In our first printed issue of 2025, we launch our Autotech campaign, which strives to support readers who are keen to develop their knowledge and skills. A new, online assessment joins the free library of tests available on autotechnician.co.uk, we welcome this year’s autotech supporters ACTRONICS, ALLDATA, JLM Lubricants and NAPA, and announce the date for our Workshop Takeover in September – turn to page 10 to learn more.
We welcome new contributor Tina Drayson, Operations Director of CCM and Head of the Garage Section with the IAAF, who will be delivering valuable insights into the key data points throughout the year that can drive real business improvement, from financial performance to operational efficiency. Her first article ‘Understanding the numbers’ can be found on page 16.
Neil Currie, a Master Technician from Southwest Scotland, also joins the autotechnician team this year and will focus on honing your diagnostic skills. Neil provides a cautionary case study from page 50, in which he suggests the value that can be gained from adding an additional step to your diagnostic process.
Des Davies provides a comprehensive article on Fuel Trim Analysis from page 18 and our Technical Editor Rob Marshall delves into the consequences of compromise when it comes to lubrication, filters and braking.
We hope you enjoy the issue, and let us know how you get on with the new autotech assessment!
P26 What happens when lubrication requirements are not met
P32 Filters – mistakes that effect reliability and even safety
P36 Braking – 10 common situations and the resulting consequences
P44 Parts, Tools & Tips
P50 The value of adding a step to your diagnostic process – Neil Currie
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illustration,
MOT fee cap debate
The Independent Garage Association (IGA) has been invited to a meeting by The Future of Roads Minister Lilian Greenwood MP, to discuss the critical financial challenges posed by the stagnant MOT fee cap, which has not been increased in over 14 years.
The IGA says the meeting will focus on the essential nature of MOT tests in maintaining the UK’s road safety record and improving environmental standards, whilst emphasising how the unchanging fee amidst significant rising operational costs threatens the viability of independent garages. The IGA aims to present key concerns, propose workable solutions, and collaborate with Lilian Greenwood MP on actionable steps toward positive change.
IGA Chief Executive, Stuart James, said: “We are honoured to have the opportunity to discuss the pressing issues around the stagnant MOT fees. This meeting is a crucial step in highlighting how the unchanged fee, coupled with inflationary pressures and additional costs outlined in the recent autumn budget, creates an unsustainable environment for many independent garage businesses.”
James concluded: “The IGA is advocating for a fairer economic landscape that not only supports independent garages but also prioritises consumer safety and workforce development. I will remain persistent in my dedication to ensuring our members can operate their businesses in a fair and sustainable environment, while delivering this essential service and upholding the UK’s reputation for having some of the safest roads in the world.”
Survey reveals what matters most to technicians
A new survey by Autotech Recruit has revealed that working hours are the most critical factor for UK vehicle technicians across all age groups.
Nearly 79% of respondents rated working hours as ‘Very Important’, surpassing even salary, highlighting the growing emphasis on work-life balance. Flexibility, no weekend work, and holiday allowances also ranked in the top five of important factors when searching for a job, underlining the shifting expectations of vehicle technicians across all age groups.
Autotech Recruit says these findings come at a pivotal moment, as the Motor Ombudsman recently reported that
almost a third of independent garages are considering adjusting their opening hours to support staff wellbeing. This shift validates the urgent need for industry-wide changes to improve work-life balance to attract and retain talent.
The report also unveiled a concerning trend—70% of vehicle technicians admitted they are considering leaving their current employment. Reasons ranged from seeking external opportunities to starting their own independent businesses or leaving the industry altogether.
GSF Car Parts announces three TechFest events for 2025
GSF Car Parts has announced the return of its trade show and conference, TechFest, with three dates confirmed for 2025.
GSF launched TechFest last year at London’s Wembley Stadium and was attended by 70 aftermarket suppliers and more than 2,000 garages who enjoyed interactive features
and technical presentations from guest speakers. The 2025 programme starts with Techfest North at Victoria Warehouse in Manchester on 21st May, before heading to Coventry’s CBS Arena on 19th June for TechFest Midlands. TechFest London will conclude the programme by returning to Wembley Stadium on 18th September.
TechFest tickets are free to garages, you can register now online at gsftechfest.com
New Apprenticeship reforms and skills strategy
The Institute of the Motor Industry (IMI) has cautiously welcomed the government’s announcement on apprenticeship reforms as a step in the right direction but urges that short-term flexibility does not come at the expense of high-quality training and future-proof skills development. It warns that shortening the minimum apprenticeship duration to eight months risks diluting the depth of knowledge and practical experience required for highly technical industries like automotive, where precision and safety are paramount.
The IMI supports the ambition to boost growth and reduce red tape and says that greater flexibility for
employers over English and Maths requirements for apprentices aged 19 and over could create a more inclusive opportunity for individuals who may have previously faced barriers to enter the sector. However, the IMI also believes that the Strategy misses the opportunity to address its specific workforce challenges, currently with a record number of vacancies.
Ihe IMI has stated it eagerly awaits the second Skills England report and the findings from the Industrial Strategy Green Paper, which will be clarify how the government intends to support sectors like automotive through these transformative times.
LKQ Euro Car Parts boosts customer contact
LKQ Euro Car Parts is increasing its customer-facing account manager positions by a third, to provide more frequent face-to-face contact and guidance to help its customers solve challenges and facilitate growth.
In addition to the expansion of its account management teams, LKQ Euro Car Parts is introducing dedicated operational roles to create areas of specialisms.
Kevan Wooden, CEO of LKQ UK & Ireland, commented on the changes: “This is all about getting the best out of our people by allowing them to focus on what they excel at.
“At the same time, the market is evolving rapidly, and we need to reflect that by moving to a model that is fit for the future and capable of supporting our customers as they lean into the opportunities and challenges of tomorrow.
“By increasing the number of colleagues we have in customer-facing roles, we’re giving our customers more access to our expertise and better support in their local branches – all while doubling down on our operational strengths to ensure we remain the industry leader in getting the basics right.“
Free tickets now available for Automechanika Birmingham
The UK automotive industry’s main event is back at NEC Birmingham from 3rd to 5th June 2025 for three days of networking, business ideas and the latest technology and support for the trade.
New for 2025 is ‘30 Under 30’ – designed to recognise and celebrate the future generation of the automotive community and returning features include The Modern Garage, The Garage Awards with IAAF, the Workshop Hub with Autotechnician, Paint & Spray Live, National Paint Championships 2025 and Bodyshop Buzz.
Over 500 leading brands will exhibit, and visitors can benefit from over 150 hours of technical and business advice in the Workshop and Aftermarket Hubs. More than 50 product launches will take place at the event and visitors can access discounts and giveaways throughout.
Opening times:
Tuesday 3rd June: 09:30 – 16:30
Wednesday 4th June: 09:30 – 16:30
Thursday 5th June: 09:30 – 16:00
Register for free tickets here or by scanning the QR code above.
Castrol will hold its first-ever conference for its Castrol Service workshops on 21 March 2025 at the Celtic Manor in Newport, Wales, bringing over 260 UK and Irelandbased workshops together to learn about its latest offers.
Sessions will cover digital marketing and how best to manage fleet business. Exhibitors will include Garage Hive and SAMOA Workshop Equipment who will be providing advice and support.
The conference will conclude with a gala dinner with a range of entertainment, including the presentation of the new ‘Forever Forward Awards’, which recognise the achievements of businesses within the Castrol Service network. The awards will be in five categories including social media, building community and customer
experience. The Forever Forwards Garage Award will also recognise a workshop that excels in all aspects of business, while the Castrol Spirit Award will reward a workshop that puts Castrol’s vision and values at the heart of their operations. Attendees will have the chance to nominate their own businesses across the five categories.
To learn more about the Castrol Service Network, how you can be a part of it, and to come along to the event, visit https://www.castrol.com/en_gb/united-kingdom/ home/partner-with-us/castrol-service-conference. html to register your interest.
If you’re already a Castrol Service workshop and would like to attend, please register at: https://myevent.bpglobal. com/PBEgGv?rt=6lvksVu9ckqH5zSJjmKe4Q
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ALLDATA to host exclusive event at Shaikly Motor Company
Mark your calendars! ALLDATA to host exclusive event for independent workshop professionals at Shaikly Motor Company
In partnership with Opus IVS, ALLDATA Europe will host workshop owners and technicians at Colchester-based Shaikly Motor Company to explore repair solutions, share industry expertise and tackle the technical and business challenges shaping the automotive aftermarket.
ALLDATA Europe is proud to announce the launch of an exclusive event aimed at inspiring and enlightening independent workshop professionals. Taking place at Shaikly Motor Company on Saturday 8th March and in collaboration with Opus IVS, this free event promises invaluable insights into business and technical opportunities and challenges facing workshop owners and technicians.
Renowned industry figures will deliver presentations and practical sessions – sharing their unique expertise and real-world experiences. Covering everything from technical and operational solutions to actionable HR advice, these contributions will empower attendees with valuable, practical takeaways.
What to expect on the day
Engaging presentations: Speakers will deliver interactive presentations to groups on a particular topic, chosen to resonate with the audience and help them with their day-today work.
Networking opportunities: Attendees will have the opportunity to share experiences and ideas with their peers and establish conversations that, hopefully, will continue beyond the event.
Demonstrations: ALLDATA Repair – the portal that allows independent workshop and bodyshop professionals to gain instant access to genuine repair and maintenance procedures from 41 VMs – and Opus’ tools, like DrivePro 2 –the advanced diagnostic and programming tool designed to streamline complex vehicle repairs – will be exhibited to show how they are designed for the present and the future. Other key suppliers to the market will also be in attendance.
Live case studies: Industry experts will dive into the modern technical challenges facing technicians, providing genuine examples and showing delegates to overcome them via ALLDATA Repair and/or Opus’ diagnostic tools.
Business insights: There will be practical and actionable HR advice given by autotechnician’s Amy Blick, to help workshops strengthen their teams and operations. Together, ALLDATA Europe, Opus and Shaikly Motor Company believe the ingredients are in place to create a unique networking event, to strengthen relationships within the automotive community and enthuse professionals to take new-found skills, confidence and solutions into their routines.
Secure your free spot today!
ALLDATA Europe UK Sales Director, Simon Frost, emphasised the significance and uniqueness of the event: “This networking event is a fantastic opportunity for likeminded professionals to unite, discuss and find answers to technical, business and legislative matters that are impacting them now and will do in the future – with the support of ALLDATA Europe and Opus.
“Our sincere thanks to Shaikly Motor Company for hosting and our supporting speakers, all of whom will make this event unforgettable. We urge those that want to attend to sign-up as soon as possible, as we expect it to be full.”
To secure your free place, click here or scan the QR code.
Gain hands-on EV repair experience on March
29th
Autotechnician magazine has teamed up with leading independent Electric Vehicle training provider Pro-Moto to offer a group of 20 technicians hands-on fault-finding experience on electric vehicles within their workshop, located in Ash Vale, Surrey.
The day is suitable for those with minimal or no experience working on EV’s, as well as those who have attained Level 3 or 4 and would like guidance on battery and charging faults and more complex EV-specific tasks not yet experienced within their own workshop.
When will it take place?
9.30am to 3.30pm, 29th March 2025
Where?
Pro-Moto, Unit 4 LDL Business Centre, Station Road West, Ash Vale, Surrey, GU12 5RT
What to expect on the day: Hands-on experience
Review of common faults
Battery and charging faults
Parking, lunch and refreshments included.
Spend the day with us and immerse yourself in EV Technology! Just 20 places are available.
Investment: £174 inc. VAT.
Head to https://autotechnician.co.uk/training/ to book your place now!
This event is supported by: VTS (Vehicle Technology Solutions) is a supplier of diagnostic equipment for car, truck, bike, off highway and marine applications. An authorised TEXA distributor with workshops and offices in Watford and Manchester, serving customers throughout the UK. Embracing the very latest technologies, including Electric Vehicles, ADAS, Secure Gateway, and the increasingly complex challenges faced by workshop technicians, VTS deliver solutions. www.vts-diagnostics.co.uk | info@vts-diagnostics.com
Autotech 2025: Here to help you boost your diagnostic powers!
The whole ethos behind autotech is to help technicians identify gaps in knowledge and improve fault-finding skills through free, online assessments, technical information from our industry partners and through live fault scenarios at our Workshop Takeover – are you ready to put your skills to the test?
Can you diagnose this Adaptive Headlamp fault?
autotech is an evolving bank of free, confidential online assessments created by independent automotive trainers. All you need to do is log in or register by entering 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.
The online test is completely confidential, and you’ll receive your scores, correct answers and technical explanations of the topics covered. Test 18 is now live and involves an adaptive headlamp assessment:
A customer has presented his 2006 BMW E61 to the service department, insisting on a new Xenon headlamp bulb for the right side. According to the customer, the headlamp suddenly stopped working following a heavy downpour.
You accompany the customer to the car park to verify the issue firsthand. Upon inspection, you confirm that the left headlamp is functioning normally, and on the right side, the side marker, angel eyes, and high beam are operational.
Save the date
Workshop Takeover returns to Cheltenham Saturday 6th September
However, the low beam on the right headlamp is completely inoperative.
Given these symptoms and from your own past experience, you explain to the customer that a simple Xenon bulb replacement is unlikely to resolve the fault. After discussion, the customer agrees to authorise one hour of labour for a thorough diagnosis to identify the underlying issue.
This initial diagnostic approach allows for an accurate assessment of potential causes, rather than simply replacing parts without confirmed evidence of their failure.
You are provided with the circuit schematic and guided through the process to diagnose the problem without replacing parts unnecessarily.
Log in or register by entering a few details at https:// autotechnician.co.uk/registration/ and access the entire library of confidential assessments now!
Hands-on, guided fault-finding scenarios will once again be on offer to guests at this year’s Workshop Takeover at Cleevely Motors, Cheltenham on Saturday 6th September.
Both experienced diagnosticians as well as those with less years of experience under their belt, will gain valuable takeaways on how to find faults more effectively on both combustion and electrified vehicles. Guests can also enjoy dinner and drinks with the team the night before.
Scan the QR code to view a video summary of last year’s Workshop Takeover. Email Nicola@autotechnician.co.uk to register your interest and be the first to know when subsidised tickets go on sale.
Autotechnician welcomes autotech’s partners this year, who will be providing their technical expertise through the magazine, via our social media channel and in-person at our Workshop Takeover on Saturday 6th September at Cleevely EV in Cheltenham
"ACTRONICS has been a trusted leader in automotive remanufacturing for over 20 years, serving the UK and Europe. Renowned for its commitment to affordability and sustainability, ACTRONICS provides high-quality remanufactured components that extend the life of vehicles while preserving environmental resources. ACTRONICS ensures reliable, costeffective solutions for the automotive industry, supporting workshops and drivers alike."
“The Autotech Live: Workshop Takeover is an excellent initiative, designed to unite independent workshop owners and technicians in a professional atmosphere, to network and learn new skills. The community element allows everyone to build their knowledge in several different subject areas and take their new skills back to their day-to-day working lives.
“Everyone at ALLDATA Europe is looking forward to supporting this event once more, and we are committed to helping the participants thrive in a positive environment.”
Simon Frost, the ALLDATA Europe UK sales Director
“JLM Lubricants UK are delighted to once again be supporting Autotech, which provides an excellent event and library of asessments, helping top technicians further their knowledge in an increasingly complex technical environment.
“Maintaining emissions control systems is a critical part of this work and the JLM Lubricants range of high-quality diesel and petrol exhaust and fuel treatments can help technicians to achieve their objectives and keep their customers on the road.
“Trusted by professional technicians in 45 countries around the world, JLM additives not only deliver reliable results but also offer added value to a workshop’s routine service programme.”
“NAPA, one of the leading automotive aftermarket brands in the UK and Ireland, is delighted to partner with Autotech in 2025 – NAPA’s centenary year.
The comprehensive NAPA catalogue spans more than 40 product categories, all expertly manufactured to meet or exceed OE specifications. Only true quality makes it into a NAPA box.
With the support of technical partner TechMate, NAPA is committed to providing technicians with vital technical knowledge, extensive training, and an in-depth understanding of best practice.”
Remanufacturing: The Future of Sustainable Automotive Electronics
At ACTRONICS, we’re committed to driving the circular economy forward. Our mission is to maximise our impact on the 4Rs. Reusing, Reducing, Recycling, and Renewing to ensure a more sustainable future for the automotive industry. Since 2016, we have been a proud partner of the Circle Economy Foundation, reinforcing our dedication to global sustainability.
Key Remanufacturing Trends in 2024
1. Growing Acceptance of Reconditioned Electronic Components
Historically, there was hesitation around using reconditioned automotive electronics, particularly complex parts like ECUs and ABS units. Concerns about reliability often deterred workshops and consumers.
However, with advancements in technology, this perception is rapidly changing. At ACTRONICS, we leverage semiautomated processes, X-ray diagnostics, and cutting-edge testing methods to ensure our remanufactured components meet or exceed OEM standards. As a result, confidence in high-quality remanufactured electronics continues to rise.
2. The Hybrid & EV Revolution
As a result of the surge in hybrid and electric vehicles (EVs), new challenges arise, especially concerning complex electronic components like on-board chargers. These parts are costly and often come with long lead times when ordered new.
ACTRONICS has a dedicated EV research and development team focused on understanding and re-engineering these cutting-edge technologies. We now offer remanufacturing solutions for various EV components, reducing costs and improving sustainability.
Case Study: Audi Q7 4M – On-Board Charger
Owners of the plug-in hybrid Audi Q7 (launched in 2015) frequently report a P33E100 error code, which prevents the vehicle from starting after charging. Even after unplugging the charger, a dashboard warning may persist. Though the fault sometimes resolves temporarily, it typically reoccurs.
ACTRONICS provides a cost-effective, sustainable remanufacturing solution, eliminating the need for expensive OEM replacements.
3. Advancing In-House Testing Equipment
As automotive electronics grow more sophisticated, so must the technology used to test and remanufacture them. At ACTRONICS, we have developed specialised test equipment that allows us to simulate real-world operating conditions without requiring full battery packs or an onsite vehicle. These innovations enhance reliability and efficiency in the remanufacturing process.
4. Rising Interest in Sustainability
Sustainability is no longer optional, it’s essential. Remanufacturing electronic components contributes directly to the circular economy by:
Extending the life of used raw materials
Reducing e-waste by salvaging reusable components
Reducing the consumption of new raw materials
Reducing the environmental impact of new part production.
Case Study: Fiat/Stellantis – Blue & Me Module
For years, Fiat, Alfa Romeo, Ford, and Peugeot owners have struggled with faulty Blue & Me modules, facing communication failures (U1733-86/7), Bluetooth connectivity issues, flashing odometers, and even battery drains.
ACTRONICS now offers a full remanufacturing solution, backed by a 2-year warranty, ensuring reliability at a fraction of the cost of a new unit.
About ACTRONICS
With over 20 years of expertise, ACTRONICS leads the field in automotive electronic remanufacturing, consistently innovating to tackle the growing complexity of modern vehicle components.
By combining cutting-edge technology with sustainable solutions, we help shape the future of the automotive industry—one remanufactured component at a time. www.actronics.co.uk
REMANUFACTURING MAKES SENSE
For over 20 years ACTRONICS has been at the forefront of our industry developing sustainable remanufacturing solutions for you.
Our solutions are a cost effective, environmentally friendly alternative to replacement parts. Our Plug & Play solutions ensure a top-quality service backed by a 2-year warranty
ALLDATA Europe reinforces commitment to independent workshops with third Autotech appearance amid launch of exclusive event
ALLDATA Europe’s own event, Repair Excellence, and its continuing support of Autotech demonstrates its desire and dedication to providing independent workshop owners and technicians with the tools for their business to thrive.
On Saturday 8th March, ALLDATA Europe will be hosting an exclusive workshop event, in collaboration with Shaikly Motor Company and Opus IVS. The aim is to give owners and staff the opportunity to explore repair solutions, absorb industry expertise and discuss both technical and business challenges that are shaping the automotive aftermarket. This is the first event of its kind – but the latest in a long-running campaign for ALLDATA Europe in demonstrating the value of OE data in a workshop arena. This campaign is showing no sign of slowing either with Autotech a pivotal stop of the roadmap.
This year will be ALLDATA Europe’s third consecutive appearance at the event, aimed at inspiring and empowering technicians that are eager to learn and test their skills. Given ALLDATA Europe’s own event at Shaikly Motor Company, it should come as no surprise that Autotech is firmly on its radar.
The self-proclaimed workshop takeover, covering everything from improving first-time fix rates and customer profiling, to refining best practice techniques and diagnosis, fits perfectly with ALLDATA Europe’s flagship product –ALLDATA Repair – because utilising the genuine repair data from the 41 brands within the product will aid technicians with the aforementioned tasks, not to mention reduce downtime, enhance efficiency and boost confidence.
ALLDATA Repair meets ‘rEVolution’
Currently, ALLDATA Repair comprises of over 90 million articles, eight-and-a-half million technical drawings and wiring diagrams with electrical connector views – that is authentic procedures for 144,000 year, make, model and powertrain combinations. It is the equivalent of 96% of vehicles on the road today.
These figures are evolving daily with ALLDATA Europe adding diagrams and drawings. Furthermore, it is likely that more brands will be added in 2025. Tesla and Polestar were added in 2023 and 2024 respectively. To coincide with this, ALLDATA Europe enhanced its component tree search list so users could quickly locate EV and hybrid repair data.
Did you know that almost 400,000 new battery electric vehicles (BEVs) were bought last year? That figure, published in the Society of Motor Manufacturers and Traders’ end-ofyear figures, is only second to petrol with just over one million registered. To put those figures into context, BEVs enjoyed a 21% increase in sales in comparison to 2023 while petrol sales dipped by 4%.
Scrutinising the figures further, while new petrol car sales still dominate the market at 52%, BEVs are narrowing the gap at 20%. This is precisely why ALLDATA Europe UK Sales Director, Simon Frost, stressed the need for independent technicians to invest in EV training at the recent Mechanex event at Sandown Park. It is also why Autotech’s location at Cleevely Motors provides a compelling incentive for ALLDATA Europe to attend.
Don’t ignore ADAS!
The increasing influence of EVs also coincides with advanced driver assistance systems (ADAS), which ALLDATA Europe believes is testing technicians. Again, it is forcing them to invest in the right training to accept jobs that enter the workshop – rather than refusing them and sending them to a competitor.
According to the Institute of the Motor Industry’s Tech Safe Technician Forecast – July 2024 report, it claimed that 13% of UK cars have some degree of Level 2 autonomy. This is a level of vehicle automation that features ADAS. It also predicted
that the number of vehicles with this level of ADAS would likely increase to half of the UK car parc by 2023.
Despite this figure, only 2% of all technicians in the UK are ADAS qualified. Obviously, this is a concerning figure and is yet more evidence of why events, like Repair Excellence Event at Shaikly Motor Company Ltd and Autotech at Cleevely Motors, are crucial moving forward.
Repair Excellence Event a “perfect opportunity”
Michael Shaikly is an independent workshop owner; Shaikly Motor Company Ltd operates from two locations and, combined, has 21 bays and 24 staff. The site in Colchester, which is hosting Repair Excellence Event, has a dedicated area to training which includes a controlled, safe space of EVs. This was one of the major attractions when ALLDATA Europe was searching for an appropriate venue for its event. For Michael, hosting the event is a perfect opportunity to unite people in the industry, creating a community of likeminded individuals.
He said: “The Repair Excellence Event is going to be an exciting event. It will bring passionate people together, and it will help improve the standard of independent garage owners and technicians. This should also strengthen the public’s perception of independent garages too.”
Beyond that, Michael sees ALLDATA Europe’s event as a way to encourage collaboration among workshop owners and technicians. He also echoed ALLDATA Europe’s sentiments about workshops facing increasing technical challenges, making business and technical training more vital than ever, and the importance of genuine OE repair data.
He said: “Obviously, the technical insight is really important, highlighting the benefits of using genuine OE data. We’re going to be talking a about business and running a business too, but, ultimately, this is about the industry uniting.”
With rapidly advancing vehicle technologies, like ADAS and EVs, Michael believes some technicians may feel apprehensive about keeping up; however, he hopes ALLDATA Europe’s event will provide reassurance and stress the importance of investing in training.
He said: “I think that there are a lot of garage owners and technicians out there that, while fixing cars daily, may feel a
little nervous about being left behind. Hopefully, these events will give them the confidence boost and education they want and need.”
Part of that confidence comes from knowing they are investing in the right tools and equipment. “Some people are sometimes nervous about investing in the right types of kits. With the experts from Opus attending, they'll be able to demonstrate the support they can offer technicians and garages.”
Autotech a perfect fit
Circling back to Autotech, ALLDATA Europe is proud to be supporting the initiative. It fits seamlessly with ALLDATA Europe’s own mission in arming independent workshop owners and technicians with the right tools, knowledge and confidence in providing a first-time fix, every time. Rather than rely on guesswork, ALLDATA Europe is making complicated repairs simple.
Simon concluded: “Events like Repair Excellence Event and Autotech are essential because they offer independent technicians the chance to gain the expertise they need to stay ahead of the curve. With the correct support and training, they can help them navigate the increasingly complex automotive landscape and continue delivering exceptional service.
“Everyone at ALLDATA Europe is looking forward to the workshop takeover and meeting forward-thinking owners and staff.”
There might still be time to register for Repair Excellence Event, though, at the time of publication, spaces were already limited. To sign up for a free ticket, click here or scan the QR code. News of future events will be announced in due course.
For more information about ALLDATA Repair or sign-up to a trial, visit www.alldata.com/eu/en/repair-europe
Understanding the numbers
By Tina Drayson, Head of the Garage Section, IAAF
In today’s competitive automotive industry, understanding your numbers isn’t just an advantage—it’s essential. I’m Tina Drayson, Operations Director of CCM and Head of the Garage Section with the IAAF, and I’m here to share valuable insights into the key data points that can drive real business improvement.
From financial performance to operational efficiency, tracking the right metrics can help you make informed decisions, optimise processes, and ultimately boost profitability.
Let’s start with understanding the key measurements used to understand technicians’ performance.
Productivity: This measures the hours sold on a job against the actual hours taken to complete it. For example, if a technician completes a job in four hours and four hours have been invoiced, the productivity rate is 100%.
Utilisation: This metric evaluates the time a technician spends working compared to their total available hours. If a technician is clocked onto jobs for six hours in an eight-hour shift, their utilisation rate is 75%.
Efficiency: A combination of productivity and utilisation, efficiency measures how effectively a technician is using their time. If a technician invoices four hours but has been clocked onto jobs for six hours, their efficiency rate stands at 66%.
Understanding and tracking these figures helps in identifying areas for improvement and optimising overall performance.
Why Efficiency Matters
Efficiency is a crucial performance indicator, providing a baseline for evaluation and highlighting areas that need attention. Regular monitoring of these metrics enables the identification of trends and inefficiencies, allowing corrective action to be taken.
Several factors can contribute to low efficiency levels and it is not always down to poor technicians behaviour or work ethics. Examples are:
Poor systems and processes
Inadequate skills or training
Lack of motivation
Front-of-house (FOH) adjustments on invoicing
Disruptions and distractions within the workshop.
For instance, a technician working on a vehicle might find that essential parts are missing or incorrect upon opening the packaging. This process failure creates bottlenecks, delaying completion times and impacting overall efficiency. Likewise, if a technician struggles with certain tasks, it may highlight a skills gap that requires further training. What happens if a technician has informed FOH that extra time is required for a seized part and that is not upsold to the customer?
Accurate data collection is vital for informed decision-making. The quality of the data input directly impacts the reliability of the above KPIs. Vital considerations include:
Ensuring technicians clock onto jobs accurately (a bane felt by many garage owners)
Accounting for time spent on road tests and vehicle movements (does this form part of the job?)
Assessing whether a staff member is responsible for parts checking
Evaluating workshop logistics, such as car park constraints
Factoring in additional time required due to unforeseen challenges
Establishing clear communication between technicians and FOH for extra time authorisation and other instances.
By refining data collection methods, businesses can gain more precise insights into operational efficiency and identify opportunities for improvement.
Reliable efficiency metrics support strategic decisionmaking in various aspects of workshop operations. Whether considering labour price adjustments, salary changes, or process amendments, data-driven insights ensure informed choices that contribute to sustainable growth.
Workshop efficiency remains one of the most fundamental indicators of business performance, offering a clear roadmap for continuous improvement and operational success. By understanding and optimising technician productivity, utilisation, and efficiency, businesses can enhance profitability and drive long-term success.
Three steps to build morale and improve staff retention
By Autotechnician resident HR columnist, Amy Blick
As we steam ahead into 2025, it is as clear as the nose on my face that this year is the year businesses need to get their workforce fully engaged, motivated and productive.
To also ramp the pressure up further – automotive repair and maintenance is a highly competitive industry when it comes to customers, suppliers and, inevitably, staff. However, it is not all doom and gloom! Creating a great work environment doesn’t have to cost a fortune – and at times you won’t need to spend a penny outside of your time.
Over the past few months, I have helped garage and workshop owners implement impactful initiatives that enhance teamwork, boost morale and improve retention. These initiatives did not cost a lot, but they have paid back in dividends. Here are my top three cost-effective ideas that can transform your business.
1. Reverse mentoring
Usually when I say the word ‘mentoring’ I see eyes glaze over – stay with me on this one! Traditional mentoring is usually a more experienced or senior professional guiding a junior member of staff but what if we flipped this on its head?
Reverse mentoring encourages less experienced team members to share their knowledge, insights and fresh perspectives. It is also great to unlock ideas for new ways of working – working smarter, not harder! Other golden nuggets that emerge from reverse mentoring are building genuine inclusion and knowledge sharing whilst strengthening teamwork and breaking down hierarchical barriers.
2. Anonymous feedback
Assuming you know what your employees want can be as risky as ordering food for a table of people without asking. Feedback is essential to understanding what your team wants, how you can improve the work environment and ensuring you keep retention at the top of your agenda.
Implementing anonymous feedback methods allows employees to voice their opinions honestly. The key is to listen to the feedback, whether it be through suggestion boxes, anonymous surveys or exit interviews, and you cannot go wrong. Remember, gathering feedback doesn’t mean you have to implement every suggestion. Instead, keep an open mind, identify trends and address concerns that align with your business goals.
3. Honest recruitment
Recruitment is a major challenge for many businesses and garages and workshops are not immune. Setting clear expectations from the start of your recruitment process will save you time and money and will also avoid road bumps along the way. For your type of business, if hybrid and flexible working simply isn’t an option, then be honest about it.
At the same time, make sure you showcase what makes your business great. Shout about it if you offer strong progression opportunities, structured training paths or reversed mentoring schemes. Being transparent in recruitment builds trust and starts your employee experience the right way, making sure you attract the candidates who are genuinely aligned with your business’ culture.
Moving forward
Do these challenges sound familiar? Are you struggling to recruit great talent? Are you constantly facing knowledge gaps within your team? Do you need a fresh perspective to help refine your processes and drive your business forward?
Implementing one or a couple of the suggested initiatives above can help you build a thriving workplace without breaking the bank. If you need guidance on putting these initiatives in place, a Power Hour will be ideal for you –message me if you would like to have an online one-to-one packed with top tips and strategies for your business.
* Amy@exhilhrate.co.uk
Watch Amy’s brief video here
Fuel trim analysis
This article explains in detail how to test and diagnose faults within the engine and fuel systems of the vehicle using the fuel trim PIDs on your scanner
By Des Davies AAE MIMI, Top Gear Motor Services
We are very fortunate to have this data within the PCM to help us diagnose faults on engine related systems – for engine, fuel and ignition misfires and faults, in particular.
I find a lot of faults on vehicles are misinterpreted by some because of a lack of knowledge and understanding of fuel systems and components.
Fitting new parts without proper testing, by just checking the fault codes and replacing parts that are related to that code, often results in the fault remaining, ending in poor relationships between the garage and customers.
Normally one of the first codes to pop up in your scanner is the O2 sensor for a fault within the engine system PCM, this is because the set parameters for this component has deviated from the manufacturer’s specifications.
This does not indicate that you need a new O2 sensor but it tells you that it cannot operate within the set window of operation because of a fault within the system and this will flag up a fault code. Don’t be tempted to change the sensor, test if first, by looking at and interpreting the fuel trims and then testing the O2 sensor to confirm a fault.
Fuel trim analysis is one of the best tools that we have at our disposal to help us diagnose and fix poor engine running
faults – if we can interpret the readings and then analyse them correctly.
Fuel trims
What are fuel trims? These are the adaptation, or self-learning, where the vehicle system can be adjusted or compensate its output if a change occurs in its basic operating environment. The key to adaptation is ‘closed loop control,’ which is a simple system of providing feedback to the ECM. Fuel trims are the adaptation values that the engine control unit is applying to the fuel injection set point. The engine control unit uses the fuel injection set point to meter the fuel, so that the air/fuel mixture is at 14.7:1, lambda1 fuel ratios are around 11.8:1 AFR to 17.6:1 AFR.
The engine control unit uses inputs such as engine speed, engine load (throttle position, mass air flow meter), coolant temperature and battery voltage to calculate the set points. These are stored in the control unit’s memory as a fuel map and each cell in the map may have a different value. The system uses the oxygen sensor to provide feedback –whether or not the set point achieved its goal of a correct mixture to suit the operating conditions.
Test your Knowledge
The online Autotech quizzes are designed to test your knowledge in specific areas and benchmark your diagnostic process so you can identify any training needs
There are now 18 quizzes available to test your knowledge and diagnostic skills, designed by independent trainers and beneficial for all levels of experience. The latest assessment is a case study involving an Adaptive Headlamp fault.
So why not benchmark your skills and see if you are as good as you think you are?
• They are completely free
• Registration is quick and simple at: www.autotechnician.co.uk/registration
• You receive instant results emailed directly to your inbox
• Supporting information is given to explain the answers
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• Assessments suit all levels of ability.
Simply fill out a brief registration form and you can take all the tests at your own pace.
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Autotech is part of the Autotechnician portfolio of brands designed to assist independent workshop owners and technicians in an everevolving trade. For more information on any of the Autotechnician brands, or to subscribe, please go to www.autotechnician.co.uk.
HOW-TO GUIDE
Short-term fuel trim (STFT)
The O2, or oxygen sensor, voltage trends drive the STFT short term fuel trim.
This is adjusting to what is happening currently, it is a temporary adaptation adjustment to the fuel injection set point, based on the oxygen sensor’s output. When you switch the engine off, the STFT's memory is cleared. Basically, STFT is live feedback.
Long-term fuel trim (LTFT)
The short-term fuel trim's job is to drive the long-term fuel trim, LTFT, adjusting to bigger changes and over a longer time period. It reacts to major shifts of the STFT, is stored in the control unit’s memory and is incorporated into the fuel injection set point calculation.
Check using a scanner for closed loop and the STFT for movement, if it is not moving it is in open loop or has reached its maximum and in limp-home mode. The LTFT remains in the memory of the computer as a starting point for fuel calculations.
If the fuel trim is 0%, this is equal to 100% of the fuel used (correct amount of fuel used according to the vehicle manufacturer).
If the fuel trim is +5%, this is equal to 105% fuel used (5% more fuel used).
If the Fuel trim is -10%, this is equal to 90% fuel used (10% less fuel used).
STFT short term fuel trims should be around -10% to +10%.
LTFT long term fuel trims should be around -5% to +5%.
The total fuel trim (STFT + LTFT) should be less than +/- 10%, if more than this , you need to investigate the fault (+10% are lean fuel trims, – 10% are rich fuel trims).
Air/Fuel Mixture Strategy
In the table below, the column on the left displays the lean mixture conditions. The centre column is displaying the correct air/fuel ratio at 14.7:1, Lambda 1 λ. The right column displays the rich mixture conditions.
Here are the fuel trims that the ECM will implement, a type of fuel strategy to help to counteract the alterations in air/fuel ratio during normal engine operation:
A - Fuel Trim or a negative reading is subtracting the fuel because the air/fuel mixture is too rich
A + Fuel Trim or a positive reading is adding fuel because the air/fuel mixture is too lean
A fuel trim number with no symbol in front of it is a positive fuel trim value, adding fuel.
In Figure 1, starting at the top left and working in a clockwise direction, we see the O2 has become rich with a 10:1 AFR(0.70 λ). The ECM sees this figure and takes fuel away, by shortening the on time of the fuel injectors (pulse width) with negative fuel trim figures to try to lean the fuel mixture to keep the AFR at 14.7:1 or Lambda 1 λ
With the vehicle being driven at this lean mixture, the O2 goes too lean at 17:1 AFR(1.20 λ), the ECM will now see this and will add fuel by opening the fuel injectors longer (pulse width) with positive + values called fuel trims to get the AFR back to 14.7:1 or Lambda 1 λ. This positive fuel trim, adding fuel, will continue until the O2 detects a rich mixture of 10:1 AFR again, and the ECM now starts to lean the mixture by subtracting the fuel again to try to keep and maintain an AFR of 14.7:1 or Lambda 1 λ. It will continue to repeat this strategy or process to keep the AFR at 14.7:1 or Lambda 1 λ
As explained, LTFT & STFT should both be within 10% when you add them together, this indicates that the fuel trims are good e.g. if the LT fuel trims are 30% and ST fuel trims are λ 20%, take the -20 away from 30, the total fuel trim is 10%, within the 10% operating range specifications. Fuel trims above 15% will normally set a fault code.
If the LT & ST fuel trims are at around 30% + λ , it has reached its limit (33% max) and then goes into a fixed fuel strategy by the engine computer, sometimes called a (limp home mode). For Example, after you have fixed a fault with the fuel system,
Figure 1.
the fuel trims may be LT + 25% and the ST may be λ-20% trims, then you have fixed the fault because the +25% and λ 20% figures are then added up together as a total fuel trim and in this case it adds up to 5% + or a positive fuel trim, which are within the 10% operating range.
Remember, the ECM is constantly altering the fuel trims to keep the engine management system at the correct stoichiometric fuel ratio of 14.7:1 or Lambda1, depending on engine speed, load and temperature conditions amongst some other parameters.
Fault-finding clues
Fuel trim readings tend to go higher with an injector/ fuel fault
Fuel trim readings tend to go lower with an ignition fault
A misfire with a small fuel trim difference, (single digit) is an ignition fault
A misfire with a larger fuel trim difference, (double digit) is usually an air/fuel ratio fault (fuel or air)
When fuel trims are better at higher rpm, rough idle, stalling, check for vacuum leaks using a smoke meter. When fuel trims are worse at higher rpm, check fuel pressure, fuel delivery, or for a MAF/MAP fault.
If the fuel trims indicate a weak fuel mixture, I normally keep snapping throttle to drive the fuel trims rich, if the signal goes to 0.8V then this indicates or points towards a rich mixture, there’s no need for a new O2 sensor, check for fuel issues.
An exhaust leak will normally give you positive fuel trims.
I always look at LTFT first to see if the PCM is doing its job correctly, or is it struggling to keep the air/fuel mixture ratio balanced correctly? This is one of the first checks I will perform when I have a poor running engine with no fault codes to help me. The fuel trims will help us to determine which side of the air/fuel ratio we need to focus on – are the exhaust gases showing a rich or lean condition?
This is where the 4-gas analyser comes into its own, checking the exhaust gases after burning the mixture in the combustion chamber. This makes it a lot easier to help you
diagnose and interpret the waste gasses at the tail pipe for finding faults. I love my 4-gas analyser, it indicates what is happening inside the combustion chamber and I can then interpret the exhaust gas readings to help me diagnose engine and fuel related faults.
Not all vehicle manufacturers use the same terminology to display their data PIDs within the information extracted with your scanner live readings, these are some you will come across that are different than what you are used to:
Scanner data PIDs on some vehicles use these figures –typically Subaru and some others
Air/fuel correction is the STFT data on the scanner
Air/fuel learning is the LTFT data on the scanner
"I love my 4-gas analyser, it indicates what is happening inside the combustion chamber... to help me diagnose engine and fuel related faults "
VAG Group Fuel Trims
Fuel trims at idle speed 800 rpm
Fuel trims at cruise speed 2,000-2,500 rpm
Fuel trims at idle speed using VCDS
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Group 032 Fuel data PIDs
Group 032 in your engine measuring blocks is the LTFT (Lambda control mixture adaption)
Group 033 in your engine measuring blocks is the STFT (Lambda control)
Adaption (idle) in group 032, the first field, is the value of the LTFT at idle speed for bank1 sensor1 in %
Adaption (partial) in group 032, the second field, is the value of the LTFT when the engine is under load for bank1 sensor1 in %
Adaption (idle) in group 032, , the third field, is the value of the LTFT for bank2 sensor1 in %
Adaption (partial) in group 032, the forth field, is the value of the LTFT when the engine is under load for bank2 sensor1 in %.
Group 033 Fuel Trims
Group 033 the first field is your STFT for bank1 sensor1, lambda control in%
Group 033 the second field is the sensor voltage for bank1 sensor1
Group 033 the third field is bank 2 sensor 1 STFT %
Group 033 the forth field is bank 2 sensor 1 voltage
The first two fields will have percentages. The first field tells the fuel trim at idle (Additive). The second field tells the fuel trim at elevated engine speeds (Multiplicative).
In general, an out-of-spec value in the first field (Additive) indicates a vacuum leak since it is mostly present at idle, when vacuum is highest. An out-of-spec value in the second field (Multiplicative) indicates a fault at higher RPM and may point to a faulty MAF.
I have also come across these on older VAG and some other vehicles:
Integrator = short term fuel trim
Block learn = long term fuel trim
128 = 0% fuel trim
Below 128 = taking fuel away (rich command)
Above 128 = adding fuel (lean command).
Nissan fuel trims
A/F Alpha -B1 , 100% = lambda 1 or 14.7:1 fuel ratio this is Nissan's total fuel trims above 100% = total correction
If you are confused with the above fuel trims you can instead go to OBD Global on the scan tool to get the generic data for the vehicle fuel trims. This is a lot easier, and this mode of fuel trims is not controlled by the manufacturer’s own data with its built-in strategy in the software in order that you can still drive the vehicle safely as it operates in a limp-home mode strategy.
The OBD Global is a generic mode that has real live readings not readings supplied by the vehicle manufacturer – this is very good for diagnostic purposes with true, live readings and is normally easier to interpret and understand.
In summary
We need to understand fuel trims and Air/Fuel ratio readings to help us diagnose vehicle faults correctly. If all manufacturers all had the same systems and components it would be much easier to test and fix vehicles more quickly and cheaply.
Testing systems and components is time consuming and difficult at times but we can get a lot of satisfaction by fixing the vehicle correctly, resulting with a very happy customer.
I hope this article helps with your testing and diagnostic skills. This knowledge and understanding of this subject has helped me on many occasions to test, correctly diagnose and fix vehicle faults with confidence, keeping the customer happy and avoiding costly mistakes.
Remember, knowledge is power.
Fuel trims at 2,500 rpm using VCDS
FEATURES
Oil: What happens when lubrication requirements are not met
P32
Filters: Mistakes that effect vehicle longevity, reliability and even safety
P36
Braking: 10 common situations and the resulting consequences
P44
Parts, Tools & Tips: Round-up of new parts, equipment and technical resources
Case study: The value of adding an additional step to your diagnostic process P26
The consequences of getting a mechanical component's lubrication needs wrong can dictate an expensive strip down to make good the damage.
The oily consequences of getting it wrong
We all know that cars suffer greatly if their lubrication requirements are compromised but what exactly happens? Rob Marshall, therefore, approaches some of the leading lubricant blenders and suppliers to find out.
While mechanical components do not last long without oil, their lives are also curtailed with the wrong oil. Yet, even if you get the product right, too much of a good thing can be harmful.
Valvoline asserts that overfilling causes a variety of negative symptoms, from strange noises to leaks and knocks. Extreme overfilling can cause hydraulic lock, which, with engines, can promote forces sufficiently high to bend connecting rods. Alliance Automotive, which partners with Valvoline for its 'NAPA' branded lubricants, states that this is why you should check the oil fill capacity, such as that found on the Valvoline lubricant advisor, and measure out the quantity.
This is a much safer technique, compared with filling up to the maximum mark on a physical dipstick. Valvoline highlights certain Mazda diesels, where a cross-hatch on the dipstick above the maximum fill line indicates an elevated level, caused by diesel contamination from DPF regenerations. Therefore, you do not fill the sump with oil to the end of this area.
With ignoring oil change intervals, Valvoline highlights that increased wear is caused by the oil thickening from oxidation, before turning to sludge. This degraded oil can cause stuck piston rings, resulting in compression loss. Blow-by gases then find their way into the sump, degrading the oil further.
More than just thermal management
GSF Car Parts highlights that neglecting coolant changes can cause overheating, because the coolant loses its capacity to regulate temperature, gradually. Its vital anticorrosion agents also diminish over time.
Just as with oil, using the wrong coolant has repercussions – but it is so easy to do, with so many differing chemistries. GSF says that mixing different coolants can lead to the solution solidifying within the engine, as well as not providing the suitable anti-corrosion properties that are so crucial in modern mixed-metal engines
Stirring the cogs
Liqui Moly says that, if the gearbox oil is not changed, according to the manufacturer's instructions, the gearbox will not last. Over time, particles build up and the oil loses its lubricating properties. Should lubrication within the gearbox be compromised, high wear levels of wear and overheating results. GSF Car Parts adds that operational issues include rough shifting, difficulty engaging gears, grinding noises and, ultimately, transmission failure.
Concerning units that are claimed to be sealed for life, Liqui Moly advises that 'Lifetime' means the maximum distance for which the lubricant was designed. This lifetime can be shortened significantly by high loads (such as towing) and a lubricant change should be considered on a vehicle-specific
www.ukla-vls.org.uk
"Just as with oil, using the wrong coolant has repercussions, but it is so easy to do, with many differing chemistries"
basis. Exol Lubricants states that 'Life' refers to the warranty period and technicians can change the oil after that time has passed.
Automatic transmissions
Meyle adds that the term that the intent behind terms, such as 'lifetime fills,' or 'maintenance-free' is different to the reality. Just checking for leaks and verifying the oil level alone, as manufacturers recommend, is insufficient and can have serious consequences. This is because automatic transmission oils degrade, especially those fitted with wet clutches, where deposits accumulate within the oil. Meyle, therefore, recommends transmission oil changes every 50,000- 75,000 miles.
Using an incorrect fluid can lead to inadequate lubrication, overheating, and even transmission failure, says GSF Car Parts, and a transmission oil flush may be an insufficient repair solution, so be doubly sure you use the correct fluids.
Verification of Lubricant
Specifications is an independent trade body here to protect you by investigating performance claims made on lubricant products so that you and your customers can be assured that the oils you use are what they say and can do what is claimed.
If you have concerns about a lubricant, report
or admin@ukla-vls.org.uk
Making life easier
The consequences of not making life easier increase the risk of mistakes. Since launching its first automatic transmission oil change kit over a decade ago, Meyle has expanded the range to several hundred product lines, covering over 15,000 vehicle applications. These contain not just oil and filters but also the necessary seals, bolts and plugs.
Yet, Meyle gifts workshops the flexibility of choice. Its standard kit comprises the precise quality of oil, allowing you to perform an exact oil change, accurately and quickly.
The Meyle Extension Kit contains the total fluid capacity of the relevant transmission, plus a small reserve quantity. Meanwhile, Meyle's Short Kit comes without transmission oil, which repairers might find useful, when a flushing operation is required.
Meyle figures that its oil change kits save workshops time, due to the relevant components being included together, and make the filling procedure easier and tidier.
Data advice
The consequences of getting the wrong data can be catastrophic. GSF Car Parts, a supplier of many oil brands to workshops all over the UK, advises that it collects lubrication data through Haynes Pro, Autodata, and Alldata, because each one offers individual advantages. Additionally, quality lubrication blenders offer vehicle registration and VIN search tools. If a garage lacks access to these systems, they can reach out to their local motor factor, which can perform the lookup and supply the appropriate lubrication information.
Watching for the C
Garages that work on later cars are aware that oil is becoming almost bespoke. The latest low-capacity turbocharged engines have introduced new challenges for oil, including the need to prevent damaging Low-Speed Pre-Ignition (LSPI) and protect timing chains.
While you should prioritise oils that comply with the manufacturer's technical standards, be aware that the ACEA C ratings continue to be uprated. Initially, they applied to diesels with particulate filters but many modern petrol engines require low-SAPS oils, too.
The Verification of Lubricant Specifications (VLS) advises that ACEA C5 was published first in 2016 but it did not include any specific tests to evaluate cam chain wear and LowSpeed Pre-Ignition (LSPI) performance.
This situation was resolved, with the creation of two further performance categories, ACEA C6 (2021) and ACEA C7 (2023), in response to emerging requirements from carmakers' new engines.
The VLS advises that, if an engine manufacturer specifies oil that follows ACEA C6, or C7, performance standards, you should follow this instruction. The consequences of not doing so could lead to increased cam chain wear and increase the potential for LSPI, both of which can cause severe mechanical damage.
Yet, LSPI and timing chain protection are not the only performance requirements within the ACEA C6 and C7 standards. The VLS advises that you must not presume that these latest classifications are backwards-compatible with older engines, so be aware.
What about the classics?
It is not easy to decipher which oil is suitable for a classic car. While owner manuals can give an idea of viscosity, the oil specifications (API or ACEA) might have become obsolete. Car clubs, or a knowledgeable owner, might be able to offer advice. Yet, so too can specialist suppliers, such as Motul. Even if you get the viscosity right, the additive pack might be inadequate. Unlike contemporary engines, those fitted to classics need high levels of anti-wear additives that, if used on a modern car, would poison the catalytic converters.
Motul advises, therefore, that you avoid generic oils with no API/ACEA grades. Consider too that classic cars require oils with high ZDDP levels and, usually, relatively few detergent additives, compared with the low-viscosity, extended oil drain lubricants that modern engines need.
Motul cautions against using oils for different applications. For instance, employing a motorcycle oil of equivalent viscosity in a classic car may degrade the rubber seals, not possess sufficient anti-wear additives and it could foam excessively, resulting in metal-to-metal contact.
The situation is not limited to just engine oils. Motul reports that, historically, GL-5 gear oils contained aggressive antiwear additives, which attacked components made from yellow metals, such as manual gearbox synchronisers that required GL-4 oils. The consequence was premature wear. Garages, therefore, must be mindful of this. Motul explains
that additive technology developments have resulted in multi-rated oils. Therefore, if you see a gear oil claiming compatibility with both GL-4 and GL-5, these should be safe to use in gearboxes/differentials requiring GL-4.
Motul also says that classic cars can benefit from modern additives and highlights that its range includes fuel stabilisers for stored vehicles, a dedicated classic engine oil flush and a valve-seat recession guard for cylinder-heads that have not been converted for unleaded fuel use.
THE OIL YOUR ENGINE DESERVES
Find the right Motul product for your vehicle
Engine flush – finding the compromise
Many technicians agree with Kalimex that regular oil changes are essential to protect the engine. Yet, without incorporating a quality oil flush into an oil change service, contaminants will remain in the system, reducing the benefits provided by the fresh lubricant. The consequences include fuel consumption, higher emissions and, ultimately, shorter engine life.
Yet, the chemistry behind flushes varies, dependent on which brand you choose. JLM Lubricants reports that, generally, solvent-based flushes dissolve heavy sludge and
carbon deposits quicker and, therefore, are more effective on dirty engines, because they can loosen stubborn deposits that oil-based flushes might not. So then, why does JLM Lubricants not offer a solvent-based flush? The reason is safety. While very effective, solvent flushes can attack rubber seals and affect the fresh engine oil's ability to protect. These consequences mean that JLM Lubricants adopts oil-based flushes. While it admits that the detergents and dispersants additives offer milder cleaning, they are safer to use and compatible with engine oil. JLM reasons, therefore, that it has struck the right balance between effectiveness and safety.
VLS urges workshops not to cut corners on oil quality
The lubricants trade body, the Verification of Lubricant Specifications (VLS), is urging workshops not to be tempted to use poorer quality oils amidst rising costs this year
According to the latest annual survey of workshops from The Motor Ombudsman, when asked about their main operational challenges during the year, 69% responded ‘Having to raise prices to stay profitable’. Looking ahead to 2025, 89% said rising operational costs, taxes and energy bills were the main challenges going forward.
Harald Oosting, Chairman of VLS, comments, “Economic pressures are hitting workshops and motorists hard, and the current UK economy has yet to show strong signs of growth. Workshops will be looking to save costs wherever they can, but we urge technicians to ensure they are using quality engine oils and the correct oil for every vehicle they service.”
“Poor quality or the wrong oil can cause damage to emission control systems, accelerated wear in gears and bearings, formation of piston deposits leading to increased maintenance costs and if left unchecked, eventual engine failure.
“Modern vehicle engines require sophisticated lubricants using advanced chemistry. Even the slightest change in the formulation has the potential to cause engine damage over the long term. When selecting the correct lubricant,
technicians must look beyond the viscosity to market standards such as those of ACEA and OEM specifications and be careful with generic OEM claims such as ‘Suitable for Use’ without checking the necessary underpinning technical data that supports the claim.
“Compared to standard formulations, cheaper products might contain reduced quality base oils, fewer additives or even untested additives. This can significantly affect the lubricant, resulting in poor or possibly even dangerous performance compared to genuine products.”
VLS says it is also important that workshops help customers understand why they shouldn’t put off vital engine oil servicing. If the vehicle’s software is telling the driver that the car needs servicing, it should be addressed. Drivers with older vehicles need to know the recommended service and oil drain intervals and stick to them. Putting it off might seem like a short-term saving, but it could result in engine damage and high repair bills that could have been avoided.
Harald states: “Technicians must be aware that older vehicles are just as susceptible as newer models to problems if the wrong oil is used. Using the right oil is just as important for a 20-year-old car as it is for a two-year-old vehicle. Workshops should always check and use the correct product, whatever the vehicle and its typical usage.”
https://ukla-vls.org.uk/
Castrol enhances protection for Stellantis vehicles
Castrol MAGNATEC 5W-30 P has been formulated to meet the new engine oil specification from Stellantis, and is suitable for a large proportion of Peugeot, Citroen and DS vehicles on the road.
It is designed for engines such as EB2 GEN 2 and is also compatible with EB2 Turbo GEN 1 and GEN 2, DV5R, and DW12RU covering 83% of the Citroën vehicle parc, 78% of Peugeot, and 44% of DS Automobiles. The new product is also compatible with a select number of Vauxhall, Fiat, Toyota and Mitsubishi vehicles.
Castrol analysis shows that 75% of engine wear happens at the start of a journey and continues when cars accelerate, slow down and when idle in city driving.
The formulation creates a protective barrier at metal contact points, reducing abrasive wear, managing piston deposits to minimise cylinder liner wear, and protecting engine bearings from corrosive damage. It also helps to maintain timing chain tension and engine synchronicity by minimising chain damage and elongation.
Many filters are service items and most types are relatively simple to replace. Yet, making mistakes will have consequences for vehicle longevity, reliability and even safety.
The consequences of compromised filtration
Can filtration errors really have noticeable consequences? You bet they doas Rob Marshall discovers
It is not common knowledge that one of the biggest threats to low emissions, optimum fuel economy and vehicle life is contamination. Decent and effective filtration, therefore, is a vital line of defence. Yet, this protection will be weakened by errors, caused at either workshop level, or the ordering stage. Therefore, a fault might have compromised filtration at its roots.
Oil Filters
The bilstein group reasons that replacing the oil filter correctly, on time and with an OE-quality brand goes hand-in-hand with changing the engine oil. Should the filter change be neglected and the filter media blocked, a bypass valve should activate to maintain the flow of oil, albeit unfiltered. Yet, Comline warns that this would not protect against a poor-quality filter failing, the result of which could be engine damage, or even failure. Elderly metal spin-on filters can also corrode and leak.
Blue Print Parts
Are you?
The Blue Print range consists of 160 product types and more than 27,000 spare parts. All parts go through extensive testing to reach OE specification, meaning a perfect fit, every time.
Across
1. An electrical part that prevents your wheel from locking-up (3,6)
3. This prevents any dust and debris from entering the engine (3,6)
5. Used in diesel engines, they don’t produce a spark, but they help aid the combustion process and cold starts (4,4)
6. Rubber components that looks a bit like a coat hanger. They also help clear your windscreen of debris (5,6)
7. This component screens out debris and impurities from diesel and petrol before it travels into the engine (4,6)
8. These are made of a friction material to stop a vehicle (5,4)
9. A set of vital components that engages and disengages the power between the engine and the gearbox (6,3)
Down
2. A service component that can make a mess when it’s removed (3,6)
4. An integral part of a vehicle’s drivetrain, it transmits torque from the engine to the wheels (5,5)
9. A selection of parts that replaces a worn cover at the end of the drive shaft (2,4)
Win with Blue Print
Anagram Competition:
Once you‘ve finished the crossword, use the letters in the grey boxes to discover the winning word...send the word to Fen-marketing@Bilsteingroup.com for a chance to win some Blue Print branded clothing!
*The winner will be picked at random and contacted via email.
Register for a FREE account by scanning the QR code or visit: partsfinder.bilsteingroup.com
FILTERS
UFI describes other symptoms of a blocked oil filter as including excessive oil consumption, low oil pressure and even leaks.
Mahle Aftermarket appreciates that, although garages have fitted many filters with no issue, vital installation steps can be missed. These include not oiling fibre-topped filter tops before installation, using unsuitable tools, twisting rubber O-rings and not following tightening torques.
UFI also reminds us about the importance of replacing the oil filter earlier than the manufacturer's recommendations, should the vehicle be subjected to 'extreme' conditions. These include frequent short-distance trips that degrade the engine oil faster.
Air Filters
GSF Car Parts highlights that the resultant airflow restriction, caused by a blocked air filter, can result in diminished power, decreased fuel efficiency, rough idling, and possible harm to engine parts from dirt and debris. In extreme situations, it may even activate the Management Indicator Lamp. First Line reminds us of the environmental impact of increased exhaust pollutants. Naturally, a restricted inlet can also be responsible for excessive DPF regenerations.
Technicians can also hasten filter blockage, by not cleaning out the filter housing, says UFI. Not ensuring that the replaced filter is sealed perfectly at its edges, not using an identical replacement, or forgetting to secure air ducts properly can also compromise filtering effectiveness.
UFI reminds technicians that some cars possess a filter fascia warning symbol that indicates a clogged air filter. Should this not be reset after filter renewal, it could trigger a MIL lamp, resulting in performance issues, increased fuel consumption, mechanical wear and excessive tailpipe emissions.
Diesel Filters
Mahle Aftermarket emphasises the importance of changing diesel filters regularly because condensation accumulation can cause the water to be pulled through the fuel system. The result is high-pressure fuel pump and injector damage, owing to a lack of lubrication and corrosion. First Line comments that the driver may also experience reduced engine efficiency and decreased fuel economy, while misfiring and power loss faults might be encountered.
GSF Car Parts elaborates on additional complaints, caused by limited fuel flow. These include difficult starting and stalling, which could be accompanied by a MIL.. The firm says that key technician errors include neglecting to relieve pressure in the fuel system, before disconnecting the lines, plus securing the new filter improperly and spilling fuel during the process. Furthermore, using an incorrect filter and not priming the system of air before starting the engine can all result in fuel leaks, diminished engine performance, or difficult starting. The bilstein group says that incorrect fitting, including not installing O-seals correctly, is a typical error, as can not following official bleeding procedures.
Crankcase Ventilation Filters
Mahle Aftermarket explains that 'blow-by' is combustion gas that has seeped past the pistons and into the crankcase. While some blow-by is normal, the crankcase ventilation system keeps the pressure manageable, by rerouting these gases back into the combustion chambers. A breather filter,
"While we admit that a blocked, or incorrectly installed, cabin filter might not cause mechanical damage, it fulfils an important safety function"
or oil separator, purifies these blow-by gases, before they are routed into the inlet. Over time, these filters can clog (especially if servicing has been neglected) raising crankcase pressures.
GSF Car Parts adds that typical consequences include oil leaks, reduced engine oil life, curtailed engine performance, elevated fuel consumption and oil leaks.
Pollen Filter
While we admit that a blocked, or incorrectly installed, cabin filter might not cause mechanical damage, it fulfils an important safety function.
UFI advises that, while the standard rule is annual replacement, consider shorter intervals, since the rate of wear is accelerated in dusty conditions, such as dry farm tracks. The consequences of not doing so, says UFI, are the passengers developing allergy symptoms, or the driver suffering from fatigue and poor concentration on long journeys. Further indications that the pollen filter is clogged (or damaged) include unpleasant odours, evidence of pollen particulates within the cabin and poor demisting. The bilstein group claims that the latter point is especially prevalent in the UK's damp climate. Mahle Aftermarket adds that contamination build can also accumulate on the conditioning evaporator, too, causing smells, or even air-con flu.
Neglect is not the only consideration: poor fitting technique can also be responsible. To be fair, access on some cars is pitiful, making it almost impossible not to twist the new filter, risking damage. Yet, some fitting errors are easier to avoid.
GSF Car Parts says that not checking the filter's orientation before installation, using an incorrectly sized replacement, overlooking the need to securely fasten the housing cover, installing the filter in reverse, leaving debris in the filter housing and not adhering to the proper access procedure for the vehicle model can all result in ineffective filtration, or even harm to the HVAC system.
Even with bread-and-butter brake friction and hydraulic work, it is worth evaluating the consequences of not keeping up to date and evaluating your working practices.
Braking – what might happen?
While viewed, generally, as slotting into the fast-fit category, there are many processes involved with friction brake repairs. Rob Marshall picks ten common situations and asks, 'What might the consequences be?'
Whether under pressure from customers to cut repair costs, been let down by your parts supplier, or simply under time pressures, situations occur that might not be ideal. Yet, so what, if the braking system still works? As the most common customer complaint is noise, which is not always an indicator of a dangerous problem, it may be worth taking precautions to ensure that you are not responsible. Yet, it is not always clear what the result of certain actions might be. Therefore, we selected ten scenarios and asked leading suppliers of brake componentry what the consequences are of:
1. Renewing pads without replacing discs
Brembo admits that it is acceptable to replace the pads without changing the brake discs, providing that the discs are not too worn. This is established if the thickness of the braking surface is not near, or below, the minimum specification value, established by the manufacturer. While this figure is indicated on the external diameter of the disc (as pictured on a Comline disc), corrosion might have made it impossible
to read. While DriV, owner of the Ferodo brand, recommends that discs and pads are renewed together, it also endorses technicians measuring the disc thickness, should they be thinking of retaining it.
Meyle explains that used brake discs can possess grooves that may be caused, for instance, by small stones, meaning the friction surface is no longer completely flat. Corrosion causes the same issue. A disc surface that is not flat creates a poor contact surface against the new brake pad, which can exert excessive stress on the friction material, resulting in too much heat being generated. The disc can also overheat, creating hot spots and warping. The net results are excessive noise and shorter pad life. For the driver, the braking distances can increase. ZF (owner of the TRW brand) admits that, while it is not uncommon to fit new pads onto worn discs there is a greater likelihood of poor pedal feel and the increased risk of pad knock-back, giving reduced initial performance and efficiency. This situation occurs, when the pads move too far from the brake disc surface, leading to poor initial brake application and extended stopping distances. There is also the possibility of inducing judder, due to excessive disc run, as well as reduced pad life and uneven pad wear.
First Line asks garages to consider that, because not renewing pads and discs together means that both the new pads and existing disc wear at faster rates and will need replacing more frequently, (plus considering the extra labour needed to assess the discs properly) it may be a false economy not to replace both components together.
2. Not checking, or renewing ancillary parts
When fitting brake pads and discs and rear shoes, TMD Friction says it is essential that new ancillary components are fitted. It reasons that brake pad accessories, such as anti-rattle clips, shims, and wear sensors, play a vital role in the braking system's overall performance and longevity. Anti-rattle clips and shims help also to reduce vibrations and noise, ensuring smoother and quieter braking.
As these accessories secure and align the brake pads, they extend the lifespan of both the pads and discs, minimising costs for the car owner. As they assist braking forces to be distributed evenly, these parts provide consistent and reliable braking performance, paying dividends for the customer, especially in emergencies.
ZF agrees, adding that, when replacing any parts, the manufacturer's guidance must be followed. It highlights that pad 'knock-back' can also be promoted by not replacing the necessary sliders, shims, retaining pins and anti-rattle springs.
Both TRW and First Line say that flexible brake hoses are also overlooked, especially the metal ferrules that connect the flexible hose to the metal brake pipes, which can corrode. Perished rubber components can also balloon under pressure, as they lose their flexibility, and might even burst in extreme situations. Internal collapsing can also occur, causing brake binding and overheating, tricking the technician into thinking initially that the calliper(s) are to blame.
3. Using low-quality braking components
The Alliance Automotive Group (owner of the NAPA and Apec brands) highlights that regulation ECE R90 ensures that all brake pads perform adequately for safety reasons. Yet, as our prior investigations on this topic have shown, some manufacturers look at these basic rules as targets, not starting points.
Ferodo says that a pad with too hard a compound will increase noise and disc wear, whereas another with an excessively soft formulation will cause poor braking performance and high pad wear rates. Additionally, the wrong combination of materials can lead to significant variations in friction coefficients as the temperatures change. The consequences are, conclude Ferodo, longer braking distances, low braking efficiency at high temperatures, increased noise and elevated pad and disc wear. Meyle adds that it has found cheaper components not only corrode prematurely but it has also, worryingly, seen fiction linings detach from their metal backings.
ZF emphasises the importance of considering OE performance. It justifies its stance by pointing out that ADAS systems have expected stopping distances and braking forces programmed into their algorithms from the factory. Therefore, installing non-OE quality parts that may lengthen stopping distances could prevent an ADAS system, such as active emergency braking, from being fully effective.
4. Inadequate cleaning
TMD Friction acknowledges that workshop time is precious but cleaning is one task that can be overlooked, or deemed unnecessary. Yet, this can cause future problems. One of which is disc thickness variation. This condition occurs, usually, after a few thousand miles have elapsed and is caused by unintentional contact between the brake pad and the brake disc. The driver might notice vibration, or judder, but DTV can develop into overheating, or poor brake release behaviour, if ignored.
BRAKING
Workshops, therefore, should ensure that contact surfaces and callipers are dirt and rust-free, prior to cleaning and inspecting the hub. With a new brake disc fitted, a dial gauge should be used to check for any potential lateral runout, which must not exceed 0.07mm.
Consider other areas, too. GSF Car Parts says that the exposed parts of the ABS/ESP system collect dust and dirt, impairing its effectiveness, or even causing malfunctions. Alliance Automotive advises thorough inspection and cleaning of both carrier points and slider pins as essential but it cautions against being too aggressive and removing metal, rather than just dirt and corrosion.
5. Using copper grease
Old habits refuse to die, considering how many garages insist on using copper grease on the braking system. GSF Car Parts warns that a chief consequence is electrical interference but agrees that this is not the only reason.
TMD Friction stresses that copper-based lubricants prevent the pads from moving freely. Consider too that copper grease is an anti-seize compound, not a lubricant. The result is drag and premature wear. Not only can it react with steel and aluminium but also, as Alliance Automotive alludes, it attacks rubber seals and gaiters, even on classic vehicles. So, what product should you use? Alliance Automotive recommends silicone-based grease for slider pins, because it will not affect the rubber components and it repels moisture. Meyle recommends a ceramic lubricant for parts exposed to higher temperatures, as pictured. Similarly, TMD Friction recommends its CeraTec, which features temperature resistance up to 1,000°C, contains no solids, is pressureresistant, electrically non-conductive and copper-free.
6. When replacing brake pads or discs, what are the consequences of not fitting directional pads correctly, or as per the instructions?
Improper directional brake pad installation, including positioning them with the arrow facing the wrong way in relation to forward wheel rotation, can be responsible for uneven wear on both the pads and the brake disc, reports GSF Car Parts. This misalignment may lead to decreased braking efficiency, increased noise, such as squealing, and an overall decline in braking performance. Ferodo finds that vibration may be encountered under braking, too.
7. Not replacing brake fluid
Alliance Automotive describes that the recommended intervals for changing brake fluid vary tremendously. For instance, Chevrolet called for a brake fluid change on most of its models every 45,000 miles, while Honda states every three years, regardless of the vehicle’s mileage. Three years remains the recommended interval for most Volkswagens. Mercedes-Benz calls for fresh fluid every two years, or 20,000 miles. Ford, Hyundai and Toyota, among others, do not provide a replacement interval, only instructions to inspect it periodically. GSF Car Parts reasons that this latter vagueness confuses both owners and workshops.
Conventional brake fluids attract and absorb moisture from the atmosphere, via the cap and flexible rubber hoses. Over time, this decreases the boiling point and raises the corrosion risk. As the moisture content rises, the brake fluid's boiling point will reach a critical level, where it becomes dangerous. After all, a proportion of the heat, generated from the friction between pads and discs, will be transferred into the brake fluid, increasing its temperature. Should the fluid get close to its boiling point, gas bubbles will form. Unlike liquid, gas is compressible. Consequently, when the brake pedal is pressed, all of its travel might be employed in compressing the vapour and not applying the brakes. This phenomenon is known as ‘vapour-lock’, or ‘brake fade’, and is extremely dangerous.
Therefore, the lower the boiling point, the greater the danger of vapour-lock occurring.
TechMate recommends that brake fluid is tested with a device that boils the brake fluid at every service and brake repair. It states also that brake fluid should be replaced every 2 years, or when the boiling point drops below 200°C. If the boiling point reads below 180°C then the brake fluid should be replaced.
8. Not instructing drivers to bed-in new brake pads
After replacement, workshops must perform a road test, says Brembo. Prior to collection, the customer should be advised that the new parts are bedded in over the next 200 miles. Brief and gradual braking permits proper alignment of the pad surface and disc surfaces. Sharp, or violent, braking can cause both friction surfaces to overheat, compromising their long-term integrity and the performance of brakes. Juratec comments that braking aggressively can cause the pads to glaze, creating a smooth, hardened surface that reduces
friction and, therefore, braking performance. Brakes that have been bedded-in correctly will not just perform better but also will be less prone to noise and will last longer. It is also worth noting that some brake pads, such as TRW's Cotec and Apec's Red possess surface coatings that aid and reduce the bedding-in process.
9. What are the consequences of not upselling?
Even with braking, upselling is beneficial, provided you are well-informed and align your recommendation with the customer's needs. ZF highlights its TRW Dtec range of pads, for instance, which retain OE performance but produce 45% less brake dust, which would be of benefit to owners of cherished vehicles, or show cars.
Yet, be wary of high-performance, or motorsport pads and discs. ZF advises that racing pads are designed for optimum performance under heavy or extreme braking, such as for track use. This, ZF says, comes at a significant detriment to everyday social/domestic road capability, because these parts tend not to perform optimally on public roads. Some of these parts may also not be ECE90 approved, meaning you are making your customer's car unroadworthy, by installing them.
While you can upgrade DOT 4 brake fluid to DOT 5.1 to increase the boiling point and, therefore, the safety margin, be very careful of upgrading to DOT 5 silicone. While it does not absorb moisture, DOT 5 is slightly compressible, plus converting the system tends to dictate that every rubber seal is replaced.
10. When replacing brake pads or discs, what are the consequences of not considering health and safety (such as blowing out dust, not wearing skin protection et al).
We close this feature with GSF Car Parts emphasising the importance of keeping safe. Working beneath vehicles without supporting them properly increases your risk of severe injury and braking system work exposes you, especially to dust. Consider that breathing in these particles can worsen pre-existing respiratory ailments and also irritate your eyes. Never blow out the brakes with an airline; use brake and clutch cleaner, instead. Safety goggles, a dust mask/respirator and gloves are also recommended.
Best practice for brake pad and disc replacement
Although replacing brake discs and pads is a routine task, Motaquip believes there are scenarios that can test even the most experienced technicians – here, its team of experts provide best practice tips to ensure customer satisfaction.
Rust and corrosion
Problem: Rust can buildup on brake discs, often because of moisture or road salt, which can make removing the discs from the hub difficult.
Solution: Apply penetrating oil, use a rubber mallet or a specialised puller. In severe cases, carefully apply heat to loosen the disc. Future issues can be prevented by fitting Motaquip coated discs, which feature an anti-corrosion coating that prevents rust and makes the replacement process simpler.
Seized or stuck fasteners
Problem: Bolts or screws may seize due to rust or overtightening.
Solution: Use penetrating oil, an impact driver or heat to free the fasteners. As a last resort, try drilling them out!
Damaged or warped hubs
Problem: If a hub is dirty or uneven, this can result in improper disc seating, causing wobble or vibration during braking.
Solution: Clean the hub with a wire brush or abrasive paper. Check for runout using a dial gauge. For severely damaged hubs, replace them with a Motaquip hub assembly, which comes as a complete kit for a simple fit.
Incorrect installation
Problem: Misalignment or failure to torque bolts properly can lead to uneven braking or damage.
Solution: Follow the manufacturer’s installation procedures and always use a torque wrench.
Brake pad issues
Problem: Combining old or incompatible brake pads with new discs can cause uneven wear or poor performance.
Solution: Always install new brake pads when replacing discs and fit them using axle sets. Motaquip’s R-90 approved brake pads complement its coated discs for outstanding stopping power.
Runout and vibrations
Problem: Excessive runout, when new discs are installed, can cause brake judder.
Solution: Measure for runout and replace any components causing misalignment.
Underlying issues
Problem: Hidden problems, such as wheel bearing failure or improper alignment, can lead to repeated failures.
Solution: Inspect the entire brake and wheel assembly system to ensure bearings, alignment and hydraulics are in good condition.
Post-installation, communicate clearly with customers on the proper bedding-in techniques – in short, observing gradual, progressive braking within the first 200 miles.
https://motaquip.com/braking/
Apec Automotive details the steps that should be taken to prevent brake judder
Pre-inspection
Test drive the vehicle prior to removal of any parts to confirm any symptoms.
Visually inspect the tyres. The symptoms of uneven tyre wear, radial separation and damage to the tyre can be mistaken for brake related issues. Check the condition of the wheel bearings. A worn bearing can also cause excessive lateral runout, which may cause the brakes to pulsate or pull.
Examine the steering and suspension bushes and joints for any free play. Worn steering and suspension bushes will not be able to absorb vertical and lateral forces produced by the vehicle when braking and can cause juddering.
Removal
Check that the pads can move freely in the caliper carrier, corrosion build up can cause the pads to seize. Inspect the caliper fingers and piston contact points, excessive corrosion can cause pad misalignment. Completely remove the caliper to enable inspection of both sliders. Deteriorated sliders and rubber boots can prevent free movement. If in doubt, renew. Manually retract the caliper pistons to check for free movement.
Measure the brake discs, using a micrometre, in at least 8 different equidistant points around its perimeter, 2.5mm from the outer edge. A brake disc that exceeds the manufacturer’s tolerances (see note overleaf) of thickness variation will result in brake torque variation resulting in brake judder.
Anything interrupting free movement of brake components will interrupt the even material transfer process, leading to excessive DTV eventually resulting in brake judder.
Preparation
Remove corrosion from the caliper carrier, caliper fingers and piston contact points using a tool that will not compromise the metal. Inspect the hub and thoroughly clean the corrosion build up to bare metal using a tool that will not compromise the metal.
Treat and protect all the above surfaces, by applying a wash proof, metal free lubricant with a high melting point to prevent galvanic corrosion.
Completely remove all sliders to enable through cleaning of the sliders and their cavities. Treat and protect the sliders, by applying rubber compatible lubricant that repels moisture to ensure free sider movement.
Corrosion build up alters the tolerances of braking components, please see our article Corrosion and how it affects braking systems for a detailed explanation.
Refitting
Brake discs must always be replaced as an axle set to ensure braking consistency. Clean the disc and mounting surface - a foreign object, trapped between the mounting surface of the disc and the hub will cause excessive lateral runout, leading to excessive DTV and eventually brake judder.
If equipped with a disc locating screw, renew and replace. The screw secures the brake disc and prevents contamination entering behind the brake disc. Mount and secure the disc and check for disc run out using a DTI gauge, this should be no more than the VMs tolerances. The precise threshold varies from model to model, dependent upon the general compliance built into the vehicle’s braking, suspension and steering systems. Anything more than this will cause excessive lateral runout of the brake disc, leading to DTV and eventually judder.
Examine and thoroughly clean the contact surface of the wheel before refitting. Contamination or poorly refurbished allow wheels will cause excessive lateral runout leading to brake judder. Torque wheel bolts to the correct torque following the correct sequence. Incorrect torque could damage the disc hat and distort the hub contact surface, causing excessive lateral runout leading to brake judder.
Aftercare
Follow the recommended bedding-in procedure that is detailed in the Bedding-in and Material Transfer Process article, these, and more, can be found at https://apecautomotive.co.uk/techmate-guides.
PARTS, TOOLS & TIPS
New products, fitting tips & technical advice to ease fault-finding and installation
Ignition parts showcase
Niterra UK’s NGK Ignition Parts catalogue showcases its full range of spark plugs and glow plugs and includes comprehensive listings for modern vehicles, in addition to classic car applications.
Previously, these classic applications could only be found online but due to increased demand and a growing vehicle parc of what now qualifies as a classic, these have been included in the print version too. More than 9,000 vehicles are covered, with nearly 550 spark plugs and over 140 glow plug part numbers.
UK Technical Service Manager, Ron Merralls, explains: “We know there is still a place for physical catalogues in the workshop, which is why we work hard to ensure they include the most data possible… More modern vehicles than ever (covering 1990 to the present day) can be found in the front of the catalogue as usual. Recognising the demand for our spark and glow plugs for older vehicles and the huge resurgence in interest in the classic car market, we now include applications from 1903 to 1990 in the rear of the catalogue. For each, we show the original specification spark plug and also any relevant upgrades.”
The new catalogue is aligned with the NGK Part Finder website and garages can secure a hard copy by emailing info@ngk.co.uk
A brighter journey
Apec Automotive has introduced over 400 parts into its new lighting unit collection, incorporating headlights, rear lights and fog lights.
Each unit meets OE specifications and has been rigorously tested within the laboratory and on road tests to ensure reliability. The parts are fully compliant with European regs and 3-mark certified and come with a 3-year/36,000 mile warranty.
https://apecautomotive.co.uk
Online braking Academy is launched
Textar introduces a new online training programme for the latest developments in braking technology and best practice advice, and the first 500 to sign up to the e-learning platform will receive access completely free of charge.
Other key features of Textar’s Virtual Academy include easy-to-follow videos, tutorials, FAQs, evaluations and much more, to help bridge the skills gap within the automotive industry. The platform provides product training for replacing, maintaining, and servicing brakes. Courses are designed to develop practical skills for all levels, from experienced mechanics and technical managers to apprentices and students. Participants also receive a training certificate after completing a course.
https://tva.textar.com/bestinbraking/uk
Single bearings to complete kits with hub
More than 725 wheel bearing kits are available from febi, for popular vehicle applications, including 50 for applications that use a single bearing, for an economical repair.
Over 390 wheel bearing kits contain all the accessories needed for a complete repair, including kits with ABS sensors. Over 330 kits are offered with the ABS sensor ring included and over 255 offer the complete kit with hub, for the simplest repair, minimising labour costs.
All febi replacement parts come with a 3-year manufacturer guarantee.
Hybrid focus for sensor programme
Valeo has nearly doubled the size of its camshaft and crankshaft ranges in the last 18 months, with a strong focus on hybrid and plug-in hybrid vehicle coverage. It has also extended its exhaust gas temperature sensor and mass airflow meter sensor offering.
180 new references were added to its camshaft and crankshaft range in 2023, with another 85 references introduced since April 2024, taking the total up to 570 references. Vehicles covered by the expansion include the Hyundai Kona Hybrid 48V and the Citroën C5X plug-in-hybrid.
Valeo’s exhaust gas temperature (EGT) sensor range has also been doubled in size since May, with 145 newly added references bringing the total portfolio up to 265 references. Vehicles covered by this range expansion include the Audi Q5 Sportback mild hybrid and Volvo XC60 II mild hybrid.
Valeo’s mass airflow meter (MAF) sensor range has also almost doubled to 240 references, catering for vehicles such as the Volvo XC60 II T8 plug-in hybrid and Peugeot 408 II Hybrid 225. www.valeoservice.co.uk
DIAGNOSTIC & BATTERY INNOVATION
VW, BMW & Vauxhall models top list for most-sold ignition coils
HELLA has revealed its best-selling ignition coils, with parts for the Volkswagen Polo, BMW 3 Series and Vauxhall Corsa currently topping the list of most popular parts in this segment.
“The Volkswagen Polo has been a consistent best-seller in the UK since the 1970s,” said Matthew Smart, Head of Electronics at HELLA, “so it is no surprise that an ignition coil for the vehicle is among our fastest movers. Equally, the BMW 3 Series is one of the most sought-after premium saloons on the market, and garages regularly work on them as a result. Lastly, the Vauxhall Corsa has been one of the top selling cars in the UK since first being launched here in 1993, so garages will be regularly seeking parts for this vehicle.”
Its entire ignition coil range totals 400 individual parts, compatible with thousands of vehicles stretching back several decades up to the present day.
https://www.hella.com/techworld/uk/
Changing repair landscape
First Line has expanded its range of electric and hybrid vehicle components to meet growing demand, and now offers 3,000 references for hybrid models and a further 1,500 for electric vehicles, including the popular MG EV models.
Kelvin Olds, Product Director at First Line, said: “The automotive landscape is changing rapidly, and the aftermarket must adapt to the demands of the modern vehicle parc. We’ve invested heavily in our EV and hybrid range, which now spans critical categories such as braking, steering, suspension and wheel bearings, ensuring we are well-positioned to support the next generation of vehicles.”
LKQ Euro Car Parts has partnered with Autowave – a leading automotive locksmith distributor – to support independent garages in providing key cutting, programming and cloning services.
Customers will be able to access Autowave’s equipment and the LKQ Academy’s training to help meet the growing demand for high-quality replacement keys. This includes an accessible key programming starter kit that covers 85% of the UK car parc, developed by the Workshop Solutions team at LKQ Euro Car Parts, in collaboration with Autowave.
The kit includes a full suite of devices for key cutting, programming and cloning, including the XHorse Dolphin XP005L (Dolphin II), an automatic key-cutting machine ideal for fast, accurate key cutting. It features self-calibration, a comprehensive key database and free online updates.
The kit also includes the OBDStar Key Master G3, the latest advanced key programming tool supporting cars, marine and motorcycle applications, and the XHorse Key Tool Max Pro, which offers key programming and transponder functions.
Meanwhile, LKQ Euro Car Parts also provides Autowave module cloning and airbag reset tools, including the OBDStar P50 Airbag Crash Data Tool for reading and clearing airbag crash data, and the OBDStar DC706 Module Cloning Tool for duplicating ECMs, BCMs and TCMs – ideal for complex repairs. The OBDStar Key Master DP Plus professional tool for key programming car, marine and motorcycle applications is also available.
Complementary training is also available through the LKQ Academy to ensure that technicians can use tools competently and confidently. This includes hands-on sessions for teaching key programming for individual brands and airbag system resets. Additionally, technicians will learn how to clone ECMs, BCMs and TCMs.
For more information, visit lkqacademy.co.uk or speak to your local branch.
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Our advanced diagnostic solutions are designed to ensure that your business remains competitive and efficient. Premium tools and equipment to suit all budgets enable you to diagnose and service a wide range of vehicles with unequalled precision.
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The value of an additional step in your diagnostic process
By Neil Currie AMIMI
Firstly, I’d like to introduce myself to those who don’t know me. My name is Neil Currie and I am a technician from Southwest Scotland. Some of my achievements include becoming an IMI-accredited Master Technician, a Level 4 EV Technician, and winning Top Technician in 2019. I’m excited to contribute articles to autotechnician and hope to meet some of you at an event in the future.
This article highlights a possibility that now needs to be considered and added as a step in your diagnostic process when addressing a drivability fault or when things may not quite add up. What is it, I hear you ask? Well, I am not going to spill the beans just yet, so read on to find out what I am referring to…
The vehicle in question for this article was a Land Rover Discovery Sport with the 2.0 Ingenium diesel engine. The vehicle had been booked in from another garage with the complaint of the engine management light randomly illuminating on the dashboard. When they plugged in their scan tool, it showed an EGR valve fault. This vehicle has a
Euro 6 engine fitted with both low and high pressure EGR valves, and they were unsure what the fault referred to and wanted me to take a look. The garage explained that the fault would clear and the vehicle would then drive fine for days, sometimes weeks, before the light appeared again. There seemed to be no rhyme or reason to it. They suspected a faulty EGR valve but were not confident, so they opted to book it in rather than replace parts based on a guess.
The vehicle was brought in with the light illuminated and the fault code stored in the memory. Carrying out my own checks to confirm the complaint did indeed find a fault for an EGR valve, however it did not say which one. Checking the DTC number against Land Rover's information portal Topix, showed the fault referred to the high-pressure valve. I then decided to look at some live data to see what was going on. Bringing up EGR data showed a discrepancy right away. Upon starting a modern diesel engine at idle, we should see a command from the engine ECU to open the EGR valve. It won’t be fully open, as this would choke the engine, but a
“I noted the fault code and cleared it to see if it returned immediately, as anything critical to emissions should, but it did not."
small percentage to start recycling exhaust gases to reduce the dreaded nitrogen oxides (NOX). However, on my vehicle, there was no command from the ECU at idle, at any point. I then took the vehicle for a road test and found it was not activated at any stage, which is clearly wrong.
This EGR valve also uses a position sensor for feedback to the ECU to show that it has indeed moved to the position it was told to move to. Previously, the ECU just presumed it opened after checking air mass, but with ever-increasing tighter emission limits, everything related to emissions must be monitored to ensure it has actually done what it was told to do. It may have opened, but has it opened at the correct percentage it was told to? Checking the EGR valve position in live data showed that the valve did not move, proving there was both no command from the engine ECU to tell it
to do so and no movement from the valve itself. Where do we go from here? Is this an engine ECU fault? It cannot be a broken wire, as the output would still be sent, which we would be able to see in the data PIDs, it would just not make it to the valve. It could be a shorted wire, but the fault code did not indicate a short, high or low. I noted the fault code and cleared it to see if it returned immediately, as anything critical to emissions should, but it did not. I now had no stored fault codes and no warning lights illuminated, even after taking the vehicle for a road test – this matched part of the customer complaint. The garage also mentioned that the warning light would sometimes clear itself after cycling the key, which was interesting.
An extra step
I decided the next step was to unplug the valve itself and see if the ECU then logged an open circuit code to show that it was capable of seeing a change in state. However, upon unplugging the valve and rechecking for faults, no fault codes appeared as before. This is clearly wrong, as the ECU monitors the circuit closely and will always log a fault code when the connector is disconnected, as that is how the circuit is designed to operate. This now brings me back to my introduction and that extra step to consider adding to your process: checking for a remap and the possibility of components being mapped out with tuning software. I
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now had proof to warrant updating the software to rule this out, as there is no point in continuing with the diagnosis if the vehicle is not standard. I say "update," as if there is an update available and it is loaded into the ECU, it will wipe the "map" and return the vehicle to standard specification. This depends on the manufacturer though, as some will not allow this if the software is already at the latest version. In that scenario, a stock file would need to be loaded onto the ECU via other means and tooling.
I contacted the garage to advise them of my findings and to ask permission to update the software and recheck the system for correct operation. They authorised the update and to recheck afterward. In the case of Land Rover, on certain control units, they allow you to load software into the control unit, even if it is the same version already installed and no newer version is available, which can be handy in certain scenarios. This applies to older vehicles using the factory scan tool SDD, I cannot comment at this moment whether this is still the case using their new platform, Topix Cloud. The vehicle had a newer software version available anyway, so I loaded the software in, cleared all the codes set from programming, then started the vehicle to be met with a shiny management light on. Reading the fault codes showed two codes stored (Figure 1).
This proved, without a doubt, that the software had been modified, as the second code showed unauthorised software had been detected even though it was now back to standard software. Additionally, the EGR code had changed and now showed a circuit low code. After a short while, the found code that was logged when I first checked for trouble codes was also logged, so I could now move forward with diagnosing the problem. Rechecking live data now showed the ECU commanding the EGR to move, however, after a short period of idling, the position did not move as expected. The ECU then started increasing the percentage higher and higher until, finally, after not seeing a change at all after demanding 100 percent, it logged a fault code and shut off the EGR valve command. The reason the control unit does this is that it
presumes the valve is partially stuck, normally due to carbon deposits stuck to it. The ECU then increases the opening command value gradually to attempt to move it and free the valve. However, if no valve position change is noted after commanding it fully open, it shuts off the command and logs a fault as something is not right with the operation. Some manufacturers will even shake the valve on engine shutdown to attempt to clean the carbon off, Ford springs to mind immediately, and it’s common to hear the EGR valve cycling fully open, then fully closed, then open again multiple times when the key is turned off.
So now I had to find out why the ECU was not happy with the EGR valve. Next, I decided to test the valve itself and the control signals from the ECU due to no change in position when commanded. Firstly, I checked the EGR valve motor resistance; if this was incorrect, the valve would not move regardless of being commanded to do so. Upon connecting my meter across the two motor pins, it read over 100 ohms. For a motor like this, I would expect only a couple of ohms, so the valve itself was faulty and required replacement. I then informed the garage that it required an EGR valve and moved onto my next job, as it was a busy day with lots to do, I decided not to test the control signals since I had found an issue – something I would later regret!
Never say never
Unfortunately, the valve was only available from Land Rover and was on backorder, so the vehicle then sat for several weeks awaiting the new valve. After it finally arrived, I fitted the new valve, cleared the faults and started the engine, confident all would be well. Imagine my dismay when the engine management light popped back on, and upon reading the codes, it still showed an error for the EGR valve I had just replaced. Recovering my steps, the new valve showed 2.5 ohms of motor resistance, which was as it should be; however, the ECU was still not happy. I then hooked up an oscilloscope and checked the incoming control signals to the motor, and it was not as expected. On the two control
Figure 1: Faults displayed on scan tool
wires, one showed a command from the ECU as expected, but on the other, I had nothing whatsoever. In hindsight, I really should have checked the signals from the ECU after condemning the faulty EGR valve like I planned to do in the previous paragraph for a full diagnosis. However, having found an issue and being busy in the workshop, I was happy this needed rectification and believed this was why the
component had been mapped out. Maybe that is just me being too self-critical, but the valve was indeed faulty, so it had not been replaced for nothing. It is not that common, in my experience, to have two faults on the same component, but you can never say never!
I then stripped some panels to access the engine ECU, as now we had command. The only cause could be a wiring
Figure 2: Visible damage to wiring harness
issue, and I needed to check the wire end to end. This meant accessing the necessary engine control unit multi-plug and testing from it to the EGR valve connector. Upon testing the wire with my meter for continuity, I had a reading of OL, which proved it to be an open circuit. Following the loom visually, I found it went down and around the battery tray and air box from the EGR valve, so both were removed for a better look. Upon gaining better access and having a good visual inspection first, I found the loom had rubbed on something (Figure 2, previous page). Upon moving some cables around, I found the cause (Figure 3): a bolt had not been tightened fully, making it sit higher from a previous repair. The vehicle had not been reassembled correctly, either, with the main harness not clipped into the top of this bolt to hold it securely. Upon carefully opening the loom at this point, I found a broken wire that matched the colour of the wire I had been testing. Checking from this break showed continuity to each connector, proving it to be my wire. I then proceeded to repair this wire and a couple of others that had also been damaged and insulated them. I tightened the bolt in question and re-secured the loom correctly to prevent a recurrence. I then reassembled the battery tray, air box, and ECU, and rechecked my EGR operation after clearing the stored fault codes. Viewing live data now showed what I wanted to see:
upon being commanded, the EGR position now increased and decreased as told, and no warning lights were displayed on the dashboard. Taking the vehicle for a thorough road test showed it performed as expected, with demanded and actual positions matching perfectly.
One thing to add is that the unauthorised software fault would not clear, however, no warning lights or messages were displayed. Upon reading the setting criteria from Land Rover, it explained that when logged, the fault cannot be erased as it is a permanent trouble code set in the EPROM for traceability only. I can only presume this is for when the vehicle is under warranty, allowing the manufacturer to see if the vehicle has been modified, which would then obviously void the warranty. I have been advised since repairing the vehicle that tuning companies can now remove this fault code, which again proves why you should add checking for modified software to your process. Without this code set and the strange behaviour I experienced from the control unit, it could be very easy to go down a path and make a misdiagnosis. Fitting a new ECU in this case would have fixed that part of the fault but with ever-increasing costs and chip shortages/ backorders affecting the trade, I feel the need for accurate and correct diagnosis is now more important than ever.
Figure 3: The bolt not fitted correctly that caused the damage
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