Professional Motor Mechanic December 19

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PROFESSIONAL

DECEMBER 2019

MOTOR

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S E R V I C I N G ■ R E P A I R ■ D I A G N O S T I C S ■ M O T

THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

SHINING A LIGHT ON 2019 PMM takes stock after a year of aftermarket innovation

Also inside...

PMM Awards

TECHNICAL TIPS AND CLINICS ‘HOW TO’ GUIDES AND BEST PRACTICE ADVICE BUSINESS ESSENTIALS AND TRAINING UPDATES

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Contents Regulars 6-8

NEWS & VIEWS

11-15

TROUBLESHOOTING

18

CLUTCH CLINIC

21

BELT FOCUS

22-26

TECH TIPS

30-35

BUSINESS & TRAINING

36-38

SPECIAL REPORTS

VOLUME 20 ISSUE 11 DECEMBER 2019

Features 43-52 BRAKES & CLUTCHES

55-62 BATTERIES & IGNITION 40

PIT STOP: THE CHRISTMAS SPECIAL

70

MECHANEX MONTHLY

76-77

COMPETITIONS

78

WHAT’S NEW?

Editor’s Picks 30

BRAVE NEW WORLD Neil Pattemore forecasts the workshop of the future and the problems it may face

36

CENTRE OF THE COMMUNITY PMM introduces its newest product tester: MVS Blandford

38

64-69 TOOLS & GARAGE EQUIPMENT

71-75

A FORMULA THAT WORKS Surrey-based garage CCM unveils its new MOT facility. PMM reports

PMM Awards 2019

Total Average Net Distribution 60,820 1st July 2018 – 30th June 2019

PMM DECEMBER 2019 3

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VIEWPOINT

Editor DANIEL ARON

A time for giving

Assistant Editor BEN LAZARUS Editorial Assistant LAURA GAULDI Digital Manager KELLY NEWSTEAD Group Advertisement Manager ROBERT GILHAM Advertisement Manager ALEX DILLEIGH Magazine Designer GEMMA WATSON Group Manager OLIVER SHANNON Group Production Manager CAROL PADGETT Production Assistant CLAIRE PICTON Distribution Manager KARL CLARK Publisher BRYAN SHANNON Subscriptions

PROFESSIONAL MOTOR MECHANIC is a business magazine for firms and individuals involved in all aspects of the motor trade. It is published eleven times a year and is available nationally FREE to the trade through leading motor factors. It is also available through the post at a cost of £30.

EUROPE and OVERSEAS 1 year (11 issues) £50 Airmail 1 year (11 issues) £65 Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts, WD24 4YF. Tel: Watford (01923) 237799 Fax: (01923) 246901 E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk

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or some reason, the end of the year causes people to experience an almost overwhelming urge to look back on what they have achieved or accomplished in the last twelve months, and then judge whether they deem it a success or not. Now, I could start reminiscing about the successes of another year in the aftermarket, but I feel that this is already covered in the pages that follow, and the issues of PMM that have come before.

Instead, I would like to use this opportunity to look at and recognise some of the organisations within our industry that work towards bettering it, without chasing after thanks or reward. There are a number of these businesses, and I only have space to talk about a few of them, so without further ado…

The first is the IAAF. Led by Chief Executive Wendy Williamson, the organisation has once again been fighting the good fight on behalf of the UK aftermarket. With the renowned Block Exemption legislation, MV-BER, up for renewal in 2023, the IAAF has been relentless in making sure that the UK’s voice is heard above the clamour of the European Commission as discussions continue on whether the legislation should be extended beyond deadline day. Despite its size, the IAAF does not pull any punches when dealing with issues of this magnitude, and the Block Exemption campaign is just one among many.

Next is the RMI, more specifically, the IGA (Independent Garage Association). Unlike the IAAF and its battles overseas, the IGA has been tackling issues a little closer to home. Once again, the organisation has rolled out its exemplary training events throughout the year, encouraging garages to stay informed about the latest changes to the industry and how they might affect businesses across the UK. ADAS has been a big focus, and with VMs looking to install more and more of these systems into vehicles, the IGA released its ‘Garage Guide to Advanced Driver-Assistance Systems’. And this is a drop in the ocean when it comes to what the IGA has accomplished in 2019.

Last but not least is Ben, the automotive charity. Having worked closely with this not-forprofit, I have witnessed first-hand the change the charity can bring to a person’s life. Besides raising awareness of often-ignored issues, such as depression and stress, Ben has a troop of caseworkers that look after those members of the automotive industry that need support. For many, Christmas is a festive time, but for others it can be a trying one, so Ben’s work over the winter break will no doubt continue. The charity offers aid to anyone who has ever worked within the automotive industry, so get in touch if you feel like you need a little help over the holiday season.

As I say, I only have space to mention a few of the organisations that work ceaselessly to make sure our industry progresses year on year. Given that this December issue includes the PMM Awards, it seems only right to turn the spotlight onto these groups and provide them with at least a small amount of well-deserved recognition.

Website: www.pmmonline.co.uk Facebook:/ProfessionalMotorMechanic

Enjoy the issue and have a very merry Christmas!

Twitter: @pmmmagazine

Daniel Aron

Copyright © 2019 Associate member

Editor

The publishers and editor do not necessarily agree with the views expressed by contributors, nor do they accept responsibility for any errors of translation in the subject matter in this publication.

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NEWS

& VIEWS

GET YOUR DAILY FIX OF INDUSTRY NEWS AT WWW.PMMONLINE.CO.UK

Landmark criminal prosecution of emissions parts maker The Driver and Vehicle Standards Agency (DVSA) has won a landmark prosecution case against a Hampshire aftermarket emission control parts manufacturer for supplying products which fail to meet the required environmental standards.

©Chinnapong/AdobeStock

Employment contracts to be issued on day one

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he case against European Exhaust and Catalyst Ltd, which took place at Portsmouth Magistrates Court and concluded on Monday 28th October, resulted in criminal convictions for the company and a £3,000 fine. The court also ordered the company to pay costs totalling £10,460 and a statutory surcharge of £170.

Investigators in the DVSA’s Market Surveillance Unit led the case. They check vehicles and components to make sure that

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they comply with environmental and safety regulations.

The parts were diesel particulate filters and were supplied for Euro 5 vehicles when they were only approved for Euro 4 vehicles and did not have the correct markings for this specification.

DVSA’s Head of Vehicle Engineering, Neil Barlow, said, “The DVSA’s priority is to protect everyone from unsafe vehicles and make sure they are compliant with the required emissions standards.

“Motorists expect that replacement parts available on the aftermarket meet the right specifications for their car.

“This is the first successful prosecution of its kind. We hope it sends a clear message to other parts manufacturers and distributors that they must sell their products in line with the law or face prosecution.”

Lawgistics has drawn attention to upcoming changes to employment law. With effect from the 6th April 2020, businesses will have to provide a written statement of employment particulars to all workers from day one.

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wo pieces of legislation will come into force on 6th April 2020:

■ Employment Rights

(Employment Particulars and Paid Annual Leave) Regulations 2018 ■ Employment Rights (Miscellaneous Amendments) Regulations 2019 The latter amends the Employment Rights Act 1996 to extend the right to receive a written statement of employment particulars to all workers, and the former requires this to be issued by no later than day one of employment.

Presently, this right only applies to employees, and businesses that have up to two months to complete it. The regulations also expand the minimum required contents of the written statement, and the provision will apply to workers who are in employment on or after 6th April 2020.

Currently, a written statement must contain mandatory information covering such matters as the date when the employment began, and the rate of pay. The new written statement will also need to cover aspects such as any training entitlement provided.

With existing employees, the business does not need to automatically issue an updated written statement to employees, but they can request one.

“Businesses will have to provide a written statement of employment particulars to all workers from day one.”

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NEWS

& VIEWS

CTEK Sweden AB and Cadex Electronics have announced an exciting partnership. The agreement will see the two companies join forces to introduce a new approach to battery testing in the automotive industry.

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ith a focus on OEMs as well as professional independent and dealership workshops, the partnership will deliver new charging, maintenance, and testing solutions to give customers the most efficient, accurate and reliable battery test equipment available.

The 2nd generation SPECTRO™ test engine, developed by Cadex, will be at the heart of a wide range of

innovative diagnostic products.

The two companies will bring their technical and market expertise together to create a family of innovative diagnostic products around this new SPECTRO™ Technology.

Henk Lubberts, Global Director OE at CTEK, said, “Battery testing is an area of focus for us, and we were looking for a partner with the same appetite for innovation as we have.”

Markus Pauli, COO at Cadex, added, “In partnership with CTEK, we will integrate SPECTRO™ technology into a suite of diagnostic products, and deliver them into the automotive industry. We are excited to be partnering with CTEK to create a new standard in efficiency and accuracy for automotive battery testing.”

“The partnership will deliver new charging, maintenance, and testing solutions to give customers the most efficient, accurate and reliable battery test equipment available.”

©Jevanto Productions/AdobeStock

CTEK and Cadex forge partnership

Decelerometers added to connected MOT equipment rule changes MOT garages will soon see the benefits of more equipment that connects directly to the MOT testing service, the Driver and Vehicle Standards Agency (DVSA) has announced.

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rom 1st February 2020, anyone buying a new or replacement decelerometer for class 3, 4, 5 or 7 test lanes will need to make sure it’s a model that can connect to the MOT testing service. This includes buying replacement equipment, and as part of the process of getting authorisation to carry out MOTs at a test station.

The DVSA has worked with decelerometer manufacturers to develop software that will allow their products to connect to the

MOT testing service. Connected equipment will save time, reduce the risk of error in entering MOT results, and help to reduce the risk of fraud.

Chris Price, DVSA Head of MOT Policy, said, “It will make testing more accurate, and give motorists greater confidence in the quality of testing. Garages already using this equipment have seen benefits to their business.”

Connectable equipment is not necessarily more expensive than the current equipment garages already have. The difference between a connectable and non-connectable model is often its software. This means that non-connectable equipment models can be made connectable by a software update, allowing it to connect to the MOT testing service.

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& VIEWS

FOLLOW PMM ON FACEBOOK @PROFESSIONALMOTORMECHANIC

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NEWS

Ben whitepaper reveals the cost of mental health issues A whitepaper released by automotive charity, Ben, has found that mental health is still one of the biggest issues affecting the industry’s workforce, and could cost employers as much as £1.2bn a year collectively. Ben’s new whitepaper, Mental Health in the Automotive Industry: Moving up a Gear, examines evidence and provides practical solutions for employers on how best to support the mental health of their workforce.

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en seeks to make automotive industry employers aware of the stigma that is still attached to mental health issues, and looks to build a clear case for

8 DECEMBER 2019 PMM

businesses to take action in support of their employees. As part of this, Ben wants to work in partnership with automotive industry employers, through its Ben4Business programme, to make a positive difference to the mental health of those who work in the automotive industry.

Ben’s new whitepaper draws on findings from a number of sources, including Ben’s own survey, which questioned hundreds of employees from the industry, including CEOs & HR professionals, to identify key health and wellbeing issues affecting them. In 2018, 52% of requests for help from Ben’s helpline related to mental health issues, including anxiety and depression, a 23% increase compared to the previous year.

The evidence in the report paints a picture of an industry that is

still struggling with mental health issues.

The paper highlights that, when it comes to workplace issues, mental health can still be a taboo subject. According to CALM, suicide is the leading cause of death among men under 45. Whilst the industry’s aim is to increase the number of women employed, it is still predominantly made up of men.

Ben’s recently launched Critical Response Service has seen the organisation predominantly supporting employers and employees after a colleague has taken their own life, which is a

“In 2018, 52% of requests for help from Ben’s helpline related to mental health issues.”

stark reality, and should be considered as a call to action.

Rachel Clift, Health & Wellbeing Director at Ben, said, “We wanted to shine a spotlight on mental health in the workplace. Through starting and continuing the conversation, we can not only make a positive difference to peoples’ lives, but more importantly save lives, too.”

Rachel added, “Our free, confidential support is readily available to anyone who works or has worked in the industry, from the assembly line to the boardroom. Whatever an individual is dealing with, no matter how big or impossible it seems, Ben is here. Employers can also refer an employee who is in need of support to Ben via a fast-track employee referral process.”

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TROUBLESHOOTING

Driveline difficulties

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y customer had bought the car six months previously, and during the initial test drive, noticed a slight driveline vibration. The salesman told him that it came from the tyres. The car had four new tyres matched with rims, balanced and road force tested, but the car still had a driveline vibration.

The dealer he bought the car from sent the propshaft to be balanced, but there was no change in the vibration. The problem grew worse, leading to the dealer replacing the pinion bearing. This repair wasn’t successful either, so they replaced the rear diff completely with a brand new OEM unit. They returned the car to the customer, but he could still feel the vibration. The dealer insisted that the car was fine, and refused to do any more work on it. So, I was asked to take a look.

The vehicle’s condition was like new.

So far, I had: ■Performed a visual inspection of the suspension and steering – OK. ■Inspected the suspension and steering to look for excessive play – OK. ■Checked the tyre pressure – OK. ■Checked the wheel alignment on all four wheels – OK. ■Carried out a road test with the NVH kit to verify the complaint. I could feel the vibration at 90kmt (55mph) and upwards. ■Balanced all four wheels to 0g. ■Road force tested all four wheels: three tyres on 4kg and one tyre on 11kg (left front) ■Visually inspected the propshaft – OK. ■Measured propshaft for runout: maximum runout measured = 3/10mm. ■Measured propshaft angles – OK. ■Inspected the centre bearing – OK. ■Inspected the U-joint – OK. ■Performed an NVH test with the car on the hoist.

I took a capture from the front inner seat bolt (left-hand drive) whilst driving at motorway speed. On this recording, you can see a T1 (order 1 tyre vibration), a T5 (order 5 tyre vibration), and a P1 (order 1 propshaft vibration).

Pico’s Martin Jensen sets out his diagnostic and repair process for a driveline vibration on a Lexus GS 300 3GR-FSE Automatic using the Pico NVH kit.

I also took a capture with the car running freely on the hoist (90kmt/55mph), with one sensor (3-axis) mounted on the rear diff, and another sensor (Y-axis) mounted on the centre support bearing.

Please note that during the first half of the recording, the two sensors were mounted in the same location, and in the second half, the second sensor was mounted on the centre support bearing. Also note that the rear wheels were freely suspended in the air (the suspension was not compressed, so the

Motorway speed

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On hoist, sensor on near diff and centre support bearing

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rear-drive axles did not have their natural driving angles).

During this recording, the P1 levels were above the scale, and there seemed to be a second vibration just under P2 (second order propshaft vibration) (Fig 1 and 2).

The vibration could be felt the strongest on the rear diff. Open to help to diagnose and eliminate this problem, I reached out to the Pico Forum for advice.

I was advised that having the vehicle on a two-post lift could produce some odd results,

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TROUBLESHOOTING

due to components being at the wrong angles and not working the same way as when the vehicle was on the road. I decided to take the same capture with the accelerometers in the same location, but to do a road test instead of using the lift, in order to keep the variables as low as possible.

I took two captures, with one sensor (3axis) mounted on the rear diff, and another sensor (Y-axis) mounted on the propshaft centre support bearing. In these recordings, the car was driven by the customer during the road test, and he confirmed that the vibration he had experienced was present (Fig 3).

í˘ł I shared the latest findings on the forum.

Steve Smith from Pico read the case and replied: “Using the 90km/t file, what is clear to see is that we have a P1 or NEAR P1 vibration that is road speed related, affecting the vehicle predominantly in the vertical axis at the differential. “The accelerometer mounted on the centre bearing returns very little amplitude at the P1 frequency, and so it would appear we are in the sweet spot of vibration with our diff mounted accelerometer. “Can we assume that the peak around P1 is present when the customer can feel the vibration? “I have mentioned NEAR P1 because at times, the P1 indicator is not fixed at peak amplitude (Fig 4). “I suspect we have another gear ratio to add, possibly 6-speed auto. I say this because using OBD to obtain road speed, propshaft speed/frequency, is calculated by multiplying T1 by the differential ratio, 3.73:1.

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High unknown vibration adjacent to the P1

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“For example, T1 is 13.1Hz at 94kph x 3.73 = 48.86Hz (P1 is displayed at 49Hz).

However, when using the ‘Calculate Road Speed’ method, E1 at 27.9Hz/5th gear ratio (0.719) = 38.80Hz (this cannot be right). “What I advise you do here, is to invite the customer back for another road test, only this time use the “Calculate Road Speed Option� (Fig 5). “This feature will utilise engine speed and selected transmission ratio to calculate road and propshaft speed. You will need to inform the software of the gear selected by the driver (manually shifting the auto box) under the signal history (Fig 6). “What I hope to see is a possible separation of P1 and an unknown vibration nearby. I also advise you to remove the front differential final drive values from the Advanced Vehicle information (Fig 7). “Remove front diff and add missing ratios.

Whilst the values should be ignored for RWD settings, I advise that they are set to zero. “Can we confirm that our transmission and differential ratios are also correct? “During the road test when the vibration is present, can you downshift to a lower gear whilst maintaining road speed? Note the effects on P1, or vibrations close to this.

“Then, try to maintain road speed whilst selecting ‘Neutral’. Once again, note the effects on P1 and other neighbouring vibrations. Should P1 or vibrations nearby remain high, we most certainly have a road speed-related vibration. If they fall substantially, we have engine-related vibrations present at a similar frequency to P1. “Given that we know the vibration sweet spot is around the rear differential, we can position our second accelerometer (in the vertical axis) around the rear subframe, adjacent to the drive shafts. “My line of thinking is that we can ‘zone in’ on a rear left or right P1 style vibration. If we can faithfully reproduce this vibration on a hoist with the suspension compressed as though on the road, can we run the test again with the rear wheels removed? “Disable TRC. This will remove the influences of wheel imbalance and load upon the drive train. If vibration remains evident, can we then disconnect the driveshafts?

Think of a driveshaft with CV joint generating a ‘T’ order vibration.�

The reason for mounting the sensors on the diff and centre bearing was because of the high P1 and the vehicle repair history, describing damage to the pinion bearing. I do

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not have the optical sensor kit, but I thought that the imbalance was too strong to try to correct it through balancing.

I had also made some errors regarding the gear ratios: the ratios for the gears were from a previous car. It was my mistake, as I forgot to erase them.

I believed the vibration was a P1, but I could not figure out what the vibration that was present just above P2 was. The P1 vibration was present when the customer was experiencing the vibration. During the road test, he was not allowed to look at my computer (to avoid a placebo effect), and when he informed me of the presence of his concern, it matched the grooving P1 amplitude.

Based on what I’d measured, I felt that there had to be something wrong with the propshaft, given the presence of a strong P1, and the fact that the pinion bearing on the old diff had failed. This led me to measure the vibration levels on the gearbox output flange, the centre bearing, and the diff (Fig 8 and 9).

The vibration was very high on the rear diff, and almost gone at the gearbox and

Rear diff and centre support at 72kmh

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Rear diff and centre support at 90kmh

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centre bearing.

The propshaft was mounted in the centre bearing via flexible rubber, so I believe that a direct comparison is not possible. However, given that the vibration was so high on the rear diff, and the fact that the diff was relatively new, this had to be a problem with the propshaft.

Upon closer inspection of the rear section of the propshaft, it became clear that the drive

flanges are the same. So, I removed the rear section of the propshaft and turned it around, front to back, thinking that if it was in fact a propshaft problem then I should be able to move the vibration from the diff on to the centre bearing. This lead to a reduction of the vibrations by 2/3 of the level at 72kmt, and a reduction of the vibration at 90kmt.

The car also accelerated much more smoothly, and the customer confirmed that the vibration levels had dropped. Looking at the last captures, the P1/near P1 had reduced dramatically, from approximately 126mg, to approximately 44mg. This confirmed that we were moving in the right direction. The customer could now present our measurements and findings to the dealer, to see if they would be willing to replace the propshaft.

Steve Smith rightly expressed concern for the elevated T vibrations in this latest capture, and I have been wondering whether a strong propshaft vibration can cause T vibrations, as they are directly linked, via the diff.

I eventually got the Lexus back to the shop. The customer had presented the dealer with our findings, and they finally agreed to pay for a new genuine propshaft for the car.

The propshaft had now been installed on the vehicle, and the angles measured again.

An after-repair capture confirmed that the propshaft related vibrations had dropped drastically (Fig 10). There are still some tyre speed related vibrations, and we did confirm that the left front tyre has a high road force.

The car is on winter tyres right now, but when summer comes, the tyres can be replaced.

For more information online, www.rdr.link /A K001

After repair – captured at 160kmh

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TROUBLESHOOTING

Connecting the dots

Josh Jones

Josh Jones returns to explain how he approached a couple of particularly puzzling diagnostics cases, one being a 2005 VW Transporter T5 1.9, and the other a 2007 Toyota Corolla 2.0 D4D. CASE ONE The VW Transporter came in with the fairly simple complaint of an inoperative fuel gauge, but checking the instrument panel functions turned out to be quite interesting. I was advised by the driver that the fuel level readout could sometimes be accurate, but most of the time the needle would either sit close to the top or at the very bottom of the gauge.

Luckily, when I got hold of the van the gauge was showing empty despite the tank being filled recently, so I had a current symptom to follow. I began proceedings with my scan tool and checked the instrument cluster for DTCs, of which none were stored.

A function self-test was available for the complete cluster so I initiated this, during which I was shown that the fuel level gauge was capable of physically operating.

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“The VW Transporter came in with the fairly simple complaint of an inoperative fuel gauge, but checking the instrument panel functions turned out to be quite interesting.�

The wiring diagram for the system showed that the instrument pack carried the reference voltage to the level sensor. It also showed that the ground path returned back to the clocks, this ground being shared with several other warning functions, including the park brake warning lamp. This made it quite easy to confirm that this ground path was fine in terms of the instrument panel, at least.

I wanted to confirm which end of the vehicle the problem lay at, as the pump module had no access panel. I did not want to remove the tank if I didn’t have to, especially

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TROUBLESHOOTING

í˘˛ with a fresh splash of fuel on board. Although the function test had confirmed that the gauge could operate on demand, this did not confirm that the reference signal from the clocks was intact. I removed the instrument panel to confirm that all was as it should be.

The wiring diagram detailed the pin designations for the ref output and return, which were very easy to access. When using a DVOM to check the output voltage, I initially thought that I had isolated the issue.

With key on, I observed a steady 0.3V at the terminal with the circuit intact. I wrongly assumed that the ref voltage would be a solid output as opposed to a PWM, so I thought I was looking at a lack of ref output from the clocks, as long as it wasn’t being pulled low by a short circuit, of course.

I was glad that I double checked using my scope: Fig 1 shows a good ref signal from the clocks. The DVOM shows 0.3V, as it is around the average value of the modulated signal. If I had not observed the waveform, I would have wrongly identified the clocks as the issue. Another piece of information that I took from the scope pattern is that the peak output of the signal sits at exactly 5V, meaning that the circuit from that recorded point must be open at some point, as the peak output would be altered by the operational sender unit.

I gained access to the tank module harness at the floor of the van quite easily. I was able to check the integrity of the ref signal and the return ground (still the same colours at this point) to confirm all was well inside the vehicle. This meant that tank removal was necessary, because I now knew this is where the fault lay. The fault was visually identifiable upon the tank being lowered, with female pin splay occurring at the pump unit multiplug. This was an easy repair, but mistakes could have easily been made if the 0.3V output had been taken at face value.

CASE TWO Meanwhile, a troublesome 2007 Toyota Corolla 2.0 D4D really tested my resolve. It had suffered a breakdown on a motorway exit slip, following its performance reportedly becoming more and more sluggish in the days

16 DECEMBER 2019 PMM

The D4D cam/crank correlation trace, showing inlet cam phase trigger lining up with the missing crank reluctor missing tooth, despite there being a physical valve timing issue.

“Upon arrival it showed strange symptoms; while it would crank without a problem and slowly attempt to run, it would then idle extremely poorly.� leading up to it entering the garage. Upon arrival it showed strange symptoms; while it would crank without a problem and slowly attempt to run, it would then idle extremely poorly. There was also next to no response when the accelerator pedal was depressed, indicating an intake air restriction problem.

After eliminating unrequested EGR flow and intake system blockage as potential culprits, I moved on to examine exhaust pressure. On a vehicle fitted with a DPF, this is usually checked using unobtrusive testing, as the car is already fitted with a sensor that provides the required information. In order to rule out a downstream blockage, I needed to remove the post-DPF pressure feedback by clamping off the applicable hose, and taking a trace from the pressure sensor with the engine running.

There was no need to raise rpm in this case, as the symptoms were present at idle anyway.

There was no significant change in voltage between engine off and engine running, so I could rule out a back pressure problem (unless

there was a blockage upstream of the DPF, which was extremely unlikely). I was still convinced that this engine was not able to move gas through the combustion cycle properly, and it was clear that all cylinders were affected rather than just one.

Next, I set to evaluate the valve timing.

Only the inlet camshaft position is sensed in this engine setup, and since I did not have any contrasting waveforms to compare crank/cam correlation with, I took the plunge and visually inspected the valve train by removing all necessary covers, and lining up the marks.

Everything lined up correctly and reassuringly (Fig 2); the exhaust camshaft was gear driven via the inlet cam, so was very unlikely to fail. After evaluating this, and not being able to pinpoint a timing error as the culprit, I felt compelled to enlist a second opinion.

Using a pressure transducer to analyse incylinder pressure during cranking, my second pair of eyes was able to confirm the presence of an engine breathing problem. Furthermore, a second look at the valve timing showed that a camshaft had been able to escape its position in its respective sprocket.

Since this incident, I have now become the proud owner of a pressure transducer kit for my scope, and I look forward to sharing the diagnostic clarity it brings. The moral of the story here is quadruple check all of the variables you can think of when evaluating any fault.

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CLUTCH CLINIC

HOW TO Replace the clutch on a Ĺ KODA Rapid 1.6 TDI This month, Schaeffler REPXPERT Alistair Mason replaced the clutch on a Ĺ KODA Rapid 1.6 TDI. The vehicle had covered more than 110,000 miles, and the clutch had reached the end of its service life, as it was starting to ‘slip’.

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ith a book time of five hours and only basic workshop equipment required, this is a great repair for any independent workshop. Full repair instructions can be obtained from REPXPERT, Schaeffler’s workshop information portal, while quick reference information can be found on the REPXPERT app.

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Gearbox removal With the vehicle positioned on a vehicle lift, open the bonnet (Fig 1), disconnect the air mass meter, and then remove the air filter assembly. Next, remove the solenoid and vacuum pipes, and stow them in a safe area (Fig 2) before detaching the battery and

18 DECEMBER 2019 PMM

battery carrier assemblies. This now gives good access to the top of the gearbox.

Detach the gear change cables and stow them in the bulkhead area. Remove the weight from the selector assembly (Fig 3), as well as the clutch slave cylinder from the gearbox, but

do not disconnect the hydraulic pipe! Remove the starter motor wiring and undo the top bolt, then the upper bell housing bolts.

Raise the vehicle lift to gain access to the underside, and remove the undertray. Next, lower the lift to waist height before removing the N/S/F wheel and arch liner. Then, unbolt the N/S/F inner driveshaft flange from the gearbox, removing the three N/S/F bottom ball joint nuts (Fig 4) before disconnecting the N/S hub assembly from the bottom arm.

Pull the hub assembly outwards. When the driveshaft is free, it will hang and give enough clearance to remove the gearbox.

Disconnect the O/S driveshaft at the gearbox flange, and push the driveshaft up above the gearbox. Using an Allen key socket, undo

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the centre bolt from the O/S drive flange, and remove the flange – this will give clearance and aid removal.

Detach the lower gearbox pendulum mount, disconnect the wiring loom from the front of the gearbox, and then remove the starter motor.

Support the engine using an engine brace, subframe-mounted support, or a prop system, under the engine. In this instance, Alistair used a second transmission jack to support the engine. Detach the top gearbox mounting, and then slightly lower the engine to allow for gearbox removal (Fig 5). Undo the lower bell housing bolts, leaving one easily accessible bolt to support the gearbox.

Support the gearbox with a transmission jack, undo the final bell housing bolt, and then ease the gearbox away from the engine.

Once the gearbox is clear of the clutch, lower the transmission jack and gearbox, and remove the gearbox from the vehicle.

Clutch replacement Remove the old clutch from the flywheel by undoing the six retaining bolts, then scrub the clutch dust from the flywheel and back of the engine with clutch and brake dust cleaner.

Inspect the solid flywheel for any heat cracks or damage before cleaning the surface glaze with an Emory cloth.

Attention now turns to the gearbox and release system (Fig 6). First, remove the release bearing and arm from the gearbox,

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wash out the clutch dust from the bell housing using clutch and brake dust cleaner, and then inspect the following areas closely: â– The bearing guide tube for any wear or oil leaks: if wear or leaks are present, this must be replaced. â– The release arm pivot point, release bearing mounting points, and slave cylinder contact point: if wear is present, replace as required. In this instance, wear was found at the pivot point and release bearing mounting area, so the release arm and pivot point were replaced (Fig 7 and 8). â– Check the contact area on the slave cylinder, and the condition of the rubber boot. â– Ensure that the gearbox alignment dowels are fitted.

input shaft splines. Next, place the new clutch plate onto them, as this will evenly distribute the grease, and will also confirm the correct fitment of the clutch plate.

De-grease the face of the new clutch pressure plate, then, using a clutch alignment tool, lift the new clutch onto the flywheel.

Ensure the clutch plate is mounted correctly, indicated by ‘Gearbox side’, then, once mounted on the dowels, insert the bolts, tighten evenly and sequentially, and torque to the manufacturer’s specification.

Ensure that the release system is fitted correctly, the alignment dowels are installed, and that all cables and pipes are clear of the bell housing area, ready to refit the gearbox.

Gearbox fitment Mount the gearbox onto the transmission jack and guide into position. When close to the engine, align the gearbox then ease it onto the clutch, before finally helping it onto the alignment dowels. Finally, install an easily accessible bolt and tighten.

Refit in reverse order of removal, and then reset all electrical consumers after reconnecting the battery. Always carry out a full road test to ensure a quality repair.

Information on Schaeffler products, fitting instructions, labour times and much more

Mount the new components in the bell housing area, and then put a light smear of high-melting point grease onto the gearbox

can be found on the REXPERT garage portal – GO TO

www.rdr.link /A K003

or the recently launched REXPERT app.

PMM DECEMBER 2019 19

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BELT FOCUS

CASE STUDY Timing belt system: 1.6L diesel engine REPXPERT Alistair Mason and INA Product Specialist Tim Adams analyse the potential fitting issues that can have catastrophic consequences when replacing the timing belt on 1.6L diesel engines.

The complaint Recently, Alistair and Tim have seen failures on the timing belt system on a 1.6L diesel engine, fitted to the range of vehicles mentioned.

The investigation

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The reported fault was that the timing belt had failed after less than 200 miles after its replacement, and had caused serious damage to the engine. On examination of the components, the most obvious area of concern was the wear on the idler pulley (Fig 1).

As the pulley had worn, the tension reduced on the timing belt to a point where the timing belt ‘jumped’ on either the cam or crankshaft pulley, causing engine failure – but why had the idler pulley worn?

The problem was that the idler pulley was not rotating whilst the timing belt was passing around it. The idler bearings were checked and found to be serviceable, although excess heat was evident. The idler is designed to fit either way around, so the most probable cause was that something had stopped the idler rotating.

“On examination of the components, the most obvious area of concern was the wear on the idler pulley.�

THE AFFECTED VEHICLES â– CitroĂŤn Berlingo, C2, C3, C4, C5, Dispatch and Xsara 1.6HD â– Fiat Scudo 1.6D Multijet â– Ford C-Max, Fiesta, Focus and Fusion 1.6TDCI â– Mini D â– Peugeot 206, 207, 307, 308, 407, 1007, 3008, 5008, Expert and Partner 1.6HDI â– Suzuki SX4 1.6DDIS â– Volvo C30, S40, S80, V50 and V70 1.6D

With the help of engine re-conditioner Ivor Searle, engines were made available so that the timing belt system could be inspected and tested to obtain the root cause. On inspection, the only component that could touch the idler was the timing belt cover.

A timing belt replacement was then carried out on a donor engine, with the correct instructions being followed. When refitting the lower timing belt cover and engine bracket, the lower timing belt cover must locate on the outside of engine bracket (Fig 2) that the engine mounting bolts to. If

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where the root cause of the problem was identified.

On further inspection of the worn idler, marks were present from contact on the outer edge, indicating that the tensioner had been clamped in this way. Therefore, the order of replacement must be engine bracket and then timing belt covers.

Best practice information When refitting the lower timing belt cover, ensure that the upper edge locates on the outside of the engine bracket (Fig 4).

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the engine bracket is fitted after the lower timing belt cover, there is a risk of clamping the timing belt cover against the idler and stopping it from rotating (Fig 3), which is

To find out more information on INA products, fitting instructions, and much more,

www.rdr.link /A K004

PMM DECEMBER 2019 21

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TECH TIPS

ADAS MADE EASY

Autel ADAS Volkswagen Lane Change Assist (side assist) calibration

A

Lane Change Assist (LCA) calibration needs to be carried out for a number of reasons.

These are: when the LCA control unit on the rear of the vehicle has been replaced or reinstalled, when the rear bumper hood/trunk has been replaced or reinstalled, and when the position of the LCA control unit has been adjusted.

Vehicle preparation Set up and perform the calibration frame levelling procedure by following these steps: 씰 Park vehicle on a flat and level surface 씰 Ensure that there is enough space behind

the vehicle

FIG 1

Tools required 씰 씰 씰 씰 씰

Calibration frame Radar calibration box Two wheel clamps with laser attachments 24V power adapter Tape measure

씰 For vehicles with air suspension, set the

chassis height as medium or automatic 씰 The vehicle should not be carrying load 씰 Ensure that the vehicle’s coolant and

씰 씰 씰 씰 씰 씰

씰 씰

engine oil are at recommended levels, and the gas tank is full Apply the parking brake and close all doors Adjust the tyre pressure to the recommended value If needed, remove the metallic foil label on the bumper cover Attach the VCI to the vehicle, and turn on the vehicle’s ignition (engine off) Connect the diagnostic tool to the vehicle Tap the Auto VIN button in ‘Diagnostics’ on the tablet display to read the vehicle’s identification number, model and equipped systems Select ‘ADAS calibrate’ Select ‘Lane Change Assistant’

Calibration stand set-up

씰 씰

씰 씰 씰 씰 씰 씰

Note: The VM may market the system by another name, so consult user guide. Vehicle preparation may vary between vehicle and system, so follow preparations on the MaxiSYS ADAS tablet to ensure accurate calibration.

22 DECEMBER 2019 PMM

FIG 2

씰 Place the calibration frame on a level floor

씰 씰

in front of the vehicle. Neither pattern board nor the pattern board holder should be attached to the frame (Fig 1) Rotate the fine-tuning bolt until the marked lines align Loosen handle and rotate the fine-tuning bolt until the scale value is zero, then secure the crossbar Align the sliding plate pointer with the marked line. Tighten bolt to secure Turn on laser and aim it at the rear-centre of the vehicle Adjust crossbar height until it’s level with centre of the rear wheels Move the frame to reach the specified distance from the left and right wheels The correct distance is displayed on the MaxiSYS Tablet in the ‘Help’ section Using the measuring tapes ensure both sides of the frame are at the same and correct distance from the centre of the rear wheels (Fig 2) The laser should remain pointing at the rear-centre of vehicle Turn off the laser once positioned, then

FIG 3

씰 씰

씰

씰

씰 씰

rotate bolts at the base until lightly touching ground Securely attach two wheel clamps to the rear wheels Insert connecting shaft of laser into the clamp port and ensure the laser calibration board faces the rear of the vehicle. Then tighten the bolt Turn on lasers attached to rear wheels and adjust until the point hits rulers on each side of crossbar cover plate Rotate fine-tuning bolt until rulers on both sides have same value lit by lasers. Then secure crossbar Lift cover plates on both ends of crossbar Adjust lasers on the rear wheels to control

022_PMM_DEC19_Layout 1 11/11/2019 12:35 Page 23

allow it to touch the ground

up and down movement of reflected lasers 씰 Reflected laser must shine on the scale

board of the coordinated board on at least one side 씰 Rotate centre bolt left/right until scale values lit by reflected beams are the same on both sides – now the calibration frame is parallel to the vehicle 씰 Close cover plates on both ends of crossbar.

Turn off lasers on wheel clamps then remove

Lane Change Assist calibration

씰 The height of the crossbar can be adjusted

씰 씰

씰 씰

씰 Attach the radar calibration box to the

sliding plate of the calibration frame (Fig 3) 씰 Ensure the radar box and the calibration

frame are levelled using the bubble levels on the radar box 씰 Rotate the bolts on the base of the calibration frame until the frame and box are level 씰 Plug in and turn on the box and wait until the green LED lights, then tap ‘OK’ on the display 씰 Pull the bolt on the top of the ruler, and

씰 씰

씰

씰

by turning the adjustment wheel, or pressing the up/down buttons on the frame The tablet will display the correct height for the calibration of the specific vehicle Adjust the height of the crossbar so that the red pointer aligns with the specified value on the ‘A’ side of the ruler (Fig 4) Secure the ruler to its original position on the frame Follow the directions displayed on the tablet to initiate the calibration of the left control unit With your back to the vehicle, slide the radar calibration box to the left of the vehicle Align the red pointer on the back of the sliding plate to the specified value on the black ruler on the crossbar Rotate all of the bolts on the base of the calibration frame to reference the spirit level by keeping the bubble at the centre of the level. Tap ‘OK’ Turn off the ignition then turn on again

FIG 4

씰 씰 씰

씰 씰 씰 씰

Tap ‘OK’ when the message on the tablet says calibration has been successful Calibrate the right control unit using the same procedure Move the radar calibration box to the right of the vehicle The red pointer on the sliding plate should be positioned at the specified value on the crossbar ruler The tablet will display the correct value The tablet will display when the calibration has been successful Turn off vehicle ignition, wait 10 seconds then turn ignition back on Tap ‘OK’ and a message will say calibration successful

For more information online, GO TO

www.rdr.link /A K005

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TECH TIPS

AUTODOCTA í˘˛

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PEUGEOT 5008 – LACK OF POWER WITH TROUBLE CODES P0405 AND P1461

TOYOTA RAV4 – SQUEAKING NOISE FROM CENTRE OF FASCIA OVER UNEVEN SURFACES

As one of the UK’s leading suppliers of technical information to the automotive aftermarket, Autodata has over 65 skilled technicians with a comprehensive understanding of those common problems that take up valuable garage time to investigate. In this regular column, Autodata’s Technical Team share their fixes to common problems raised through their technical helpline, available to all UK customers.

FAULT: We have a 2016 Peugeot 5008 2.0 Diesel in the workshop, with the engine malfunction indicator lamp (MIL) illuminated. Trouble codes stored in the fault memory relate to the exhaust gas recirculation (EGR) system. We have had a look at the EGR system and cannot see a blockage anywhere. Have you got any ideas?

FAULT:

FIX:

FIX:

Yes, the fault you described has been reported for the Peugeot 5008, with a DW10FD engine code and a ML6C transmission code.

The cause of the problem is the unsatisfactory design of the EGR valve assembly. Fit a modified EGR valve assembly (Fig 1.1). To complete this repair, the engine control module (ECM) will require reprogramming with upgraded software from the manufacturer. Following this, carry out a road test to ensure the fault has been eliminated.

Yes, we are aware of the fault you describe, which affects RAV4 models. The noise is due to excessive friction between the audio unit and air conditioning (AC) control module.

First, remove the audio unit. Then, discard the three felt strips located on the underside of the audio unit, and thoroughly clean all mating surfaces. Using a felt pad, available from the Toyota parts department, cut two 10mm x 10mm squares. Apply the felt squares to the underside of the audio unit (Fig 2.1). Refit the audio unit, and then carry out a road test to ensure that the squeaking noise has been eliminated.

A customer of ours is complaining that their 2014 Toyota RAV4 is making a squeaking noise when driving over uneven road surfaces.

The noise sounds as though it is coming from behind the fascia, but we cannot pinpoint the source of the noise. Are you aware of this squeaking noise?

For more information online, go to www.rdr.link/AK006

PMM DECEMBER 2019 25

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TECH TIPS

BEST PRACTICE What is ‘bedding-in’?

Apec Braking breaks down the theory and practical procedure behind the bedding-in and material transfer processes.

Definition

abrasive friction, due to that protective barrier that prevents the brakes from being worn down as quickly. To ensure the continuous smooth operation of brakes, the process of material transfer from the brake pad must be evenly distributed on the disc surface.

Adherent friction is a continually evolving process, as heavy braking will remove some of the material transferred to the disc, which will need to be replaced under normal braking conditions.

The ‘bedding-in’ process is essential for brakes to perform optimally. Friction is a force that is resistant to movement between contacting areas, and is key to ensuring efficient braking. In braking, there are two types of friction processes that occur during the material transfer process. To understand the bedding-in and material transfer processes, it’s vital to understand the difference between the two types of friction processes: abrasive and adherent.

Recommended bedding-in procedure

Abrasive friction process When the brake pads are compressed against the brake disc, the pressure and contact from the two surfaces will generate heat and cause the breakdown of particles on the surface of the material. If you could mount a microscope on a brake pad, you would see tiny particles of the pad and disc breaking away from the surfaces as they contact each other. As this is happening, the heat is physically and chemically changing the exposed friction material, as particles are being torn from both components.

This leads to the mechanical wear of the discs and pads, which will consequently have to be replaced when worn past their limit.

Some particles become part of the friction surface of the disc, while others are cast off and form brake dust, which sticks to wheels and will eventually be washed down the drain, potentially polluting the environment.

Adherent friction (bedding-in) process This process transfers a layer of brake pad material onto the disc. Once enough of the brake pad material is transferred to the

26 DECEMBER 2019 PMM

Pre bedding-in

Post bedding-in

“Correct bedding-in is said to guarantee that new brake pads and new discs work flawlessly together.” surface of the disc, it increases the coefficient of friction or, simply put, makes the brakes more ‘grabby’ to each other. Because there are two forces at work here, adherent friction and pressure, stopping distances can be improved by up to 20%. The transferred material acts as an adhesive, literally sticking to the brake pad as it is being compressed against the disc. This creates a barrier between the pads and the disc, preventing the disc from being ground down to a powder by the brake pads and vice versa, meaning that the brakes will last significantly longer.

Adherent friction is not as destructive as

Correct bedding-in is said to guarantee that new brake pads and new discs work flawlessly together. During the test drive, the vehicle should be driven at a moderate speed (30-35mph). Brakes should be applied gradually without coming to a complete stop, in order to initiate the material transfer process. This process should be repeated eight to ten times. It is also advised to avoid more than a minute between each brake application in order to maintain the temperatures needed for the bedding-in process. When handing the vehicle back to the customer, it is crucial to instruct them to brake gradually. It’s also important to avoid feathering brakes and heavy braking for about 200 miles, to ensure the bedding-in process is completed correctly.

Potential issues Too little heat during bedding-in keeps the pad material from transferring to the disc face. Avoid feathering the brake pedal or over-heating the system with heavy braking, as this can generate uneven pad deposits and cause a stick/slip situation.

026_PMM_DEC19_Layout 1 11/11/2019 12:40 Page 27

In the event of a stick/slip situation, heavy braking will lead to uneven heat build-up due to the uneven distribution of friction material across the disc, with high-spots heating excessively in comparison to the rest of the disc. This will lead to the disc suffering from excessive ‘disc thickness variation’.

Material transfer is a continuous process after bedding-in, and anything affecting the even transfer of material on the brake disc will cause issues. The biggest cause of uneven material transfer is excessive lateral runout. Other causes may be as simple as poor technique, using the brake pedal to slow the car rather than engine braking on serious inclines, or repeated ‘emergency’ style stops without adequate cooling time.

To find out more about Apec Braking www.rdr.link /A K007

Uneven material transfer

Disc thickness variation

“Material transfer is a continuous process after beddingin, and anything affecting the even transfer of material on the brake disc will cause issues.”

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BUSINESS

& TRAINING

With wireless diagnosis and autonomous vehicles fast approaching the mainstream market, cybersecurity and data availability are becoming some of the most pressing issues facing the industry.

Neil Pattemore provides PMM with insight into the future of an everevolving industry, and what independents can do to keep up.

I

am neither the Doctor with his Tardis, nor a fortune teller with a crystal ball. Attempting to forecast what the workshop of tomorrow will look like is not easy, but I will try and predict what I think is coming for the automotive industry in tomorrow’s ‘brave new world’. I have previously written about some of the changes facing independent workshops, including the threat to being able to connect to a vehicle via the OBD port. The workshop of tomorrow will need to evolve significantly to remain compliant with both commercial and legislative requirements, as well as being profitable and competitive in the future.

Cybersecurity As I wrote in last month’s issue, the independent workshop will need to be prepared for the world of vehicle cybersecurity, which will introduce a range of new requirements and processes. Security is all about controlling access, and when access is provided, who is then allowed admission, and for what reasons. This is known as the ‘rights and roles’ allocation, and is controlled through the use of electronic certificates, which must always come from a trusted source. Who decides and controls these can monopolise everything that can then be done

©neoinkdesign/AdobeStock

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Brave new world with a vehicle from a diagnostic, service, repair, and maintenance perspective.

Cybersecurity will be needed as vehicles become ever-more remotely connected and electronically controlled, especially as the industry moves closer towards autonomous vehicles. As part of vehicle security, today’s OBD connector is already becoming more restricted in terms of what vehicle data and functions are accessible. The first vehicle manufacturers (VMs) are now requiring electronic certificates for the OBD port, so this is not what could happen, but rather what is happening. Independent workshops and their technicians now need to be registered and authorised by the VM, and must pay them for the required certificate to access data on these new vehicles.

To directly access a vehicle remotely, the access will need to be via an embedded wireless communication interface, which is both faster and more secure, with wider access to the in-vehicle networks. However, this is not currently possible for independent service providers. Currently, this is very much a ‘hot topic’ in Brussels, as VMs already deny independent service providers direct remote access to the vehicle and its data via any of their telematics systems.

So, if this ‘brave new world’ of cybersecurity is the future, what will this mean for independent workshops concerning their day-to-day business? Quite simply, the future will be controlled by the ability to access a vehicle and its data. This will vary according to the status of the vehicle, namely whether it is in the workshop, is being driven, or is remote but stationary. However, if the legislator supports what is needed, then new opportunities and partnerships will transform the future of the independent workshop.

Paradigm shift The fundamental change in paradigm will be where and when the diagnostic and subsequent repair process will start; today, it

is in the workshop, but this will eventually become almost completely remote. With diagnostics being embedded in the vehicle, there will be more access to more data when the vehicle is being driven. It is then a case of whose diagnostic application is in the vehicle: solely the VMs, or expanded to include independent aftermarket providers.

Unless legislation is created to introduce the ‘rights and roles’ of access for independent companies, such as diagnostic tool manufacturers and parts suppliers, the only remote data provided by the VM will be to support their own repair methods and replacement parts. In this scenario, the independent workshop becomes a simple replication of the VM’s business model, but with increased costs and less choice, which is not a good basis for competition.

Without these supplier partnerships supporting smaller independent businesses, these businesses will struggle to repair the latest vehicles, let alone make a profit from doing so.

As vehicle ownership moves away from individuals to corporate ‘mobility service providers’ – where the use of the vehicle will be available as short-term rental – your customer becomes the vehicle provider. They will lower prices to be competitive in their own mobility services, so workshop efficiency becomes paramount to remaining competitive in this changing market. Again, working with your partner suppliers will help achieve a ‘critical mass’ to create and align a network of independent workshops to support mobility providers across the UK for these corporate customers.

“The fundamental change in paradigm will be where and when the diagnostic and subsequent repair process will start; today, it is in the workshop, but this will eventually become almost completely remote.”

How to stay independent So how can independent workshops continue to be profitable and able to offer alternative and competitive choices to vehicle owners?

The answer lies with support from the legislator to provide the rights of access to the vehicle and its data. However, it also lies with your supporting supplier partners, such as the diagnostic tool manufacturers, who will provide applications that can access and process this in-vehicle data, to offer a choice of repair methods and a competitive choice of replacement parts.

By working with your partners to provide a delivery of the in-vehicle data and technical support, as well as the parts needed, the workshop becomes more efficient and profitable by implementing a ‘factory line’ optimisation of the service and repair process.

Ultimately, the workshop of tomorrow will have a much heavier reliance on both legislation and partner suppliers for the access and use of data, the efficient repair of vehicles, and increased levels of business management, to fulfil the demands of mobility service providers. This new era will demand changes within the independent workshop business, but will also be directly linked to external supplier partners. It’s therefore essential to choose these partners carefully, as your future business may be dependent on what they can provide. It is also clear that your future business will be increasingly less independent, and will have to rely on the requirements and abilities of others.

For more information online, www.rdr.link /A K008

PMM DECEMBER 2019 31

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BUSINESS

& TRAINING

When the time is right Do you need to consider the prospect of self-driving cars entering your workshop? David Emm, Principal Security Researcher at Kaspersky Lab, is not so sure.

T

he Department for Transport recently claimed it wants to see fully autonomous cars tested on UK roads by 2021. Astonishingly, this expectation was set out after several fatal crashes in Arizona. The communications infrastructure used in cars today (known as a Controller Area Network) was designed back in the 80s. It was developed for exchanging information between different microcontrollers. Essentially, what we have is a peer-to-peer network – and an old one at that.

The main issue here, is that these networks weren’t built with security in mind, as it was not a key concern back then. As time has gone on, modern-day functionality has been layered on top of existing functions, all connected to the CAN. This gives it no access control or security features, but instead, leaves access to cars potentially open to criminals.

While there are no real-world hacks that have been executed this way, it has been proven possible. For example, in 2015 two

32 DECEMBER 2019 PMM

researchers and a journalist were able to use wireless technology to drive a Jeep Cherokee off the road. As a result of this flaw, half a million cars were recalled.

It is an example of emerging technologies being layered on top of old infrastructure, without fully considering the security implications. Potential security issues don’t just lie in the underlying communications network of the car itself. There’s also the possibility of an attacker infecting a driver’s smartphone and hijacking any apps they use to control functions on the car – for example, to lock and unlock it.

Who needs humans?

Following a fatal incident in Arizona last year where a self-driving Uber ran down a cyclist, it was predicted that it would be many years until autonomous cars replace human drivers.

The reality is, I don’t think driverless cars will or should ever replace human drivers in the way that we think of them doing so now;

Uber’s self-driving car under inspection after the crash

where nearly everyone will continue to drive a private car, but it will be self-driving.

However, the issue of how we implement the technology is something for society to ultimately decide – whether this takes the form of private vehicles, or a co-ordinated public transport system – but I do not believe either should remove the human aspect of vehicles.

I think people are becoming more apprehensive when it comes to driverless

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©AndSus/AdobeStock

cars, where safety is paramount, and rightly so. Historically, driving has always been an aspect of life where human control has been essential, so the idea of watching a film, or sleeping, while a car transports us, feels understandably ‘wrong’ to many people.

There are various levels of autonomy with self-driving cars – ranging from add-on features such as parking assistance, through to completely driverless cars. A ‘grey area’ lies between the two, where the driver has very little to do, but has responsibility for the vehicle and might need to take control at some point. In the latter scenario there’s a danger that the driver may switch off because they don’t feel required to be in full control, and might therefore be unable to regain control in an emergency.

Driverless car fatalities have shown that there is a very real danger with autonomous vehicles, and it is therefore reasonable to question whether it is wise to resume the use of them so quickly after the incident.

“There are real safety concerns about pedestrian and driver safety – as recent stories surrounding autonomous car testing have demonstrated.”

Safety first?

There are real safety concerns about pedestrian and driver safety – as recent stories surrounding autonomous car testing have demonstrated – which society needs to tackle before driverless cars are launched.

There’s also a moral or ethical issue to consider. Christian Wolmar raised the issue of ‘the Holborn problem’: if driverless cars are programmed to stop when they sense a pedestrian, what happens when they are confronted with a mass of people milling across a busy road? Will they wait all day?

Or will they be programmed to operate with a lower safety bar? Or, if the car is given the chance to choose to avoid hurting pedestrians or the passenger in the car in the lead up to an accident, how and who will it choose? A car isn’t able to make moral-based decisions by itself.

Ethics aside, in terms of cybersecurity, it is important to remember that nothing can be 100% secure. Just like housework, security is never ‘done’ – you need to continually repeat the process of vacuuming and dusting as the dirt will be back next week. This same logic applies to securing the increasingly advanced technology in modern cars. There are still many unanswered questions and unconsidered scenarios, which we need to ascertain before we can even start to consider loosening the reins on bringing autonomous cars to our roads.

For more information on Kaspersky Lab, www.rdr.link /A K009

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BUSINESS

& TRAINING

CASE STUDY ‘History’ in the making Independent garage Grant Auto Services has recently adopted MAM Software’s Autowork Online, with several of its features already proving to be invaluable to the business.

Among them is the new ‘MOT History’ button, which equips technicians with the information they need to carry out necessary servicing and repairs.

A

utowork Online is MAM’s feature-rich garage management software. The ‘MOT History’ button was introduced in the spring 2019 release, and provides users with direct access to vehicles’ previous test records. Andy Grant, Owner of Grant Auto Services, explained that as an MOT centre, being able to access a vehicle’s information so quickly and without having to leave the screen is very advantageous.

“Before we moved to Autowork Online, we used to retrieve these details manually via the government website, which we had bookmarked in an internet browser,” said Andy.

“We’ve nicknamed the ‘MOT History’ function ‘the magic button’, as we can now see the details of every vehicle that arrives at the garage. It is fantastic to have this information so readily available.”

34 DECEMBER 2019 PMM

The ‘MOT History’ button retrieves details directly from the DVSA database, and is able to recall information on vehicles tested in England, Scotland and Wales, dating as far back as 2006. Details include a vehicle’s full MOT history, current expiry date, any advisories issued, and the reasons for failures.

When Grant Auto Services implemented Autowork Online, it also decided to invest in data conversion. “We now have 25 years’ worth of customer, vehicle, and work history

“We’ve nicknamed the ‘MOT History’ function ‘the magic button’, as we can now see the details of every vehicle that arrives at the garage.”

on our new system. Our old invoices were also transferred over, which has proved really helpful,” Andy said.

Autowork Online is also cloud-based, meaning that Andy and his team don’t have to manually back up data, or carry out regular updates and maintenance.

“Having a cloud-based system means I don’t have to worry about anything,” Andy noted. It is also possible for him to issue invoices and carry out other administrative tasks remotely, as he can log into the system from anywhere with a suitable internet connection.

“We have only been using Autowork Online for three months, but I can honestly say that it’s the best thing since sliced bread,” Andy concluded.

To find out more about Autowork Online, www.rdr.link /A K010

035_PMM_DEC19_Layout 1 11/11/2019 15:20 Page 35

BUSINESS

& TRAINING

TRAINING GROUND In the modern workshop, training and development is a crucial element in staying competitive and keeping up with technology. PMM offers a helping hand by providing details of some of the training and events that should be in your diary.

REPXPERT ACADEMY LIVE TRAINING DATES January 2020 – BASINGSTOKE April 2020 – BLACKPOOL

RMI ANNOUNCES FIRST REGIONAL TRAINING EVENT IN 2020 The RMI has announced the first date and location for its regional training programme: 7th January in Bristol.

These regional events can be delivered to up to 40 candidates, and include face-to-face training, an RMI workbook, access to the online assessment and an RMI Certificate of Learning, and is £70 + VAT per candidate.

This three-hour training session will cover the 2019/20 MOT annual training syllabus for class 3, 4, 5 and 7 vehicles as required by DVSA, consisting of: ■ Updates to testing standards since the introduction of EU Directive 2014/45 ■ Introduction section of MOT Tester Manual ■ Highlighted areas of concern including; tyres, lighting, driver’s view, suspension, brakes ■ Use of the MOT Testing Service to improve Test Quality Information including TQI data and to update user profile details

October 2020 – SWANSEA November 2020 – SOUTHEND The dates listed on this page are subject to change so for up-to-date information, www.rdr.link /A K012

Doors will open at 09:30am, with training lasting from 10:00am until 1:00pm. Tea and coffee will be provided.

The RMI is the representative, not-forprofit trade association for garage businesses, and is owned by garages like you. The organisation’s sole aim is to support your business, not to make a profit for the benefit of shareholders.

With courses at sites in the midlands and north and a new training centre in the south, the RMI can support your business, no matter your requirements. www.rdr.link /A K011

THE GARAGE INSPECTOR BOOKS IN 2020 DATES CHESTER

28th & 29th January FLEET/GUILDFORD

4th & 5th February DUBLIN

11th February www.rdr.link /A K013

PMM DECEMBER 2019 35

036_PMM_DEC19_Layout 1 11/11/2019 13:26 Page 36

SPECIAL REPORT

Centre of the community MVS Blandford recently joined the ranks of the PMM product testers, so to find out a little bit more about the new recruit, we went to sunny Dorset to pay the team a visit.

T

he MVS Blandford story begins with the closing of the Seward Vauxhall dealership in 2012.

Tony Vincent and Dan Hurst were employed at the company, until they were made redundant by the closure.

However, unwilling to relocate or give up the trade they love, Tony and Dan began a partnership to open up MVS Blandford so that they could provide vehicle repair services to those Seward customers who had been left without a garage. Using their close attachment to the community, Dan and Tony found a unit on the outskirts of Blandford from which to begin their journey as an independent garage.

Since then, MVS has gone from strength to strength, building on the customer base that was left behind by Seward. Tony provided more insight: “I have always felt that if you treat customers well, then they will treat you well in kind. When Seward closed down, Dan and I felt that we should keep providing the Blandford community with quality vehicle repair and maintenance services. So, using our skills we gained from our time at the dealership, we started MVS and opened our doors to customers.”

36 DECEMBER 2019 PMM

The customer always comes first The MVS team extends beyond the skills of Dan and Tony. Heading up front of house is Anna Vincent, Tony’s wife, who operates as the Office Manager. Anna is the first point of contact for any customer that comes through the door, which, as you might expect, means she has grown a larger network of customer relationships.

When asked, she was quick to point out that customer interaction was perhaps the most rewarding part of the job: “Although we have a very busy schedule, I am always happy to talk to our customers to see what is going on in their lives. With Blandford being such a close community, and the fact that everyone needs a reliable garage, I have become the first port of call for more than garage queries!

“There has been plenty of occasions when someone new to the area has called me up to ask whether I know a good carpet fitter, plumber, and so on. I honestly feel like it’s

only in close-knit communities like the one we have in Blandford that means people have to trust in other people. You read articles in publications, much like yours, about how more and more customers are becoming distanced from their garages because of social media, the internet, etc. But, even though we have excellent online services, we still maintain our customer relationships. It’s something that requires work though.”

Spreading the word As Anna mentioned, MVS has an excellent website and booking platform that allows for customers to organise a service or MOT with ease. The team realises that in this day and age you can’t just rely on word of mouth to promote a business, so you need to make sure your online offering is appealing and effective. They invested significantly in this area, to ensure that they had a voice amongst the other businesses that reside

036_PMM_DEC19_Layout 1 11/11/2019 13:26 Page 37

close by. Facebook is another method the business has employed in order to guarantee interaction with their community.

And, there is plenty to talk about when it comes to the bigger projects that MVS has taken on. Always happy to back a worthy cause, MVS has a number of contracts with public service outfits, such as Wessex Water and Milborne St Andrews surgery, whilst also offering discounts to forces, NHS and emergency service members. Beyond that, MVS is an avid sponsor of the local football team, Blandford Football Club, and more specifically, is the first team’s kit sponsor.

From a PMM perspective, it is wonderful to visit a garage business that is so active and popular in its community. Of course, MVS Blandford’s service is of unquestionable quality – this is a prerequisite for a successful garage these days – and to see that it is also so involved in the community makes MVS a welcome addition to the ranks of PMM product testers.

From left to right: Dan Hurst, Anna Vincent and Tony Vincent

So, what’s next for MVS and PMM ?

Besides product tests, MVS will also look to contribute particularly intriguing diagnostics case studies that Dan and Tony come across.

Having been trained in this area whilst working for Seward, they are both keen on

communicating proper diagnostic procedure to fellow PMM readers. So keep an eye out for these articles as we enter into 2020!

To have a look at the MVS Blandford www.rdr.link /A K014 website,

038_PMM_DEC19_Layout 1 11/11/2019 14:38 Page 38

SPECIAL REPORT

A formula that works In this year’s April issue, PMM covered the story of independent garage Complete Car Maintenance (CCM) and its main workshop in Ewhurst, Surrey.

Since then, the business has been pushing ahead with its expansion plans by opening up a third depot in the nearby village of Cranleigh.

With the new facility specialising in MOT, PMM simply had to investigate…

Before 38 DECEMBER 2019 PMM

Where it began Before CCM moved into the premises in Cranleigh, there was already a wellestablished garage operating there. Having worked in the industry for 30-odd years, owner Bob Macey was looking to retire and hand the business to someone who would be able to grow it and continue to offer the people of Cranleigh and the surrounding area quality vehicle repair services.

Having grown up locally and opening his own business in the neighbouring village of Ewhurst, Stuart White, Director of CCM, knew the garage and owner very well. This led to Stuart investing in Bob’s garage, acquiring a share in the enterprise. With the Ewhurst CCM depot thriving, it seemed only natural for Stuart to take over from Bob and transfer the processes that were in place at

After

the main workshop to the new Cranleigh venture.

“To tell you the truth, we were becoming exceptionally busy at Ewhurst, particularly when it comes to MOT. The problem with MOTs is that they are a fast-moving business, which means there always needs to be technicians and bays free for them when they come in. Given the nature of our work at Ewhurst, such as long diagnostic and servicing procedures, a bottleneck started to form. So, the unit at Cranleigh couldn’t have come at a better time,” Stuart explained.

Although at times reluctant to give up the business, Bob gradually handed over the reins, at which point, Stuart made moves to convert the garage into a revamped MOT test centre that could also play host to standard servicing when required.

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Finding the staff As is often the case, it is one thing to find a unit that can hold a garage business within it, but another thing entirely to find the staff to manage the day-to-day operations. With a serious skills shortage in the industry, this is becoming more and more of a problem for garages. Thankfully, CCM could draw on technicians from the Ewhurst branch, plus there were a number of technicians taken on from Bob’s original business.

Operations Manager Tina Drayson explained, “With four bays to manage, we needed to make sure that we had technicians that we can rely on to maintain the standards customers would expect of CCM. So, we brought across two technicians from Ewhurst, and kept on two of the originals from Bob’s day. To head-up the management of the workshop, we have Liam – he moved across from the Ewhurst branch. We also have Imogen; she works on the front desk as our first point of contact for customers. As it happens, Imogen is Bob’s daughter, so the Macey name is still very much integral to the business.”

To ensure that the quality of service didn’t slip as the CCM technicians became used to the new setup, Liam was entrusted to oversee the management of the workshop floor. Professional and naturally competitive,

speaking to him you begin to understand why the Cranleigh branch has been such a triumph since its opening.

“I love to work fast. Of course, this doesn’t mean I trade quality for speed. First and foremost, we have to make sure that we are doing the job properly, and that our customers leave us satisfied with the work. But, the fact that I am competitive and want to do the best job I can as fast as possible, means that I am suited to running an MOT garage. I want to lead by example as well – can’t expect others to work if I am not pulling my own weight.

“This area is quite competitive when it comes to garages, so we need to be at the top of our game. Occasionally, we will have a vehicle sent to us from elsewhere, and I enjoy solving these more difficult problems. I guess it is all about pushing yourself.”

“When we originally established these values we brought everyone together to discuss exactly ‘what it means to be a professional’. From this discussion, we compiled a list of concepts that would act as guide for how we should conduct ourselves.

It seems like a small thing, but I think this brainstorming activity really helps. So, I made our list into a plaque that now hangs in our meeting room.”

What next?

The CCM secret Speaking to the team at CCM, it becomes clear that they all share an attitude that is conducive to making a success of the business. When asked about this, Tina explained with a smile: “I think our approach to the work is certainly something we are proud of. When we first planned to open up the Cranleigh branch we made sure that we transfered our core set of principles to unite the CCM branches.

Innovative, determined and geared towards teamwork, CCM will no doubt keep growing. It’s taken less than a year to establish the Cranleigh branch, so there may be more to come from this independent. The formula is working and there is no reason why this can’t continue.

To find out more about CCM, www.rdr.link /A K015

PMM DECEMBER 2019 39 Photography by Aidan Edgar

040_PMM_DEC19_Layout 1 11/11/2019 12:56 Page 1

s ’ a t San

PIT STOP

In need of a refuel?

í˘ą How many lords are leaping in ‘The Twelve Days of Christmas’?

a b c

í˘ˇ Which Roman holiday is the reason that Christmas is held in December?

8 6 10

a b c

í˘˛ What Pagan holiday was Christmas originally

í˘¸ Which traditional Christmas decoration is actually a

conflated with? a b c

parasitic plant?

Samhain Yule Mabon

a b c

í˘ł Which company has been using Santa Claus in its advertising since 1931? a b c

the Dutch word for ‘lightning’?

Donner Dasher Blitzen

a b c

White Christmas – Bing Crosby All I want for Christmas is you – Mariah Carey I wish it could be Christmas every day – WIZZARD

ě?ˆ What is the name of the skin that hangs from a turkey’s neck? a b c

Turkey Greece Norway

í˘ś What is the name of Ebenezer Scrooge’s business partner in A Christmas Carol?

a b c

Pacific Atlantic Indian

ě?… Which is the best-selling Christmas song of all time?

í˘ľ Which country did St. Nicholas originate from? a b c

Mistletoe Holly Poinsettia

í˘š In which ocean can you find Christmas Island? a b c

Macy’s Coca Cola John Lewis

í˘´ Which of Santa’s reindeer has its name derived from a b c

Lupercalia Saturnalia Liberalia

John Mackintosh Jacob Marley Joseph Morley

A swaggle A wattle A saggle

ě?‰ In what year was The Muppets Christmas Carol released? a b c

1992 1995 1993

To find out the answers, go to www.rdr.link/AK002

041_PMM_DEC19_Layout 1 11/11/2019 16:25 Page 41

BRAKING NEWS ARE YOU LISTENING? Brake noise causes anxiety and although such noise rarely indicates an actual performance or safety-related issue, its presence will always raise concerns over the quality of braking components.

Of course, there are occasions where noise is there by design.

Pads may feature acoustic wear indicators or ‘screech clips’.

These clips (a bit like a tuning fork) are designed to touch the disc during braking when the pad reaches around 2mm thickness, and as it drags against the disc it vibrates and ‘screeches’, warning the driver to check their pads. The other cause can be when no screech clip is fitted, and the driver has worn at least one brake pad right down to the metal and the brake squeals because of metal braking against metal.

Clearly if there is significant noise coming from the brakes, they should be checked.

Dr Keith

COMPETITION! For a chance to win one of 25 Comline beanies, please answer this simple question: What does RMR stand for in relation to Comline’s RMR Shim?

GO TO

One of the techniques commonly used by brake pad manufacturers to combat braking noise is the fitment of shims, a clip-on device, which, when fitted to the back-plate of a brake pad, reduces vibration within the caliper – it’s this vibration that is a root cause of brake noise.

However, there are many different shim derivatives available across the aftermarket with differing levels of quality and performance.

Understanding the problem Here at Comline, we fully appreciate the issue braking noise presents and have invested heavily in an array of noise prevention technologies including the development of our ‘RMR’ backing shims.

When looking at shims, it is vital to understand that not all are created equal; the materials used,

and the performance offered varies massively. At one end of the scale, you will find simple applications using bonded gasket paper or even rubberised paint, at the other, you will see more premium applications employing complex laminations and various material layers.

Comline’s ‘RMR’ shim is socalled because of its multi-layer rubber-metal-rubber construction.

It integrates seamlessly with Comline’s noise limiting NAM112A friction material, plus chamfers and slots, which are prevalent across the brand’s entire brake pad range. The range is rigorously tested, both in the laboratory, and out on the road.

Currently available on over 500 of the most popular references in Comline’s current braking range, the ‘RMR’ shim is also now a standard feature on all new-to-range Comline brake pads.

www.rdr.link/AK060

to submit your answer and enter the draw!

NEW TO RANGE Comline has recently strengthened its range of R90 approved brake pads and fully coated brake discs. The list of newcomers includes: CBP32370/CBP32373 front/rear brake pads applicable to the Opel/Vauxhall Insignia (2017 onwards); CBP02365 front brake pads serving popular Audi models including A4 (2015-onwards), A5 (2016onwards), Q5 (2016-onwards); CBP02354 front brake pads for applications Citroen Dispatch (2016-onwards), Jumpy (2016onwards), Space Tourer (2016onwards), Peugeot Expert (2016-onwards), Traveller (2016-onwards), Toyota Proace (2016-onwards); ADC2921V coated discs attuned to MAN TGE (2016-onwards), VW Amarok (2016-onwards), Crafter (2016-onwards); ADC2931V coated discs for Jaguar models F-Pace (2016onwards), XE (2015-onwards) and XF (2015-onwards).

PMM DECEMBER 2019 41

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BRAKES

& CLUTCHES

Common faults: Bosch 8.0 ABS unit ACtronics outlines the most common faults with the Bosch 8.0 ABS unit, and how to proceed when confronted with these issues.

V

ehicles rely on their control modules to perform to the best of their abilities and operate at the required performance. Once a unit falls short of that required benchmark, it’s time for the unit to evolve.

The 1998 Bosch 5.7 ABS, for example, was superseded by the Bosch 8.0 ABS, which came into production three years later in 2001. In contrast to the older model, this unit is extremely versatile and can be found operating on both cars and motorbikes.

As Bosch looked to make the ABS unit more reliable and streamlined, they produced two versions of the unit, the 8.0 ABS and the 8.0 ESP. The ESP unit includes features of

the ABS unit, but with the added benefit of traction control. It does this by sensing when the wheels are not in line with the steering angle, for instance, if the vehicle is in a skid or slipping on ice or mud. Although both are more reliable and safer than that of the predecessor, they still have their failings, and can become faulty over time.

This particular ABS unit can be found on Ford, PSA, VAG, and Vauxhall vehicles. It should be noted that there are certain faults that reoccur with all ABS units, due to general wear and tear. As with many electrical control units, there are common failures that can happen over time, which is due to the constant strain that the units are put through.

The most common fault that is seen with the Bosch 8 ABS unit is that there is no fluid flowing through to one or more of the calipers, often the nearside front. This fault will cause the vehicle to pull to one side under braking, which can be incredibly dangerous as we enter into the colder and wetter months of the year. The fault is often found in vehicles that have not had their brake oil changed within the recommended parameters, which is every two to three years, or between every 24,000 or 36,000 miles.

Other failures can include a ‘recirculation pump electrical fault’. However, it is not always just the pump motor that needs to be replaced to fix this. When this fault occurs, there is usually damage found on the PCB, caused by the pump motor becoming stuck and sending too much voltage through the unit. This will usually blow the drivers within the unit itself, as a precaution to protect the key processors on the unit.

A further common fault is a ‘solenoid valve supply voltage fault’, which is often caused by an external failure. ACtronics advises customers to check the wiring when this fault occurs, as voltage to the unit could produce this fault code. There have also been faults with the coils of the solenoid valves, which will cause the internal bonds to become loose or break.

It is good practice that if you do have any ABS issues or faults, other checks on the vehicle are made prior to sending an ABS unit to be tested. This includes testing wheels sensors, ABS reluctor rings, the ABS plug for bent pins, and replacing any fuses even if they look to be intact, as hair line cracks in a fuse can cause ABS faults to appear even when they are not present.

To find out more about ACtronics, www.rdr.link /A K018

PMM DECEMBER 2019 43

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BRAKES

& CLUTCHES

12 steps to

BRAKECHECK Bowmonk provides a detailed, step-by-step guide on how to use its portable BrakeCheck solution.

í˘ą Position the BrakeCheck unit on a level surface, such as the passenger side foot well. Switch the unit on by pressing and holding the ‘Menu’ button until ‘Sbr’ appears on the display.

í˘˛ Confirm Service Brake choice by pressing ‘Enter’.

í˘ł When the unit is level enough to start the test, the following symbol (right) will be shown on the display. Once the symbol is displayed, press ‘Enter’.

í˘´ The unit is now ready for the test. When the test area is clear, accelerate the vehicle to an appropriate test speed (e.g. 20 mph).

í˘ľ Once the vehicle is travelling at an appropriate test speed, check for traffic approaching from behind. If safe to do so, apply the footbrake as a controlled emergency stop, without skidding.

í˘ś Once the vehicle has been brought to a complete stop, the unit will generate and display a braking efficiency value.

í˘ˇ Once the service brake test is complete, change to hand brake mode by pressing the ‘Menu’ button (so that the hand brake test LED is illuminated). As before, confirm this choice by pressing ‘Enter’, which will take you to the levelling display. Press ‘Enter’ when the level indicator is shown as pictured.

í˘¸ As before, accelerate the vehicle to the test speed, this time applying the hand brake to stop the vehicle. Note: please check with your vehicle manufacturer if this type of procedure is acceptable.

í˘š Once the vehicle has come to a complete stop, the display will show the braking efficiency of the hand brake.

ě?… To view the service brake test report, press the ‘Menu’ button until the last test result and service brake test LEDs are illuminated.

Then press ‘Enter’ to display the result, which can now be printed using the optional wireless printer.

ě?ˆ With the BrakeCheck unit positioned approximately 2 to 3cm in front of the infrared printer, switch on the printer and press the ‘Print’ button on the BrakeCheck to print the test result.

ě?‰ To view or print the hand brake test, carry out the same procedure, but use the ‘Menu’ button to illuminate the hand brake test and last test result LEDs. For further information about BrakeCheck, www.rdr.link /A K019

44 DECEMBER 2019 PMM

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©AnatolyVartanov/AdobeStock

BRAKES

& CLUTCHES

TECHNOLOGY SPOTLIGHT Brake pad wear sensors Brake pad wear sensors, also known as brake pad wear indicators, are now fitted as standard on many modern vehicles, and will become an increasingly frequent part of any brake job.

It’s therefore essential to know both how they work, and when to replace them.

T

he rate at which brake pads wear varies enormously from one driver to another, even on the same vehicle type. Road conditions, traffic density, driving style, speed, load, and the combination of pad and disc materials can all affect the rate of wear, making it difficult for drivers as well as technicians to predict when a new set may be needed.

Julian Goulding, UK Marketing Manager at Delphi, explained, “Historically, pad inspections were scheduled as part of routine servicing, but as service intervals have become longer, the compromises of this approach have become increasingly obvious.

“Some drivers feel that they are replacing pads unnecessarily, while others end up wearing out pads between services, risking their safety and potentially damaging related

46 DECEMBER 2019 PMM

components such as discs in the process.”

Julian believes that the brake pad wear sensors on offer from Delphi contribute directly to improved road safety and happier customers.

“The introduction of the brake pad wear sensor has removed uncertainty by providing a clear indication to drivers that a pad has worn to its limit and, in some cars, even predicts when this will be,” he said.

“As brake pad wear sensors are designed to be worn away during normal operation, they must be replaced every time new brake pads are fitted.”

“As well as helping customers to plan future brake jobs, it also prompts them not to neglect brake pad maintenance, improving their safety and vehicle control.”

Today’s brake pad sensors are an evolution of the traditional metal tabs found in many older braking systems. By rubbing against the discs, these older versions made a loud screeching sound, providing an audible indication to the driver that the pads had reached their maximum wear limit.

In contrast, electronic brake pad wear sensors eliminate the tab by using a small sensor: a loop of wire with a low current passing through it. As the pad wears out, the loop is exposed and makes contact with the rotor or disc, creating an electrical circuit which illuminates a warning light on the instrument panel, indicating that it’s time to

046_PMM_DEC19_Layout 1 11/11/2019 13:47 Page 47

ck

replace the brake pads.

The latest sensors go one step further; as well as alerting the driver to a worn pad, they can also estimate how much mileage is left.

Known as two-stage sensors, they feature two resistor circuits that run in parallel with each other at different heights in the sensor housing.

“When the first circuit is breached, the resistance in the sensor increases, and the system calculates how much life is left in the brake pad using inputs such as wheel speed, mileage, brake pressure, brake temperature and brake operating time,” Julian continued.

“This information is displayed on the instrument panel, either as a physical number on vehicle start up, or as a warning light, which changes colour as the pad wears. Once the second circuit is broken, the circuit becomes open. This triggers the warning light that advises the owner it’s time for a brake service.”

While many brake pad wear systems feature a sensor on the inboard pad at each corner of the vehicle, the number can vary depending on

the design of the braking system. The position of the sensor can also vary. The most common type of electronic wear sensors are embedded directly in the brake pad material, and therefore are not removable. Others are mounted on the brake pad itself.

As brake pad wear sensors are designed to be worn away during normal operation, they must be replaced every time new brake pads are fitted. It’s also advisable to regularly inspect the sensors in-between pad changes and replace where necessary, because over time, heat from the brakes can damage both the wiring and its clips. They are also susceptible to damage during other work on the vehicle, including the installation of new brake disc rotors.

“Brake pad wear sensors encourage customers to keep their brakes well maintained,” advised Julian. “Most drivers respond to a warning light and appreciate the benefit of a feature that continuously monitors such a safety-critical component, which spends its life hidden away from view.”

To find out more about Delphi’s range of replacement brake wear sensors, www.rdr.link /A K020

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BRAKES

& CLUTCHES

BEST PRACTICE Checking for clutch disc lateral runout Wayne McCluskey, Technical Training Manager at ZF Aftermarket, tells PMM how to check the clutch disc for lateral runout before installation, and make certain that it’s kept perfectly centred whilst the clutch cover is fitted to the flywheel.

T

he clutch is a good example of a component that requires a heavy amount of dismantling to replace; nobody wants to be removing the transmission any more often than necessary.

Fortunately, a couple of simple checks before and during installation of a new clutch can help to ensure that it provides a long life of fault-free operation.

What is lateral runout, and how can it interfere with clutch operation?

If the clutch doesn’t disengage properly after a new disc and pressure plate assembly is installed, it’s possible that the new clutch disc is the cause. Excessive distortion of the clutch disc may mean that the specified lift on the pressure plate is no longer sufficient to allow full disengagement.

No matter how carefully it is assembled by the manufacturer, subsequent transport and handling in the supply chain introduces the risk of clutch disc distortion. This could be due to a simple error, such as dropping the

í˘ą í˘ą í˘˛ í˘ł í˘´ í˘ľ í˘ś í˘ˇ

Base frame Clamping bar Dial gauge holder Measuring sensor Dial gauge Guide pin with pre-assembled hexagon socket screw Tensioning spindle large

í˘¸ í˘š ě?… ě?ˆ ě?‰ ě”ˆ 씉

Tensioning spindle small Box wrench Guide pieces from 12-19mm Thrust piece large Thrust piece small Extension for small thrust piece Alignment fork

“Excessive distortion of the clutch disc may mean that the specified lift on the pressure plate is no longer sufficient to allow full disengagement.�

PMM DECEMBER 2019 49

049_PMM_DEC19_Layout 1 11/11/2019 13:50 Page 50

BRAKES

& CLUTCHES

boxed item, or a heavy object being placed on it while on the shelf at the motor factor.

In the case of a Sachs clutch for example, each individual disc is checked for correct alignment after production, and is only released for sale if it passes the test. If the disc deviates from perfectly flat and drags on a plate, this distortion is described as ‘lateral runout’.

For optimal function, the maximum lateral runout of a new clutch disc should not exceed 0.5mm when measured on the outer third of the clutch facing.

í˘´

How to check lateral runout To simplify the process of mounting the clutch disc and measuring any deviation from flat, ZF Aftermarket offers a Sachs kit (part number 4200080560) containing all of the components required to carry out the check on clutch discs up to 240mm in diameter (Fig 1).

The procedure is straightforward:

â– Turn the clutch disc on its guide pin

through one full rotation, and note any variation in readings on the dial gauge (Fig 3)

í˘ł

â– Clamp the supplied base frame in a vice,

and attach the dial gauge holder â– Select the appropriate size of tensioning

spindle from the kit, and screw the guide pin to it â– Insert the spindle/guide pin assembly into the hub of the clutch disc, and tighten to expand the tensioning spindle until the disc is firmly clamped â– Insert the guide pin with the clutch disc attached into the base frame, so that it can be rotated in the same plane as the dial gauge (Fig 2)

í˘˛

í˘ľ

■If the variation – the lateral runout – is

more than 0.5mm, use the adjustment fork provided to carefully lever the clutch disc into alignment, starting at the point with the greatest deviation (Fig 4) â– Repeat the alignment process as necessary until the lateral runout of the clutch disc is below 0.5mm

Clutch disc centring – why it’s important, and how to achieve it Even small inaccuracies during insertion of the shaft can cause damage to the hub, which can prevent smooth disengagement of the clutch later. The centring procedure is even more straightforward than the lateral runout check, using components of the same kit: ■Mount the dial gauge to its holder, and

zero it with the measuring probe resting on the outer third of the clutch disc’s friction material

50 DECEMBER 2019 PMM

of the pilot bearing in the flywheel and screw it to the tensioning spindle â– Clamp the clutch disc to the spindle â– Insert the guide pin into the pilot bearing, with the clutch disc against the flywheel â– Mount the pressure plate over the spindle and tighten its securing screws to the flywheel crosswise in stages until the specified torque setting is achieved (Fig 5)

â– Loosen the guide pin to unclamp it, and

withdraw it from the clutch disc, which is now perfectly centred with both pressure plate and pilot bearing With a little practice, lateral runout checks and clutch disc centring take minimal time.

Together, they provide a cost-effective method of achieving a ‘right first time’ installation, compared with the alternative of transmission removal to replace a clutch disc that wasn’t checked before fitting.

â– Screw the tensioning spindle, and guide

pin together as described previously â– Select a guide piece suitable for the size

To find out more, www.rdr.link /A K021

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BRAKES

& CLUTCHES

Make or BRAKE

W

hile using EPDM rubber has its advantages from a longevity and quality perspective, over time, the rubber will begin to swell if the material comes into contact with mineral oil. These rubbers are now used more commonly within braking systems, and a selection of popular lubricants are mineral based, which can cause a real issue for mechanics, who need to be fully aware of the implications to ensure they’re not causing damage to their customers’ vehicles.

Looking at the actual impact of swelling rubber within a braking system, it’s easy to see why mineral-based oils should be avoided. Rubber brake seals, for example, work by maintaining pressure on the fluids within the brakes themselves, making the seals imperative to ensuring driver safety. If these seals fail, brake fluid could leak into the system and compromise the pressure capacity of the brakes, significantly decreasing the ability to stop the car. The seals also prevent any potential pollutants from entering the system – it can be extremely dangerous if brake fluid becomes

52 DECEMBER 2019 PMM

contaminated, as it can lower the boiling temperature of the fluid and the reaction of the vehicle when the brakes are applied.

Brake seals are critical components and are found in various areas of a vehicle, emphasising how important it is to ensure these parts are not compromised. Due to their functionality, all seals are manufactured using specific materials that are able to resist brake fluids, such as DOT 3, DOT 4, DOT 5 and DOT 5.1, however, they remain incompatible with mineral oil.

How to properly maintain EPDM rubber seals Using a lubricant on key locations, such as the cylinder running surfaces, pistons, and sealing elements, can improve the integrity of the parts whilst protecting against corrosion. Using a paste can also facilitate the installation of hydraulic brake components, making it easier to work on this specific part of a vehicle.

It is undisputed that lubricants and pastes are key to maintaining a braking system, but more often than not, it will be multipurpose grease that a mechanic reaches for. I have seen this time and time again at the workshops

As VMs make the move towards using EPDM rubbers, Scott Irwin, Head of Technical Training at TMD Friction, is concerned that technicians may end up damaging modern braking systems with the mineralbased oils and lubricants that are often used as standard.

Here, he elaborates...

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I’ve visited over the years, and it’s an easy trap to fall into when time is not on your side.

The problem is a lot of multipurpose greasing products contain mineral oil or an unspecified petroleum-based oil, which negatively affects the integrity of the rubber and causes it to swell or crack over time.

There are a number of greases available that are often seen as a mechanic’s trustworthy sidekick, but as times change and vehicles develop, braking systems become more advanced and require more specific products to ensure their longevity. Whereas a mechanic could once rely on reaching for the trusty copper slip, they will now have to consider the metal content and how this affects runout, electronics, premature wear, and more. Similarly within the clutch and brake system, a multipurpose WD (water dispersant) spray grease is often the go-to, but this may not be the more efficient or effective product when taking the ingredients into account.

“More often than not, it will be multipurpose grease that a mechanic reaches for. I have seen this time and time again at the workshops I’ve visited over the years, and it’s an easy trap to fall into when time is not on your side.”

Having recognised these issues, TMD Friction’s premium brake brand, Textar, developed Hydra Tec, a lubricant specifically designed for components within a brake and clutch system, and ideal for lubricating cylinder working surfaces. Hydra Tec is compatible with EPDM rubber and commercially available brake fluids. As well as this, it also protects working surfaces and metallic components against corrosion, thanks to its water-repellent properties. When used correctly, the formula prevents brake seizure and keeps all elements protected and moving, which ultimately keeps your customers moving too.

With so many brake grease options available on the market, it can be a minefield for mechanics to understand what product is best for the jobs that come into their garage.

Mineral oil substitutes can cause seals to misshape very easily, leading to a host of other issues within the braking system. This cannot be overlooked by technicians, who need to work with customer safety at the front of their minds as, ultimately, a driver’s life is in their hands.

To find out more about Textar’s Hydra Tec lubricant,

www.rdr.link /A K022

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BATTERIES

& IGNITION

PRODUCT TEST Traction Charger’s MPL10 battery charger Two of PMM ’s trusted product testers, Des Davies and Ed Grimley, provide their thoughts on Traction Charger’s MPL10 Battery Charger.

Technician: Des Davies Garage: Top Gear Motor Services

U

pon receiving Traction Charger’s MPL10 battery charger, you can see that it is of good construction, robust and well built, and is available in 12V, 10A, 20A, 50A and 24V 10A and 20A versions. It also has a switch at the front of the charger to change these modes.

It is suitable for use on AGM, GEL, Calcium and Lead Acid battery types, meaning it is suitable for all types of vehicle batteries that are used today. Easy, safe, and simple to use, it has safety features that prevent recharging if the connections are accidently reversed. It also needs to see a small voltage for the soft start current control to initiate the start of charging.

Most battery chargers need to see around 8V to recognise a battery, but this charger only required 1V, meaning that it was capable of charging a battery that was completely flat.

I had a few batteries lying around that were incapable of starting a vehicle, and this charger seems to have brought two of them back to life again. The programme actively balances the amp and voltage inputs, and regulates them in order to achieve 100% charge in the shortest time, without the danger of gassing or thermal runaway.

It also automatically switched to

conditioning mode when it finished charging, so you are able to get the maximum out of the battery’s ability. Therefore, it can be connected indefinitely at the end of charging, which helps to compensate for a self-discharge.

I am a big fan of this charger, as it was easy to use, safe, and a lot quicker to recharge the batteries than my existing two chargers. It is a very high quality product, and is well worth the investment to keep your batteries fully charged and in tip-top condition.

to fit new ones. The extra-long power lead is also useful, as it means you aren’t trailing extension leads across the workshop floor.

The unit is small enough to be unobtrusive when carrying out diagnostic work when key on/engine off, and keeps the battery at a constant voltage so that no data gets lost.

Technician: Ed Grimley Garage: Tower Garage

The charger is compact, lightweight and easy to use. Once you get used to the red, amber, green light system, it’s easy to see what state of charge a battery is at. Even when the battery is fully charged, the charger reverts to reconditioning so that the charger can be left on indefinitely with no damage to the battery.

The switch on the front lets you choose between conventional/AGM, and calcium/silver types of battery, and there is also a warning if you connect the leads up incorrectly, which is always useful!

Being able to disconnect the leads by way of a plug in block connector is also a good idea, as we have all damaged the leads and clamps at some point, and this makes it easy

At this time of year, it is a great asset to know that our customers’ batteries are in top condition when they leave the workshop, and can mean the difference between trouble-free motoring and a breakdown as outside temperatures drop.

This range of battery chargers covers the whole automotive industry, and the MPL 10 is the ideal unit for a small independent workshop like us. It’s always reassuring to know that the kit we use in our workshop is also OEM recommended.

For more information on the MPL10 battery charger,

www.rdr.link /A K023

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BATTERIES

& IGNITION

BRIGHT SPARKS Q

Which is the right spark plug?

Mike Sadler (MS): There are many factors to consider, such as dimensions, projection and heat range. The easiest way to identify the correct spark plug is by checking out the DENSO E-Catalogue. This resource allows users to locate the appropriate parts, based on make and model information, or by cross-referencing.

Which spark plug should be used for liquid petroleum gas (LPG) applications?

MS: LPG and compressed natural gas (CNG) engines require a higher performance from a spark plug than petrol engines.

The DENSO Twin Top (TT) range, for example, offers an upgrade to meet LPG/CNG requirements.

Q

Should the electrode gap be modified?

MS: DENSO’s spark plugs are manufactured with a pre-set gap, however, with nickel plugs, especially for motorcycles, the gap may need adjusting. In that case, technicians should always use a special spark plug gapping tool to alter the opening.

Technicians should never change the gap on platinum, iridium, or TT spark plugs though, as doing so may damage the fine electrodes.

Q

To give an insight into the type of queries that are common in the industry, DENSO Assistant Manager Aftermarket UK & IE Mike Sadler answers some frequently asked questions on the topic of spark plugs.

How often should spark plugs be replaced?

MS: Generally, the replacement interval is confirmed by the vehicle manufacturer (VM). When upgrading spark plugs, however, the interval may alter. Driving on LPG or CNG will shorten the life by as much as 30%, and it is recommended that spark plugs are checked regularly and be replaced when they’re ‘fouled’, which is when a plug has become covered in a substance, like oil, fuel or carbon, or has become blistered from running at too hot of a temperature.

Q

Should grease be applied to the spark plug thread?

MS: DENSO recommends not using a thread lubricant because if grease, for example, is coated on the thread itself, the spark plug is likely to be too tight when applying the recommended torque, which can cause damage to the spark

Q

plug. Consequently, vibrations may cause the plug to become loose. Only in a few exceptional cases, such as LPG-powered forklifts, should a small amount of grease be needed, and in that case, the spark plug will be pre-lubricated.

Can a multi-ground spark plug be replaced by a singleground spark plug?

MS: A multi-ground electrode is preferred by some engine manufacturers and VMs because of the extended lifetime of the additional ground electrodes. Extending a spark plug’s service interval, without the use of precious metals, is a very cost-effective solution.

Multi-ground spark plugs are specifically designed for long life rather than performance, but replacing a multi-ground spark plug with a single ground spark plug will improve performance at the sacrifice of reducing service life. Upgrading a multiground electrode spark plug to a long-life iridium spark plug, such as the DENSO Iridium TT, will combine both performance and durability.

Q

For more information on DENSO’s range of www.rdr.link /A K024 spark plugs,

PMM DECEMBER 2019 57

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BATTERIES

& IGNITION

BEST PRACTICE Battery management in winter To help readers provide the best customer service and maximise opportunities for their workshops, PMM has teamed up with Rotronics, a leader in proactive battery maintenance and service solutions, to provide best practice guidance when looking after your customers’ batteries through the winter months.

M

any workshops carry out battery testing as a routine practice, but unfortunately, the majority remain focussed on the cash generating ‘replace decision’, and do not see the importance of the longer-term option for the customer to achieve a good recharge outcome. The most proactive workshops will test a vehicle’s battery as soon as it enters the workshop, and will carry out the required charging while other work is being carried out, making sure that their normal maintenance programme is not disrupted.

Ken Clark, Rotronics Managing Director, explained, “Ideally, workshop technicians should do a battery check to test the state of health as soon as the vehicle enters the workshop. Testing the reserve capacity is equally important, because the reserve capacity testing lets us know if the battery can hold enough power to support the start-stop system. It is not enough to rely solely on the batteries ability to start the vehicle.”

Many new vehicles on the road now have keyless entry, and the Rotronics team has shared some useful pitfalls with PMM for technicians carrying out any inspection on a keyless entry vehicle in their workshop. If the car’s keys are close to the car during the inspection, this will cause the battery to lose power, as the battery will remain operational.

Ken Clark commented, “You don’t want a vehicle’s battery to be in a worse state after an inspection, so we would recommend that, when carrying out servicing on any car, keep parasitic drains down to a minimum by keeping doors and bonnets closed, ensuring internal lighting is switched off. Using a battery support or a smart charger, to avoid power being dragged from the battery, is the very best approach.”

58 DECEMBER 2019 PMM

Using a smart charger to maintain the voltage while charging also provides a power supply when replacing the battery, and ensures that the vehicle’s stored programmes and codes are maintained.

The latest generation of diagnostic tools that measures both the reserve and cranking capacity of the battery, is the Midtronics CPX 900. The CPX (Conductance Profiling™ Battery and System Analyser) services modern vehicle and battery technology with reserve capacity problems.

Unlike traditional battery testers, it measures not only the starting performance of the battery, but more importantly, the vehicle’s ability to sustain and deliver power to support vehicle loads, and the constant start/stop requirements of modern-day vehicles.

Ken Clark said, “The CPX-900 has a brand-new design, which includes a 3,5” colour screen, a new user operating interface, built in wireless technology for sending test results, remote uploading of future software updates, and an optional built-in printer.

CTEK’s chargers offer both multiple power supply and efficient charging for all lead acid, AGM, and lithium battery technologies.”

An element of confusion remains regarding how to identify the differing type of technologies used in today’s vehicles, and what they actually mean.

■ Traditional wet flooded or regular

batteries are said to be the most costeffective technology.

■ AGM (Absorbed Glass Matt), are primarily used in start-stop and prestige

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vehicle applications where power demands are high, with fitment usually being found inside the passenger area or boot zones.

■ EFB (Enhanced Flooded Battery) is a recent introduction to the battery manufacturer range, typically found in supporting start-stop applications, with a much-reduced price tag to its rival AGM battery.

Providing the best customer service

■

■

■

The Rotronics team has prepared some essential pointers for you to be able to provide the best customer service: ■ ■ Make sure that workshop booster packs

are fully charged and serviceable ■ Ensure that the chargers and testers are

■ ■

functional and fully operational ■ Visually check battery health, looking for

■ ■

■ ■

■ ■

signs of corrosion and any excessive electrolyte staining or gassing Always check batteries for signs of damage Make sure that the hold down clamps and terminals are secure and free from dirt or corrosion Make sure that the electrolyte levels are maintained (where this is possible) Keep batteries above 12.4V to prevent excessive deep cycling, sulphation, and the risk of premature failure.

Charge the batteries at every opportunity Keep 24V battery sets in balance, as they will only perform efficiently if both

voltages and cranking amps are of similar values If you are using non-maintenance free batteries when checking the electrolyte levels, if the battery is in a low state of charge, the electrolyte will be lower than expected Take care not to overfill the cells, and if electrolyte covers the plates, fully charge the battery before topping up to prevent over-filling Once the batteries are in good health and charged condition, ensure that the charging system is also performing as it should Ensure the starter system is working correctly Check the alternator output Ensure there are no excessive drains present, which can cause batteries to go flat very quickly

Questions for your customers Here are some prepared useful questions to ask your customers to help you diagnose their winter battery problems: ■ ■ ■ ■

Have you noticed any battery issues?

Is your start-stop working correctly?

Is it frequently stopping and then starting?

How often do you drive the vehicle?

■ Is the car kept inside a garage or left outside?

■ Have you noticed any signs and symptoms of battery fatigue?

Recommendation Regular testing and charging of a vehicle’s battery should be considered if the annual mileage is considered low, or if usage is mainly for short journeys, to prevent risk of roadside failure.

The Rotronics team always recommends that independent workshops offer a simple battery test and charge service for every vehicle that enters their premises throughout the year. You can then identify all opportunities to support your customers and their vehicles in just two simple steps: 1. Test every vehicle’s battery using a diagnostic battery tester, as part of your ‘winter inspection programme’ 2. Notify the customer/owner of the outcome, when the battery is: a) Good – fully charged (no action required) b) Good but requires charging (offer charging service) c) Faulty – needs replacing (offer replacement) Offering this service helps you show your customer how to prevent an issue before they are standing at the side of the road in the snow or rain. It also presents you with additional revenue streams by giving you the chance to identify a faulty battery and, more importantly, replacing it.

For more information on the battery management solutions available from www.rdr.link /A K025 Rotronics,

PMM DECEMBER 2019 59

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BATTERIES

& IGNITION

CASE STUDY One Box fits all After experiencing some confusing readings when testing start-stop batteries with the workshop’s existing equipment, Rowena Harrison, Proprietor of Harrison’s Garage services, set out to find a solution. She soon came across Ecobat Technologies’ (EBT) One Box.

‘‘I

t’s brilliant,” said Rowena Harrison, Proprietor of Harrison’s Garage Services in Matlock, when asked about the One Box start-stop battery replacement solution developed by EBT. “We’ve always carried out battery testing as we believe it’s an important service for our customers, particularly in the lead up to winter. After all, no one wants to be left inconvenienced or stranded when a timely warning could have avoided it,” Rowena continued.

“However, we found that when testing the EFB (enhanced flooded battery) and AGM (absorbent glass mat) batteries fitted to cars equipped with start-stop technology, we couldn’t rely on the results, as vehicles only a couple of years old and with no obvious battery related symptoms were failing the test, which did not seem logical to us. With EBT One Box, however, that has changed.

We are now equipped with the correct tools to not just test these start-stop batteries, but to also replace them.

“As with so much within the industry these days, a lack of the correct tools makes things

much more difficult, and can make it hard to have the necessary confidence in our ability to tackle the work that we are presented with.

Before coming across One Box, we didn’t realise that our existing tester, which is perfect for traditional SLI (starter, lights, and ignition) battery applications, didn’t work with AGM or EFB batteries.

“Although One Box provided the solution to the problem, we have not made a conscious effort to push start-stop battery replacement. This is to avoid being swamped with these jobs to the detriment of our regular customers, and the normal service and repair work that we carry out.

“We are, however, definitely fitting far more AGM and EFB batteries. Ultimately, we believe the reason is two-fold. Firstly, we have confidence in the One Box tester, so if the battery fails the test, it obviously needs replacing. With the other tools in the kit (such as the NOCO charger and OBD lead), we have the competence to change it correctly.

Secondly, there are far more vehicles fitted with start-stop technology on the road, and are therefore visiting the workshop.”

Responding to Rowena’s comments, Laura Jones, EBT’s Marketing Manager, and the mind behind the One Box concept, said, “We are delighted that One Box has provided Harrison’s with the solution it needed to resolve the start-stop battery testing issues, enabling the garage to tackle the subsequent replacement work with confidence. An additional advantage is the increase in battery sales, which brings practical benefits in terms of being able to charge for both the batteries themselves, and the labour to fit them.”

To find out more about Ecobat’s range, www.rdr.link /A K026

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BATTERIES

& IGNITION

ONLINE education Yuasa launched the GS Yuasa Academy in June this year. With several months under the training scheme’s belt, PMM finds out how it has been received in the industry.

F

eaturing over 20 certified courses tailored to different industry job roles, the GS Yuasa Academy provides users with valuable knowledge and practical skills to further enhance business growth and battery potential.

Having launched in June this year, the academy is already proving to be extremely popular with technicians, workshops and distributors around the country.

Designed for both individual learners and organisations, the academy is aimed at improving customer service, reducing warranty returns, and maximising battery business potential. The courses feature useful support material, providing full accreditation and downloadable certificates upon completion.

Modern day vehicles are become increasingly advanced with each passing year.

Demand for training, therefore, is constantly growing, with more and more industry professionals wanting to increase their knowledge and develop their skills. However, many simply do not have the time to go out

and attend physical training sessions. The GS Yuasa Academy offers a solution to this issue, and allows learners to complete courses in the comfort of their own office or home, at any time they feel is necessary.

Short, dynamic videos are broken down into bite-sized modules to make battery learning interesting and easy to follow. With engaging presenters and clear graphics, Yuasa hopes that the academy will help to increase sales, save money, highlight upselling opportunities, and ensure that batteries leave

the shelf in the best possible condition.

Ian Newham, Training Manager at GS Yuasa Battery Sales UK, said, “We’ve had tonnes of great feedback from a wide range of users. The trade is really getting behind it.

“They love the comprehensive training courses and animated video content. The fact that users can simply leave the site and then pick up where they left off is a real bonus for technicians and workshop owners, who often have a busy work schedule.

“We already had a comprehensive training programme in place, but the new academy offers industry leading training to as many people as possible.”

The academy is not just training courses in video-based format. It also offers multiplechoice assessments along the way, in order to fully test the knowledge and understanding of learners as they progress.

For more information on the GS Yuasa Online Academy, www.rdr.link /A K027

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TOOLS

& GARAGE EQUIPMENT

Don’t forget to calibrate Calibration is vital to ensuring that tools are working as they should, giving correct readings, and providing a safe working environment for technicians. But, how do you know that your tool is calibrated correctly? Chicago Pneumatic sheds light on this area.

What is calibration?

Your tool is working fine, but how do you know that it is measuring accurately? This is where calibration comes in. Calibration, by definition, is determining and documenting the difference in readings given by a tool, compared with a reading given by a measuring standard (a fixed device that is known to be accurate).

It is generally followed by the adjustment of the tool. This process checks whether the values are within an acceptable range (tolerance level) in relation to the specific application. If not, then the equipment must be adjusted to make sure that the deviation between the actual and the required value is minimum, and that the tool has its original performance accuracy restored, giving more precision. A calibration check can be done after the adjustment of the tool.

Why calibrate?

The performance of tools and instruments tends to drift over time, and every tool

64 DECEMBER 2019 PMM

possible legal consequences regarding product liability. If a company is ISO 9001 certified, it is required to calibrate its tools to ensure the quality of the finished products and services. í˘ł The process guarantees safety for both employees and customers.

eventually loses accuracy to some extent. An example of this could be a non-impact tool, such as a BlueTork nutrunner, which is used to tighten the bolts on truck wheels: its torque can vary over a few years under normal operating conditions. Although the torque value is the same, the actual measured value could be different. In the first couple of years, the values may stay within the tolerance interval, but at year three, it falls outside the tolerance interval and the nutrunner must be adjusted to ensure that it continues to provide an accurate result.

By calibrating and adjusting the tools, it ensures that their precision remains at the required level. There are three reasons why this is important:

How to calibrate tools

í˘ą To make sure that the tool works properly, maintaining correct tightening over time. í˘˛ To ensure that the company complies with standards and quality system regulatory requirements, and avoid

The quality standard ISO 9001 does not specify the calibration period, and frequency depends on several factors, one, for example, being the use of the tool and the environment that it is used in. Calibration may need to be carried out as often as daily, or as little as

Only laboratories complying with ISO/IEC 17025 can deliver a valid calibration certificate. You can contact your local accreditation organisation to get the list of all accredited laboratories.

How often should the tools be calibrated?

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yearly (for example, manual torque wrench calibration is recommended once a year or every 5,000 cycles – whichever comes first).

Ultimately, it is up to the garage manager to specify a reasonable calibration interval, as they understand their job and the tools’ application better than anyone else.

Four tips to determine how often calibration should be carried out: í˘ą Check the equipment manufacturer’s measurement recommendation (should calibration be performed after a certain number of cycles?) í˘˛ What is the equipment stability history? í˘ł How important is the measurement in question? í˘´ What are the risks and consequences of a situation beyond tolerance?

To find out more about tool calibration, www.rdr.link /A K028

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TOOLS

& GARAGE EQUIPMENT

Building bridges

Despite three quarters of garage technicians thinking that the profession is valued and respected by others outside the automotive industry, there still remains an issue of trust.

CitNOW offers a solution in the form of a personalised video service, developed to strengthen the relationship between garage and customer.

W

hen used effectively, video technology can greatly improve a workshop’s offering and help build trust with customers through genuine transparency, empowering technicians to offer an enhanced, swifter service. A quicker customer decision enables workshops to get more work approved, meaning that the vehicle spends less time on the ramp.

The problem for technicians The most common problem for technicians is that customers often don’t understand the work being suggested, and then naturally struggle to trust whether that work is necessary or not.

Establishing trust between workshops and their customers is an ideal solution, helping to ease understandable customer concerns while also enabling technicians to provide a full service and improve vehicle turnover with quicker approvals. This is often easier said than done, but providing transparency is the key.

66 DECEMBER 2019 PMM

Workshops that are able to build regular touchpoints with customers, keeping them informed and updated while thoroughly explaining work needed, will reap the rewards. Fortunately, there are now more tools than ever to help establish a more transparent customer journey.

Seeing is believing Many need to see something to believe it, and that goes for customers too – showing an issue with a car is often more powerful than describing it. This is where video technology

“Technology gives technicians the ability to offer a thorough initial Vehicle Health Check (VHC) and provide a bespoke video to support it.”

is most useful for garages. Technology gives technicians the ability to offer a thorough initial Vehicle Health Check (VHC) and provide a bespoke video to support it, clearly identifying necessary work, or showing the good condition of the car if it has been given a clean bill of health.

With personalised video, technicians can highlight ‘amber’ and ‘red’ work to best explain why it’s necessary, and this can have an immediate effect on workshops. For example, a vehicle that requires a new tyre can be shown in a video; describing exactly why the tyre needs replacing adds a transparency to the service that answers crucial questions easily. Furthermore, with customers often being busy, establishing these remote touchpoints can also speed up the approval process.

Expanding the use of video Once video has been fully integrated into a garage, its use can be expanded further. The technology has seen a great deal of uptake

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into the dealer network. For example, Norwich-based Robinsons ŠKODA has quickly adopted the use of video, and benefitted from its effectiveness.

For Robinsons ŠKODA, the lack of trust was a real obstacle, with just 15% of nonurgent work converted by workshops across the country. Adopting CitNOW’s follow-up changed this, automatically sending customers a notification alongside the original workshop video when an ‘amber’ alert is likely to turn into a ‘red’ one.

It not only helped save staff time, but supported an 86% rise in amber work approval. Alistair MacFarlane, Aftersales Manager at Robinsons ŠKODA, said, “Day-today, it’s a tool which makes our lives easier.

“Not only are we securing more amber work, but all the appointments have a good level of detail to them, so we can act readily on current work. The output is great and it eases the pressure on staff; and all this for relatively little extra spend.”

The future of video Two thirds of motorists prefer to approve work remotely, and that number is expected to increase over the coming years. As the automotive industry continues to evolve, using video could soon become even more important for technicians, with the number of electric and autonomous vehicles set to grow over the next decade.

With fewer motorists understanding how

electric vehicles work, technicians will have to be even more diligent, and video could be crucial in helping to bridge the knowledge gap among customers, by allowing technicians to simply explain the complex work needed on an EV. Similarly, there may come a time when cars are able to drive themselves to and from a workshop, which would mean motorists might not need to physically visit during a service. At this point in the future, personalised video technology would be a big step towards keeping the customer relationship alive by offering a remote and bespoke experience.

While there are still so many exciting avenues where the industry could head, video can continue to make the customer journey a transparent one, and more importantly, keep the customer relationship intact.

To find out more about CitNOW’s video solutions,

www.rdr.link /A K029

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TOOLS

& GARAGE EQUIPMENT

Biting the dust

W

alking into the Mirka building, it was easy to see why the company says innovation is always at the forefront of its mind: sleek offices and the brand new training centre stocked with its latest range of dust-free sanding tools is shown off in full force by National Sales Manager Steve Smith. Steve doesn’t hesitate to emphasise the importance of advancement in the company’s ethos, explaining, “We’re never going to be satisfied with what we’ve got – we’re never standing still.”

Eager to put words to action, Steve wanted us to experience the Mirka method for ourselves, explaining that he is “a big believer in hands-on experience”. So, heading down to the training centre, we donned safety goggles and lab coats to be part of the demonstrations.

We began with sanding, with National Technical Support, Aran Pemberton, presenting the products before we launched in to try them for ourselves. After coping with the painful sight of a bonnet being keyed, we set to sand it down with the DEROS 77mm. Quick, effective, and easy to

In October, PMM was fortunate enough to visit Mirka UK’s training centre in Milton Keynes, which was decked out with the latest additions to its tool lines, including the innovative dust-free range. use for even the most inexperienced of editors, the DEROS proved to be a formidable tool, especially when used with the Mirka dust extractor, one of the most impressive additions to the product portfolio.

Steve explained that the extractors not only solve the obvious issues of dust ingestion and clean up, but also offer cost effective benefits.

“Our extractors are efficient, effective and connect directly to the tool, allowing them to get rid of dust as soon as it is created. With time being saved on clean up, technicians are also able to fit in more repairs.”

Going dust-free isn’t the only big change Mirka is ushering in. The range also contains

brand new Bluetooth technology, allowing technicians to connect the tools directly to the new myMirka app. Thanks to the app, users have access to benefits such as the vibration monitor. The Bluetooth system monitors vibration levels both in real time and over a period, alerting the user when the levels fall into an unhealthy exposure range.

Next were the polishers: the Mirka AROP-B 312NV and ARP-B 300NV polishers are cordless, with a battery that can be fully charged in just 20 minutes. Along with being cordless, the strength of the polishers allow for powerful and localised quick repairs.

The training centre, however, remains one of Mirka UK’s most important investments.

More than just 2,500ft2 of practice space, the centre offers bespoke training to both internal employees and external customers, with technicians even visiting colleges to train students. In its first year, the centre has held 89 customer training sessions, as well as 12 internal ones. Despite its initial success, Steve Smith sees it as a “constant work in progress”. Mirka also hopes that its ambitions for the centre’s expansion will help to tackle the skill crisis facing the automotive industry: approximately 20% of the automotive industry is under the age of 30, marking a worrying trend of a potentially ageing industry. Steve hopes that the hands-on approach that we experienced, along with the education achieved by the training centre, can help to alleviate the crisis.

Interested in Mirka’s new training centre? To find out more,

68 DECEMBER 2019 PMM

www.rdr.link/AK030

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TOOLS

& GARAGE EQUIPMENT

PRODUCT TEST Ring Automotive’s MAGflex Pivot inspection lamp Senior Technician Tony Powell AMIMI, of A P Autodiagnostics, was handed Ring Automotive’s MAGflex Pivot inspection lamp to review. He explains to PMM how he got on.

H

aving received the MAGflex Pivot inspection lamp from Ring to review on behalf of PMM, I eagerly opened the package to find the slim lamp, which weighed in at 134g and was able to pack a punch of up to 400 lumens, also coming with a charger.

The torch was comfortable in the hand, as well as light and compact. The charge time was very reasonable, as was the burn time, made more helpful by an indicator to guide you on the remaining charge. In use, the strip lamp was extremely flexible due to its pivot option, giving an almost unlimited choice as to where you can point it. The torch mounted on the end was also good, giving a nice bright white light.

The magnets on the base and back were effective, and securely held the torch firmly in place on metal surfaces such as steel panels, and the flexible head allowed for clear vision to be had at almost any angle. All of these features make it an excellent choice for use in operation if you need both hands free, or simply don’t want to hold on to it. It can be fastened almost anywhere, quickly and without difficulty. Along with the magnets, the light also comes with a hook, just in case the surface you are working near is not magnetic.

The burn time was excellent at over three hours, and the charge time was reasonable at four hours from flat. Another helpful feature is the charge gauge on the back of the lamp, which allows the user to see if the light is fully charged or almost flat.

I have used it a great deal, and as a result it has suffered a fair amount of abuse, although having dropped it a couple of times, it is still fully functional and without issue.

The USB charger cable means that there are plenty of charging opportunities around the workshop, as you only need the cable. If your workshop is like ours, there are often lots of phone chargers around, so a charging port is always easy to locate. Furthermore, it can also be charged in workshop vans whilst on the move, using the built-in USB socket.

Overall, I would highly recommend the MAGflex Pivot, as it proved to be a convenient little light with lots of power.

Pocket-sized without being too bulky, and with a narrow head for working in tighter spaces, its size allows for many different uses. The light is an all-rounder that fits nicely in the pocket with a long burn time and an easily chargeable battery, all at a reasonable cost that doesn’t break the bank.

For more information on the MAGflex Pivot www.rdr.link /A K031 lamp,

PMM DECEMBER 2019 69

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PROFESSIONAL MOTOR MECHANIC

MECHANEX

THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS

SEE YOU IN 2020!

The UK’s only regional tradeshow dedicated to garage businesses has come to a close for 2019. We look forward to seeing you next year!

EVERYTHING YOU NEED TO STAY AHEAD OF THE GAME The automotive aftermarket is evolving at an alarming rate, so it’s more important than ever that you stay on top of the latest technology, training, products and information available to your business.

Attending next year’s MECHANEX – the only regional show dedicated to the specific needs of garages in the UK – is the perfect way to ensure that you are up to speed.

GET SOCIAL To keep up to date with all things MECHANEX in 2020, be sure to visit WWW.MECHANEX.INFO, like us on Facebook and follow us on Twitter!

MECHANEXShow

@MECHANEXShow

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PMM Awards 2019

PMM recognises the products and services that have made waves in the garage industry this year.

MEYLE

CHICAGO PNEUMATIC

MEYLE-HD CONTROL ARM KITS To improve vehicle stability and driving comfort, Meyle has refined its control arms this year, which has enabled the company to present its Meyle-HD control arm kits. The control arm within makes what is usually complex repair work easier for garages; thanks to a continuously variable adjustable ball joint and exact position indication. The control arm can be used for three different wheel camber settings, thus replacing three different OE parts.

This saves garages time, storage space, logistics and transport costs; instead of six references, only two control arms are required for the repair of Range Rover IV and Range Rover Sport.

The ball joint and the reinforced bushings can be replaced individually, making the control arm kit another sustainable repair solution.

Garages can also win over their customers with a four year guarantee on Meyle-HD parts. In addition to the Meyle-HD control arm kit for Land Rover, the company is also offering its control arm kits for BMW and MINI.

CP7748 ½” IMPACT WRENCH

ROTRONICS ROBIS BATTERY MANAGEMENT PLATFORM To help independent workshops drive a more cohesive and proactive approach to battery sales and maintenance opportunities, Rotronics has developed a management portal named ROBIS. Linking this with Midtronics’ CPX900 battery diagnostic testing platform, the comprehensive management reporting system provides instant visibility of how, through proactive testing, all vehicles entering the garage can increase battery sales and customer satisfaction.

Linking this to regional and national statistics, workshops can compare how their performance measures up against the industry, and more importantly, ensure all staff are on-board with the programme.

Chicago Pneumatic unveiled its powerful new ½” impact wrench for vehicle service specialists back in the first half of 2019.

Building upon the successful previous model, the CP7748 has been designed to offer operators power, comfort and durability, and is suitable for workshop or roadside assistance tasks, such as tyre changing.

Weighing in at just 4.4lbs (2kg) and delivering 960ft.lbs (1,300Nm) of power in forward and reverse, the CP7748 impact wrench provides a high power-to-weight ratio.

The CP7748 also offers two different settings in the forward position (40% of maximum power and full power) and a full power setting in reverse. The forward/reverse and power control ring system facilitates the use of the CP7748 in tight places, without having to remove the tool to change direction. Furthermore, the system also reduces fatigue on operators’ wrists and arms when switching between forward and reverse or adjusting the power.

www.rdr.link /A K033 www.rdr.link /A K032

www.rdr.link /A K034

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THE DPF DOCTOR JLM ACADEMY AND ASSOCIATED TRAINING PROGRAMME

SCHAEFFLER REPXPERT TRAINING EVENTS PMM was invited to take part in the water pump and thermal management course at Schaeffler’s Minworth office back in the summer. The course was delivered by Schaeffler REPXPERT Alistair Mason, who split the day into two sections: the first focussing on the function of a water (coolant) pump, the different varieties out there, its role in circulating coolant and its effects on engine temperature; and the second, investigating the thermal management units and what their role is in the modern vehicle.

The course was a testament to the expertise held by Schaeffler and the company’s REXPERTs. It was clear, concise, and filled with vital information. This feeling was clearly shared by those technicians who had attended the official course, as earlier in the year, at one of the INA and FAG events, attending technician Gary Butler-Holmes reported that it was a “10-out-of-10 course”.

More recently, Schaeffler announced a new training concept: REPXPERT Academy LIVE. Events are set to take place throughout 2020, so keep an eye out for those! www.rdr.link /A K038

72 DECEMBER 2019 PMM

PMM regular readers will have seen the coverage afforded to the JLM Academy that opened at the beginning of September.

It is the brainchild of Darren Darling, aka The DPF Doctor, who felt that there was a real void of training facilities in the North East. To remedy the situation, he coordinated with JLM Lubricants to open the Academy, and devise a series of courses for technicians that would target those with a thirst for knowledge.

One such technician was PMM product tester Tony Powell, who sat in on one of the courses offered at the Academy, Troubleshooting 101, delivered by diagnostics specialist Steve Scott. He reported the following in the November issue: “Regardless of your training or skill level, I simply cannot recommend this event enough. Having spoken with the other attendees, we all felt the same, all of us coming away thinking that the course was worth every penny.”

The Academy plays host to a wide range of courses, including diagnostics and JLM product training, with an expert team of trainers: Darren Darling and Callum Lee (from The DPF Doctor network), Steve Scott (Simply Diagnostics), and David Massey (Autoinform). www.rdr.link /A K036

PICO TECHNOLOGY PICOSCOPE 4823 – 8-CHANNEL OSCILLOSCOPE 2019 saw Pico Technology launch the PicoScope 4823, its first 8-channel oscilloscope for the automotive market. The PicoScope 4823 oscilloscope is ideal for those involved in advanced diagnostics, training or vehicle design. The eight channels allow multiple sensors, actuators and CAN / CAN FD signals to be monitored at the same time at up to 80MS/s. It is ready-configured for automotive probes and includes more than 150 guided tests, plus access to thousands of comparisons in the Pico waveform library, which now supports 8 channels.

The 4823 inputs have common grounds protected by self-resetting fuses; this offers less input protection than the floating input design of the 2 & 4 channel 4225/4425 PicoScopes, but by sharing grounds it makes connecting up its eight channels quicker. The PicoScope 4823 is an oscilloscope for the expert user with complex problems to diagnose, while the 4425 remains the scope of choice for general workshop use. Other specifications are what you would expect from a deep-memory PicoScope, with 12-bit resolution, 20MHz bandwidth, a 256MS buffer memory, and SuperSpeed USB 3.0 interface. www.rdr.link /A K037

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AUTEL MAXISYS MS908PRO The MaxiSYS MS908 has been a top seller in the UK for Autel, and this year its capabilities were optimised further with the release of the MaxiSYS MS908Pro with the advanced J2534 pass through device included in the package.

The J2534 offers expanded programming capabilities via the manufacturer cloud. The product also has further programming options directly within the tool software itself, without the need to use manufacturer OEM software in some cases. The software on the MS908Pro and Autel’s MaxiSYS Elite are the same. The difference is that the MaxiSYS Elite has more powerful hardware. The MaxiSYS continues to be very powerful, with a 15 second boot up and is built on the multi-tasking Android operating system.

The MaxiSYS Pro with J2534 has extra programming functionality included in the tool’s software and also allows you to subscribe to your manufacturer clouds and download software specifically for a vehicle.

RING AUTOMOTIVE MAGFLEX INSPECTION LAMP RANGE Throughout 2019, Ring Automotive has been extending its MAGflex lighting range. Getting proper illumination is always going to be a challenge in the workshop. But with good lighting, you can identify the problem faster, get the job done more easily and get the vehicle back on the road sooner – improving customer satisfaction and getting more vehicles through the garage in any given day.

The MAGflex Inspection Lamps are all flexible in order to get illumination in the right place, and all can be used hands-free, which means that they can be secured to provide super bright light without needing to be held in place. The range now consists of the MAGflex Utility Lamp, MAGflex Slim, MAGflex Pivot, MAGflex Twist, MAGFlex Under Bonnet and the MAGflex Lamp.

www.rdr.link /A K035 www.rdr.link /A K059

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WD-40 WD-40 FLEXIBLE WD-40’s Flexible product allows technicians to target very specific areas, with the metal flexible straw providing an even more convenient delivery system, holding whatever shape it is bent into to allow application in incredibly tight, intricate spaces such as around wiring and behind panels. In addition, with the help of Sprays2Ways technology, technicians still have the option to flip down the straw and apply a wide spray to areas needing maximum coverage.

ECOBAT ONE BOX BATTERY MANAGEMENT SOLUTION Ecobat (EBT) developed One Box, a solution that consolidates all the equipment needed to test and install start-stop batteries, after recognising the confusion amongst garages on how to approach the new battery technology.

With the One Box package, and a little training to ensure technicians get the very best from the equipment, garages can be more sure of the fitting procedures for these batteries.

The components brought together in the One Box bundle include a battery analyser to accurately assess the condition of the existing battery, a NOCO charger and a OBD lead to support the vehicle’s ECU/data storage during the replacement process and a battery validation tool to ensure the new AGM/EFB battery is correctly assimilated into the vehicle’s battery management system. The package can be also be supported with signage and point-of-sale material, to allow garages to fully promote their start-stop replacement capability to motorists.

Features and benefits ■ Long metal straw (185mm) that can be bent and flexed to reach difficult target areas ■ Flexible straw will hold the shape it is moulded to, so you can still spray onehanded ■ Allows you to work around obstacles such as pipework, panelling and large components ■ Taller, thinner 400ml cans allows for longer straw – almost 1/3 longer that of the Smart Straw ■ Spray2Ways valve still allows for wide application; just flick the straw down and spray The Flexible is a WD-40 multi-use product, so you can use it for: ■ Displacing moisture, preventing rust and corrosion ■ Penetrating seizing parts and lubricating equipment for smoother operation ■ Removing oil, grease and grime with ease ■ Drying out electrical systems and improving electrical connections in damp environments

MEWA INDUSTRIAL WIPES SERVICE 2019 saw MEWA, a leader in textile management, launch its full-service industrial wipes solution in England to showcase the benefits of its subscription service in practice.

Developed as the superior alternative to traditional, disposable cleaning cloths, the company’s proven model eliminates the problems of hazards and waste in environments where the cleaning of oils, coatings, greases and solvents is critical.

Garages will be able to see how adopting a managed rental approach to cleaning textiles means the complex, costly and timeconsuming disposal of dirty cloths need no longer be a problem.

MEWA delivers the bespoke service comprising the provision of an agreed quantity of its robust, high performance wipes, plus scheduled collections of used materials, advanced washing (using environmentally sound techniques) and return of cleaning cloths following comprehensive quality control processes.

www.rdr.link /A K040 www.rdr.link /A K039

74 DECEMBER 2019 PMM

www.rdr.link /A K041

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CLARIOS

GS YUASA

VARTA PARTNER PORTAL

GS YUASA ACADEMY

With battery testing becoming more difficult for garages and battery service time increasing drastically, technicians are looking for support from their suppliers. For this reason, PMM would like to mention Clarios’ VARTA Partner Portal. The company aims to prepare workshops for new situations, where battery replacement becomes overly complicated. To this end, the VARTA Partner Portal offers a convenient, accessible online service that gives every technician the ability to change a battery as quickly and as accurately as possible.

With this tool, garages can save valuable time and costs.

Access to the VARTA Partner Portal is available via all internetenabled devices. After a quick, one-off registration, each technician has free and unlimited access to step-by-step instructions, including photos, the right part number, and battery location, so that the correct battery is installed in the quickest time possible.

Featuring both Yuasa and GS battery brands, GS Yuasa Academy is said to be the first system of its kind for comprehensive online battery training. Aimed at improving customer service, reducing warranty returns, and maximising battery business potential, it provides over 20 certified courses tailored to different job roles.

Training content is delivered in dynamic video format and courses feature downloadable support material. GS Yuasa have identified individualised learning programmes, tailored to specific job roles within the industry.

Each course module only takes a few minutes to complete and users can leave the site and return to pick up where they left off at any time.

With engaging presenters and clear graphics to aid learning, GS Yuasa Academy also explains GS Yuasa’s product ranges – including their key features and benefits, manufacturing processes, information on labelling specification and what sets these ranges apart from competitors.

www.rdr.link /A K042 www.rdr.link /A K043

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©bilanol/AdobeStock

Win at www.pmmonline.co.uk

GRIME TO SUBLIME Roll up, roll up! Wintertime is upon us, and there’s never been a better time to ensure that your car is protected against the cold weather that awaits.

Autoglym gives PMM readers the opportunity to turn any vehicle from grime to sublime.

We’ve teamed up with Autoglym to bring you the chance to win a winter bundle of car care essentials that includes one litre of grease and grime cutting ability in the form of the Engine and Machine Cleaner. This powerful, water-based, biodegradable degreaser rapidly dissolves oil, grease, and accumulated grime from engines, components, tools and machinery. Quick and easy to apply, brush, and hose off, it cleans all metal, plastic or rubber components, including surrounding paintwork.

This is joined by the Super Resin Polish, again in a one litre bottle. It is claimed to be one of the most widely recognised and appreciated car care products on the market, and is ideal for restoring a glossy shine and reviving dull paintwork. The undefeated, fourtime winner of Detailing World’s Polish of the Year award, Super Resin Polish has a place on everyone’s detailing shelf in the shed or garage.

To keep your head warm this festive period, why not also bestow your bonce with a coveted Autoglym beanie hat?

76 DECEMBER 2019 PMM

Not just anyone will keep their brain bucket warm with one of these: it’s an exclusive new design.

What can you win?

Once preened and polished, what better way to finish your vehicle care routine than with Fast Glass? Fast Glass does what it says on the bottle: spray on, buff with a clean microfibre cloth, and watch as it leaves glass smear free with absolute ease. The solvents in the formula act quickly as the silicone, waxes, and abrasive free formula gets to work straightaway to give a crystal clear finish. It’s also safe for use on acrylic, Perspex, glass, and plastic windows.

An Autoglym package consisting of: ■ 1L Engine & Machine Cleaner ■ 1 Autoglym Beanie Hat ■ 1L Super Resin Polish ■ 500ml Fast Glass ■ 500ml Vinyl & Rubber Care

How do you enter?

To be in with a chance of winning, all you have to do is GO TO www.rdr.link/AK044 and

Finally, we come to Vinyl and Rubber Care. This formula cleans and protects both interior and exterior plastics and rubber. The easy-to-use bottle cleans gently, and forms a barrier to restore and protect faded plastics and rubber surfaces. It can be applied to offer either high or low sheen finishes, and can even be used to tidy up an engine bay following a treatment of Engine and Machine Cleaner.

answer the following question: Which member of the Royal Family lent their official seal of approval to the entire Autoglym cleaning range?

A) Queen Elizabeth II B) Prince Philip C) Prince Harry Deadline for entries is 10/01/2020. T&Cs apply.

See website for details.

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Win at www.pmmonline.co.uk Always ready to light the way, Ring is offering PMM readers the opportunity to win the brand new addition to its lamp range, the MAGflex Utility Lamp.

Answer the question to be in with a chance of winning!

Using LED technology combined with a number of new functions, Ring has announced the release of its most recent addition to the range, the RIL3700HP MAGflex Utility Lamp.

Celebrating the launch of the product to Ring’s extensive portfolio of automotive aftermarket equipment, the brand is working with PMM to offer six lucky readers the chance to win a MAGflex Utility Lamp worth £39.99 for their garage or workshop.

With high and low settings to provide 1,000 or 400 lumens of bright white light, the MAGflex Utility Lamp is durable, rechargeable and cordless. With 180˚ ratcheting and strong magnetic base, it is ideal for hands-free use.

LIGHT THE WAY Better still, the 360˚ twist function directs light exactly where required and dual hanging hooks make it all the more versatile.

Demonstrating its commitment to remain at the forefront of LED technology by delivering innovative and market leading products, the MAGflex Utility Lamp will join Ring’s MAGflex Slim, MAGflex Pivot, MAGflex Twist, MAGFlex Under Bonnet and the MAGflex Lamp.

With an extensive range on offer, and each product bringing its own key benefits, Ring claims to be able to provide mechanics and garage technicians with a light for every job.

Constantly striving to add new features to the range of inspection lamps, this latest addition really does provide ‘a light for every job’ for those that work in the automotive industry and want to rely on trusted products from industry experts.

How do you enter?

To be in with a chance of winning, all you have to do is GO TO www.rdr.link/AK045 and

answer the following question: How many lumens of light does the Ring MAGflex Utility Lamp provide on its highest setting?

A) 1,000 B) 100 C) 900 Deadline for entries is 10/01/2020. T&Cs apply.

See website for details.

PMM DECEMBER 2019 77

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WHAT’S NEW?

■ AIRCO SHIELD PURIFIER Many spend a lot of time in their vehicles, and even with the A/C on, the air they breathe can become stale and unpleasant. Bacteria, allergens, unpleasant odours, and many other air contaminants can also accumulate. Primalec’s Airco Shield Purifier tackles this problem using the natural power of ozone to provide a cleaner, medically safer environment in vehicles.

Features include: ■ Kills bacteria and germs, destroys mould spores ■ Leaves a medically safer and more pleasant in-car environment ■ Eliminates virtually all odours, without masking them ■ Leaves a freshened clean air interior ■ No chemicals or REACH compliance to worry about www.rdr.link /A K046

■ OIL FILTER MODULE Hella Hengst has released a filter module for the four-cylinder petrol engine from Mercedes AMG. Internal combustion engines must perform extremely efficiently, and minimise friction. This means that they need thorough lubrication, which requires a considerable quantity of oil to be pumped around their internal components.

The oil must be as clean as possible, meaning a high quality oil filter is important, as it also helps minimise emissions and optimise fuel efficiency. The ENERGETIC® oil filter element, E155H D122, allows for a fast and environmentally friendly filter change, which saves technicians having to throw an entire filter cartridge away; therefore producing less waste. www.rdr.link /A K047

■ TYRE INFLATOR

■ BRAKE CALIPER REPAIR KITS Brembo recently supplemented its aftermarket product range with 300 new brake caliper repair kits. The rubber and metallic parts of the calipers can be replaced with the Brembo components, to ensure the brake calipers continue to work in total safety and to ensure maximum performance levels for the braking system.

Spare parts professionals can choose between five different families of Brembo kits, comprising caliper components most subject to wear and deterioration, such as the sliding guide pins on floating calipers, the dust covers, the piston seals, and the pistons themselves. www.rdr.link /A K048

78 DECEMBER 2019 PMM

The latest addition to PCL’s mechanical inflator range is the ATI Tyre Inflator, offering quality performance for use on cars and trucks. Ideal for garages, car dealerships, workshops, and transport depots where tyres are not the key business focus, the ATI features a clear, userfriendly display, and a direct valve mechanism, making it quick to use for both inflation and deflation.

Designed for fast, safe, and simple use, the tool’s flexibility reduces time and equipment on the job, allowing operators to offer a costeffective tyre inflation service to customers, providing them with extended tyre life, increased fuel economy, and improved safety. This straightforward piece of kit is said to be excellent value – despite its modern, lightweight design which reduces user fatigue, the ATI is a tough product, incorporating protective bumpers on the dial. www.rdr.link /A K049

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■ SCREWDRIVER A versatile screwdriver and 22-piece set have just been released

by Kamasa Tools (part number 56137). It is a comfortable, practical screwdriver with a smooth left and right-hand drive ratchet. The speed increase with the quad-ratchet adds to the versatility, and the comprehensive selection of bits means you will always have the correct bit to hand. Great for repetitive work, the handle makes for easy and positive tightening. The screwdriver handle also contains a useful bit container, where you can stow your most-used bits. www.rdr.link /A K050

■ FLEXIBLE BIT SPANNERS If you cannot get a screw or bitdriver anywhere near an obstructed engine, gearbox or other ancillaries, a flexible bit spanner from Laser Tools might be the solution to your problem: part number 7480 (hex bit) and 7481 (star bit). The spanners have a flexible joint, allowing the bit to swivel through a full 240°, and a slim design to get into tight spaces. There are five spanners in each set, all double-ended, therefore offering ten commonly used bit sizes per set. www.rdr.link /A K051

■ ALUMINIUM GAS ARC PULLER With repair over replace being a growing trend in the bodyshop industry, and with an increasing rise in car technology and changing materials, Stanners Equipment has introduced an aluminium gas arc puller to its range. Unlike traditional capacitor discharge units where a threaded stud was welded to the panel, the new system welds a key to the panel like a traditional steel dent puller. The unit also uses pure argon gas to create a cleaner weld to the surface of the aluminium panel. www.rdr.link /A K052

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WHAT’S NEW?

■ POLYURETHANE BUSHES Featuring stainless steel sleeves to avoid corrosion and polyurethane unaffected by low temperatures and rough terrain, Powerflex’s range of bushes are a great replacement for the Fiat Panda. The wishbone bush is designed with conical ends for controlled articulation and reduced stress on the factory-pressed steel wishbone. It is also engineered to address reports of knocking and increased tyre wear by providing reliable parts that are covered by the Powerflex Lifetime Warranty.

The latest parts to hit the shelves from Powerflex include: ■ PFF16-501 Front Wishbone Front Bush ■ PFF16-802 Front Wishbone Rear Bush ■ PFF16-803-21 Front Anti Roll Bar Bush 21mm ■ PFR16-810 Rear Beam Bush www.rdr.link /A K053

■ DISCONNECT SHUT-DOWN TIMER There are many instances where a technician needs to accurately measure the required shut-down period between, for example, switching off the ignition and disconnecting or reconnecting a vehicle’s battery. This battery powered digital timer from Laser Tools is a compact and useful tool for a professional technician who deals with hybrid and battery electric vehicles on a regular basis, as well as petrol and diesel. The alarm can be set up to 99 minutes, and is userselectable. The alert can also be set to be audible, visual, or both, and also comes with a magnetic mount. www.rdr.link /A K054

■ LED BOOSTER CABLES AND BATTERY CHARGER

■ CRIBBING AND JACKING BLOCKS The stability product specialist, Outriggerpads, is launching a range of cribbing and jacking blocks to help improve workshop safety.

The ECOCRIB range of heavy-duty interlocking cribbing blocks is designed to support and stabilise heavy objects during a lifting or lowering operation. The blocks are ideal for garages and vehicle workshops, as well as manufacturing and engineering applications.

ECOCRIB is made from high density polyethylene (HDPE), making it resistant to water damage, corrosion, and splintering. www.rdr.link /A K055

80 DECEMBER 2019 PMM

To fight the cold winter months, Draper Tools has introduced two battery solutions. First are the LED Booster Cables, which are fitted with bright LED lights on the clamps for illuminating the battery area. 3m long, the cables are insulated with PVC for added durability, and also feature heavy-duty handles. The cables are suitable for 12V/24V systems and on petrol engines with a maximum 2.5L capacity.

Also helping to prevent battery problems is the Draper 6/12V Intelligent Battery Charger, ideal for standard car and motorcycle batteries. It offers an efficient charge rate, specific for 6V and 12V batteries. Other useful features include polarity inversion protection, and thermal overload protection, making it an essential for any garage this winter. www.rdr.link /A K056

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MORE IN FO Just type in www.rdr. link foll owed by the u nique co de shown to get straig ht to more info.

â– CLASSIC CAR PARTS RANGE In order to address the demand for suitable replacement parts for the classic car sector, ELTA Automotive has launched a premium range of replacement components under the Pride brand. The range launches with classic bulbs and ignition, but is set to expand into other product groups on a month-by-month basis. Pride has a clear focus on the British classic car parc, with the range bedecked in retro packaging.

Internally the boxes contain parts wrapped in protective and resonant waxed paper, accompanied by a signature card signed by the maker of the individual part. www.rdr.link /A K057

â– LEVELLING PLATE SYSTEM Hella Gutmann Solutions has recently introduced an accessory for its CSC-Tool: the levelling plate system. According to vehicle manufacturer (VM) specifications, calibrating the camera and sensor systems requires a flat working surface, however not all workshops have perfectly smooth and even floors. To overcome the problem and ensure technicians are recalibrating systems effectively, the levelling plate system, consisting of four base plates with six access ramps on anti-slip mats, provides the horizontal surface for the vehicle to be positioned correctly to guarantee the accurate use of the calibration tool. www.rdr.link /A K058

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ADVERTISEMENT INDEX

AC Tronics Ltd ................................................................ (page 10)

Kalimex Ltd .................................................................... (page 27)

Apec Brakes Limited ...................................................... (page 51)

Karnetic Ltd .................................................................... (page 17)

Automotech Services ...................................................... (page 65)

Liqui Moly ...................................................................... (page 20)

Banner Batteries .............................................................. (page 56)

Meyle UK Limited .......................................................... (page 24)

Castrol UK Ltd ...................................................................... (obc)

Morris Lubricants ............................................................(page 37)

Chicago Pneumatic .......................................................... (page 73)

NGK Spark Plugs UK Ltd ................................................ (page 4)

Clean Diesel Technologies .............................................. (page 81)

Powerprobe UK .............................................................. (page 81)

CTEK .............................................................................. (page 56)

Ring Automotive .............................................................. (page 60)

Delphi Automotive ............................................................ (page 9)

Rotronics Battery Management Solutions ...................... (page 23)

Ecomotive ........................................................................ (page 33)

Schaeffler (UK) Ltd ................................................................ (ifc)

Exedy Clutch Europe Ltd ................................................ (page 45)

Shaftec Automotive Components Ltd .............................. (page 47)

FAI AUTOMOTIVES PLC ........................................ (page 28-29)

SIP Industrial .................................................................. (page 67)

Federal Mogul Ltd (Driv) ................................................ (page 14)

SP Diagnostics ................................................................ (page 60)

Ferdinand Bilstein UK Ltd .............................................. (page 42)

TMD Friction UK Limited .............................................. (page 48)

HFE Signs & Banners .................................................... (page 60)

Tool Connection .............................................................. (page 53)

J & S Products Ltd .......................................................... (page 79)

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Jack Sealey Limited ........................................................ (page 63)

Varta Batteries .................................................................. (page 54)

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