Professional Motor Mechanic July/August 2023

PMM

IGA JOINS THE MECHANEX SEMINAR LINE UP

WORKING SAFELY WITH TWO POST LIFTS

EV CHARGING EXPLORED AND EXPLAINED BY TOM DENTON

HOW CAN ENGINE OIL REDUCE EMISSIONS?

COMMON DIAGNOSTIC TECHNOLOGIES EXPLAINED

DES DAVIES TESTS THE DURAGUNPRO

ENTER THE CPD ZONE!

YOU COULD EARN ONE CPD CREDIT THIS MONTH

Let’s get technical

INSTALLATION TIPS ON CLUTCHES & ABS SENSORS

BEST PRACTICE ON CATALYTIC CONVERTERS & THERMAL MANAGEMENT SYSTEMS

COMMON FAULTS WITH COMMON RAIL INJECTORS, FORD FOCUS SUSPENSION & VAUXHALL TIMING BELTS

15 TECHNICALLY SPEAKING

Join PMM’s expert diagnostics troubleshooter Ben Johnson in getting to the bottom of why a BMW F15 X5’s BDC failed. Follow along to find out how you could save your customers time and hassle.

32 VISUAL LEARNING

Niterra, owner of the NGK and NTK brands, has launched an online training portal which includes over 270 technical training videos. 38 EMISSIONS MISSION

With the environment a constant hot topic within the industry and beyond, how could engine oil play a role in reducing emissions? Adrian Hill from Morris Lubricants is here to answer.

48 STRUGGLING TO COOL DOWN?

In this month’s A/C & Thermal Management feature, Febi discusses two problems with vehicle cooling; the coolant expansion tank and engine oil cooler.

50-53 TYRES, WHEELS & ALIGNMENT

57-61 TOOLS & GARAGE EQUIPMENT

Editor KIERAN NEE

News and Products Editor

FREYA COLEMAN

Digital Manager

KELLY NEWSTEAD

Group Manager

ROBERT GILHAM

Account Manager

ALEX DILLEIGH

Magazine Designer

GEMMA WATSON

Group Production Manager

CAROL PADGETT

Production Assistant

CLAIRE SWENDELL

Distribution Manager

KARL CLARK

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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.

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Copyright © 2023

Self-diagnosing cars?

Ididn’t want to write about it, but try as hard as I might, at the moment there is nothing else being talked about other than the rise of AI and what effect that might have on jobs, day-today life and society itself. It’s unlikely that this won’t still be the case by the time you’re reading this, and to be honest, it feels like AI and self-learning technology will come to dominate our lives in coming years. How this will play out, rather than if, is the real question.

So, leaving some of the more far-reaching debates to one side for the moment, and momentarily ignoring the fact that editors and writers are probably number one on the AI firing line, I thought it might be worth having a think about how it might affect the aftermarket. There are a couple of important things to take into account here, or rather, one major thing: the role of the vehicle manufacturers.

There is little doubt that the introduction of AI into car repair will be at the behest and under the control of the VMs. I don’t think it’s difficult to envisage a system in which algorithms charting a driver’s performance, and modulating the vehicle to best match that driver, are so integrated into a vehicle that there are sufficient grounds to argue that only the franchised dealer will be able to repair that car. AI can learn so much about you simply by accompanying you on your journeys that GDPR will probably limit who (or what) is able to deal with the mass of data you have generated.

But let’s imagine, for a second, an alternative option, one in which AI is built into aftermarket tools and could potentially help independent workshops. There aren’t many areas that lend themselves to self-learning and mass data when it comes to the repair, rather than the manufacture of cars. Most aspects, including servicing and replacing parts, come down to combining quality control, process and delicacy of touch so as not to cause any further problems. I’m simplifying things here, but my point is that these are the very features of human beings that AI and robots are worst at. So could AI have a part to play in the garage?

Well, what about in diagnostics? Is it inconceivable that an AI program could diagnose vehicle faults quicker than a human? To my mind (and here I am probably showing my lack of experience with both diagnostics and AI), an AI program which has seen millions of cars, with hundreds of thousands of faults, with thousands of causes and hundreds of correlations, could potentially find and diagnose a vehicle fault without even needing the fault codes.

Do I believe this could potentially become a reality, simplifying life for overworked workshops and reducing costs for drivers? I believe a number of factors will prevent the widespread adoption of this kind of AI-powered diagnostics for years to come. These include the fragmented nature of vehicle repair (different VMs, different regulations from country to country, different players acting with opposing motives), reluctance on the part of the aftermarket (perhaps with good reason) and, lastly, because as our troubleshooters prove each month, there will always be certain problems that require a certain level of artistry and innovation to solve. AI, I fear, will be the death of both.

PMM NEWS

NEWSIN BRIEF

■ VLSCELEBRATES MILESTONE

At Automechanika in Birmingham, the Verification of Lubricant Specifications (VLS), celebrated 10 years of upholding standards in the lubricants industry, providing a means to impartially verify lubricant specifications.

■ ENTRIES OPEN FORBLEND

2023 Ahead of the annual conference and networking event for independent garage owners taking place in Birmingham on the 7th of October, entries are open for Blend 2023 and can be submitted online.

■ MAVERICK BLOG NUMBER ONE

The diagnostic specialist’s blog has been named as the best around by Feedspot, a popular RSS feed reader. The blog aims to provide knowledge on diagnostics, tools and technologies as well as humaninterest stories and news.

■ MOTOR OMBUDSMAN EXPANDS

To celebrate 15 years of its service and repair code, the Motor Ombudsman is expanding to cover mobile technicians, tyre fitters and smart repairers.

with Freya Coleman

IGA responds to MVBEO draft consultation

The Independent Garage Association has submitted a response on behalf of members to the latest round of consultation on the UK replacement for the Motor Vehicle Block Exemption Regulation, legislation that ensures the aftermarket is on level footing to compete with dealers.

Stuart James, IGA chief executive comments: “There is a great deal to welcome in the new order. We are reassured that the MVBEO is, by and large, aligned to the needs of the British consumer and the UK motor vehicle sector. The new legislation will include greater clarity for consumers around warranty restrictions, and protect their freedom of choice in terms of vehicle service, maintenance and repair during the vehicle manufacturers’ warranty period.

“The order also gives guidance on parts and supplier agreements which will protect the ability of independent garages to offer a quality service to the customer.

“We would have liked to have seen more clarity and reach within the CMA guidance document on the topics of access to in-vehicle data and access for independent operators to connected vehicle communications. These have the potential to mislead motorists into thinking they must take their vehicle into the authorised repair network, an important issue which we would like to see given further attention.

“Given the pace of technological advancements of motor vehicles in recent years, we are also urging the government to commit to an interim review of the MVBEO after three years, to ensure that the terminologies remain relevant and the MVBEO is operating as anticipated.”

Battery electric boost

The SMMT has reported that drivers in Britain have seen their choice of battery electric car models quadruple in the past five years as manufacturers commit to delivering the UK’s ambition of being the first major car market to go zero emission.

There are now around 80 options available across every vehicle segment, compared with just 21 in 2018. As result, almost one in four car models is available as a battery electric vehicle (BEV).

The vast variety of options has inspired more than three quarters of a million drivers to make the switch, with new BEV registrations up by more than a quarter (25.6 per cent) from this time last year.

Manufacturers continue to invest billions in both bringing new EVs to market and building them in Britain, with the choice available in showrooms today the outcome of long-term commitments and delivered despite the dramatic global economic challenges of the past three years. Could this be this push independent garages need to start shifting into gear for an electric vehicle future?

Stuart James, IGA Chief Executive

FOR UP-TO-DATE NEWS, SIGN UP FOR THE WEEKLY E-NEWSLETTER AT WWW.RDR.UK/AAZ029

Trends for success

In the most recent episode of the PMM podcast titled “striving for success”, we invited Alex Lindley down to our studio to discuss the Garage Industry Trends data platform which recently collected and released data from all the MOTs done in the UK in 2021.

Listen to what Alex had to say on topics such as the effect the Covid pandemic has had on MOT trends, the six-month extension

To the rescue

Servicesure Autocentres partnered with Recharge Rescue, an insured product specifically designed for EV drivers providing 24/7 emergency roadside charging.

Servicesure is a network of more than 600 and since March 2022, the program has run EVsure, an add-on for its members who are accredited to IMI Techsafe Level 3 that offers a range of useful benefits for garages that work on EVs. Recharge Rescue was identified by the Servicesure team as a product that fitted perfectly into their EVsure ecosystem,

NEWSIN NUMBERS

1 in 10

on MOTs by the government shifting MOT fluctuations. Also, we discuss the recent government consultation gathering opinions on test frequency, Alex commented “when you actually look at that data, EVs fail more than petrols”, especially on tyres, fuelling his view that extending the first MOT period to four years would be a worry for electric vehicles.

With an idea of overarching trends in the industry, you’ll be in a better position to take advantage of those trends and better understand the vehicles coming through the door. For example, Alex commented that even though when we were recording back in March garages were really busy, “what’s going to be interesting to see over the next few weeks is how much that demand helps combat the dip in future demand” and this dip came like clockwork – this kind of insight could really help garages strive for success! Scan the above QR code to listen.

cars that passed their annual MOT test should have failed, according to the DVSA’s latest MOT compliancy survey 2021-2022.

£

937 million

how much local authorities in England and Wales spent on fixing more than 1.4 million potholes.

36:1

the average ratio of plug-in cars registered as ‘on the road’ at the end of 2022, compared with the number of standard charging points, according to the Department for Transport.

106k

ADAS qualified technicians needed by 2030, compared to the 3,000 currently qualified to level 2 or above. This is according to a recent report from the IMI.

providing customers with the reassurance that should something go wrong – and they find themselves out of charge on the road –they could rely on a 24/7 service with mobile EV charging units that will attend, charge, and get them back on their journey.

In pictures: PMM’s Freya Coleman attended the Chesham Italian Automoto Festival, seen here pictured next to a classic Fiat 500 – one of the many cars on show up and down the high street.

YOU ARE NOW ENTERING

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Continuing professional development (CPD) can be broadly defined as any type of learning you undertake which increases your knowledge, understanding and experience of a subject area and your role within it. To help professionals to better document and prove this process, our new CPD Zone features articles that have been checked, verified and accredited by a thirdparty specialist organisation.

The content within the CPD Zone will provide you with 1 CPD Credit, or 1 hour’s worth of continuous professional development.

Once you have read through the articles contained within, you will be able to scan the QR code at the end of the last article. This will provide you with a downloadable certificate, personalised to you. This can then be used as part of your ongoing CPD record, as needed to satisfy various organisations and schemes. Regular readers of PMM, therefore, could earn 11 CPD points just by reading the magazine each month.

DO NOT SCAN THE QR CODE UNLESS YOU HAVE READ ALL OF THE CONTENT WITHIN THIS SECTION!

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HOW TO

Replace the clutch on a 2013 Audi A1 1.6 TDI

In this month’s Schaeffler LuK Clutch Clinic, REPXPERT Alistair Mason is investigating a clutch fault on a 2013 Audi A1 1.6 TDI that has covered more than 45,000 miles.

Vehicle Information

Manufacturer: Audi

Model: A1

Year: 2013

Engine 1.6 TDI

Mileage: 45,000

The car was booked in to investigate clutch slip and a short test drive confirmed the problem, so the customer was advised clutch replacement was required and their authorisation was given for the repair.

The scheduled repair time for this job is 5.6 hours.

Gearbox removal

If the vehicle has locking wheel nuts, ensure the bolt key is located before starting the repair, then with the vehicle at ground level, but placed on the vehicle lift, disconnect the

battery earth lead that is located in the boot (do not close the boot as it has an electric boot catch). Slacken the bolts of both front wheels, then open the bonnet and remove the engine cover, air filter/box assembly and release the battery connection box (Fig.1), as this gives access to the top of the gearbox and its mounting.

Disconnect the gear change cables and stow them in the bulkhead area, then remove the gear cable retaining bracket, disconnect the electrical multi plug on the starter motor, and the wiring to the starter motor solenoid, as well as the multiplugs for the reverse light switch and the gear recognition switch (Fig.2).

Remove the upper bell housing bolts and the upper starter motor bolt, clamp the flexible part of the hydraulic clutch pipe and then remove the clutch pipe from the concentric slave cylinder (CSC) by releasing the retaining clip and easing the connection apart.

Before refitting the gearbox, ensure all wiring etc. is clear of the bell housing area so it doesn’t get trapped.

the exhaust rubber mounts. Support the subframe with a transmission jack, remove the subframe retaining bolts and then carefully lower the subframe (Fig.4) and stow it safely. This gives good access to the lower gearbox area and aids the removal and refitting of the gearbox.

Unbolt the inner driveshaft joints and ease the driveshafts out of the way. Remove the lower starter motor bolt and the starter motor, disconnect and remove the air charge hose assembly (Fig.5), followed by the lower bell housing bolts, but leaving two easily accessible bolts to support the gearbox. Support the engine using a transmission jack or a large axle stand and support the gearbox with a second transmission jack, and with the aid of a step ladder, access the engine bay and remove the upper gearbox mounting. Then lower the engine and gearbox slightly, remove the easily accessible bell housing bolts and ease the gearbox away from the engine. When the gearbox input shaft is clear of the clutch, lower the transmission jack and remove the gearbox.

Clutch replacement

Remove the clutch assembly from the flywheel and inspect the back of the engine for any leaks that could contaminate the new clutch, then using a piece of emory cloth, rub

off the glaze from the flywheel face (Fig.6) and then clean the back of the engine and flywheel with brake and clutch dust cleaner. Replace the CSC in the gearbox bell housing by removing the three retaining bolts and easing it off the gearbox input shaft. Wash the old clutch dust out of the bell housing using brake and clutch dust cleaner, and carefully install the new CSC, securing it with the retaining bolts, and torque to the manufacturer’s specification.

Apply a light smear of high melting point grease to the splines of the input shaft and mount the new clutch plate onto the input shaft. This will confirm the clutch plate is

clutch pressure plate and secure. Mount the clutch assembly onto the flywheel, insert all the clutch bolts and then tighten and torque in an even and sequential process, and once torqued, remove the clutch alignment tool.

Before refitting the gearbox, ensure all wiring etc. is clear of the bell housing area so it doesn’t get trapped. Check the gearbox alignment dowels are fitted to the engine and that the release mechanism in the gearbox is fitted and functioning correctly.

Gearbox Replacement

Place the gearbox on the transmission jack, bring the gearbox close to the engine, ease the gearbox into position and ensure it locates on the alignment dowels. When in position, fit two easily accessible bell housing bolts and tighten.

Refit all other components in reverse order of removal and torque all bolts to the manufacturer’s specification.

After the battery lead has been reconnected, reset all electrical consumers and carry out a full road test to ensure that the repair has been successfully completed. WANT

PMM THE PODCAST

WHAT DO CHANGING A BATTERY, CHANGING A BABY (JUST THE NAPPY) AND CHANGING YOUR MORNING RADIO STATION ALL HAVE IN COMMON?

THEY OFFER THE PERFECT OPPORTUNITY TO LISTEN TO THE PROFESSIONAL MOTOR MECHANIC PODCAST WITH KIERAN NEE.

HEAR ADVICE ON PRICING JOBS, MANAGING PARTS SUPPLY, ELECTRIFICATION, RECRUITMENT AND MUCH MORE.

TROUBLESHOOTER

Why did the BMW F15 X5’s BDC fail?

PMM ’s expert diagnostics troubleshooter Ben Johnson wonders whether a simple battery replacement could have saved a customer a lot of money and hassle.

Arather sorry looking X5 was dragged into the workshop recently on dollies since the owner had reported that when attempting to start the vehicle all he got was a load of warning lights and check control messages – what these car forum types call “the trifecta”.

Once safely in the wash bay, where we stash most of our, shall we say, “problem cases”, I set to work trying to figure out what had gone on. The first thing I noticed was that the ignition came on and that was about it. No head unit, no air conditioning and not much else seemed to be switching on. The first thing that was obvious was the

screaming of the cooling fan on full speed which usually indicates a catastrophic failure of some kind. It reminded me of my own car – the BMW i3 that suffered from a PT-CAN failure (see last month’s issue). I felt a warm glow inside that perhaps it might only be a bad wire – wishful thinking on my part!

As with any fault find the first step is to gather evidence – this evidence was straightforward: the car had some serious electrical problems. At this stage, the PTCAN was going through my mind: Rodent damage? Hardware failure? Trying not to speculate, I plugged in the BMW proprietary ISTA diagnostic tool and got absolutely nothing. It was clear that although the ignition was coming on, Terminal 15 wasn’t. Entering the chassis number on BMW vehicles allows the tester to communicate on K-Line in the event of a Terminal 15 failure but in this case, it was having none of it.

Obtaining the fault codes

With no way to read fault codes I had absolutely no idea what the problem might be since not knowing why there was no communication to ISTA was one thing but what was causing that was another. Plugging in Autologic showed the same results so I knew that the cause of this comms issue was a current fault with the car and not a tester issue but it’s always worth a try to test some other method of retrieving fault codes just in case one gets through.

I had thought immediately that the BDC –Body Domain Controller might be faulty since this is the gateway of the vehicle and as a gateway, if it fails nothing will be able to interact. So that means no ethernet, flexray, CAN (body, chassis nor powertrain) can talk to each other. With these critical systems not functioning it isn’t surprising to see “the trifecta”.

Testing shorts to ground

The BDC houses all of the terminating resistors for the various networks, including the diagnostic socket. The BMW EOBD connector, like most cars, allows communication to the BDC via pins 6 and 14. As this is just a line direct to the BDC and not to the CAN itself, it is not suitable as a diagnostic aid to assess the condition of the CAN, whether that be K or PT-CAN since the diagnostic socket has a resistor soldered into the wiring harness close to the diagnostic socket and the other is in the BDC itself. So, the diagnostic plug has a mini “main line” to the BDC; of course, there are no branch nodes running from this wire. I tested 60 Ohms so that proved to me that the diagnostic socket and the BDC resistors were intact. I tested for shorts to ground and power and found none but I also found zero volts on the CAN high and low – a serious problem!

I climbed into the back seat and reached over to the false floor. The boot lid was inoperative owing to the electrical problems so I popped out the false floor and checked both

low voltage batteries – surprisingly the main battery was being charged at 14.5 V by the DC/DC converter so the high voltage side was working normally – very strange, I thought.

One thing that made me strongly suspect that I was dealing with a BDC issue was when I decided to remove the integrated head unit high/IHKA panel. I decided to start with the one common denominator which in this case was the non-illuminating IHKA panel. I figured that If I could find no voltage on terminal 15 to this unit then I could trace it back to its source, maybe a relay or a fuse.

Removing the unit is a two-minute job so it seemed easier to do that than to check the fuse. I actually found out that there is no terminal 15 at all, only a ground and one terminal 30 supply. With these confirmed as okay I changed tack and whipped off the passenger footwell trim to access the BDC. Nothing really stood out, no external relays, no external signs of anything wrong.

Time for a hard reset

With no idea what to test next to just be able to retrieve fault codes I made a decision to deenergise the high voltage system and perform a hard reset. Once I had confirmed that the DC DC converter had stopped providing charge to the low voltage battery, I removed both the positive and negative terminals, made sure no external battery support was connected and joined them together for five minutes. Luckily this handy trick did the job by discharging the capacitance of the BDC. Upon refitting the battery terminal shoes I noticed that not only had the cooling fan stopped screaming but also the forum favourite “trifecta” had disappeared. Popping off the dollies I was able to drive the car out, round the car park and back inside again. Knowing that cars don’t fix themselves I plugged in ISTA and, not surprisingly, the car communicated immediately with the tester. Once I had got into the car I printed off probably the largest number of fault codes

Body domain controller in the front right footwell

ISTA displaying black instead of the usual green control unit tree – a sign that all is not well

that I have ever seen.

Printing out 8 pages of faults was not out of the ordinary when faced with a failed BDC but what perplexed me, as always, is why did it fail?

Looking on the ETK it seems that quite a few versions of the BDC have been manufactured since 2017, when this X5 was produced so I decided to order a new BDC but still I wanted to find out if there was something in this X5 that had triggered the failure. The only thing that popped out was when testing the 900 Amp CCA battery – it tested as having only 60 Amps’ charge in it. This was changed to a new battery right away. Once the new BDC came it was left to be programmed which took hours to do but seemed to eventually bring the car back to some semblance of normality.

So back to the customer the X5 went with no “trifecta” and under its own steam. Funnily enough, upon picking up the vehicle, the customer mentioned that the car had been

complaining about the battery charge for some time yet they failed to bring the car to us for what may have been a simple battery change and registration. Who knows, it might have even prevented this costly BDC failure.

COMMON FAULTS

Common rail injector failure: Common causes and signs

With multiple injections during a combustion cycle, sub-micron tolerances and operating pressures of over 2,000 bar, today’s common rail injectors are having to work harder, making them more susceptible to wear and tear. Carwood, explains how to troubleshoot failures.

Why do common rail injectors fail?

Whilst modern systems are built to last, they’re vulnerable to issues such as:

■ Particle contamination: particles, often invisible to the naked eye, can pass

■ Heat soak: fuel left in the injector after engine shut down, will be ‘baked’ onto it by the residual heat. Over time, these deposits can build up and clog the fuel injectors, disturbing both the quantity and timing of injection.

■ Poor installation: problems such as

up clogging the injectors too.

■ Broken or leaking fuel injector: on rare occasions the nozzle and/or capnut can crack or break. Engine heat can also make the orings brittle and crack, which then causes the injector to leak, hampering delivery of the fuel-air mixture to the engine. Faulty ECU: if there’s a problem with the vehicle’s ECU, then it may not be able to tell the fuel injectors how to properly mix and deliver the air and fuel to the combustion chamber. Whilst this is not directly attributable to the injector, it can cause similar issues. On some applications the injector drive circuit inside the ECU can fail and cause a short to ground, therefore damaging the injector solenoid.

Key signs of a faulty common rail injector

A failing fuel injector will almost certainly impact the vehicle’s drivability, emissions and/or fuel economy. Key symptoms include:

Check engine light: a fault in any one of the injectors or fuel system can trigger the engine management light to come on.

Engine knock: an audible knocking sound from the engine bay, indicates that the timing of the combustion process is off, causing premature detonations.

Carbonised injector

Corroded injector

■ Rough running: if the vehicle is not getting enough, or an uneven supply of fuel, the RPM while idling will drop, resulting in rough idle. If the RPM gets too low, the vehicle may stall.

■ Engine misfire: similarly, if the engine is not getting enough fuel, then the cylinders may not be able to provide sufficient power, causing it to misfire, and/or sluggish acceleration.

■ Engine surge: a faulty injector may also supply too much fuel, causing the engine to surge and slow acceleration – in this instance the engine revs will continuously change under constant load.

■ A fuel leak: physical damage to the injector will likely result in a leak – a quick visual check will reveal fuel on either the injector or the fuel rail. Over time, there may be a hardened black substance near the injectors.

■ Smell: you may also notice a diesel smell from a leak or a stuck open injector. A microbial infestation may also give off a rotten egg smell.

■ Poor fuel economy: if the engine is not getting the right amount of fuel for

combustion, then the ECU will step in and supply more – this causes the engine to run rich, wasting unnecessary fuel.

■ Exhaust smoke: a bad injector can also cause an uneven or incomplete fuel burn, resulting in increased emissions and visible exhaust smoke. Drivers will notice either black or white smoke, depending on the injector failure mode.

How to diagnose a common rail injector fault

If you or your customer notice any of the above, and you suspect the injector is to blame, then some simple diagnostic checks will help pinpoint the root cause:

■ Identify the fault code: although the check engine light could be triggered by any number of causes, the first step is to plug in an OBD diagnostic scan tool to confirm the fault code.

■ Check the injectors: If the scan tool brings up a fuel injection system fault code such as uneven combustion, unstable idle speed, maximum fuel injector trim deviation reached, low rail pressure, injector short circuit, injector learn error, then check the injectors back leak flow to confirm which injector(s) is at fault.

■ Check rail pressure: test the pressure of the common rail pump using an EOBD tool or dedicated sealed rail diagnostic kit during engine cranking. If the pressure differs from what it should be for that vehicle, then the pump could be at fault. In this instance further diagnostics will be required to confirm if this is a mechanical or electrical issue.

■ Test the injectors electrical functionality:

■ For a typical DC wound coil (Delphi, Denso and some Bosch) use a multimeter to test the resistance of the injector’s electrical integrity. A ground to earth check can be performed to check for coil breakdown with more comprehensive diagnostic tools.

■ For piezoelectric (Continental and some Bosch), specialist hardware will be required to electrically diagnose the solenoid

Following the above will help you to streamline the diagnosis process, saving you and your customer time and money, whilst still ensuring a best-practice injector service.

TROUBLESHOOTER

Mini EML warning light fault

Opus IVS, a provider of diagnostics solutions backed by OE master technicians, explains a problem documented for the N12 engine used on 2006 to 2013 second generation Minis, in which the EML warning light shows.

The fault presents with the engine management warning light illuminated and fault code 2968 stored in the digital motor electronics (DME) from the inlet camshaft sensor. This fault can have many possible sensor-related causes. These include a faulty part, an incorrect part being fitted, faulty wiring as well as sensor corrosion or damage. It may also indicate a DME internal fault or an inoperative inlet VANOS unit.

The valve gear on the N12 engine is equipped with variable camshaft timing control for the inlet and exhaust camshafts (also known as double VANOS). Both camshaft sensors record camshaft adjustment, via a sensor wheel fixed to the camshaft.

The camshaft sensor works according to the hall effect. Voltage is supplied to the sensor by the DME with 5 volts and ground. The sensor then returns a digital signal via the signal line back to the DME (Fig.1).

To begin, start by swapping over the inlet camshaft sensor with the exhaust camshaft sensor – they are the exact same part so this is often a very quick task. The fault migrates to the exhaust camshaft then replace the sensor (Fig.2).

If the fault stays on the inlet camshaft sensor then proceed to check the wiring. You will need a 5 V feed, ground and an intact signal wire between the inlet camshaft sensor and the DME to prove the 5 V supplyand earth is being provided by the DME (Fig.3).

Next, check the signal pattern with an oscilloscope. A signal indicates that the sensor is working whilst scoping at the DME end will also check the integrity of the signal line (Fig.4).

Camshaft sensor

The signals in Fig.4 are correct, from a verified N12 running engine. Both the intake and exhaust camshaft sensors should have an identical scope pattern, just at different positions on the screen. The Opus IVS 360 live support team has seen cases where nonOE or used camshafts have been fitted. When doing so, you must make sure the camshaft is an exact match for the part removed.

Fig.5 shows the scope trace from an N12

where an incorrect inlet camshaft was fitted. We can see that with this alternative aftermarket part fitted, the inlet camshaft sensor signal has four phases compared to the image on the known good engine with only three.

By scoping the inlet camshaft sensor and exhaust camshaft sensor, along with the crankshaft sensor, the timing of the engine can be checked non-intrusively too using phase rulers and graph rulers as shown.

Mini N12 EML light on - FC 2968 Inlet Camshaft Sensor Signal

E V

CHARGING PORTS

The charging port is where you plug in the cable that connects to the mains or to a dedicated charger. It may be under what looks like a fuel filler flap or behind the manufacturers’ badge. There are several types but two plug/socket designs are now most common.

CHARGING METHODS

There are several ways to charge EVs, including AC (alternating current) and DC (direct current) charging methods:

Domestic Socket Charging (AC): This method involves plugging the EV into a standard household socket using a portable charger. Advantages include accessibility and costeffectiveness, as most homes already have AC outlets. However, it is the slowest charging option, typically providing 2-3 kW of power, and may not be suitable for longrange EVs. This is sometimes known as a trickle charge.

Dedicated Home Charging Point (AC): This involves installing a dedicated EV charging unit at home, also known as a home wall box charger. It provides faster charging speeds

(typically 7-22 kW) compared to a domestic socket. Advantages include convenience and faster charging times. Disadvantages may include the cost of installation.

Workplace Charging (AC): Many workplaces in the UK provide charging facilities for employees. These chargers are typically similar to dedicated home charging points, offering charging speeds between 7-22 kW.

Public Charging Points (AC and DC):

Public charging infrastructure is expanding across the UK, offering various charging speeds and connection types. Public AC chargers typically range from 3.722 kW, while DC chargers can provide higher power levels, commonly in the range of 50-150 kW, or even up to 350 kW for some rapid chargers.

Rapid chargers are high-power DC units. They can deliver power levels of 50 kW or higher, allowing for faster charging times, typically ranging from 30 minutes to an hour, depending on the battery capacity. The advantage is the ability to rapidly charge the vehicle during long journeys. However, rapid charging

may be more expensive compared to slower charging options, and frequent use of rapid chargers may slightly reduce battery lifespan.

Note, a key point about EV charging is that it is always set by the vehicle but this is then limited by the charger. The rate of charging can never exceed what the charger can supply, but the vehicle can ‘choose’ a slower method than what is available –an issue that catches out some EV drivers if they have set a slow rate via the driver interface by mistake.

DEVELOPMENTS

EV charging infrastructure is continually evolving, and new technologies and charging speeds are being introduced. The UK government and private organisations are investing in expanding the charging network to meet the growing demand for electric vehicles.

FIG.2 AC or DC charging port on a Volkswagen

*becoming available at the time of writing but not in common use, and not suitable for many cars

FIG.1 AC only EV charging port on a BMW

A ‘lack of public charging’ is often stated as the reason many people will not yet buy an EV, so let’s explore the topic and clear up some myths doing the rounds.

HOW TO Replace an ABS Sensor

Delphi Technologies, a brand of BorgWarner, has supplied this step-by-step ABS sensor replacement guide courtesy of its Masters of Motion hub for independent garage technicians.

The ABS sensor, sometimes referred to as the wheel speed sensor, monitors the wheel’s speed and rotation to prevent the brakes from locking. The wheel speed data is used to determine when to activate the ABS and how much pressure it should safely apply to stop the vehicle without locking up the brakes. The wheel speed information is also provided to other systems (engine, transmission, navigation, and chassis control systems) via data lines by the ABS control unit.

Due to its position, the ABS sensor is susceptible to dirt and damage. Common failures include breaks in the wiring/sensor winding due to excessive vibration, internal short circuits, increased wheel bearing clearance, and damage during the replacement of other braking components.

Step-by-step guide

Matt from Delphi takes readers through the process of changing an ABS sensor on a Citroen C4 at Delphi’s in-house training workshop in Warwick.

Step : Remove the wheel.

Step : Remove the arch liner clip to allow access to the ABS sensor connector.

Step : Disconnect the ABS sensor.

Step : Remove the mounting rubbers.

Step : Pivot the hub to gain access to the 10mm securing bolt on the head of the sensor.

Step : Remove the securing bolt.

Step : Remove the sensor from the mount and retrieve from the vehicle.

Step : Compare the old part with its replacement. Carefully inspect the sensor head and electrical connector, taking note of the number of pins and locating point. Only use parts with tested/proven performance

Step : Fit the electrical connector. Ensure it is properly secured to the chassis clip.

WATCH!

Scan the QR code below to watch this step-by-step

Step : Locate the cable guides into their mounting points.

Step : Clean the hub.

Step : Fit the sensor into the hub.

Step : Refit the 10mm bolt.

Step : Secure the arch liner.

Step : Refit the wheel. Torque the wheel to the manufacturer’s specification.

Step : Connect the diagnostic tool. Clear the fault codes and confirm wheel speed readings in live data. Ensure that the check engine light has been extinguished, then carry out a road test.

The above guide is one of around thirty ‘How To’ videos covering a range of workshop jobs including ADAS calibration, diesel injection, engine management and more.

WANT TO KNOW MORE? FOR MORE INFORMATION

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COMMON FAULTS Ford Focus suspension

The febi team has provided PMM with a guide to some common issues with the suspension system on the Ford Focus.

The Ford Focus was introduced in 1998 and has proved to be very popular with its owners. However, it is also reported to be one of the most popular vehicle models visiting workshops for repair work. With this in mind, we have identified some wear items that are of note when repairing the suspension system of this popular model.

At the front

The independent front suspension of the Focus is made up of a MacPherson strut attached to the steering knuckle, and a track control arm with an anti-roll bar for stability.

The anti-roll bar links, when worn, can produce a rattling noise symptom while being driven on bumpy roads.

One of the most common wear items on the MK 2 model is the track control arm bush (Fig.1). This component is available as part of the complete arm or available as a separate part with new fixing bolts. The latter is available from febi, and offers an economical repair of this component, compared with replacing the whole arm, which in most cases is perfectly serviceable.

When carrying out this replacement, the alignment of the new bush is very important. The bush needs to be aligned correctly on the shaft of the suspension arm for its correct operation and to ensure the long life of the replacement component. The old bush can be pressed off or carefully cut off using suitable equipment, so as not to damage the shaft that the bush is mounted on.

Once the old worn bush is removed, clean the shaft, then the new bush should be pressed on; there is a special tool available to maintain the alignment of this, while the new bush is being pressed into position (Fig.2). The repaired arm can now be refitted to the vehicle. The bush (febi 32418) has applications for several other Ford, Mazda and Volvo models.

Round back

The highly acclaimed control-blade trailing arm multi-link suspension system was developed for the Focus model; its compact design allows maximum use of space for luggage capacity and gives excellent handling. The thin trailing arm handles, fore and aft wheel location and brake-torque reaction, with three other links that are needed to locate the wheel fully. All these components have bushes that are prone to wear. The trailing arm bush (febi 34249), which is replaceable like the front control arm, needs to be aligned correctly during installation; otherwise, the rubber will overtwist and shorten the life of the bush (Fig.3).

The track control arm, which is located between the cross member and the knuckle, is prone to stress fractures which can lead to failure after long service. When this arm is removed to gain access to other components such as the road spring, or when it needs replacing, the fixing bolts are prone to corrosion (Fig.4).

This leads to the bolts shearing during removal or being seized to the bush inner sleeve. Therefore, it may be necessary to cut them off to remove the arm.

The inner bolt, which is an eccentric bolt, is for camber adjustment, it must turn freely if it is to be adjusted. It is recommended that all bolt fixings are tightened only when the vehicle's suspension is under load, not freehanging, as this puts unnecessary strain on the bushes and can lead to them being tightened in the incorrect position.

When all suspension repairs are carried out, a full wheel alignment is recommended, to ensure the vehicle’s correct handling.

COMMON FAULTS

Timing belt drive making noise

Continental outlines a common fault affecting certain Vauxhall/Chevrolet models with 1.7D/CDTI engines.

PROBLEM:

Noise from the timing belt drive. The timing belt jumps or is torn. One edge of the timing belt is worn down along its entire length. The tensioner pulley’s tension spring has been partly or completely ground down.

CAUSE:

The tensioner pulley’s contact surface was not placed flat against the engine block during fitting, as a result of which the tension spring became caught between tensioner pulley and engine block. The tensioner pulley mounting then became slanted when the bolt was tightened. This causes the timing belt to shift sideways when running, resulting in

misalignment. The belt drive is subject to undue strain and heats up excessively. As a result of this, the ball bearing’s race can split away and start to grind down the tension spring or even grind through it.

SOLUTION:

Make sure the entire contact surface is placed flat against the engine block and that the tension spring is positioned correctly, while also following the vehicle manufacturer’s fitting instructions.

WANT TO KNOW MORE?

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REDEEM YOUR CPD CREDIT

Congratulations, you have reached the end of the CPD Zone!To access your CPD credit from The CPD Group, scan the QR Code below or WWW.RDR.LINK/AAZ028

PROFESSIONAL MOTOR MECHANIC MECHANEX

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The regional Tradeshow for aUTo rePair Professionals

Real mechanics go to MECHANEX

The hands-on show for hands-on techs is more committed than ever to bringing PMM to life with new opportunities to debate the future of independent workshops.

2023 sees PMM once again rounding up the most important suppliers in the aftermarket to provide workshop owners and technicians with an engaging, informative day out of the workshop.

The UK’s longest-running trade show dedicated solely to the independent aftermarket will take place at Sandown Park on Tuesday 7th and Wednesday 8th November.

Mechanex is well known within the independent aftermarket for offering visitors a hands-on experience, bringing them the latest updates and expertise from across the industry and providing an exciting day away from the workshop.

Registration to visit the show is free and so is parking, so why not come and take a look at what the biggest names in the aftermarket have to show you. In such a competitive industry, Mechanex is an opportunity you can’t afford to miss.

If you like PMM, you’ll love Mechanex –it’s simply the magazine in a live format.

IGA seminar announced!

PMM is delighted to announce that the IGA has signed up to provide its much-loved MOT update seminar. PMM editor Kieran Nee caught up with Frank Harvey, head of member services at the IGA, to find out why Mechanex is so important to the organisation and to the industry as a whole.

How does the IGA usually reach garages?

This year we have taken a different approach to our member events, we have changed the time and format of them. These are now evening events, so they are less intrusive into a member’s busy schedule and typically we get between 30 and 50 members at each event. We have contact annually with around 2,300 garages in relations to MOT related topics, from training to quality control visits, to providing assistance on MOT and testing station queries.

How important is it to keep upto-date with any MOT changes that are implemented?

If a garage is an MOT testing station it goes without saying that keeping up-to-date with changes is business critical. The DVSA work hard at keeping testers and test station management updated, through the MOT Testing Service and updates to the MOT testing manual. We would urge anyone that has a login to the MTS, that if there are any messages or updates on the service, that they take time to read them and resist the temptation to click through these, as is often the case at busy times.

Is there anything new coming down the MOT pipeline this year?

The DVSA are continually looking at ways to reduce errors and save time, even though this may require further investment from the testing stations. We are aware that the DVSA are currently trialling ways of testing nitrous-

oxide emissions, this was also part of the recent consultation, and they are undertaking a second round of trials using Automatic Number Plate recognition, (ANPR), via a smart phone or tablet, to aid vehicle identification and reduce errors.

In addition to this the DVSA are also trialling connected headlamp aim lamp equipment. If these trials are successful, it is likely we will see these introduced over the next couple of years. The last thing, that has been well publicised, is that training hours have been reduced from 16 hours over a five year period, to 15 hours over a five year period, in other words it is now simply three training hour per annum.

Are free aftermarket seminars such as those at Mechanex important?

Any source of relevant information is important, open forum seminars present those present with an opportunity to ask questions and gain better understanding of the some of the day-to-day challenges garages face. The benefits go far beyond what a speaker has to say, these are also networking opportunities, where shared experiences and solution can also provide huge benefit for those that attend.

TO FIND OUT MORE ABOUT THIS YEAR’S MECHANEX AND PMM LIVE GO TO WWW.MECHANEX.INFO

WORKSHOP GROUP joins service network

Elite Garages is largest independent garage group to join the Bosch Car Service UK network, with all 16 of its branches joining.

Elite Garages is one of the south’s leading independent tyre, MOT and car service operators and it employs around 300 people. With this partnership, Elite benefits from Bosch Car Service’s global reputation. BCS aims to support independent garages at all levels of their daily operation, from parts and workshop equipment to helping improve the efficiency of everyday processes. Every detail is taken care of, right down to external signage, business stationery and marketing initiatives. Elite Garages ensures every customer receives an outstanding experience.

As well as 16 vehicle repair centres, Elite Garages operates nine petrol stations, 10 convenience stores, a major tyre wholesale business and a rental property business.

Expert advice

David Lomas, the head of Bosch Car Service, said: “Everyone here is looking forward to working with our new partners at Elite Garages. Like all the partners in our network, Elite Garages provide expert

advice, repairs and service and they have a long history of running a successful company. We have more than 350 BCS locations across the UK and Ireland and we’re excited to expand that to include Elite Garages’ network across southern and south east England.”

Business support

Richard Whittemore, Managing Director at Elite Garages, said: “We’re thrilled to announce our new partnership with Bosch Car Service, which provides a professional workshop concept, business support and a premium national brand. We visited the Bosch Car Service stand at a trade event in 2022 and the concept sounded very interesting. We had several meetings, and it became clear that the BCS programme would be mutually beneficial for our businesses. We can build on our well-known family business in partnership with Bosch. As our company continues to grow, we knew it was the right time to partner with another well-established premium automotive brand.”

Bosch Car Service is a network of independent garages that deliver high quality vehicle servicing, maintenance, and repairs for all makes and models. Bosch Car Service offers a full range of services and ensures affordable quality that consumers can trust. All garages that are a part of the network commit to a strict Code of Practice that is recognised by the Chartered Trading Standards Institute.

Kelsie Whittemore, Elite Garages Management, said: “We wanted to partner with a premium brand like Bosch who have the trust, confidence, training and equipment expertise to support our business. And we also wanted to have ability to use the Bosch corporate training programmes to support with staff recruitment and retention. The other key focus areas within Bosch are their expertise in Electric and Hybrid vehicles and also the Advanced Driver Assistance Systems (ADAS).”

More than 15,000 workshops

The Bosch Car Service network began in 1921 and it now has more than 15,000 authorised workshops in 150 countries around the world. This year Bosch is celebrating 125 years since it began operating in the United Kingdom. The founder of the company, Robert Bosch, opened a sales office in London in 1898 and the UK was the first country he entered as his company rapidly spread throughout the world after being established in Stuttgart, Germany.

TRAINING UP

New online training from Niterra – owner of the NGK ignition and NTK vehicle electronic brands – is proving a big hit with workshops, attracting scores of leading independent garages eager to improve their vehicle knowledge. Are you one of them?

Niterra’s new online training portal includes 270+ technical training videos across a myriad of technical subjects/components by automotive training experts Our Virtual Academy who have also created a suite of bespoke industry leading training videos on spark plugs with further NGK/NTK product-focused training being developed in the future.

Spark plug training videos, three of OVA’s core training videos and other existing NGK/NTK training content, are free to access for all once they have enrolled on the portal, but there will be a charge for accessing the full suite of 270+ videos etc.

OVA training videos are on topics such as:

■ vehicle electrics

■ petrol and diesel engine management

■ chassis

■ hybrid

■ HVAC

There are also comprehensive training videos on electric vehicles and access to OVA’s dedicated content associated to the formally recognised qualification IMI Level 3 Award in Electric/Hybrid Vehicle System Repair and Replacement QFQUAL I.D 60314680.

One of the major attributes of NGK Academy is the fact that as it is available online 24/7, 365 days of the year, training can be undertaken during downtime in the workshop which means there is no negative impact on business.

Mark Hallam, Marketing Manager, Niterra, said: “We’ve been very pleased at the response we have received to the NGK

Academy. It is vital that vehicle technicians keep abreast of the latest advancements in vehicle technology.

“NGK Academy helps them deal with the complex challenges that they face now and will continue to face in the future. We know that technicians who have enrolled appreciate the ease of access to the technical information provided. Their increased knowledge will hopefully help enable them to enjoy a career in the automotive industry for many years.”

In addition to the NGK training videos, Niterra has purchased access to more than 270 training videos for hundreds of its customers on a wide range of topics including electric vehicles.

“It is vital that vehicle technicians keep abreast of the latest advancements in vehicle technology.”

Mark Hallam, Marketing Manager

Life can throw the odd curved ball no matter what stage of life you're at: money worries, illness, mental health issues, social isolation. It can create a downward spiral for you and your family. It's why Ben's here. At these moments our support and care services can be life-changing. Ever since there's been an automotive industry Ben has been helping its people and their loved ones keep life on track. Together we’ll tackle the challenges that get in life’s way and make sure they don’t, for life.

STRAIGHT to the SOURCE

Last year’s Mechanex saw top garage owner Tim Benson become acquainted with Alldata’s OEM data platform, a partnership which is still going strong.

During last November’s Mechanex, Alldata’s Europe

The portal offers 91,950 make, model, engine, year vehicle combinations, which equates to 95 per cent of vehicles on the road today. In the last 12 months alone, 301

and Alldata arose following an encounter at Mechanex in 2022. Tim and Julia met just after a talk Tim was giving – about data, no less.

software: “Julia approached me and asked if I’d heard of Alldata before, which I had, but the perception was that it was complicated to use; however, after explaining the product in more detail, Julia persuaded me to try it and see if my perception was wrong.

“Obviously, using the original and unedited data from OEMs makes life a little challenging in that the manufacturers present and supply data differently; however, that’s perfectly understandable. Vitally, it guarantees that the data supplied, such as wiring diagrams or TSBs, hasn’t been reformatted or changed. We can have total confidence in what we’re being told.”

Tim goes on to illustrate how the system works in the real-world: “We had a fuel filter on a Volvo, a type that we’d never seen before. The fitting was different to ones seen previously. It’s a job that we should be able to complete easily, but there was a particular clip that was unusual – it worked in a strange way: one pushes a bit up, then a bit down to unlock it. Logically, when one of our guys looked it, he pulled it but couldn’t undo the clip. Obviously, with the filter clip being made of plastic, there was the risk of it breaking it.

“We logged on and found the exact procedure for replacing the fuel filter. It showed the type of clip and how it opened. Before we invested in Alldata Repair, we probably would’ve broken the clip and ended up having to buy a fuel line. It’d be our fault and we’d have to explain that to the customer, which would likely be a tough conversation.”

drawings and wiring diagrams, including electrical connector views.

NO ROOM FOR COMPROMISES EVEN WITHA HEAVIER LOAD: BILSTEIN B6

IMPROVED HANDLING FOR CAMPERS, SUVS AND SPORTS CARS.

BILSTEIN B6 CAMPER

Whether it’s a camper, SUV, transporter, van or vehicle combination with caravan, transport trailer, bicycle rack, etc.: From the point of view of shock absorber development, additional damping force is positively noticeable in all these cases. A heavily loaded rear axle, large masses, a high centre of gravity or heavy external loads place high demands on the suspension. The gas pressure shock absorbers of the BILSTEIN B6 or B6 Camper (Advanced) series for campers offer significantly more reserves than the OE products. Regardless of this, the BILSTEIN B6 also pays off quite simply when more dynamic and precise handling is desired –but not a lower suspension setting. For drivers, installing BILSTEIN B6 shock absorbers means considerably more safety, driving pleasure and comfort. For garages this is an interesting additional business with a higher contribution margin than with normal OE replacements. Another benefit: The B6 and B6 Camper (Advanced) do not require registration.

Campers based on the platform of a transporter usually also adopt their unmodified suspension. Lack of travelling comfort, poor stability around bends or annoying noises can be the result. The benefits of the improved OE replacement shock absorber B6 Camper include added safety in crosswinds and around bends thanks to optimum grip and a more intense driving experience thanks to high traction and precise handling. At the same time, campers can look forward to a more comfortable driving experience: The reduction of driving noise through better damping contributes to this just as much as the optimised rolling behaviour on cobblestones and at level crossings. Both equipped panel vans and semi-integrated vehicles based on the Fiat Ducato (from 2006) benefit from the new B6 Camper products. Over half of all motor homes in Europe are based on this platform. Identically constructed vehicles from Citroën and Peugeot are also taken into account. Depending on the version, only the front axle (Ducato/light/35 L) or both axles (Ducato Maxi/heavy/35 H/40 H) must be retrofitted.

The BILSTEIN B6 Camper Advanced takes the aforementioned vehicles one step further, featuring the innovative DampMatic® technology as a further advantage. This ensures amplitude-selective shock absorption. With this purely mechanical technology, a control piston reacts to the vibrations transmitted from the road and automatically selects one of two characteristic curves. In the “soft setting”, the damper oil flows through both the main piston and a special DampMatic® bypass. In the “tighter” setting, the latter is closed so that the flow is reduced. Thanks to the DampMatic®, rolling behaviour improves in terms of comfort because the vehicle effectively has two suspension systems in one. This can be felt for instance on bridge kerbs and on cobblestones. What is more, control over the vehicle is dramatically improved, for instance when cornering or changing lanes.

BILSTEIN B6 CAMPER ADVANCED

DYNAMIC AND SAFE HANDLING WITHOUT A LOWER SUSPENSION SETTING

Many drivers prefer dynamic and precise handling. However, only a small percentage ask their garage for the corresponding options. The reason is that many of them associate it with a lower suspension setting. This is not always desired: for example, because of the tuning look, the lower ground clearance, possible loss of comfort or the fear of high costs. The BILSTEIN B6 is an elegant and effective alternative that offers noticeable advantages even without a lower suspension setting. Garages should actively approach their customers with the B6, as this topic is barely known.

CARAVANS, TRANSPORT TRAILERS AND BICYCLE RACKS

Caravans and other trailers differ considerably in their dimensions and weight. Even moderate trailer and drawbar loads result in noticeably higher loads on the rear axle. This is crucial for the car’s directional stability. If the shock absorber is no longer able to reduce the vibrations generated by the suspension, the car quickly gets out of control – for example when swerving quickly. It is difficult for the

driver to get out of this “skid trap” and there is an increased risk of an accident. The solution: Installation of the BILSTEIN B6 with increased damping force. Bicycle racks for the trailer coupling are also very popular because they are easy to load. However, the drawbar load acting on the rear axle can negatively affect handling. The increasingly popular e-bikes, which are significantly heavier than conventional bikes, pose a special problem here. The solution here, too: Installation of the BILSTEIN B6 with increased damping force.

SUVS, TRANSPORTERS AND VANS

SUVs are booming and, together with vans and commercially used transporters, represent a huge target group. A designrelated disadvantage of these vehicles is the high centre of gravity, which manifests itself in increased roll/pitch behaviour: With its increased damping force, the BILSTEIN B6 is a suitable remedy for this, too. The same applies to vehicles of normal height with roof racks or roof boxes, whose centre of gravity is also shifted upwards as a result. In all these cases, the installation of the BILSTEIN B6 has no negative impact on either everyday usability or ground clearance.

Want to know more? For more information

WWW.RDR.LINK/AAZ012

ENGINE OIL’S mission to help REDUCE EMISSIONS

In the world of passenger cars, the challenge of reduced emissions is being addressed continually with new technologies and the latest innovations that deliver significant improvements. However, there are many pieces to this ‘emissions’ jigsaw and each must be in place, for the true overall benefits to be realised. Engine oil has a part to play in this jigsaw and in its mission to reduce emissions.

Since the 1990s, legislation has continued to drive vehicle emissions down, resulting in an evolution of engine and exhaust systems. A variety of emission reduction technologies have been introduced over the years to control the levels of NOx gases, carbon dioxide and particulate matter (harmful solid debris). The continued effectiveness of these systems has always depended strongly on the quality and performance of the oils and lubricants used.

NOx gases can be controlled using exhaust gas recirculation and selective catalytic reduction systems (Adblue). EGR, whether in diesel or petrol engines, creates a severe engine environment, with spent exhaust gases being introduced into the fuel/air mixture. This reduces the amount of free oxygen available to convert nitrogen in the air to NOx compounds. However, the side effect is incomplete combustion, which can lead to undesirable levels of soot.

Soot is not only abrasive, but also affects the flow properties of the oil. Without the

correct level of oil performance, the engine will experience accelerated wear and oil thickening, which could lead to catastrophic failure. Correctly formulated engine oils control this wear and thickening and help the engine to run at optimum efficiency, contributing to the reduction of emissions.

The SCR systems (Adblue) rely on the effectiveness of a catalyst fitted to the exhausts of diesel cars. Adblue, a solution of urea, is sprayed into the exhaust gas stream and is carried into the catalyst, where a chemical reaction takes place to remove NOx gases, by converting them to nitrogen and water vapour.

However, when the engine oil lubricates the compression rings, valve stems and valve guides, a small amount of lubricant is burnt, releasing sulphur and phosphorous from certain compounds. These elements find their way into the catalyst and poison the active sites where the reaction takes place, making the catalyst unusable. Engine oils must be correctly formulated to ensure the additive chemistry and formulation provides suitable levels of wear and corrosion protection, while ensuring the maximum service life from the catalyst.

Balancing act

In effect, it is a chemical balancing act. A poorly functioning catalyst will not only be unable to control emission levels, but engine management systems may put the vehicle into reduced power mode (or limp mode) until the situation has been remedied.

Diesel particulate filters are installed in the exhaust system to catch particulate matter (soot) and to prevent it from entering the atmosphere where it can cause health and environmental issues. Sensors monitor the working pressure across the unit and when it drops to a defined value, a regeneration cycle is initiated. This usually involves unburnt fuel entering the unit, causing a temperature spike that oxidises the soot (solid) to carbon dioxide (gas). Carbon dioxide flows out and the unit is good to go again.

In petrol engines, the introduction of direct fuel injection has again made big improvements in fuel efficiency due to higher injection pressures and vastly improved atomisation of the fuel. The high level of atomisation in TGDI (turbocharged gasoline direct injection) engines essentially increases the available surface area of the fuel, which, although providing a better burn, can lead to the formation of carbon (soot).

In the same way that carbon (soot) in diesel engines passes through the exhaust system, carrying harmful by-products of combustion, carbon generated in TGDI engines can do the same. This has led to the introduction of gasoline particulate filters (GPFs) to catch this carbon and to stop it entering the atmosphere.

Adrian Hill, technology manager at Morris Lubricants, discusses the role engine oil plays in reducing emissions.

Soot is not only abrasive, but also affects the flow properties of the oil.

As mentioned previously, a small amount of lubricant is burnt during engine operation and this creates a metallic ash, from certain additives, that is swept into the DPF or GPF. However, the metallic ash that is generated remains behind during regeneration and eventually the DPF or GPF will be unable to reach normal pressure ranges. Again, the vehicle will click into reduced power mode until the situation is remedied.

Using the correct engine oil with the correct formulation will protect the engine components and ensure that the DPF or GPF has the best possible service life. When the DPF or GPF are working at their optimum levels, particulate emissions are controlled more effectively. Poorly formulated and low-quality oils will lead to the premature blocking of diesel and gasoline particulate filters, resulting in expensive replacement and time in the garage.

Another strategy to reduce emissions is to improve fuel efficiency. If less fuel is used,

then emissions are also reduced.

Improvements in fuel efficiency can be made by using engine oils that produce thinner oil films in the bearings and where the compression ring travels along the cylinder liner. These thinner oil films result in less drag and therefore offer more useable energy that can be directed to the wheels.

To ensure that component integrity is not compromised, these thinner engine oil films are fortified with polymer chemistry to ensure there is no metal-to-metal contact. New low viscosity engine oils, such as 0W-8, 0W-16, 5W-20 and 0W-20s, contribute to significant

improvements in fuel efficiency.

The modern passenger car engine is complex and is still evolving. New hardware technologies, engine designs and fuelling strategies produce real world emission reductions, but they will only achieve this if they are fitted with new generation engine oils, which are as critical as any other component.

Morris Lubricants’ Multivis is a range of superior quality automotive engine oils that use the latest synthetic technology products and oil formulations required in the operation of these low emission engine designs and specifications. The chemical profiles in the Multivis range are carefully tailored to ensure maximum after-treatment device compatibility found with petrol, diesel & hybrid engines.

When the DPF or GPF are working at their optimum levels, particulate emissions are controlled more effectively.

DIAGNOSTICS TERMS explained

DOIP, cloud diagnostics, remote updating, connected car, cyber security, big data… What does it all mean? Where is it going? How will it impact your business?

Let’s start off with DOIP or diagnostics over internet protocol. It is a way of saying that a vehicle is not just fitted with a CAN network but that the vehicle is fitted with the capability of transferring a lot more data in a shorter space of time using an ethernet network. DOIP supports data transfer rates up to 100mbps (only 500kbps in CAN). So, how does this translate to your daily workshop life in carrying out vehicle diagnostics? Unfortunately, DOIP has proven to be very difficult to reverse engineer for use on aftermarket tools. This, alongside the introduction of security gateways, is one of the many reasons why aftermarket diagnostic tools fail to keep up with vehicles built after 2018.

Some people seem to think this is a conspiracy by vehicle manufacturers to block the independent aftermarket from using and developing aftermarket tools and, therefore, blocking them from repairing vehicles outside the dealer network. On a daily basis, I still deal with vehicle manufacturer software development teams and I also speak to engineering teams trying to reverse engineer

this software for use in aftermarket tools, so I feel I have a pretty good understanding of what’s going on from both sides. One of the reasons for introducing systems like DOIP is that the demand for data has dramatically increased, and the average vehicle infotainment unit now has a demand for gigabytes of data which would take hours to update over a traditional CAN system. DOIP speeds up all diagnostics processes by a factor of 200, and with it, vehicles can use cloud computing and data.

Cloud computing powers the world, from streaming services such as Netflix to the translator on your mobile phone; this is all carried out via cloud servers. You may have heard of IoT or internet of things applications that connect all devices in a house which is

becoming a reality for most households. Most people probably don’t realise that their mobile phone is, in fact, not smart enough to carry out voice recognition or translation it is actually doing it via a cloud-based computing system like Siri, Alexa and their smart TV. Vehicle manufacturers are gradually moving towards cloud-based solutions as it also offers a completely un-hackable solution and is pretty much impossible to reverse engineer, as the actual processes that are carried out are cloud-based and not undertaken on the user’s PC. This also means that the manufacturers can update the system or rectify faults instantly, which would previously have taken a roll-out across all their networks in all the diagnostic devices. They can add new chassis numbers daily and have free rein to do what they want instantly inside their cloud platform.

Automated vehicle updating over the air. If you own a late-model Jaguar Land Rover, BMW, Mercedes or even a Tesla, you will already know that updates are now pushed to the vehicle via the infotainment system – called connected vehicle – meaning the vehicle is always connected to the internet via an embedded chipset or SIM card. This also means the end user has some interesting phone apps to remotely control their vehicle’s heating, security, and other features (I have

Andy Brooke, managing director at Maverick Diagnostics, demystifies some of the confusing terms and phrases floating around the “diagosphere”.

lots of fun with the Tesla app making the car make farting noises when my wife is driving!).

But from the independent aftermarket’s point of view, the most important question we should be asking is about the new R155/R156 or vehicle cyber security legislation that sets out to guarantee the cyber security of vehicles throughout the lifetime of the vehicle. This legislation means that the manufacturers can continue to update the vehicle’s security systems for the vehicle's life beyond the agreed warranty period. This leads to some interesting questions about the future of the independent aftermarket’s access to these ‘security-based’ systems. This is a highly political subject, and I must defer to the superior knowledge of my learned colleague Mr Neil Pattemore whose role in the IAAF and other organisations puts him in the best position to enlighten us on the subject (Read an interview with Neil on the PMM website, WWW.RDR.LINK/AAZ031)

Big data is what it says it is – lots and lots of data accumulated over time, filtered down by an AI or an algorithm to answer almost any question. Over the time data is collected, many instances of the same event are recorded. For example, in the automotive world, the symptoms leading to a component failure on a vehicle are seen several times, which enables a prediction to be made. Big

data uses AI and algorithms to contemplate these situations and come up with an answer; in some instances, this answer isn’t necessarily right or wrong, but this leads to a guided series of functions to check whether it’s right or wrong. The artificial intelligence function puts the right or wrong answers together and adds them to the big data making the answers better in the future. By the way, if you’re not happy with that explanation, please have a look at Wikipedia because it’s a highly complex subject – I hope you’ve got a couple of hours to spare.

For diagnostics and vehicle manufacturers, this means that it will be a lot easier for them to preventatively fix problems and guide the technician through to a fix using data from millions of other users and millions of other vehicles.

This is not sinister in any way; it makes

sense as it’s like having access to a very large card index and being able to access the correct drawer instantly and cross-reference that to any of the faults you or anyone on the rest of the planet has found on a vehicle. Interestingly, Jaguar Land Rover has a system pre-2018 called symptoms driven diagnostics or SDD which tried to carry out a basic version of big data. SDD works by pulling fault codes, looking at timelines and mileage of the fault re-occurrence and trying to predict, based on these symptoms, where the fault lies in the vehicle. It’s an interesting take on it by Jaguar Land Rover and ahead of its time.

GDS smart is a highly sophisticated cloud-based diagnostic system using big data and AI for all parts of the repair process and was launched in 2021. All European manufacturers are either going or have already gone in the same direction.

The answer?

Jaguar Land Rover has just adopted TOPIx cloud to replace the old pathfinder diagnostics system; at the time of writing, it’s still a little flaky and, like all these cloud systems, needs a stable high-speed internet connection for it to work properly, but these systems are only going to get more advanced as artificial intelligence comes in to assist with diagnosis.

The answer for the aftermarket, unfortunately, is not an easy one. A very high percentage of independent workshops would like to carry on using their traditional aftermarket diagnostics tools, but they are fast becoming ineffective. Tens of thousands of users in the UK have already turned to OEM or dealer diagnostic solution solutions giving them faster and more reliable fixes, but at a much higher cost; they often have to change the business plan or specialise to accommodate these changes. In the next ten years, we will face some of the biggest changes the automotive aftermarket has ever seen, alongside vehicle electrification. Electrification or not, these changes are here to stay.

“DOIP, alongside security gateways, is one of the many reasons why aftermarket diagnostic tools fail to keep up with vehicles built after 2018.”

Andy Brooke, Maverick Diagnostics

Exhaust specialist Klarius is supporting technicians to keep customers’ catalytic converters on the road.

As the average age of vehicles on UK roads increases, the demand for professional technical support and highquality automotive parts is on the rise. Aiming to meet these evolving needs is Klarius, the go-to expert for catalytic converters (CATs), diesel particulate filters (DPFs), and selective catalytic reduction (SCRs).

Catalytic converters are an integral part of the exhaust system, and their importance cannot be overstated. CATs funnel exhaust gases through a specially designed honeycomb monolith to neutralise harmful pollutants such as nitrogen oxides, carbon monoxide and other hydrocarbons. However, this process can often result in the CAT becoming coated with soot, unburned hydrocarbons and contaminants, which can ultimately lead to its failure.

When CAT failure occurs, simply replacing the part is not always the solution. It’s crucial to identify the root of the problem to prevent recurring issues. With its comprehensive technical support, Klarius has gained a reputation as a lifeline for garage technicians across the UK.

Here to help

Klarius’ approach to technical support emphasises this diagnostic process and its team of experts understand that CAT failure can often be a symptom of wider issues, such as leaks in the emission control system or issues with fuelling like coil packs or spark plugs. By addressing these underlying problems, Klarius not only provides a replacement part but also helps prevent future CAT failures. Taking a holistic approach to vehicle maintenance, aiming to set itself apart.

Don’t let CATs fail!

With its technical support line and tech tips videos, the company aims to offer realworld solutions, equipping technicians with the knowledge to tackle challenging problems effectively, enhancing service levels, and boosting customer satisfaction by getting them back on the road quicker.

The support doesn’t end there. For garages, an important part of offering an outstanding repair service for its customers is sourcing a high-quality replacement and fitting it fast.

Luckily, Klarius offers a wide range of high-quality replacement CATs from its range of over 11,000 applications. Products

are designed to meet or exceed OEM standards and all relevant parts are typeapproved. The business understands that repairs are often urgent and so in most cases parts are available from distributors same day. When parts are not in stock locally, all orders before 5:30pm will be delivered to the distributor next working day.

BEST PRACTICE

A/C condenser care

The air conditioning condenser is one of the most critical parts of the A/C system, as it ensures that the refrigerant/oil mixture is maintained within its correct operating parameters and also helps to keep the overall A/C system working properly. So, replacement condensers of the appropriate design and materials are critical to secure the long-term health and performance of the system.

The condenser is relatively fragile and its position at the front of the vehicle can expose it to harsh conditions which, over time can cause it to deteriorate. Condenser failures are therefore relatively common, but can have various root causes, such as mechanical damage from careless service, insect or dust penetration or impacts from road debris, for example. In addition, de-icing salts used in the winter can lead to corrosion, causing the condenser’s surface to weaken and leak. Furthermore, overly dirty surfaces can limit the condenser’s heat exchange performance.

The condenser’s contribution on the A/C system’s performance should not be ignored. Even if it is still partially working, a condenser in poor condition can lead to related failures such as damage to, or even complete seizure of, the compressor, which can occur quite quickly and can be costly to replace.

As a result, Nissens recommends that technicians undertake thorough condenser inspection during a vehicle’s annual service, that any signs of damage should be investigated, and the root cause eliminated, before a replacement is fitted.

Avoiding common problems

■ Replace the condenser with a new unit if the tubes or fins are visibly damaged and always handle the new condenser properly and do not disregard any light damage on its surface.

■ Learn and apply the basic A/C system diagnostic methods when troubleshooting the system and the condenser. Therefore always assess the condition of the oil and gas mixture using a sight-glass tool, as well as the A/C loop’s pressure and temperature diagnostics.

■ Carry out a regular visual inspection of the entire A/C system, specifically the

condenser’s surface, joints, and couplings. Pay particular attention to the bottom part of the condenser, where tubes and fins are most often exposed to humidity and aggressive salt spray. If there are any signs of leakage or missing/deteriorated fins, replace the condenser.

■ Never ignore soiling and debris that may cover the condenser surface. If possible, remove or gently clean the surface, but never use pressure cleaners on the fragile condenser surface. If stubborn soiling proves to be too difficult to remove without causing damage, the condenser must be replaced.

■ Eliminate sources of abnormal soiling on the condenser surface, for example oil leaks from other engine components like the intercooler, turbo or the engine block. Repair any refrigerant leaks from the couplings, but keep in mind a leaky condenser cannot be repaired, so avoid gluing or using leak-stopping agents.

■ The receiver dryer must always be replaced whenever the system has been opened (e.g. if components in the A/C loop have been replaced) or exposed to ambient air or moisture intrusion by a severe leak, for example.

■ Flush the system after a compressor breakdown and after concluding the system has suffered contamination, but be aware that the majority of modern condensers cannot be flushed and so should be replaced. After flushing, always use the recommended type and volume of oil and refrigerant.

■ When replacing the condenser, choose only a good quality replacement that incorporates corrosion protection, as this will considerably prolong its lifespan.  WANT

WWW.RDR.LINK/AAZ016

Maintenance and replacement tips from Nissens.

Dayco details the importance of efficient and effective thermal management to the running of ever cleaner vehicle engines.

A TIGHTSHIP

As independent workshops will be acutely aware, in order for vehicle manufacturers (VMs) to achieve the engine emission and fuel consumption reductions that have been imposed by worldwide legislation, every aspect of engine performance is minutely examined to ensure that all its systems work in unison.

Central to this objective is effective thermal management, which is why, with engineering partners such as Dayco, the VMs have developed solutions or new concepts to ensure their engines not only reach their operating temperatures as quickly as possible, but are maintained at these optimal working levels.

Electric water pumps (epumps) that can be activated instantaneously, alongside design solutions for mechanical pumps, such as those with vane shields or Dayco’s friction wheel, which can provide an instant response to coolant temperature changes, therefore play an important part.

Effective thermal control in all areas of the engine from initial start-up until reaching its designed operating temperature, whether in hot spots such as around the cylinder head or cooler zones elsewhere, is also vital in to maintain the VMs claimed emissions figures, and although easily overlooked, it is the humble thermostat that ensures that this is correctly managed.

Thermostat problems and solutions

Although generally reliable, AASA 2020 report data shows that over a five-year period from 2014, the average thermostat failure rate has steadily increased to almost 5 per cent. At the same time, the percentage of vehicles fitted with integrated thermostat housings and MAP thermostats, rather than a traditional thermostat design, has grown from 55 per cent to 80 per cent.

The 1.4 and 1.6-litre petrol and 1.6litre diesel engines used in the second generation (R56/57) Mini feature a thermostat housing that is prone to be the source of leaks in the coolantsystem, for example. These problems are generally caused by either excessive heat from the exhaust manifold or oil contamination. It also not uncommon for the thermostat valve to stick, which can result in overheating.

Integrated housings like this are complex products and this directly affects their predicted service life and crucially, their cost, which is why they should not be considered an ‘anything will do’ product, as the quality will directly affect both their ability to operate within the VMs’ strict performance parameters and their expected service life, so OE quality must be the benchmark.

Dayco’s extensive technological knowhow and drive to ensure its products deliver to the highest levels of performance means that a combination of precision couplings and quality materials has enabled the company to supply a comprehensive range of thermostats that are of OE standard in their quality, safety, efficiency and durability.

Water pump kits

Over the last few years, VMs have also moved to integrate the water pump into the primary drive (timing) system, rather than it being driven by the auxiliary belt.

This has a direct effect on the aftermarket because, in contrast to the auxiliary belt, which rarely has a scheduled replacement interval, the timing belt does, and this means that technicians come into contact with the water pump more frequently than previously and it is therefore far easier for them to assess its condition. As a consequence, more are found to be either in need of replacement or

“In order for VMs to achieve the engine emission and fuel consumption reductions imposed by worldwide legislation, every aspect of engine performance is minutely examined”

are being changed as a ‘best practice’ precaution, so sales are on the rise.

Helpfully, power transmission manufacturers such as Dayco, have proactively responded to this development by adding a water pump to their timing belt kits to provide workshops with a complete aftermarket replacement solution.

Designated by the KTBWP classification, each of Dayco’s 340 plus water pump kits includes the replacement pump alongside the belt, tensioner and idler combination, with 96 of these references containing the patented Dayco HT (high tenacity) or ‘white’ belt.

Electric water pumps

Reflecting the developments in automotive design and the huge growth in, first hybrid and now pure electric drivetrains, e-pumps have become a growing presence in the aftermarket, as these vehicles are now

entering the independent workshop.

For electric vehicles and many hybrid applications, e-pumps are the only solution able to effectively ensure the correct temperature management of the vehicle’s inverters and battery packs, for example. In addition, to reduce emissions and maximise the efficiencies of combustion engine powered models, reaching and maintaining different operating temperatures around the engine is a necessity.

To optimise the combustion process for example, the cylinder head area needs to run several degrees hotter than the block, where, to enhance the performance characteristics of the oil, it needs to run cooler. These differences would not be possible without split, or dual, cooling systems and the use of additional,

electrically operated ‘on demand’ e-pumps to supplement, and in some applications, replace, the system’s mechanical pump.

So, to provide workshops with the service and repair solutions they need, Dayco introduced a wide range of e-pumps, which are naturally manufactured to OE equivalent standards, and reflect the requirements of an ever-changing market.

In addition to primary e-pumps and reflecting the fact that some modern applications can have up to four e-pumps undertaking individual and collective operations, the Dayco range also includes auxiliary e-pumps and cooling system support e-pumps.

Naturally, as would be expected of a company that consistently demonstrates such high levels of technical competence, a supporting catalogue, with comprehensive cross-reference data and imagery, is instantly accessible through the Dayco website and app, as well as via TecDoc.

Reflecting the developments in automotive design, e-pumps have become a growing presence in the aftermarket

Common issues with VEHICLE COOLING

Febi discusses some common problem areas and which vehicles are affected.

COOLANT EXPANSION TANK FUNCTION

The coolant expansion tank is one part of a vehicles cooling system, which is designed to keep the engine operating at exactly the correct temperature. The sealed cooling system is partially filled with air; the air in the expansion tank provides a ‘cushioning’ effect which allows the heated coolant to expand without causing the cooling system to fail. As the coolant heats up and expands the tank prevents the system from becoming over pressurised.

ENGINE OIL COOLER FUNCTION

To assist the cooling of the engine oil.  FAILURE

O-ring seals – can harden and crack over time and leak engine oil or coolant. Internal failure, possibly caused by corrosion due to incorrect coolant servicing or incorrect coolant type being used.

Oil mixed with the coolant – if the oil cooler fails internally, traces of oil will be found in the coolant, oil is forced into the cooling system due to being a higher pressure than the cooling system, when the engine is running.

Coolant mixed in the engine oil – once the engine is switched off, the cooling system is still under pressure, coolant can be forced into the engine oil.

TO FIT

Dacia, Nissan and Renault 1.5dCi engine various models.

CAUSE OF FAILURE

The coolant tank fitted to the models listed above is a very common failing item. With age the plastic becomes brittle, yellow in colour and is prone to cracking due to continuous exposure to the engine coolant heat cycles. This results in the coolant leaking, which appears in the luggage compartment area.

The inlet and outlet pipes on the tank that the tubes attach to feed to an integrated manifold on the engine bulkhead. These are also vulnerable and can break leading to coolant leaks. It is advised that the coolant tank be replaced if the original part has become yellow with age to prevent unnecessary future coolant leak issues.

If the transmission requires removal for another repair, it is recommended the coolant tank is checked and replaced at this point, as the access to the tubes inside the engine compartment make installation less complicated with the transmission removed.

The febi replacement is manufactured from high quality Polypropylene materials.

Going in the RIGHT direction

You may already be offering wheel alignment as a service, but recent developments in technology are leading Supertracker to ask: could you be doing more for your customers’ wheels?

As the cost-of-living crisis continues to squeeze both motorists and garage owners alike, attracting new customers in through the door, while at the same time showing them how you can save them money, is going to be more important than ever. With the increasing popularity of electric vehicles, which are typically heavier and can experience increased wear on tyres, as well as the ongoing national issues of potholes, wheel alignment will become increasingly central to a garage’s service offering.

WATCH!

Wheel aligners come in all shapes and sizes and there is a huge range available to suit any business size and budget, from some well-known and some lesser known brands. Supertracker has made a decent name for itself within the world of British industry and has been manufacturing, installing, servicing and calibrating wheel

alignment systems across the UK for over three decades. In the last year, the brand has been rejuvenated, bringing a modern and straightforward approach to a well-respected product.

Maintaining the core range of entry-level laser aligners, the most exciting developments have been made in the mid-range CCD computer models. These offer a great wheel alignment solution for garages for many reasons:

■ CCD machines which are trolley mounted, or mobile in operation, provide the ability for geometry checks to be carried out anywhere in the workshop, adding both flexibility and speed to the process for the technician.

■ CCD machines which operate a simple to use “hang on” clampless system, has many advantages, most notably reducing, and in most cases eliminating, potential damage to wheels that clamp systems may cause, as well as being simple and easy to use.

■ CCD machines which are powered by sophisticated software programs, computer wheel aligners hold an extensive vehicle database, saving significant time trying to source these alignment measurements alternatively. With adjustment help screens to assist technicians on a variety of vehicle adjustments ensures the process is simple, yet accurate to operate. With the added benefit of the ability to store customers data, for easy history recall.

■ Those systems provided with printers enable technicians to effortlessly print customer reports, leading to increasing customer satisfaction and crucially repeat business.

On tape

To highlight these advantages, Supertracker has recently released a series of explainer videos that demonstrate the simplicity of the CCD range of wheel alignment equipment featuring the iconic STR130 6 sensor wheel aligner. Allowing busy garage owners to consume this content in their own time, highlighting the simplicity of the machine, which can be demonstrated and featured in a

video in less than four minutes. This time efficient demonstration, is just one of the ways Supertracker is modernising the brand and connecting digitally with their customers.

Refreshing aftercare

Wheel alignment is a quick revenue generator for garages, and in many instances automotive alignment tools will pay for themselves in a very short space of time. However, protecting your investment is just as important as the investment itself.

Supertracker has a large central warehouse in Worksop, stocked with the full range of spare parts required to keep your machines

operational and reducing unwanted downtime. With discounted prices on parts customers, parts and accessories are readily available with quick delivery.

Backed by a service division offering calibrations, servicing, breakdown and technical support as well as database upgrades. Customers are kept informed of site visits, via their dedicated controllers and intuitive email communications, with all works logged and recorded, utilising their sophisticated service management software. Added to this the company’s engineers offer a national on-site service, with mobile test rigs calibrated to traceable standards providing

accurate calibrations backed with a certificate for the customer’s records.

Time is money for garages and downtime caused by unreliable equipment can lead to long-lasting loss of income. Successful garages rely on repeat business and building trust with their core customers, so offering reliable equipment, strengthened by a great service package, is critical to profitability. WANT

Tyre repair specialists Slime explain why suggesting an on-the-go tyre repair solution to your customers is a good idea.

FIXING A HOLE

There’s never a good time to get a flat tyre, but it’s especially frustrating during the hotter, sunnier summer days, so road users need to ensure they’ve got the right kit to hand to get them back on the road swiftly, should tyre problems arise. Figures from the leading Roadside Assistance providers tell us that, along with battery issues, tyre trouble is the main breakdown issue faced by motorists when travelling.

Within the past 10 years, Flat Tyre Repairing Kits have become standard as a replacement for spare wheels in the boot of all new cars. Flat Tyre Repair Kits are quick and easy to use and offer a simple solution to fixing a punctured tyre without the hassle of removing and replacing the wheel. They can also serve as a backup option for older vehicles that are already equipped with spare wheels. The use of flat tyre repair kits has become widespread, and they are now a common sight in most cars on the road.

This makes it the perfect time to be stocking the flat tyre repair kits from Slime –the easy alternative to a spare tyre. No more having to struggle with a jack or wait for roadside assistance, Slime's repair kits are the simple way to repair a flat tyre emergency in just 12 minutes.

Variety of options

So how do the repair kits work? Slime offers a variety of different flat tyre repair kit options, but the core of each kit is the same: tyre repair sealant is installed into your tyre, the inflator pushes air into the wheel, quickly re-inflating it and plugging the puncture. These are products with a broad appeal to many of your customers, including:

■ Frequent drivers – especially those who don’t like travelling at night, in the rain, or in the dark.

■ New drivers, or those who don't know how to change a flat tyre.

■ Motorists who are physically unable to change a flat tyre.

■ Current sealant purchasers whose existing product is old or out of date.

Slime also offers a sealant refill pack giving plenty of future opportunities for return visits

and replacement sales, as well as the opportunity to engage the motorist in further breakdown and emergency product conversations.

The kits are designed to be easy to use, you simply attach the repair sealant bottle to the tyre and an external air source. The pressure moves the air through the bottle pushing the sealant into the tyre.

Available as a full kit (with tyre inflator included) or as a sealant refill pack.

The pressure moves the air through the bottle pushing the sealant into the tyre.

MAKE A PITSTOP

WITH

It’s 3pm on Saturday afternoon and there’s bad news. The car was clipped and went into a roll on the second stage of the single venue rally event at Wilbarston in Warwickshire. My navigator and I are with my team of mechanics inspecting the damage. For several reasons, our long-term racing future is in jeopardy.

Tomorrow’s event is sponsored by one of our principal supporters. It takes place in our hometown of Wigan. We absolutely, positively, definitely, have to race. The list of damaged parts to replace includes: the windscreen; both front wheels; the steering rack; both steering arms; the track control arms; the cross member. Registration is at 7am. It’s going to be a long night.

The repair plan develops on the M6. I call our local rally car parts supplier, who promises to a) find the parts and b) stay open long enough for us to collect them in about three hours.

My mechanics consider the options. The crossmember on the MKII Ford Escort supports the engine, so rigging a tripod over

the engine bay and removing the damaged parts from underneath – without dropping the engine – will save time. As it’s a cross flow engine, most of the electrics and the exhaust manifold can stay in place throughout the procedure.

We’re late. We reach our workshop at 6.30pm. While the team prepares the scene, I drive over to collect the parts. My navigator takes charge of making the tea.

The good news is we have all the parts we need – plus others that our supplier expects could be required once we get started. First, we must replace the windscreen. The roll means the aperture is badly out of shape, but we have the equipment to push it back well enough for a new one to fit.

While it is curing, all damaged components are removed and the crossmember is replaced. My navigator makes another cup of tea. The installation of all the other parts runs like clockwork. On the stroke of 3am, we fire up the engine.

Sunday’s event goes well, but we are disappointed with second place. “Unlucky, but well done and thanks for coming,” says the sponsor. I smile at my team of mechanics. “Pleased we could be here,” I say. “It was really no trouble at all.”

CONNECTIONS QUIZ

Try and figure out what connects each of the answers!

1. Premier Inn is a British chain of what?

2. If you were to commit a crime, where might you be sent?

3. Complete the ABBA lyric: “Honey I’m still free, take a _ on me”?

4. Slytherin, Hufflepuff and Ravenclaw are all what in the Harry Potter series?

5. Which train station in London does the Eurostar depart from?

6. Abraham Lincoln was often seen wearing what headwear?

7. Beagles, Boxers and Terriers are all breeds of what?

8. Monzo is an app-based version of what?

9. Tesla introduced its first what in 2008?

10. What connects all the answers together?

Let’s take a look at

Online

Thanks to PMMOnline, technical guides have never been easier for technicians to access. With no need to sign in, pay or subscribe, PMMOnline offers an invaluable and simple-touse resource for the aftermarket. Let’s take a look at a couple of technical guides in our extensive digital archive.

GDI: Gasoline Direct Injection

Bosch explains what it offers when it comes to petrol-powered hybrid vehicles…

In the first three quarters of 2021, according to ACEA, the share of hybrid electric passenger cars (HEV and mHEV) registrations accounted for 19.4 per cent of total vehicles. If we sum up the PHEV registrations that represent 8.6 per cent, all types of hybrids represent 28 per cent of the total registrations in the European Union.

In comparison with the first three quarters from 2020, the registration of all hybrids in 2021 has doubled, becoming the most popular alternative powertrain with respect to volumes.

Gasoline direct injection

The majority of manufactured hybrid vehicles have a petrol engine on board. In the future, the most dominant system for hybrids will be gasoline direct injection (GDI), where Bosch has a leading position in OE for both injectors and pumps. GDI is the key to efficient and economical engines because it reduces the fuel consumption and emissions with enhanced driving dynamics due to direct injection of the fuel into the combustion chamber.

The quality of the engine management parts in hybrids is highly important due to the start/stop system’s instant starting capabilities in cold weather as well as warm. Only parts having an OE-level quality can ensure the benefit of hybrid technology in terms of fuel efficiency and Bosch is the right partner for this, offering a wide range of components for hybrids. Although existing and available technology, these parts are essential for the maintenance and good functioning of the gasoline engine. For the most sold European hybrid vehicles Bosch provides several petrol parts and below you have a glimpse of what is provided:

■ Toyota Yaris 1.5 HSD ignition coils and electric fuel pumps

■ VW Passat 1.4 GTE Hybrid Variant and Golf VII 1.4 GTE ignition coils, highpressure injectors GDI, knock sensor, pressure sensor, rotation speed sensor

■ BMW 225 xe Active Tourer ignition coil, high pressure injector GDI, high-pressure pump GDI, oxygen sensor, knock sensor.

In recent decades we’ve become used to pressing down the brake pedal in order to push fluid towards the brake calipers. A lot may have changed over the years, but the master cylinder, brake lines and fluid are still there. However, for how much longer will this be the case? Why still use fluid when smart electronics can take over?

Well, there already are some systems that are trying to get rid of the whole idea of pushing fluid towards the brakes. This is called ‘brake by wire’. With this system the pedal functions just like a brake pedal from a racing simulator: a pedal travel sensor measures how much the pedal is pressed and generates a signal. This signal is then sent to the ABS/ESP ECU.

The output can be either an analogue signal or a pulse width modulation signal. The brake pedal feel is still the same as a conventional braking system. A pushrod and an independent cylinder filled with fluid are used to create this authentic feel. Yes, we are being played here. The direct connection is really gone.

An evolved master cylinder

So, if the master cylinder isn’t directly connected to the brake pedal anymore, why do we even

need a master cylinder?

Continental thought the same and designed a new concept where the master cylinder is integrated into the hydraulic control unit of the ABS/ESP system.

You have probably already come to this conclusion by looking at the scheme above: Integrating the master cylinder into the hydraulic control unit creates a system with a much wider range of possibilities. The ‘master cylinder’ is no longer directly controlled by the brake pedal, so the ECU can determine when and how much pressure it needs to build up.

The benefits

When stopping a vehicle no longer solely depends on a drivers input, a world of possibilities opens up. Systems such as precollision assist and adaptive cruise control can intervene if the driver fails to react in time. In addition, advanced regenerative braking systems can operate with high efficiency.

But brake by wire also adds an extra level of comfort for the driver. Since the brake pedal isn’t directly connected to the system anymore, the amount of brake force isn’t directly related to the amount of pedal force any longer. Because of this, it’s possible to

adjust the amount of brake force to the driver’s preference. That is, if the car manufacturer equips a car with this possibility. But all in all, you could say brake by wire has benefits for safety, fuel consumption and comfort.

The future?

At ACtronics we’re always really interested in innovation and new technologies. That’s also the main reason why we follow the latest developments on brake technology. If we were to make a bold prediction on how brake technology will develop, this is what we believe to be the future:

We foresee that besides all hydraulic parts, all wear and tear parts will also be obsolete eventually. This might sound farfetched, but just think about it: Regenerative braking is ever evolving and in the near future these systems will function with such power and such precision, parts like discs and pads are just not needed anymore. Basically, it will operate just like the magnetic braking system of the newest Japanese bullet trains, but smaller and more sophisticated.

So, you’ve read it here first: Even the braking system won’t escape an all-electric future. And this could actually be a good thing.

ACtronics outlines how even the braking system on cars can’t escape an all-electric future…

INDUCTION heating

Could your workshop technicians benefit from Induction Innovations’ heating tools?

Induction Innovations is a family owned and operated manufacturer of highperformance induction heaters. Founder and President, Tom Gough, developed the first Induction model in 2000 after being in collision repair for 28 years and seeing the many time-consuming processes found in the vehicle and equipment repair industry.

Induction heat allows the heating of ferrous metals with all types of adhesives bonded to metal, fasteners bonded with thread lock compound, and seized hardware to be removed and released much quicker and safer than by traditional naked flame heating.

More and more technicians are putting down their torches and taking advantage of handheld induction heaters to remove seized or rusted parts from corrosion or thread lock compounds. By cultivating heat through electromagnetic waves, induction tools heat only the part you want to heat without risk of damage to other surrounding areas. The seized part never encounters a flame and the coil itself does not get hot.

As technology advances so does the need for a safer way to be able to free up corroded and seized up applications. One of the biggest challenges that mechanics face is wheel nuts and tie rods getting stuck or seized which can cause many hours of time and frustration. Induction Innovations caims its Mini-Ductor Venom tool can play a big role in the workshop.

Induction vs. open flame torches

The Mini-Ductor Venom is the third generation in the Mini-Ductor series of handheld induction heaters. Generating “invisible heat”, the tool aims to heat up ferrous metals in seconds and releases them from corrosion or thread lock compounds without the dangers caused by open flames.

4 STEPS TO WHEEL NUT REMOVAL

Select the proper size coil. For best results, leave a small gap between the coil and wheel nut

Insert the coil and lock it into place with the twist lock

Place the coil around the wheel nut and heat for 15-20 seconds

Remove the wheel nut

This tool reduces labour, allows you to save or re-use parts normally discarded in the repair process and reduces the need for consumables. The angled pistol-grip design along with bendable coils allow you to fit into tight spaces where torches cannot go, making the repair process easier than ever before.

Using a torch leads to heat being blown away from the load, wasting its energy and transferring its heat to unwanted areas. With induction heating, nearly all of the energy pulled is applied to the load, using invisible heat, making the tool faster and more energy efficient.

Using an open flamed torch to remove parts can be dangerous – open flames are unreliable, can be time consuming to work with and can cause damage to the area surrounding the part, which all affect the productivity of your business, your profits, and the safety of employees.

The angled pistol-grip design along with bendable coils allow you to fit into tight spaces where torches cannot go.

SAFETY FIRST

Maintaining lift pads and arm locks, as well as the proper use of adaptors rather than “lumps of wood”, are all key safety messages that Maha is keen to emphasise. Here, the workshop equipment supplier advises technicians on how to maximise the longevity and performance of their two-post lifts, as well as keep themselves and the vehicles they’re working on safe.

Lifting equipment needs to be assessed by a professional every 12 months, in accordance with lifting operations and lifting equipment regulations 1998 legislation. That same equipment also needs to be maintained regularly, the frequency of which is set out by the manufacturers’ recommendations in keeping with provision and use of work equipment regulations 1998. Not doing so can lead to investigation by the health and safety executive, then, if culpable, fines and even imprisonment, depending on the severity of the respective issue.

Irresponsible users are not only putting the vehicles they’re working on in danger, but also their employer’s reputation and, more importantly, they’re putting themselves and their colleagues in a perilous position too.

Maha’s team of experts are still seeing scenarios where correct maintenance procedures for lift pads and arm locks, as well as the use of appropriate adaptors, are

not taking place.

The equipment specialist’s sales manager, Nick Austin, commented on the issue: “Despite the risks, we are still observing deteriorated rubber pads on the ends of lifts where steel is then exposed. The point of the pads is to provide suitable contact with the vehicle to avoid it slipping off.”

The solution to that is checking the pads regularly and replacing when necessary. Replacement rubber pads are available to buy and are not expensive to replace, so why take the risk?

Chancing your arm?

Over time arm locks can deteriorate, due to wear and tear and considerable use, but misuse is also a common problem. The arm lock mechanism on any two-post lift is one of the most important safety features and should be checked for correct function before and during every use. Correct positioning and locking of the arms is very important.

Block party

Nick also reported witnessing technicians use a two-post lift without the correct adaptors; instead using blocks of wood.

Nick said: “Rather than have a 200mm sleeve to reach the chassis or use a U-shaped adaptor that goes each side of the chassis, like an anti-slip sleeve – the rubber pad comes off and the anti-slip goes on – I continue to see an ordinary two-post lift with a great big oily block of wood between the vehicle and the lift pad, which is completely unsafe!”

Once again, this issue can be easily avoided, but Nick is concerned that because there are so many adaptors available and workshop managers are under pressure to get a vehicle up in the air, a block of wood is viewed as a solution – but it isn’t.

He added: “It’s important that technicians are provided with the right adaptors, as it is vital to ensure the safe and effective use of a two-post lift. Once again, it’s a safety issue and could lead to serious consequences if an

incident occurs. Like the rubber pads, they’re not expensive and certainly not as expensive as a new two-post lift. We offer many types of adaptors, for many different vehicles including various EVs. Essentially, they lock onto the chassis via a locating hole or dedicated position along the sill. This type offers increased stability to prevent slip –why buy a lift but not the adaptors?

“Triple safety” offered Maha’s MA Star range of two-post lifts claims to guarantee “outstanding” safety, thanks to its spindle nut package, patented

‘giraffe’ nut breakage detection, motor brake, sturdy and solid design, safe usability, simple maintenance and service, easy installation and intuitive operation.

These two-post lifts lift to 1,995mm and feature stable and torsion-resistant columns made from rolled H-section steel. They’re capable of lifting vehicles up between 3.5, 5.5 or 6.5 tonnes, depending on which option is most appropriate for the workshop in question. There is also an optional height measurement light barrier that detects any obstacles on raising and lowering.

Thanks to all of the safety features, along with their straightforward plug and play and intuitive, LED-based interfaces, the MA Star range of lifts are a simple but effective range in practice.

“It’s important that technicians are provided with the right adaptors, as it is vital to ensure the safe and effective use of a two-post lift”

Nick Austin, sales manager

Looking for QUALITYTOOLS

The workshop is the heart of any mechanic's garage. The tools it contains are the lifeblood of their job, and the quality of those tools has a huge impact on how well they can carry out their work. But choosing the right tool can be tough. There are so many options out there and not all of them live up to their promises. As a technician, you depend on your tools to function properly, work efficiently and sustain rigorous use. If the tools don’t perform well, they’ll just make the job harder and will waste time. In many cases, they can do more harm than good.

So, what should you look for in quality tools, and what should you look for in a quality tool supplier?

It is important to select tools that are comfortable and easy to use. Look for tools designed to make complex tasks simpler, strenuous tasks easier and potentially dangerous tasks safer. To reduce fatigue, choose hand tools with an ergonomic grip, or power tools with vibration-reducing housings. When selecting sockets, consider lock-on models which feature specially machined flutes in the walls of the socket to enable use with up to 85 per cent rounded fasteners. This not only provides added strength but also prevents further damage to worn or rusted fixings.

A supplier’s commitment to aftersales support, spare parts, long-term guarantees, quality control procedures and expert technical advisors are also essential factors. If any of these areas are lacking, it may be time to re-evaluate your chosen tool supplier.

In a workshop environment, tools need to withstand continuous use, so find a supplier who can quickly provide spare parts or repairs when something goes wrong. Quality control is also important to avoid any product defects and ensure relevant safety standards are adhered to.

Aftersales support

Sealey has a long-standing reputation for providing a first-class aftersales service. Its service centre is key to ensuring that such levels of service continue to be maintained, or improved upon, as the company grows. To get your equipment back up and running as

quickly as possible, its dedicated servicing team aims to process repairs within 48 hours of receiving a product.

Even the highest quality tool may break or wear out after years of use. Therefore, ensure your supplier has spare parts readily available, enabling you to repair your trusted tools and save the outlay of buying a costly replacement. Sealey currently stocks over 120,000 different spare parts for existing and discontinued models, so you can rely on them for product support well into the future and look forward to many years of service from your Sealey products.

If your tool breaks down during the warranty period, you need to be able to trust that your supplier will replace it free of charge, without any hassle. You can’t afford downtime without the tool, so make sure that your supplier will be dependable if a replacement is needed.

All Sealey premier hand tools are manufactured from high-quality materials to exacting standards for a long and durable life, aiming to deliver exceptional performance at a competitive price. They are also backed up by a no-quibble lifetime guarantee, offering you peace of mind and many years of service ahead. Many other product lines, such as its range of storage systems, also offer 3, 5 or 10-year guarantees.

Sealey Tools explores what technicians need to bear in mind when purchasing tools.

Quality control

Quality means efficiency. Suppliers with effective quality management procedures identify potential risks or issues and swiftly rectify them before products enter the market.

Sealey’s team of experienced quality assurance engineers meticulously follow world-leading production and manufacturing standards. Products are tested and inspected at every stage in the supply chain process, ensuring the utmost quality and safety levels to comply with the latest documented standards. In addition, independent certification from third-party test houses is sought. Once introduced to the range the testing doesn’t stop there. Every delivery is inspected by the inbound quality control team before being released for sale.

To ensure products are safe and fit for purpose, ensure your tool supplier is adhering to the following quality control standards:

Jack and axle stand load testing – every jack and axle stand should be rigorously tested for load and functionality to confirm its strength and integrity.

Torque wrench calibration – calibration checking equipment should be certified to ISO standards, ensuring absolute measurement accuracy. Hardness criteria checks – the hardness of a product can be critical to the application or use. Tools should meet required standards to guarantee they are fit for purpose. Vibration testing (HAV) – all applicable air and electrically powered products should be tested, measured and recorded, allowing users to assess risk and exposure to hand and arm

vibration in the workplace. Electromagnetic compatibility (EMC) –products should be below the prescribed limits to avoid harming the user or interfering with other nearby electrical devices. Restriction of hazardous substances (RoHS) – suppliers should be committed to reducing the use of hazardous substances within products and throughout the supply chain to reduce the impact on the environment.

By choosing a reputable, well-established company you have the reassurance that if something goes wrong with the product, or maintenance is required after several years of service, it will be able to get it fixed or replaced quickly and efficiently.

Des Davies tests the BAILCAST DURAGUNPRO

On delivery of this tool, I noticed that it was of good quality, with a weight of 2.1kg and my first impressions of this tool were that it looked rather an awkward shape and out of balance – a bit cumbersome – but how wrong I was. This tool handled really well!

The tool is only to be used with stretchy universal and Duraboot CV boots for ease of operating and safety and the manufacturer states that it can be applied to work on all vehicle models. I also discovered that it was British made and it's nice to be able to test a true British product as most tools and equipment now seem to originate from China. It comes with a two year “no quibble” quality guarantee which I thought was quite generous.

Let’s put it to use

This product works by pneumatic power and needs the air supply to be set at around 4-8 bar with a maximum supply of 9 bar (130psi) for safety.

It’s very easy to operate as you connect an air supply to the tool, check that the pressure of the air line is correct, then place and slide the CV stretchy boot or universal boot to the jaw/fingers of the tool just over the end and then slowly press the air button until the fingers open to the correct size to pass over the CV joint that you are working on, then you can slide the boot onto the driveshaft and then over the CV joint.

Once you operate the tool to the dimensions required to be placed over the outer CV joint with the larger diameter of

the boot placed first onto the tool you can then remove the air line from the tool and this made it easier to operate and handle in a confined space, as now you have no restrictions to work with, and the pressure to keep the jaws/fingers of the tool still remains locked in the open position until you press the switch again to release the pressure and this then closes the jaws/fingers to release the tool from the CV boot.

On using this tool I soon discovered that the CV boots were easier to fit if the CV boot was immersed in hot water for a short period of time around 5-10 minutes, making it more pliable and easier to stretch whilst the tool was operated to its opening dimensions to enable the tool to manoeuvre over the CV joint to fit the new CV boot onto the drive shaft.

I was asked by PMM to carry out a product test on the Bailcast DuragunPro CV boot application tool.

This product made the fitting of a new CV boot kit quicker and easier as you did not need to dismantle and separate the CV joint from the drive shaft, saving time and effort as time is money. Especially on some vehicles where the circlips are broken or damaged and stuck on the drive shaft.

Not a very pleasant job replacing these CV boots as the grease is thrown out of the joint and gets very messy and goes everywhere, but it has to be done, as if water and dirt and debris gets into the joint it will quickly render the components useless and fail making knocking or clicking noises when turning full lock coming from the outer CV joint or straight ahead when accelerating coming from the inner joints. I found this product to work really well saving time and effort on replacing split or damaged CV boot kits, especially is difficult to split and remove the CV joint from the driveshaft.

The tool was quick and easy to operate, although the instructions could have been better and made bigger and easier to read, but this is just my view only. Most instructions today with their print size tend to be very

minute and not enough detail, they need to be made larger as these are very important instructions to help us operate the manufacturers tools and equipment safely.

I must say it is nice to see British tools at the forefront for a change and not items made elsewhere.

Verdict

This tool is well worth the investment as these CV boots are common faults and always tend to fail the MOT inspections due to cracks and splits and they leak the grease all over the driveshaft and wheel hubs. It’s a very good tool and constructed really well and easy to operate.

WWW.RDR.LINK/AAZ025

Citroen C2 Outer CV boot fitting over the front CV joint and driveshaft

Your guide to buying… BATTERY TESTERS

Here is a quick guide to buying battery testers so you can carry out an effective battery management programme in your workshop. Rotronics offers PMM its top tips.

DCA8000

The DCA8000 Dynamic Diagnostic Charging System is an all-in-one test and charge option. If time and accuracy is your priority, this is an ideal option. It is the only diagnostic and charging technology on the market and will service almost any 12 V batteries.

Regardless of the battery type, in under two minutes, a defect can be identified. The DCA8000 will charge quickly, letting the technician know exactly how long it will take. A lithium charge mode is included, with 70amp power supply features, and it has an intuitive touch screen interface. Any new software is wirelessly, making sure that it is future proofed.

Before you make a purchase, make sure that you know exactly what you want from the tester. Do you want it to:

■ Test the electrical system?

■ Test batteries under warranty?

■ Help as a sales tool?

■ Measure the battery’s life cycle?

■ Check for parasitic drains?

■ Be upgraded if necessary?

■ Be serviced and repaired?

■ Test EFB and AGM batteries?

It is important to be able to rely on the team you have bought the technology from, so that they can give you support and training, if needed. Take a good look at the product pedigree, as the old phrase “if you buy cheap, you buy twice” tends to be true. The diagnostic kit must be able to deal with a robust busy workshop environment. The cheaper units tend not to last.

Does having a printer that is legible and easy to understand matter to you? You may need to personalise the printout and have it date and time stamped. These are all things to consider.

Once you’ve bought your tester, keep it in good condition. That means putting it back in the case when not in use, do not wrap cables around it, never hold it by its leads, keep it clean, and service it once a year.

CPX900

The CPX900 is a battery tester which will test the health and reserve capacity of a battery, it can test the cranking ability and the charge acceptance. It has full online connectivity to ROBIS, the Rotronics online dashboard and reporting system.

It will be able to test the cranking ability and the reserve capacity for 12 V batteries in start/stop, hybrid, and EV vehicles. It works from the most advanced battery testing algorithms and software diagnostic capability.

The CPX900 is futureproofed because it wirelessly uploads any new software updates. This means that your technicians will always have the most up-to-date software.

For workshops that need updatable software and what Rotronics describes as the best handheld diagnostic technology on the market, the CPX900 is the one to look at. If an all-in-one diagnostic and charging combination is needed, the DCA8000 could be a good option for you. But more important than anything, do plenty of research, and make sure that you ask the right questions.

WANT TO KNOW MORE? FOR MORE INFORMATION

WWW.RDR.LINK/AAZ026

GT85 explains how and where technicians can use the multi-purpose spray.

Multi-purpose SPRAY

GT85 is a versatile and effective lubricant and rust preventative spray that can be an essential addition to any mechanic’s toolkit. With its unique formula, GT85 not only lubricates and protects against rust, but also displaces moisture, making it suitable for a range of applications in a workshop.

One of the valuable features of GT85 is its ability to penetrate deep into the smallest spaces, which can help you when freeing up seized bolts and other stuck parts. The spray’s precision nozzle allows for targeted application, making it easy to reach more difficult places.

Mechanics will know that wellmaintained tools are key to saving both time and money, as well as ensuring optimal performance, better safety, improved durability and maintaining a quality reputation.

Finding a tool that helps with lubricating, cleaning and protecting all types of engines, car and motorbike parts, bicycles, tools and heavy-duty machinery isn’t easy, but that’s exactly what GT85 claims to be able to do. It brings the shine back to metal, chrome and plastic surfaces; it protects surfaces against dirt, moisture, rust and corrosion; and loosens stubborn stuck parts.

Protecting the underbody

To keep vehicles rust-free, spray some GT85 on an old rag liberally. Then, wipe down all the metal parts, and for those hard-to-reach areas, the red straw attachment will help you to get in there and apply it directly. The underbody of the vehicle is particularly susceptible to rust, so check, clean, and protect any steel or metal

areas, such as the exhaust, exposed parts, frame rails, leaf springs, nuts and bolts, suspension, weld seams, and wheel wells. Ex-bicycle mechanic and motor enthusiast, Joe Achilles, had the following to say about GT85: “It’s very, very good at cleaning rust and grime off things that have corroded, but it’s also very good at preventing that rust and grime returning to whatever it is that you’ve cleaned. It’s safe to use on metals, composites and carbon fibre, so it’s useful on modern and old machinery and for freeing up and loosening bolts that might be seized.”

Motorbike maintenance

When maintaining motorbikes, use GT85 to lubricate the chain by rotating the back wheel and evenly coating the chain while penetrating the joint. After a few minutes, wipe away any excess formula. GT85 removes moisture from sensitive electrical parts of a motorbike and provides rust protection. It’s also great for cleaning grease and dirt from all motorbike parts. Use GT85 and a microfiber cloth to clean and protect chrome, rubbing it in small, even circles for a shine that’s easy to maintain.

Petrolhead Freddie Dobbs shared, “I’ve been riding around in the saltiest conditions for 12 years and I’ve never had any rust on any bike I’ve ever owned, and GT85 is a big reason for it. It’s a magic spray and the mechanic’s best kept secret.”

WANT TO KNOW MORE?

FOR MORE INFORMATION

WWW.RDR.LINK/AAZ027

Here is a useful summary of all the adverts that appear in this issue of Professional Motor Mechanic. Each is listed with its page number and a direct URL that will get you straight to the relevant online information

Knipex Tools UK ......................................................................(page 56) www.rdr.link/AAZ117

Mechanex ................................................................................(page 28) www.rdr.link/AAZ118

MAM Software ........................................................................(page 63) www.rdr.link/AAZ119

Mann & Hummell (UK) Ltd ....................................................(page 23) www.rdr.link/AAZ120

Maverick Diagnostics ..............................................................(page 17) www.rdr.link/AAZ121

Motul ........................................................................................(page 51) www.rdr.link/AAZ122

MS Motor Parts Direct ............................................................(page 44) www.rdr.link/AAZ123

PMM Online

PMM Podcast

Granville Oil & Chemicals Ltd ................................................(page 31) www.rdr.link/AAZ112

Induction International ............................................................(page 59) www.rdr.link/AAZ113

Jack Sealey Ltd ........................................................................(page 49) www.rdr.link/AAZ114

Kalimex Ltd ..............................................................................(page 21) www.rdr.link/AAZ115

Klarius Products ......................................................................(page 39) www.rdr.link/AAZ116

Ring Automotive

Schaeffler

SMPE

SP Diagnostics