 10th year of upholding standards in the lubricants marketplace and protecting end users by verifying claims made by suppliers. The VLS has already received a record number of cases this year, demonstrating the impact of complexity within the market.

In the next issue of AT, we talk to new VLS Chair Jacquie Berryman to find out how the transition to alternative fuels and the implementation of Euro 7 is affecting the lubricant market and how it is helping motorists to make an informed choice when it comes to oil.

Deadline for Garage Star Awards approaches

Nearly 2,300 nominations have been submitted to date for the Motor Ombudsman’s 2023 Garage Star Awards, submitted by customers who wish their local garage to be recognised for going above and beyond.

Customers of workshops who are accredited by the Motor Ombudsman have until the 15th October 2023 to make a nomination at www.TheMotorOmbudsman.org/Awards

Consumers are asked to cite examples of how businesses as a whole or one of their employees went the extra mile to assist them during their time of need, perhaps through an act of kindness or a demonstration of an exceptional level of customer service during the sale or repair of a car.

The Motor Ombudsman’s awards are divided into two categories. The first is the Garage Star Awards – where customers can put forward an independent garage, a franchise dealer, body repair centre, mobile mechanic, or a staff member from one of these organisations. The second is the Customer Service Star Awards, which applies to vehicle manufacturers, vehicle warranty providers, and the head offices of garage and dealer groups.

This year’s overall National Garage Star, who will be selected by the judging panel from the eight regional champions, will be presented with both their regional trophy and the top prize of the competition at this year’s Chartered Trading Standards Institute (CTSI) Hero Awards at London’s Houses of Parliament in November. www.TheMotorOmbudsman.org/Awards

Survey reveals ambitions of young vehicle technicians

Autotech Academy, which supports the transition of newly qualified students onto the industry’s career ladder, has released results of a survey conducted across 90 colleges between June and August 2023.

Almost all respondents (95%) expressed their desire to have a career in automotive, with 85% hoping for a long-term future as vehicle technicians. However, it shows that around 42% of respondents lack confidence in securing a wellpaid job within the trade after completing their automotive course, despite the fact there are 160,000 vacancies, according to the Institute of the Motor Industry. Autotech says in an era where the automotive sector faces a severe skills shortage, this lack of confidence in competitive salaries is a serious concern.

The Academy provides newly qualified technicians with a pathway into automotive employment through a paid internship. Every candidate is vetted, interviewed, and provided with a toolbox and uniform before embarking on a 6-12 month internship. Since its launch in 2021, it has placed nearly 300 interns, with a success rate of over 85% transitioning to permanent employment after the internship ends.

Simon King, Interim CEO of Autotech Group, comments: “Autotech Academy's ‘Automotive Future Survey Report’ is a call to action. It highlights the passion, ambition, and potential of the next generation of vehicle technicians and is a reminder that the automotive industry has much to offer in terms of innovation and opportunity.

“Yet, it is essential to continue promoting and supporting the sector to ensure a strong and sustainable future for both the industry and the skilled professionals dedicated to it. By addressing these issues head-on, we can nurture the young talent that will help drive the automotive industry forward and ensure that its future is stable.”

Tickets now on sale for our Workshop Takeover 2024

Independent technicians are invited to autotechnician’s next Workshop Takeover at Cleevely EV, Cheltenham on Saturday 15th June 2024 to gain practical advice on fault-finding across various systems and to hang out with like-minded guests and trainers who want to share their tips honed over many years of training and head scratching!

The hands-on sessions investigating live faults within the workshop are guaranteed to get your diagnostic mojo flowing! Get involved and suggest what topics and systems you would like to see covered.

Tickets are limited to ensure delegates get the most out of the training sessions. A number of subsidised tickets are available to purchase online at https://autotechnician.co.uk/training/. A smaller batch of additional tickets will be released one month before the event.

Workshop Takeover 2024: Tickets now on sale!

Independent technicians are invited to autotechnician’s next Workshop Takeover at Cleevely EV, Cheltenham on Saturday 15th June 2024 to gain practical advice on faultfinding across various systems and to hang out with likeminded guests and trainers who want to share their tips honed over many years of training and head scratching!

The hands-on sessions investigating live faults within the workshop are guaranteed to get your diagnostic mojo flowing! Get involved and suggest what topics and systems you would like to see covered.

Tickets are limited to ensure delegates get the most out of the training sessions. A number of subsidised tickets are available to purchase online at https://autotechnician.co.uk/ training/. A smaller batch of additional tickets will be released one month before the event.

Take a free online assessment

The latest autotech test presents the real data and investigation of faults on an Audi A3 within a multiplechoice format. Access the bank of free knowledge assessments at www.autotechnician.co.uk/ registration/. Gareth Davies’ online quiz focuses on troubleshooting fundamentals and the best methods to tackle the real-world fault assessments within your workshop.

All you need to do is enter a few details at https:// autotechnician.co.uk/registration/ click an automated email reply and you get instant, free access to the multiple choice tests focussing on various topics and scenarios, including: Energy requirements of similar vehicles; Case Study – P0303; The SCR system; Hybrid & EV; Common sensors used in spark ignition engine management systems; Oscilloscope Quiz; Testing electrical components; Electrical Test; LIN Bus; CAN-Bus; Diesel case study & Ignition case study!

Take a look at this short video to get a feel for this year’s Workshop Takeover

In association with: Media Partner:

Autotech Online library of video content

Volume 1

Andy Crook presents a video case study on an Audi S3 suffering from a running fault within his 28-minute presentation. The customer’s vehicle was stalling occasionally, would not idle smoothly and had a coolant leak. The fault codes, live data and subsequent tests are explained in this workshop case study to determine the underlying issues.

https://bit.ly/3PwrSuy

Volume 2

Matt Cleevely describes three faults he’s encountered on the Nissan Leaf: The car won’t turn off or go into ‘park’; an ECU comms fault on the braking circuit; and faults on the Power Delivery Module.

https://bit.ly/46mMzzO

Andy Crook presents a BMW X5 with an intermittent starting issue, which has a fault code relating to the camshaft sensor. He compares the outputs from a scope and multimeter to highlight what information can be gained.

https://bit.ly/46l6G1T

Volume 3

Pete Melville, of HEVRA, investigates the communication between an EV and the charging point, demonstrating the source of potential charging faults on a Renault Zoe.

https://bit.ly/3ryrfsb

Volume 4

Andy explains how to use time-based triggers to analyse the live data on a camshaft sensor fault on the BMW X5.

https://bit.ly/3taouOt

Pete compares the thermal management systems on Nissan Leaf and Tesla models and highlights the importance of following VM re-gas procedures as some models need to be connected up to diagnostic equipment to ensure valves are in the right position.

If you’re looking for some free online training in the meantime, we have a bank of video case studies and technical presentations available on our YouTube channel…

It Takes Two…

Autotechnician caught up with JLM Lubricants founder Gilbert Groot and with Mike Schlup, Managing Director of Kalimex, the sole UK distributor of the JLM Lubricants’ product range

Gilbert, what has the last 12 months been like for JLM Lubricants?

“Intense! I love being the CEO of such an agile, disruptive, and innovative brand but on a day-to-day basis I am pulled in many directions. So, I occasionally have to take stock and refocus. The last 12 months have been a whirlwind for me and for the JLM team. We opened our Portuguese office launching it at ExpoMECANICA, Exponor – Porto International Fair – the biggest event on the Portuguese trade calendar. I attended with our international sales manager Jeroen Shutz and Manuel Pena who heads up JLM Portugal. Every journalist from the automotive media came to visit our stand and talk about our products and our strapline ‘We understand cars’ which is always a good conversation starter. It was time well spent because within a few days of the event ending, we had signed an agreement with a significant new partner. Then, show over, it was back to Holland and business as usual sorting out various logistics and distribution challenges whilst overseeing the broader details of several product launches and scheduling in time to support Jeroen at important

presentations. I consider myself lucky that I am surrounded by a passionate and hard-working team. However, as CEO there are decisions that I alone must make. Inevitably these eat up my time. However, I am always energised after speaking to our distributors and I make a point of attending every marketing mastermind group meeting so that I can say hello and reconnect. I have no complaints. I just wish that some days had a few more hours so that I could finish everything.”

Q: Mike, with the UK market taking a serious look at EVs and with the 2035 deadline getting closer will this impact on sales of JLM Lubricants products?

The latest official statistics show that new car sales are growing again compared to last year, especially as the supply of semiconductor chips begins to return to normal. However, compared to 2019, sales are still down 21%. Around 57% of sales were petrol, 17% full electric and 12% hybrid. The remainder of sales were diesel or 'other'. Diesel engines continue to be unfairly punished following their demonisation

by the UK government. However, used car prices remain strong because many buyers simply cannot afford to buy new during the current cost of living crisis. Despite the initial fanfare we are seeing a reluctance to buy used electric vehicles due to the lack of trust in the battery and motor life, not to mention the very real range anxiety. Finding a charging point that is available and working, and that does not take hours to charge the car, is like finding the pot of gold at the end of the rainbow! With inflation and interest rates as they stand, it all points to a struggling market for new cars with ICE used cars staying on the road for longer.

"The key question is, will these used cars be well maintained? The Motor Ombudsman has already raised concerns that car maintenance will be neglected as motorists look to save money. A survey they conducted found that 32% of drivers said they would be spending less on motoring. However, feedback from technicians we are in regular contact with suggests that the average cost per workshop visit/service is increasing. It’s absolutely a false economy for a motorist to skip vehicle maintenance, especially as the average age of vehicles continues to increase. Although a routine service bill might be a few hundred pounds, a major mechanical failure can easily run into the thousands. For example, a replacement GDI injector can cost several hundred pounds just for the component, not including the labour required to fit it. For these reasons, JLM Lubricants’ products continue to rise in demand and popularity with the professional technician and the motor factor stockist. We are seeing a noticeable increase in demand for regular servicing additives such as Diesel and Petrol Injector Cleaner, DPF Regen Plus and Engine Oil Flush. And demand is rising for distress products such as Engine Oil Stop Smoke and Diesel Extreme Clean.

"JLM leads from the front with quality additives and as the UK distributor we keep on banging the drum that JLM products will deliver a first-time fix. Let’s not forget too that JLM products help the environment and with their emphasis on repair over replace plus products over parts. And they are part of the Circular Economy. So, I look to the future with optimism!"

Gilbert, what is the focus for JLM moving forwards?

“We have serious growth targets, and I’m pleased to report that we are on course to meet them. 'Growing Together' was the theme of our last conference and this is how we will achieve sustainable growth – supporting our distributors whilst also increasing the impact of our brand. And we will continue to bang the drum for our products to be used by top tier technicians in any workshop worldwide. We are strengthening our brand considerably in Germany and the Netherlands with new partnerships and new stockists, which is exciting. And with a template that can be rolled out worldwide because our existing territories still have untapped potential. So, we are working with our distributors to increase their sales and market share too. Add in new products to this heady mix and you have the formula for hard work and hopefully success.”

Mike, what is your ultimate vision for JLM Lubricants in the UK?

“Like JLM we have bold ambitions to grow our JLM business, aiming to double it in size over the next three years. And so far, so good! In fact, August 2023 was our biggest and best month ever following a record-breaking July, so we are heading in the right direction. But there is never room for complacency. We’re now knocking on the doors of major retailers and large chain motor factors and being given a decent hearing, which is great because it all starts with a conversation. It usually takes 12 to 18 months from that first contact to the products appearing on the shelves, so you must be tenacious and patient. With regards to professional technicians, we have built a customer base of several hundred mechanics – each one an independent business that is now using JLM Lubricants’ products. We will build on this in 2024 and aim to double the number of mechanics that turn to us for their JLM ‘fix’!

"Our relationship with JLM started 10 years ago and here we are 10 years later with Kalimex still the number one top performing distributor of JLM Lubricants’ products in over 46 countries. I have no intention of letting that award slip through our fingers! We have held it for 10 years too."

To find out more about JLM Lubricants’ products visit www.jlmlubricants.com or call 01273 891162.

"Despite the initial fanfare we are seeing a reluctance to buy used electric vehicles due to the lack of trust in battery and motor life, not to mention the very real range anxiety"

Human Resources 101 for workshops: When things go

wrong

Within a series of articles, Human Resources expert Julia Crawford from People Pillar provides practical advice on all things people related – here, she hones in on problematic staff and how to deal with them effectively

Running a business can be really stressful. Especially when you’ve got an employee that’s causing you lots of issues.

As an employer, it’s likely that at some point you might feel that it would be better for everybody to let an employee go.

Why might you want to let an employee go?

There are so many reasons you may want to dismiss an employee for. Sadly, many of them simply won’t fly when it comes to abiding by employment law. Before you take any action, it’s always advisable to do your research and make sure you’re not discriminating against an employee, or acting in a way that could land you in an unfair dismissal case. Some of the acceptable reasons may be: Someone is underperforming, they’re not a good fit for the business, they’re causing problems – this may be bullying, harassment, or discrimination – not being able to do their job properly, violence, theft, vandalism (gross misconduct) or statutory restrictions – if a driver loses their license, for example. Even in these cases there is still a process that you MUST follow before handing an employee their P45.

Disciplinary procedure – before you begin

Unless you’re dealing with gross misconduct, it’s unlikely that you can jump straight to firing an employee.

First, you must follow your disciplinary procedure, as outlined in your own disciplinary policy, and give your employee warnings, as well as the opportunity to put things right (if applicable). Never be tempted to rush this process. As much as you may want the employee out of the business, taking things too quickly can lead you straight to a tribunal.

As soon as you begin the process of dismissing an employee you should be taking notes and keeping a record of everything relating to that employee. This includes notes on their misconduct, performance, or other, and any evidence or investigation that you carry out to back up your accusation.

Written notes can be used as evidence that you’ve followed procedure correctly, and that you’ve carried out a fair process while trying to avoid dismissal.

If you can’t clearly prove the reason for dismissal, you may be accused of not acting fairly or not having a valid reason for your action.

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Ask yourself: “Why do I need to fire this employee?” If you can’t simply explain the reason and evidence why, it’s possible that your motivation is unfair or even discriminatory. It is absolutely vital that you’re not discriminating against any protected characteristics, such as age, religion, or gender. Again, such motivation could land you at a tribunal.

Remember, while employees with two or more years of continuous service have a legal right to challenge your decision to dismiss them, but if the reason is discriminatory, anyone with any length of service can challenge you.

The process

Once you’ve investigated and gathered any evidence you feel is necessary, you’ll need to arrange a disciplinary meeting. This should be in private, away from other employees’ eyes and ears.

You must invite your employee to attend the meeting, in writing. A letter should inform them of the time and date of the meeting, advise them of their right to be accompanied, and it should also state that dismissal could be a potential outcome of the meeting.

Outline the reasons for the meeting and why dismissal is a consideration. You should also provide the evidence you have so that your employee has time to review it before the meeting.

When the meeting begins, it’s your job to explain the allegations to your employee. Be as detailed and specific as you can, go over the evidence from your investigation, and give them the opportunity to comment and respond to it all.

At this stage, it’s very important to take notes. In fact, you should ideally have a note-taker present to allow you to give your full attention to the meeting. This person can also act as a witness on your behalf.

Expect there to be an emotional response from your employee. While this is normal, it’s important that you aren’t swayed by this and remain on track with your objectives. Have them written down in front of you as a memory aid if you think you might need it.

Once you’ve explained things to your employee and given them suitable opportunity to respond, you should adjourn the meeting. This is to give you adequate time to consider what they’ve told you and to make a final decision.

Explain what will happen to your employee and let them know how long it will take you to come to a decision. It could be later the same day, the next day, or even in a few days’ time. As long as you don’t have an unnecessary delay, while also giving yourself ample time to fully consider the situation.

Of course, the complexity of the situation may also have a bearing on how long your decision may take. Just make sure to keep your employee informed of when the outcome meeting will take place.

Remember, you will need to make a fair decision that is consistent with how you’ve acted in the past. If you’ve had a similar situation, it’s a good idea to look at how you dealt with that so that you don’t act unfairly.

You may find that, when it’s time for the outcome meeting, you still haven’t made a decision and you need additional

time to gather more evidence or investigate further. That’s OK, but you need to communicate this with your employee as soon as possible and notify them of the new meeting. Whatever your decision – to keep your employee or to dismiss them – you need to reiterate your reasoning and inform them of what is expected next. If you keep your employee this may involve a performance improvement plan, for example. Follow everything up in writing and repeat what was discussed at the meeting. Remind your employee of their right to appeal and the date that this must be done by. If you’re dismissing your employee, you’ll need to inform them of their last day of employment, pay arrangements including annual leave, and the return of any work property.

Your do's and don’ts checklist DO…

Have a valid reason for wanting to dismiss an employee

Make sure you’re not discriminating against any protected characteristics

Follow your own disciplinary policy

Give your employee adequate warnings before dismissal

Keep a written record of everything sufficiently

Investigate before a disciplinary meeting

Keep your employee informed at each stage of the process

Give your employee sufficient opportunity to respond to allegations

Take reasonable time to consider the outcome follow everything up in writing keep other employees informed.

DON’T...

Discriminate

Rush through the disciplinary process

Skip any steps

Forget to take notes and have a witness in your meetings

Be swayed by an emotional reaction

Be inconsistent with your decisions

Give other employees too much detail on the situation

Act alone if you’re unsure of the correct protocol or employment laws!

If you would like to discuss the above, or find out more about how People Pillar can help your business with HR, please do get in touch with Julia.

www.peoplepillar.co.uk

hello@peoplepillar.co.uk

01303 769 700

4FOCUS

Rob Marshall probes a collection of the latest new car tech innovations

Renault E-Tech models –preconditioning

Even the most hardened EV sceptic must concede that introducing high-voltage electrics results in some genuinely useful tech. One of these is the ability to adjust the cabin to an ideal temperature before the journey commences, regardless of the weather. The feature is seen as so beneficial that Renault has introduced it throughout its E-Tech BEV car and commercial vehicle ranges, which encompasses the new Mégane and Zoë, plus the Renault PRO+ Kangoo and Master E-Tech vans.

The French manufacturer says that its preconditioning works most effectively when the vehicle is switched off, plugged in, and the battery state of charge exceeds 45%. In such conditions, the high-voltage HVAC system is powerful enough to achieve the desired cabin temperature in just thirty minutes. The high-voltage battery is not depleted during this process either, because the system takes its power directly from the charge port. Renault alleges that, when used properly, battery life can also increase. As the air conditioning will not need to work flat-out as soon as

Volvo EX90 – SunLike LED interior lighting

The health benefits of natural sunlight exposure are well-established. Yet, it is not always possible for the sun's rays to permeate enclosed spaces, especially vehicle interiors. Furthermore, energy-saving policies have seen Light Emitting Diodes proliferate, not always with great effect. Whether in our homes, or fitted to vehicles, their sharp colours and uneven light spread were downsides. Unsurprisingly, LED development has accelerated considerably and has reached a stage, where they are getting close to mimicking natural sunlight. The development has seen museums, schools and even hospitals engaging the South Korean company, Seoul Semiconductor, for their lighting needs.

Volvo has attracted column inches recently, announcing not just its aims to be an EV-only company but also the cessation of saloon and estate UK imports. These reports may have detracted that it is to become the first carmaker to introduce SunLike lighting in the threetonne, £100,000 EX90 EV SUV, poised for its UK launch early next year.

the car is driven, the battery will not be drained as quickly. Additionally, in cold weather, the lithium-ion battery can also be pre-warmed to its ideal operating temperature. Apart from increasing battery longevity, a bonus is a range increase, so the vehicle can travel longer distances between charges.

Renault acknowledges that most other BEVs have preconditioning features that are also controlled via a smartphone App. Yet, the company proclaims its system offers superior ease of use; all you need are just three taps to set your ideal temperature, making it simpler to use than many dashboard LCD touchscreens.

Volvo promises that all non-decorative lighting within EX90s will be SunLike LEDs, incorporated on the ceiling, floor, door pockets and within the luggage compartment. The company highlights that better lighting aids comfort and, therefore, safety. It says that the suppression of blue light and flickering from artificial interior lighting can reduce eyestrain and headaches.

Additionally, the new lighting strategy feeds into the Scandinavian design mantra that the Chinese-owned firm relies on so much to differentiate these products from its Germanic competition, in particular. The company's designers report that SunLike LEDs provide a light output that enhances the interior features and materials, far better than existing lighting used by the automotive industry.

Audi Q8 e-Tron –Recycled seat belt buckles

Sustainability has become a buzzword. Yet, out of all the machines that the modern world discards, the motorcar is one of the most thoroughly recycled, achieving over 90% by weight. The announcement by Audi that its range-topping Q8 SUV (starting price: £70,000) has recycled seat belt buckles might appear to be a laughable greenwash sop but it is not.

One would imagine that the recovered materials would be suitable for new cars but this is not entirely true. Many recycled materials are impure, making them inappropriate for certain applications, especially safety-related car parts. The situation has become even worse, now that cars utilise not just more plastics but also a greater variety of them, often within the same component.

While carmakers strive to reduce (or eliminate) fossil fuels to propel their vehicles, they also seek to reduce oil use within their raw materials. A possible solution is to employ recycled materials but this is not always technically viable. In response, plastics manufacturer, LyondellBasell and Audi have established the PlasticLoop project to recover plastic waste. As part

Subaru range – Eyesight (Generation 4)

Subaru is a bit of an oddity in this country. Compared with other territories, such as North America, the Japanese manufacturer sells a mere handful of cars in the UK. Part of this may be down to a post rallying identity crisis, since high-performance Imprezas and STI models bit the dust. Today, the model range comprises a pair of self-charging hybrids: a high-riding Impreza hatchback (called the XV) and the Forester SUV. These are flanked by the new 2.5-litre Outlander estate/SUV crossover and all-electric twin-motor all-wheel-drive Solterra BEV, which is a badgeengineered Toyota. Not one of these cars features a manual transmission. The range sounds very boring, because it is. Yet, some Subaru weirdness remains. Despite suppressing the characteristic flat-four 'thrum', all engines remain true to the 'boxer' configuration. Just as Symmetrical All-Wheel Drive kept Colin McRae (mostly) out of the scenery, the current models possess grip levels that are superior to virtually every other competitor in their class.

Even so, our focus is on part of Subaru's ADAS suite, which it calls EyeSight. Fitted to over five million vehicles worldwide, the latest fourth-generation EyeSight uses a pair of highresolution colour cameras mounted to the windscreen,

of the pilot process, Audi sources scrap plastic parts from its dealerships and crash repair firms. These components, from accidentdamaged, or end-of-life vehicles, are stripped of any other materials, such as metal, before being shredded. Most plastics are processed in this way but, instead of being used to produce new products, the plastic shreddings tend to be burnt as a fuel. LyondellBasell and Audi have added an additional stage, where the plastic is treated and heated to produce pyrolysis oil. This oil forms the basis of granules that can be used in safety applications. The Audi Q8 seat belt buckle cover contains at least 70% pyrolysis oil. It may be a small step but it shows what is possible, when carmakers work proactively with their supply chains and pay more attention to vehicle scrapping, which many OEMs have neglected historically, to their cost.

rather than one used by most other manufacturers. The functions that it controls include pre-collision warning, braking and throttle management, adaptive cruise control, lane departure visual and audible warnings, plus autonomous emergency steering. It also includes a Lead Vehicle Start Alert, which provides a driver prompt if a vehicle in front has moved in stationary traffic. Subaru has announced that it is introducing EyeSight for manual transmission versions of its second-generation BRZ sports car. Unfortunately, the BRZ is not offered in the UK and all other models offered to us are blunted with Subaru's CVT Lineartronic automatic transmission.

DIAGNOSTIC TOOLS, CASE STUDIES & SUPPORT PAGE 21

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Oils & Additives: Research lots, pour once

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Turbo Troubleshooting Guides

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Diagnostics Made ESI

Bosch ESI[tronic] helps workshops and garages take their business to the next level, with one diagnostic solution for almost every challenge.

boschaftermarket.co.uk

Case study: Faulty Ford Focus

Case study by Des Davies AAE MIMI, Top Gear Motor Services

Ford Focus MK2 1.6 16V, Engine code SHDA

Intermittent non start, no crank

Fault codes in PCM P1260-21, U0001-E1, U0140-61, U0121-A1

A customer complained of an intermittent no crank, with key in cranking position, from initial start in the morning, with no other symptoms given. Also, the traction control light would sometimes, but not always, be displayed on the dashboard. The RAC checked the vehicle and reported a no communication fault on their scanner.

Why do I always get these intermittent faults other garages are scared of? Yes, they are time-consuming and very challenging, but they can also give you a great deal of satisfaction as well.

There was no check engine light or any other warning lights on dashboard. I connected my scanner to the OBD port to check for fault codes and I had many communication codes, from the PCM, ABS and instrument cluster modules.

This vehicle would run for a week or more again before it became a no crank/start problem. Every time it came into my workshop the vehicle was running, not a good time to test! I needed this vehicle to be left at my disposal to try to get the vehicle not to start so that I could run tests to verify the fault and hopefully fix the underlying fault/s.

Codes retrieved from vehicle

P1260 – Theft Detected Vehicle Immobilized (Ford)

U0001 FORD code, possible causes:

Faulty Power Steering Control Module (PSCM)

Power Steering Control Module (PSCM) harness is open or shorted

Power Steering Control Module (PSCM) circuit poor electrical connection

Symptoms of fault code U0001: Check Engine light illumination, the vehicle key alarm is intermittently activated, several attempts are required to start the vehicle, the engine shuts down unexpectedly.

Causes of fault code U0001:

The Control Area Network may have an open or short circuit

Damage to the CAN Bus harness

Low voltage due to a bad battery

Figure 1.

Faulty control module

Control module has suffered a memory leak due to temporary power failure

The TIPM (Totally Integrated Power Module) may be defective.

Some of the causes for this code to set are:

Open in the CAN Bus + circuit

Open in the CAN Bus - circuit

Short to power in either CAN Bus circuit

Short to ground in either CAN Bus circuit

What are the Possible Causes of the U0155 FORD Code?

Communication error

Faulty Instrument Panel Cluster Control Module

Instrument Panel Cluster Control Module harness is open or shorted

Instrument Panel Cluster Control Module circuit poor electrical connection

How Does TIPM Work?

Complicated-computer-circuits-electronics-type methods. Since it sends power to every electrical component in a vehicle, a non-functional TIPM can result in:

The vehicle not starting

Headlights not working

Brake lights not working

Fuel pump failure or burnout

Windshield wipers not working.

U0140 FORD Code – Lost Communication with Body Control Module

The Powertrain Control Module (PCM) continuously monitors Controller Area Network (CAN) for messages from Body Control Module (BCM). The Diagnostic Trouble Code U0140 sets when the PCM does not receive the BCM message within the defined amount of time.

U0121 – Lost Communication with Anti-Lock Brake System (ABS) Control Module

Symptoms of a U0121 engine code may include:

Malfunction Indicator Lamp (MIL) on ABS indicator light on Traction indicator light on (depending on manufacturer)

ESP/ESC indicator light on (depending on manufacturer)

Where to start?

So, there’s quite a few things happening here, it was time to do some research. After many road tests, and running the vehicle for a while, I eventually had a warning message displayed on the instrument cluster panel, ‘Accelerator action reduced,’ the check engine light and the ABS light came on, but the vehicle still performed well.

Pins 6 & 14 of the OBD connector were good, see Figure 1

The CAN Bus communication was good, see waveform in Figure 2. The CAN High voltage 2.62V, the CAN Low voltage was 2.31V.

After leaving the vehicle for two days and rechecking in the morning the vehicle would not crank or start.

Pins 6 & 14 of the OBD connector now gave a voltage of 122.7V, looking like one terminal resistor was not connected to the circuit, see Figure 3

A Pico waveform at the connector pins confirmed something was not right, see Figure 4

I decided to check the ABS module as the traction light control symbol appeared on the dash during the road test and the customer informed me that sometimes this symbol would appear while driving.

Time now to get a wiring diagram of the circuit (Figure 5) to do some tests. The technical data showed eight different wiring systems for this vehicle. Therefore, it took some time to find the right wiring, by disconnecting the ABS multiplug and checking the wiring pins to match the correct wiring diagram on the technical data provided for this focus, what a pain!

Figure 2.

Figure 3.

Figure 4.

I just could not reach enough behind the back of the battery tray and cover to disconnect the multiplug which was stuck solid to the ABS unit. Due to very poor access to the ABS computer I had to remove the battery and tray, air filter housing and a few other items to gain access for testing, then reconnected the battery – this went against my normal strategy for checking at the easiest point for access!

I then checked the ABS computer lives and ground circuits before condemning the ABS computer. I load tested the two battery live pins 1 & 32, both red leads, and 1 ignition live pin 4 green and yellow, with battery support using a multimeter and test light, see Figure 7, which were good, 13.31V.

I load tested the 2 ground leads pins 47 & 16 black wires with reversed leads connections probing from battery positive to ground, being careful not to damage or spread the pins –these were good, reading 13.21V.

I was sure that the ABS module was the problem, but how incorrect I was – never assume. I get it wrong sometimes, I had to bite the bullet and move on! The (still poor) waveform with the ABS connector disconnected is shown in Figure 8 Reflecting on my diagnostics, the next test had to be dictated by the results gained from my last testing method. I focussed my attention on the engine PCM computer as it was relatively easy to access the connectors, was near the battery and the ABS module that had just been tested.

I needed to check the PCM live and ground wires before condemning the engine PCM, as I have found faults with some of these systems before with poor supply and grounds issues. Time to find the technical data for this PCM, see Figure 9

The connector looked good with no corrosion or spread pins, see Figure 6

I load tested live wires pins F21,8,9,30 and M8 with the multimeter and test light, these were 13.2V. I then tested ground pins M5 and M42, F7and F40 with a multimeter and test light to load the circuits which were all black/yellow wires with reverse leads from battery live to ground 13.1V with battery support. The live wires and ground were all within specifications giving me enough evidence not to change the PCM.

The next easiest thing to check was the BCM. I disconnected the wiring connector and I still had a poor waveform indicating that the problem was not the BCM module. It was now time to get access to the instrument cluster and disconnect the connector at the rear of the display cluster. I did notice that the time clock display was reading incorrectly and made me think could the time clock lose the time display because it had lost the feed to it at some point? Or was this because of the previous garage testing and disconnecting the battery, or had the battery at some point become flat?

Observing the waveform on my PicoScope, after disconnecting the electrical connector plug on the back of the instrument cluster, the CAN signals returned to more normal display readings, indicating a fault with the instrument cluster module.

I sent the old unit off to be repaired and when it was returned, I did not need to reprogramme the instrument cluster or

Figure 5.

Figure 5: Technical data wiring diagram for the ABS system

Figure 6.

Figure 7.

Figure 8: The (still poor) waveform with the ABS connector disconnected

worry about any immobiliser or key problems that may be required on some systems, this can also be known as Proxi alignment.

I refitted the unit and this then fired the vehicle back to life and was starting every time I turned the ignition on to crank and start the engine. I rechecked the vehicle systems for codes and none were present and the vehicle was running again like it should.

In summary:

However complex the system maybe, test the components and systems in a logical step-by-step process, using the correct tools and equipment and provided you have access to the correct information you should be confident enough to solve the problem.

If you are not sure of your testing methods or your test results, try using other testing methods or test equipment and retrace your diagnostic test by backing up and then retesting your previous tests to get the results that you are happy with. Accessing the correct manufacturer data is very important if you are going to do a first-time fix, it's not easy!

Plenty of patience is required and take time to rethink your strategies and plan of attack constantly.

Sometimes displayed symbols on the dashboard can mislead you into the wrong diagnostic testing procedures, we then need to step back, rethink and backtrack on our testing methods and retrace our steps.

This vehicle had kicked my butt a few times as every time it came into my workshop and I went to assess the circuit it would then start up before I could manage to take the test readings to find the fault.

I hate making mistakes, but I always learn from them and they help me to improve my diagnostic skills and development. You never stop learning, when you do, you die!

Some technicians tell me that vehicle courses are expensive, and yes, they can be! But they are no more expensive than getting the wrong diagnosis and then fitting expensive components that do not fix the vehicle. This is timeconsuming and you end up in a worse position than you started out in.

Training is very important – it gives you confidence, knowledge and new skills to help you develop yourself.

Figure 9: Ford Focus PCM wiring diagram

Training, case studies, tools and tips to boost your first-time-fix rate!

Support the battery when troubleshooting

Reduce repair times with remote diagnostics

TopDon’s range of diagnostic tools provide varying levels of functions, ranging from the Phoenix Lite 2 entry tool – useful when servicing to free up the main diagnostic tool – the Phoenix Elite, which includes ADAS capabilities and enables online coding and programming for six manufacturers, up to the top of the range Phoenix Smart and Phoenix Max – its two most popular tools.

Its latest tool, Phoenix Remote, is a new take on all-make vehicle diagnostic tools and has a vehicle database of over 200 vehicle brands for local diagnostics and offers a Remote diagnostics Pay-by-session platform – allowing workshops to reduce vehicle key-to-key repair times and the amount of work that is subcontracted to local specialists or dealerships.

A useful comparison tool highlights the capabilities of its diagnostic tools: www.topdondiagnostics.co.uk/phoenix-comparison

The risk of losing data when replacing a battery is well known but Ecobat Battery reminds us that it is also necessary to use battery support when carrying out prolonged diagnostics and lengthy software updates. Maintaining the correct voltage helps you find the underlying fault – the engine is switched off, but power is still drawn from the battery. The vehicle control units and other electrics can discharge the battery to such an extent that the on-board system voltage falls below the permissible limit, and a corresponding entry is made in the fault memory, and data can be lost (steering angle sensor, end positions of the electric window lifters etc).

Reduce the possibility of battery failure by following best practice and preserve your reputation!

Affordable, online learning

Last month, Maverick Diagnostics unveiled its online training platform to help technicians keep up to date with intricate vehicle systems.

The Automotive Training Academy includes 32 in-depth topics, covering mechanics, electricity and electronics, engine management, air conditioning, diagnostics, hybrid and electric technology.

The portal allows learners to progress at their own pace and revisit topics when needed and is regularly updated to include the latest trends and techniques. A 12-month subscription costs £199, providing unlimited access to all modules.

Visit the Maverick Diagnostics Automotive Training Academy website to learn more: www.automotivetraining.info

The Phoenix Max sits at the top of TopDon’s range, which comes with a bigger tablet, faster processor and 4-channel scope

Built-in Repair guides

The new Zeus+ from Snap-on Diagnostics is designed to avoid unnecessary steps being taken when faced with a fault. Fast-Track Intelligent Diagnostics includes SureTrack, which features commonly replaced parts and real fixes for specific vehicles and DTCs. Its Smart Data automatically configures the display to show vehicle data parameters relevant to the fault code and a Troubleshooter database includes vehiclespecific tips and tests.

The tool can be used to decipher intermittent faults, driveability issues, scope sensors, perform maintenance resets, relearns and more.

DIAGNOSTIC TOP FIVE TIPS

Renowned technical trainer, Andy Crook, unveils his top five tips for technicians, who are keen to enhance their first-time diagnostic success rate:

1. LOGICAL PROCESS

"Have a logical fault-finding procedure in place and stick to it. Time is best spent diagnosing and identifying the faulty part rather than replacing components blindly."

2. DON'T FORGET TO TALK

"Most technicians are too eager to get the bonnet up. Spend time with the customer, first. Ask open-ended questions, so they can elaborate and allow you to build a picture of the fault's nature, such as 'What?', 'When?', 'How?'"

3. IMMERSE YOURSELF

"Take time to experience the fault for yourself. This may include even taking a test drive, or riding shotgun, to see if the fault can be replicated with you on board.

4. CONSIDER THE BIGGER PICTURE

What tools suit your needs?

MD Dave Richards of Launch Tech UK says that workshop owners should look for diagnostic tools to suit their specific needs – by researching a tool’s software update frequency and cost, its technical and warranty support and ask whether a remote service offering is insured and accountable.

Its latest tool, the X-PROG3, is a vehicle programming tool providing anti-theft system coverage and engine and gearbox reprogramming, covering the Volkswagen Group, BMW and Mercedes-Benz immobilisers and more. It also supports engine ECU replacement or cloning, reading engine data from the key, for VW, Audi and Mercedes MQB platform ECUs and can also backup and restore programming data for Bosch and Siemens ECUs.

"Take a step back to study the system on which you are working. This may involve looking at the manufacturer's layouts, wiring diagrams, or communication diagrams. This will allow you to view the entire situation, before you zoom in on potential causes."

5. BE COLUMBO

"While we do not insist you don a crumpled raincoat and drive an ancient Peugeot, adopt a mantra of the famous '70s detective, who would state 'One more thing' just before he delivered his damning evidence. Even if you are certain that a part is to blame, ask yourself what 'one more thing' might be responsible if that part were replaced. You might be surprised.”

DIAGNOSTIC SOLUTIONS FOR CAR/LCV WORKSHOPS

A systematic approach to BMW remote central locking repair

Make: BMW

Model: E61 ( - ) | ALL / E91 ( - ) | ALL

Symptoms: A common symptom presented itself with the remote central locking failing from the remote fob

“When it comes to the BMW E61 and its remote central locking mechanism, the frustration and inconvenience caused by failure can't be ignored,” states Simon Tyrrell , BMW Master Technician for Opus IVS.

“My job is to support workshops to discover efficiency with their diagnosis and repairs on complex vehicle systems. From my experience, diagnosing and fixing issues, such as that with the BMW remote central locking failure, requires a systematic approach, combining technical knowledge and expertise to get to the root of the problem, efficiently.

With the BMW E61 remote central locking failure, we discussed and provided step-by-step guidance to ensure our customer got the correct diagnosis the first time, and of course, had the repair steps lined up so the repair was carried out quickly.”

Possible Causes:

1. The wiring is broken going through boot loom

2. The CAS module has failed

3. The Diversity Unit has failed or is full of water.

Repair Steps:

“With possible root causes understood, our customer now has a starting point to begin the following checks, and related repair steps,” states Simon.

1. Check that the central locking works by pressing button in the vehicle

2. Access to the Diversity Unit which is under the boot spoiler

With access to the Diversity Unit, check for water ingress in and around the unit.

3. Check the 12-volt supply to the Diversity Module (E61 pin 1) (E91 pin 6)

If you do not have 12v on (E61 pin 1) (E91 pin 6) we must suspect broken wires in the right-hand hinge loom. All wiring repairs will involve disconnecting the right-hand loom and pulling it in through to the boot area via the Right-hand roof speaker.

Note – It is believed that the roof speaker is only for the E61 model, so it is worth stating that. The E61 has a boot loom repair kit available for the left and right looms.

4. Check the signal line at the Diversity Module with the connector plugged in (E61 pin 2) (E91 pin 3)

With a Multimeter check for 4.8v approx. on that line then press the unlock or lock button on the remote fob. The multimeter voltage should now fluctuate to show the message is being sent to the CAS module. You could use an LED test probe and watch for the LED flashing when the unlock and lock buttons are pressed. If there is a signal fluctuation or LED flash, it suggests the Diversity Unit is working.

Note – this can also be scoped, see Figure 1

Redefining lowresistance testing

The MT03A Milliohm & MotorTester was created by Pico Technology to set a new standard in accuracy and efficiency when it comes to low-resistance testing.

The MT03A can perform resistance testing of 3-phase motors in under a minute and automatically compensates for temperature variations using its integrated sensor, ensuring pinpoint precision even in fluctuating conditions, helping you assess fuel pumps to EGR valves and everything in between.

5. Now gain access to the CAS and check for the same signal change at pin 33. If there is a signal fluctuation or LED flash at pin 33 it suggests the Diversity Unit and the signal line are ok and the CAS is the issue.

If you have 4.8v at (E61 pin 2) (E91 pin 3) but do not get a signal change it could be the Key or Diversity Unit at fault. Please repeat signal testing using a Donor key, as long as it is the same style of key it will generate a signal fluctuation/LED flash. If with the Donor key you get a signal fluctuation or LED flash then the customer will need a new key. If not, then the Diversity Unit is at fault.

If you do not have 4.8v present on (E61 pin 2) (E91 pin 3) it indicates a faulty/broken wire. Please check continuity between pin 33 at CAS to (E61 pin 2) (E91 pin 3).

Opus IVS’ customers have direct access to direct repair guidance from their team of OEM trained Master Technicians, providing brand-specific diagnostic support to technicians and workshop owners all over the world.

Customers can quickly request support from the IVS 360 team directly from their DrivePro device as well as access training to gain the most from their diagnostic tools.

To find out more about Opus IVS solutions, garages can get in touch for a complementary product evaluation at their workshop. Email sales-uk@opusivs.com

It boasts a minimum test current of 200 mA, guaranteeing adherence to industry standards, and has USB connectivity, eliminating the need for an external power supply and is supplied in a rugged rubber boot with a hanging bracket and S-hook for mounting. The included Kelvin clips minimize contact resistance, enhancing accuracy during testing.

The dedicated Windows software application offers simplicity, speed, and control over the testing process. The MT03A complements the PicoScope 4425A, enabling comprehensive testing of both electric and internal combustion vehicles – for checking motor windings, bonding, or resistances.

Figure 1

KTS Diagnostics: Lesson 5

Troubleshooting & SIS repair instructions

TROUBLESHOOT YOUR LESS COMMON FIXES

In our previous issue, we put the Known Fixes tool under the spotlight. Always your best starting point, this useful functionality can save hours of frustration and never-ending Google searches by listing the most common proven fixes in one convenient place. But what happens if the fix you need isn’t included?

Considered the crown jewel of ESI[tronic] 2.0, the Service Information System – or SIS for short – is our intuitive troubleshooting function designed to fill in the blanks. By bringing together an extensive Bosch technical content database with a direct interface to the multi-meter and KTS diagnostic tester – SIS can guide you from symptom detection and associated trouble code to root cause and rectification. Step by step. In this short guide, we will focus on the test procedure for components. But remember, there are plenty more document types available in SIS – from installation position to wiring diagrams. With many documents added directly from the OE to give you the same information as an OE mechanic.

WHO CAN USE SIS?

In most cases, all the information required for fault finding, maintenance and routine service tasks is available on the tool, see Figure 1

The three main ESI subscription types for car and LCV applications are the ‘Diagnostics package’, ‘Advanced package’ and the ‘Master package’, which all contain the full features of Diagnosis of Controls Units (SD), including Secure Diagnosis Access (SDA) and the Known Fixes database. Alternatively, the ‘Advanced package’ comes with the Service Information System (SIS) to provide you all the necessary technical information for troubleshooting and repair, including troubleshooting instructions, test instructions,

Welcome to the fifth bitesize guide in our series of useful tips to help your workshop maximise the potential of your Bosch ESI[tronic] 2.0 software

installation and replacement manuals and wiring diagrams. Finally, the ‘Master package’ adds maintenance schedules and information, as well as additional wiring diagrams from comfort electronics systems.

HOW TO USE SIS

STEP 1

When you read the error memory of an ECU with fault codes you will see the DTC number, description and the status of the fault code – for example, whether it is static or sporadic and often applicable freeze frame data as well, see Figure 2 By clicking on the blue and underlined DTC you can quickly and easily open the trouble- shooting instructions for the error and vehicle in question – including repair instructions for all the data that Bosch has associated to that particular fault code, see Figure 3

STEP 2

The first page of the guided help info gives you a list of other possible related fault codes. A ‘Open Instruction’ link at the top of the page guides you to the functional description of the component to be tested – whether it’s a sensor or an actuator, see Figure 4. This is useful if you need to know

Figure 1

Figure 2

Figure 3

what type that particular part is, how it works and what it is responsible for. Giving you a far better understanding of the system you’re working on.

STEP 3

You will often be given a picture or a diagram of the wiring connector for the component in question as well as a test plan to check the power supply, ground connection and signal wires, see Figure 5. The required pin assignments and test conditions are clearly shown alongside the expected set value range to expect if all is well.

STEP 5

If by this time you haven’t managed to pinpoint the problem and find the cause of the fault, the instructions will also contain a list of other possible defects to be checked. This whole process should help you through the job from beginning to end and obtain the correct diagnosis of a fault on the vehicle which should lead to a first-time fix.

EFFORTLESS ECU SELECTION

You do not have to enter the guided help files from the instructions button of a fault code. If the vehicle you have selected has a problem and there are no DTCs stored or the car isn’t present, you can select an ECU from the system group selection list found under the manuals tab at the top of your screen. You can either search on symptoms or directly open a test manual for each individual component, see Figure 7

The menus of the trouble-shooting repair instructions generally follow the same format and layout, no matter which vehicle or system you’re looking at. Again, this makes the tool feel familiar and helps you to work smarter and more efficiently by finding the right information fault- finding fast. Similarly, if you are looking for a circuit diagram, you can also go straight there via the ‘Circuit Diagram’ button.

STEP 4

The ‘Read measured value’ button can be pressed to ‘popup’ the multi-meter function of the KTS 560 or 590 for a realtime measurement, see Figure 5. The detailed instructions will guide you through the process of a complete test plan by checking the relevant values that are critical to successful operation of that component or circuit. Oscilloscope analysis may be necessary, in which case the test connection set-up and correct waveform profile will be shown on the screen, see Figure 6

OUR MOST ADVANCED SIS YET

We have only just scratched the surface of the usefulness and capabilities of the Bosch ESI 2.0 trouble-shooting instructions in this short guide. As you continue to get familiar with the function, you will discover many topics for each system including safety measures, special tools, descriptions, guided troubleshooting, CAS[Plus] interface links to the serial diagnostic functions of KTS, wiring diagrams, ECU connector pin assignments, component position, removal and installation instructions and diagrams, to name but a few. Something we will take a much closer look at in our next lesson.

What’s next?

Join us for our next lesson in the Winter issue of autotechnician to discover our RMI manuals – an extensive library of technical support documents designed to give you all the information needed to deliver efficient and effective repairs and replacements.

Figure 5

Figure 6

Don’t let pass-thru pass you by Delphi says that many independent garages are still unsure of the diagnostic capabilities they will need for working on newer models and the technologies they will encounter. Many diagnostic tools connect via the car OBT port, but the levels of access and functions can vary significantly.

Delphi’s OBD offering is built around the DS180 BlueTech VCI, usually supplied in a ‘Car kit’, which includes a high spec tablet, USB hub and cabled needed for J2534 Pass-Thru – essential for tasks such as updating or ‘flashing’ ECUs. The BlueTech DS180 enables garage to plug in, access VM portals, download software and make updates.

“The aim is to make it all as seamless as possible,” said Marco Lagomarsini, Workshop Solutions Lead. “As well as supporting PassThru we also make security gateways simpler and quicker to navigate.” These gateways restrict and track who is accessing car ECUs to protect cars and drivers and have been time-consuming to register with, pay for and use. Delphi has an agreement with a growing list of VMs, such as FCA, VAG and Mercedes Benz, so licensed BlueTech users don’t have to register or log in with individual VM portals. “Many technicians are nervous,” said Marco. “Pass-Thru can be risky and you need to know what you're doing so that's why we’ve developed specific training.”

The tool can be licensed from 1 to 5 years and is supplied with free access to its extensive e-learning on Delphi Academy.

Don’t get left behind

Hella also urges workshops to invest in equipment to gain access to increasingly ‘connected’ vehicles.

The cyber security management, or CSM, in newer vehicles ensures the safety of a vehicle is not compromised but the process of registering with each VM can be timeconsuming and costly. Hella has included the CSM function across its mega macs range, allowing verified users with a single Hella registration to diagnose secured vehicles without accessing a VMs portal.

“Each mega macs tool recognises when it is dealing with a secured vehicle and initiates all the steps for unlocking the vehicle gateway in a fraction of a second, enabling the user to perform the usual diagnostic functions, such as fault code reading/deleting, parameter viewing, basic settings, calibrations, codes, actuator tests and service resets,” explains Sales Manager Julian Goulding.

“VMs covered by our CSM solution include Fiat, Jeep, Mercedes-Benz, VW, Audi, Seat, Škoda, Renault, Hyundai & Kia. More brands will be added before the end of 2023.”

Mega macs users can now also diagnose faults with error code read/clear and basic settings for the Tesla Model S and Model X.

Technical data

team helps with a faulty Transit

To diagnose effectively, you need the right tools, know how to use them, and have access to accurate technical data. ALLDATA Repair offers up-to-date OEM mechanical/body repair information and procedures for 91,950 unique vehicle combinations – more than 95% of all vehicles on the road today. Its portal comprises six million technical drawings and wiring diagrams, including electrical connector views. To show how ALLDATA Repair can be used in the real world, here is a genuine case involving a 2016 Ford Transit 2.0L EcoBlue:

Query

Experts at the ALLDATA Repair Info Centre Service recently received an enquiry from an independent workshop, who were struggling to diagnose an issue on a 2016 Ford Transit 2.0L EcoBlue. A strange noise was emanating from the vehicle’s engine compartment area and only appeared to sound when the vehicle was being driven. The driver also reported random starting issues. Despite a thorough diagnostic scan, no DTCs or any recorded issues were present.

Solution

The team had seen this issue before and the main suspect was the alternator pulley. In this case, the alternator needs to be removed, which then gives the technician access to the pulley (see image below).

The correct pulley can be acquired via local distributors or dealer, if the technician has the vehicle’s VIN number. They advised the technicians to follow the detailed OEM step-by-step instructions – found within ALLDATA Repair.

You can sign up for a free trial at www. alldata.com/eu/en.

Research lots, pour once. Best practice dictates that you match the appropriate lubricant with the vehicle and avoid second-guessing.

AVOIDING OILS GOING ROGUE

There is so much going on with lubricants to trip up even experienced technicians, leading Rob Marshall to look at the latest situation

With so much attention focussed on electrification, it is easy to forget that internal combustion engines are still very much in production. Indeed, ICE and drivetrain developments are continuing, despite them not attracting as many column inches. As engines and drivetrain are designed in close collaboration with lubricant providers, it is unsurprising that oils too have become far more sophisticated. This is not just to make life difficult for us. They are integral to the machinery that enable long life, optimum efficiency and minimal pollution.

Latest developments

Especially with more recent models, lubricants evolve even after the engine has entered production. Motul explains that the introduction of turbocharged gasoline direct injection (GDI) engines, to meet emission regulations, produced fresh challenges for lubricant manufacturers. The main issue involves Low-Speed Pre Ignition (LSPI), where combustion originates from a thin film of oil on the cylinder walls, rather than the spark plug. The engine management system,

therefore, cannot do anything to prevent this extremely harmful situation. The only thing a workshop can do in response is to make doubly sure that the oils used comply with OEM specifications.

When selecting modern oils, prioritise the OEM specification over ACEA/API and even viscosity ratings. Be wary that subtle wording is also used between lubricant blenders to differentiate products that are endorsed by an OEM and those that are not but meet the same specifications. Always use well-established brands from a trustworthy factor.

One brand, all solutions

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Belt In Oil timing belts are also causing huge headaches for engines thus equipped. A professional engine rebuilder told us that, apart from having concerns about the belt itself, oil condition is a factor in premature failure. Not changing the oil on time, or running the level excessively low, degrades the lubricant to such an extent that the timing belt suffers. Eventually, the teeth detach and end up collecting within the oil pump, causing oil starvation. This is happening on

Claims made on the packaging – should you be concerned?

Especially as oils are becoming ever more bespoke and making the wrong choice can have severe consequences, the oils must perform as their blenders claim. It is also why the Verification of Lubrication Specifications (VLS) investigates and acts upon misleading marketing claims. Far from punishing the industry, more positive aims include educating marketers and manufacturers on compliance, thus raising UK lubrication industry standards.

Therefore, the VLS says that, absolutely, garages should be concerned about claims made on oil packaging. The industry body explains that the use of performance marketing claims within the industry is complex and, sometimes, lacks consistency. This may explain why most complaints that the organisation has received over the past decade involve misleading statements.

To help workshops, the VLS publishes guidance to bring clarity and consistency about marketing claims. Instead of saying that a product is approved by a manufacturer, some oil companies employ alternative terms, such as 'meets the requirements of', or 'suitable for use in'.

While these claims fall short of formal (and potentially costly) OEM approval, the lubricant blender makes an informed, professional judgement, based on supporting

surprisingly youthful cars, so be wary if you maintain such engines that possess BIOs. Additionally, check that the OEM belt replacement interval has not been reduced.

Therefore, when working on GDI turbocharged engines especially, be extra vigilant that the oil you use provides the necessary protection against LSPI and for BIO timing systems. Motul highlights that its Specific 948-B is approved by Ford to be used in the 1.0-litre petrol EcoBoost engines.

technical evidence as to the suitability of a given lubricant to a stated application. This can be because:

a. An approval exists on the formulation being used but the blender has decided not to pursue formal individual approval.

b. An approval is not possible technically, such as where claims are self-certified and no organisation can grant approval.

c. The specification is technically obsolete, or some tests are unavailable. Yet, based on a technical judgement with previously tested materials, the blender can be confident that the product would meet the OEM specifications.

d. The lubricant marketer, or its additive supplier, has sufficient robust and relevant supporting data for the recommended application to support the claims. This should be based on engine test data against the requirements of the OEM specifications and/or data from substantial field trials, where appropriate.

So, the subtle choice of a few words makes all the difference. Even so, the VLS confirms that the lubricant marketer, or manufacturer, remains responsible for justifying any marketing claims with a robust technical source. Should workshops be unsure, the VLS encourages the use of lubricant manufacturer online databases, or technical helplines. Alternatively, workshops can consult the vehicle manufacturer or contact VLS for advice directly on 01442 875922.

Overfilling is easy to do, especially with electronic dipsticks. Do not forget to confirm the sump capacity, when researching the oil specification

Additionally, Castrol has agreed to a five-year deal with the Ford Motor Company not only to be the brand's recommended lubricant supplier in Europe but the two companies will also continue to co-develop automotive fluids until 2028. Consider that many other engines employ BIO too, such as cars made by Stellantis. A quick way of checking is to remove the oil filler cap and take a look inside.

The consequences of getting it wrong

Motul warns that garages could be held liable for using incompatible oil, especially if the warranty is voided. It is easy to think that nobody will notice, until the damage takes place, but it is worth noting that independent laboratories are employed to test used sump oil and provide reports that can be used as legal evidence. This could connect, for instance, a blocked DPF with a high SAPS oil.

Filters

UFI reminds us that the specified oil cannot do its job properly, if low-grade, or incorrect filtration is employed. Apart from containing suitable filtration media, an OEM spin-on filter will contain an anti-drain back valve to guard against oil starvation on start-up. The bypass valve will also be calibrated for that particular application to open at pre-set pressures, should the filter become blocked. Picking an incorrect filter, while it might fit physically, can be as damaging as fitting a very lowquality white box item.

High-quality engine oil flush additives are especially useful to help the fresh lubricant last until the next drain interval.

Some oil additives are useful to delay mechanical repairs.

Comma adds that the incorrect oil can also reduce performance and fuel efficiency. Internal deposits, including sludge, are also more likely, as are oil leaks.

Keeping modern, modern

Selecting the right oil is not always easy. For cars, produced within the last decade, check that any lubricant you use is compatible with the manufacturer's specification. This ensures that the oil complies not only with the basic specifications, such as viscosity and API/ACEA ratings, but also contains extra ingredients that the manufacturer decrees that that engine needs. Motul advises that it is essential to select a reputable lubricants company, because many claims are being made that are impossible technically.

Other additives help to fortify and enhance the lubricant and are especially useful if the vehicle is used under extreme conditions.

While most oil blenders have oil checkers, some of them quote a huge range of oils for a single application, even for modern engines. Usefully, the Motul Oil Selector (www.motul. com/gb/en/lubricants) lists oils not randomly but in priority order, based on technical preference. Comma is also so confident of its product recommendation site, CommaOil. com, that it backs it up with a 100% Compatibility Guarantee promise.

Dealing with golden oldies

Workshops are seeing older vehicles, for which manufacturer lubricant specifications have either expired, or no longer exist. In these cases, Motul comments that garages should

If you have any concerns about a lubricant product, report them to us on 01442 875922 or admin@ukla-vls.org.uk

As an independent trade body, VLS is here to protect you by verifying that lubricant products really can deliver what they claim. That means you can have confidence that the engine oils you use in your customers’ vehicles are fit for purpose.

Formulations for historic vehicles vary considerably between manufacturers. Therefore, consult the owner about the intended usage patterns and be wary that drain intervals for older cars are comparatively short.

use older formulations that are suited for vehicles of the appropriate era, because they contain bespoke additive packages that provide the necessary level of protection and performance. Additionally, as older engines tend not to possess the tight clearances of more modern units, it is unwise to select thinner oils.

Garages are also reporting that more car enthusiasts are shunning DIY and sending historic vehicles to workshops for routine maintenance work. Typically these cars are over forty years-old and require multigrade 20W50 engine oils. Naturally, the original low-detergent formulations have changed considerably over the years and blenders have realised that this is an extremely profitable part of the market. Consequentially, the choice for 20W50 is immense. Yet, many of these products possess API/ACEA ratings that are long obsolete, or even no ratings at all. Therefore, match the oil with how the car is used. Should the owner bumble to and from local car shows every year and the engine is in a mild state of tune, then do not worry too much about adding any 20W50 from a reputable blender. Yet, should the car tow, or is driven on motorways for long distances, then consider a higher specification semi-racing 20W50 that will retain its viscosity better at high temperatures. Should you be unsure, approach the lubricant blenders' technical department for advice, especially if the company is like Comma, which offers several 20W50 oils within its range.

Picking up Motul's earlier point about anti-wear additives for older engines again, consider that older, non-catalysed cars require high levels of anti-wear additives that are either not present, or exist in very limited quantities, in modern engine oils. A popular topic in old car circles is ZDDP, an oldergeneration but crucial anti-wear additive that deposits a sacrificial wear coating on certain parts, such as flat tappets. Motul highlights that a particularly high ZDDP concentration does not necessarily provide greater protection; it can even be counterproductive, especially when it can impair the effectiveness of other additives.

Avoiding grinding gears...

While much discussion focusses on engines, it is easy to forget other fluids. Using incompatible oils in other components can also be ruinous. Just like engine oil, many car manufacturers state that other fluids must comply with their OEM specifications. Where an international standard is quoted (such as GL4, or GL5 for gear oils), this should also be followed. In this case, a technician should not presume that a GL5 gear oil is compatible with GL4, despite the viscosity being the same. This is because the extreme pressure additives used in GL5 can corrode yellow metals employed in a gearbox/differential that needs GL4. Even so, Motul confirms that its gear oil complies with both GL4 and GL5, because the additives used are chosen carefully not to harm yellow metals.

Interestingly, the three most recent cases that were investigated by the Verification of Lubricant Specifications (VLS) all involved gear oils. SCT Lubricant's Fanfaro 75W-90 Max 6 GL-5, Granville's 75W-90 and Westway Lubricants 75W-90 Synthetic Gear Oil failed to meet their quoted viscosity specifications. We should add that all of these companies reacted and complied quickly to rectify the VLS's findings, by identifying and disposing of the affected products and taking steps to ensure that future blends of these oils deliver on their claims.

Other considerations

As with engines, manual gearboxes and differentials, pouring incompatible fluids into automatic transmissions, dual-clutch gearboxes and hydraulic steering and suspension systems can spell disaster. On those systems especially, incorrect oils damage the multiple rubber seals, causing leaks and ultimate failure. Therefore, make doubly sure that whatever fluids you use are suitable for the relevant component.

'Sealed for life' is another issue, especially with automatic transmissions. Like engine oils, some specialist flushes dissolve contaminations and hold them in suspension.

JLM Lubricants says that its Automatic Transmission Flush performs this task and, once refilled with fresh fluid, the gearbox should run cooler, last longer and shift more consistently and crisply. As UK distributor of the JLM Lubricants portfolio, Kalimex supplies the blender's Automatic Transmission Stop Leak & Conditioner additive that helps to restore existing fluid's frictional properties and helps to soften and swell worn and hardened seals, which can help fix annoying leaks.

Some fluids are more specialist and may not be as widespread as more common lubricants.

Troubleshooting turbos: Foreign Object Impact

Since 95 percent of turbo failures are caused by issues other than the turbo itself, it’s important to determine why it failed and fix the underlying cause before a new turbo is fitted. If not, the replacement unit could fail too, costing you, and your customer, more time and money. Here, remanufacturer Carwood investigates one of the common issues – damage from foreign object impact.

What is foreign object damage?

Today’s modern turbos spin at speeds over 300,000 rpm and endure temperatures close to 1,000°C. In these conditions, even the smallest of particles sucked into the turbine, compressor or bearing housing can result in immediate turbo failure. Worse still, these same fragments can be carried into the combustion chamber, causing irreversible damage to the engine too.

What causes foreign object damage?

Foreign object damage can be caused by:

Objects entering the turbo air intake due to a faulty, low-quality or poorly maintained air filter; Worn or faulty turbocharger pipes, hoses and/or connections, allowing debris to bypass the filter into the turbo

Fragments of gasket material breaking off and entering the unit; Left over debris from a previous turbocharger failure

Nuts, bolts, washers etc that become loose or are left in the intake pipe due to poor service practices; Debris from damaged engine components can enter the exhaust gas intake and impact the turbine wheel, shaft or VVT

Exhaust gases containing oil particles, sludge and other coked debris can damage turbine wheel blades; Condensation in the intake section causing ice to form in low temperatures which can damage compressor wheel blades.

What are the signs of foreign object damage?

Failure due to foreign object damage is one of the easiest turbo issues to diagnose at the compressor, air intake side of the turbo, given the obvious signs of damage, such as: Chipping, pitting and broken blade – visible on the compressor wheel blade tops; Pitting on or around the compressor air inlet; Excessive movement between the wheel profiles and housing bores – there should be a uniform gap; Damage to nozzle ring blades.

At the turbine side, the turbo may need to be dismantled to gain access to the turbine wheel, shaft and VNT. Signs of foreign object damage here include: Damage to one or more of the VNT vanes; Harsh metallic noises coming from the engine bay as the turbo spools up; Chipping/damage to the

Best-practice advice from Carwood on the causes and symptoms

of foreign object impact, how to prevent it happening in the first place and, how to fix it if it does

blades on the turbine wheel; A bent shaft. Like most turbo failures, other symptoms include loss of power & the check engine light illuminated.

How to prevent foreign object damage

By following some simple, best-practice advice, the risk of foreign object damage can be minimised:

Check that the entire air induction system is clean and object free

Inspect pipework and clamps for signs of wear and tear –replace as necessary

Always fit OE-quality filters, as specified by the VM

Only ever use new, OE-quality gaskets, seals and fitting kits

Ensure there is no residual debris from the previous turbo failure

Never use liquid sealant – it is liable to harden and breakup when exposed to heat.

How to resolve foreign object damage

If damage is identified, it’s important to remove and clean components, hoses, etc. If it’s a two-stage turbo, ensure you do both the high and low-pressure sides. Thoroughly clean the entire air supply system including the pipework, intercooler and EGR to ensure it is completely free of any particles – any concerns, replace the whole system. Flush and change the engine oil, fit a new OE-quality oil filter, as per the VM spec and inspect the oil supply, return pipes, in-line filters and fittings for evidence of foreign objects and replace as needed – this may require removal and cleaning of the sump and oil pump.

Whilst following the above may add to your customer’s bill, it is far more cost and time-effective than having to fit another turbo, or an engine, soon after.

For further support and advice, call Carwood’s turbo technical hotline on 01623 867966, or visit www. carwoodecat.co.uk

How-to guide: Fitting a new turbocharger

Top 4 Common Turbo Problems

#1 OIL STARVATION

Lack of/not enough oil flowing to the turbo and its bearing system. It causes the turbo to work while under-lubricated.

OUTCOME:

Turbo’s shaft and bearing seizure. Shaft breakage.

HOW TO IDENTIFY?

Turbo does not operate – engine failure.

POSSIBLE CAUSES:

Oil pressure at the turbo inlet is too low

Oil pump issues, lack of oil

Oil feed line blockage: inner flow restrictions caused by oil sludging, coking, or impurities

Oil leaks and general engine lubrication system failures

Impaired oil characteristics – e.g., oil sludging, worn oil, cooking, shutting off the too-hot turbo.

#2 OIL COKING

Oil lubricative characteristics are impaired by excessive exhaust temperatures and hardened oil particle formation –oil coking/carbonizing.

OUTCOME:

Oil sludging and coking, causing the turbo’s shaft and bearing to work as under-lubricated, leading ultimately to a complete breakdown. Oil distribution channels suffer from severe clogs and flow restrictions.

HOW TO IDENTIFY?

Worsening/limited turbo efficiency leads to a complete failure, including shaft/bearings seizure - turbo does not operate –and engine failure.

POSSIBLE CAUSES:

Too high temperature of the exhaust gases. The problem may have the root cause in improper combustion and exhaust system issues. Faulty operation of the exhaust sensors, filtering system (DPF) failures, fuel injection system failures (improper fuel dosing), air intake system and/or MAP, and MAF sensor failures are why the exhaust temperatures rise excessively and affect the turbo. General engine lubrication problems.

#3 INTERNAL LEAKS

Oil leaks from the turbo’s blown internal oil seals and piston rings. The leaking oil gets into the engine’s intake and exhaust system.

OUTCOME:

Excessive oil leaks inside the turbo, both into the turbine and the compressor side. Severe contamination of VNT/WG

Improper working conditions often provoke turbo failures – here, Nissens Automotive identifies the most common turbo failures and the underlying contributing factors

mechanisms of the turbo. Excessive oil consumption by the engine. Consequential damages to the exhaust treatment devices and the engine.

HOW TO IDENTIFY?

Turbo contaminated by oil, oil smell in the cabin, the engine burns oil - vehicle smoking blue/grey, improper engine idling (revs increase), severe engine failures including burst by socalled 'run-away-engine'.

POSSIBLE CAUSES:

Oil overpressure inside the turbo: Flow restrictions in the oil return line of the turbo or engine breather issues

Too high pressure in the oil feed line

Overpressure on the turbine side of the turbo (exhaust line).

#4 OIL DEGRADATION

Impaired turbo lubrication by excessive oil wear, oil Impaired lubrication ability, and oil contamination, including carbon, soot, and sludge built up in the oil, lead to severe damage to critical turbo components – mainly the shaft and the bearing system.

OUTCOME:

Under-lubrication of the turbo shaft and bearing. The resulting abrasion led to reduced turbo efficiency and, ultimately, to complete shaft breakage and turbo failure.

HOW TO IDENTIFY?

Turbo does not operate – engine failure.

POSSIBLE CAUSES:

Impaired lubrication – excessive oil wear caused by high mileage and extended oil change intervals.

Oil contamination caused by lubricant filtration problems and general oil distribution system failures. Oil sludge formation, coking/carbonizing.

Nissens has an extensive library of technical information at https://support.nissens.com/en/experts, including insights into the system's essential procedures, maintenance, troubleshooting, and component installation, as well as thermal management systems of electric & hybrid vehicles. Training materials and courses can be found at https://showroom.nissens.com/ ntc/

PARTS, TOOLS & TIPS

New products, fitting tips & technical advice to ease fault-finding and installation

A step forward for engine oils

Motul has just launched its NGEN range of sustainable, high-performance engine oils for cars and motorbikes. The motor oils either consist largely of regenerated oil (NGEN 5 and 7 for motorbikes) or a high proportion of raw materials from renewable resources (NGEN Hybrid for hybrid cars).

The lubricant specialist first introduced Motul Hybrid in 2016, which it says was the first engine oil tailored to hybrid vehicles and has now received a sustainability upgrade. Motul NGEN Hybrid contains up to 25 per cent oil from renewable raw materials and supports better fuel efficiency, as well as improved response and starting behaviour. The various additives are said to better protect the engine against deposits and provide reliable lubrication even at low engine temperatures, typical of hybrid vehicles.

NGEN packaging is also designed to be sustainable. All bottles consist of 50% recycled plastics and are 100% recyclable.

Front-of-house training

Reliable power

The NOCO line of battery chargers ranges from compact 1-Amp battery maintainers right up to 48V industrial battery chargers – all are designed to provide accurate charging information and significantly extend battery life.

The NOCO 2x4 can charge multiple batteries simultaneously, both 6V and 12V batteries. It can be used on Gel, AGM and Lithium batteries and features a mode that detects and charges batteries with a voltage lower than 1V. It is designed for use on cars, motorcycles, boats, motorhomes and LGVs.

www.no.co

Technical Topics has developed ‘The Road to Technical’ course for customer-facing members of staff, front-of-house and service advisors, to boost confidence, profitability and reduce stress.

The course takes place in its IMI-approved workshop in Bridgwater and covers customer liaison, vehicle inspections, parts identification and handling, service information as well as estimate/quotation creation.

Pre-course e-learning modules ensure candidates arrive to the course fully prepared.

https://techtopics.co.uk

The NOCO Genius 2x4 Charger with 4 sets of crocodile clips either side of the charger

Autumn wiper boost

Valeo’s Silencio AquaBlade distributes washer fluid along the entire length of the blade and is immediately wiped away, which it says dramatically enhances wiping efficiency and visibility.

This Autumn, the Silencio range will be enhanced with the latest AquaBlade wiping system for vehicles equipped with this as OE, such as the Volvo XC60, Volvo V60 and the latest Renault Alpine, both the heated and unheated version. A Technical Hotline is available to discuss application requirements or fitment issues. Call 01527 838300

Seasonal tool offers

Over 100 new products are available in Sealey’s new Tool Promotion and also features discounts on selected items from every catalogue section, with an emphasis on seasonal essentials, such as Space Warmer heaters, battery chargers, and lighting. A Christmas guide may inspire ideas for stocking fillers and include a 4V cordless screwdriver with a 25pc bit set or the 144pc Mechanic’s Tool Kit.

A competition to win a Workshop Kit, valued at over £830, can be accessed at www.sealey.co.uk, comprising a workshop trolley, tool storage, toolkit, inspection lamp and utility seat.

Car Care range revamped

Liqui Moly has given its car care products a fresh new look, spray bottles and caps have been improved for better application and products comprise new formulations.

One focus of the relaunch is on its Gloss Polish, Polish & Wax and Hard Wax – with new formulations that are easier to apply and buff up, and more resistant to weathering.

Kits for a complete oil change

Lubrication plays a vital role in the transmission, to protect the numerous finely engineered, precision parts, as it is a complex and expensive unit to repair or replace.

The electro-hydraulic system, a Haldex coupling, commonly used in VAG, Ford & Volvo, is attached to the rear differential and enables the vehicle to switch between front an all-wheel drive. Sensors detect wheel slip and then engages clutch plates within the coupling, which engages the rear differential to provide AWD. This creates a high degree of friction and degrades the metallic components within the system over time. Replacing the filter within this system at the recommended service intervals helps to prolong the system.

Febi has a comprehensive range of both ATF and Haldex service kits, containing all the necessary components required for a complete oil change – transmission oil, a filter, seals and installation instructions. partsfinder.bilsteingroup.com

A steady hand on the helm at Shaikly Motor Company

Take one look at Mr Shaikly. Here’s a man in the prime of his life and, to be fair to him, he is having the time of his life in a business established originally by his father in 1977, when the garage trade was a somewhat different animal. While Shaikly sounds close to Shankly, I would contend that Sir Alex Ferguson is much closer in analogical footballing terms to Michael’s premier league, team-built methodology.

With a staff of 24, a couple of MOT stations and a constant flow of satisfied customers, Michael led his team to British Large Independent Garage of the Year and Top Garage Multisite awards last year, both coveted titles every bit as important as lifting the League trophy. Yet, in total modesty, he admits that it would not have been possible without his carefully managed team.

“It has everything to do with communications,” he admits. “We all need to and do pull in the same direction and we achieve that primary aim by way of proactive appraisals oneon-one. To give you an example, when I was chatting with the technicians, a common complaint was levelled at the way the workshop was left untidy by colleagues (apparently) not clearing up after themselves. They realised one-by-one that they were equally to blame and the problem resolved itself. However, airing it was the most positive step.”

Yet, in visiting the Colchester based garage, it is easy to recognise that it is a well-ordered place. It is not clinical but it is clean and it is abundantly clear that singing off the same hymn sheet has the greatest influence on its long-standing customer base. “Within a five-mile radius of this garage,” explains Michael, “we have upwards of twenty other garages all offering discounted MOTs and cheap servicing, but I decided some time ago that being ‘competitive’ was not simply a matter of meeting consumer budgets with heavy discounting. Instead, we charge the full price for our MOTs but we also add the assurance that they are as honest and safe as the day is long. Making the right impression and doing the job well firsttime is our key to balancing the business.”

Perhaps one of Michael’s more intriguing decisions was to employ a Managing Director and Rob Porter brings process and progress to the company’s profile. It also leaves Michael clear to do what he does best in selling his labour. He has created a tremendous sense of equanimity within his team, a factor that aids employment longevity and tackles training from a viewpoint of continuous improvement.

Michael himself embraced in training and qualified as a Master Technician, but more importantly encouraged and supported all his technicians to follow in his footsteps. His emphasis on training ensures that his garage does not suffer

A goodly number of independent garages can have all manner of analogies levelled at their businesses, suggests Iain Robertson, who is torn between sailing and football, when meeting with Michael Shaikly, the man tasked with crewing Shaikly Motor Company

from the severe employment blackspots only too familiar across the industry.

“It is a changing environment,” he intones, “but I believe that we have built enough reserves and inherent strength to withstand almost any assault on it. I love my work and, yes, I still get my fingers dirty working and assisting my colleagues.”

Michael also possesses a keen eye on the future, ensuring that his team is ready for alternative fuelling and electric demands, even though the big ‘switch-on’ day is still many years away.

“We have to be ahead of the game,” he states, “but captaining a happy ship, where training and development for the whole team is a successful recipe to ensure that seasickness never sets in!”. As I stated upfront, deciding between sailing, or football analogies is really tough but Michael Shaikly seems to have most bases covered.

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