Professional Motor Mechanic February 2021

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PROFESSIONAL

FEBRUARY 2021

MOTOR

F R T E R E A

T T O H E

D E

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

THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

WINTER WARNING Practical advice for handling the pressures of this winter season

Also inside...

A comprehensive report on the 2020 IAAF Conference Insight into Mission Motorsport's EV training plans TECHNICAL TIPS AND CLINICS ‘HOW TO’ GUIDES AND BEST PRACTICE ADVICE BUSINESS ESSENTIALS AND TRAINING UPDATES

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Contents Regulars 6-7

NEWS & VIEWS

8

NEWS SPECIAL

11

TROUBLESHOOTER

14

CLUTCH CLINIC

17

BELT FOCUS

20-22

TECH TIPS

24-28

BUSINESS & TRAINING

30-32

SPECIAL REPORTS

47

COMPETITION

48

WHAT’S NEW?

VOLUME 22 ISSUE 2 FEBRUARY 2021

Features 35-39 WINTER SERVICE & LIGHTING

Editor’s Picks 8

‘A UNIQUE AND CHALLENGING YEAR’: THE VIRTUAL IAAF CONFERENCE PMM reports on the 2020 IAAF Conference

26

EVS: A SHOCK TO THE AFTERMARKET

41-42 STEERING & SUSPENSION

Neil Pattemore assesses the impact of the new 2030 deadline

45-46 BRAKES & CLUTCHES 30

ON A MISSION Introducing Mission Motorsport, the charity supporting military veterans

Total Average Net Distribution 59,921, 1st July 2019 – 30th June 2020

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VIEWPOINT

Finding value

Editor DANIEL ARON Digital Manager KELLY NEWSTEAD

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Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Magazine Designer GEMMA WATSON Group Production Manager CAROL PADGETT Production Assistant STEPHANIE STAPLETON Distribution Manager KARL CLARK 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

here are some aspects to modern media that a traditional, printed trade publication simply can’t accommodate, and the speed with which current affairs can change is one of them. When you are working to a two/three-week publishing lead time, a press release with the headline ‘breaking news’ can quite easily cease to be ‘breaking’ (or even ‘news’) by the time the magazine gets into the hands of the reader, which is why websites tend to sit alongside paper copies these days, as PMM demonstrates. 2020 did its utmost to teach this valuable lesson. What could be the most stupendous and exciting news one week could then pale in comparison to the events of the next.

This was the reason why, when I sat down to write this Viewpoint, I decided to steer clear of the top stories of the day – the agreement of the UK-EU trade deal, the new COVID-19 variant, the rollout of vaccinations, the potential for stricter tier restrictions – because I knew that these could quite easily change overnight. That’s not to say that the rest of this issue doesn’t include any reference to these headlines (see the News section on page 6), but instead I felt it would be of more benefit to focus the attention on stories from within the automotive aftermarket that are wholesome and enduring; an approach that has always been a real strength of this publication.

One such story is the Special Report on page 30. Towards the end of last year, I had the great pleasure of talking to the team at the automotive charity Mission Motorsport. As you will read in the article, the organisation is dedicated to helping military veterans find work within the automotive industry once they have completed their time in the armed forces. All military personnel are provided with high-level skills that are easily transferrable to a job in the automotive sector; it is just a matter of ensuring that the candidates have the right qualifications.

The lengths the charity’s team goes to in order to provide this support is extraordinary, and is testament to the drive and innovation that is out there in the aftermarket.

My conversation with the Mission Motorsport team was enlightening. In times of uncertainty, when mainstream news seems to be forever swirling around our heads, inspirational stories can hold great value. It is my intention to continue to include such articles in PMM as 2021 progresses. Of course, if you prefer a more hands-on approach to finding inspiration, there will also be the usual abundance of technical advice to dive into as well, and this issue certainly doesn’t disappoint in this regard!

(Since writing this Viewpoint, it has been announced that there will be another national lockdown lasting until, at the earliest, mid-February for England and end of January for Scotland, whilst Wales remains in the tier-four restrictions that were established in December.

PMM wishes independent garages across the UK the very best, and we will continue to provide businesses with up-to-date information and news via the website: www.pmmonline.co.uk)

Website: www.pmmonline.co.uk Facebook: /ProfessionalMotorMechanic Twitter: @pmmmagazine

Enjoy the issue and have a great month.

Daniel Aron

Copyright © 2021

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

IMI welcomes extension to MOT Training and Assessment deadline New car registrations fall by -29.4% in 2020 The UK new car market fell by almost a third (-29.4%) in 2020, with annual registrations dropping to 1,631,064 units, according to figures published by the Society of Motor Manufacturers and Traders (SMMT). A -10.9% decline in December wrapped up a turbulent 12 months, which saw demand fall by 680,076 units to the lowest level of registrations since 1992.

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gainst a backdrop of COVID restrictions, an acceleration of the end of sale date for petrol and diesel cars to 2030 and Brexit uncertainty, the industry suffered a total turnover loss of some £20.4 billion. Private vehicle demand fell by -26.6% overall, amounting to a £1.9 billion loss of VAT to the Exchequer. The year also saw -31.1% fewer vehicles joining large company car fleets.

It was, however, a bumper year for battery and plug-in hybrid electric cars, which together accounted for more than

6 FEBRUARY 2021 PMM

one in 10 registrations – up from around one in 30 in 2019.

Demand for battery electric vehicles (BEVs) grew by 185.9% to 108,205 units, while registrations of plug-in hybrids (PHEVs) rose 91.2% to 66,877.

Looking ahead, lockdown across England and ongoing restrictions for the rest of the UK will further impact the industry. However, with a vaccine programme underway, in 2021 there is the potential to drive a recovery. Additionally, with the UK-EU Trade and Cooperation Agreement now in force, the industry has avoided a catastrophic ‘no deal’ scenario and can plan for a future with more certainty over trading conditions.

Mike Hawes, SMMT Chief Executive, said, “2020 will be seen as a ‘lost year’ for automotive, with the sector under pandemic-enforced shutdown for much of the year and uncertainty over future trading conditions taking their toll. However, with the rollout of vaccines and clarity over our new relationship with the EU, we must make 2021 a year of recovery.”

Responding to the backlog of vehicles requiring MOTs as a result of the MOT extension last year, the DVSA has announced an extension to the deadline for MOT Testers to complete their Training and Assessment to 30th April 2021.

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elcoming this move, the Institute of the Motor Industry (IMI) is urging MOT Testers to see the task as something they can do in manageable sessions rather than having to get it all done in one go.

“The DVSA’s decision to extend the deadline for MOT Testers is good news at such a busy time,” commented Steve Nash, IMI CEO. “But, the

reality is the Training and Assessment must still be done and we believe it makes a lot of sense to tackle it bit by bit rather than trying to find the time to get it all done in one go.”

The IMI three-hour MOT Training module can be completed over several sessions, and gives technicians the opportunity to retake the assessment up to three times if they’re not happy with their score on the first or second attempt. This means that if they don’t meet the DVSA pass rate they can review the training notes to give themselves the best chance of successfully completing the assessment. With the DVSA requiring a pass rate of 80% – and this being such an important revenue stream for many garages – this is an important tool for technicians.

©Jevanto Productions/AdobeStock

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FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE

NEWS

& VIEWS

Swarfega launches Toughest Trade 2021 campaign ©nitikornfotolia/AdobeStock

DVSA to enforce ban on tyres over 10 years old Drivers and operators of commercial and public service vehicles are being reminded that tyres aged over 10 years fitted to the front-steered axles and all single wheels of minibuses (nine to 16 passenger seats) will be illegal from 1st February 2021.

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he new legislation covers England, Scotland and Wales, and will affect tyres fitted on the: ■ front axle of a goods vehicle

with a maximum gross weight exceeding 3,500kg, a bus, coach or minibus ■ rear axle of a minibus with single rear wheels fitted

The Department for Transport announced the ban in July 2020 following a consultation and extensive investigations that indicated that ageing tyres suffer corrosion which could cause them to fail.

DVSA will enforce the legislation at roadside enforcement checks where prohibitions will be used, and through the vehicle annual test where affected tyres over 10 years old will become a dangerous test failure item.

MOT tyre requirements for private minibuses, buses and coaches – so those not used as public service vehicles – will also change and result in an MOT fail for affected tyres over 10 years old.

Following the success of the previous campaigns, skin care expert Swarfega is once again on the hunt for the toughest trade out there.

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fter a hard-fought battle, farmer Victoria Haney scooped the title of Toughest Tradesperson last year. Victoria’s entry came out on top as it showed snapshots of her tending to the cows after early morning rises.

People working in the trades take on some of the toughest tasks around. Mechanics have to draw on mechanical and electrical skills alongside working with vehicles that have been everywhere but the wash bay. They were the crowning champions in 2019, so make sure you shout about your trade and send in a picture to Swarfega showing why being a mechanic is as tough as it gets.

From 18th January through to March, Swarfega is challenging tradespeople to post a picture of them or a colleague battling their toughest task on the

Swarfega Facebook or Twitter page, along with the hashtag #ToughestTrade and a short reason why their trade should win 2021’s accolade.

The crowning tradesperson will receive £200 in Amazon vouchers and the trade that the winner represents will be crowned Swarfega’s New Toughest Trade for 2021. The runners-up in places two to four will also receive a £50 Amazon voucher.

Get moving quick and post your images on the social media channels below: ■ Swarfega’s Facebook page: WWW.RDR.LINK /AX001

■ Swarfega’s Twitter page: WWW.RDR.LINK /AX002

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NEWS SPECIAL

‘A unique and challenging year’: The Virtual IAAF Conference PMM reports on the IAAF’s 2020 Virtual Conference, which looked back on the past year and gave an insight into what is in store for the aftermarket in 2021.

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endy Williamson, IAAF Chief Executive, began the first-of-its-kind, virtual IAAF Conference by welcoming a record number of ‘attendees’ who had tuned in to the event. After noting that it had been “a unique and challenging year” for the aftermarket, Wendy was keen to highlight the positives. It was an “incredible” and “busy” year for the IAAF, successfully lobbying various government divisions on a wide range of concerns, including matters regarding the MOT extension, the type approval consultation, and the vehicle scrappage scheme.

Despite the successes, Wendy had to also stress the challenges facing the industry: vehicle manufacturers failing to comply with type approval legislation; the expiry of block exemption regulation in 2023; and cybersecurity threats relating to the connected car, with Wendy noting that the last of these is “possibly the biggest threat yet to our sector, so we have our work cut out yet again.”

Brexit and the pandemic Following Wendy was the conference’s keynote speaker, David Smith, Economics Editor of The Sunday Times, who began by laying out how Brexit is likely to affect the UK economy and the aftermarket. Bearing in mind that the conference took place ahead of the news that a trade deal had been reached, David commented on the likely consequences of various Brexit scenarios: “We should worry about both a no deal Brexit and a thin

8 FEBRUARY 2021 PMM

deal”, with Brexit causing more damage in the long term to the UK economy than COVID-19. We shall no doubt see how the deal that was finally agreed will play out over the coming years. However, despite the challenges that this is likely to bring, David ended by stressing his optimism for what 2021 has to offer, noting that “the secondhand car market is robust”.

Following a quick ‘stretch break’, GiPA UK’s Quentin Le Hetet ran through the expected long-term impact of COVID-19 on the aftermarket. Quentin predicted that in 2021 and beyond, the structure of the car parc will change; the economic situation caused by COVID-19 will see people continue to stick with their vehicles, preferring to repair rather than replace. As a result, the aftermarket will see older vehicles with more familiar engine types. If this is then taken in combination with a reduction in vehicle manufacture due to the pandemic’s effect on business and new car registrations, then the conclusion is that the car parc will age “much faster than it probably ever has before in the UK, which is a good thing for the aftermarket”.

“It was an “incredible” and “busy” year for the IAAF, successfully lobbying various government divisions on a wide range of concerns.”

Finally, Quentin addressed the UK Government’s decision to bring forward the ban on the sale of petrol and diesel vehicles, pointing out that “electric vehicle sales will continue to increase”. With diesel registrations suffering due to the legislation, Quentin saw the imminent rise in diesel vehicles requiring aftermarket care as having “lots of potential”. His take-home message was that the aftermarket “needs to start planning for its electrified offer”, emphasising the need for training and for a balance to be struck before it’s too late.

Supporting the sector Next up was Glen Shepherd, Andy Lees, and Rachel Clift, from Glen Callum Associates, PG Automotive, and Ben, respectively, to discuss how people have been affected by the pandemic in terms of employment and mental health. Glen highlighted that in April,

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automotive job adverts were down by roughly 80%, with employers wanting “more with less”. Thankfully, he noted that since then, vacancies have seen a gradual recovery. Andy then went on to explain that businesses may need to adjust their recruitment processes, pushing to bring in new talent, whilst also suggesting that employers should not be afraid to hire experienced individuals.

Finally, Rachel informed the audience that Ben, the automotive charity, saw a 95% increase in helpline enquiries over the past year, with over half of the calls in the last six months relating to urgent needs, such as a lack of income. She also stressed that the pandemic has led to a rise in reported mental health cases, but insisted that Ben was there to help.

Before Mike Smallbone, IAAF Head of Membership Development, and Terry Knox, IAAF President, rounded off the conference, FIGIEFA’s Technical Director, Ronan McDonagh, took a look at what the United Nations Economic Commission for Europe’s (UNECE’s) latest cybersecurity legislation would mean for the aftermarket. Stressing the need for cybersecurity processes, with “the risk of vehicle hacking increasing exponentially” as vehicles become more “connected, autonomous and defined by their software”, Ronan noted that they would ultimately affect the entire aftermarket supply chain. He concluded by emphasising that new requirements would need to be put in place to protect the aftermarket, in particular its access to vehicle data, and he implored the audience to support the IAAF’s efforts to secure them.

‘PRIDE OF THE AFTERMARKET’ AWARD WINNERS Unable to hold the usual IAAF Awards ceremony, the organisation decided to honour those within the aftermarket who had provided exceptional support throughout the COVID-19 pandemic with the ‘Pride of the Aftermarket’ awards. The winners were as follows: ■ Outstanding supplier during the COVID-19 crisis: Schaeffler Group ■ Outstanding distributor during the COVID-19 crisis: Alliance Automotive Group ■ Outstanding service member during the COVID-19 crisis: Lawgistics UK ■ Outstanding individual during the COVID-19 crisis: Melissa Portman-Lewis from TM Factors ■ Outstanding innovation during the COVID-19 crisis: E-Motive

FOR MORE INFORMATION ON THE IAAF, WWW.RDR.LINK /AX003

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TROUBLESHOOTER

PICO technician Steve Smith confronts a Renault Zoe presenting worrying electric failure messages to the driver. Here, PMM finds out how Steve identified the root cause of the problem.

Seeing the signs Customer’s description The customer reported that the following warning message appears in the instrument panel: ‘STOP: Electric failure DANGER’. This warning message would clear itself at any time and did not prevent the vehicle from driving.

considered as) ‘vehicle live and active’.

Further quizzing of the customer revealed that the warning messages would clear themselves from the display, and therefore did not need intervention from a scan tool.

Diagnosis Technical description Verifying the customer complaint is an essential step in the diagnostic process, but is often a time-consuming one and isn’t always successful. On this occasion, it was noted that a different warning message would appear after the vehicle had stood for a considerable amount of time. The message ‘Check ELECTRIC system’ would be displayed in the instrument panel at the point of unlocking the vehicle with the remote key before the driver's door was open.

It is important to note that modern vehicles may well ‘power up’ once unlocked via remote key/keyless entry systems.

Therefore, be aware that ‘power up’ for electric vehicles translates to (and should be

With the customer complaint verified, the vehicle’s ID and specification were confirmed. Confirmation of vehicle specification is of the utmost importance when it comes to diagnosis as there is often a temptation for customers to modify their car with fashionable accessories that lack the fundamental quality control and engineering that was intended for the vehicle. I am referring here to accessories such as parking cameras, dash cams, trackers and speed trap sensors, etc., all of which have the potential to consume the precious 12V battery reserve, or worse still, interrupt communication lines where accessories are integrated into the vehicle network. The customer confirmed no such accessories

Manufacturer: Renault Model: Zoe Z.E. Year: 2013 Model code: X10 Engine code: 5AM 450 Transmission: Single-speed automatic

Mileage: 16,403 miles Failed part: 12V battery

were installed to their knowledge.

The customer interview follows the four targeted, open questions below, in order to establish fact from fiction. â– How long has the problem been evident?

Periodically for 6 months. â– When did you first notice the problem?

During the winter months (cold weather). â– Has any work been carried out on the

vehicle recently?

No work other than typical maintenance when a new 12V battery was installed (replaced due to a failed routine test). â– When do you experience the problem?

When the vehicle has been left standing either overnight or over a weekend.

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Based on the above answers I am already thinking about ‘parasitic drain’, but I do not want to assume anything. The basic inspection

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TROUBLESHOOTER

confirmed no fluid leakages, no visible signs of damage to hoses, connections, wiring harnesses or indeed that favourite discovery, ‘accident repair’ (other than the new 12V battery, the vehicle looked 100% original).

A vehicle scan of all on-board control units revealed eight fault codes listed in Fig 1. To throw a curve ball, this capture used a Bosch scan tool to reveal eight fault codes, whilst a second scan (using a Launch diagnostic tool) revealed the three codes in Fig 2. To summarise the vehicle scan, communication codes appear to be the order of the day: â– Bosch indicated three CAN codes at

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motor control unit (MCU) â– Launch indicated 3 CAN codes at power

electric block (PEB) Both scan tools use a different description for the same unit under the bonnet (combined motor, charger/invertor assembly), which Renault refers to as power electronics block (PEB). This is a typical hurdle to overcome with different scan tools.

Prior to diving in, taking a step back and checking for technical bulletins (recalls, campaigns, etc.) is paramount. None were relevant and so based on the vehicle history and symptoms, we can move on to possible causes.

Possible causes â– CAN network wiring â– CAN network components (ECUs)

The action plan The action plan is predominantly governed by accessibility, probability, and cost. Based on the acquired Bosch scan data, we have five fault codes referring to either ‘CAN communication errors’ or ‘Bus faults’ (MCU 4.0 and EV ECU 4.0 respectively). Therefore, the action plan focused on CAN:

SAFETY FIRST If a technician is determined to work on electric vehicles, it is paramount that safety is put first, along with the necessary training, PPE, and live working certification.

â– Measurement of CAN network activity â– Wiggle testing of CAN network wiring

and connectors A variety of trim panels and under-shields were removed for access to numerous ECUs and their associated CAN wiring. The EV CAN connector at the HV battery was chosen as the measurement point for CAN circuit evaluation. Why choose such a remote connector for capturing EV CAN? My line of thinking here was the possibility of water ingress given its location under the vehicle.

However, no such water damage was found.

Fig 3 shows EV CAN activity captured at the HV battery whilst being charged via the electric vehicle service equipment (EVSE or Charge Station). Note that the noise present on the CAN circuit whilst the HV battery is being charged! Could this be our communication fault?

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When using the math channel A-B, we could see the noise had cleared, proving once again how fault tolerant CAN has to be in such electrically noisy environments. Using the PicoScope CAN decoder (Fig 4), we went one step further and qualified that the data is decoding correctly during the ‘noise’ period with only minimal errors due to sample rate settings. The noisy CAN signal was therefore not the cause of our fault!

The wiggle test of CAN wiring and connections was next up for evaluation, and here we used the math channel A+B in conjunction with a ‘mask’. In Fig 5, we can see how the noise only intruded into the mask upon disconnection of the HV battery CAN connector (which is to be expected). Before and after disconnection, the math channel A+B remained inside the permissible ‘white’ graph area, regardless of wiring and connector manipulation.

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í˘ľ We concluded at this stage, that our CAN communication codes were not relevant to a wiring or connector failure. Whilst checking the harness routing throughout the vehicle, a tracker/telematics style device was discovered behind the fascia, which included connections into a CAN network other than the EV CAN (Fig 6). Could it be possible for the tracker to influence or disrupt messaging on the EV CAN when not directly connected to this network?

It’s a question that I could not answer, but faced with a variable like this, the easiest option was to remove the device and continue to test. The customer was informed but had no knowledge that such a device was installed.

Prior to further testing, all fault codes were erased, and here I discovered another concern with generic scan tools. The CAN communication codes revealed by the Bosch tool (U1000, U1001 and U1002) could not be erased, suggesting that the faults were still present! However, they could be erased with the Launch tool, highlighting the need for ‘scan tool awareness’ when it comes to their ability to communicate on all levels with all vehicles.

Further testing and use of the vehicle over a number of weeks confirmed the inevitable, the warning messages had returned along with the codes captured using the Bosch scan tool in Fig 7.

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I have added colours to the second round of fault codes to indicate a number of changes that had occurred since the original vehicle scan: â– â– â– â–

Yellow: CAN or BUS errors Red: Specific/descriptive codes Green: System codes White: Not relevant

The fault codes were also checked using the Launch scan tool:

EVC – five codes ■Df018 Consistent Multiplex signal for

â– â– â– â–

CC/SL, the data supplied to the cruise control or the speed limiter is not correct Df126 Battery Health Status, internal electronic fault Df125 Battery health status OK Df125 Battery health status confirm Df113 Pulse box signal incorrect

BMS: One code â– Df010 CAN communication no further

description Note: There are no longer communication codes for MCU (U1000, U1001 and U1002) as revealed by Bosch, and PEB (Df020, Df021 and Df022) as acquired by Launch in

í˘ˇ the initial vehicle scan. Whilst CAN/Bus faults were still present (using Bosch), the previous wiggle tests and EV CAN decoding had confirmed the integrity of the network.

Focus, therefore, moved to the specific/descriptive codes.

Using multiple scan tools most certainly introduced variables in the form of ‘translations’ and ‘interpretations’ of manufacturer DTCs and component names.

For example, MCU/Motor Control Unit (Bosch) and PEB/Power Electric Block (Launch) are the same component! These descriptions could have you searching for components that do not exist!

To summarise, Bosch provides an improved description of DTCs, but assigns them to ‘P’ codes (powertrain) that could be misinterpreted as generic OBD-II codes. For example, P0510 is described as HV battery charge ‘internal control unit fault’. However, P0510 OBD-II code is 02 Sensor Circuit Malfunction (Bank 2 Sensor 1). On the other hand, Launch provides unique DTCs but with minimal descriptions.

So, which tool should we use, and which codes are relevant? I have to say at this stage I did not know. Trying to establish an occurrence order to the fault codes was proving difficult, and it was uncertain whether using the vehicle manufacturer scan tool would help.

Establishing an occurrence order is often the key to finding the root cause of the original fault, allowing you to discard the numerous ‘non-relevant’ DTCs that appear as a consequence. Once again, product knowledge and familiarity of the vehicle would help here, I had neither and so an element of reverse engineering was required.

TO FIND OUT HOW STEVE GOES ABOUT SOLVING THIS EV ISSUE, WWW.RDR.LINK /AX004

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CLUTCH CLINIC

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HOW TO Replace the clutch assembly on a 2008 Mini One (R52)

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In this month’s Clutch Clinic, REPXPERT Alistair Mason is replacing the clutch assembly in a 2008 Mini One (R52), that has covered more than 72,000 miles.

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n excess of 825,000 Minis are on the UK’s roads, mainly being used as a second car for short trips, so clutch wear is inevitable, which makes the likelihood of a clutch replacement quite high.

The scheduled time for the repair is 6.65 hours, and by following this guidance, it will make a profitable repair for any workshop.

Workshop equipment â– Vehicle lift (two post is ideal) â– Engine support â– Transmission jack â– Universal clutch alignment tool

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Gearbox removal With the vehicle positioned on the lift, but at ground level, slacken the front locking wheel bolts and front hub nuts, then open the bonnet, raise the ramp to waist height and remove both front wheels and the N/S wheel arch liner.

Raise the ramp again to access the underside of the vehicle, then remove the engine undertray. Lower the ramp and remove the front bumper (Fig 1), then the aluminium bumper bar (Fig 2), which allows the bumper support bars to be removed from the front sub frame (Fig 3).

Lower the vehicle and remove the air box/filter assembly, battery cover, battery and

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release arm and release bearing. Apply a light smear of high melting point grease to the input shaft splines, mount the clutch plate onto the input shaft, which will ensure the clutch plate fits correctly and also evenly distribute the grease. Then, remove the clutch plate and wipe off any excess grease.

After ensuring all the surfaces are free from grease, mount the new clutch assembly onto the flywheel, making sure the clutch plate is the correct way round. Using a clutch alignment tool, align the clutch and cover, tighten the bolts in an even and sequential manner and, finally torque to the manufacturer’s specification (Fig 7).

Gearbox installation

battery carrier, as well as the engine control unit. This now gives good access to the top of the gearbox to disconnect the gearchange cables and support bracket, which can now be stowed safely in the bulkhead area (Fig 4). The top bell housing bolts can now be removed.

Raise the ramp to gain access to the underside and drain the gearbox oil. While the oil is draining, remove the pendulum gearbox mount, and when the oil has drained, refit and torque the drain plug.

Now, remove the front driveshafts and lower the front subframe by disconnecting both bottom ball joints and removing the hub nuts. Then, move the hub assemblies outwards, detach the driveshafts from the hub assemblies, and ease them out of the gearbox.

Remove the steering column pinch bolt, disconnect the steering column from the steering rack, support the front subframe and remove the subframe retaining bolts, lowering the subframe slightly, to aid gearbox removal.

Remove the starter motor bolts and starter motor, take off the two clutch slave cylinder retaining nuts (Fig 5), detach the slave cylinder from the gearbox, but do not disconnect the hydraulics, and stow away

from the gearbox, and remove the multiplug from the reverse light switch.

Support the gearbox using a transmission jack and remove the gearbox mounting.

Support the engine using either a large axle stand or second transmission jack, and remove the remaining bell housing bolts.

Lower the gearbox transmission jack slightly and ease the gearbox away from the engine, and once clear, remove the gearbox from the vehicle and place in a safe area.

Clutch replacement Remove the six clutch bolts and the clutch assembly. Inspect the flywheel for wear and for any small heat cracks, removing the glaze from the flywheel surface with Emory cloth.

Also, inspect the back of the engine for any leaks and rectify if required, then clean the flywheel with brake and clutch dust cleaner.

Turning our attention to the gearbox’s release system (Fig 6), remove the release bearing, release arm and guide tube, and inspect the pivot point for wear, replacing if required. Fit the new input shaft guide tube, lubricate the pivot point with a light smear of high melting point grease and locate the new

Prior to installing the gearbox, ensure all pipes and wires are clear of the bell housing area and that the alignment dowels are still installed correctly. With the aid of a transmission jack, position the gearbox close to the engine. Spend time to align the gearbox to the engine and then ease into position. When the gearbox is located on the dowels, insert and tighten some easily accessible bell housing bolts. Mount the gearbox onto the gearbox mounting and then remove the transmission jack and engine support. Insert the remaining bell housing bolts and torque all bell housing bolts to the manufacture’s specification. Finish the installation in reverse order of removal.

Finally, refill the gearbox with oil, torque all required bolts to the manufacturer’s specifications, and reset all electrical consumers after battery reconnection.

INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, LABOUR TIMES AND MUCH MORE CAN BE FOUND ON THE REPXPERT WORKSHOP PORTAL – WWW.RDR.LINK /AX005 – THE REPXPERT APP, OR BY CALLING THE HOTLINE ON 0872 737 0037

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BELT FOCUS

HOW TO Install a timing belt kit on a 2003 Skoda Octavia The expert technical team at Continental provides detailed instructions on how to install the company’s timing belt kit CT1044WP1 in a Skoda Octavia 1.9L TDI, MY 2003 with engine code ASV.

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or this month’s Belt Focus, Continental provides fitters with a detailed installation guide that offers a step-by-step explanation of the correct replacement procedure to ensure smooth belt change operations.

As is always advised, consult the manufacturer guidelines for the vehicle in question. In this instance, the manufacturer recommends changing the timing belt in varying intervals every 90,000km up to 2001/04, every 120,000km from 2001/05, and every 150,000km from 2002/05. For this procedure, the suggested labour time is 2.9 hours.

The manufacturer also recommends changing the timing belt idler at bottom right from 2001/05 to 2002/04 (spare part no. 038 109 244 H) every 120,000km, and this is likely to take 0.1 hours to carry out.

INSTALLATION TOP TIP

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When changing the timing belt, the tensioning pulley and the idlers for the timing belt and the multi V-belts must also always be changed at the same time. To avoid later failures with unnecessary costs, it is recommended that you do not re-install the multi V-belt once it has been removed.

Preparatory work First, identify the vehicle using the engine code, then disconnect the vehicle battery.

Make sure you do not turn the crankshaft and camshaft once the timing belt has been removed. Next, turn the engine in the normal direction of rotation (clockwise), unless it is otherwise specified.

Turn the engine only at the crankshaft sprocket and not at any other sprockets, and vitally, ensure that you only carry out checks and adjustments when the engine is cold. It is also essential to avoid contact between the belt and harmful substances, such as engine oil or coolant.

For all the tightening torques required in the procedure, refer to those specified by the vehicle manufacturer.

Ahead of removal, loosen the ancillary unit belt, upper engine cover, right headlamp, air pipe, and coolant expansion reservoir and place to one side. Then, place the pipe for the crankcase ventilation system, the power steering expansion reservoir, and the screen wash bottle to one side. Next, remove the vacuum pump for the brake booster, the upper and lower timing belt guards, the cylinder head cover, the right engine mount, and the engine mount bracket.

Removal – camshaft belt Technicians need the tools specified below for this procedure, which can be found in the Continental Tool Box V01: ■Injection pump drift OE (3359), Tool

Box V01/6 â– Camshaft alignment tool OE (3418/T

10098), Tool Box V01/22 â– Tensioning wrench for tensioning pulley

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OE (V159), Tool Box V01/27 â– Puller for camshaft sprocket â– Counterhold OE (3036)

â– Set the valve timings to the TDC mark of

cylinder 1 â– Align the mark (notch) on the crankshaft

sprocket with the mark (notch) on the rear timing belt guard (Figs 1 & 2) â– Check the crankshaft mark. To do so, remove the rubber plug from the torque converter housing (Fig 3). Then, align the mark (notch) on flywheel must align with mark (projection) of opening (Fig 4) â– Insert the camshaft alignment tool, OE (3418/T10098), into the rear of camshaft

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BELT FOCUS

Before that, remove the camshaft alignment tool, OE (3418/T10098), from the camshaft. Never use the camshaft alignment tool as the counterhold. Finally, remove camshaft sprocket (Fig 13)

í˘´ (Figs 5 & 6). When you do so, ensure that the valves of cylinder 1 are closed and the valves of cylinder 4 are overlapping

í˘¸ â– Loosen the three bolts of the injection

pump sprocket using the counterhold (Fig 9). There are two different types of bolt.

Type A must be changed; type B can be re-used (Fig 10)

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â– Insert injection pump drift OE (3359) into

the injection pump sprocket at approximately the one o’clock position (Figs 7 & 8)

â– Remove the crankshaft belt pulley and the

lower timing belt guard â– Loosen the tensioning pulley nut and

release the tension on the timing belt

í˘ˇ 18 FEBRUARY 2021 PMM

â– The timing belt can now be removed â– Loosen the camshaft sprocket bolt using

the counterhold and detach it from the shaft using the puller (Figs 11 & 12).

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Installation – camshaft belt ■ Fit the new components from the timing

belt kit. Check the remaining components, such as the camshaft sprocket and the crankshaft sprocket, for damage. Check that the positioning is correct when fitting the tensioning pulley. The lug must engage the recess in the rear plastic cladding (Figs 14, 15 & 16)

Finally, place it on the camshaft with the loose camshaft sprocket (Fig 17) and screw in the bolt to secure the camshaft sprocket. Important: Take care to ensure that the timing belt is not kinked during the fitting! The timing belt must be tight between the sprockets on the tight side

■ Re-fit the lower timing belt guard and

crankshaft belt pulley. Ensure the crankshaft belt pulley is correctly positioned. There is a small cam on the crankshaft that only fits into the belt pulley in one position (Fig 19). The belt pulley contains three small and one large bore(s); the large bore matches the cam.

Tighten the four bolts to 10Nm + 90°

씉 씎 씌 ■ Tension the timing belt via the tensioning

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pulley. To do so, insert the tensioning wrench for the tensioning pulley, OE (V159), into the tensioning pulley and then turn the tensioning pulley clockwise and tension it until the notch is aligned with the mark (Fig 18). Next, tighten the tensioning pulley nut to 20Nm

■ Turn the engine through two revolutions in

the direction of engine rotation ■ Set the valve timings to the TDC mark of

cylinder 1 (same setting as stated in the ‘Removal’ section) ■ Check the timing belt tension reading again ■ Assemble and finalise in the reverse order to removal ■ Finally, record the changing of the original Continental timing belt on the sticker supplied and stick this in the engine compartment (Fig 20)

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씍 ■ Remove the locking tools from the

As always, carry out a test run or test drive to ensure correct operation.

injection pump sprocket and camshaft ■ Position the fuel injection pump pulley in

the center of the slots ■ Place the timing belt first on the

crankshaft sprocket and after that counterclockwise on the idler, water pump, and then on the tensioning pulley.

■ Tighten the camshaft sprocket bolt to

45Nm using the counterhold ■ Tighten the three bolts of the injection

pump sprocket using the counterhold as follows: type A to a torque of 20Nm (+90° after final assembly), type B to 25Nm

TO FIND OUT MORE ABOUT CONTINENTAL’S RANGE OF TIMING BELT KITS, WWW.RDR.LINK /AX006

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TECH TIPS

y er g r u s s r to oc D F P D e h T ’ In this month’s DPF Doctor’s Surgery, we welcome a new columnist: Tom Bracken of DPF Doctor East Manchester. Here, Tom and his team are confronted with an ex-Royal Mail Fiat Doblo.

Vehicle information: Former Royal Mail Fiat Doblo, 62-plate

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t DPF Doctor East Manchester, we use nothing but the best to efficiently clean a DPF. However, we only clean a DPF when it’s required, and all DPF cleaning we undertake is performed in situ on the vehicle.

This not only saves the hassle of removal, but it also keeps our charges very fair.

This Fiat was purchased through auction by one of our good trade customers. The van was ex-Royal Mail. Surprisingly the vehicle history was unknown. What became apparent on further investigation was that the vehicle had sustained many short trips/stop-start driving; and this had been exacerbated by the pandemic.

The DPF was in very bad health. It was a real hard starter. Was this why the Royal Mail had decided to call it a day?

On pre-assessment of the DPF, we found it to be in excess of 400mb at idle, which is a huge amount of back pressure. We could tell that the van hadn’t seen a service for some time because the filter was in such poor condition. The oil was exceptionally high, most likely due to failed regeneration attempts, and the EGR was off its seat.

Using the JLM Lubricants DPF cleaning additives the pressure was brought down to 10mb, an ideal pressure level. As with any clean, we always perform an extended road test to confirm the fix, which has the added benefit of helping to further clear the DPF. We

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Why Tom became a DPF Doctor

saw pressures drop even more to 6mb. A road test also enables us to monitor any data to ensure components are operating accordingly, and that when the customer collects their vehicle, we can be confident that they won’t be returning with the same issues.

When the customer collected their vehicle, they were very pleased with our work, not least because they had been considering replacing the DPF with an inadequate aftermarket filter. We exceeded their expectations by cleaning the original DPF to as good as new for a fraction of the cost.

We have been using JLM products for 14 months, and they now form an important part of our ‘repair don’t replace’ offering.

We were finding that DPF issues were becoming a regular part of our daily routine.

The business was too good to ignore! We initially spoke to Darren at Automechanika in Birmingham. This gave us a real insight into what he had built with the DPF Doctor Network. He wants nothing but the best for the network and network customers. We were keen to join and very pleased when Darren accepted our application. We have not looked back since!

IF YOU’RE INTERESTED IN JOINING THE DPF DOCTOR NETWORK, WWW.RDR.LINK /AX007

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STEP Drive front wheels onto turn plates

TECH TIPS

The two-post approach Absolute Alignment outlines how garages need to approach wheel alignment procedures when using a two-post lift.

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bsolute Alignment has been in the vanguard of wheel alignment equipment for many years, and recently has seen a huge rise in the use of its Bluetooth range on two-post lifts. As this opens up wheel alignment as a profit centre for workshops without dedicated four-post lifts, it’s important that the correct procedures are followed. To help, Absolute Alignment has produced this simple guide to two-post alignment best practice.

STEP Pre-check This is common to all alignments, not just those using two-post lifts. In a busy workshop, it’s important that care is taken to ensure that there are no obvious problems with the vehicle that could cause an inaccurate reading. The checks include: ■ Play in suspension bushes ■ Visible damage ■ Tyre pressures

STEP Fit the alignment heads to wheel clamps

Part of the pre-check should also be a scan for ADAS using a suitable diagnostic tool.

The consequences of, for example, realigning the thrust angle and not checking the calibration of ADAS sensors could create problems. Alignment must be completed before ADAS calibration is carried out – a further profit opportunity for astute workshops.

STEP Prepare vehicle for adjustment Some of the following is Absolute Alignment equipment-specific, but there are sure to be similar actions in other aligners.

■ Drive vehicle onto the front turn plates ■ Select the vehicle from the database, or

STEP Perform 10˚ caster swing

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use a registration lookup like Absolute Alignment’s Shoot & Go option to save time ■ Attach the 3-point Pro Wheel Clamps.

These clamps avoid metal to metal contact, but care should still be taken to avoid damaging the rims ■ Attach the alignment heads to the wheels

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nt o s

■ Following the on-screen instructions,

■

■ ■ ■ ■

remove the locking pins from the turn plates and perform 10° caster swing from left to right – this gives the ‘before’ readings Start the engine whilst the steering wheel is straight – starting the engine is vital to balance the fluid in the power steering system ready for the next stage Switch off the engine and lock the steering wheel in the straight ahead position Freeze the readings and raise the vehicle to working height Add two-post drop brackets, ensuring they are absolutely level Continue up to the adjustment height

STEP

STEP Raise vehicle and fit alignment head drop brackets

■ ■ ■ ■ ■

Adjustment

STEP Perform adjustment

show green on both the live adjustment screen and the full colour print out Note the preferred adjustment order: Rear axle first – camber then toe as available to adjust Front axle second – caster, camber then toe Refreeze the readings Drop the vehicle to the floor and remove the measuring heads and clamps Print the report and hand to the customer

■ Unfreeze the readings – do not do this until

■

the vehicle is at the full adjustment height ■ Adjust until all figures are correct and within the manufacturer tolerance. This will

Four-wheel alignment can be a new profit centre for many workshops, even if they

don’t have access to a dedicated four-post alignment bay. A two-post lift is suitable for the task as long as professional help is sought when selecting the right equipment.

FOR ADVICE ON TWO-POST LIFT WHEEL ALIGNMENT, CALL THE ABSOLUTE ALIGNMENT TECHNICAL TEAM ON 01252 549 340 OR WWW.RDR.LINK /AX008

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BUSINESS

& TRAINING

Bringing work home with you Remote access to Autowork Online has enabled Hill Street Garage to have an ‘office at home’ and provide great customer service throughout the duration of the pandemic.

PMM finds out more.

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ike many other businesses, garages have faced challenging trading conditions recently – but for Hill Street Garage, a well-timed move to cloud-based garage management software has positioned the company for success.

Garage Owner David Koscielny explained that he decided to move from his bespoke system to MAM Software’s Autowork Online a matter of weeks before the first lockdown was introduced.

“Our old system worked absolutely fine for us, but the problem was that it was desktop led. We realised it was necessary to move to the cloud so that we could deal with enquiries remotely,” David noted. As it turned out, investing in cloud-based software has had unexpected benefits for Hill Street Garage and the move “really couldn’t have happened at a better time”, he said.

During the first two weeks of lockdown, David focused on cleaning up his customer records to check everything was correct before importing the data to Autowork Online.

“Once our system was up and running, it was like having my office at home. I had customer contacts, invoice history, as well as the ability to text, phone, and email,” he continued. Hill Street Garage has been able to continue providing its customers with a

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first-rate service throughout lockdown since changing software providers.

“Initially, we were concerned because we thought someone would have to sit at the garage to keep our customers informed of how we were operating,” David explained.

“Instead, I could sit at the computer and deal with any enquiry that came through as if I were in the office. I was able to give them a price on a service, tell them when their MOT was due, or look back on their history and advise them on what the issue could be.”

Being able to access Autowork Online remotely also means David can deal with enquiries out of hours, giving his customers an efficient service that they could rely on during an uncertain time: “Some of our customers send enquiries in the evening, which I’m now able to respond to when I’m not on site. I can book appointments online, order parts through the software, and have the job ready to go the next morning.”

MAM has also introduced changes to Autowork Online to make it easier for garages to

“Once our system was up and running, it was like having my office at home.

I had customer contacts, invoice history, as well as the ability to text, phone, and email.” manage some of the challenges associated with COVID-19. David explained that modifications to the MOT history feature to reflect the government’s six-month extension have made it simpler to send out accurate information to customers.

“For a business such as ours, we don’t want to think we’ve bought last year’s model and that we have to pay for an upgrade to get next year’s model. Autowork Online is a forever-developing piece of online software – that’s its key value; it changes with the times,” David concluded.

FOR MORE INFORMATION ON AUTOWORK ONLINE, WWW.RDR.LINK /AX009

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BUSINESS

& TRAINING

EVs: A shock to the aftermarket 2030 is the latest deadline set by the government for the end to sales of new cars with internal combustion engines, but what does this mean for the aftermarket?

Neil Pattemore assesses the situation.

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s everyone is aware, the UK Government has announced that the sale of new cars that use internal combustion engines will no longer be legal from 2030.

The Prime Minister wants to ‘kick start’ the ability of the UK to be ‘carbon neutral’ by 2050. However, it will also use the less stringent date of 2035 to end the sale of hybrid cars. Electric car sales may be rising, but they are still below 7% of all new car sales in the UK (at time of writing: December 2020), so there is a long way to go in less than nine years in order to enable all new vehicle sales to be electrically powered – for the automotive industry, the national grid infrastructure, and the motoring public.

How realistic is this?

The adoption of electric vehicles has been driven by political expediency, but there are significant issues with the full ‘cradle to grave’ impact of electric vehicles. Here are just a few aspects that need considering: the environmental and societal issues of mining

26 FEBRUARY 2021 PMM

the lithium and cobalt (e.g. the use of child labour), manufacturing the batteries with the associated hazardous by-products, the ability to generate and distribute the electricity, and the end-of-life recycling of the batteries.

The problem of generating the electricity is not yet resolved, as existing power stations need to be replaced with wind farms, solar panels or additional nuclear power stations – all of which create their own environmental issues.

Even more problematic is the requirement to have the (expensive) infrastructure to distribute the electricity to the places where electric vehicles need recharging. Private houses with a drive will still require substantial local sub-stations and appropriate power cable connections, but the real problem will be the many drivers who can only park on the street, or in car parks adjacent to apartment buildings. Motorway service stations will need to be able to charge hundreds of vehicles at the same time, which will not only create a power supply challenge, but fast charging of the vehicle battery can be detrimental to its long term performance

(although Gridserve has opened the first EVonly service area in Essex that can simultaneously charge up to 36 vehicles, but this is not a main motorway service area).

Clearly, there are many challenges to be resolved in the next nine years – many of which will be very expensive. So, what are the likely key issues for the aftermarket when electric vehicles become the ‘new norm’?

There are likely to be three key aspects – the change of technology, the change to servicing the vehicle, and the change of vehicle ownership models.

Where does this leave the aftermarket?

There are the obvious dangers concerning the high voltages of the batteries, which will require investment in new workshop tools and equipment – none of which should be particularly problematic. However, the technical training for the workshop technicians may create a capacity issue for the training providers. The servicing requirements for electric vehicles will be

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much reduced, but there is likely to be an increased number of hybrid vehicles (with their internal combustion engines) as the reality of the practicalities of moving to 100% electric vehicles by 2030 becomes increasingly apparent.

The biggest threat may be the developing issue of who owns the vehicle. The increasing trend of personal leasing contracts is likely to be exacerbated by the higher cost of electric vehicles, as these personal leasing contracts may help avoid the full impact of the capital cost of ‘mobility as a service’. This creates a double issue. Firstly, your customer is increasingly likely to be a corporate fleet operator – so you may need to become part of a wider syndicate of independent garages, who can jointly ‘pitch’ for this corporate fleet business. But secondly, these corporate customers will drive down prices to be competitive in their own mobility services sector, so independent workshop efficiency becomes paramount to remaining competitive

“The adoption of electric vehicles has been driven by political expediency, but there are significant issues with the full ‘cradle to grave’ impact.” in this changing market.

Additionally, the way that vehicles are supplied through authorised dealers is likely to change, as direct sales from the vehicle manufacturers to mobility service providers develop. As this happens, the authorised dealers are more likely to become service and repair points, and this is where the difference between authorised and independent repairers becomes more blurred. Both types of workshop will need similar levels of competence and will directly compete for these service and maintenance opportunities.

This brings in another change for the

independent workshop, where there will be an increasing need to have coordinated business management data reporting to the mobility service providers to allow them to work efficiently with the workshops they are dealing with (e.g. financial and process management systems). Today, this is already ‘the norm’ for authorised repairers.

The adoption of electric vehicles will bring significant changes on a number of levels and will also bring significant new challenges – some of which may also require new requirements for the business models of independent workshops, as well as their technicians adapting to high voltage electronics. Tomorrow's aftermarket may be in for a bit of a shock!

TO GET IN TOUCH WITH NEIL PATTEMORE, WWW.RDR.LINK /AX010

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BUSINESS

& TRAINING

APPRENTICESHIP The Apprenticeship Levy ANSWERS

W

elcome! Hopefully you have had time to reflect (and possibly even act) on my last article about industry placements. As promised, we will now look into the Apprenticeship Levy; what it is, why we have it, and how it can help you. Let’s start with the obvious, what is it? Well, the Apprenticeship Levy is a government initiative that was introduced in April 2017 with the following intention (as quoted on gov.uk): ‘The levy will help to deliver new apprenticeships and it will support quality training by putting employers at the centre of the system. Employers who are committed to training will be able to get back more than they put in by training sufficient numbers of apprentices.’

In basic terms, companies that have a wage bill of over £3 million per year need to pay a percentage (0.5%) of their pay bills into the levy. This actually means that less than 2% of UK employers pay into it (another quote from good old gov.uk). For employers that fall into this category, they pay the levy alongside tax and national insurance. It was actually designed to end up with the employer benefitting when taking on an apprentice and receiving one annual allowance of £15,000 to offset against their levy payment. All well and good I hear you say, but I most definitely do not

pay £3 million worth of wages per year, so where do I stand?

Currently in a pretty good place as it happens. From April last year, the government started to fund 95% of an apprenticeship (previously 10%), and for anyone taking on an apprentice between 1st August 2020 and 31st January 2021, the government was offering incentive payments. It would be well worth looking into what is currently available.

Next question, where do you look?

Having a look around myself, the most obvious place to go would be gov.uk, but I have found some other useful sites such as crunch.co.uk (this one is actually an online accounting website, but it has some very useful and straightforward information regarding apprenticeships and funding).

To be honest, the easiest way to get the correct information and assistance with the entire apprenticeship process is to contact your local college (one that has a motor vehicle department). Here at BCOT, our business department makes contact with employers, visits the

©Monkey Business/AdobeS tock

2017 saw the introduction of the government’s Apprenticeship Levy, yet years on and there is still confusion amongst independent garages about the levy and how it affects them. PMM ’s expert contributor, Gemma Westlake, hopes to provide clarity in her latest column.

garages (COVID dependent), and guides them through all the steps necessary to employ an apprentice, including the funding process. As soon as all the information is digested and understood, then we can get going with the training.

Prior to the new year, most of our theory lessons were conducted online, but the apprentices were still able to continue work within their bubbles and completing the practical based tasks with their mentor in the workplace. Most of the apprentice tasks can be uploaded onto the elogbook and checked remotely, which enables ‘classroom’ learning and preparation for their gateway assessments to be completed on their theory day at college.

Interested to know more about the tasks expected of an apprentice and what it means to be a mentor? Join me next time to find out!

Gemma is a lecturer at Basingstoke College of Technology. To find out what goes on there, GO TO WWW.RDR.LINK/AX011 28 FEBRUARY 2021 PMM

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SPECIAL REPORT

On a

mission It is common knowledge that there is a significant skills gap within the industry when it comes to working on hybrid and electric vehicles. So, when PMM heard that Mission Motorsport’s training centre had received IMI approval, we simply had to find out more about the charity and its courses.

M

ission Motorsport’s approach is epitomised in its motto: ‘Race, Retrain, Recover’. The charity was established in 2012 to support veterans looking to find their place in civilian life after completing their military service. It is well documented that some of those that have put their lives on the line for Queen and country later require a guiding hand to direct them towards a civilian profession, so CEO and Founder James Cameron, set up the charity with this exact directive.

When asked about the driving force behind the charity, James explained, “The best way to understand what we do here at Mission Motorsport is through our stated mission: ‘Race, Retrain, Recover’. By using motorsport as an engagement tool, we do our utmost to help veterans find a place within the automotive industry, capitalising on the skills they have picked up whilst in the service.

“However, in all honesty, the exact nature of the work they end up doing is not the most important aspect of what we are doing here.

What I really care about is that our

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beneficiaries have a reason to get out of bed in the morning and a sense of purpose that enables them to be financially secure and support their families.”

Life after the forces Although finding gainful employment for veterans plays a part in James’ and the charity’s mission, there is more to it than that.

Many ex-servicemen and women face challenges that others don’t always understand when it comes to adjusting to civilian life, which is where Mission Motorsport really comes into its own.

James continued, “Many of those who work for the charity come from a military background, which means they understand the challenges associated with adjusting to life after the forces. From a training point of view, we have to be able to accommodate both physical disabilities and those with mental health problems. Unfortunately, there is a stigma attached to veterans, which suggests that they are one of three things after leaving the military: mad, bad, or sad. This couldn’t

be further from the truth. In fact, almost all are incredibly capable and highly skilled.”

Mission Motorsport is now part of a broader initiative. Back in 2019, the charity orchestrated a partnership between the Ministry of Defence (MOD), the Society for Motor Manufacturers and Traders (SMMT), and The Royal Foundation, in order to form ‘Mission Automotive’. The initiative is designed to help companies access and retain ex-forces talent that may otherwise fall by the wayside. Many veterans had spent decades learning automotive skills for various military applications, so all that was needed was a little backing and an opportunity to retrain. By doing this, the charity could ensure a constant stream of talent flowing directly into the automotive industry.

The skills gap With the increase in electric and hybrid vehicle technology, James realised that there was the possibility of furthering the initiative: “When we first looked into EV qualifications, and

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somewhere between 400-600V, with plenty of 1,000V applications thrown into the mix as well. From the charity’s perspective, we realised a situation where one industry was looking for people skilled at working with ‘high voltages’, whilst another had an abundance of people that had these exact skills. What we needed to do was ensure that they received the right qualifications.”

©Mission Automotive

IMI approval

how the automotive industry is going to be able to meet growing EV demand, it quickly became clear that automotive businesses needed ‘high voltage’ qualifications. Now, in the military ‘high voltage’ refers to over 1,000V, yet when it comes to automotive technicians working on EVs and hybrids, it’s over 60V DC or over 30V AC, according to the Health & Safety Executive.

“If you are wondering why the military uses this definition, well that’s because the conventional 240V is rarely used in operations. Most of the time, the voltages are

The charity operates a vehicle maintenance and repair training facility on the outskirts of Wantage in Oxfordshire. Last year, this same centre received IMI approval due to the dedication it put in to make sure it hit the standard demanded.

James continued, “When it came to launch this training programme, we had to ask ourselves: what can we do that is different to the multitude of other training facilities out there in the industry? Inevitably, this came down to our ability to speak both languages.

We are able to translate what somebody has done in the military and help contextualise it for them so that they can effectively get the credit and feel confident in their abilities.”

David Guilfoyle, Technical Training Manager, was the man in charge of making this happen, and continues to run the courses that are carried out there, as he explained: “Although 2020 was a difficult year, it gave us the

opportunity to focus on making sure our training centre hits the standard expected by the IMI. Thanks to the accreditation, we now offer IMI Level 2 and 3 Award in Electric/Hybrid Vehicle System Repair and Replacement, as well as the IMI Level 3 Diploma in Light Vehicle Maintenance and Repair Principles that we were already offering. The courses naturally vary in length and are primarily open to veterans as opposed to civilian technicians.

This being said, we plan to make this more broadly accessible as we continue into 2021.”

How to get involved With the training centre up and running, Mission Motorsport offers a fantastic opportunity for businesses to acquire highly trained technicians specialised in high voltage work. However, this is only a part of what the charity does. Each year, there are a multitude of events and opportunities that you can get involved in. No matter whether you are a veteran yourself, a technician interested in motorsport, or a business looking for talent, it is well worth getting in touch with the charity to find out how you can help accomplish its mission.

TO CONTACT MISSION MOTORSPORT, WWW.RDR.LINK /AX012

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SPECIAL REPORT

Unlocked potential PMM introduces 3D Group, a leading automotive locksmith supplier, and finds out about one of its most popular products: OSCA.

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s technology developes in the automotive industry, so does vehicle locksmithing; a fact that 3D Group will attest to.

Founded in 2007, the group is a family business, and is primarily focused on auto locksmithing. However, now, it has branched out, supplying a broader range of diagnostic tooling and equipment to the UK aftermarket and beyond.

3D Group supplies anything that a garage could possibly need in order to solve whatever key-related issues a specific vehicle may be having. Included within its range are key blanks, transponder chips, remotes, remotes parts and cases, remote key blades, and a variety of equipment needed for all kinds of automotive locksmithing work.

Yet, the electrical systems within today’s vehicles demand a certain degree of diagnostic capability when a technician faces a potential locking problem. Quick to react to the trend, 3D Group began supplying diagnostic equipment that could make the technician’s life easier. OSCA (Offboard Software Communication Assistant) is one of these products.

32 FEBRUARY 2021 PMM

All about OSCA Many readers will have heard the name OSCA, and as one of their primary distributors, 3D Group would like to provide a guide on how the OSCA cable can help a garage business grow.

The product can help with a myriad of automotive diagnostic needs, no matter whether you are an automotive locksmith, tow bar installer, body shop, ADAS technician, or a general garage professional.

Manual operation comprises simply plugging the cable and connecting it to your local WiFi network. Once connected, open the android app for the original cable, or if you are using the OSCA 2.0, you just access the web app.

Whilst the tool goes through module programming, all a technician needs to do is to run through a few ignition cycles and OSCA’s technical experts do the rest.

One of the greatest advantages of the product is this access to the team of master automotive technicians that comes with it.

OSCA’s experts are from many different backgrounds, including seasoned immobiliser specialists that have spent years working as automotive locksmiths; experienced diagnostic experts that can work on almost any module in order to diagnose faults; veteran mechanics that have been members of the Institute of the Motor Industry for years; and finally, a range of partners in the aftermarket that can handle almost any diagnostic and programming job that you could throw at them.

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Cable 2.0 OSCA has released two variants of the cable, the original OSCA cable and OSCA 2.0, but what’s the difference? Well, the original cable requires an Android device in order to access a range of services through the app. Whereas the 2.0 cable can be used on any device and provides a more stable connection to the company’s team of master technicians.

Another key distinction is that the 2.0 cable can be used on vehicles with 4 CANBus lines, and is also DoIP and CAN FD ready, which means it can be used on more modern vehicles.

It should be mentioned that as it stands, both cables provide the same range of jobs.

Available applications The OSCA cable covers over 5,800 unique diagnostic applications; broader functions include multiple ECU applications, BCU programming, and crash fault code clearing, to name a few. Given the number of applications, there is a quick and easy method

vehicles that have demand for aftermarket tow bars, then this would allow a garage to carry out tow bar installation and increase its clientele – the cable does the rest of the diagnostics, including programming the rear brake light modules, rear sensor modules and transmission module.

Work with 3D Group OSCA provides access to a group of experts that can answer all your diagnostic questions.

of finding the exact diagnostic task that a technician requires; a make, model, or specific job search function. For instance, if you need the front radar module calibrating on a Ford Puma 2020, you can type the details into the search bar and the job will appear.

Such a range in applications has the potential to open up new opportunities for a garage. As well as the cable, if a business were to buy a few pieces of additional equipment, and invest in a single technician to learn how to do 13-pin wiring for popular

OSCA is a product worth considering if you are looking for a way to expand your diagnostics work. Yet, this is just one of the products and services that 3D Group provides. Thanks to its expertise in automotive locksmithing, the company has the ability to unlock your business’s potential, so don’t hesitate to get in touch if this appeals to you.

FOLLOW THE LINK IF YOU WOULD LIKE TO FIND OUT MORE ABOUT THE OSCA CABLE: WWW.RDR.LINK /AX013

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WINTER SERVICE

Protect and profit With wet and wintry conditions now here, an increased risk of slippery road surfaces brings with it the potential for unnecessary damage to alloy wheels caused by kerb impact.

James Taqvi, Director of Zalloys International Limited, manufacturer of WHEELUV Alloy Protection, explains how alloy wheel protection can help boost workshop profitability.

W

e launched WHEELUV™ Alloy Protection in 2017, initially to dealerships and OEMs. Having proven itself within this sector, we have now made it available to garages and workshops looking for a way to improve margins with a simple, fast process that offers a cost-effective solution for reducing the risk of wheel damage.

The system has been rigorously tested in the market. To date, it has been applied to over 50,000 wheels, thanks in part to its compatibility with most wheels and tyres, including diamond cut wheels and run flat tyres.

Its factory-fit appearance has helped us secure partnerships with some of the top global OEMs. Now, we are offering the aftermarket the opportunity to supply and fit a product that provides high profit margins, while its customers can benefit from a discreet and impact-resistant system.

Garages can also benefit from its cut-tosize protectors, which help to reduce the stock holding required, with each protector fitting wheels from 15 to 22”. WHEELUV fitting processes have also been optimised for garage businesses, with no requirement to wash wheels or deflate tyres, saving labour costs due to shorter install times, and quick,

easy fitting in under 30 minutes with no specialist tools, tyre deflation or bead breaking required.

In order to ensure quality of the product, the components have been subjected to submersion tests in fuel, oil, brake fluid, and all major types of wheel cleaners (including acidic and basic products), along with other workshop products to ensure colour and functionality are unaffected – an area where our competitors have often fallen short.

With often treacherous road conditions increasing the chances of alloy wheel damage at this time of year, I believe the WHEELUV Alloy Protection system provides an ideal upsell opportunity during winter servicing.

& LIGHTING

CASE STUDY: RAVENSHEAD GARAGE As a certified partner, Ravenshead Garage in Nottingham also cites alloy protection as being a significant sales opportunity, as Director Jonathan Juniper explained: “Within the space of a short time, I’ve gone from being a consumer having purchased a car with a set fitted, to now supplying them to my own customers. The protectors haven’t faded during the three years they've been on my vehicle, so I can safely vouch for the fact that I am selling a product that I know first-hand does what it professes. Reasons for becoming a certified partner were simple – I can protect my customers’ wheels and get paid at the same time.”

He continued: “We have customers who have had the WHEELUV Alloy Protection system fitted on their old vehicles and want them fitted when they swap their cars, which gives us further confidence that the product works. We’re looking at averaging sales of 20 sets per month, which will make us around £20,000 profit over the year.”

FOR FURTHER INFORMATION ON JOINING THE WHEELUV ALLOY PROTECTION NETWORK OF CERTIFIED PARTNERS, WWW.RDR.LINK /AX014

PMM FEBRUARY 2021 35

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WINTER SERVICE

& LIGHTING

Status report The battery experts at VARTA are recommending that garages check the status of all car batteries entering the workshop.

2020 saw driving habits change dramatically, and now is the time to be vigilant and guard against potential flat batteries.

I

t is now more important than ever for garages to check vehicle batteries, as many cars have not been used as regularly as they normally would have been over the last 12 months. Most private vehicles have been clocking up fewer miles than usual due to COVID-19 lockdown restrictions and a drop in commuter journeys. To add to this, there was some extensive warmer weather early in 2020, and then some very hot temperatures in August. These heat waves accelerate the degradation of the battery’s health and have led to a lot of cars carrying a weak battery.

Andy Cook, Technical Representative at VARTA, explained, “Many cars have been stood still for months on end, which means the alternator has not had a chance to recharge the battery. This, coupled with a hot spring/summer, has led to batteries failing and leaving people stranded, particularly over the winter months when cold weather means the battery has to work harder to start the engine.”

Test and test again Therefore, the experts are advising that technicians should use a battery tester to determine whether the battery is in a good state of health or needs attention. With over a third of vehicles now having a start-stop system, it’s vital that a workshop has an up-to-date tester that can also accurately test Absorbent Glass Mat (AGM) and Enhanced Flooded Batteries (EFB). If it’s an older tester that doesn’t have the capabilities to test AGM or EFB batteries, then it’s worth upgrading; otherwise the test results will likely be inaccurate.

36 FEBRUARY 2021 PMM

Andy continued, “It shouldn’t take long to complete a battery test – no longer than five minutes. But, just as important as the test is the need to explain what you have done to the customer. By explaining the results, you are giving them peace of mind that the battery is in working order, or advising them that it might be time for a replacement. By taking either of these steps, you’re ensuring that they will not be left stuck out in the cold due to battery failure.”

Increased power demands In today’s vehicles, batteries face considerable demands, as they have to serve increasingly complex and power-hungry electronics. Whereas digital dashboards, inbuilt screens and parking cameras used to be limited to luxury vehicles, they are now commonplace on even entry-level models, all placing additional strain on the battery.

Andy commented, “Many drivers are also plugging in their mobile devices to charge

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them whilst on-the-move, again drawing power from the vehicle.

This is why it’s paramount to ensure the battery is in a condition to support all the comfort and safety features; it’s the heart of the car.”

Following the trend As highlighted by GiPA, the automotive aftermarket intelligence consultancy, the UK is seeing an ageing car parc; there has been a significant increase in the number of cars over 13 years old on UK roads. Many of these vehicles will have never had the battery changed, or at least, had it changed a long time ago, which means that there is an opportunity for garages to generate revenue by ensuring that those batteries that are in need of replacement are replaced, whilst also maintaining customer satisfaction by keeping them on the road.

Andy concluded, “Testing batteries isn’t all about profiteering, it’s about offering great customer satisfaction and ensuring their car will start when they need it most. It is an easy way to build trust and ensure you retain your customers.”

In partnership For technicians looking to find more information on a specific vehicle model and the battery it uses, VARTA offers its Partner Portal platform. Designed to provide assistance to technicians, the online platform is a treasure trove of OE information to help identify and fit the correct battery for every vehicle.

Access to the VARTA Partner Portal is available via all internetenabled devices. After a quick one-off registration, each workshop employee has free and unlimited access, so that you can ensure that the correct battery is installed in the quickest possible time.

TO ACCESS VARTA’S PARTNER PORTAL, WWW.RDR.LINK /AX015

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WINTER SERVICE

& LIGHTING

RANGE FOCUS In the spotlight PMM shines a light on Sealey’s range of workshop lighting that can help technicians make the short winter days that little bit longer.

M

ost people will agree that 2020 was a very difficult year for many sectors. The first lockdown restrictions meant that most garage workshops had to close.

Those that were able to remain open, primarily for the maintenance and repair of key vehicles, faced supply problems due to motor factors being out of operation.

Vehicles developing problems due to months of inactivity meant that when garages reopened many of them saw increased business compared to pre-lockdown levels.

A surge in MOT test demand due to the Government’s MOT extension also caused a significant increase in customers. Lockdown number two and the subsequent tiered measures brought new challenges for independents across the UK. Even without the pandemic, this time of year is a trying one for businesses. Statistics show that winter breakdowns are more than double the figures recorded during the summer months. Many of these breakdowns can be as simple as a battery failure due to the high demands placed on batteries during winter. Affordable and reliable work lights

are therefore a vital piece of equipment when working on vehicles, particularly on the roadside or at a customer’s address. Amongst the rigmarole, many garages will not have had time to plan for the winter season to the degree that they would have in a more ‘normal’ year of trading. With the unusually high levels of work this season, it’s crucial for garages to get the most out of their working day; Sealey’s range of workshop lighting might be the perfect solution.

What’s in the range?

The Sealey LED184 Rechargeable Portable Floodlight and Power Bank provides up to 1,900 lumens of light and has a useful power outlet for charging mobile devices. If you are looking for something that works better in confined spaces, the LED186 folding inspection lamp provides a choice of lighting for those areas that are harder to access.

When it comes to breakdowns, the Sealey ML18/36 (pictured top) is a popular choice.

Its twin daylight fluorescent tubes are suitable for applications when mains power is unavailable. Aside from this, the unit has

Sealey’s LED184 Rechargeable Portable Floodlight and Power Bank

many other useful features, including: being able to run the tubes individually or as a pair from rechargeable cells; an integrally stored mains cable for recharging only; an electronic control that allows the unit to be used as an emergency light, switching the light on in the event of mains power failure; a carry handle and floor stand, or if needed it can also be wall mounted.

Winter brings many challenges to us all, but there are opportunities to tackle these demands head on. Rest assured, technicians can rely on Sealey to provide the lighting required for you to make the most of the short winter days.

TO FIND OUT MORE ABOUT SEALEY’S WORKSHOP LIGHTING RANGE, WWW.RDR.LINK /AX016

PMM FEBRUARY 2021 39

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& SUSPENSION

Finding your bearings Despite the fact that wheel bearing replacement is a relatively common task within the workshop, there is still confusion among technicians between the different wheel bearing technologies and their respective fitting procedures. Here, Dayco provides clarity on the subject.

A

good example of the differing wheel bearing technologies comes with the Citroën C1/Peugeot 107/Toyota Aygo from 2005 onwards, which all share the same platform and utilise Generation 1 bearings on the front (Dayco part number KWD1035) and Generation 3 at the rear (KWD1036).

Generation 1 wheel bearings are generally mounted into hubs and axles, and whilst the vehicle manufacturer’s dismantling and assembly recommendations should always be adhered to, many of the following common sense practices will apply across most applications.

Naturally, during removal, care should be taken to avoid damage to safety critical items such as ABS and brake wear sensors and cables, as well as brake calipers and discs.

Although wheel bearing removal is generally straightforward, it is worth noting that some applications use a thrust washer between the drive shaft nut and the bearing, which needs to be cleaned, inspected and if necessary, replaced. Obviously, if a split pin is present, it must not be reused.

When both pressing out the old bearings and pressing in the new bearings, always follow the vehicle manufacturer’s recommendations and wherever possible, use a hydraulic press and a dolly of the correct diameter (inside and outside). However, great care should be taken to ensure the tool does not come into

contact with the bearing seal or sensor rings.

It is also critical that any mounting/pressing forces are only applied to the inner or outer ring that is being pressed into the housing or onto the shaft. Under no circumstances should any force be transmitted through the ball race, as this will damage the bearing and cause its premature failure. If the bearing is secured by a circlip, ensure the opening faces down, so water can easily drain away.

When fitting the bearing, technicians must ensure that the ABS sensor encoder ring is mounted the right way round, so that the vehicle’s encoder reader can operate correctly. Therefore, it's best to use a Dayco encoder card to determine its orientation.

The bearing is manufactured so that when fitted, the correct operating clearance is automatically established. However, to ensure the new bearing fits properly, the mounting surfaces should be checked, and they must be clean, free from corrosion and from any damage. The bearing should also always be square to the surface it is being mounted into.

Prior to mounting, the surfaces can be lightly oiled to ease assembly, but the use of adhesive should be avoided, as future replacement may require excessive forces to remove the bearing. The drive shaft nut must be tightened to the vehicle manufacturer’s specified torque figure to ensure the bearing clearance is correct, but an impact driver is not recommended.

Dayco’s kit KWD1035 contains a double row angler contact ball bearing with a split inner ring, the snap ring to secure the location of the bearing in its hub/axle, and the castellated nut to clamp and secure the inner ring to the drive shaft. Generation 3 bearings are generally easier to install, as fundamentally, they are a complete unit, so it’s a case of removing the existing bearing, and bolting on a new one, in this case, KWD1036.

Again, the vehicle manufacturer’s replacement procedure must be followed, but standard practice includes taking care when disconnecting the ABS sensor cable and other electrical connectors, supporting the brake caliper correctly after its removal, safely storing the disc brake, and ensuring all surfaces are clean and free from rust/abrasion before the new hub unit is attached.

Naturally, the vehicle manufacturer’s specified torque values must be applied to all the relevant fixings and always replace any bolts that are for one use only.

FOR MORE INFORMATION ON DAYCO’S RANGE OF WHEEL BEARINGS, WWW.RDR.LINK /AX017

PMM FEBRUARY 2021 41

©lightpoet/AdobeStock

STEERING

042_PMM_FEB21_Layout 1 06/01/2021 19:31 Page 42

STEERING

& SUSPENSION

HOW TO Replace the front shock absorbers on a Renault Koleos and Nissan X-Trail The technical team at KYB provides the step-by-step procedure for replacing the front shock absorbers on the following vehicle models: Renault Koleos and Nissan X-Trail.

A

fter the news that KYB recently updated its TechDoc catalogue to include a selection of fitting videos, the company wanted to showcase the type of information now available to automotive technicians. In this example, the experts look at the front shock absorber replacement procedure for a Renault Koleos (09.08-) and Nissan X-Trail (06.07-).

There are 8,652 of these vehicle models on the road in the UK, so it’s worth understanding how to go about repairing these vehicles.

In this instance, the estimated fitting time for front shock absorber replacement is 1 hour 45 minutes for the pair.

ABOUT KYB KYB is a global manufacturer of original equipment shock absorbers, with almost one in five of all cars leaving production lines worldwide fitted with KYB as standard. This same product quality is available to the UK aftermarket.

■ Dismantle the strut assembly, keeping the

OE lower spring pad as it can be re-used; this minimises noise from the spring on the spring seat

■ Loosen the bottom bolts from the strut

housing, supporting the weight of the axle as you remove them ■ Re-assemble the new parts. Ensure the lower

spring pad and the bottom of the coil spring is aligned with the lip in the spring seat

Step-by-step guide ■ Loosen the top bracket, then remove the

ABS sensor and brake hose

■ Remove the screws from the top

mounting, allowing the removal of the strut assembly from the vehicle

“There are 8,652 of these vehicle models on the road in the UK.”

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■ Tighten the top mount to the correct

torque

■ Relocate the strut housing and reconnect

the bottom bolt, using the correct torque

■ Replace the top bracket bolt, tightening to

the correct torque, then relocate the various hoses

■ Re-attach the top mount on the vehicle to

the correct torque

“After the replacement process, the company advises technicians to check the wheel alignment once the shock absorber is fitted to the vehicle.”

After the replacement process, the company advises technicians to check the wheel alignment once the shock absorber is fitted to the vehicle, and as best practice, recommends that shock absorbers and coil springs are always fitted in axle pairs.

TO WATCH THE VIDEO IN FULL, WWW.RDR.LINK /AX018

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BRAKES

& CLUTCHES

The deal with brake squeal Stefano Previtali, Product Marketing Manager at the Italian brake manufacturer Brembo, explains the causes of brake squeal and shares his tips for both preventative maintenance and corrective actions.

W

hen it comes to a vehicle’s braking system, brake squeal can be unsettling for drivers when first confronted with this problem. The issue is a result of vibrations within the braking system and there can be a myriad of reasons for it.

“Luckily, the problem can be minimised and eliminated if the workshop technician uses good quality components, the correct tools, and takes the necessary preventative maintenance steps,” explained Stefano Previtali. These steps include:

■ The discs Inspection: Always evaluate both the disc condition and its thickness. Minimum thickness is generally marked on the rim of the braking surface or on the hub surface. Replace, if the discs are below minimum thickness because they will not be able to dissipate heat correctly. Brembo advises against turning or grounding the braking surface.

Cracks: Check the discs per axle for grooves and cracks at each change of pads. If necessary, replace the disc.

Cleaning: Clean the disc with either petrol, spirits, or a specific brake disc cleaner. This includes cleaning the braking surface and the surface that comes into contact with the hub.

The anticorrosion layer (oil) must be

completely removed. If the disc is a coated disc, it is not necessary to clean the braking surface.

themselves. Fitting the brake pads on the wrong side can lead to unwanted noise.

■ The hubs

■ Seal and sliding element

Always clean the surface of the hub before installing a new disc. A variety of options, which include a hub resurfacing tool, a wire brush, petrol and spirits, can be used to eliminate rust and other deposits which can lead to disc runout.

Clean and lubricate the caliper slide pins, pin boots and external piston seal. Check the pistons, seals, boots and sliding elements on the caliper to ensure that they are free from damage and corrosion, and therefore able to slide correctly. Use a specific grease suitable for each component. Replace if needed.

■ Check for runout Always measure the disc before and after maintenance using an appropriate tool.

Ensure that runout does not exceed 0.10mm when the disc is fitted, as runout variation is a common cause of brake vibration. Tighten the disc using wheel screws and washers to simulate the thickness of the wheel.

■ The pads Inspection: Always check the pads’ thickness and surface. Replace the pads if necessary because pads that are below specifications can result in safety and noise issues like cracking and fading.

Directional pads: When fitting the pads inside the caliper body, ensure that they are being installed in the correct direction, which can be indicated by the presence of arrows, the letters ‘L’ (left) and ‘R’ (right), a crescent or half-moon cut-out on the anti-noise shim, or differentiated chamfers on the pads

■ Use of torque wrench Failure to use a calibrated torque wrench on all brake components and wheels in a star pattern can result in brake groan and pedal pulsation, potentially causing disc damage.

Check vehicle data for the correct torque.

■ 300km ‘bedding-in’ period After any braking replacements, every mechanic should carry out a road test and then advise the driver to ‘bed-in’ their new system for around 300km. This means that the driver must avoid abrupt and intense braking. The driver must also look out for vibrations and noise coming from the brakes, both when driving and braking. This is a vital aspect in ensuring that the discs and pads align correctly.

TO FIND YOUR NEAREST BREMBO DISTRIBUTOR, WWW.RDR.LINK /AX019

PMM FEBRUARY 2021 45

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BRAKES

& CLUTCHES

BEST PRACTICE Braking tradition: Hyundai i40 Charles Figgins, Technical Marketing Manager at Blue Print, presents the best practice procedure for replacing the rear brake pads and discs on a Hyundai i40.

T

he Hyundai i40 saloon and tourer estate is a clear measure of how serious a player Hyundai is these days. Designed specifically for the European market, the i40, with its keen pricing, good looks, great quality and spot-on selection of engines and trim levels, aims to take on the Ford Mondeo at its own game and win.

The i40 uses an electromechanical parking brake (EPB) system similar to other manufacturers such as Volkswagen, Renault, Volvo, Ford and BMW. The following procedure is for changing rear brake pads and discs:

â– With the vehicle raised, remove the rear

wheels and check the condition of the brake hoses, parking brake motor cable and connections, and the rear brake pads and discs. The minimum disc thickness is 8.4mm, and the minimum rear brake pad thickness is 2.0mm.

â– Remove the two 12mm headed bolts on

the brake caliper and remove the caliper, carefully putting it to one side; do this without putting excessive stress on the brake hose and motor wiring. â– There is no need to wind back the piston;

it can just be pushed back. â– Perform the EPB motor wind back

procedure using a suitable diagnostic tool (Figs 2 & 3).

í˘˛

â– Remove the old rear brake pads and

retaining plates (Fig 4).

í˘´

â– Carry out a braking system health check

with regards to fluid level and condition, leaks, and check the operation of the parking and foot brakes. Note: It is advisable to connect a battery support unit as the parking brake motors draw a lot of current (approximately 14 to 20A) when in use. With the ignition on, plug a diagnostic tool into the 16-pin diagnostic socket and check for fault codes in the EPB and ABS systems (Fig 1).

í˘ą

í˘ł â– To remove the caliper carrier (A) (Fig 5),

first, remove a suspension link bolt (B).

This will enable you to remove the two caliper carrier bolts (C).

“The i40 uses an electromechanical parking brake (EPB) system similar to other manufacturers such as Volkswagen, Renault, Volvo, Ford and BMW.�

46 FEBRUARY 2021 PMM

046_PMM_FEB21_Layout 1 06/01/2021 19:34 Page 47

COMPETITION

RISE AND SHINE!

A

C

í˘ľ

B

â– Remove the rear brake disc retaining screws and then the old

brake disc. Clean the mating surfaces and degrease (where necessary) the new brake disc before fitting (Figs 6 & 7).

To celebrate the launch of Kraftwerk Tools’ latest hand torch, the company has given lucky PMM readers the chance to get their hands on one of these new-to-market products. Three are up for grabs so make sure you enter the competition!

K

í˘ś

í˘ˇ

â– Refit the caliper carrier bolts, the suspension link bolt, and then fit

the new brake pads and retaining plates – once this is done refit the brake caliper (Fig 8).

í˘¸ â– Finally, rewind the EPB motors and check the operation of the

parking and foot brakes, which includes checking for fluid leaks.

Then, recheck for fault codes in the EPB and ABS systems, refit the wheels and torque wheel nuts to 88-108Nm and road test.

TO FIND OUT MORE ABOUT BLUE PRINT’S RANGE OF BRAKE PADS AND DISCS, WWW.RDR.LINK /AX020

raftwerk Tools, a leading automotive tool brand, has introduced a feature-packed new hand torch to its popular lighting collection for 2021.The Kraftwerk Compact 350 rechargeable LED hand torch has a powerful 350 lumens illumination and delivers up to three hours of running time.

The robust and tactile outer casing has a soft-touch rubber material that can withstand a drop from height, making it ideal for working in tight engine compartments or on car underbodies. It can also be stood, hung by its integrated hook, or attached to any metal surface with two extra-strong magnets, one on the base and the other on the back panel.

There is also an additional LED in the lamp head, which has a seamless 180° pivot rotation, making it a very versatile light source.

To top it all off, the lamp is charged using a USB connection and comes with a two-year guarantee.

Clearly, this is a must-have product for any toolbox, and is an excellent workshop companion to those technicians working throughout the dark winter months.

How do you enter?

To be in with a chance of winning this great prize, all you have to do is

WWW.RDR.LINK /AX021 and answer

the following question: What is the pivot rotation of the Compact 350’s LED lamp head?

A) ...................................................................................................... 45° B) ...................................................................................................... 90° C) ...................................................................................................... 180° Deadline for entries is 10/03/2021. T&Cs apply. See website for details.

048_PMM_FEB21_Layout 1 06/01/2021 23:04 Page 48

WHAT’S NEW?

■ SPARK PLUGS AND DIESEL COMPONENTS

■ PANEL REPAIR WELDER Recently introduced into the Power-TEC range is the Zola Panel Repair Welder (part number 92605). It is a compact and powerful 16A panel repair welder. To operate, connect the slide hammer to the welder, and by using the copper triangle electrodes, the slide hammer will weld itself to the panel so that you can then use the slide hammer to pull out the damage.

The full kit comes with a slide hammer, copper electrode triangles, shrinking electrode, squiggly wire electrode, squiggly wire, and a 27mm Spanner. Use the squiggly wire adaptor to weld on squiggly wire, which is ideal for curved surfaces and also for pulling the deepest part of a dent out in one go.

WWW.RDR.LINK /AX022

The seven additional spark plugs from DENSO encompass six Iridium Long Life and one Iridium TT Long Life plug for various applications, including BMW 7-Series, Honda Jazz, XR-V, Civic X, CR-V and Accord, Hyundai ix35 and Tucson, Suzuki Alto and Wagon R, Volvo 40, 60, 70 and 90 series models and even the Rolls Royce Cullinan/Phantom VIII. When it comes to the diesel parts, the additions comprise common rail injectors, a fuel pump and service kit for applications including the Fiat Fullback, Isuzu D-Max I & II, Mitsubishi L200, and the Toyota Auris, Avensis, HiLux, Land Cruiser and Verso.

WWW.RDR.LINK /AX024

■ SPRING COMPRESSOR The normal Compac CSC McPherson spring compressor is selling well and has been an important part of the company’s range for many years. In January, the equipment supplier introduced a updated McPherson spring compressor, the Compac CSC+ with approximately 60% more power than its predecessor. It is capable of compressing even harder springs than the current CSC. The CSC+ is recommended for larger cars, SUVs and vans, where more power is required to compress the harder springs. This means that there are now two models in the CSC range.

WWW.RDR.LINK /AX025

■ WORK LAMP In order to increase operator safety, health and productivity, HELLA, the lighting and electronics specialist, is launching the RokLUME 280N SMART work lamp, which can adjust its light individually to different weather or driving conditions.

The intelligent work lamp is also equipped with a dimming function, whilst the colour temperature can be continuously adjusted from warm white to cold white. It also has the same dimensions as the standard RokLUME 280N work lamp and has a 2-pole Deutsch DT plug. The work lamp is available in six different light distribution variants: Diffuse Flood, Close Range, Long Range, Pencil Beam, Tunnel Flood, or ZEROGLARE illumination, and all are equipped with SMART functions for individual light adjustment.

WWW.RDR.LINK /AX023

48 FEBRUARY 2021 PMM

■ REAR SUSPENSION TRAILING ARM BUSH KIT The Rear Suspension Trailing Arm Bush Kit (part number 7829) from Laser Tools has been designed for easy, in-situ removal and installation of these bushes in Vauxhall/Opel Combo-D van (from 2012) and Fiat Doblo van (from 2010).

The product means that there is no need to remove the rear trailing arm from the vehicle — simply release and lower the trailing arm, mark the location of the bush position in the arm, then use the kit to push the old bush out, and subsequently push the new bush in.

WWW.RDR.LINK /AX026

048_PMM_FEB21_Layout 1 06/01/2021 23:06 Page 49

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.

■ TYRE VALVE CONNECTOR PCL has continued to build on its connector range with the release of the CH3A01 Twin Swivel Clip-on Tyre Valve Connector and CH3A02 Single Swivel Clip-on Tyre Valve Connector. The two models complement the recently launched CH2 air connectors and run alongside the popular CO3 range.

CH3A01 Twin Swivel Clip-on Tyre Valve Connector

The CH3 open end connectors enable easy operation through a thumb push button that quickly releases the tyre valve. The products are capable of delivering 10bar (145 psi) pressure without leakage, whilst their ergonomic handle provides comfort, preventing fatigue over long periods. The 360° swivel motion design makes tyre inflation easier on modern vehicles with larger alloy/steel wheels, as well as more intricate designs that make the valves more difficult to access.

CH3A02 Single Swivel Clip-on Tyre Valve Connector

WWW.RDR.LINK /AX027

■ TOOL PROMOTION The 2021 Sealey New Year Sale promotion launched on 1st January and has 48 pages overflowing with products. The publication features over 480 items with up to 85% off list price. It is valid to February 28th, 2021, and there are some real savings inside. The promotion also features the latest competition. See inside for details on how to win a 101-piece Tool Kit with a Cordless Drill worth £214.95 WWW.RDR.LINK /AX028

■ ANTIBACTERIAL CABIN FILTERS Champion has introduced a filtration technology that is said to neutralise more than 99% of germs and bacteria, helping to prevent mould, eliminate odours, and promote increased efficiency and reliability of the vehicle’s air conditioning system. The company’s BacterStop cabin filters use antibacterial technology to provide effective filtration, as proven by lab tests. These filters are now widely available through leading auto parts and service providers.

WWW.RDR.LINK /AX029

■ ELECTRIC AND HYBRID VEHICLE BRAKE FLUID FERODO has introduced a brake fluid formulated specifically to address the demands of hybrid and electric vehicles (EHV). FERODO FBE050 DOT 5.1EHV brake fluid offers a variety of enhanced characteristics designed to help optimise overall brake system performance on these vehicles.

Its features and benefits include: ■ High dry boiling point (274° C) ■ High wet boiling point (184° C) ■ Enhanced corrosion resistance ■ Reduced conductivity ■ Low viscosity (meets ISO 4926 Class 6) ■ Meets and exceeds DOT 3, 4, 5.1 and 4LV specifications WWW.RDR.LINK /AX030

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ADVERTISEMENT INDEX

3D Group UK ...................................................... (page 4)

Ferdinand Bilstein UK Ltd .............................. (page 44)

AC Tronics Ltd .................................................. (page 27)

Jack Sealey Ltd ................................................ (page 29)

Apec Ltd ............................................................ (page 10)

Juratek Ltd ........................................................ (page 38)

Autotech Recruit .............................................. (page 25)

Kalimex Ltd ...................................................... (page 33)

Bailcast ................................................................ (page 7)

MAM Software ................................................ (page 49)

BEN .................................................................. (page 16)

Mann & Hummel UK Ltd ............................ (back cover)

Bowmonk Ltd .................................................... (page 43)

Meyle UK Ltd .................................................. (page 40)

Clean Diesel Technologies ................................ (page 43)

PMM Online ...................................... (inside back cover)

Clarios .............................................................. (page 34)

Powerprobe ........................................................ (page 33)

Contitech Power Transmission Sys Ltd .............. (page 9)

Rdr.link .............................................................. (page 25)

CTEK Sweden AB ............................................ (page 37)

Schaeffler (UK) Ltd .......................... (inside front cover)

Delphi Technologies Ltd .................................. (page 21)

VLS (UK) Ltd .................................................. (page 23)

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