Professional Motor Mechanic June 2019

PROFESSIONAL

JUNE 2019

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

THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

COOL CUSTOMERS Cashing in on A /C servicing this summer

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

Contents Regulars 4

VOLUME 20 ISSUE 6 JUNE 2019

Features

NEWS & VIEWS

47-52 REMANUFACTURING TROUBLESHOOTING

16

CLUTCH CLINIC

18

BELT FOCUS

21-24

TECH TIPS

27-32

BUSINESS & TRAINING

34-40

SPECIAL REPORTS

44

PIT STOP

72-74

COMPETITIONS & GIVEAWAYS

75-79

WHAT’S NEW?

Editor’s Picks 10

THE PROFESSIONAL APPROACH TO DIAGNOSTICS Why there’s no substitute for the right knowledge, tooling, training and data

22

THE DPF DOCTOR’S SURGERY Part three of Darren Darling’s expert tips

28

LESSONS IN LEADERSHIP Andy Savva runs through the key qualities of a good leader

34

LEADING THE CHARGE PMM catches up with Louise Baker of Womanic

55-59 A/C & THERMAL MANAGEMENT

8-12

69-71 LIGHT COMMERCIAL VEHICLES

61-67 DIAGNOSTICS & ENGINE MANAGEMENT Total Average Net Distribution 66,675 1st January 2018 – 30th June 2018

PMM JUNE 2019 1

VIEWPOINT

Editor

The power’s in your hands

ALEX JUGGINS Editorial Assistant BEN LAZARUS Digital Manager DANIEL CROSS Group Advertisement Manager

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ROBERT GILHAM Advertisement Manager ALEX DILLEIGH Magazine Designer GEMMA WATSON Group Manager OLIVER SHANNON Group Production Manager CAROL PADGETT Production Assistant CLAIRE PICTON Distribution Manager KARL CLARK Publisher BRYAN SHANNON Subscriptions

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

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elcome to the June issue of PMM. With Brexit having dominated the headlines throughout winter and autumn, perhaps the warmer months will usher in a much needed period of reflection and relaxation. Whilst relaxation might not be a word that regularly creeps into your work vernacular, reflection certainly should. Indeed, on page 32, Neil Pattemore assuredly declares that there can be ‘life after Brexit’, and advises that independent garages formulate a strategic plan for taking their business forward in the post-Brexit world. This involves taking stock of where your business is now, where you want to take it, and what you need to do in order to get there.

“Neil Pattemore assuredly One thing that is for certain if you wish to declares that there can be get your business moving post-Brexit is that it ‘life after Brexit’, and will require confident and clear leadership. On page 28, PMM regular Andy Savva explains the advises that independent key characteristics and behaviours of an garages formulate a effective leader, and emphasises how important strategic plan for taking these qualities are in motivating your team to their business forward in deliver the improvements you’re after. Many of these leadership abilities are embodied by our the post-Brexit world.” interviewee on page 34, Louise Baker, who is spearheading the campaign to encourage more women into the automotive industry, while also running her own mobile repair business.

June also sees the introduction of a new feature, in the shape of Remanufacturing.

Anecdotally, the market is awash with confusion when it comes to this subject, and as a result there’s something of a stigma attached to remanufactured products. Whether this reputation is fair or not is a matter of debate, but in this month’s feature, we hear from a number of remanufacturers who believe that their products represent the genuine value and quality that independents require. Understanding the remanufacturing process is the first step to appreciating the value of this market sector, so have a read if you’d like to know more.

Finally, if you believe that Brexit is the biggest people’s vote in recent times then think again, because we’re launching our 2019 Reader Survey! It’s been a little while since we canvassed the opinion of our loyal readership, so we really want to hear from you. Tell us what we are doing right; tell us what we are doing wrong; tell us what topics you’d like to see covered in more detail. If you don’t ask, you don’t get!

Turn to page 6 for more details on how to fill out the survey. It will only take 5-10 mins of your time, and you’ll be entered into a mystery prize draw.

Alex Juggins

Have a great month and enjoy the issue.

Twitter: @pmmmagazine Copyright © 2019 Associate member

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

PMM JUNE 2019 3

NEWS

& VIEWS

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

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‘Your Car - Your Choice’ pilot project begins

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he Your Car – Your Choice pilot project has begun in Chesterfield, aimed at raising awareness of the rights that motorists have to get their car serviced anywhere they choose.

The campaign, organised by the IAAF, targeted independent garages and motor factors with an awareness day in Chesterfield at Bilstein Group, Markham Vale on Thursday 16th May. Garages were able to quiz experts from around the trade to find out where they could go for support in challenging some of the misconceptions on garage

4 JUNE 2019 PMM

repair and servicing within the warranty period and beyond.

The campaign received a boost, with major automotive companies signing up to support the pilot project. These included: Automechanika Birmingham, Bilstein Group, Comline, Comma, First Line, Hella, Impression Communications, Mahle Aftermarket UK, National Auto Parts, SMPE, TMD Friction, Johnson Controls (Varta), WAIglobal UK and ZF Aftermarket.

All participating companies featured in the pilot project’s social media campaign to

garages and motorists throughout Chesterfield and its surrounding areas. In addition, all IAAF distributor members in the area were invited to get involved and spread the campaign message to garages. Motor factors Autosupplies Chesterfield and Road & Rally played an active role in bringing garages to the awareness day, especially by highlighting the campaign across their own social media platforms and through their teams.

There is still a huge misunderstanding in the UK when it comes to the rights that motorists have to get their car serviced anywhere they choose, from new. As Block Exemption comes to an end in its current format on 31st May 2023, the IAAF believes now is the time to seriously raise awareness as we enter a “digital phase” of car technology and data ownership.

According to GIPA, 72% of consumers believe their vehicle has to be returned to a franchised dealer for servicing/repair so as not to invalidate the warranty. An

IAAF member has also found that 46% of garages are unsure of Block Exemption regulations and don’t have the confidence to talk about it to existing or potential customers.

All IAAF motor factor and distributor members in the demographic catchment area covering all the main buying groups, and national and local distributors are invited to take part, along with IAAF supplier members wanting to pledge their support.

IAAF Head of Membership Development, Mike Smallbone, said, “We’re very pleased and enormously grateful for the support we’ve received from companies in the automotive aftermarket. It underlines the appetite to make a stand and change the perceptions we all have about the rights afforded to the independent aftermarket supply chain and motorists under Block Exemption regulations.

“The awareness day on 16th May aimed to equip garages with all the information they need to promote the campaign

Automotive video production reaches one million a month

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he use of personalised videos in the automotive industry hit a major new landmark in March, with CitNOW recording a million videos made by customers in a single month.

The massive increase in the use of video in dealership showrooms and workshops cements the technology’s growing importance in fostering transparency and customer service in the automotive industry – the number of videos made by CitNOW increased by 28% from 2017 to 2018.

With March typically one of the busiest months of the year for car retailers, it comes as little surprise to see high video usage as new car handovers and used car listings are helped along by CitNOW’s video platform.

Demonstrating how global markets are now swiftly following the UK’s lead, the number of videos made for nonUK customers saw even more growth, with a surge of 51% on 2017 figures.

“CitNOW videos were viewed more than 20 million times last year – almost 100 times more than the 215,540 views in 2013.”

While video is now commonplace in the automotive retail industry, the CitNOW platform has come a long way since its inception, with just 242 videos made in March 2011.

No longer a luxury service, personalised videos are now expected by many customers; CitNOW videos were viewed more than 20 million times last year – almost 100 times more

than the 215,540 views in 2013.

CitNOW CEO, Alistair Horsburgh, said, “Five years ago, we were producing a million videos for customers in a year. Now we’re making that number in a single month.

“These numbers are staggering and it just goes to show how the motoring industry in the UK has really embraced and adopted video, as well as the benefits it offers in a world where car buyers and workshop customers are time-poor but expect ever-increasing levels of service and transparency.

“It’s a message we’ve been telling automotive businesses for the last five years; if you’re not using personalised video as a tool, you will be left behind.

Now you don’t have to just believe us, the numbers tell you everything you should need to know.”

CitNOW is active in 55 countries across Europe, Asia and the USA, and works directly with 43 major car manufacturers globally.

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PROFESSIONAL

MAY 2019

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E

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

THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

MADE FOR THE TRADE Getting hands-on with the latest tools and equipment

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

6 JUNE 2019 PMM

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rdr.link /A F144

rdr.link /A F1

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TROUBLESHOOTING

Equalisation charge for a

hybrid Hybrids are here to stay, and they are going to thrive under a combination of more stringent emission requirements and rising fuel costs, argues Steve Carter. PMM re-visits a case study from 2017, in which Steve describes a problem he encountered on a Prius that refused to start and subsequently required an equalisation charge to clear a fault code.

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n this month’s troubleshooting guide,we will be looking at a particular vehicle that many PMM readers may not have had the opportunity to work on – a Toyota Prius hybrid.

The Prius in question was an older model, a 1999, with just 35,000 miles on the clock.

Although newer models of hybrids are more advanced, the fault in this case still illustrates an important, and still relevant, point. The Prius had been totally reliable until one morning, when it refused to start. It is worth noting that these vehicles do suffer with a very poor 12V ancillary battery. A breakdown service had been called, which was unsuccessful in jump starting the vehicle, meaning it had to be transported to a local garage for further investigations. This garage had the car for over four weeks with no success in starting the vehicle.

It was then forwarded on to another garage, where one of the technicians had some training

by Toyota on this particular vehicle. However, he had no diagnostic equipment suitable for

8 JUNE 2019 PMM

this car. With the car still not starting, our first task was to obtain any fault codes from the vehicle ECMs. With the complexity of this car, there were a couple of ECMs you will not see anywhere else. The first is the ECM that controls the hybrid function and the second is the ECM that manages the vehicle’s traction battery operation.

After scanning, we discovered two particular fault codes, the first relating to an internal malfunction with the engine control

“After scanning, we discovered two particular fault codes, the first relating to an internal malfunction with the engine control module and the second indicating a problem with the vehicle’s traction battery.”

module and the second indicating a problem with the vehicle’s traction battery. After gaining access to the engine ECM, located in the passenger foot well, some scorch marks on the ECM loom connector were detected. We took the decision to open themodule. We were fairly confident this fault was caused by the incorrect jumpstarting of this vehicle. On repairing this connection, and with a fully charged 12V supply, the vehicle started promptly.

With the engine running, we directed our attention to the traction battery ECM, which gave a fault requesting an equalisation charge. First, we need to understand what this fault is and what can cause it. Initially, we need to understand that the traction battery pack in this vehicle is made up of 240 individual cells, each with a terminal output of 1.2V, making the total output from the battery pack 288V. This output can provide sufficient current for 35KW of power (a four bedroom house wouldn't use that much power). Over time, the battery pack

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performance will degrade, as differences between each cell become more pronounced.

It is also worth noting that the Prius never actually charges its traction battery fully during normal operation, only somewhere between 40 and 60%. This is to allow room for storage of any regenerated braking charge and also to extend the lifespan of the battery.

An equalisation charge is a current-limited charge, at a higher voltage than normal, to ensure all batteries are brought up to 100% charge. During this process, the battery pack can become quite warm. Not knowing the entire history of this vehicle, it was only sensible to make sure there was sufficient airflow around the battery. Before we attempted to remove the covers, we killed the battery with the break switch located in the boot. With the battery now completely disconnected from the rest of the vehicle, we were able to remove the covers to the battery safely and to confirm that the internal cooling

fan to the battery was working correctly.

With the covers removed, we replaced the break switch and started the vehicle. To allow for an equalisation charge to take place you must, of course, have the engine running continually. The only way for the engine to run continuously on this vehicle is to engage the air conditioning. During the equalisation charge, we carefully monitored the voltage of the traction battery and its internal temperatures. After 17 minutes of continuously running the engine, the voltage had risen to 365V. This is the threshold for equalisation charge, and at this point the voltage started to decrease. The internal battery temperature reached 35ËšC, which is well within safety limits, and the battery pack cooling fan was operating normally at all times. With this process completed, the two fault codes were erased. The Prius was taken on a 12 mile journey through heavy stop-start traffic and was functioning perfectly.

TROUBLESHOOTING

The professional approach to diagnostics Scantec Automotive’s Ross Kemp returns this month with another diagnostic case study, which he believes demonstrates the need for the correct tooling, training, data and knowledge in carrying out a professional diagnosis.

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feel that the following example highlights the fact that to be successful in the art of vehicle diagnosis, you need not only the correct tools, but access to manufacturer technical data, ongoing training and, more importantly, product knowledge.

The vehicle in question was a BMW 5 Series, which was brought in by a customer complaining of multiple dash warnings, multiple fault codes and an intermittent battery drain.

Initial visual checks confirmed Ross Kemp that multiple dash warning lights and messages were present. Battery testing confirmed a low state of charge but good battery health on what appeared to be a fairly recently fitted, new battery. Once we had confirmed that the battery was in fact the correct fitment for this vehicle, we moved on to our initial diagnostic assessment.

Initial diagnostic analysis of the vehicle network, basic communication, and stored and historic fault entries confirmed initially that all modules (except the infamous Telephone module) were present and responding.

We noted a mere 64 fault codes either stored and/or present across the vehicle. Now

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this is where those that change parts based on fault codes may come a little unstuck. It’s important to remember here that although we don’t currently know the cause of the issues, one thing we do know categorically at this stage is that the battery goes flat.

Understanding the product you are working on (or in this case the network) is going to be key to a prompt and correct diagnosis.

When we analysed the 64 fault codes, there was a common thread of communication and/or missing network messages across multiple control modules.

At this stage, we needed to know: was a battery drain causing battery voltage to drop to a sufficient enough level that control modules would become ‘offline’, causing those still ‘online’ to post missing packet faults? Or was it a network-related fault causing the vehicle to stay awake and/or reawaken, causing the battery drain?

Use of the correct manufacturer diagnostic tools aided us initially in our diagnostic direction here, as we were able to run battery management testing to confirm that over a 100-minute monitoring period, the vehicle was actually woken some 97 times –

therefore confirming to us that the problem we needed to tackle first was that of what was causing the vehicle’s network to be woken so many times.

Considering that the wake or sleep command to most of the vehicle’s control modules on this vehicle is carried over the communication network, it was clearly time to monitor this network for some further direction.

A quick look at the CAN network activity demonstrated that we clearly had a hard network fault, showing that CAN-H and CAN-L were in fact shorted together and not the expected ‘mirror image’ of each other (see Fig 1). Now, if we were going to expect this vehicle to not only communicate correctly but to be able to send shut down/sleep commands successfully, we were clearly going to have to deal with this issue first. However, it does go to show just how fault tolerant these CAN networks are, as we were still able to communicate with all the connected modules – even with the network in this state!

Using manufacturer data, we could confirm that there were some 22 control modules located all around the vehicle that were directly connected to this CAN network, so knowing that this could be any one of those 22 modules and/or the wiring between them causing this issue, we needed some direction.

It’s fairly common practice to isolate one module at a time while monitoring the network, but where to start? Again, product knowledge comes into play and depending on the specification of the vehicle, three or four of these modules are located in a nice easyto-get-at location in the bottom of the spare wheel well and are known to suffer water damage. A quick inspection confirmed water was in fact present.

Whilst still monitoring the CAN network, we disconnected (one by one) the Micro power module, the PDC module and the EHC

í˘˛ module and, as can be seen, we noted when disconnecting the EHC (Electronic Height Control) module that the network then started to operate correctly, confirming to us the water damaged module was the cause of our network issue (see Fig 2).

Leaving the EHC module disconnected from the network, we reconnected to the vehicle, cleared down all stored faults and carried out a further global vehicle scan, confirming on completion that all modules were present and correctly communicating (other than the disconnected EHC module of course) but more importantly, we now had no fault codes in any control module other than those reporting lost packets from the disconnected EHC module. Only then could we correctly monitor the vehicle’s shut down procedure and resulting final battery draw.

Further testing confirmed the expected battery draw profile during the 16 minute shut down with a final battery draw of

approx. 180 mAmps.

This complete and accurate diagnosis process from start to finish was achieved within a couple of hours. I would question that without the correct diagnostic tools, would we have known about the 97 wake up events?

Would we have known which control modules were linked to this network and/or their locations within the vehicle without the correct technical data? Without the right test equipment (and training on how to use it) would we have been able to analyse the CAN network as quickly and easily? Would we have

been able to find the affected EHC module as quickly without the product knowledge? Or would we still be stripping the car down now, trying to gain access to the other 19 modules that weren’t in the spare wheel well?

I would like to think that the above job goes some way to show that professional diagnosis is achieved by having the right tools for the right test, applied at the right time, with the right knowledge and data to interpret them. It’s definitely not changing parts based on fault codes and/or solely about having the right tool.

TROUBLESHOOTING

Process of elimination

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S

omething that crops up time and time again is how to test and diagnose piezo injectors without having to send them away. This in itself isn’t always straightforward, with many diesel companies saying they can only really check spray patterns, as they can’t load the injectors the way they would be when fitted to the vehicle. I had the opportunity to try out some new testing methods when I was asked to take a look at a Nissan X-Trail with two fault codes that pointed to all four injectors.

The fault codes were “P2146: Injector 1 & 2 Power supply short to ground” and “P2146: Injector 3 & 4 Power supply short to ground”.

I needed to confirm the fault to start with.

The customer’s descriptions on the job card read, ‘under load, wants to conk out’; you’ve

got to love certain customers’ comments.

After a short interview – I had gathered some more information, namely that the vehicle would start and run from cold just fine. It behaved perfectly until they needed to overtake or put the engine under load, which resulted in a stall. This issue would get progressively worse until it was impossible to start the engine, meaning that the user had to wait until it cooled down again before restarting it. Clearing the codes and carrying out a road test confirmed this, and it was certainly worrying to experience the vehicle cutting everything!

Having confirmed the fault, I could now start looking into what was causing it. A step that is often excluded is to check for possible software updates and known issues.

Technicians always have to keep an eye on the clock when working on a diagnostic job, so it is better to check this first as it may well save time going forward. I think we can all say that at some point we’ve chased a fault only to find that there was a software update that could have saved us a lot of time and pain.

The situation as it stood was that I had the two fault codes pointing to four injectors, but I had to establish whether to replace them based on the fault codes alone or to do our best to find the cause of the fault.

©tamayura39/AdobeStock

Technician Ben Martins takes a look at a Nissan X-Trail with a faulty piezo injector.

In part one of a two piece instalment, Ben discusses the significance of ruling out potential problems in order to arrive at the actual issue with certainty.

While looking for the description of the fault codes, I discovered another source where the same fault code meant something different. This is a problem that we frequently have to deal with and the only way to find an accurate fault code description is to refer to the manufacturer’s technical information site.

Here, I found that P2146 is “number 1 and 4 cylinder fuel injector circuit open�, and P2149 is “number 2 and 3 cylinder fuel injector open�, with the DTC detection description ID for an improper voltage signal sent to the ECM through Cylinders 1 and 2, and Cylinders 3 and 4. This is where using ‘dealer’ level tools may make your life that little bit easier, but I know that for multibrand workshops, this is a considerable commitment and expense that may not be economically viable.

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1. Injector voltage, 2. Injector voltage, 3. Injector current, 4. Ruler overview

“Checking for wiring continuity is becoming a thing of the past; we would much rather see how the circuit performs under load.�

The repair procedure for an injector power supply circuit open or short doesn’t exactly fill me with joy either. Checking for wiring continuity is becoming a thing of the past; we would much rather see how the circuit performs under load. This is often done with a bulb, or we could use the floating input capabilities of the 4225 and 4425 PicoScopes and look at the voltage drop between the two ends of the wire.

First, I wanted to make sure that the injectors were getting the correct signals from the ECU. Nissan, along with many other manufacturers, uses piezo injectors in its diesel engines. One thing to remember about piezo injectors is that the voltage levels are much higher than on solenoid types, and they can reach 250V on some systems. If you ever

í˘˛ find you are unsure, always use an attenuator and be mindful of the risks involved with high voltage. If possible, always use suitable breakout leads during injector testing. The infinite and more precise control over injection means that stricter emissions standards can be met and that they are easier to control, but these benefits do not come without problems. Piezo stacks are very sensitive and fragile. It doesn’t take much of a shock to damage the stack, and even having them lying down on a workbench for a few days is enough to dry them out, which, when refitted and used, can cause unnecessary stress to the stack.

As I had four channels at my disposal, I used three channels to observe the voltage on both sides of the injector as well as the current.

In Fig 1, you can see that the injectors were being supplied with 160V. I used an attenuator to check the voltage in order to ensure that the ranges were safe to use with the scope alone. You can see why the use of attenuation is so important, as not many other scopes have a high enough input rate to handle this kind of voltage. You can also see that both sides of the injector are exposed to the 160V, but it was only when the ECM provided a ground path for the supply voltage that the current started to flow. It is important

PMM JUNE 2019 13

TROUBLESHOOTING

to remember that current only flows when there is a voltage differential. Some manufacturers may have a base voltage setting of, say, 5V for open circuit detection, but it is only when there is a voltage differential that the current will start to flow.

By utilising the peak to peak measurement in PicoScope 6 (see Fig 2), I could see if there were any excessive differences between the other cylinders.

From cold, they were all between 15 and 17A at idle. There wasn’t much to gain from that, so next it was time to see what would happen when the engine cut out.

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1. Injector signal, 2. Injector signal, 3. Camshaft signal, 4. No output from injectors but the engine is still turning

“Proving what it is not is sometimes just as important as proving what it is.�

As I did not know if the fault was associated with a wiring issue, an injector, or all four injectors, I decided to keep it relatively simple to start with. Due to accessibility, I decided to look at the injector on Cylinder 3 and captured a camshaft signal to indicate the engine was running.

This was followed by a road test to enable me to see what was happening when the engine stalled (see Fig 3).

The fault occurred during the road test and I was able to capture it with the PicoScope.

When the engine stalled, there was no longer a signal being sent to the injector, but the engine was still rotating, which was confirmed by the camshaft sensor output. I took the opportunity to look at the crank sensor output to confirm that the ECM could still see that the engine was rotating. Proving what it is not is sometimes just as important as proving what it is. I also had a spare channel here, so in an effort to rule out as much as possible, I looked at the ECU power supply as well.

Without a crank sensor, the engine would cut. With no codes pointing towards a faulty sensor, it was important to establish what it was doing when the engine cut out.

14 JUNE 2019 PMM

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1. Main crank sensor signal, 2. Sub crank sensor signal, 3. Cylinder 3 injector voltage, 4. Crank math channel, 5. Point engine stalled, 6. Ruler overview

As you can see from Fig 4, it did not cut out or misbehave prior to the engine stall.

Therefore, I could safely rule it out as the fault. You’ll notice that the engine speed math channel I’ve created is indicating a speed increase in RPM after the engine had stalled.

The reason for this was that the clutch was being depressed. Just before the engine stalled, the vehicle was accelerating and when it stalled, the engine speed decreased quickly. The depressed clutch, however,

reduced the load on the engine and so the speed increased momentarily.

You can also see that the ECM supply remained, which means that the injectors cutting out was not down to a decrease or drop in the power supply either; another item to tick off the list. While the testing continued, the fault did indeed get progressively worse the hotter the engine got, until it got to a point where the engine would no longer start.

Tune in next month to find out how Ben figured this one out.

CLUTCH CLINIC

HOW TO Replace the clutch on a Peugeot 206 This month, REPXPERT Alistair Mason inspected a 2005 1.1L petrol Peugeot 206, which had covered more than 75,000 miles. It was difficult to get the vehicle into gear, as the clutch was not fully disengaging and there was a ‘scraping’ noise emanating from the bell housing area, so a gearbox removal was advised and authorised.

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or this repair, Alistair needed a two-post vehicle lift, transmission jack, engine support and clutch alignment tool. A gearbox removal should be a straightforward task for an independent technician.

Step-by-step procedure With the vehicle placed on the ramp, open the bonnet and remove the air filter/box assembly, the battery and carrier, which gives good access to the top of the gearbox and bell housing area (Fig 1).

í˘ą Detach the multiplug from the reverse light switch, remove the earth lead connection from the top of the gearbox, and disconnect the clutch cable from the gearbox by pulling the cable forwards and unhooking from the arm. Next, undo the upper bell housing bolts and top starter motor bolt, then, at the rear of the gearbox, disconnect the three gear change linkage rods.

Before raising the vehicle lift to gain access to the underside, slacken the hub nuts for both front driveshafts.

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“On this occasion, with the gearbox removed, the fault was easily identified: some of the clutch diaphragm fingers had been ground away and snapped off.�

Next, raise the lift and drain the gearbox oil, release both bottom ball joints from the front hub assemblies, pull the hub assemblies outwards and remove the outer CV joints. On the O/S/F driveshaft, the centre bearing also needs to be released, before removing both driveshafts from the vehicle and storing them safely.

Remove the starter motor retaining bolts and the engine speed sensor from the front of the bell housing and lower bell housing bolts, leaving two easily-accessible bolts to retain

the gearbox until it can be removed.

With two transmission jacks, support both the engine and the gearbox. Use a ladder to reach the topside of the engine, and then remove the gearbox mounting. Lower the engine and gearbox assembly slightly, remove the final bell housing bolts, ease the gearbox away from the engine, and, once clear, lower the gearbox with the transmission jack and store safely.

On this occasion, with the gearbox removed, the fault was easily identified: some

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í˘´ “Ensure the clutch plate is facing the correct way, indicated by ‘Gearbox Side’ (or ‘Getriebe Seite’), then tighten the bolts evenly and sequentially, and finally, torque to the manufacturer’s specification.â€?

of the clutch diaphragm fingers had been ground away and snapped off (Fig 2). The release bearing was also inspected and was deemed unserviceable, as it had damage to the contact area and no lubrication in the bearing (Fig 3).

There could be a few reasons for this fault: â– The bearing coming into constant contact

with the clutch, causing the bearing to get hot and seize, which can eminate from the driver resting their foot on the clutch pedal. ■The release system’s alignment is not

correct; the release fork lever bushes are worn and the release fork is twisted/bent. â– The release bearing guide tube is worn,

not allowing the release bearing to return correctly.

Clutch replacement is needed Remove the old clutch, and remove the glaze from the flywheel by using Emory cloth and clean it with brake and clutch dust cleaner.

Next, mount the new clutch plate onto the gearbox input shaft to ensure correct fitment

í˘ľ (Fig 4). Next, using a clutch alignment tool, mount the new clutch assembly onto the flywheel (Fig 5).

Next, ensure the clutch plate is facing the correct way, indicated by ‘Gearbox Side’ (or ‘Getriebe Seite’), then tighten the bolts evenly and sequentially, and finally, torque to the manufacturer’s specification.

The next task is to examine the release system. On this job, the release bearing was replaced, as it is part of the clutch kit. On closer inspection of the release fork, excessive wear was evident in the nylon bushes, as was slight wear on the fork itself.

Therefore, the release fork and bushes were replaced, as was the release bearing guide

í˘ś tube (Fig 6).

Apply a light smear of high melting point grease to the gearbox input shaft splines and wipe off any excess – in the areas where metal is running on nylon, no lubrication is required. Ensure both engine to gearbox alignment dowels are installed in the engine.

Ensure the clutch cable is operating smoothly, but be aware that it is always best practice to change it. In this instance, the self-adjusting clutch cable was replaced.

Using the transmission jack, ease the gearbox into position, locate the gearbox input shaft into the clutch plate, and then ease it onto the alignment dowels. Once in position, secure it with a bell housing bolt.

Installation is in reverse order of removal.

Torque all bolts to the manufacturer’s specification and refill the gearbox with the correct quantity and specification of gearbox oil. Once the battery lead has been connected, reset all electrical systems. Finally, carry out a full road test to ensure a quality repair.

GO TO

rdr.link /A F101 for more

information on Schaeffler products, fitting instructions, labour times and much more.

PMM JUNE 2019 17

BELT FOCUS

It’s in the DNA Dayco discusses the latest additions to its belt range and how they demonstrate that it’s in the company’s nature to provide the aftermarket with useful solutions.

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mong Dayco’s recent additions are its double-sided belt in oil (BIO) timing belt and the Dayco BSG 48V start/stop hybrid engine system. The original Dayco BIO, developed to supersede the previous chain driven high pressure fuel injection pump for the popular 1.8L Ford ‘Lynx’ engine in 2007, was an engineering triumph, according to the company. The technology has since evolved to include other belt types and its latest incarnation comes in the form of the double-sided BIO timing belt.

Besides reportedly being composed of a completely different formulation from anything else in the market, the belt is protected with a specially developed coating, making it capable of operating while submerged in oil. The teeth on both sides of the belt also allow for significant space saving within the drive system, as the components can be brought closer together due to the fact that the belt can drive them from either, or both sides, simultaneously.

The growth in micro hybrids – vehicles fitted with a start/stop function – has led VMs to follow differing routes, with some opting for an uprated starter motor to cater for the greater number of engine starts these vehicles need, whereas others have chosen to use a starter/alternator driven by a belt to provide a faster, quieter engine start. The starter/alternator combines both a starter motor and an alternator into one component, which is able to switch between each function on demand.

“In contrast to a conventional belt system, the patented Dayco Self Tensioning System (STS) maintains a balanced tension on both sides of the belt in relation to the starter/alternator drive pulley.”

In a particular project with a leading VM, the starter/alternator option was the chosen solution, meaning that the challenge for Dayco was to engineer an auxiliary belt system with the strength to start and restart the engine instantly when the vehicle needs to pull away that was no wider than a standard auxiliary belt.

This objective was extremely difficult to achieve as, with the increased stresses generated through the starter, it could have been plausible to use a belt twice as wide as normal. However, at the conclusion of the

18 JUNE 2019 PMM

complex project, Dayco’s engineers had developed a belt of a traditional width, coupled with a tensioning system able to maintain the correct tension on the belt and allow power to be transmitted in either direction, whether starting the engine or driving the alternator.

In contrast to a conventional belt system, the patented Dayco Self Tensioning System (STS) maintains a balanced tension on both sides of the belt in relation to the starter/alternator drive pulley. Instead of having a tensioner on just one side of the belt system, the tensioning device connects both

sides of the starter/alternator belt system.

Dayco STS is designed to create a balance of forces between the two sides at all times, which enables the starter/alternator to seamlessly switch between its starting and charging modes to allow the vehicle’s start/stop system to function to its full potential.

Central to the development of this selfbalancing device is the rigid connection of its pulleys, which allows it to maintain the correct belt tension irrespective of the direction of the load. It is an excellent example of how challenging objectives can bring out the best from component manufacturers that need to work with VMs to find the best design solutions.

An associated development is the Dayco BSG (belt start generator) 48V, a start/stop hybrid engine system designed to enable alternator torque to be transmitted alternately, in different directions. The BSG is an

“Developing solutions for the world's VMs is in Dayco’s DNA.”

unorthodox alternator system that, via the PolyV belt, provides engine starting, braking energy regeneration and even acceleration or cruise control maintenance, through the alternator.

The belt for this system, which has a white, high-strength fabric coating, is designed to operate in winter temperatures of -40˚C and then immediately be subjected to 90˚C when the engine is running, because the oil within it heats up to 130˚C and effectively releases its heat through the components in its close proximity.

Some of these patented innovations are initially exclusive to the OE market. However, they are also just a small example of the company's sector knowledge and demonstrate how developing solutions for the world's VMs is in Dayco’s DNA. For more information about Dayco, GO TO

rdr.link /A F102

TECH TIPS

AUTODOCTA í˘ą

í˘˛

SUZUKI SX4 S-CROSS – RESONANCE NOISE THROUGH VEHICLE WHEN DRIVING FAULT: We are experiencing a problem with a 2014 Suzuki SX4 S-Cross. The customer is complaining of a resonance noise through the vehicle when driving in third, fourth or fifth gear at 3000-3500rpm. We have visually checked the engine mountings and the exhaust system but we have found no faults with them. Do you have any ideas about fixing this car?

FIX: Other Suzuki SX4 S-Cross owners have reported this noise to us, which leads us to suspect that your vehicle is fitted with an incorrect specification RH front driveshaft mass damper. Inspect the production date on the RH front driveshaft and the production code on the driveshaft mass damper (Fig 1.1 and Fig 1.2). If the production date range on the front driveshaft is 11/06/16 to 12/06/16 or if the production code on the driveshaft mass damper is not 8191815601, fit a new RH front driveshaft. Carry out a road test to ensure that the fault has been rectified.

VOLVO V60 – ENGINE HESITATION AND ENGINE MALFUNCTION INDICATOR LAMP (MIL) ILLUMINATED

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

FAULT: A customer of ours has a 2016 Volvo V60 which is suffering with engine hesitation, and the engine malfunction indicator lamp (MIL) is illuminated. Trouble codes P00BC, P0471, P0472 and P0473 are stored in the ECM fault memory. We have visually checked the intake system for air leaks but have not found the cause of the fault. Has a fault like this been reported to you before?

FIX: Yes, we are aware of a fault that affects several Volvo models 2016-17 with D4204T8, D4204T9 and D4204T20 engine codes. The fault is due to the exhaust gas pressure sensor feed pipe being restricted or blocked. Fit a new exhaust gas pressure sensor feed pipe (Fig 2.1). Erase the trouble codes and carry out a road test to confirm that the fault has been rectified.

For more information online, go to rdr.link/AF103

PMM JUNE 2019 21

TECH TIPS

The DPF Doctor’s surgery Darren Darling takes a look at a classic case of DPF faults going unchecked or being misdiagnosed, and explains how to do the job the DPF Doctor way.

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his vehicle was presented to us with fault codes P2463 – DPF Soot Accumulation and P2459 – DPF Regeneration Frequency. No other fault codes were present. After discussing the history of the problem with the customer, we were informed the DPF had been clean two weeks previously but was now causing problems again. This appeared to be a classic case of treating the symptom not the cause. This unfortunately is something we see regularly, and it’s the reason why we always undertake our own assessment of the vehicle to identify the root cause of any DPF problems.

Vehicle: Issue:

Mazda CX-7 2.2 D

DPF blocked due to low boost pressure

a healthy 4mb of pressure at idle; no fault codes or limp mode. Now we had got rid of the exhaust restriction, we could find the problem. We were working in reverse order on this vehicle as we’d usually be looking for the fault first before cleaning the DPF, but in this case it was the right approach.

To find out more about joining the DPF Doctor network, go to rdr.link /A F143.

The DPF assessment Taking a proper look, we did have a blocked DPF with pressures in excess of 150mb at idle. Considering that this DPF had been cleaned elsewhere only two weeks ago, we were most likely dealing with an issue that was causing the DPF to block quickly rather than the it being unable to regenerate (we’d already established that the driving conditions were good due to the customer’s commute to work).

So, let's find out why. We quickly established that boost pressure was low, and so was mass air flow. We were mindful that such a high restriction in the DPF will affect these. We smoke tested the boost system to rule out any leaks. This passed the test. We consulted the customer, who authorised us to clean the DPF first so we could get a closer look at boost pressure and air flow without any excessive restriction in the exhaust.

We successfully cleaned the DPF using the JLM DPF Clean & Flush kit. We now had

22 JUNE 2019 PMM

We could see when monitoring MAF/EGR that we had an issue with the EGR valve failing to fully close. We addressed this first by stripping and cleaning the EGR. Happy with the EGR, we moved on to the boost issue. We started by testing the control side of things.

For this the simple tools are the best! As you can see in Fig 1, we had no vacuum at the turbo, so we worked backwards. This was also the case supplying the boost control solenoid.

The Mazda uses a vacuum pump driven by the timing chain. This has two outputs – one feeding the brake servo, the other supplying the boost solenoid. We had healthy vacuum feeding the brake servo but very weak vacuum feeding the boost solenoid. On closer inspection, we saw that the outlet from the pump was partially blocked with carbon.

We attached a pipe and used some JLM Air Intake & EGR Cleaner. This was left to soak for a few minutes. We used a small pic to ensure the pipe was clear.

í˘ą

í˘˛

Full vacuum and boost pressure was restored! We carried out an extended road test and were happy with what we saw.

This is another unfortunate example of faults being left unchecked or misdiagnosed, as we’ve had to address three issues here.

Had we seen the car sooner, we would have been dealing with a sticking EGR valve or the vacuum issue.

We treated the car to a tin of JLM Diesel Extreme Clean as an aftercare product to help clean things up, and we’ll see the car in two weeks for a follow up assessment.

Job done!

For more information about the range of products available from JLM, go to rdr.link /A F104.

TECH TIPS

ELECTRIC AVENUE HEVRA’s Pete Melville continues his series of articles focusing on hybrid and electric vehicles, as he turns his attention to braking systems.

I

n the last article we looked at some of the high-voltage components that make up an electric or hybrid car.

Now we're going to look at some of the other differences between these cars and their more traditional cousins, starting with the braking system.

There are two challenges here, and the first is brake assistance. Brake assistance on traditional petrol engines came from the suction of the inlet manifold, and on diesels and some of the more modern petrols, a mechanical vacuum pump driven by the engine. Both of these need a constantly running engine to operate, whereas our hybrid engine runs as and when needed, and our EV has done away with it altogether.

The other issue is regenerative braking – if we can use the motor to slow the car, this is our preference. Regenerative braking gives us free fuel, and doesn't wear out our brake pads or create dust emissions. However, we can't pump energy into the battery if it is already full. Regenerative braking also doesn't always work well at very low speeds, and of course we need to be able to stop the car in the event

24 JUNE 2019 PMM

of a problem. We also need friction brakes for ESP functions, where the brakes are carefully applied to one or more wheels to keep the vehicle in the desired direction (if a difference between the steering angle and the yaw rate is detected).

So, we need a system that can provide brake assistance, whilst also providing a means of splitting the brake force between the motor and the friction brakes. As with a lot of hybrid and EV technologies, different manufacturers each have their own way of doing things.

Toyota, for example, completely separates the brake pedal from the braking system.

When you push the pedal, you are simply pushing against a stroke simulator – a hydraulic device which makes the pedal feel as though it is connected to something. The car measures the brake pedal travel, and calculates the desired braking force. It then calculates how much can be done by the motor, and how much by the friction brakes, and if the friction brakes are needed,

pressurised fluid is diverted from an accumulator to the calipers. The accumulator is kept full of pressurised fluid by an electric pump. There is no need for additional brake assistance. In the event of a total electrical failure, a unit in the rear of the car supplies emergency power to the braking system, and if this fails, or a different type of fault develops, valves spring open that connect the pedal to the front wheel calipers.

Nissan uses a similar principle, but the brake pressure is generated on demand, rather than being stored and used when required.

The master cylinder's internals can be moved by an electric motor, providing brake assistance, and can be moved away to allow for regeneration (a stroke simulator takes up the slack to ensure pedal feel).

Some other manufacturers, such as BMW and Tesla, use a more traditional system, although of course the vacuum pump is electric. Pedal position sensors are still used in order to monitor driver braking demand.

On hybrid cars, a mechanical vacuum pump

or manifold suction is sometimes used in conjunction with an electric pump, and a pressure sensor ensures sufficient vacuum is generated. Volkswagen does away with the vacuum system, preferring an electromechanical brake servo.

So what do these systems mean for us repairing cars? The systems are generally reliable and you'll only need to understand the inner workings in order to diagnose a problem. However, routine service work becomes a more complex task, with each

different system having a particular procedure for bleeding the brake fluid, and with some systems not connecting the pedal to the wheels, a firm pedal doesn't mean the system is air-free.

When it comes to replacing brake pads, most systems are straightforward, although it's worth putting the car onto its lowest regenerative brake setting and bedding the pads in during a road test before returning the car to the customer. In the event of a vacuum pump failure, it's important to check whether

the pump could have ingested liquid or dirt to prevent a repeat failure.

Because the friction brakes are used as the secondary braking system, they tend not to wear out at anything like the rate of those fitted to traditional vehicles, so you may find most of your brake repair work becomes removing corrosion rather than replacing worn parts. The most important thing, as with everything in this trade, is to understand the system you are working on, and ensure the correct procedures are followed.

hevra supports independent garages with hybrid and electric vehicle service and repair, helping with marketing, technical support, tool hire, training and regular newsletters and articles. For more information online, go to rdr.link/AF105

LIKE FOR LIKE When installing a replacement battery, it is vital that the correct type of battery technology is fitted to the vehicle.

Nowadays there are several types of battery technology, not just the conventional ‘flooded’ lead acid battery which has traditionally been used as the starter battery, but also two new lead acid types; Absorbent Glass Mat (AGM) and Enhanced Flooded Battery (EFB). The type of vehicle and the amount of electrical power needed to supply the starting functions and electrical consumers determines whether an AGM, EFB or Conventional will be required. When replacing an old battery, it is important to replace with like-for-like or like-for-better technologies, and not to fit a conventional battery to a vehicle with a start/stop system (the vehicle won’t function properly for very long!). Fitting the correct battery technology type first time will keep your customers happy and on the road and help you avoid costly repeat repair work.

For more information online,

GO TO

rdr.link /A F106

AGM FOR ADVANCED START-STOP SYSTEMS

Did you know?

VARTA was the first-ever AGM batteries fitted by OE manufacturers in 2003. Today 80% of new vehicles with an AGM battery are fitted with VARTA.

EFB FOR ENTRY LEVEL START-STOP SYSTEMS 씰 Designed for start-stop vehicles and highest energy demands 씰 3x the cycle life compared to conventional batteries

CONVENTIONAL FOR NON START-STOP SYSTEMS

씰 Designed for entry level start-stop vehicles 씰 2x the cycle life compared to conventional batteries

If in doubt 씰 Reliable cold-cranking power for all non start-stop vehicles

Consult the vehicle handbook or check the VARTA Partner Portal to ensure you’re fitting the correct battery technology.

BUSINESS

& TRAINING

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

REMAINING GARAGE INSPECTOR 2019 TRAINING DATES RETAIL MOTOR INDUSTRY (RMI) TRAINING AVAILABLE EVERY WEEK

GLASGOW

11th June As the UK’s largest provider of MOT training, the RMI Academy of Automotive Skills is your ‘one stop shop’ for MOT training. The RMI is the representative, not-for-profit trade association for garage businesses and is owned by garages like you. The organisation’s sole aim is to support your

business, not to make a profit for the benefit of shareholders. With weekly courses at sites in the midlands and north and a new training centre in the south, the RMI can support your business, no matter your requirements.

GO TO

rdr.link /A F109

CHESTER

18th June BRADFORD

20th June CARDIFF

2nd July

TRADE SHOWS AND OTHER EVENTS THAT SHOULD NOT BE MISSED Automechanika BIRMINGHAM

4th to 6th June GO TO

rdr.link /A F107

MECHANEX SANDOWN PARK

12th and 13th November GO TO

rdr.link /A F108

VISIT TECHNICAL TOPICS TO IMPROVE YOUR DIAGNOSTICS GAME Technical Topics offers hands-on technical training in a training workshop. The courses are described by previous attendees as ‘real-world’, and the intention is that after attending the courses you will fix more cars – and faster. Courses are written, developed and delivered by Master Technicians. Technical Topics is an IMI Approved Training Centre.

GO TO

DUBLIN

9th July BASINGSTOKE

3rd September GO TO

rdr.link /A F111

rdr.link /A F110

PMM JUNE 2019 27

BUSINESS

& TRAINING

Lessons in leadership In his latest contribution to PMM , Andy Savva, The Garage Inspector, draws on his leadership experience to explain what makes a good leader in the workplace.

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want the focus of this month’s article to be around the subject of leadership and the lessons that I have learnt both from running my own garage businesses and from visiting many of my garage customers as The Garage Inspector.

From an early age, I learnt that if I wanted to achieve something, I had to look to myself, so I followed the principle of helping myself, as opposed to asking for help. I have taken some inspiration from military leaders, especially Field Marshal Viscount Slim, who was able to transform the seemingly defeated British Fourteenth Army into a formidable fighting force in Burma during the Second World War. Obviously, the parallels can only be pushed so far when relating running a garage to commanding an army, but many of Slim’s experiences have struck a chord with me and influenced my mind-set.

Although this may sound far-fetched, the similarities are there; generals command thousands of people in a fast-paced environment in which clarity of purpose and process is critical. What is more, there is rarely time for management niceties in the

28 JUNE 2019 PMM

military; you need to be short, sharp and to the point. This simplicity and focus is something I like and respect.

Having worked across the country, I have noticed how basic, simple truths about life – not just business – have been forgotten or are dismissed as ‘too obvious to matter’ by those who mistake simple for simplistic. We have allowed ourselves to think that because the world in which we live is complicated, the solutions to our problems must also be complicated. You cannot run a business without making mistakes; I have certainly made my fair share! The trick is to learn from these mistakes so that they don’t prove to be fatal.

“The best leaders make a difference; they motivate their people to perform well, and achieve the required results on a daily basis and in the long term.”

The best leaders make a difference; they motivate their people to perform well, and achieve the required results on a daily basis and in the long term. These visionaries understand what is required – as do their teams. They are focused, and they have the energy required to succeed.

It’s all about delivering and making things happen – for customers, for team members, for your garage. This is not simply a matter of implementing grand strategies or pursuing long-term visions. Instead, it is a matter of daily operations; it’s the ‘little’ things that leaders do and think on a minute-by-minute basis that have such an impact on the teams they manage.

Every choice a leader makes, even what time they start work, will be observed and have a subsequent impact on the team’s motivation. This is even the case when it comes to deciding what to do first thing in the morning, whether it’s picking up the phone, checking your email, reading a newspaper, grabbing a coffee or walking around speaking to every team member on a personal level; it will have an impact. Poor leaders get these

©Sergey Ilin/AdobeStock

“When leaders make effective choices, they achieve the desired results because the people in their teams are motivated to do so.” small decisions wrong, whereas the best excel at them.

For those in a leadership position, it’s important to understand that motivated people generally perform to higher standards than demotivated people. I know it’s a cliché, but it must be acknowledged that in order to achieve results, a leader must concentrate on motivation. It’s amazing how many companies and managers ignore this simple premise and suffer the consequences of demotivation.

In the last 15 years or so, I have learnt many valuable management lessons from other people’s mistakes. One of these lessons taught me that to excel in business, you have to invest an excessive amount of time, energy and effort to get your man management style right. This principle has stayed with me throughout the latter part of my automotive and personal life. With the hindsight of wisdom and my experiences with many companies in the automotive sector, I still believe in this principle, and I want you all to believe it, too.

You must learn when to display positive behaviours and attitudes that will maximise the chance of stimulating other people’s positive choices. If your leader/manager shouts loudly at you and rebukes you when something has gone wrong, you have a choice, you can choose to be demotivated (by getting defensive and becoming negative), or you can choose to be motivated (by learning the lessons and applying them).

Equally, the leader, boss or manager has a choice, too. They can choose not to rebuke you and instead choose to counsel you.

In doing so, they choose an attitude; they choose whether to hurt you with a rebuke – hoping that this will motivate you to learn – or to demonstrate some positive support with the offer of counselling or coaching – thus also motivating you to learn.

Leaders in all industries make these minute-by-minute behavioural choices on a daily basis, and they can have a big impact on morale. When leaders make effective choices, they achieve the desired results because the people in their teams are motivated to do so. A great leader will tell you that success is achieved because of people, whereas a bad boss will blame exterior factors, such as finance.

As Confucius, a Chinese teacher and philosopher once said, “The gold in your heart is more precious than the gold in your purse.” I have worked relentlessly and have devoted the latter stages of my working life to follow this philosophy in order to allow my colleagues and team members to prosper.

BUSINESS

& TRAINING

Tackling the skills shortage Skills Group, an apprenticeship provider, discusses how accommodating apprentices can help garages to build a strong team of technicians and overcome the worrying skills shortage that the industry currently faces.

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here is a well-publicised skills shortage in the automotive industry. Historically, it has been amongst the poorer paying sectors, and over time this has affected recruitment, leading to an over-reliance on workers from abroad. Although this is no longer the case, and perceptions of the automotive industry are slowly changing, garages are still struggling to find workers with the necessary skills and qualifications. Therefore, in the current climate, there is a real need to attract the right people, with incentivised, attractive training programmes that benefit both garage owners and those entering the sector.

One of the most constructive routes into the industry is an apprenticeship, which provides on-the-job training with an employer, with approximately one day a week spent in college or with a training provider. However, when a learner is not quite ready to enter the workplace straight away, some providers offer them an initial study programme. By completing a course with the provider before employment, the learner will arrive at the garage already equipped with the basic training in the sector and will be confident that they want to pursue the career path. Throughout a study programme or apprenticeship, learners develop hand, tool and equipment skills, helping to narrow the gap between school and work, which often makes the difference between success and failure.

Over the next 12 months, there will be a change to training with the introduction of

the Apprenticeship Standard, which is being rolled out nationally across all industries. The new Standard is designed by employers for employers and so focuses on equipping learners with the essential skills, knowledge and behaviours needed to flourish in the industry. The new assessment process is rigorous, but ensures that apprentices have a wealth of experience before the end of the programme. This is important as the automotive industry is rapidly developing and, as a result, training in the sector is now more complex. Learners have to get to grips with technological advances that are often built in as standard to new cars. There is also the problem of time constraints, with an

increased number of jobs due to more cars on the roads. Apprenticeships counter these issues, providing the opportunity for learners to work alongside experienced professionals, encountering a variety of problems and having to solve them. They also offer the employer the chance to shape the apprentice to fit in with their garage and working practices. This means that by the end of the apprenticeship, the learner is not only qualified, but has an abundance of practical experience and is a confident professional.

Apprenticeships provide a credible route into the sector, offering the apprentice the chance to learn and earn on the job, while providing manpower for the garage to address the skills shortage. Changes to apprenticeship funding have also just been implemented to benefit small and medium-sized businesses.

In early April, employer contribution towards apprenticeships dropped from 10 to 5%, which makes it even more affordable to train apprentices across a wider age range and increase uptake in training going forward.

For more information online, GO TO

rdr.link /A F112

PMM JUNE 2019 31

BUSINESS

& TRAINING

Life after

Brexit ©dimasobko/AdobeStock

Brexit will go down in history as one of the most divisive and fundamental events in the history of the United Kingdom. At some point between now and the end of October, we will know what the future might look like, and many companies, both in the UK and in the EU, have taken significant business decisions to mitigate the impact of Brexit.

Neil Pattemore investigates what independent workshops should consider.

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nce Brexit becomes clearer, you should start to analyse its expected impact and create a strategic plan, which is a key component of planning the future of your business and its subsequent growth. It will help you to prepare a realistic vision for the future and, in doing so, should highlight both threats and opportunities.

A strategic plan should not be confused with a business plan. A business plan is about setting short or mid-term goals and defining the steps necessary to achieve them. A strategic plan is typically focused on a business’ mid-to-long-term goals and explains the basic strategies for achieving them.

When drawing up a strategic plan, one must first step back from their day-to-day operations and ask where your business is heading and what its priorities should be. To do this, you will also need to start collecting and analysing a wider range of information about your business, about how it is structured and operating, and about how conditions are developing in your current and potential markets post-Brexit.

Secondly, you need to ask yourself the following questions: ■ Where is your business now?

You must evaluate the business’ structure,

32 JUNE 2019 PMM

management information systems, how it operates internally, where its profit comes from, which areas would disproportionately increase overall profit, and how it compares with competitors.

Keep your review separate from day-today work and be realistic, detached and critical in distinguishing between the cause and effect of how your business operates.

It is also best practice to document and review all of this at least once a year.

■ Where do you want to take it?

Here you need to set out your priority objectives. Work out your vision, mission, objectives, values, techniques and goals to run a better business. What do you want your business to look like in five or 10 years? What do you want your source of competitive advantage over your rivals in the marketplace to be?

However, there also needs to be a reality check of the practical realities of your current position and possible changes, such as increased investment in capital and other resources that would be required to implement your vision. A strategic plan needs to be realistically achievable.

How to get started Try to find people who possess the analytical skills to create a successful strategic plan, and create a group of creative thinkers and those with a solid grasp of operational detail. These people may already work in the business, or they may be ‘business savvy’ externals, which can be found at the local Chamber of Commerce, ‘business breakfast’ clubs, or local business support groups which may be Council or Government run. Also, don’t be afraid to listen to the opinions of key employees.

Structuring the work ■ What do you need to do to get there?

What changes will you need to make in order to deliver on your strategic objectives? What is the best way of implementing these changes? What changes to the structure and financing of your business will be required, and what goals and deadlines will you need to set for yourself and others in the business?

Firstly, decide on a meeting schedule. Make sure that everyone involved knows what is expected of them and when they need to deliver it. The documentation should define the process and the desired outcome.

Following this, you should conduct a SWOT (strengths, weaknesses, opportunities and threats) analysis, defined by the following criteria:

■ Strengths – attributes of the business that

can help in achieving the objective ■ Weaknesses – attributes of the business that could be obstacles to achieving the objective ■ Opportunities – external factors that could be helpful to achieving the objective ■ Threats – external factors that could be obstacles to achieving the objective After Brexit, it would be particularly useful to also use the ‘The Five Forces’ technique, which identifies five key determinants of how operating in a given market is likely to be for a business. The model assesses: 1. Your customers’ bargaining power – the higher it is, the more downward pressure on prices and revenue they will be able to exert 2. Your suppliers’ bargaining power – the ability of your suppliers to push prices up

can impact significantly on costs and profitability 3. The threat of new competitors entering your market or industry 4. The threat of customers switching to substitute products and services, such as ‘mobility service’ providers and allinclusive personal lease plans 5. The level of competition between businesses in the market, which can depend on the relative strength of the businesses and the cost to customers of switching between them.

Effective strategic planning involves considering options that challenge the way that business has been done up to this point.

Growing a business is not something done ‘at all costs’. However, an honest assessment of

the options allows for any decisions made to be as informed as possible. Finally, when implementing the plan, monitoring implementation is the key. Using key performance indicators (KPIs), and setting targets and deadlines is a good way of controlling the process of introducing strategic change.

Finally, your supporting business plan is typically a short-term and more concrete document than the strategic plan, and it should focus more closely on operational considerations such as sales and cash flow trends. If you can ensure that your strategic plan integrates with your business plan, you'll go a long way to ensuring its successful implementation, further ensuring that there is still life in your business even after Brexit.

For more information online, GO TO rdr.link /A F113

SPECIAL REPORT

Leading the charge ©idreamphotography

Back in February 2017, PMM spoke to mobile technician Louise Baker about her company, Womanic. Two years on, we find out what she’s been up to since then.

PMM: Since we last spoke to you in 2017, how has the company progressed, and what have you been up to?

Louise Baker (LB): When I first started, I was booked up for four weeks in advance and now I’m booked up for over a month. Before I was just doing servicing, MOTs and normal repairs, which was pretty much selfsufficient. Eventually, I found myself wanting to do more, and I had a lot of women asking me how to do all sorts of things, such as how to check their oil and their tyre pressures, so I launched a course called Heels to Wheels.

This received a lot of media coverage, including from the BBC and Channel 5 News.

In March I did my first training course, which was sold out – as was the May course – and people are already enquiring about June, so I’m doing one a month from now.

I’m only teaching them the basics, and I teach them what to look and check for when they’re buying a second-hand car.

PMM: Have you considered bringing anybody else into the company to help you out?

LB: I need someone else because it’s too busy right now. I’m taking on an apprentice in September from Solihull College. Of course, leaning on someone else and trusting them to help run the business is risky.

From my experience, I’d like to have two people as well as myself on the team; an older person who has been on the stands for years, and a younger person, who’s going to know so much more than even I know, because they’re going to learn about hybrid and electric vehicles, which I can benefit from.

PMM: Has your recent coverage in the mainstream media boosted the profile of Womanic?

LB: I’ve had random people getting in touch with me sending me their support. I want to get an investor because I want to develop the company; I even thought about Dragons’ Den, but I want a company to invest in Womanic because it’s more sustainable.

Following the BBC coverage, I had a lot of people booking in for MOTs and servicing, but I had even more people interested in doing more media, which has led to it all spiralling.

34 JUNE 2019 PMM

PMM: Do you feel that this coverage has helped in attracting more women into the industry?

LB: There’s definitely more work to be done in that regard. I think that women think that it’s difficult to get into or that they won’t be very good at it if they don’t have the strength, but they probably don’t understand that there are certain tricks you can learn; you don’t have to be a muscle man!

I hope that I’ll play some kind of role in the change. I’ve got a contact in America, Audra Fordin, who’s an ambassador for women in the States getting into the auto trade; she runs Women Auto Know. I believe that she could

LB: I haven’t really had to deal with hybrid or electric vehicles yet. I’m not too concerned about it yet; they’ll all be brand new vehicles with long warranties. Hopefully Kyle, my new apprentice, will be able to deal with that side of the business with everything he’s going to learn as he’s training.

help to raise the profile of women in the trade here as well, so hopefully something will come out of our conversations.

PMM: Why do you think it has become difficult to recruit people – especially young people – into the automotive industry?

LB: Mechanics have such a bad reputation, but is based on a misconception. For apprentices, I don’t think they’re encouraged enough to start buying their tools early on, because if they do so, they’ll have a brilliant collection by the time they’re qualified.

I think it’s important that young people in particular are encouraged to learn the business side of things as well so they can combine the two and run their own garage one day. They don’t want to just be plodding along, which is what I’m terrified of doing myself. I personally have had to teach myself the whole business side of running Womanic,

PMM: Would you encourage other technicians to go mobile?

so I wish I could have gone to college and learnt these things.

PMM: What are your views on the technological changes in the automotive industry, and how have they affected your job?

LB: It’s so much more convenient for my customers that I’m able to go to them as opposed to them travelling to a garage, especially if they’re busy with work or their children. I feel that if I was to have my own premises, I would lose that connection with my customers; it wouldn’t be as personal.

If you’re thinking about going mobile, make sure you’re covered and advertise yourself, but most importantly, don’t be scared, just be confident.

SPECIAL REPORT

A brief encounter The Independent Automotive Aftermarket Federation (IAAF) recently hosted its first Industry Briefing Session of the year, at Stadium MK. The purpose of the briefing sessions is to keep the IAAF’s members abreast of the latest issues affecting the aftermarket at all levels of the supply chain. PMM reports from the briefing.

O

pening proceedings was Gavin White, Autotech Recruit’s Managing Director.

Emphasising the difficulty of staff retention currently facing garages, Gavin highlighted that it’s important to understand that technicians want progression and training, especially with the constant evolution within the automotive industry.

Promoting the services of Autotech Recruit, Gavin discussed the advantages of utilising the company’s offering, bringing skilled technicians back into the sector, filling empty ramps, and upskilling the workforce.

Also presenting was Ben Stockton, Managing Director at Our Virtual Academy.

Ben addressed a series of problems facing the automotive industry when it comes to training, including the skills shortage and the growing complexity of vehicle systems, which means

that an increasing number of workshops are unable to “keep up”. Ben explained how difficult it is for garages to spare the time and resource to attend external training, which is why Our Virtual Academy focuses on learning on demand, in bitesize segments. Is this the future of automotive training?

Quentin Le Hetet, General Manager of GiPA, then gave an interesting presentation on the future of the independent aftermarket.

Discussing the shape of the UK car parc,

“Our Virtual Academy focuses on learning on demand, in bitesize segments. Is this the future of automotive training?”

Quentin seemed positive about its growth, noting that the UK has the youngest car parc in Europe. He also prophesised a change in the role of technicians, with new car services emulating the ‘Boris bike’ model, where fewer cars are owned, and more are either leased or used for one off journeys.

In response to the change in technology in the aftermarket, Quentin claimed that by 2025, 65% of the car parc will consist of hybrid/electric vehicles. However, he sees this as an opportunity for garages. In regard to the fall in diesel registrations between 2014 and 2018, he sees it as “a bit too early to bury diesel”, warning technicians that ageing diesel vehicles will still also require more servicing as time progresses.

For more information online, GO TO

rdr.link /A F114

PMM JUNE 2019 37

SPECIAL REPORT

A new way to train With technology changing faster than ever before, automotive professionals need new ways of staying ahead of the curve. AutoMate’s Harrison Boudakin explains why it’s time to think about a new way to train.

O

ver the last decade, the European car parc has weathered an extraordinary tidal wave of change.

Mainstream brands, once unchallenged players in the market, now find their footholds eroded by a flood of new, upstart players from all corners of the globe. At the same time, a cascade of technological advancement has flowed through the world’s automotive landscape, affording new levels of connectivity, automation and efficiency to British drivers.

The result is plain to see. The modern car parc is now a showcase for technology, which, less than a decade ago, was the purview of high-brow luxury flagships costing hundreds of thousands of pounds.

Gone are the days when only the Mercedes S-Class offered automatic braking and blindspot monitoring; now, £15,000 hatchbacks feature these systems as standard fare, along with everything from massive internetenabled connectivity, to fully-digital cockpits and self-parking.

Then there’s the revolution going on under the bonnet. As legislation around the world forces manufacturers to clamp down hard on emissions, engineers are being challenged to look beyond traditional propulsion concepts to stay ahead of the rules.

Already, hybrid drive has become commonplace, and we can expect to see a major uptick in the roll-out of 48V mildhybrid systems over the next few years. The new Mercedes C200, for example, appears for all intents and purposes to be an entirely conventional, small, petrol-powered Sedan.

However, thanks to its Belt-drive Starter/Generator, which uses a 48V electrical sub-system to support a 1.5L turbo engine, the C200 now offers instant engine restart in traffic, high speed e-sailing while cruising, and seamless energy recuperation under braking.

This is extraordinary for a car that is

38 JUNE 2019 PMM

“The modern car parc is now a showcase for technology, which, less than a decade ago, was the purview of high-brow luxury flagships costing hundreds of thousands of pounds.” regularly one of the EU’s most popular midsize Sedans, and we can expect to see this very same technology sweep across the lower ranges of the European car parc in the next few years. It’s not just 48V systems, either; fully-electric vehicles are continuing their slow but relentless surge into the marketplace, with thought-leaders like the Tesla Model S and the Jaguar I-Pace giving way to more affordable models like Nissan’s Leaf and Tesla’s own Model 3.

These vehicles, with their high-voltage

powertrains, compact electric motors and ground-breaking batteries, represent a total and seismic shift in how cars are designed and engineered. As the framework of charging infrastructure and policy incentives are put in place and price barriers to entry are lowered thanks to cheaper batteries, these vehicles will be all but irresistible for a solid faction of British city drivers.

Put simply, never before has so much been offered to so many for so little. The choice of technology in the market, and its relative affordability, is unquestionably a boon for drivers and buyers, and it means we can all look forward to a safer, more connected and more efficient automotive tomorrow.

For technicians, however, this astonishing revolution presents the challenge of staying up to date with technology, when it seems to change so much faster than the traditional training methods we always relied on for currency. In truth, the reality is that the days of being trained once, and trained for life, are now finished.

To thrive in today’s aftermarket, automotive technicians now need ways of accumulating knowledge about the latest technology quickly, conveniently and at a low cost. They need training that doesn’t’t burden their time, that doesn’t require long hours of travel to inconvenient locations, and that doesn’t eat into their weekends or evenings.

Most of all, they need training which embraces the latest learning tools to make new concepts as clear as crystal; not unnecessarily complex, but easy to understand and enjoyable to learn.

In 2014, the team at AutoMate realised the automotive aftermarket was ripe for a new training model. So, working with animators, professional trainers and web developers, we set about building an online library of video training content, featuring 3D graphics, real trainers and the latest vehicles.

The result was the AutoMate Training platform, which now offers more than 400 videos, covering everything from fundamentals to the most advanced systems like ADAS, hybrid-drive and DPF technology, as well as the latest diagnostic methods and scan tools. What’s more, the library is growing at a rate of one video per week.

To keep the program affordable, AutoMate is a subscription service, with low access fees and no lock-in contracts. For only £16.90 per month, professional technicians gain access to AutoMate Pro, which offers the entire,

“To thrive in today’s aftermarket, automotive technicians now need ways of accumulating knowledge about the latest technology quickly, conveniently and at a low cost.” expanding library of our unique learning portal. Technicians can navigate the library using keywords, categories or even fault codes.

On top of that, AutoMate Pro also includes the new Pro Training feature. This organises the training videos into bite-sized levels, which are designed to guide technicians through the library along a logical learning path. It’s best to think of it as having a personal trainer guiding you every step of the way, with badges and certificates to reward your progress. Pro Training is about helping technicians train consistently and for the benefit of their ongoing professional

development, as opposed to just dipping into the library sporadically.

In addition to Pro, AutoMate also offers a subscription for apprentice technicians, which includes over 80 of the library’s most fundamental videos, covering key first principles and introductions to more advanced vehicle technology. This is ideal for workshops looking to help their apprentices jump on the training bandwagon, with short, sharp video content that uses 3D graphics and animations making learning more interesting and much faster. Workshop managers can also track apprentice learning thanks to customised progress reporting via email.

Finally, the company also offers an Instructor Edition for automotive educators, allowing them to maintain their own professional development whilst also using the training videos in the classroom.

This is the beauty of AutoMate; whether you’re a workshop technician, manager, apprentice or educator, there is a training subscription to suit your needs, delivered online, on demand and on any device.

So next time you think training, think AutoMate. You can’t afford not to have it.

For more information online, GO TO rdr.link /A F115

PMM JUNE 2019 39

SPECIAL REPORT

A platform for success?

Online work provision is a divisive topic in the aftermarket, but Checkatrade believes that garages are missing out on the opportunity to build their reputation and potentially generate more business. In this article, the company explains why the platform might be of use to PMM ’s readers.

The Members Board is offering a unique opportunity to work with Checkatrade to tailor the service for the automotive industry. Join today and start growing your business with a £25+VAT joining fee, and then it’s just £69.99+VAT per month, with 12 months for the price of 10. You can also choose to be included in a local directory in your area, which is posted to 50,000 homes.

40 JUNE 2019 PMM

C

ompared with other trades, automotive technicians are seriously under-represented within Checkatrade’s directory of more than 30,000 listed tradespeople. This means that garages that decide to lead the way can get a step ahead of the competition by listing their business as a trusted and vetted member.

Unlike other platforms, which focus on bidding for leads – creating a race to the bottom in terms of price – Checkatrade is a reputation builder that encourages potential consumers to approach tradespeople based on the portfolio of work and reviews that they have built up online. Customers know that to become a member, tradespeople have to pass a thorough and vigorous vetting process.

More than 4.3 million reviews have already been posted to the online directory, offering honest and trusted feedback – there’s a reason Checkatrade has an ‘excellent’, 9.1 TrustScore rating on Trustpilot.

The platform was founded in 1998 after a tornado hit the small West Sussex town of Selsey. As a result, traders from around the country poured in to help rebuild the area.

Unfortunately, some decided to rip off the inhabitants of the town. A local businessman

realised that there was nowhere to check out the traders’ credentials, so the company that became Checkatrade was formed to end this ignorance.

To maintain a high standard amongst members, all new tradespeople must pass the rigorous vetting process, which includes, but is not limited to: identity, proving qualifications, credit checks, appropriate insurance, and previous customer references. All checks are completed by the vetting team who work through the process with all new members.

Once tradespeople have passed these checks, they can begin to build their online reputation and will appear when potential consumers search for a trade in their area.

The Checkatrade Members Board gives trades the opportunity to help shape the future of the directory. Regional representatives are appointed every 12 months via a members’ vote, and they meet once a quarter to voice the feedback of their region’s members. This process of feedback is an integral aspect of Checkatrade’s growth and it helps to ensure that the platform is working for its members.

For more information online, GO TO

rdr.link /A F116

PROFESSIONAL MOTOR MECHANIC

MECHANEX

THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS

B I G G E R A N D B E T T E R I N 2 019 !

The UK’s only regional tradeshow dedicated to garage businesses is back again in 2019, with a fresh approach and a host of exciting new content.

2019 SHOW DETAILS Sandown Park, Esher, Surrey KT10 9AJ, 12th & 13th November It’s an unmissable opportunity to attend FREE seminars, sample the latest products on the market, and take advantage of exclusive show special offers.

So, why not bring the full workforce along and make a day of it?

GET SOCIAL To keep up to date with all things MECHANEX in 2019, be sure to visit

WWW.MECHANEX.INFO, like us on Facebook and follow us on Twitter!

MECHANEXShow

Also returning this year, running alongside MECHANEX:

@MECHANEXShow

REGISTER FOR FREE TICKETS AT:

WWW.MECHANEX.INFO BIG NAMES ALREADY SIGNED UP FOR SANDOWN

FREE SEMINAR PROGRAMME

STEVE CARTER: EV & PHEV – keeping up with the pace of change and getting to grips with electric and plug-in hybrid vehicles THE DPF DOCTOR’S SURGERY – Darren Darling, founder of the DPF Doctor Network, shares his expertise PRACTICAL DIAGNOSTIC TECHNIQUES – Vehicle troubleshooting and fault finding in today’s aftermarket THE AFTERMARKET IN 2019 AND BEYOND – The IAAF’s Mike Smallbone discusses the threats and opportunities facing garages, and explains the valuable work that the Federation undertakes TALK OF THE TRADE – Back again in 2019, this ‘open forum’, featuring a panel of industry experts, is aimed at encouraging visitors to join the debate and have their say on a variety of industry topics. Got something to say? Don’t be shy!

MOT UPDATE – The DVSA gets to the heart of the latest MOT regulations and news

PIT STOP

In need of a refuel?

Garage gags

Guess who

A guy walks into a garage and says, "I'd like a gas cap for my KIA." The technician thinks for a few seconds then says, "Okay, that seems like a fair trade."

Fancy a crack at a joke? Send us your (clean) attempts to pmm@hamerville.co.uk

Did you know?

It would take 1,200,000 mosquitoes, each sucking once, to completely drain the average human of blood.

Name the song and artist from these lines…

1)

‘Is this the real life? Is this just fantasy?’

2) ‘She’s just a girl who claims that I am the one.’

3) ‘I tried so hard and got so far…’

Answers to Top of the pops: 1) Bohemian Rhapsody – Queen, 2) Billie Jean – Michael Jackson, 3) In The End – Linkin Park Answers to Guess who: 1) Prince Harry, 2) Cameron Diaz, and 3) Pele

REMANUFACTURING

Back to life Actronics discusses why some jobs are best left to a specialist remanufacturer.

W

hen you think of an automatic gearbox on a Mercedes, you may think that it would be a large, heavy unit – similar to that of a Volkswagen.

After all, it has to control such a complex part of the vehicle. However, on the A and B Class vehicles until 2012, a relatively small ‘plate’ known as the Temic VGS 722.8 was used as the ‘brain’ of the automatic gearbox to control the changes of gears.

Almost all electrical components on a vehicle will eventually suffer a failure of some description, and these automatic gearbox Transmission Control Units (TCUs)

are no different. Because of the location of the unit on the vehicle – inside the valve body within the gearbox itself – it is exposed to fluctuations of ‘extreme’ temperatures.

These temperatures, alongside the unit continually working whilst the vehicle is being driven, lead to wear and tear, which eventually results in the TCU failing. If the TCU has failed, it could lead to various issues and faults on the vehicle, which can include: ■ Fault codes relating to speed sensors – ■ ■ ■ ■

P0720/P0722/P0793/P0794.

Idle Speed Sensor faults.

Faults for the Transmission Range Sensor.

Car will not select gear.

Car fails to start, due to not being able to select gears.

When removing this unit from the valve body, care needs to be taken with the sensitive sensor arms of the unit, which can be easily broken on removal and when in transit. Because the Printed Circuit Board (PCB) is in the sealed unit, a specialist CNC machine is needed, which is programmed to the millimetre to cut and remove the top of the sealed PCB without causing damage to PCB itself or the components on it.

The PCB is coated in a protective gel, which also requires a specialist machine that is able to remove the gel without damaging any of the hardware components underneath.

The speed sensors are notoriously prone to failure on this unit, which is usually due to the constant fluctuations in heat causing the sensor connectors to break down. Replacing the speed sensors and other components on the unit, which is part of the ACtronics remanufacturing process, can be tricky due to the minute components that can require tools that can magnify the PCB so that it can be worked on by our professional technicians.

Once the faulty components have been replaced, the technician will re-test it in the bespoke gearbox testing machine, which shows live data and enables the speed sensors to be seen working and responding as it would do in the vehicle. When the remanufacturing process has been completed, final testing is undertaken to ensure the process has solved the faults reported, and a new lid is fitted and sealed to the unit.

For more information online, GO TO

rdr.link /A F117

PMM JUNE 2019 47

REMANUFACTURING

The

core of the issue

PMM talks to remanufacturer Shaftec about how best to look after old core to ensure that you get the best surcharge return. The company is believed to have been the first UK remanufacturer of CV joints and driveshafts, so it knows a thing or two about this subject.

‘‘A

t Shaftec, when they’ve passed our stringent returns criteria, old OE quality units are remanufactured to the same standard as new – and therefore should be treated by the garage in exactly the same way,” explains Shaftec Director, Tom Curtis. “In an ideal world, before its return, the old unit should be fully inspected by the technician anyway to check for damage, or anything else that may have contributed to the reason for failure. If this protocol is followed and is responsibly placed ready for return, then there should be no issue of rejecting units due to poor handling post-vehicle. In our experience, rejection is almost always due to technician error and could easily be avoided.”

Shaftec has invested heavily in the packing process to protect the units which will be returned: heavy duty carrying boxes made of strong, sturdy material and the machinery to deal with them efficiently. The business says it constantly monitors its packaging design to ensure best practice. For example, the boxes for steering racks now include a cradle in the box to hold the component firmly in place in the box, which should also be re-used on return of the old

48 JUNE 2019 PMM

core unit. Top tips for the safe handling of mechanical steering rack core to ensure a unit is not rejected: ■ Pinion – Great care must be taken not to

damage the pinion on a mechanical steering rack during or after removal. The pinion is by far the most delicate part of the rack. Forceful removal or placing the unit in a vulnerable position in the workshop will result in a very high chance of it being damaged, knocked by something heavy, or carelessly thrown to one side.

■ Pipes – These must be cut very carefully.

This isn’t always an issue and can at times result in a reduction of the surcharge. But Shaftec has seen cases where the pipes have been cut flush to the casting, making the unit unsuitable for remanufacture.

■ Electrical lug connections – These are

almost always integrated into the actual rack and casting itself. A full rejection will be issued if they are damaged. A plastic electrical lug connector is obviously extremely sensitive to any stresses and will easily break, and is highly possible even if the weight of the rack is resting on it.

■ Electrical cables – This is complex

loomed wiring. We have seen these cut by technicians, presumably to speed up the process of removal. This again will result in a full rejection as severance of these cables allows no economic way to remanufacture the unit.

■ Electric motor – This obviously needs to

be present on the unit, but it also needs to be returned undamaged. Again, this is an easy mistake to make when not properly cared for during or after removal.

Recon & Return In line with its central belief that remanufacturing is the way forward where possible, Shaftec operates a thorough, efficient and safe ‘Recon & Return’ programme for brake calipers, driveshafts, steering pumps and racks. Put simply, this means that if used core meets the returns criteria, Shaftec will recondition and return that exact part to you, as new – with the same warranty.

This is all done at the company’s 42,000 sq foot Midlands-based facility. The factory is situated in Hockley, in the heart of Birmingham’s industrial centre and is fully equipped with the latest machinery and technology for increased efficiency.

The criteria is bespoke to the product being remanufactured, but in all cases, the core has to meet certain safety standards so cannot be broken or cracked. The team then utilise state-of-the-art methods and machinery and always use new high quality hardware and perishable parts.

Tom Curtis adds: “Our Recon & Return programme adds yet another string to our bow – and is increasingly popular. A good example of how this works: a garage complained because we had rejected a rack with a damaged electrical lug, with the customer arguing that it would still work. When we proposed this service, suggesting that we would remanufacture that exact unit and give it back to them to fit, suddenly their opinion changed”.

For more information online, GO TO

rdr.link /A F118

REMANUFACTURING

MK6 Ford Fiesta; alternator flaw

AEC1777

The Ford Fiesta is one the UK’s most relied-upon vehicles, but despite its success, it is not without its flaws, as Autoelectro illustrates.

T

he company’s team of experts have listened to technicians fitting a replacement alternator (part numbers AEC1777 and AEC1778 on the MK6 2002-2009 diesel and AEC1780 and AEK3013 on the MK6 20032009 petrol models), who have reported the battery warning light either stays on or the alternator overcharges.

The alternators fitted to the vehicles in question are operated via a ‘smart charge’ system. Before investigating further, technicians should check whether the battery fitted on the vehicle is the recommended silver calcium – not a standard lead – otherwise the alternator will not function correctly.

Next, technicians should remove the smart charge three-pin plug from the back of the alternator, which stops the control from the ECU, then run the engine and check the voltage of the battery. The voltage should read approximately 13.8V, but if it’s below 12.6V, then the battery needs to be removed and recharged using an appropriate charger.

Testing the smart charge AEC1780 system on the diesel application will require a scope. These are the key points to which technicians should adhere: A/S – Battery sense (reference voltage) LI – Alternator load request RC – Alternator feedback The A/S pin must match the battery voltage.

The feed is from the central junction box in the engine bay. A high resistance on the fuse contact can cause a voltage drop, resulting in the smart charge dropping out.

AEC1778

A/S – Alternator feedback SIG – Alternator load request FR – Reference voltage The FR must match the battery voltage. You need to check for high resistance on the fuse circuit, which can cause a voltage drop and affect the performance of the smart charge system. The SIG communicates via the ECU to the alternator. There should be a square wave form from the pin, which will vary in shape, as it depends upon the load request.

With the plug connected, test the lights and heaters to see if they come on. If the wave form does not change then the problem could be within the ECU. A/S is the communication line from the alternator back to the ECU, which should show a constant wave pattern that does not vary. If the wave form reflects the same pattern variation as pin two, then the alternator is suspect.

The loom that leads from the alternator to the ECU is prone to failure, as these wires dictate when the alternator sends a charge to the battery and the voltage it supplies.

Technicians might, therefore, need to replace the loom from the alternator to the ECM. Technicians should always ensure the battery is fully-charged before fitting a replacement alternator and never attempt to jump-start smart charge vehicles that have a flat battery, as the system can output up to 18V and, therefore, damage major components.

The RC and LI pins also need checking back to the PCM for resistance by isolation from the ground and each other. If this test is satisfactory, then the technician will need to use an oscilloscope for follow-up tests.

The LI pin requests the load from the PCM to the alternator, which will be a ‘square wave pattern’ that will change with load request. To test it, with the plug connected, technicians should switch on the lights and heaters. However, if there is no change in the patterns, this would indicate a possible PCM fault.

The RC pin is the feedback from the alternator and must remain in a constant square pattern. If the pattern mirrors the SIG pattern, this would indicate a possible alternator fault.

Assessing the smart charge system on AEK3013 the petrol model will also need a scope, and technicians will need to look for the For more information online, following: GO TO rdr.link /A F119

PMM JUNE 2019 51

REMANUFACTURING

Old parts, new tricks Arnott Europe explains the art of remanufacturing suspension struts.

A

ir suspension struts feature inflatable rubber air springs instead of traditional coiled steel springs to improve the vehicle’s ride. An air suspension system provides owners with superior ride quality, comfort, and adjustable load leveling capabilities. Like all rubber components, air springs and struts are wear and tear parts. Typically, the rubber will dry rot and small cracks can form where the air bladder rolls up on itself. On average, an air suspension part will need to be replaced in six to ten years. Mileage, climate, driving conditions and road quality will also influence the replacement rate.

For 30 years, Arnott has carefully remanufactured original equipment air suspension struts to provide an affordable replacement option that supports the leveling and active damping functionality of original OE shocks, and has the exact fit and functionality of OE. Each Arnott part is engineered to improve strut longevity, while providing a plug and play installation.

Arnott has processed millions of original equipment cores, identifying their most common failure points, and has often engineered improvements upon them while maintaining auto leveling and active damping.

Each used strut is carefully inspected,

52 JUNE 2019 PMM

“Some do not pass Arnott’s stringent quality standards and are sent, along with other worn parts, to a metal recycler.” disassembled, steam cleaned, and spinblasted to bare metal which removes paint, dirt, corrosion, and years of road grime.

After the shock is spin-blasted to bare metal, specialist technicians recharge many of the OE shocks using a proprietary process where worn shock oil is replaced with new high-performance shock oil. In the next phase, worn internal shock components such as the piston, rod guides and seal pack are replaced.

After the shock is recharged and sealed, each shock is computer dyno tested to assure OE durability and performance. The company keeps only the best – some do not pass Arnott’s stringent quality standards and are sent, along with other worn parts, to a metal recycler.

After the struts have had an extensive quality check and are approved, every remanufactured strut is expertly repainted with corrosioninhibiting paint for a professional finish.

Skilled assemblers rebuild each strut by hand with new OE quality components including longer-lasting seals, a multi-ply premium-brand air bladder, heavy-duty crimping rings, and other tier one components.

The Arnott remanufactured strut is quality inspected throughout the build, which includes a specialised air pressure test to ensure there are no leaks in the air bladder.

After successfully passing inspection, the strut is carefully boxed in heavy duty cardboard using custom designed protective packing material. Any required accessories, special instructions and installation information is added, before the box is sealed, labeled, and coded for further quality control.

For more information online, GO TO

rdr.link /A F120

A/C

& THERMAL MANAGEMENT

RANGE FOCUS A/C Recharge range STP unveils the STP Auto Freeze Air Con Recharge, and explains how it provides garages with a cost-effective solution for re-charging the refrigerant, sealing common leaks, and lubricating the A/C compressor.

I

t’s a busy time for technicians as cars are serviced ready for the summer.

You’re probably already checking the oil and fluids and tyres, but do you add A/C into the mix as well? Once a vehicle reaches three years or older, the A/C can, on average, lose 10% refrigerant a year. This is often why drivers think the A/C is working but doesn’t seem quite as cool as it once was. In many cases, a simple ‘top up’ is all that’s required.

The STP Auto Freeze Air Con Recharge range allows technicians to properly maintain A/C systems without the need for expensive equipment/training, as it does not involve R134a refrigerant recovery at any stage. With its advanced additives, it not only recharges the air conditioning, it also seals common leaks and lubricates the compressor. The patented ICE 32 chemistry extends compressor life and provides maximum cooling power. The product is now available here in the United Kingdom, having been used extensively throughout the USA, servicing over five million A/C units per year. This STP range, aimed at the trade, will re-charge and service A/C systems for a wide variety of passenger cars.

The job can be completed in just ten minutes in three easy steps, with the following three products: a canister of Auto Freeze Air Con Recharge, a Reusable Trigger Dispenser Gauge and a Test Thermometer. The Auto Freeze Air Conditioning canister can recharge up to three vehicles, and is purchased in a refillable container that carries a refundable environmental recycling and refilling deposit.

Simply remove the port cap from the A/C low pressure service port and attach the gauge to the quick connect fitting. The gauge

“The STP Auto Freeze Air Con Recharge range allows technicians to properly maintain A/C systems without the need for expensive equipment/training, as it does not involve R134a refrigerant recovery at any stage.”

will only fit the low pressure connect, so it’s safe, calibrated, and colour coded for ease of use. Finally, start the engine and set the air conditioning to the lowest setting, running the car for two minutes, and place the thin pencil type gauge thermometer (measuring from 0 to 220 F) in the air vent inside the car. This will show you the cabin temperature after two minutes.

Now you have the reading. Referring to the pressure gauge chart on the canister, you have your diagnosis and will know if the refrigerant needs topping up. If it does, which is often the case, keep the engine running, and shake the cannister and connect it to the gauge. As soon as you squeeze the trigger, it will dispense refrigerant into the system, and you will know from the gauge when the job is done.

To recap, STP Auto Freeze Air Con Recharge provides garages with a costeffective solution for recharging the refrigerant, sealing common leaks, and lubricating the A/C compressor.

For more information online, GO TO

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PMM JUNE 2019 55

A/C

& THERMAL MANAGEMENT

“There is no such thing as a universal compressor oil” DENSO explains why technicians should consider the mechanism of a compressor, as well as the refrigerant it compresses, when making the crucial decision of which oil to use.

T

he compressor is one of the most important components within the air conditioning system, as it essentially drives the refrigeration cycle. In simplified terms, it draws the lowtemperature, low-pressure gas refrigerant, which has been vaporised in the evaporator through the extraction of heat from the vehicle’s interior, compresses and sends the then high-pressure, high-temperature refrigerant into the condenser, where it changes from vapour to liquid.

Although they all fulfil the same function, there are several types of compressors, including reciprocating (piston) and rotary – and which one is fitted is broadly dependent on the age and, therefore, development of the air conditioning system in the vehicle.

The fixed displacement compressor, the oldest design, features a set swash plate that operates the pistons necessary to generate the throughput of gas, at a constant volume per rotation, so has to use a clutch pulley to allow it to, in effect, be switched on or off when the air conditioning is or isn’t required. Of a similar era is the through-vane compressor that also operates on a fixed output per rotation basis and therefore, likewise, employs a clutch pulley.

In a more modern vehicle, it is likely that a variable displacement compressor will be fitted, and these utilise a swash plate that can change its angle and increase or decrease the movement of the pistons and, hence, the flow rate. As a result, they do not need a clutch pulley, but instead use a fixed, damper limiter pulley with a built-in safety mechanism. This allows its internal parts to break, thus preventing the pulley from rotating the input shaft, should the compressor seize due to use of the incorrect specification of oil, for example.

56 JUNE 2019 PMM

“In short, there is no such thing as universal compressor oil, and instead its formulation depends on the mechanism the compressor employs and the refrigerant it compresses.”

Although less common, another rotary example is the scroll compressor, which features both a fixed and rotating scroll that produces a constant flow of gas and therefore does not incorporate suction or discharge valves, but does again rely upon a clutch pulley.

Finally, for electric vehicles, there is the ecompressor, which also utilises scroll technology, but rather than being driven by an auxiliary belt, it incorporates an electric motor that can be modulated on demand.

In addition to their function, the other common factor between these compressors is their requirement for lubrication, and contrary to the prevailing view that any compressor oil will do, the specification of the oil is, in fact, absolutely critical.

PAG 46 oil is the correct specification lubricant for both reciprocating and rotary compressors, although there are even differences with this designation, as the formulation will vary slightly depending on whether the system uses R134a or the newer, more environmentally-friendly, R1234yf refrigerant. PAG 100, on the other hand, is exclusively for through-vane compressors.

POE oil is for e-compressors because the electric motor is cooled by the combination of the refrigerant and the oil, so the lubricant must be a non-electrically conductive insulator.

In short, there is no such thing as universal compressor oil, and instead its formulation depends on the mechanism the compressor employs and the refrigerant it compresses.

Every DENSO compressor not only encompasses a notification to define its mechanism, but also states the lubricant required, which in some cases, such as its unique ND-Oil 8 formula, has been specially developed to meet the specific requirements of DENSO reciprocating and scroll compressors, which ordinary PAG 46 oil simply cannot attain.

However, as well as offering ND-Oil 8 and several other specific formulations, as a separate aftermarket part, every DENSO compressor is supplied with the correct specification oil, which ensures technicians can fit them with complete confidence.

For more information online, GO TO

rdr.link /A F122

A/C

& THERMAL MANAGEMENT

The next generation Considering the revenue opportunities available, the ability to comprehensively service A/C systems is an offering you can’t afford to ignore this summer, says GEMCO.

A

round 90% of your customers have A/C fitted to their cars, and therefore you already have an existing customer base for A/C-related repair and maintenance.

The modern A/C machine is an environmental recycling centre. It removes refrigerant from the car and separates oil. It also cleans, dries and stores the refrigerant for re-use. Most are fully automatic, taking between five and 10 minutes of your technician’s labour time for each re-charge.

If you invest, approximately £3,000 to £3,500 in an A/C machine, some oils, leak dyes, a nitrogen leak test kit and technician training, you could expect to get payback in 12 months, based on just six jobs per month. This is based on a £50 re-charge fee, minus the costs for oil, dye, refrigerant and labour. The estimated gross margin is 80%.

Leak Testing Adding ultra-violet dye to every vehicle you re-charge will help you identify leaks faster. If the vehicle in your workshop has no refrigerant in the system, identified by zero pressure on the gauges of the machine, then you should pressurise the system with Oxygen Free Nitrogen (OFN) and investigate the leak with your ultra violet lamp.

Low refrigerant The most common fault in the A/C system is caused by low refrigerant and a straight forward re-charge is required. All vehicles with A/C fitted lose between 10 and 15% of their refrigerant per year, so every two years the system will not work efficiently due to lack of refrigerant. Potentially 50% of your customers’ cars will need maintenance every year. This does not include any additional work due to component failure.

The law All technicians working with refrigerant gases must have an F gas certificate gained by attending an approved training course and passing the end of course examination (IMI or City & Guilds).

You will need an R134a machine for all existing cars and all existing models built this year, and for all cars homologated after 2012 you’ll need a new R1234yf machine. Some dual gas machines are available, which can work with either system but you should decide if two separate machines would be a better buy for you. A dual gas machine can only work with one car at a time, whereas two separate machines could offer you more flexibility and the ability to work on two cars at the same time, boosting your profit potential.

GEMCO has recently introduced Brain Bee A/C service stations to its range, as a premium alternative to the Bradbury machines that it offers.

AirNex ■ The next generation of A/C service

stations, designed to work with today’s cars and evolve to work with future vehicles.

■ 7” colour touch screen to view and input

options, plus big analogue gauges to show everything you need to see.

■ Station updates and engineer interaction

Brain Bee Clima 6000 station features

can be done remotely via WiFi for maximum efficiency.

■ An HPV (high precision vacuum) pump to

create and hold a fast vacuum for servicing and leak finding.

■ Professional A4 job reports can be WiFi

printed, emailed to your office PC or the customer’s inbox.

■ Patented system to 100% recharge car A/C

systems faster than any other machine – in all conditions and temperatures. Most come with ‘Eco Lock’ patented hose couplers that prevent gas loss during connection to the car – good for the environment and your pocket, too.

■ Fully automatic operation.

■ Mid-level and above units can have

optional communication with the car A/C system via an EOBD interface.

■ Remote viewer app for smart phone,

including iOS. For more information online, GO TO

rdr.link /A F123

PMM JUNE 2019 59

DIAGNOSTICS

& ENGINE MANAGEMENT

PRODUCT FOCUS MaxiSYS MS908Pro The MaxiSYS MS908 has been a top seller in the UK for Autel, and now its capabilities have been optimised even further with the release of the MaxiSYS MS908Pro with the advanced J2534 pass through device included in the package. PMM takes a closer look.

T

he J2534 opens up further programming capabilities via the manufacturer cloud, and the product also has further programming options directly within the tool software itself, without the need to use manufacturer OEM software in some cases.

The software on the MS908Pro and Autel’s MaxiSYS Elite – the company’s most premium offering – are the same. The difference is that the MaxiSYS Elite has more powerful hardware. The MS980Pro continues

to be very powerful, with a 15 second boot up and is built on the multi-tasking Android operating system.

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

The Pro includes a number of great features, such as outstanding coverage of 80+ manufacturers, full diagnostics, service functions, channel coding and programming,

Extensive system coverage for more than 80+ manufacturers

Comprehensive diagnostics and advanced J2534 programming

8 Megapixel Camera, 64GB internal hard drive/2GB RAM and wireless bluetooth diagnostics via the vehicle J2534 passthrough. It also includes a larger 9.7” screen and additional connector kit to access pre OBDII vehicles. The MS908Pro can be upgraded to operate Autel’s ADAS products.

For more information about the range of diagnostic products available from Autel, GO TO

rdr.link /A F124

Full service functions, adaptions and live data

PMM JUNE 2019 61

DIAGNOSTICS

& ENGINE MANAGEMENT

Lambda sensor failure diagnosis First fitted to passenger cars in the 1970s to improve the engine’s combustion efficiency and reduce exhaust emissions, the lambda sensor is now a key component within the engine management system. But what are the visual symptoms of failure? Elta Automotive tells all.

I

n order to operate efficiently, an internal combustion engine requires the correct ratio of air and fuel in its cylinders during the combustion process, with the ideal – known as lambda – being 14.7 parts air to one part fuel for a petrol engine and 14.5:1 for a diesel. Lambda sensors operate by measuring the amount of oxygen in the exhaust, to allow the engine management system to make the necessary adjustments to remain as close as possible to the ideal ratio.

These measurements have now become so precise that many vehicles feature several lambda sensors situated in the exhaust system, both before and after the catalytic converter. As global emissions standards have become ever more stringent, the variety and complexity of lambda sensors has increased accordingly and now includes zirconia, titanium, planar and wideband.

Causes of failure The lifespan tends to be 45,000 miles for an unheated sensor, whereas a heated sensor can typically last closer to 100,000 miles, so many will simply fail due to age. However, vibration or damage to the heater element, connectors and/or wires could be a cause of premature failure. Other less obvious reasons can be identified by examining the visual appearance of the failed sensor.

The cause Coolant with anti-freeze may have affected the combustion process and reached the lambda sensor.

The solution Check the head gasket for leaks and repair if required.

ENGINE ADDITIVE CONTAMINATION

Visual signs The sensor nose will be contaminated with white or red deposits.

The cause Excessive use of an engine or fuel additive can contaminate or block the lambda sensor.

The solution Cleaning the fuel system prior to replacement.

OIL CONTAMINATION

A guide to visual symptoms and possible causes ANTIFREEZE CONTAMINATION

Visual signs The sensor nose will have a grainy white/light grey coating.

Visual signs Oily black deposits left on the sensor nose.

The cause The vehicle may be burning excessive oil.

The solution Prior to sensor replacement, thoroughly check the engine for leaks, including the usual seals that are prone to failure.

Visual signs Black soot on the sensor nose.

The cause A damaged sensor or fault in the fuel system can result in a high air to fuel ratio, producing black soot.

The solution Measure exhaust gases to ensure the fuel system is working. Check the sensor heater control and sensor heater.

LEAD CONTAMINATION

Visual signs The sensor nose is contaminated with shiny grey deposits.

The cause Now far less common, but usually caused by leaded fuel attacking platinum parts or the sensor.

The solution Replace any leaded fuel in the system before fitting the replacement sensor.

Under its VXPRO brand, Elta Automotive offers a comprehensive engine management programme, which naturally contains a full range of original equipment specification lambda sensors.

For more information online,

FUEL CONTAMINATION

GO TO

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PMM JUNE 2019 63

DIAGNOSTICS

& ENGINE MANAGEMENT

TECHNOLOGY SPOTLIGHT EGR valves EGR valves are an essential emissions-reducing, performance-enhancing technology, but they’re often not fully understood. Delphi attempts to shed some light.

T

he exhaust gas recirculation valve (EGR) provides manufacturers with an emissions and performance boost. In fully working order it is a vital piece of kit, but technicians can often be all too quick to blank, remove or ‘map’ it out rather than investigate issues and replace failing components. An EGR is integral to the efficient running of an engine’s management system and, as the name suggests, recirculates precise levels of exhaust gasses in to the engine’s intake to increase efficiency, reduce fuel consumption and lower harmful NOx emissions.

“A working EGR valve helps the vehicle’s powertrain to work at optimum efficiency; a broken one doesn’t,” explains Philip Mitchell, Training and Field Service Operations Manager at Delphi. “The EGR alters the chemical makeup of air entering the engine by diverting spent gasses back into the intake.

It reduces the level of oxygen burnt, slowing combustion and lowering chamber

64 JUNE 2019 PMM

temperature by up to 150˚C, resulting in less NOx, and therefore cleaner exhaust emissions.

“The introduction of the world harmonised testing procedure (WLTP) and Real Driving Emissions (RDE) legislation makes it more difficult for manufacturers to hit future emissions targets, so EGRs remain a critical technology moving forward,” he continues. “The more stringent MOT rules for emissions, introduced in May 2018, also make the correct operation of EGR valves on older cars a vital consideration.”

Delphi’s EGR valves feature on millions of vehicles as OE fit, and the company also brings this same expertise to the aftermarket.

“Delphi’s range of EGR valves has recently expanded by 60 new part numbers, including popular high-failure applications,” Mitchell explains. “Each aftermarket part features the same fast opening and closing times as our OE-fit components, providing enhanced engine control and enabling lower emissions from reduced exhaust lag.”

Less is more EGRs work on the principle that fewer emissions equal increased efficiency, power and economy. There are several types of EGR valves in use, with older systems using vacuum control and more modern units boasting electronic control.

“In short, EGRs will be one of the following systems,” explains Mitchell.

“Diesel high pressure valves, which divert dense exhaust gas before it enters the diesel particulate filter (DPF); diesel low pressure valves, which divert gasses after they have passed through the DPF; and gasoline EGR valves, which work on the same basis as their high-pressure diesel equivalents; vacuum operating valves, which use a solenoid to vary vacuum to the diaphragm that control EGR movement; and digital EGR valves,

which feature a solenoid or stepper motor, and a feedback sensor.”

Mitchell states that EGR failure occurs due to the extreme conditions that these components are expected to work in, often with little or no maintenance (we’ve all encountered horribly gunked up EGR valves on a regular basis). The biggest cause of failure, he says, is the buildup of carbon particles along the EGR and intake pipework.

This can clog tubes, exhaust gas channels and the valve’s mechanism, eventually causing it to stick.

Diagnosis The symptoms of EGR failure can be very similar to that of any other engine component or sensor – poor running and an illuminated engine management light. If a valve is stuck in the open position, the vehicle’s air-fuel ratio will be disrupted, and the driver will experience performance issues. This can include reduced power, poor acceleration and

a rough idle. Boost leaks may also be caused, resulting in the turbo having to work harder.

Crucially, NOx emissions can be significantly increased through a faulty EGR. When the valve stays shut, the resulting increase in temperatures in the combustion chamber can result in unburnt fuel entering the exhaust system and reduced fuel efficiency. A significant increase in combustion temperatures can also lead to detonation or engine knock, which can lead to accelerated wear and eventual failure of the powerplant.

As with any modern diesel or gasoline engine, precise fault diagnosis is dependent upon having access to correct software and the expertise to make the most of it.

“Analysis of fault codes and careful examination of all vacuum lines and electrical

connections are the first EGR troubleshooting steps,” states Mitchell.

“Checking solenoids for any movement in the valve stem at between 1,500 and 2,000 rpm will also help identify problem areas. Visual checks for carbon build-ups provide the most frequent solution, including the EGR passageway in the manifold.

Finally, applying vacuum directly to the EGR valve using a handheld or scanning tool will help to establish whether the valve is functioning correctly: no change in idle quality points to a faulty valve or restricted passage, while a rough idle or engine stalling suggests that the issue is caused by a malfunctioning control system”.

For more information online, GO TO

rdr.link /A F126

DIAGNOSTICS

& ENGINE MANAGEMENT

RANGE FOCUS Knock and brake wear sensors Mobiletron has recently launched ranges of knock and brake wear sensors, with almost 100 new parts covering over 5,000 vehicle applications.

Knock sensors A knock sensor’s primary function is to ensure that you're getting as much power and fuel economy as is possible from the engine.

It does this by detecting incorrect detonation or pinging from the engine.

A knock is when the engine ignites the fuel and air mixture too early. This is otherwise called pre-ignition. This information is then sent to the ECU. Once the ECU has received this signal, the unit corrects the ignition parameters – for example by

delaying the spark to protect the engine from possible damage. Mis-detonation is due to bad fuel, ignition problems or timing.

In case of detonation, the engine vibrates at a well defined frequency of usually between 5 and 8KHz, which is usually unique to the engine. The sensor is fitted directly to the side of the engine block, usually by a threaded sensor type or with a bolt through the sensor itself. There is usually one sensor on four cylinder engines and two sensors for six and eight cylinder engines.

Knock sensor failure symptoms The main symptom of a faulty knock sensor is drivability problems. This is usually a lack of power and some hesitation from the engine.

This will also increase fuel consumption.

What causes knock sensors to fail?

Knock sensors are very sensitive and can be easily damaged, making them instantly worthless. Corrosion from condensation is a common cause of failures. If the knock

sensor fails, it can seriously damage the engine, as continuous pre-ignition can cause fracture in the pistons.

Brake wear sensors The brake pad wear sensor is an additional safety feature on many vehicles, and is used to alert a vehicle's driver when the brake pads are wearing thin. When subjected to high levels of friction, a brake pad will inevitably wear down. When the pad has worn to a preprogrammed point, the brake pad sensor makes contact with the metal of the brake disc and completes an electrical circuit. This action sends a signal to the dashboard in the form of a warning light.

Once a brake pad sensor has completed a circuit through contact with the rotor, it cannot be reused. Every time you change the brake pads, you also need to install a new brake pad sensor.

For more information about the range of products available from Mobiletron, GO TO

rdr.link /A F127

LIGHT COMMERCIAL VEHICLES

COSTING it out Ring Automotive explains why technicians should look beyond cost and consider installation time when weighing up LCV lighting.

C

ost is always going to be a significant consideration when looking at components for LCVs. Work vans need to be resilient and efficient, while also meeting a budget to make them cost effective for the business using them. But going for the cheapest piece of kit is not always the best approach. As well as potentially being of poorer quality, if the installation time is not taken into consideration, then a lower price tag could end up costing a lot more in labour costs.

Staff time vs unit cost For a skilled technician installing a warning light, work lighting or inverter, time is of the essence, as labour will be one of the biggest elements of any job. Therefore, for your customers, cutting down installation time is a no-brainer. Plus, with lower installation time, you can get more customers through the workshop in any given day. It’s a win-win to take installation time into account when choosing your supplier.

elements may be more expensive than a conventional wired equivalent, but if it knocks an hour off installation, it can make it quicker for the installer and lower cost overall for the customer.

This principle becomes even more relevant once it comes to more complex power management and switching.

Ring Carnation’s latest Wireless Switching Power Hub can help reduce installation time by up to 35%, but still provide the capacity needed in an LCV. The Power Hub provides up to eight output ports with a total rating of 60A, providing ease of connection for ancillary electrical items. Switching is

controlled via a Rechargeable Wireless Switching Panel and comes complete with 360° swivel mount docking station. The Switch Panel is fully backlit and, like the Power Hub, features switching indicator lights. It can be also be used remotely from the docking station, enabling greater flexibility. In practice, the Ring Power Hub can reduce the installation time on a typical installation with 1x light bar, 2x work lamps, 3x interior lights and a hand wash from three hours to under two hours.

For more information online, GO TO

rdr.link /A F128

Installation options A simple example could be looking at warning lighting. Look out for models with magnetic mounts, or single bolt fixings, rather than needing several holes drilled to be secured. Camera systems that have wireless

PMM JUNE 2019 69

LIGHT COMMERCIAL VEHICLES

PRODUCT FOCUS LCV-specific tyres Yokohama recently released a new van tyre that, coupled with regular maintenance checks, has the potential to cope with the stresses of LCV life.

V

ans and other LCVs are among the busiest vehicles on the roads, covering long distances over extensive time periods. Yokohama provides tyres to meet the demands of these hard working vehicles, and the manufacturer’s current BluEarth-Van RY55 and WDrive WY01 offerings have been developed to give technicians confidence in the product.

However, fitting tyres of a suitable quality is only part of the solution. For garages that undertake fleet work, tyre maintenance should also be high up on the list of priorities when it comes to optimising performance.

There are a number of tyre maintenance processes and checks to consider. Regardless of the type of vehicle, tyre pressure should be monitored to minimise and reduce potential inconsistent wear patterns. In addition, wheel alignment should be regularly checked to get the most out of the tyre’s useful lifespan.

For vehicles carrying out multi-drop

70 JUNE 2019 PMM

deliveries, the urban environment brings its own set of tyre damage risks. Regularly mounting or scuffing kerbs, navigating side streets and inconsistent road surfaces can lead to cuts and damage to the sidewall. A visual check around the vehicle can quickly determine a tyre’s current condition.

Fuel efficiency is another factor for workshops to consider, and selecting tyres with low rolling resistance will help to improve fuel savings, ensuring more time between refuelling and, ultimately, lower fuel bills. Yokohama’s newest van tyre, the BluEarth-Van RY55, takes these requirements into account. The company insists the range provides long mileage, high durability and excellent wet grip. Available in all popular van fitment sizes from 14-17”, it is ideally suited to many LCV applications.

For further details on Yokohama’s range of LCV tyres, GO TO

rdr.link /A F129

TYRE TIPS ■ To keep tyres in a good condition, check the vehicle manufacturer's handbook for the correct loading pressures, capabilities and any other related specifications.

■ Carry out regular visual inspections, checking tyre pressure, tread depth and removing any objects lodged in between the tread grooves.

■ Ensure the fleet has a regular maintenance schedule and check maintenance logs to ensure vehicles are ready for the road.

A commercial opportunity SMMT figures suggest there could be an increasing opportunity for garages to tap into the potentially lucrative LCV market.

BEST SELLERS LCV <3.5 TONNES MARCH 2019

YEAR-TO-DATE

í˘ą Ford Transit Custom í˘˛ Ford Transit

11,573

í˘ł Volkswagen Transporter í˘´ Mercedes-Benz Sprinter

3,424

í˘ľ Ford Ranger í˘ś Peugeot Partner

T

he UK new LCV market saw yearon-year demand increase by 10.6% in March, marking the sectorâ&#x20AC;&#x2122;s best ever monthly performance, according to the latest figures released by the Society of Motor Manufacturers and Traders (SMMT). More than 66,000 new vans and pickups hit British roads in March. Both medium vans weighing 2 to 2.5 tonnes, and large vans

4,635 3,228 3,184 2,977

í˘ą Ford Transit Custom í˘˛ Ford Transit í˘ł Mercedes-Benz Sprinter í˘´ Volkswagen Transporter í˘ľ Ford Ranger

5,602 5,249 4,736

í˘ś Ford Transit Connect í˘ˇ Peugeot Partner

4,523 4,123 4,074 3,900

í˘ˇ Vauxhall Vivaro í˘¸ CitroĂŤn Berlingo

2,694

í˘š Ford Transit Connect ě?&#x2026; Renault Trafic

2,562

í˘¸ CitroĂŤn Berlingo í˘š Vauxhall Vivaro

2,404

ě?&#x2026; Mitsubishi L200

2,572

16,611 7,253

4,148

weighing 2.5 to 3.5 tonnes saw double-digit growth, with demand rising by 17.9 and 13.0% respectively. Registrations of pick-ups also rose by 6.7%, to more than 11,000.

Meanwhile, small vans weighing less than 2 tonnes experienced a decline, falling -10.6%.

March rounded off a positive quarter for the sector, with demand for new LCVs up 8.9% on the same period in 2018, at 102,743 registrations. Mike Hawes, SMMT Chief Executive, said, â&#x20AC;&#x153;March is typically the busiest month of the year and itâ&#x20AC;&#x2122;s great to see large demand for the new â&#x20AC;&#x2DC;19 plate. While the market does fluctuate with buying cycles, it appears buyers are making the most of the fantastic deals on offer. For such exceptional demand to continue long term, however, we need business confidence to improve and that means an end to the political and economic instability besetting the UK.â&#x20AC;?

Win at www.pmmonline.co.uk

BLADES OF GLORY Here’s your chance to win a pack of 50 wiper blades.

What can you win?

The winner will receive a set of 50 Trico Flex wiper blades, which are valued at over £350.

Trico claims that its Flex range allows motorists to easily and inexpensively step up from conventional windscreen wiper blades to premium beam blade technology.

With 97% car parc coverage from only 14 part numbers, the slim-line range replaces both original equipment (OE) fit beam blades and upgrades conventional, hook arm blades.

garage owner or manager, as it’s an additional profit opportunity with minimal stock investment. The Flex range is easy to stock ‘on the shelf’ or with the Flex carton merchandiser and can be retrieved with ease.

“Should garages stock Trico Flex wiper blades, they’ll be livening up their workshop with stylish, yet clever, packaging. The eye-catching livery, easily identifiable as a Trico wiper blade, is also stamped with a QR code, which links directly to an online catalogue”.

How do you enter?

The company has said that its new range puts safety and quality first, with Trico Flex being vigorously tested to perform over 1.5 million cycles, which is why the memory curve steel beam provides uniform pressure, for the clearest wipe.

In addition, the one-piece wiper structure prevents clogging from snow, ice and road debris, providing excellent visibility in all types of weather.

To be in with a chance of winning, all you have to do is GO TO rdr.link/AF130, and answer the following question: How many wiper blades are included in the set?

A) 40 B) 45 C) 50

Trico’s Senior Product and Brand Manager, Sam Robinson, said, “This range is the perfect ‘first step’ for any

72 JUNE 2019 PMM

Deadline for entries is 10/07/2019. T&Cs apply.

See website for details.

Win at www.pmmonline.co.uk

Dress to

IMPRESS PMM has teamed up with Total Lubricants, to offer readers the chance to get their hands on a fantastic Aston Martin jacket.

Since 2016, Total has worked with Aston Martin as the ‘Official Lubricant and Technical Partner’ for Aston Martin Racing. Helping the luxury carmaker improve the performance of its vehicles, Total says its engine oils have helped Aston Martin reach new heights of excellence, on and off the track.

Racing the very latest Vantage GTE, the Aston Martin Racing team is currently contending the 2018/19 FIA World Endurance Championship – the world’s leading endurance racing series. The 2018-19 season marks the first move to a winter schedule for the championship, with the season starting at the Circuit de Spa-Francorchamps in May 2018 and concluding at the 24 Hours of Le Mans

in June 2019, with both races being run twice over the course of the season. After winning two world championships in as many years, while also claiming a famous win in the 2017 24 Hours of Le Mans, Aston Martin Racing will be hoping to continue its title successes with the Vantage GTE. At each WEC event, Total’s lubrication experts are on hand to optimise the use of high-performance TOTAL QUARTZ oils. Acquired over many years in Formula 1, this expertise in elite racing is indispensable – and available only to Aston Martin Racing in the FIA WEC. At their mobile laboratory and technical support centre, dedicated engineers analyse engine data to ensure Aston Martin’s vehicles can perform perfectly under the intense conditions of endurance racing – and it’s this experience that informs all Total’s

QUARTZ retail oils.

TOTAL QUARTZ is used as the OE first-fill engine oil for DB11 and Aston Martin Vantage road cars, developed to ensure car lovers can enjoy their driving experience, every time they’re behind the wheel.

What can you win?

Total is offering two lucky readers the opportunity to win an official Aston Martin jacket, each worth almost £200.

How do you enter?

To be in with a chance of winning, all you have to do is GO TO rdr.link/AF131, and answer the following question: In what year did Aston Martin Racing win the 24 Hours of Le Mans?

A) 2015 B) 2017 C) 2018 Deadline for entries is 10/07/2019. T&Cs apply.

See website for details.

PMM JUNE 2019 73

The best things in life are free...

Check out the fantastic freebies on offer this month.

To enter the prize draw, and to see what other competitions are currently running, go to

RDR.LINK/AF132

3 INSPECTION LAMPS Ring is offering PMMâ&#x20AC;&#x2122;s readers the chance to get their hands on the companyâ&#x20AC;&#x2122;s new RIL5300HPB Al3 Inspection Lamp. The company claims that the lamp is robust, with exceptional light output. It emits up to 240 lumens of white LED light in a broad beam, and comes with magnet and hanging hook for hands-free use. Aluminium and rubber materials make this a resilient lamp for even the toughest workshop. Ring is a supplier of vehicle lighting, auto electrical and workshop products, and it has been supporting the automotive aftermarket for more than 40 years.

WHAT’S NEW?

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■ AREA WORKLIGHTS Ledlenser has released its first series of portable rechargeable LED area worklights for industrial use, including two floodlights and four inspection lamps.

Floodlights Ideal for when larger work areas need consistent illumination, the 2500lm iF4R and 4500lm iF8R floodlights have five brightness levels to suit user needs. The lights also boast the ability to be affixed to metallic surfaces via the integrated magnets, the ability to be placed flat on a surface or at an angle using the ergonomic pivoting handle, and on top of that, they’re Bluetooth enabled.

Inspection lamps The inspection lamp series comprises the 150lm iW4R, 300lm iW5R, 600lm iW5R-FLEX and 600lm iW7R. All four are handheld, can be affixed to a metallic surface with the incorporated magnet or hung using the integral hook/clip, and have an additional LED which delivers a powerful spot beam.

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■ LEAK DETECTION UNIT

■ TROLLEY JACKS AND AXLE STANDS

Specifically for diagnostics specialists in the automotive industry, Randstad’s new diagnostic leak detection unit, the Cool Smoke HP is said to be easy to use, reliable, and capable of delivering dense smoke across its entire operating range of 3 to 60 psi.

Designed with the mechanic in mind, J&S Products has released a low-profile three tonne trolley jack with turbo lift technology. The company has sought to demonstrate the product’s robustness by offering a three year warranty.

The unit contains a 3.5” multicolour digital LCD display, integrated software and Bluetooth capability. Operating on 12 or 24V DC, Cool Smoke HP is not polarity sensitive and draws minimal current. Smoke is produced without heat, making it safe, reliable and energy efficient.

The low-profile build lets this lift from as low as 100mm and combined with its turbo lift technology, it can reach maximum height in just eight strokes. The company has also introduced a set of three tonne axle stands, complete with a safety pin/chain.

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PMM JUNE 2019 75

WHAT’S NEW?

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

■ WORKING AND DRIVING LIGHTS Osram’s new range of LED working and driving lights are available in three categories: functional, multifunctional and slim, all of which offer a variety of performances, shapes and beam patterns with various illumination profiles, including spot, wide and combo.

When the sun sets, the work doesn’t stop and people that are working through the night require dedicated and powerful LED lights to get their jobs done clearly and safely. Garages can be hazardous, and using bright LED lights to highlight any potential hazards can help to minimise the chance of accidents or mishaps, leading to a safer working environment.

LEDriving working lights ■ The LEDriving Cube MX85-SP and -WD

versions are the working lights of the Multifunctional Series that combine two LED lighting performances: working light and stylish ‘X’ shape light. The Cube MX85 is available in a Spot (SP) version, which offers a far field illumination beam of up to 110m, with a 13.5° beam angle. It is also available in a Wide beam pattern (WD) version which is specialised for near field illumination, with a light beam of up to 55m and a particularly wide beam angle of 43.5°. These two products only work with 12V application.

■ LEDriving Lightbar MX140-WD is also

part of the Multifunctional Series. The

76 JUNE 2019 PMM

wide beam patterns produce a powerful far field illumination up to 60m. The product is designed in a robust and compact design with a long lifetime of up to 5,000 hours.

The LED light provides an extremely high optic efficiency, homogeneous light distribution and reduced glare. The Lightbar can be used with 12 and 24V applications.

LEDriving driving lights ■ The LEDriving Lightbar MX140-SP is an

ECE compliant working light of the Multifunctional Series. The Spot beam patterns for driving produces a powerful far field illumination with a beam of up to 200m as well as a position light. Both light functions are fully ECE compliant. The lifetime of up to 5,000 hours is achieved as a result of an integrated driver and thermal management system.

■ LEDriving Lightbar FX250-SP and -CB

versions are part of the Functional Series and are characterised by a fully ECE compliant auxiliary high beam. They are available in two different high beam patterns: Spot (SP) and Combo (CB). The Spot beam pattern generates an improved far field illumination with a beam of up to 360m and a 5° beam angle. The Combo version provides both improved far field and near field illumination with a light

beam of up to 320m and a 5° beam angle.

■ And finally, LEDriving Lightbar SX180-

SP, -SX300-SP and -SX500-SP are all part of the Slim Series. These products are intended for use as fully ECE compliant auxiliary high beam lamps and are constructed with a slim design and characterised with increased far field illumination. The three Spot beams differ in their light beams which range from 190 to 370m. All of the driving lights in the series can be used in 12 and 24V applications.

■ These LEDriving working and driving

lights all provide a Cool White intense LED light of up to 6000 Kelvin. The products are designed in a robust and compact design with a long lifetime of up to 5,000 hours. They are equipped with extremely robust polycarbonate lenses to endure heavy-duty applications, with some also including multiple voltage protection.

These LED lights are characterised by an extremely high optic efficiency, homogeneous light distribution and reduced glare, and all come with a five year guarantee. It is recommended that the driving and working lights must be installed in pairs for 12 and 24V applications.

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■ PART OF THE MONTH Comline has continued its Part of the Month video series with a new bite-sized clip bringing to life references CBP32371 and CBP32384, front and rear brake pads servicing the popular Vauxhall Insignia (2017 onwards).

Developed using the company’s bespoke NAM112A hardwearing friction compound and featuring the brand’s RMR (rubber metal rubber) multi-layer composite shim, the company claims that these references deliver Comline’s high-quality, guaranteed performance and genuine value for money promise.

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■ WORK CLOTHING Lightweight fabrics in the new Topwear range will complement Snickers’ Workwear Stretch Garments perfectly this summer.

The warmer weather will bring a need for professional tradesmen and women to be cool and dry in order to maintain wellbeing and efficiency on site.

That’s why Snickers’ new Topwear for the summer uses 37.5° fabric technology, which helps to keep you dry. The range includes stylish new shirts, hoodies and sweatshirts in a range of styles and colours that are super-light and quick-drying with advanced ventilation to keep you cool in the heat.

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WHAT’S NEW?

■ ALTERNATORS WAIglobal has added new alternators to its aftermarket range of rotating electrics, highlighting its commitment to bringing to market products that meet customer demand and provide greater vehicle coverage.

Five new part numbers have been introduced, which are applicable for a number of top vehicle marques, including Mercedes, Mitsubishi and Dacia with the new references also listed on both MAM and TecDoc cataloguing systems.

The new additions include part number 20544N, offering coverage for Mitsubishi Pajero/Shogun 3.5 petrol (2000 to 2007); part number 20547N covers Dacia Duster 1.5 Diesel (2012-); part number 20913N provides coverage for Dacia Duster 1.6 petrol (2012 to 2016) and part number 20560N covers Ford C-Max/Focus/Kuga 2.0 TDCi (2014>).

Finally, part number 11445N provides coverage for Mercedes GL 320/GL350/R300/R320/R350 Cdi (2006>).

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■ DISPOSABLE GLOVES Unigloves has enhanced its PRO.TECT range of latex and nitrile disposable gloves with the launch of four new Heavy Duty (HD) products. Joining the existing range of PRO.TECT silicone free gloves are the PRO.TECT Green HD and HD+ and the PRO.TECT Black HD and HD+.

Ideally suited to the automotive sector, the new disposable gloves provide a range of wearer benefits, including: ■ Chemical resistance – against paints, oils, grease, brake fluids,

thinners and diesel ■ Ultra-Heavy Duty Construction – makes the gloves tough and

durable ■ Textured palm and fingers – provides improved grip, particularly

when working in wet or oily conditions ■ Silicone free formulation – leaves no finger marks on metal or

glass surfaces ■ Ambidextrous fit – you don’t have to split a pair to replace a

damaged glove ■ High Wearer Comfort – nitrile formulation conforms to the hand

for close, natural fit, allowing for greater flexibility and dexterity ■ Beaded Cuff – provides extra strength when putting the gloves on

and prevents liquid roll-back ■ Meets AQL 1.5 – medical standard for pinholes GO TO

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■ NEW SENSOR RANGE A range of premium camshaft and crankshaft sensors to the UK has been unveiled by NGK. The sensors – comprising more than 200 UK-specific part numbers – opens up further original equipment (OE) replacement opportunities for aftermarket customers. Their introduction follows NGK’s recent launch of 20 new wide band Lambda sensors – commonly referred to as ‘5-wire’ Lambda sensors – which supplemented the existing range of 64 NTK OE 5-wire sensors.

Cam and crankshaft sensors are a vital part of the engine management system and provide information about engine speed and the exact position of several engine parts, camshaft/valves and crankshaft/pistons. Supplying this information to the engine control unit (ECU) enables the fuel injection and ignition systems to function efficiently. Timing is critical to optimise the efficiency of an engine, and the new sensors are key to ensuring the correct functioning of fuel injection and ignition systems.

Connected to the pistons and the gearbox, the crankshaft converts the linear, vertical movements of the pistons into rotary motion that powers the engine and makes the vehicle move. The crankshaft sensor keeps track of this rotational speed. The purpose of the camshaft is to open and close the valves. It is connected to, and driven by, the crankshaft and rotates at half of the crankshaft’s speed. The camshaft sensor continually measures the position of the camshaft to ensure appropriate synchronisation.

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■ BATTERY AND SYSTEM ANALYSER Rotronics is introducing the latest innovation from Midtronics, which provides a new approach to battery diagnosis. The CPX-900 Conductance Profiling Battery and System Analyser services modern vehicle and battery technology with reserve capacity (RC) problems. THE CPX-900 has been developed for independent workshops that deal with 12V applications.

The CPX-900 is able to evaluate both the starting performance and battery reserve capacity. Reserve capacity is an important measure of a battery’s ability to sustain the electrical loads required by a vehicle over time. This new technology is called Conductance Profiling.

Features of the CPX-900 include the following: ■ Automatic surface charge removal – this

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means that you no longer have to put vehicle loads on and off to aid the battery test Reserve capacity testing profile using its internal 10A load – this reduces any charge and retest decisions by up to 50% It stores all historic test results, so that you can review all previous data on the coloured screen The results can be emailed and printed off Supports testing of 12V EFB (full battery part number listing), AGM, and flooded lead acid battery chemistries 3.5” colour display Integrated IR temperature sensor captures battery temperature for more accurate testing Built-in Wi-Fi for remote software updates and communication links for ROBIS going forward

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ADVERTISEMENT INDEX

AC Tronics Ltd ................................................................ (page 23)

Karnetic Ltd .................................................................... (page 15)

Apec Brakes Limited ...................................................... (page 68)

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

Armored Auto UK Limited ............................................ (page 57)

Mobiletron UK Ltd .......................................................... (page 60)

Arnott Europe .................................................................. (page 49)

Morris Lubricants ............................................................ (page 35)

Autodata .......................................................................... (page 53)

MS Motor Service .......................................................... (page 11)

Automotech Services ...................................................... (page 53)

Nissens ............................................................................ (page 58)

BM Catalysts Limited ...................................................... (page 36)

Pico Technology Limited .................................................. (page 9)

Chicago Pneumatic .......................................................... (page 25)

PM Tech Equipment & Consumables ............................ (page 58)

Comline Autoparts Ltd .................................................... (page 66)

Powerflow Ltd ................................................................ (page 74)

Dayco Europe .................................................................. (page 45)

Ring Automotive .............................................................. (page 65)

Delphi Diesel Systems Ltd ................................................ (page 7)

Robert Bosch Ltd ................................................................ (OBC)

DPF Recovery .................................................................... (page 5)

Schaeffler (UK) Ltd .............................................................. (IFC)

Gates Power Transmission .............................................. (page 41)

Shaftec Automotive Components Ltd .............................. (page 46)

Gemco Equipment .......................................................... (page 33)

SP Diagnostics ................................................................ (page 79)

Herth+Buss ...................................................................... (page 29)

Tool Connection .............................................................. (page 71)

HFE Signs & Banners .................................................... (page 57)

Total UK Limited ............................................................ (page 58)

Ivor Searle ........................................................................ (page 74)

Traction Charger Co Limited .......................................... (page 67)

J & S Products Ltd .......................................................... (page 77)

Verification of Lubricant .................................................. (page 19)

Jack Sealey Limited ........................................................ (page 30)

Walker Products Europe .................................................. (page 62)

Johnson Controls Batteries Ltd ...................................... (page 50)

WD-40 Co.Ltd .................................................................. (page 2)

Kalimex Ltd .................................................................... (page 57)

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PMM SERVICING ■ REPAIR ■ DIAGNOSTICS ■ MOT THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

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