Professional Motor Mechanic July/August 2021

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PROFESSIONAL

JULY/ AUGUST 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

AN UPSKILL BATTLE What more can be done to solve the skills shortage?

PMM finds out

Also inside...

How to reduce your workshop's environmental impact

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

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Contents Regulars 6-10

NEWS & VIEWS

12

TROUBLESHOOTER

16

CLUTCH CLINIC

19

BELT FOCUS

22-31

TECH TIPS

32-39

BUSINESS & TRAINING

42

PIT STOP

VOLUME 22 ISSUE 7 JULY/ AUGUST 2021

Features

40 SPECIAL REPORT

43, 60 & 61 COMPETITIONS 62

PRODUCT TEST

64-65

WHAT’S NEW?

Editor’s Picks 32

STEPS TO SUSTAINABILITY Investigating ways to reduce your workshop’s environmental impact

36

45- 51 BRAKES & CLUTCHES

THE APPRENTICESHIP CONUNDRUM Neil Pattemore analyses the apprenticeship system

40

BRIDGING THE GAP

55-58 EXHAUSTS & EMISSIONS

PMM finds out more about Autotech Academy

51

DECISION-MAKING FACTS AND OTHER DMFS Hayley Pells describes a complicated run-in with a Dual Mass Flywheel

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

PMM JULY/AUGUST 2021 3

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VIEWPOINT

The next generation

Editor DANIEL ARON Digital Manager KELLY NEWSTEAD

R

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

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

ecently, the topic of the skills shortage has become unavoidable. Don’t get me wrong, this has been a subject of concern for decades, but ever since COVID restrictions started to ease, it seems like almost every industry conversation works its way back to the question: where are we going to find the next generation of automotive mechanics?

I would wager that this focus has come about as a direct result of the pandemic. When lockdown first hit, the initial worry was how the independent sector would survive the coming months, but as we became used to our situation and that accursed term, ‘the new normal’, the industry started to gaze further into the future.

What has been realised is that all the effort and perseverance that has gone into tackling the effects of the pandemic will come to nothing if serious dedication is not prescribed to the problem of the skills shortage. What we are seeing today, and in the pages of this PMM issue, is just the beginning of this renewed vigour.

In May, Steve Nash, CEO of the Institute of the Motor Industry, wrote an open letter outlining the upskilling issues that the automotive community is facing (page 7). What was particularly noticeable in this letter was how he cited a lack of clarity and provision from the Government in relation to apprenticeship schemes. Since the start of the pandemic, the number of apprentices has fallen drastically within the automotive industry as a whole, and if the independent sector is to rectify the problem, it’s going to need some help (Neil Pattemore goes into more detail on page 36).

Or are there other ways as well? Could a solution be found from within the sector itself?

Autotech Academy appears to believe so on page 40, and after the innovation that has been on display throughout the pandemic, ruling out this possibility would be unwise. Maybe a new approach for a new generation is exactly what is needed.

Airmail 1 year (11 issues) £65

Enjoy the issue and have a great summer!

Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP

Daniel Aron Editor

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 Website: www.pmmonline.co.uk Facebook: /ProfessionalMotorMechanic Twitter: @pmmmagazine Copyright © 2021

Front Cover: ©svitlana/AdobeStock Associate member

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.

IN MEMORY OF BRYAN SHANNON It is with much sadness that we have to announce the recent passing of our publisher Bryan Shannon. In a career spanning more than 50 years, it’s no exaggeration to say that Bryan helped to change the established order of trade magazine publishing in the UK. His visionary ideas on distribution, utilising the trade counters of leading merchants and wholesalers, commitment to editorial excellence, and market-leading circulations quickly established the Professional series of titles as essential reading for thousands of hands-on tradespeople. Today, the extensive portfolio includes highly regarded titles in numerous sectors, including automotive, construction, and hair & beauty, as well as a number of popular trade shows such as MECHANEX, TOOLFAIR, and ELEX. As well as considerable magazine success, Bryan’s other great legacy is the wonderful opportunities afforded to legions of budding journalists and advertising sales representatives to cut their teeth at Hamerville Media Group, many of whom have subsequently gone on to run their own successful businesses within the sector.

The company’s iconic cockerel figurehead, which he chose to reflect the importance of being up first with the news, will continue to have much to crow about in the years to come.

PMM JULY/AUGUST 2021 5

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NEWS

& VIEWS

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

ACEA launches 2021 sequences for light-duty vehicles The European Automobile Manufacturers' Association (ACEA) has published the 2021 ACEA light-duty oil sequences.

Data analysis reveals dangerous defects in newer vehicles An estimated 580,000 cars on the road aged three years or less would likely fail an MOT test due to potentially dangerous faults, according to BookMyGarage.com.

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nalysis of DVSA data by the MOT and service comparison site found 13% of three-year-old cars – the equivalent of 280,000 in 2021 – fail when subjected to the test for the first time.

The data, retrieved through a Freedom of Information (FOI) request to the DVSA by BookMyGarage.com, revealed a further 300,000 cars aged one and two years old would also fail the MOT test, even though they are too young to legally require it. The figures show nearly 7% of one-year-old cars and 9% of two-year-old cars failed the test last year.

Although not required, cars can still be MOT tested before their third birthday, and this is

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often the case with taxis or used car dealers selling vehicles with 12-month MOTs for peace of mind for the buyer.

Throughout 2020, 21,000 one-year-old cars were sent for an MOT and 62,000 two-yearold cars were tested.

As expected, the MOT failure rate increases with the age of the car, with 40% of 12-year-old cars failing their MOT last year.

Cars aged 16 years old had the highest failure rate at nearly 47%, though curiously cars older than this had a marginally lower failure rate. For instance, 44% of 20-year-old cars failed the test, the slightly lower rate likely explained by a few models reaching ‘classic’ status at this age and therefore being more cherished by owners.

“The figures show nearly 7% of one-yearold cars and 9% of twoyear-old cars failed the test last year.”

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he ACEA sequences identify relevant performance standards for lubricants specifically tailored to the European market.

Lubricants marketers have been blending to ACEA sequences produced in 2016, but after work began in 2018, the new automotive engine oil sequences for light-duty vehicles have now been released.

According to ACEA, the new sequences have been published in order to address engine developments that are being driven by a combination of regulatory and performance needs, complemented by necessary test maintenance requirements.

Andrew Goddard, Chairman of UK independent trade body for lubricants, the Verification of Lubricant Specifications (VLS) commented, “The new ACEA 2021 sequences represent evolution, not revolution. The

©LIGHTFIELD STUDIOS/AdobeStock

Andrew Goddard, Chairman of VLS

light-duty sequences for 2021 tackle some existing challenges in the marketplace such as the introduction of a new category A7/B7 and C6 addressing the impact of Low Speed Pre-Ignition.

“The introduction of new engine tests modernises the sequences to take account of the need for lower viscosity fluids in some engines such as the introduction of the Toyota engine test. They also withdraw legacy engines that are no longer representative of the overall market.”

New claims can already be made against the 2021 oil sequences, which will become mandatory for all new claims from 1st May 2022 onwards.

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NEWS

& VIEWS

IMI addresses automotive sector’s upskilling challenge Steve Nash, CEO of the Institute of the Motor Industry (IMI), recently penned an open letter addressing the significant concerns surrounding the issue of skills and training within the automotive sector.

‘‘M

ay saw two significant announcements relating to skills, training and apprenticeships. Firstly, the Queen’s Speech outlined the government’s Lifetime Skills Guarantee, to give everyone access to skills for life. But on the same day, The Chartered Institute of Personnel and Development released data that showed UK employers have lost £2bn over the past two years in apprenticeship levy funds that they have been unable to spend.

“These two announcements – on the same day – bring into sharp focus the fundamental discrepancy in the government’s

skills pledge. They also raise a serious question for us at the IMI in relation to the upskilling of the workforce for future automotive technologies – electric, autonomous, connected, etc.

“The detail of the Lifetime Skills Guarantee still needs to be fully understood, but we see the option for anybody to retrain at any stage in their life and careers as incredibly good news as the existing automotive workforce transition to the new technologies. And the ‘Skills Accelerator’, linking employers to their local FE Colleges and Training Providers, could provide some opportunities for employers to attract and develop local talent.

“That brings me to the issue of apprenticeships. It would be an amazing achievement if the Lifetime Skills Guarantee could address the inconsistencies in approach to apprenticeships, including the way they are funded across the four nations in the UK. The IMI has worked

hard to make the new apprenticeship standards in England work, but the new data from the CIPD illustrates that it isn’t working.

“Of course, 2020 was a very specific case and the majority of the unspent £2bn of levy funds is unquestionably as a result of the whole training industry being closed for most of the year. We, therefore, standby our previous call to the Department for Education to allow employers to retain their unspent levy funds in their digital accounts for a fixed period – after which they would be clawed back. We believe this would encourage a fast re-start to apprentice recruitment which is absolutely crucial for the UK economy as a whole – and the automotive sector in particular.

This money was meant to be used to train apprentices and that’s where it should be focused.”

For the full letter, visit WWW.RDR.LINK/AAC001

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NEWS

& VIEWS

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

Ben's Industry Leader Challenge gets the go-ahead

IAAF briefing tackles digitalisation The latest IAAF industry briefing has taken place with insight from EMotive and eBay into how to maximise opportunities on the platform.

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ith more than 40 delegates in virtual attendance, Andrew Rowson, Founder and CEO of EMotive, went through the online marketplace customer journey and highlighted the importance of data and brand protection.

He also acknowledged the opportunity of eBay with its high audience and relatively low start-up costs. This was echoed

by Ian Faulkner, eBay UK Category Manager Vehicle Parts and Accessories/Business & Industrial, who highlighted the 29 million active buyers on the platform. Faulkner said eBay was the largest online parts and accessories platform in the UK

“A car part on eBay sells every second, and 50% of sold items have free delivery within three days.”

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and that the category was growing by 29% year on year.

He explained, “A car part on eBay sells every second, and 50% of sold items have free delivery within three days.”

Faulkner then listed the opportunities available to the aftermarket to embrace the platform and the technology supporting the end-user experience.

Following a Q&A session, Mike Smallbone, IAAF Head of Membership Development provided an update on Block Exemption Regulation (BER) Renewal and also the real and present threat to the sector around cybersecurity.

IAAF has also set-up a new working group AFCAR (Alliance for the Freedom of Car Repair), with Mike saying that the initial focus was on educating the UK government on current BER regulations.

Moving on to cybersecurity, the threat to the industry was outlined with a determination from the federation to bring the market up to speed on the far reaching consequences.

Automotive industry charity, Ben, has announced that its biggest ever Industry Leader Challenge (ILC) fundraiser, The Climb, is now set to take place from 30th October to 8th November 2021.

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n just months’ time, a number of leaders and future leaders from renowned automotive industry companies will climb one of the world’s most iconic peaks, Mount Kilimanjaro, to raise £300,000 for Ben. The challenge was due to take place in October 2020 however it was postponed due to COVID-19. The ILC challengers confirmed for The Climb so far are as follows: ■ LKQ Euro Car Parts – Andy

Hamilton and Anthony McAteer ■ Marshall Motor Group – Adrian Wallington and Clive McGregor

■ Haymarket – Rachael Prasher

and Jim Holder ■ Partners& and Lawgistics –

Leon Bosch and Joel Combes ■ JCT600 – John Tordoff and

Andy Bateman Three leaders from Ben will also be taking part in The Climb: Zara Ross, Chief Executive; Matt Wigginton, Director of Partnerships, Engagement & Income; and Rachel Clift, Health & Wellbeing Director.

Fundraising is running throughout 2021 up until March 2022 and will help ensure Ben’s services continue to meet the changing demands of the industry and its people, especially during these challenging times. Each team has a target to raise a minimum of £50,000 by March 2022, through a range of fundraising events and activities.

To show support and donate, visit WWW.RDR.LINK/AAC002 ©Mick Go/AdobeStock

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NEWS

& VIEWS

FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE

Schaeffler REPXPERT team delivers training to In ‘n’ Out Autocentres Further demonstrating its commitment to training, the Schaeffler REPXPERT technical team were back out on the road at the end of May, supporting staff from the In ‘n’ Out Autocentres network.

Delphi Technologies joins OESAA Delphi Technologies is yet another original equipment manufacturer (OEM) to join the Original Equipment Suppliers Aftermarket Association (OESAA), citing the ‘exact same philosophy’ and describing the new partnership as a ‘natural fit’.

T

hose are the words of Delphi Technologies Marketing Manager – Northern Europe, Julian Goulding, who spoke glowingly of OESAA’s objectives and Delphi Technologies’ commitment to providing the automotive aftermarket with the training and education required to service an ‘ever-growing’ electric and hybrid vehicle

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opportunity – a key area of focus for the company: “As a global leader of hybrid and electric propulsion technology, we know exactly how these systems function and, more importantly, how they can be diagnosed and repaired. We want to share this expertise with technicians, so that the aftermarket is positioned to prosper over the coming years. This is a goal being pursued by OESAA, and we believe that we can be stronger by working together.”

Julian also confirmed that Delphi Technologies will be exhibiting at the muchanticipated Autoinform Live 2021 event at the GTG Academy in Wolverhampton during the weekend of the 6th and 7th November.

D

uring two days of intense training at the In ‘n’ Out HQ in Northampton, selected technicians learned about the latest developments in OE clutch, timing system and wheel bearing technology – from one of the world’s most trusted original equipment suppliers.

“We are used to working proactively with customers, so we were delighted to be asked

by In ‘n’ Out Autocentres to help the business increase the scope of the work it handles by providing additional training,” said Schaeffler’s Northern Sales & Key Accounts Manager,

Andy Walters.

“We started the process in July last year, with sessions focused on INA timing drive systems and FAG wheel bearings, but the planned second phase of LuK clutch training unfortunately fell victim to the COVID lockdown. However, both parties were keen to resume the programme as soon as restrictions were eased, and it became safe to do so.

“Two of our most experienced REPXPERTs, Alistair Mason and Tim Adams, delivered a comprehensive two-day training package that included a LUK clutch technology overview plus product and technical updates for the INA and FAG brands.

“As always, the presentations were incredibly well received, and the positive feedback was great to hear. We just hope that these tentative first steps back will kickstart a return to normal service in the coming months!”

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TROUBLESHOOTER

Drivetrain error message: BMW i3 – Part two Following on from last month’s case study, we catch up with Pico technician Steve Smith as he begins day two of diagnosing a BMW i3 that is refusing to switch to ‘Ready Mode’ and is displaying a drivetrain error message.

Day two of diagnosis As most workshops know only too well, having dead cars on ramps is not good for profitability and so on arrival the BMW i3 had been dragged off the ramp to a workshop bay (the relevance of which will become apparent later).

Re-measuring the Terminal 30 C voltage at the SME, OBC and high-voltage safety connector revealed the fault had moved from intermittent, and while under load, to permanent! This was great news as permanent faults lend themselves for speedier diagnosis (see the scope connection diagram, Fig 1).

The scope confirmed that the Terminal 30 C voltage at SME and OBC was 570mV, whereas the scan tool suggested 1.4V at the SME (Fig 2). This confirmed that both the high-voltage safety connector and the pyrotechnic device (at the 12V battery positive post) are intact because we have 12V exiting the high-voltage safety connector. The 570mV that were present at the SME and OBC was most likely to be residual voltage from within these components via their respective ignition supplies (we made measurements with ignition on).

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When we introduced a fused jump wire from the 12V battery positive post to SME pin 1, the result was a successful power up of the vehicle to ‘Ready Mode’ with forward/reverse drive established.

The conclusion, therefore, was that we had an open circuit (30 C) between the highvoltage safety connector and the SME/OBC. The question now was where the open circuit

is located, as the high-voltage safety connector was at the front of the vehicle and the SME was at the rear.

Before I move on, let’s assume we don’t have an open circuit (even though we do), but a high resistance instead. I want to discuss and qualify the voltage drop in circuit 30 C (the high-voltage safety connector to SME pin 1), which in theory should be equal to Channel B minus Channel A. Or should it?

Because we were using the 4823 scope (which utilises common ground inputs) to measure the voltage drop, we created the math channel B-A (Fig 3). However, if we had a scope with floating inputs (4x25 or 4x25A), we could have obtained the voltage drop using only a single channel.

Fig 4 demonstrates the connection required to measure voltage drop in circuit 30 C (the high-voltage safety connector to SME pin 1) via Channel A on a 4425A scope.

The results in Fig 5 returned a volt drop of 10.84V, unlike the math channel of the 4823 at 11.97V.

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How can we have such different voltage drop values using PicoScopes with different architectures (common and floating ground)?

The answer is that both scopes are correct, the difference comes down to Ohm’s law.

Voltage drop can only be present where there is current flow (V = I x R) and with an open circuit cable there is no flowing current (had there been a high resistance instead, these values would have been near equal).

While the additional voltage drop tests above were not truly relevant to the diagnosis (we had enough evidence with the capture from the 4823 scope), the information contained within provided further evidence that circuit 30 C was ‘open’ and delivered an explanation as to why these measurement techniques returned different values.

Finding the open circuit

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Tracing an open circuit within a wiring harness can be challenging at best and a nightmare at worst. Non-intrusive measurement techniques are always the best approach, as they minimise disturbance to vehicle components and hopefully reduce labour time. Because the wiring harness was routed along the outer chassis, we drove the vehicle on the ramp to improve the accessibility.

The PicoScope 6 Automotive software in conjunction with masks and alarms provided the perfect hands-free tool to capture and warn us of ‘make and break’ connections while we wiggle tested the wiring harness.

The mask feature in PicoScope can be likened to a waveform ‘trap’, where the user specifies an area of the graph where they are notified (with an alarm) if the waveform encroaches or touches the mask.

PMM JULY/AUGUST 2021 13

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TROUBLESHOOTER

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In Fig 6, I created a mask around Channel A at SME pin 1, which allowed approximately 2.8V deviation from 0V (-1V + 1.8V) before the waveform/signal touched the mask and PicoScope sounded the alarm.

The plan was to wiggle test the wiring harness from the front to the rear of the vehicle in an attempt to momentarily ‘fix’ the break in circuit 30 C. If we were successful, the voltage should increase from 0V at the SME to 12V and the mask would capture the event and set off the alarm.

Unfortunately, no amount of harness wiggling resulted in a mask failure.

However, the mask failure occurred while we were raising the vehicle on the ramp. My initial thoughts were that flexing of the vehicle had resulted in a momentary connection of circuit 30 C. Looking at the zoomed section on the right-hand side of the screenshot, we had captured a disturbance in the electromagnetic field (EMF) emitted by the contactors of the ramp when raising the vehicle This event was also captured by Channel B at the high-voltage safety connector but with reduced amplitude. This was further proof that circuit 30 C was open and behaving like an antenna. It received the disturbance of the EMF from the ramp

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Where to now?

When non-intrusive techniques failed us, we had to go old-school and perform continuity testing of the wiring harness. But where should we start? Looking at the wiring diagram, X45*1 was a sealed joint located at the rear on the left-hand side of the chassis and it served as a possible failure point. When we cut into the harness at this location, we confirmed the sealed joint to be in perfect condition, so we needed to make further incisions.

After five strategic cuts into the wiring harness, we located the open circuit approximately 50cm away from the highvoltage safety connector, directly beneath the 12V battery carrier (Fig 7 and 8).

Results and confirmation of repair With the wiring harness repaired, fault codes erased, and trims refitted, we could charge the vehicle via an EVSE point and drive it as expected. Fig 9 shows the power-up stage to ‘Ready Mode’ after locking and unlocking the vehicle. Channel D captured the current flow to and from the 12V battery; Channels E and F captured the same events from the HV battery.

In Fig 10, we captured the current flow into the HV battery during charging via a Type 2, 7kW EVSE. TO FIND OUT MORE ABOUT PICO TECHNOLOGY, WWW.RDR.LINK /AAC003

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CLUTCH CLINIC

HOW TO Replace a clutch and DMF in a Renault Traffic In this month’s Clutch Clinic, Schaeffler REPXPERT Alistair Mason is replacing the clutch and dual mass flywheel (DMF) in a 2016 Renault Traffic van fitted with a 1.6 dCI engine that has covered more than 110,000 miles.

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he van in question was booked into the workshop for a gearbox repair and the customer was advised that replacing the clutch and DMF at this point would make economic sense, due to the labour cost of removing and installing the gearbox.

The Renault Traffic is now in its third generation and, although a 1.6 dCI engine may sound a little underpowered for a van of this size, adequate power is achieved by using a variable geometry turbocharger.

The Traffic comes in several variants and it can also be found badged as Nissan, Fiat and Vauxhall. As they all share the same engine, gearbox and chassis configurations, this stepby-step guide will cover the whole range.

There are also a couple of interesting points with this clutch and flywheel replacement that will be highlighted during the article.

Full repair instructions are available on Schaeffler’s REPXPERT information portal and the scheduled time for this repair is 7.5 hours.

Workshop equipment required ■ Vehicle lift (two-post is ideal) ■ Engine support ■ Transmission jack

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Gearbox removal With the vehicle at ground level placed on the lift, slacken both front wheels and the hub nuts, open the bonnet and remove the battery and battery tray (Fig 1). This provides access to the top of the gearbox, where the gear cables can be disconnected by levering them off the ball joints and the reverse light switch removed.

Raise the ramp to waist height, remove the front wheels, hub nuts, n/s wheel arch liner and then unbolt the gearbox earth strap (Fig 2). Take off the front subframe by firstly

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removing the engine undertray, then disconnect both bottom ball joints and then the anti-roll bar clamps from the subframe.

Support the weight of the steering rack by securing it to the front suspension springs and remove the two steering rack nuts that hold the rack to the subframe, then the engine pendulum mounting. Take the weight of the subframe with a transmission jack, remove the four subframe bolts, lower the subframe and remove it from the vehicle (Fig 3).

Drain the gearbox oil and then remove

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both driveshafts by levering them out of the gearbox, releasing the centre bearing on the o/s driveshaft from its bracket.

Having the front subframe and driveshafts out of the way gives good access to the lower bellhousing bolts. Work around the bellhousing removing the bolts and attached brackets but leave a couple of easily accessible bolts to support the gearbox, which can be removed later – also, disconnect the engine speed sensor.

Lower the vehicle lift, attach a suitable engine support, disconnect the hydraulic clutch pipe from the concentric slave cylinder (CSC) connection at the bellhousing, remove the upper bellhousing bolts and brackets as required and remove the gearbox mounting.

Access the underside of the vehicle, support the gearbox with a transmission jack, remove the final bellhousing bolts and ease the gearbox off the engine; once clear, lower the transmission jack and take the gearbox away from the vehicle.

Clutch and DMF replacement Remove the six clutch bolts, the clutch assembly, the eight dual mass flywheel (DMF) bolts and then the DMF, inspecting the back of the engine for any oil or coolant leaks and rectify if required.

Note: When replacing the DMF, it must be bolted in the correct position otherwise the vehicle will not start due to the reference point on the reluctor ring being in the incorrect position. This is determined by aligning a drilling in the crankshaft and an additional hole in the DMF (Fig 4 and 5). However, there is also a bulletin in the replacement LuK DMF box, explaining the procedure.

Once in position, insert the new DMF bolts, tighten and torque to the values found on the REPXPERT app and in the REPXPERT fitting instructions. Finally, clean the flywheel

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face using brake and clutch dust cleaner.

Attention then turns to the gearbox and release system. First, remove the clutch pipe retaining clip (Fig 6) then the pipe, followed by the two CSC retaining bolts and the CSC. Check the gearbox input shaft seal is in good condition and then clean the bellhousing, removing the old clutch dust, so not to contaminate the new clutch. Also, ensure the two CSC retaining bolt holes are clean and free from thread lock, as this can cause incorrect bolt torque.

Note: The new CSC is supplied with three clutch pipes (Fig 7) to cover different applications, but the bulletin in the box will indicate the clutch pipe to be used, which can be confirmed by offering it up to the old unit.

Mount the new CSC, but don’t yet tighten the two retaining bolts, then insert the new clutch pipe through the bellhousing and clip it into the CSC. The final operation is to tighten and torque the CSC retaining bolts.

Apply a light smear of high melting point grease to the gearbox input shaft splines, mount the new clutch plate on the input shaft and move it back and forth, which will ensure the clutch plate is correct, and also evenly distribute the grease. Then, remove the clutch plate and wipe off any excess grease.

Mount the new clutch assembly onto the DMF, but ensure the ‘Gearbox side’ etched into

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the centre of the clutch plate is facing away from the engine. Using a clutch alignment tool mount the clutch plate onto the flywheel, degrease the clutch pressure plate surface and align the pressure plate onto the flywheel dowels. Insert the clutch bolts and tighten in an even and sequential manner or by using Schaeffler’s SAC tool. Finally, torque the clutch bolts to the manufacturer’s specification.

To avoid any contamination of the new CSC, before refitting the gearbox it is advised practice to drain the old clutch fluid out of the system and replenish it with new. Check the two gearbox alignment dowels are still situated in the engine block and that all cables and brackets are clear and ready for gearbox installation.

Gearbox installation Using the transmission jack, ease the gearbox into position, taking time to align the input shaft, and once installed and aligned on the dowels, insert a couple of easily accessible bellhousing bolts and tighten.

Installation is in reverse order of removal.

Tighten all required bolts to the manufacturer’s torque values and it is recommended to vacuum bleed the clutch.

After the battery has been reconnected, reset electrical consumers such as the radio, clock, electric windows etc. as required.

INFORMATION ON SCHAEFFLER PRODUCTS AND FITTING INSTRUCTIONS CAN BE FOUND ON THE REPXPERT WORKSHOP PORTAL – WWW.RDR.LINK /AAC004

– THE REPXPERT APP, OR BY CALLING THE HOTLINE ON 0872 737 0037

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BELT FOCUS

HOW TO Replace the timing belt on a 2.8L 30V engine In this month’s Belt Focus, the technical team at Continental details a step-by-step guide to replacing a timing belt on a 2.8L 30V engine found in the Audi A4, A6, A8 and VW Passat, and highlights the mistakes to avoid. he 2.8L 30V engine is installed in Audi and Volkswagen car models in large numbers. When changing the timing belt, critical errors are often made, for example in handling the tension pulley. When the timing belt is changed, the tension pulley, the tensioner, the idler pulley, the water pump and the thermostat should also be replaced at the same time. Audi and VW recommend performing a change every 120,000km.

Technicians require the following special tools for belt changing (Fig 1):

Preparatory work

■ Camshaft sprocket remover no. 3032 ■ Crankshaft locking tool no. 3242 – for

Removal

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example, from the Conti® Tool Box ■ Camshaft locking tool no. 3391 ■ Supporting sleeves no. 3369

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To start the process, first identify the vehicle using the engine code and disconnect the vehicle battery. Here it is important to keep in mind that when the timing belt has been removed, the crankshaft and the camshaft must not be turned.

Remove spark plugs so that the engine can turn more easily. Turn the engine in its normal direction (clockwise). The engine must only be turned at the crankshaft sprocket and not at other sprockets! Observe all tightening torques.

Begin by jacking up the vehicle at the front and support it. For the Audi A4 and A6 (1997 and later models), the cooler support plate must also be put into the service position:

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the large holes on the mounting plates for the camshaft sprockets must be opposite each other (Fig 3). If this is not the case, turn the crankshaft to the right a further complete turn.

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■ Remove the front bumper ■ Remove the air intake hose between the

front panel and the air filter ■ Remove the screws in the front panel ■ Attach the support sleeves no. 3369 in the

front panel ■ Push the front panel forwards ■ Insert the top back screws into the front

holes to hold the panel

The working time for the Audi A4 is 2.9 hours, for the A6 (models up to 1997) 2.5 hours, for the A6 (1997 and later) 3.5 hours, 1.9 hours for the Audi A8 and 3.3 hours for the Passat.

Next, is the removal. Remove the viscous fan (left-handed thread), timing belt ancillary units, and the left and right timing belt cover.

Turn the crankshaft right to TDC (OT) in the third cylinder. The control marks have to match up (Fig 2). You must also ensure that

Now, remove the plug from the crankcase and screw in the crankshaft locking tool (no.

3242) (Fig 4). Please note that the TDC (OT)

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“When the timing belt is changed, the tension pulley, the tensioner, the idler pulley, the water pump and the thermostat should also be replaced at the same time.”

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BELT FOCUS

hole in the crank web must be in line with the hole for the plug.

Once that is done, use an 8mm hex key to turn the tension pulley to the right until the holes in the clamping rod line up with those in the tensioner casing. Hold the clamping rod by inserting a locking pin with a diameter of 2mm through the hole in the tensioner casing (Fig 5). Always insert the hex key completely into the hex socket screw of the tension pulley (Fig 6) to ensure that the power is transmitted over a large area when turning the tension pulley against the piston of the damper. If this is not the case, then the tension pulley eccentric may break or tear. We recommend working with patience when pushing the piston rod into the damper casing by turning the tension pulley. The piston takes some time to push out the oil in the damper.

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“For the final part of the process, record the replacement of the original Continental timing belt on the sticker provided and affix it in the engine compartment.”

Installation To install the new timing belt, follow the step-by-step guide below:

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■ Slightly turn the tension pulley to the

right. Use the 8mm hex key for this.

Remove the locking pin from the tensioner casing to release the clamping rod ■ Apply the torque wrench to the hex socket screw of the tension pulley ■ Tension the timing belt to 15Nm by turning to the left (Fig 10). Then, remove the torque wrench

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■ Remove the camshaft sprockets ■ Screw in an M10 screw into the camshaft

■

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■ ■

■ ■

as a counter bearing for the camshaft sprocket remover Loosen and remove both camshaft sprockets from their tapered end. Use the remover no. 3032 Install the mounting plates and the screws Slightly tighten the screws for the camshaft sprockets. The camshaft sprockets must turn easily without tilting Place the timing belt around the camshaft sprockets and the water pump belt pulley Fit the locking tool (no. 3391) on the camshafts (Fig 8)

��� The next stage is to remove the following: the screws of the crankshaft belt pulley (not the crankshaft pulley), the crankshaft belt pulley, and the viscous fan mount. Note that for the Audis, the two screws on the mount can be reached through the hole in the belt pulley. Then, remove the lower timing belt cover, followed by the timing belt. Again, please note that when removing the tension pulley, remember to put the spacer back between the engine and the tension pulley (Fig 7).

20 JULY/AUGUST 2021 PMM

■ Tighten the camshaft sprocket screw to

55Nm ■ Remove the camshaft locking tool and the

crankshaft locking tool ■ Screw in the plug ■ Fit the crankshaft belt pulley. The notches

must be aligned to the nipple on the crankshaft sprocket (Audi) ■ Tighten the screws on the crankshaft belt pulley for VW to 25Nm (Audi 20Nm) ■ Install the components in reverse order of removal For the final part of the process, record the replacement of the original Continental timing belt on the sticker provided and affix it in the engine compartment. Test run the engine or take a test drive.

■ The crankshaft locking tool must be fitted ■ Place the timing belt around the guide roller,

crankshaft sprocket and tension pulley (Fig 9)

TO WATCH THE ASSOCIATED INSTALLATION VIDEO, WWW.RDR.LINK /AAC005

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TECH TIPS

BEST PRACTICE Taking care of calipers Brembo highlights the best approach to caliper maintenance, and some of the products that may help you along the way.

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hen a car’s braking system begins to emit loud screeching or grinding noises, or experiences a reduction in the quality of performance, it is most commonly thought to be due to faulty brake pads or discs. This, however, is not necessarily always the case. The brake calipers can also be the source of braking issues. Luckily, carrying out appropriate maintenance is often enough to ensure their smooth performance.

Let’s take a look at the common reasons for braking component deterioration and the maintenance options available that help to preserve optimum braking functionality.

The foremost vehicle safety feature A braking system is one of the most vital aspects of a vehicle, with the brakes regularly applied and released.

When pressure is applied to the brake pedal, the master cylinder forces brake fluid through the hydraulic lines. The pressure generated by this action is immediately transferred to the brake calipers, which, with the additional help of large pistons housed inside them, force the pads into contact with the brake disc, stopping or slowing the vehicle.

Common problems For a braking system to work both correctly and safely, the components need to be able to move freely. As brake calipers are made from metal, they have a tendenccy to corrode and deteriorate over time.

Corrosion inhibits the movement of braking components. For example, this can prevent the brake discs and pads from retracting the necessary amount of distance, which can result in constant light contact between both

22 JULY/AUGUST 2021 PMM

components. In the long run, this can lead to irregular component wear, overheating of the system as well as noise and vibrations.

The causes of corrosion are numerous and go well beyond just water. Pollution, salt, dirt and constant stress on the braking system all accelerate its spread. A high-pressure water jet used during car washing, for instance, can blast off the protective seals from the calipers, creating water seepage between the sliding surfaces. What’s more, alkaline detergents used for car washing can lead to corrosion and oxidation, with unwelcome brake squealing a likely outcome.

How to avoid them Suitable caliper maintenance entails a series of tasks and checks that ensure the component remains fully efficient. Dedicated lubricants – of which there are separate types for different caliper components – and the use of caliper repair kits form the two main bases of how caliper maintenance is successfully performed.

Lubricants When carrying out maintenance, the selection of the right lubricant is of utmost importance in ensuring the correct functioning of a braking system. Use of an unsuitable lubricant is highly problematic, potentially resulting in greasy caliper guides which can become acidic. When this occurs, the bracket can suffer from a loss of mobility, which can lead to the overheating of the brakes.

The type of lubricant used during maintenance depends on the contact surface that needs to be treated. Exposed points of contact, such as the resting points on the supports and calipers require a lubricant that not only must be able to withstand the high temperatures generated by braking, but also be resistant enough to avoid being washed off by water.

Brembo B-Quiet ticks all of these boxes.

Moreover, unlike copper-based lubricants, it is completely metal-free, providing a further bulwark against galvanic oxidation. This type of lubricant can be effectively applied to the

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resting points between the metallic parts of the brake pad and the caliper. During application, however, it is of utmost importance that the lubricant be kept away from the friction surface of the brake pads and discs, as this could compromise braking performance.

The sliding guides of a floating caliper and the related pins require a different type of lubricant. The rubber parts of the brake caliper (protective seals, dust covers, caps and sliding pin rubber boots) are produced using EPDM, a material which is compatible with DOT brake fluids. EPDM requires a specific lubricant compatible with this material.

How to correctly perform caliper maintenance

they are free of damage and corrosion and that they slide smoothly. It is also advisable to check that there are no leaks ■ Clean and lubricate the caliper sliding pins with a dedicated lubricant compatible with EPDM rubber ■ Use specific grease for each component ■ In the event of damaged, corroded or bent components, replace them with Brembo’s brake caliper repair kit

■ Inspect and clean the springs and the caliper

bracket, then clean the pad seats thoroughly ■ Lubricate the contact points between the

brake pad and the caliper with a dedicated lubricant such as Brembo B-Quiet ■ Check the pistons, seals, covers and caliper sliding components, to make sure

roads, can result in the corrosion of the rubber and metallic parts of the calipers.

When one or more of the caliper’s components has become worn or deteriorated, the issue can easily be remedied by using a caliper repair kit. This consists of caliper components that are most subjected to wear, such as sliding pins on floating calipers, dust seals, piston seals and the pistons themselves, as well as the necessary lubricant for each component such as silicone grease.

Caliper repair kits Brake calipers feature some internal parts that can wear and deteriorate over time. This is due to normal sliding friction, which as a result of issues such as the weather and the presence of salt and chemical agents on the

FOR MORE INFORMATION ON BREMBO’S RANGE OF BRAKING PRODUCTS, WWW.RDR.LINK /AAC006

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TECH TIPS

Best of

THREE Rotronics is one of the UK’s leading battery management specialists, and therefore Managing Director Ken Clark is best placed to provide excellent battery advice for PMM readers. Here, he highlights three pointers that should not be missed!

TIP 1 Know your battery technology and standard When you test a battery, you must know what technology it is. The options are most likely to be EFB, AGM, Flooded or Spiral AGM. You need to know this because each technology has varied applications and different characteristic and performance when being tested.

You also need to know the battery standard. EN, DIN and SAE are the most frequently used. If the tester is set to the wrong standard, you will get an incorrect test reading and the diagnosis will be wrong. The standards are set by the battery manufacturer to ensure that we test correctly.

TIP 2

TIP 3

Hazards

Electrolyte

Load testers should be expelled from any workshop and non-invasive new testers used instead. Modern technology testers are non-intrusive, and pose no risk to sparks or polarity problems, unlike traditional load testers.

Sulphuric acid in batteries is highly corrosive; it will seriously burn or injure if there is any contact with the skin or eyes.

Keep electrolyte spill to a minimum when changing a damaged ‘flooded’ battery. Usually, they are sealed when in good condition and will not be a hazard.

Explosions are infrequent, but can occur in workshops due to poor handling or maintenance. Hydrogen gas generated by batteries is highly explosive, and care should always be taken when working in close proximity.

This presents a particular risk when batteries are connected/disconnected from the vehicle. Take care when using tools close to batteries to prevent short circuits and sparks. A 12V shock is not lifethreatening, but an avoidable battery explosion can cause serious injury.

And finally…watch your back.

Batteries are heavy.

If you remove the battery’s filler cap there should be some electrolyte covering the plates. The plates must be covered prior to charging. Do not fill the cells to their maximum levels at this stage, as this leads to an excess of electrolyte. This is because cells expand while charging and this causes excess acid being expelled from the battery. Electrolyte levels are likely to be lower if a battery is flat.

Before charging, check that the electrolyte is at least a couple of millimetres above the plate level inside the battery. Then, after charging, check the electrolyte levels. Avoid overfilling as this can cause acid spillage and overflow.

FOR MORE INFORMATION ON ROTRONICS AND ITS BATTERY MANAGEMENT PROGRAMMES, WWW.RDR.LINK /AAC007 OR CALL KEN CLARK ON 0121 526 8185

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TECH TIPS

AUTODOCTA ���

AUDI A3 ENGINE CRANKS BUT FAILS TO START AFTER PARKING OVERNIGHT

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VOLKSWAGEN AMAROK SQUEAKING NOISE FROM REAR SUSPENSION

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

FAULT: FAULT: We have a 2020 Audi A3 in the workshop that fails to start after parking overnight. This is especially noticeable after cold nights; the engine cranks but fails to start. The customer has provided a smartphone video of the issue, but we’ve been unable to replicate it in the workshop. We have however noticed the rear exhaust silencer is split. Have you seen this issue before, and can you give us any pointers on where to start to fix it?

FIX: Yes, this is a known issue for A3s with the DADA engine code and is specifically a problem when the ambient air temperature drops below 0°C. The cause is condensation build-up in the rear exhaust silencer that freezes and prevents exhaust gas flow. To resolve the issue, inspect the rear exhaust silencer for damage and replace if necessary.

To prevent water build-up in the rear exhaust silencer, drill a water drain hole in the rear exhaust silencer with a 3mm drill (Fig 1.3) using the following measurements: Fig 1.1 = 260mm, Fig 1.2 = 235mm.

We have an Amarok that was said to be making a squeaking noise when driving over uneven surfaces. We cannot replicate the issue in the workshop but have heard the noise coming from the rear of the vehicle during the road test. Our first thought was the tailgate as it has an aftermarket lift assist, but there is no obvious play that could be causing the sound. Do you have any other thoughts?

FIX: Yes, we’ve seen this issue before, and the cause is likely to be the rear suspension leaf spring chafing on the rebound clip. It affects Amarok models 2016-21 and is due to misalignment of the leaf spring. To resolve, renew the rear suspension leaf spring to the axle U-bolts and U-bolt nuts as follows: ■ Do not tighten the U-bolt nuts ■ Centralise the suspension leaf spring in the rebound clip. Ensure adequate clearance between the suspension leaf spring and rebound clip on both sides (Fig 2.1) ■ Tighten the U-bolt nuts to the correct torque – 120Nm + 270° ■ Repeat the procedure for the opposite side if necessary

FOR MORE INFORMATION ONLINE, GO TO WWW.RDR.LINK/AAC008

26 JULY/AUGUST 2021 PMM

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TECH TIPS

Programming potential Ravi Kotecha, Managing Director of automotive locksmith supplier, Autowave, presents how to program a new remote key on a Vauxhall Vivaro.

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ehicles used for work are often put through their paces, and one component that we see getting a battering is the remote key. As more and more garages offer a replacement key service, Autowave is supporting this by providing a series of step-by-step guides on the most common vehicles to suffer from this problem. In this case study, we have a 2007 Vauxhall Vivaro that has come to us with a single remote key that doesn’t function correctly. Using the correct equipment, we took the necessary steps to solve the problem from start to finish.

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EQUIPMENT NEEDED ■ OBDstar DP Plus Key Programmer to program the key – WWW.RDR.LINK /AAC009

■ CDGI Godzilla key cutting machine to duplicate the key blade – WWW.RDR.LINK /AAC010

■ New remote –

(Fig 5). The next stage is to identify the model, in this case by pressing ‘Vauxhall’, then ‘Vivaro’, and lastly, model year ‘2002-’.

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Identifying the problem The customer’s existing key was not operating the central locking. After testing the remote frequency, we established that it was not emitting any signal (Fig 1). The remote battery was changed to ensure it was not a simple battery change.

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How to fix the fault First, use the CDGI Godzilla key cutting machine to duplicate the existing key blade (Fig 2). The machine will be able to ‘learn’ the key bittings of the original key and replicate them on the fresh key blade (Fig 3).

To begin the programming, locate the OBD socket and connect the OBDStar DP Plus to the vehicle (Fig 4). From the home screen, press ‘IMMO’, then ‘All’, followed by ‘Opel’. Then, select the latest software option, which is usually at the top of the list

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After that, you will need to select ‘Blade’, followed by ‘Program Keys’. The screen will then say, ‘Turn off ignition’. Once that is done, insert the original key into the ignition and turn the ignition on. The following display should read ‘Program success, whether to program next one?’. Press ‘Enter’ and turn off the ignition and remove the key.

The last stage is to insert the new key and turn on the ignition. You should see that the process is now complete. If you have extra keys to program press ‘Enter’ and follow the same steps again. If you have programmed all of the keys you need, press ‘esc’.

Is key programming for you?

That depends! But, it can be very profitable if it’s done well with the right equipment. Start to finish, this process should take 15-20 minutes. The parts needed are around £10-20 (+VAT) at trade price, and a customer would expect to pay £100-£140 (including VAT).

WWW.RDR.LINK /AAC011

■ New key blade – WWW.RDR.LINK /AAC012

28 JULY/AUGUST 2021 PMM

TO FIND OUT MORE ABOUT AUTOWAVE, WWW.RDR.LINK /AAC013

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TECH TIPS

Get set for summer As we hit the peak of summer, the Battery Experts at VARTA are urging garages to test the battery of every car coming into the workshop.

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rips to the coast or to visit family in other locations within the UK are expected to be popular this year, and thus many of these cars that have been sat unused for much of 2020 and early 2021, will now be relied upon as the main mode of transport during the holiday season.

But, are Britain’s cars and in particular the battery that powers them ready for the daily commute or longer holiday trips?

With roadside assistance callouts recently reporting record numbers due to batteryrelated breakdowns, the figures suggest not.

One leading roadside assistance company has said 55% of all home callouts in the last year have been due to battery problems.

VARTA is therefore advising that technicians should use a battery tester to determine if 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 the tester; otherwise the test results will likely be inaccurate.

Andy Cook, Technical Representative at VARTA, explained, “It shouldn’t take long to complete a battery test, not much longer than five minutes, but by explaining the results to the customer, you are giving them peace of mind that the battery is in working order, or advising that it might be time for a replacement. By doing this you’re ensuring they have a functioning battery and will be ready for summer getaways.”

Batteries face greater demands than ever before, as they have to serve increasingly complex and power-hungry car electronics.

Whereas digital dashboards, inbuilt screens and parking cameras used to be limited to high-end vehicles, they are now

“Now is the time for a workshop to implement a test-every-battery process if they haven’t before.” 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 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.”

VARTA has been highlighting as part of its ‘Back To Better’ campaign that now is the time for a workshop to implement a testevery-battery process if they haven’t before.

It’s been a challenging year for batteries, there is no better time for garages to generate

revenue by ensuring batteries that need replacing are done so, whilst also keeping customers happy the service they received was thorough and keeps them on the road.

Andy added, “Testing batteries isn’t all about profiteering, it’s about offering great customer satisfaction and ensuring that their car will start when they most need it to.”

Tech tips on tap The VARTA Partner Portal is an online platform that provides assistance to technicians and uses Original Equipment information to help identify the correct battery for every vehicle, and also includes step-by-step fitting instructions. To sign up, WWW.RDR.LINK /AAC014

FOR MORE INFORMATION ON VARTA PRODUCTS, WWW.RDR.LINK /AAC015

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BUSINESS

& TRAINING

Steps to sustainability Reducing the environmental impact of operations at your garage or workshop might seem like a daunting task, but as MEWA UK Country Manager Günes Yenen writes, by making a few simple changes, you can operate more sustainably and cut costs.

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here are few hotter topics right now than sustainability. Businesses operating in every sector are currently working hard both to deliver on corporate social responsibility (CSR) commitments and to reduce their environmental impact. The automotive industry is no different, and governmental regulations and consumer demands are driving many operators of garages and bodyshops to scrutinise the environmental footprint of their operations. This poses many challenges, perhaps the biggest of which is where to begin.

Simple changes Your utilities are an obvious place to start.

Monitor your gas, electricity, and water bills closely to identify possible leaks and inefficiencies. Consider a supplier that sources electricity from renewables and ask them to perform an energy audit, which will identify any areas where you are wasting energy. The installation of energy-efficient lighting, for instance, is a low-cost, long-term solution to cutting costs and reducing environmental impact, and make sure that lights are switched off in rooms or areas that are not being used – consider fitting motion sensors or timers to lighting fixtures. It might even be worth installing solar panels, although the initial investment required could be prohibitive. Finally, check your air lines frequently for leaks that could impact the efficiency of your compressed-air system, and get your compressor(s) serviced regularly.

“Governmental regulations and consumer demands are driving many operators of garages and bodyshops to scrutinise the environmental footprint of their operations.”

32 JULY/AUGUST 2021 PMM

You can also reduce your environmental impact – especially with regard to mileage and packaging waste – by ordering your consumables in bulk and using refillable containers for items such as engine degreaser.

Wherever possible, you should use non-toxic degreasers and cleaners, too.

Cleaning up Indeed, when it comes to keeping your facilities clean, there is a new approach you can adopt that will reduce the environmental impact of your operations significantly, save you money and make your life easier.

All vehicles include multiple reservoirs of hydrocarbon-based liquids, such as engine

and gearbox oils, and transmission and hydraulic fluids, and these invariably end-up being spilled. Garages and workshops typically use rags or disposable blue-paper roll to mop-up such spills – and to clean parts as they are disassembled, repaired and refitted – but this practice has a significant environmental impact.

Like the use of any disposable product, it is inherently wasteful. Any cleaning cloths and blue paper soaked with oil, and many other industrial fluids, are classified as ‘absolute hazardous’ entries on the Waste Framework Directive’s ‘List of Waste’ document and must, therefore, be safely stored before being disposed of by an

032_PMM_JULYAUG21_Layout 1 07/06/2021 19:25 Page 33

accredited hazardous wastes contractor.

Sometimes, if they are disposed of incorrectly, they can even end-up in landfill.

Further, rags and blue paper towels are not really all that efficient at absorbing liquids.

Instead of this traditional approach, many garages and workshops are contracting thirdparty suppliers to deliver high-quality reusable wipes and oil trapping mats. Once soiled, these products are then collected, laundered and returned for re-use. Robust and durable, these cloths and mats are able to rapidly soak-up large volumes of oil, solvents and grease. As an example, our MULTITEX oil mats, absorb up to 3L of such liquids, reducing the need to use liquid cleaners that can be harmful to the environment, or use dry clean practices involving cat litter or sand which then become contaminated and can end up in the normal waste bin, and possibly the landfill.

Not only does this approach reduce cleaning time, thereby saving you money, it also eliminates the need to manage the

purchase, delivery, storage and disposal of single-use materials, not to mention all of the wasteful packaging these come in.

Environmental benefits The environmental benefits of using such a service are numerous. The wipes and mats can be re-used up to 50 times and, at MEWA, we estimate that the adoption of these materials by our customers prevents 85,000 tonnes of industrial waste from being created.

In addition, we recover the oils from used wipes and mats to power our washing and drying systems, thus covering 80-90% of our energy requirements. We also provide our cleaning wipes in our SaCon storage container, ensuring that they are stored safely once used and there is no wasteful packing.

Switching to wipes and mats that are then collected, washed and inspected under a fullservice leasing model means that the supplier takes responsibility for their environmental impact and presents automotive workshops and repair centres with an easy way to operate in the circular economy.

Taking this approach, together with some of the other steps outlined above, will help you to save money, reduce your environmental impact and improve your appeal to increasingly sustainability-focused customers.

TO FIND OUT MORE ABOUT MEWA, WWW.RDR.LINK /AAC016

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BUSINESS

& TRAINING

Use your time wisely PMM discovers how independent garage, Motorepair, has reaped the rewards from transferring its work management system to cloud-based Autowork Online.

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elivering high levels of customer service has always been imperative for Motorepair, an independent garage based in Flintshire. However, since implementing MAM Software’s cloud-based Autowork Online three years ago, the business is now able to run more flexibly and efficiently – and it’s the customers that have ultimately benefited.

Nathan Lee, Director of Motorepair, explained that one of the main advantages of the garage management software (GMS) is that it has facilitated more effective diary management.

“We had previously been using an oldschool, page-a-day type diary and manually transferred the entries to Autowork Online,” said Nathan. “Now, as soon as a customer calls, we can book them straight in – we're creating the job cards as we go.

“It wasn’t obvious how long jobs would take as we were writing them down. As a result, we’d often have time left at the end of the day, or be overbooked, which was worse because it meant we would disappoint our customers.”

Autowork Online enables the Motorepair team to pre-set a timeframe to the task at hand, whether it’s an hour and 25 minutes for a service, or two-and-a-half for a CV joint.

The block of time is physically represented in the diary, which allows the business to be more efficient in how it operates.

Motorepair also has to balance servicing and repairs with a number of MOTs each day,

34 JULY/AUGUST 2021 PMM

“Autowork Online has enabled Motorepair to become more efficient in how time is used on a daily basis.” and Autowork Online has also proved integral to managing this workload.

“Statistically speaking, around a third of cars will fail their MOT. With Autowork Online, we can get the work done and allocate the time needed to rectify any problems that are likely to arise. If we can’t do it for two or three days because we’re backed up with work, then people are left disappointed – instead, we can get cars back to customers faster by factoring this in from the outset,” Nathan continued.

Running a busy workshop means that every minute of the day needs to be fully accounted for. Autowork Online has enabled

Motorepair to become more efficient in how time is used on a daily basis.

“Whatever time we have left over once jobs have been booked in, we can direct towards our customers – letting them know their vehicle has passed its MOT, or that it will be ready to collect at a certain time.

“We can also go out to the car park and fit a set of wiper blades while they’re waiting, rather than having to book the job in for a later date or not being able to do it at all because we’re too busy. You can’t put a price on that.”

Autowork Online also boasts an SMS messaging feature, which sends out automated reminders to customers. This helps businesses like Motorepair boost bookings and encourage repeat custom.

Nathan and his team are currently using the feature to remind customers when their MOT is due, but they have also started scheduling notifications for when their vehicle’s cam belt is ready to be replaced.

“This is an added customer service feature we can offer. It avoids any nasty surprises and helps avoid cars failing their MOTs,” Nathan confirmed.

FOR MORE INFORMATION ON MAM SOFTWARE’S CLOUD-BASED GARAGE MANAGEMENT SOFTWARE, WWW.RDR.LINK /AAC017

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BUSINESS

& TRAINING

The apprenticeship conundrum The skills shortage and lack of young talent coming into the industry are two very difficult problems to solve. Apprenticeships have been thought of as the solution for decades now, but are they the best option? Neil Pattemore puts his thoughts to paper. ©Monkey Business/AdobeStock

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t’s an enigma – no, not the World War II German encryption machine, but the paradox between attracting the current school leavers to fulfil the skills shortage that faces the UK aftermarket, and the needs of its business models of today and tomorrow. Although I am perhaps stretching this analogy to its limits, cracking enigma some 80 years ago required a ‘thinking outside the box’ approach, and I would argue that the same mindset is required to solve the problem we are currently facing.

Classically, apprenticeships offered the combined college ‘day-release’ and ‘on-thejob’ training to provide the foundation for the workshop technicians. However, this is based on the premise that the person involved has already decided that the job they want is to repair vehicles, but this type of job may not be on the radar of the type of person now needed for the future, and even if it is, is it a sufficiently attractive proposition?

The ability to understand the mechanical aspects of a vehicle remains vitally important, but the need to understand the software that controls almost all functions of the vehicle has become the basis for identifying what is wrong and how to fix it. This has moved beyond simply ‘mechatronics’, which demanded a good understanding of electrical circuits and electronic control, into the world of software and IT. So, what are the wider challenges that this will bring and are apprenticeships still the right way forward?

Apprenticeship evaluation This whole process often starts with guidance from the school and the opinion of the youngster’s parents, so if the employer (i.e. you as an independent workshop) wants to attract the type of person you now need to employ, then there is a significant challenge in changing the perception that a vehicle repair requires only a mechanical repair.

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The automotive industry has increasingly moved into the IT world, where the vehicle has become a sophisticated ‘smartphone on wheels’, and the diagnostics and repair increasingly include IT-centric processes.

Training colleges offer a wide range of courses and it is frequently stated that these are based on ‘employer-led’ requirements, but if the type of individual is not attracted to the industry, and especially the independent sector, then the colleges cannot train them for the employers.

The UK Government’s ‘Skills for Life’ initiative offers ‘Digital’ training courses, but these are not focused on the automotive sector and do not mean that whoever achieves a qualification would consider the automotive aftermarket as their next workplace. This is one of the fundamental aspects of the enigma as most IT training is based on computer sciences and not on the needs of the automotive industry, which is now competing against the IT sector to attract the skills it needs.

“The future of your business is becoming dependent on finding the right apprentice!”

apprentice) needs to see that working on vehicles is an attractive alternative to working in a more conventional IT environment, with corresponding status and benefits, but this may be a difficult balancing act with the existing team in the workshop.

investment in them will be rewarded. This remains a perennial problem of analysing not only their technical potential, but importantly their aptitude, as the human brain does not fully mature until the mid-twenties, so even psychometric testing has limitations in identifying the best apprentices.

Unfortunately, you will not be alone in trying to find (and keep) good new talent!

A lasting effect

Where will the talent come from?

Following the Queen’s Speech on 11th May, Steve Nash, CEO of the Institute of the Motor Industry (IMI), wrote an open letter that highlighted some of the key issues: “Currently, just 5% of the automotive sector is qualified to work on electric vehicles – and the fact that the current apprenticeships across the UK do not comprehensively include skills in diagnosing and repairing ADAS or electric vehicles makes upskilling the sector a mammoth task. The IMI is working closely with the Employer Panels for automotive apprenticeships to address this issue, but unlike the pace of change expected by government, it is not as fast-moving as the sector needs it to be.

“Putting aside the need for the automotive apprenticeships to catch up with technology, right now the focus has to be on simply attracting and supporting new talent to the sector. The latest data from the Department for Education shows that automotive apprenticeship starts for August 2020 to January 2021 have been more adversely affected than most other sectors at 53% lower year on year. And there has been a significant decline in the number of apprenticeships supported by ASA levy funding – 64% lower year on year.”

However, even if you are successful in identifying a potential ‘IT-centric’ candidate, another aspect is how to identify if your

A question of appeal Equally, for a young person, the attraction of working for a main dealer is probably more appealing than an independent workshop, so you are going to have to be active in promoting yourselves as a good place to work and develop a future career. Consider working with local schools, hold ‘open evenings’ for parents and their (talented) children, and write job descriptions that highlight the ‘techy’ and IT-centric nature of the job, and only then ‘expose’ that the reader may be surprised to learn that this is working in a vehicle workshop on vehicles with sophisticated software and systems – perhaps asking: ‘are they up to the challenge?’.

The next hurdle to vault is how to integrate the apprentice into the existing team of technicians. The candidate (as an

The national skills shortage and the need to attract young talent will lead to a change in your business models. It will become inevitable that you will need to offer similar salaries and benefits to those offered by main dealers, together with the tools, equipment and the training needed, which in turn will raise your costs and hourly rates. In simple terms, you will need to emulate the competence and environment of a main dealer. If you don’t, then you will not have the talent needed and will become increasingly uncompetitive.

The good ol’ days of using an apprentice to do the most menial of jobs is changing, but the biggest challenge will be promoting the automotive aftermarket and especially the independent workshop as the place for young, ambitious and ‘techy’ apprentices to develop their skills and value. The future of your business is becoming dependent on finding the right apprentice!

FOR MORE INFORMATION ON THE TOPIC OF AUTOMOTIVE APPRENTICESHIPS, WWW.RDR.LINK /AAC018

PMM JULY/AUGUST 2021 37

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BUSINESS

& TRAINING

APPRENTICESHIP A question of support ANSWERS In this month’s instalment of Apprenticeship Answers, Gemma Westlake uses her experience as a college lecturer to highlight how you can support your apprentice trainee throughout their studies.

Confidence For someone to achieve their potential, confidence in themselves is key. Many learners come to us having not had the best experience in education. Time and a little positive reinforcement have shown on countless occasions to be

the perfect remedy.

Mistakes will be made and instead of shouting, screaming and making someone feel embarrassed, take the time to explain (if your learner doesn’t know) why that situation or outcome has happened, how it can be avoided in the future, and how to rectify the issue. Give them time to sort the problem themselves and praise them when they have completed the task satisfactorily.

Practice diagnosis from the word go Many apprentices start out learning the basics. In the automotive trade, this is generally how to remove and refit components, and although this is a great place to start, I believe that the sooner the diagnosis process can be introduced, the better for everyone. It could be as simple as each time a component is removed or replaced asking questions such as: why might this need replacing? What faults/symptoms can occur? What diagnostic process would you follow and why? The more you can nurture the thinking process, the more confident you can make someone feel. In turn, this will often lead to a very competent technician and an even faster completion of the apprenticeship program.

©Tyler Olson/AdobeStock

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’m sure you remember that in the last issue of PMM we looked at the apprentice End Point Assessment (EPA) in detail: what is involved, what you as an employer can expect, and the types of tasks that your apprentice may be asked to complete.

Now, we can look at how you can use the time during the apprenticeship to help your trainee prepare, not only for the assessments along the way, but the EPA itself and life afterwards.

Being a college lecturer, assessor and IQA, I am extremely lucky to be able to see the automotive sector from many different perspectives. At the college, we communicate with full-time learners, apprentices, employers, technicians and awarding bodies regularly and it has been (and continues to be) a continuous educational journey for us regarding the road to becoming a qualified technician. Fundamentally, the overall aim is to be able to produce the best potential technicians, while engaging with employers to keep up to date with their needs/wishes. Throughout the years, I personally have seen and learnt a few tactics that can really help to support your apprentice.

Give them time This can be the most challenging part, especially in a smaller and/or busy workplace. There can be a lot of pressure to complete jobs on time and in some cases, there may only be two or three technicians (including the apprentice). However, if you can allow time for someone to learn and get involved/shadow on some of the more in-depth tasks, it can be a great way to teach valuable skills. If at any time you or your apprentice feel you need support with their learning, then please do contact their training provider who will be happy to help!

Join me next time when I will be sharing my experiences and outlook as a female in the automotive trade, how the attitudes have been changing over the years, and why you should definitely consider employing a female technician if you get the chance!

Gemma is a lecturer at Basingstoke College of Technology. To find out what goes on there, GO TO WWW.RDR.LINK/AAC019 38 JULY/AUGUST 2021 PMM

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The Life and Times of Lubricants In this limited series of articles, Witham Group, exclusive UK distributor of Motul products, tracks the journey of the humble automotive lubricant.

Each issue of PMM will focus on a different stage of its life, and this time around we're looking at how best to store your products… ● What are the basics when it comes to oil storage?

There are two main principles in storing lubricants: product integrity and environmental requirements. Basic rules include: ● Oil must be stored at least 10m away from inland or coastal waters, flood areas, and 50m clear of a spring. ● Tanks should be on flood level or below ground level, must never be stored above roof level, and kept away from areas that risk damage via impact, machinery and weather. The full legal requirements are outlined in detail here:

WWW.RDR.LINK/AAC020 . ● Does the type of container make a difference?

Lubricants are supplied in many ways, bulk, barrel, and various drums and small packs to meet the needs of a wide customer base.

With the exception of bulk, the remaining sizes can all come in either plastic or metal containers depending on the supplier and the type of product.

Lubricants stored in a factory-fresh sealed container will not

normally degrade. Obviously, metal containers can be subject to corrosion over extended periods. ● Is there a way to manage lubricant storage sustainably?

Yes, absolutely! Oil not only needs to be stored safely and properly because it’s the law, it should be also be stored to help with the environment and health and safety. Nigel Bottom, MD of Witham Group, claims that bulk storage tanks are ideal, as using a system of metal bulk storage tanks in your garage and simply having all products delivered in batches removes the need for all plastic packaging.

With annual maintenance the longevity of bulk tanks will outlast 50+ years. This is a very sustainable process indeed as the defunct metal tank

can then be simply recycled and the metal used again.

However, in general, try to avoid storing products for extended periods and just buy as much as your immediate needs require. ● What's the number one

thing that garages need to consider when storing lubricants?

The best piece of advice we can give is to treat lubricants as if you were storing drinking water. Always avoid storing any products outside where water could penetrate the lid or seal.

Many people assume the seals on barrels are watertight. Actually, they are generally not and are simply used as an anti-tamper method. If no other option but external storage is available always store barrels on their side. Moisture and dirt ingress are the two main factors.

To find out more from Witham Group, GO TO WWW.RDR.LINK/AAC021

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SPECIAL REPORT

Bridging the gap Safeguarding the future of the repair and maintenance sector has been a concern for many years. The problem is one of industry reputation and finding the young people to become the technicians and service advisors of tomorrow. Autotech Academy believes that it may have created the solution…

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ince its launch at the start of the year, Autotech Academy has been cited as ‘the missing link’ between colleges and the automotive aftermarket. The initiative was developed to not only create a steady stream of new talent for the industry, but to cut the number of college leavers finding employment within other sectors because they struggle to secure a role within the automotive industry after qualifying.

While armed with the theoretical knowledge, college leavers often lack practical experience to hit the ground running

– which can be a deterrent to many time-poor garage owners and fast fit company managers. Autotech Academy created an internship solution to overcome this recruitment bottleneck, and effectively ‘ease the pain’ of recruiting skilled staff.

Part of the push with this new initiative has seen business trainer and former garage owner, Andy Savva, a.k.a. The Garage Inspector, join the board of directors. A vocal advocate for ensuring a stream of well-qualified, young technicians come into the garage sector, Andy will be lending his experience and knowledge to help further this project.

Andy explained, “When I have crossed paths with Autotech Group in the past, it has always been very clear to me that we are singing from the same hymn sheet. Together, we have often discussed the seriousness of the skills shortage within our industry and how we could work to plug the gap. With Autotech Academy and the internship programme, we might just be able to start solving the problem.”

Workshop experience There is no escaping the fact that garages, managing busy service schedules, need highly skilled, experienced technicians. They know the need to create opportunities for younger, less experienced technicians is vital to futureproof their businesses, but without the right college

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connections, the process can be arduous.

Consequently, the concept of Autotech Academy has piqued the interest of garage owners. A low-risk solution, the Academy team, who are well versed in screening vehicle technicians through Autotech Group’s recruitment division, work with colleges to identify the right person with the right qualities and skills before they are put forward for an internship. And, from day one, the intern will be equipped with the right tools and workwear to immediately start work.

Internships will not replace apprenticeships but complement them, a message Autotech Academy is keen to address: “This is a misconception at both college and garage level,” comments Gavin White, CEO of Autotech Group. “With apprenticeships, garages have a young person with no qualifications, who will need weekly day release to attend college. An intern will be over 18 and hold at least a Level 2 automotive qualification, and they will be a full-time employee.”

Andy was quick to reinforce this point: “We’re not trying to take apprentices away from colleges. What we want to do is work with colleges to enhance the skills of their qualified leavers and offer them a channel into the working world.”

High quality training Interns will receive training, delivered through either a vehicle manufacturer’s own training facility, or through an equivalent OEM such as Bosch, and Level 2 or Level 3 IMI accredited electric/hybrid vehicle training.

Gavin continued, “This is training which all vehicle technicians need, regardless of years of experience, to keep up with everevolving vehicle technology.”

In the coming years, the programme will look to incorporate business skills seminars, delivered by Andy, to those that sign up for the internship through Autotech Academy.

Ranging from lessons in leadership, to how to stay on top of finances, the intention is to

prepare these young technicians for not just the next rung on the ladder, but instead a long and fulfilling career within the automotive industry.

Already gaining traction Since its launch, many industry organisations have thrown their weight behind the initiative, including Teng Tools, the IMI, Bosch, the IAAF and the NTDA, demonstrating the growing belief that Autotech Academy will fill a void within the sector.

Gavin concluded, “We have already announced the fact that we are working with Chesterfield College, and while we are in talks with other colleges, we are also frequently contacted by students who are keen to get their foot on the ladder.”

TO FIND OUT HOW YOU CAN GET INVOLVED WITH AUTOTECH ACADEMY, WWW.RDR.LINK /AAC022

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PIT STOP

In need of a refuel?

QUIZ 1.

WORD WHEEL How many words of four letters or more can you make from the letters provided? You have to use the central letter in each word, and there is one nine-letter word that can be made from every letter in the wheel. See how many you can get!

Here’s what you should aim for: 17 four-letter words, 15 five-letter words, 7 six-letter words, 1 eight-letter word, and 1 nine-letter word. Good Luck!

2.

3.

4.

The Beetle was the world’s best-selling vehicle of all time until the late 1990s, when it was overtaken by which car?

What was the original name of clothing company Nike?

When was Netflix founded: 1997, 2001, 2004, or 2009?

Which weekly UK automotive magazine refers to itself as ‘the world’s oldest car magazine’?

A T

I C

B

U R

L N

WIN! TO BE IN WITH A CHANCE OF GETTING YOUR HANDS ON A MOTUL PAIR OF GLOVES AND BODYWARMER, VISIT THE PIT STOP PAGE AT WWW.RDR.LINK/AAC023

To find out the answers to the quiz, as well as the nine-letter word hidden in the Word Wheel, follow the link in the ‘Win!’ box above

5.

Which vehicle brand’s logo depicts a form of Viking longship?

6.

What does the AC button on a calculator stand for?

7.

In tennis, what piece of fruit is found at the top of the men’s Wimbledon trophy?

8.

The Ford Model T was given which two-word nickname?

9.

In which European city is The Volvo Group headquartered?

10.

What meat is used in Glamorgan sausages?

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COMPETITION

A breath of FRESH AIR Nissens is offering PMM readers the opportunity to win a wireless air conditioning (A/C) test tool. Read on to find out how you can get your hands on this great prize!

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or the comfort and safety of motorists, the performance of air conditioning and climate control systems is essential. This relies on regular maintenance, by competent technicians, using premium quality parts.

As a thermal management specialist, Nissens Automotive does its best to assist technicians to be sure that the service procedure they follow is carried out successfully and results in the A/C system performing to its optimum level, which is made considerably easier by selecting Nissens products when servicing the system.

All the company’s products are said to be developed and manufactured according to market-recognised, genuine Nissens’ quality

WIN!

standards. This ensures that they are perfectly finished, thus enabling a fast installation. The functionality of every component is thoroughly tested so that it matches the original equipment (OE) part, which ensures its optimal thermal performance.

Alongside its components, the company has a reputation for its technical support, which it provides to installers through a variety of forms from print to online.

However, to further assist technicians complete the best possible job, Nissens offering PMM readers the opportunity to win a superb wireless Testo Smart Probes A/C & Refrigeration Test Kit worth £235!

Fast facts ■ Nissens A/C system components total more than 3,000 parts, catering for in excess of 15,000 OE part numbers. The range includes compressors, condensers, interior (heater) blowers, fans, heaters, evaporators, receiver-driers and includes 60-plus TXVs, covering more than 290 OE numbers for the most popular car, van and truck applications.

■ All its compressors are First Fit products – pre-filled with the right type and quantity of lubricant and include O-rings, as well

as an electrical harness and connectors or a protective pre-filter, whenever needed ■ All TXVs are equipped with O-rings and mounting bolts, whenever applicable to the OE part ■ Condensers include O-rings and are protected from corrosion with a specially designed coating. In saltwater tests, condensers treated with this corrosion protection function up to eight times longer than non-protected condensers

How do you enter?

To be in with a chance of winning this great prize, all you need to do is WWW.RDR.LINK /AAC024 and

answer the following question.

How many components are there in the Nissens A/C programme?

A) More than 30 B) More than 300 C) More than 3,000 Deadline for entries is 10/09/2021. T&Cs apply.

See website for details.

PMM JULY/AUGUST 2021 43

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BRAKES

& CLUTCHES

Seize the opportunity Shaftec’s Marketing Manager, Joe Toakley, talks to PMM about the potential for brake calipers seizing given many vehicles remained idle or barely used over lockdown, what to look for if you think a caliper has seized, and the effects the UK MOT extension has and will continue to have on a timely diagnosis of this problem.

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t’s fair to say that none of us – our vehicles included – have been out much during the last 18 months. However, now things are getting back to some sort of normality, it’s important that we check the condition, performance, and therefore safety of any vehicle that has been idle before they get back up to speed.

Inactivity and corrosion are the main reasons why brakes seize. It’s not uncommon for a car’s brakes to seize if it has been left sitting idle for months – especially if it is parked outside. And it’s quite possible that seized calipers won’t be picked up until the next MOT, and if the MOT is postponed, this could mean a lot of drivers getting stuck over the coming months.

There’s been a great deal of news coverage about the MOT delays in the UK due to the COVID-19 situation. Reports have focussed on the human effects of lost revenue, as well as on vehicle condition.

Fleet News reported that a Freedom of Information (FOI) request submitted by MoneySuperMarket had revealed that more than three million (3,025,345) cars and vans had their MOT extended from 30th March to June 2020. Broken down by EU class, that’s 2,788,594 passenger vehicles and 236,751 light goods up to 3,000kg – roughly 65,000 cars per day.

With these being figures covering a threemonth period, at Shaftec, we are in complete agreement with the IAAF who said the DVSA decision to extend MOTs for a sixmonth period causes ‘huge challenges’ for the sector, arguing that the industry needs to ensure vehicles continue to be kept safe in these challenging times.

It has been well reported that in an attempt to rebalance MOT numbers and avoid a significant drop in workloads, the DVSA has urged motorists with a vehicle MOT due in August, September, October and November 2021 to bring their vehicle in for a test during May, June or July instead. Clearly, this would help to spot any problems before the UK weather turns again.

Seized calipers – what to look out for If the brakes drag, the piston could be stuck within the caliper – or slide pins may have seized on single-piston calipers. If it’s the caliper slide pins causing the problem, the car may appear to drive normally but the pads will only be pushed onto the disc from the piston side. This will result in reduced braking ability on one wheel, while simultaneously wearing the pad on the piston side quicker, plus the vehicle may pull to the opposite side when hitting on the brakes.

The issue is that in many cases brake binding on one wheel will happen gradually over time making it harder to notice, and as we’ve said, may not be diagnosed until the MOT when the brakes are tested properly.

Hints and tips ■ Seized brakes get extremely hot and give

off a distinctive acrid smell ■ It is also a good idea to flush the fluid in

the entire brake system every two years.

Moisture from the water absorbed by the brake fluids can cause corrosion from within the caliper itself.

TO VIEW THE FULL RANGE OF SHAFTEC BRAKING COMPONENTS, WWW.RDR.LINK /AAC025

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©monkifoto/AdobeStock

BRAKES

& CLUTCHES

Problem solving like a PRO Clutch release fork on various Peugeot and Citroën models

As well as its range of products, Blue Print also provides a wide variety of technical information to the aftermarket. The company’s PROTIPS offer practical support for everyday issues encountered in the workshop. Here, PMM has handpicked a selection of these specifically relating to clutch components.

Problem – Difficulty in selecting gears when the clutch pedal is depressed, and a grating noise can also be heard when the clutch pedal is operated, which can also be felt through the clutch pedal.

Dual Mass Flywheel (DMF) on the Toyota Avensis 2.0 DT (1999-2003)

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away approximately 1,000rpm ■ When shifting from first to second gear

The problem is most commonly reported on vehicles that are subject to mainly city/town driving conditions (i.e. ‘stop and go’), especially those used as taxis or for towing.

Cause – As the clutch wears and dust and debris build up, resistance in the clutch release mechanism increases, putting more strain on the release fork. This causes the plastic bearing cup, which the release fork pivots on, to wear or break.

Solution – On removal of the transmission, inspect the clutch release fork, guide tube and clutch assembly and replace any worn or broken parts as necessary. Blue Print offers a range of clutch release forks, including ADP153316, which fits various Peugeot and Citroën models.

■ Engine idling ■ During clutch engagement, when pulling

Problem – It has been identified that certain Toyota models are prone to developing an abnormal ‘rattle’ noise that is most audible under the following conditions:

Cause – Certain Toyota Avensis models are fitted with a two-piece DMF that contains a cushion rubber which, during extended periods of engine idling, results in excessive heat and stress on the DMF. Under these circumstances, the cushion rubber can become detached on the acceleration side and hardened/cracked at the deceleration side, resulting in noise and possible failure of the DMF. This may contribute to premature clutch failure.

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Solution – If the vehicle has a DMF that has failed, this should be replaced with a Blue Print DMF (ADT33512C) that matches the modified design currently supplied by Toyota Europe. Alternatively, if the vehicle is being used as a taxi or spends a lot of time travelling short journeys, the modified clutch kit ADT330206 (which includes a single mass flywheel and all the fittings) should be installed. This is because excessive stress and vibration is placed on the DMF during prolonged periods of engine idle, which can drastically reduce its service life.

Note: If a single mass flywheel is fitted, then there may be a slight increase in the levels of vibration at idle compared to the dual-mass type.

Clutch kit or clutch release fork on the Land Rover Defender (1990-) and Discovery 1 (1989-98)

Problem – The clutch pedal goes solid, and it becomes awkward to select gears. The clutch pedal is depressed and does not return to the correct height. On manually lifting the pedal back into position, it goes solid, and it is then not possible to be pushed down to release the clutch pressure plate.

Cause – On removal of the gearbox, the clutch release fork may have worn through at the pivot point.

Solution – The clutch fork will need replacing (ADJ133302). It is best practice to check the clutch assembly and spigot bush condition, and replace as necessary whilst the gearbox is removed (clutch release bearing ADJ133301/clutch kit ADJ133006/clutch kit ADJ133007). Ensure the pivot is lubricated with a small amount of suitable grease prior to re-assembly.

FOR MORE TECHNICAL INFORMATION, WWW.RDR.LINK /AAC026, OR TO RECEIVE BLUE PRINT PROTIPS DIRECTLY TO YOUR INBOX, SIGN UP TO THE BLUE PRINT NEWSLETTER, WWW.RDR.LINK /AAC027

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BRAKES

& CLUTCHES

Making sense of ABS

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ehicle technology is evolving rapidly, from increased levels of autonomy to advanced powertrain systems. Physical brake components – with the emergence of alternative, copper-free friction materials – and the rise of accident detection systems such as AEB (autonomous emergency braking) have added to vehicle complexity, but the lowly ABS sensor has remained a staple repair for garages and is now no less important than at any time in the past 20 years.

ABS is a crucial link in a more complex chain of systems, which can be severely impacted by ABS sensor failure. For example, modules controlling an automatic gearbox can be affected by sensor malfunction and result in symptoms of expensive component failure. Workshop misdiagnosis, especially of costly components, can be an expensive mistake when it comes to reputation and promoting customer confidence and satisfaction. With that in mind, here, Delphi Technologies talks ABS sensors, diagnosis and provides some top tips on replacement.

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The humble ABS sensor has helped halt vehicles for decades, but what puts a stop to its own operation?

Delphi Technologies explains common issues and provides tips on replacement.

What the experts say “When you think about their location, it’s easy to understand why ABS sensors fail,” said Julian Goulding, Northern Europe Marketing Manager at Delphi Technologies Aftermarket. “Close to the road surface, the sensor’s reluctor wheel or tone ring can be damaged by general road dirt, especially in weather conditions seen in the UK, or foreign objects, such as rubbish. Such damage immediately jeopardises the precise operation of the sensor, weakening the signal.

Operation can also be impacted by damage to wiring, sensor winding caused by excessive vibration, or a worn wheel bearing.”

According to Delphi Technologies, demand is greatest for its wheel speed sensor part number SS20160. A two-pin active sensor with 935mm cable, it fits most E8X

BMW 1 Series models from 200413, and E9X BMW 3 Series models from 05-13.

“It’s no coincidence that the best-selling sensor covers popular models that work hard, traditionally cover a lot of miles and are now at least eight years old – it is prime ABS fault territory,” added Julian. “Our complete range of sensors are rigorously validated and tested within a temperature range of -40˚C to 140˚C. We match specifications of wire lengths, mounting and connector designs to

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ensure easy installation and correct fit, minimising workshop time and promoting customer confidence and loyalty. The use of planted pins within the sensors ensure greater conductivity and corrosion resistance – resulting in a long-lasting solution.”

Seeing the signs The most common sign of failure is illumination of an ABS warning light. Some systems may also trigger the traction control/ESP light. The cause of this could be a sensor or control module, and the easiest way of establishing cause is through diagnostics.

Once the light is illuminated, that’s the ABS system over-ridden and the driver is on their own when it comes to stopping.

Another tell-tale could be the driver noticing that the vehicle takes longer to stop or that traction is compromised, especially in damp conditions or under heavy braking. The vehicle may also feel less stable in icy conditions, with reduced traction or intermittent ABS operation.

Find the location The first step to locating an ABS sensor fault, according to Delphi Technologies, should be connection of a diagnostic tool to check for stored fault codes and, where required, analyse live data. A multimeter and oscilloscope can then be used to check the voltage and signals to the sensor, testing the connection between control unit and sensor.

A visual check of sensor connectors can then be carried out, looking for correct positioning, signs of damage or contamination.

Do the same for the sensor itself and the impulse ring, cleaning any contaminants using a wire brush and cleaner where necessary.

Replacement is sometimes the only option. For such cases, it’s advised that you stick to best practice for this relatively straightforward task.

Best practice Once wheel nuts are loosened, the correct jacking points have been used to raise the vehicle and wheels removed, some models

may also require removal of the brake discs and pads for easy access to the sensor.

Remove the sensor to hub bolt and the clips securing the sensor wiring, then unplug the sensor. Use an emery cloth to carefully clean the area around the sensor.

Plug in the new sensor and make sure to route the wiring correctly before securing to the body or chassis, and retorque the bolt holding the sensor to the hub. Refit the discs and pads, where applicable, to the correct torque settings and refit the wheels, lowering the vehicle and retorqueing the wheel nuts.

Finally, run a diagnostic check to clear any historic ABS faults and check for new codes, visually check that the ABS light is extinguished and complete a road test for final validation.

TO FIND OUT MORE ABOUT DELPHI TECHNOLOGIES RANGE OF ABS SENSORS, WWW.RDR.LINK /AAC028

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BRAKES

& CLUTCHES

Decisionmaking facts and other DMFs Changing a clutch can be lucrative business.

Empowered with knowledge and tools, it can fulfil the client expectation that your workshop can look after them should things go wrong. In this case study, Hayley Pells of Avia Autos explores the decision process involved to sell a Dual Mass Flywheel (DMF).

O

riginally the main family vehicle, the presented 2009 Renault Megane ended up becoming the school run mode of transport. A recent service included the rear brakes – noticing that the fronts were not far behind with drop links and top mounts required, a presentation of clutch failure meant working out ‘How much?’ was on the cards. I constructed an estimate that included the DMF. A couple of battle scars, but a surprisingly crisp interior for the age, I’ve completed more services and light repairs on this vehicle than I care to remember. It had never previously presented any tricky faults or required a recovery wagon…it may even still have the original battery. The family have some sentimental attachment to this vehicle, so options were discussed, and the good history of the car meant it was saved from the scrapyard.

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BRAKES

& CLUTCHES

The practical approach Getting the box out was problematic and frustrating, but with the help of penetrating oil, I eventually had the components carefully laid out on the workshop table and the gearbox successfully removed.

Clutch unbolted and inspected, there was no clutch material to speak of. I have not seen anything like it for an age. Photos taken for posterity, we removed the unit and the DMF was exposed. At this point, I would not have faltered – I had estimated for the DMF, therefore one should be fitted. Why bother with the time of measuring play? Full of curiosity after a recent REPXPERT Teatime Training session, I decided to test the DMF to see if it was fit for purpose.

That day, I had access to not only a specialist Sykes-Pickavant tool, but also a specialist pair of hands to help wield it in Alistair Mason, a REPXPERT for Schaeffler, who just so happened to be visiting.

Using the tool was an interesting experience. Alistair pointed out that it was possible to check the rotational free play of the DMF using a method of counting teeth or degrees on the attached gauge. This information could then be cross referenced with the manufacturer’s specifications through the Schaeffler REPXPERT app.

We found that the DMF was just within tolerance, so a debate occurred – would this flywheel need replacing? The unit was an example of the years of careful driving and maintenance by the owner, so should it be reused? I asked Alistair for his opinion. The poor state of the friction plate called it for him, and the obvious heat transfer raised questions about further damage. The work would be completed as planned, and my understanding of the internal workings, as explained by Alistair, allowed me to talk with knowledge and confidence to my customer about why it was the right decision.

The tools for success Replacing the flywheel was uncomplicated, but I did need assistance to catch the weight of the flywheel as I unbolted it. Alistair then deployed his second case of goodies in the LUK fitting tool. If any money was going to be spent, I’d like that Self Adjusting Clutch (SAC) fitting tool. When the first opportunity

52 JULY/AUGUST 2021 PMM

Time to reintroduce the box! It was coaxed back into position with the transmission stand and a bit of a jiggle. To put the selectors back on, I used Sharpie pen marks to remind me which went where and to serve anyone who comes in after me to know this wasn’t its first transmission rodeo.

Bolting up went well, but a suggestion from Alistair about the bleed pipe made me nervous. After carefully checking the instruction on which clip was to be in what position, I gingerly pulled the pipe into the notched position, half expecting it to come away in my hand. It didn’t – a gentle bleed with my pressure bleeder clicked it back into position and a good pedal was achieved.

Gearbox oil topped up, earth strap and sensors back in, I reflected that it can be nerve wracking having work observed, but I enjoyed the opportunity to train with Alistair. His OE technical experience was incredibly useful, giving me feedback and advice on the job.

Lessons learnt

“Alistair pointed out that it was possible to check the rotational free play of the DMF using a method of counting teeth or degrees on the attached gauge.” for private Googling presented itself, I had a look at how much it costs and concluded that for the number of clutches I do, I could investigate hiring one.

During the clutch installation process, I questioned Alistair on whether there was a workaround without the tool. Alistair explained the clutch could be fitted without it, but there are risks of de-adjustment, judder, or possibly stripping the threads out of the flywheel. The tool removes a costly risk from the job, which if went awry, could easily match the price of purchase.

The DMF came with a bulletin for the fitment of the concentric slave cylinder.

With the guidance on what to do with the rubber washer ahead of the bleed nipple noted, it was replaced and the old one was set into the packaging with the old components out of habit.

In conclusion, the tooling on loan from Schaeffler was superior to what I had at my workshop. If I were to actively chase SAC work, I would commit to improving my fitment tooling in this area. I found the job satisfying on completion and talking to others who routinely complete this work, I wondered if I should consider it more? With regards to the DMF, would I measure another? It would be best practice; you have the information to give to the customer should there be any question.

However, my opinion remains: estimates should be worst case. I briefly worried if I had replaced DMFs previously that could have been an unnecessary expense. After much thought, I have decided I am comfortable with my insistence on replacing the DMF; my new measuring skills from Alistair will give me sufficient information for an informed decision if none were available. The emergence of an ‘all-in-onebox’ solution strongly suggests that I am not alone in my DMF thinking.

TO FIND OUT MORE ABOUT AVIA AUTOS, WWW.RDR.LINK /AAC029

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EXHAUSTS

& EMISSIONS

BEST PRACTICE Five essential exhaust system checks To help customers avoid unforeseen breakdowns or MOT failures, it’s important to check that an exhaust is in optimum condition. But what are the key things to look out for when inspecting an exhaust on the ramp? Doug Bentley at Klarius Products covers five essential checks. ��� Check the level of corrosion Exposed to the elements on the underside of the vehicle, corrosion is a real risk to the reliability of an exhaust system. Things to look out for include holes, soot marks from cracks as well as heavy corrosion of joints and brackets. Corrosion can cause leaks in seams, pipes and the muffler box in extreme cases. If a high level of corrosion is present, the affected section of the exhaust must be replaced.

Vehicles susceptible to these issues include the Toyota Aygo, Citroen C1, Peugeot 107 as well as early to mid-2000s Ford Fiestas, Vauxhall Astras and Zafiras

��� Look for failed parts Damaged exhaust components usually result in an MOT failure, so you are helping the customer by offering a replacement beforehand. Perforations in the pipe, excessive corrosion, cracks or damaged flexipipes are common causes of an unsuccessful test. Spotting these issues early on will avoid a vehicle being declared unroadworthy and requiring a retest.

��� How are the mountings?

Every exhaust has mountings, but with prolonged road use, they can degrade and fail.

Damaged mountings are one of the main reasons for knocking noises and exhaust failures. Mountings in poor condition combined with the vibrations of driving cause the exhaust to flex, impacting the underside of the car or resulting in complete detachment in extreme cases. By checking the mountings while on the ramp and carrying out a cheap switch to new items if required, a costly full exhaust replacement can be avoided.

��� Dealing with diesel particulate filters (DPFs) DPFs can clog with soot with prolonged use, which is usually signposted by a check engine light, limp home mode or a loss of power.

Often, triggering a regeneration cycle by driving the car at high revs can burn off the soot and clear the blockage. DPF cleaner products can

also be effective. However, if a warning light is displayed, it is often too late to unblock the DPF, so a full replacement may be required.

��� Be aware of AdBlue on diesel cars AdBlue fluid is present on all Euro 6 diesel vehicles manufactured from 2015 onwards.

Tank sizes vary between 10 to 30L. Typically, vehicles on average will use a litre of AdBlue for every 1,000 miles of driving – so the tank can run low. Many motorists will not check the level, only refilling once a dash warning light has illuminated. If the tank is empty, some vehicles may refuse to start at all. By offering to refill the AdBlue tank as part of a service, you are helping your customer and potentially adding an easy extra item to the bill.

TO FIND OUT MORE ABOUT KLARIUS PRODUCTS, WWW.RDR.LINK /AAC030

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EXHAUSTS

& EMISSIONS

Evaluating

EGR PMM looks into how the Nissens technical team tackles EGR valve problems on prominent TDI applications.

T

he exhaust gas recirculation (EGR) valve is an integral part of a vehicle’s exhaust emission control system, influencing the operation of the engine and its combustion process.

Failure, malfunction or removal of the EGR valve will cause the engine not to operate properly. Furthermore, valve failure can provoke faults in the exhaust emission control and cause severe failures of related devices such as the diesel particulate filter, catalytic converter or turbocharger. In addition, impaired performance of the vehicle’s exhaust emission system will seriously affect the environment and may breach regulated emissions levels.

Common signs of EGR valve malfunction ■ Engine check control lighting on the ■ ■ ■ ■ ■ ■ ■

dashboard ECU setting the engine into limp mode Reduced engine power Significant changes in fuel consumption Engine emitting pinging and knocking sounds Rough, uneven idling Stalling and hesitation during acceleration Exhaust gases escaping within the engine compartment

Safety By their very nature, EGR valves are generally located in the engine compartment

56 JULY/AUGUST 2021 PMM

and close to heat-generating components, so they can get very hot. Technicians should therefore be mindful of the danger before starting diagnostic and replacement procedures and make sure the vehicle has cooled down to a safe temperature before undertaking the work.

The problem The EGR valve used in multiple VAG diesel applications utilising the 1.4, 1.6 and 2.0L TDI units can be particularly problematic, as it is especially susceptible to heat and vibration, as well as excessive engine load.

Naturally, the faulty valve has to be replaced because its failure will impair the function of the entire exhaust emissions system, so affecting the engine’s proper operation.

However, as the issues are largely due to the design of the original part, workshops must be aware that these malfunctions can occur both in the original, and a replacement part.

Fortunately, the Nissens Efficiency & Emissions division has stepped in to provide a solution to the problem by addressing the issues that contribute to the valve’s premature failure and ensuring its proper function and long lifespan, despite exposure to the harsh working conditions it has to deal with.

By applying several design improvements over the original and proving them over a series of comprehensive tests, the team has developed

a durable replacement part that performs to the standards defined by the vehicle manufacturer and therefore provides the aftermarket with a competitive, quality solution.

The Nissens solution Gearbox design – Recognising the problems associated with heat and lubrication, the Nissens team significantly reduced tolerance and therefore friction, by applying specific PTFE, high-temperature resistant grease. Furthermore, the plastic material of the gear wheels in the two-stage gearbox has been upgraded.

Improved design of the valve stem – To avoid the known, severe malfunction of the valve caused by the engine load and vibrations, Nissens improved the valve’s stem and lever arm fixings by applying a unique design of spiral pin.

DC-motor design upgrade – The motor’s bearing system has also been improved to ensure its flawless operation and long service life, despite the vibrations and frequent temperature changes it has to deal with.

FOR IN-DEPTH EGR VALVE INSTALLATION GUIDES, WWW.RDR.LINK /AAC031

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Beware the undersell Dee Blick, Kalimex’s resident marketing expert, explains why garages should not shy away from promoting a service that benefits the customer in the long run, a point that is particularly relevant for emissions-related products.

W

hat I love about mechanics is their passion and energy.

They’ll chat animatedly about their business and how they deliver amazing customer service.

But for too many, this sparkle does not find its way into their marketing. So, whilst they may be using good quality additive products on a customer’s vehicle and even recommending these products for customers to use in between repairs/servicing/mots, they don’t promote the benefits relative to the small additional costs in the bill.

Here’s why these products should be promoted:

At Kalimex, we work with thousands of mechanics UK wide, helping them to promote K-Seal, QuikSteel and the range of JLM Lubricants’ products. Let’s look specifically at JLM Lubricants. Many of the company’s products can be used by customers on a repair/prevent/restore basis. This includes the emissions reducers: Petrol and Diesel, Petrol Extreme Clean, DPF Cleaner and GDI Cleaner.

The following tips demonstrate how you can promote these products to your customers if their vehicle would benefit from one or more doses of JLM and TLC in between servicing and repairs: ■ Mention on your website the products you

■ Customers can keep their cars on the road

in good repair for longer because they’re following ‘prescribed’ maintenance and repair recommendations by using quality additives that are easy to use.

■ You benefit from a secondary income which builds over time due to the regular repeat purchase patterns.

■ By only working with solid, trade-trusted brands like JLM Lubricants, QuikSteel and K-Seal, you can keep a customer’s car working when a repair or replacement would not be cost effective or affordable.

recommend and why.

■ Explain on a customer’s invoice the products

you’ve used, and whether you would recommend that they are purchased going forward, plus the recommended frequency.

■ Have the range on display in your workshop/reception area.

■ Encourage team members to talk about these products. If they’re on display, a customer could be interested and will ask questions from the person closest to them. Every team member should be able to answer the question: what does this do? If they can’t provide all the details, at least they’ve warmed up the conversation for you.

■ Did you know that Darren Darling, founder of The DPF Doctor Network uses the JLM Lubricants’ DPF product range and toolkit in his workshop, as do his DPF Doctors from Ashington in the North East to Australia? Name dropping a fellow professional shows your customer that the products you’re recommending are trade heroes.

Of course, you can use all the promotional bells and whistles, but what really counts is the trust customers have in your recommendations. When they can see you come from a place of integrity, professionalism and time-served experience, they’ll be grateful for your advice. So, don’t be a serial underseller!

FOR MORE INFORMATION ON KALIMEX’S RANGE OF PRODUCTS, WWW.RDR.LINK /AAC032

PMM JULY/AUGUST 2021 57

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EXHAUSTS

& EMISSIONS

New technology, new problems Emissions legislation continues to drive engine hardware design and this continued evolution has generated new technologies with their own challenges. This is certainly true of Turbocharged Gasoline Direct Injection (TGDI) as Adrian Hill, Automotive Product Manager at Morris Lubricants, explains.

T

urbocharged Gasoline Direct Injection (TGDI) has been adopted by many engine manufacturers to increase performance, reduce emissions and improve fuel economy. This fuelling approach moves us away from port fuel injection (PFI) where the fuel was introduced into the intake manifold allowing a degree of pre-mixing with the air before entering the combustion chamber. With TGDI, the fuel is injected directly into the combustion chamber. This, together with a significant increase in injection pressures, produces a finer atomisation of the fuel. The combustion process is more efficient, increasing power, whilst reducing the amount of fuel used. Less fuel of course means less carbon dioxide is produced.

This improved method of fuelling has the above advantages, but also introduces a potentially disastrous side effect: LSPI or Low Speed Pre-ignition.

58 JULY/AUGUST 2021 PMM

The problem of LSPI Low Speed Pre-ignition is a phenomenon experienced by small, highly-rated petrol engines. The first cases of LSPI were believed to have occurred at least 15 years ago in a very small limited range of engine types. However, as engine sizes have decreased, gasoline direct injection, turbocharging and supercharging have been introduced to provide power and performance, which has subsequently meant the incidences of LSPI have also increased to a concerning level. So, what exactly is LSPI? Low Speed Pre-ignition is an uncontrolled combustion event. On the induction stroke of a TGDI engine, fuel (petrol) is injected directly into the combustion chamber at very high pressures, up to 2,000psi. This effectively washes the lubricant from the honing marks on the cylinder wall, creating a fuel/lubricant mixture that puddles on the crown of the piston as it moves upwards.

On the compression stroke, in the hot confines of the combustion chamber, the fuel/lubricant mixture prematurely combusts.

The piston is still being propelled upwards and at the highest point of compression, the remaining fuel/air mixture is ignited by the spark plug which forces the piston back down on the power stroke. However, this controlled pressure wave meets the uncontrolled pressure wave that had already started to move upwards. A huge amount of energy is released at the point where they meet, which can cause cracks in the piston. The size of this energy wave can vary and in some circumstances be catastrophic.

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What causes LSPI? Studies have focussed on the fuel system, the fuel, and the lubricant chemistry. Although the actual reason for this occurrence is still being investigated, it has been discovered from a lubricant chemistry perspective that calcium compounds can contribute. With this in mind, new chemistry has had to be developed that replaces longstanding calcium chemistry to help mitigate this harmful side effect.

Fitting filters The other side effect of TGDI is the introduction of Gasoline Particulate Filters (GPFs). Diesel Particulate Filters (DPFs) have been an exhaust gas aftertreatment device for over 15 years and introduced to reduce the level of harmful particulates (solid matter) getting into the atmosphere where they pose environmental and health risks.

The high level of atomisation in TGDI engines essentially increases the available surface area of the fuel, leading to the

“The introduction of new hardware (TGDI, GPF) and new challenges (LSPI) makes lubricant choice even more critical.” formation of carbon. In the same way that carbon in diesel engines (soot) passes through the exhaust system, carrying harmful byproducts of combustion, carbon generated in

TGDI engines can do the same. This has led to the introduction of GPFs to catch this carbon, to stop it entering the atmosphere.

Of course, the introduction of new hardware (TGDI, GPF) and new challenges (LSPI) makes lubricant choice even more critical. As previously mentioned, new chemistry has been developed to reduce the possibility of LSPI and new industry specifications (both international and OEM driven) are now in the marketplace. GPFs are as prone to blockage by incorrect lubricant choice as DPFs are, and therefore correct lubricant selection is of the highest importance. Correct lubricant choices will help to eliminate expensive repair bills and ensure maximum component protection.

If there is any doubt as to the type of lubricant required, always seek technical advice.

FOR MORE INFORMATION ON MORRIS LUBRICANTS, WWW.RDR.LINK /AAC033

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COMPETITION

Time to clear the AIR! Primalec, the expert air conditioning supplier, is offering you the chance to get your hands on an air purifying prize package that is ideal for ensuring your customers’ vehicles are left perfectly sanitised.

P

rimalec has been providing vehicle odour control and sanitising solutions since 2003.

The company’s Purifier ozone generator was launched in 2013 to provide an air purifying solution without the need for expensive chemical consumables.

Airco Shield Purifier can rid vehicle cabins of bad smells and germs from the air and all surfaces including the A/C evaporator chamber behind the dashboard (where germs often breed), the air channels, upholstery, carpets, seats, and even hard surfaces. The average treatment time is about 30 minutes, unattended, and is the ideal sanitising treatment before handing back the serviced or valeted vehicle to the customer.

Purifier creates ozone (O3) naturally from oxygen in the air, using a special wavelength of germicidal shortwave ultraviolet light.

Ozone is the world’s most powerful disinfectant gas. It is proven to destroy viruses, bacteria, moulds and microorganisms, the bad smells caused by those germs, as well as all the odours that build up in cars and commercial vehicles from tobacco smoke, take-away food and drink, pets and more.

As a gas, ozone has a penetrating capacity that liquids and chemicals don’t have. It goes everywhere the air circulates and leaves no residue.

Ozone is also very unstable, which is good because once its sanitising work within the closed vehicle is done, it quickly and safely breaks down in minutes back into oxygen (O2) on exposure to the air when the doors are re-opened. Purifier is designed specifically for vehicle cabins, so it will not create excess amounts of ozone that could be harmful to the operator.

WIN!

60 JULY/AUGUST 2021 PMM

chamber where germs often breed (each can will last for two to three vehicles) ■ Three Airco Refresh total release sprays – place in the vehicle, release, and close all doors and windows ■ An adjustable face shield with replaceable visor ■ 12-page infection control protocols explanatory booklet with useful tips

What can you win?

The prize package is worth almost £300 and includes: ■ The original Airco Shield Purifier ozone generating machine for a complete and thorough chemical-free purification ■ Consumer sales flyers to encourage customer take up ■ ‘Your vehicle has been Purified’ mirror tags to confirm the purification has been done ■ A 500ml Airco Shield Hand Sanitiser made from cosmetic grade ethanol, and three 250ml ethyl alcohol Surface Sanitiser sprays for door handles and other hard surfaces ■ A three-can pack of Airco Breeze Multi sprays with a 40cm application pipe to reach down the air channels into the evaporator

How do you enter?

To be in with a chance of winning this great prize, all you need to do is WWW.RDR.LINK /AAC034 and

answer the following question.

How long is the application pipe for the Airco Breeze Multi spray can?

A) 30cm B) 40cm C) 50cm Deadline for entries is 10/09/2021. T&Cs apply.

See website for details.

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COMPETITION

HEADS up!

T

he Core-Work-Signature concept, features torches and headlamps in each category that have been engineered to incorporate leading technology, features and illumination. The Core range is the foundation of the offering and is designed to appeal to those who require flawless illumination and reliability.

The Work range is configured for use in more professional settings. Rubber coverings protect against accidental drops and a shockproof front screen will protect against damage from chemical substances.

The Signature models are another level above. The P6R and P7R Signature torches feature a programmable switch that can be assigned preferred lighting functions. The P18R Signature shines with 4,500 lumens

and X-Lens technology. Thanks to Bluetooth 5.0, these headlamps can also be controlled and configured via a smartphone app.

The P-series torches and H-series headlamps from Ledlenser are proving a big hit. To celebrate, the company is putting three of its H5R Work rechargeable headlamps up for grabs!

How do you enter?

What can you win?

To be in with a chance of winning this

The Ledlenser H5R WORK rechargeable headlamp is tough, compact, features a dimming function and delivers a natural light due to its high CRI value. It is rated IP67 so protects against water and dust ingression, and is backed by a 7-year with registration warranty.

great prize, all you need to do is WWW.RDR.LINK /AAC036

and answer the following question: What is the name of the Ledlenser lighting range concept A) WORK-CORE-SIGNATURE

Check out the range at WWW.RDR.LINK /AAC035

and use discount code PMM15SAVE to save 15% off at checkout!

B) SIGNATURE-CORE-WORK C) CORE-WORK-SIGNATURE Deadline for entries is 10/09/2021. T&Cs apply.

See website for details.

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PRODUCT TEST

With help from our trusty product testers, PMM put WD-40’s Specialist Fast Release Penetrant and Flexible through their paces.

To get the full picture, the products were used in a wide variety of applications by three different technicians.

Here is how they got on...

WD-40 Flexible and Specialist Fast Release Penetrant

DES DAVIES Top Gear Motor Services To test these products, I rolled out my old MGB GT once again. As it had been in the garage for months on end, I needed to change the brake fluid, but my brake caliper and wheel cylinder bleed nipples were solid and seized with corrosion and would more than likely shear off if I attempted this. Which gave me the opportunity to try out the WD-40 Specialist Fast Release Penetrant to see how good it is.

I sprayed the bleed screws with the product, left them to soak for 30 minutes, and then reapplied them with more penetrant

62 JULY/AUGUST 2021 PMM

again, followed by another 30-minute rest period. After this, I gently slackened the screws and worked them back and forth without any damage, which saved me a lot of time and expense!

My next job was a Vauxhall Tigra 2006 with a heavily corroded exhaust system (this was an MOT fail). The front exhaust pipe had the flange bolts seized and the nuts were out of shape and corroded. I sprayed the flange bolts with the WD-40 Specialist Fast Release Penetrant and left it for around one hour. I then reapplied the product again and left it for another hour.

I attached my bolt/nut remover to the nuts and gently applied force to the ratchet, and slowly I was able to release the nuts without damage to the flange stud threads. This was one of the worst exhaust corrosion jobs I have come across, and I did not expect to remove this exhaust front pipe without any damage.

These are just two examples of the many ways I used the WD-40 products. The applications are far ranging and can be used for many problems you may come across in the workshop. I particularly liked the Flexible straw as it was great for spraying hard-toreach components, especially intake and exhaust manifold nuts and bolts.

HELEN DIXON Dixons of Pudsey The WD-40 products were used daily in the workshop, and even in an emergency situation when our roller shutter doors failed one evening whilst shutting up shop! We have found that it doesn't leave a horrible residue in places where you don’t want it. The application process on the Flexible is very precise. We found it lubricated and coated well and freed off the shutter doors without using lots of spray like other products we have used in this instance. There is also no back spray when spraying, so if you are

062_PMM_JULYAUG21_Layout 1 08/06/2021 18:21 Page 63

spraying at an awkward angle, it doesn't come back all over you and the can.

We used the Specialist Fast Release Penetrant on vintage bikes to lubricate and free components of any rust, and again, we were impressed with how quickly it worked and the coverage it gave. With any bike, the last thing you want is spray going everywhere, so the precision spray was a great asset for this application. It also works well with heat as a freeing agent, having just used it to free off the handles on some scooter panels that haven't moved in over 40 years – it worked like a dream!

These are just a couple of examples, but we also tested the products out on routine jobs in the workshop such as car exhaust bolts, suspension bolts, etc, so I could really go on all day! In conclusion, I really cannot find a bad point. I am glad we got the opportunity to test the product as it will certainly be a staple product in both home and workshop from now on!

ANTONY POWELL A P Autodiagnostics We have found the new WD-40 supplied to us proved to be better than ever! The new option to choose between a general spray or a directional straw is a big step forward from the old plastic one that always got lost, not to mention how you would spray yourself whilst fitting it every time. The flexible straw means you can use it to hit the exact spot in the most awkward places, coupled with a can that sprays in any position, so I was very pleased

with these developments.

The Multi-Use solution itself is as it has always been, a good, all-round general lubricating/freeing agent with the added benefit of being a water dispersant.

As my company specialises in removal, I used the WD-40 Specialist Fast Release Penetrant on both seized glow plugs and seized injectors on many occasions; the oil penetrated to a good depth and provided both lubrication and rust penetration.

Looking on the WD-40 website, it’s clear the company has expanded its range over the years and now offer much more than just the original lubricant – take a look, it’s well worth it!

Just one last question for WD-40...can we have the Flexible on all cans, please?

TO FIND OUT MORE ABOUT THESE PRODUCTS, WWW.RDR.LINK /AAC037

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WHAT’S NEW?

■ PLIERS WRENCH SETS KNIPEX has released two pliers wrench sets – medium and large – alongside the popular extra large set, all stored safely in a practical, hardwearing, fabric tool roll which can be attached with a hookand-loop fastener.

There are now three pliers wrench sets available, each holding pliers wrenches in different sizes with slim, plastic-coated handles. Medium (00 19 55 S6) has three tools in 125, 180 and 250mm lengths, Large (00 19 55 S7) contains tools in lengths of 150, 250 and 300mm, and Extra Large (00 19 55 S4) is equipped with five pliers wrenches in 125, 150, 180, 250 and 300mm lengths.

■ BATTERY BANK CHARGER STATION Draper Tools has introduced a 6V/12V 3 Bank Charger Station that is microprocessor controlled and has the capacity to charge and maintain three vehicle batteries simultaneously. It is a fully automatic smart charger, capable of continuously monitoring and reacting to battery condition to prevent overcharging, reverse polarity and short circuits. It comes fitted with lead connectors and supplied with terminal rings and alligator clips. The product is also compatible with all AGM and VRLA flooded batteries.

WWW.RDR.LINK /AAC038

WWW.RDR.LINK /AAC040

READER OFFER

■ DIAGNOSTIC DEVICE A diagnostic device has been released by manufacturer BossComm. Featuring professional diagnostic and autorepair functions built into an 8" Android powered tablet, this midrange device can read/clear fault codes, read live data, perform actuations, incorporates module coding and can program keys.

As an exclusive launch offer, PMM readers can qualify for 10% off using voucher code PMM10!

WWW.RDR.LINK /AAC041

■ COMPACT DIAGNOSTIC DEVICE

■ LOCKING WHEEL NUT REMOVER KIT

The X-431 Euro Mini, introduced by Launch UK, is a compact device that enables technicians to carry out actuation tests, coding, service resets and vehicle coverage enquiries.

The recently released locking wheel nut remover kit from Laser Tools (part number 8109) lets you remove a locking wheel nut in minutes, without damaging the wheel.

The device also performs DTC reading using Google search, and has an integrated translation function to remove any barriers around various languages. Thanks to the Android 7.0 operating system, diagnostic reports can be printed using the Launch Mini printer.

The tool has visual benefits too, as it features a user-friendly interface, including all commonly used functions in one screen. As well as this, all data is available in different formats including diagrams and data recording, providing technicians with an excess of data visuals.

WWW.RDR.LINK /AAC039

64 JULY/AUGUST 2021 PMM

There are a number of different types of locking wheel nut remover in the kit, all designed to work with the tool and impact driver, and covers most types of locking wheel nut. Additionally, special adaptors are available for Jaguar (part number 8113) and Range Rover (part number 8114).

WWW.RDR.LINK /AAC042

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■ HAND TOOL PROMOTION

■ PORTABLE UV LED CURING SYSTEM Repair garages and bodyshops can benefit from the flexibility and rapid curing made possible by a portable device from UV LED specialist Integration Technology.

With an output of 500mW/cm², the AC-500 UV system is said to be the highest power batteryoperated device on the market and offers a faster and safer instant curing process across a greater area. Holding the unit 15cm away from the surface enables operators to cure an area of 500cm² in a fraction of the time offered by legacy infra-red heat lamp solutions.

Weighing just 1.87kg, AC-500 is cable free and simple to operate. It also comes with a storage case, safety goggles, charger and twin removable DeWalt® 1.5 Ah batteries for 20-minute continuous run time. Larger commercially available batteries enable longer running for higher volume applications.

WWW.RDR.LINK /AAC043

■ EV CHARGING CABLES Delphi Technologies is making it easier for electric vehicle (EV) owners to charge their car with the availability of Mode 2 charging cables that connect directly to the existing electrical infrastructure.

Compatible with any domestic mains socket, the Mode 2 charging cables provide a safe, alternative charging option at home or away. The cables are ideal for PHEV (Plug-in Hybrid Electric Vehicle) or EV drivers who have short commutes of circa 30-40 miles-per-day and overnight charging.

As with other Mode 2 charging cables, the recently released versions use an In-Cable Control and Protection Device (IC-CPD) to reportedly guarantee safe charging when connected to a household plug socket.

The IC-CPD is durable enough to handle whatever nature throws at it and is designed to last over 10,000 mating cycles – which equates to a service life of nine years if used three times a day.

WWW.RDR.LINK /AAC044

Sealey’s Summer 2021 Promotion has over 700 products, 92 of which are new. Alongside the promotion, there is a new competition where entrants could be in with the chance of winning up to £500 worth of hand tools of their choice. Both the competition and the promotion are valid until 30th September 2021.

The promotion also showcases products from the company’s Worksafe range, such as wireless electronic ear defenders (9420), featuring builtin wireless technology, deluxe face shield (SSP80) and a full range of BS EN ISO 7010 compliant safety signs.

WWW.RDR.LINK /AAC045

■ WATER PUMP RANGE EXTENSION One of the recently released references from Airtex is a water pump kit (WPK-168301) that covers Volvo applications, including the C30, S40, S60, S80, V40, V50, V60, V70, XC60, XC70 and XC90. It consists of a water pump, timing belt, idler and tensioner pulley.

The company has also introduced a kit (WPK-167802) for multiple manufacturer applications, covering vehicles by Citroën (Berlingo, C3, C4, C5), Ford (C-Max, Focus , Mondeo Tourneo, Transit), Mazda (2, 3, 5), Peugeot (Partner, 207, 308, 508, 3008 ,5008) and Volvo (S40, S60, V40, V60,V70).

WWW.RDR.LINK /AAC046

■ HEADLAMP BULBS The upgraded headlamp bulbs, Night Breaker 200 from OSRAM, provide motorists with a halogen upgrade bulb that significantly improves road illumination and safety. The bulbs are up to three times brighter and provide up to 20% whiter light than required by law. The light beam extends up to 150m and the strong luminosity of the bulb provides improved, wider visibility.

The Night Breaker 200 is available now as an H4 and H7 ECE bulb type.

WWW.RDR.LINK /AAC047

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ADVERTISEMENT INDEX

AC Tronics Ltd ...................................................... (page 29)

Meyle UK Ltd ...................................................... (page 18)

Apec ...................................................................... (page 44)

Millers Oils ............................................................ (page 54)

Autowave ................................................................ (page 7)

MS Motor Service ................................................ (page 23)

Bartec Auto ID Ltd ................................................ (page39)

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

Continental Automotive Trading Ltd .................... (page 47)

Polybush ................................................................ (page 61)

Energizer Group Ltd .............................................. (page 29)

Powerprobe ............................................................ (page 63)

FAI Automotives PLC .......................................... (page 50)

Primalec .................................................. (inside back cover)

Gates Power Transmission .................................... (page 24)

rdr.link .................................................................... (page 63)

Jack Sealey Ltd ...................................................... (page 11)

Robert Bosch Ltd .............................................. (back cover)

Juratek Ltd ............................................................ (page 53)

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

Jurid ...................................................................... (page 15)

Shaftec Automotive Components Ltd .................. (page 49)

Kalimex Ltd .......................................................... (page 21)

SIP Industrial ........................................................ (page 59)

Kalimex Ltd .......................................................... (page 41)

Varta ...................................................................... (page 35)

Klarius .................................................................... (page 9)

WD-40 Company Ltd ............................................ (page 27)

Liqui-Moly ............................................................ (page 30)

Witham Oil and Paint Soham Ltd ........................ (page 33)

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