Professional Motor Mechanic June 2022

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PROFESSIONAL

JUNE 2022

MOTOR

F R T E R E A

T T O H E

D E

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

THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

FAKE NEWS! Hayley Pells gives her advice on how to avoid counterfeit parts Also inside...

How are material shortages affecting your business?

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

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Contents Regulars 6-8

NEWS & VIEWS

11-12

TROUBLESHOOTER

14 -15

CLUTCH CLINIC

17-18

BELT FOCUS

20- 31

TECH TIPS

33-37

BUSINESS & TRAINING

38- 44

SPECIAL REPORTS

74-75

PRODUCT TEST

76-78

COMPETITIONS & GIVEAWAYS

79

PIT STOP

80

ONLINE ROUND UP

81- 82

WHAT’S NEW?

VOLUME 23 ISSUE 6 JUNE 2022

Features

45-56 OILS, LUBRICANTS & ADDITIVES

Editor’s Picks 11

STARTING FOCUS Andy Horwat investigates a Ford Focus with intermittent starting issues.

33

BLAME GAME Hayley Pells discusses what independent workshops can do to avoid counterfeit parts and keep their customers safe.

40

INDUSTRY PROFILE

59-65 DIAGNOSTICS & ENGINE MANAGEMENT

PMM caught up with business owner & mechanic Hannah Gordon to discuss her career.

44

SUPPLY PROBLEMS The PMM team caught up with the GEA's Julian Woods to find out how materials shortages are affecting UK workshops

76

COMPETITONS This month’s competitions include the chance to win Schaeffler REPXPERT branded workwear or VIP packages to the world superbike championship courtesy of Motul.

67-72 STEERING & SUSPENSION

Total Average Net Distribution 54,426 1st July 2020 – 30th June 2021

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VIEWPOINT

Editor

The chain gang

KIERAN NEE Editorial Assistant FREYA COLEMAN Digital Manager

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KELLY NEWSTEAD Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Magazine Designer GEMMA WATSON Group Production Manager CAROL PADGETT Production Assistant CLAIRE SWENDELL Distribution Manager KARL CLARK Subscriptions

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

EUROPE and OVERSEAS 1 year (11 issues) £50 Airmail 1 year (11 issues) £65 Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts, WD24 4YF. Tel: Watford (01923) 237799 Fax: (01923) 246901 E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk Website: www.pmmonline.co.uk Facebook: /ProfessionalMotorMechanic Twitter: @pmmmagazine Copyright © 2022 p.7 ©AdobeStock/xxxxxxxxxxxx p.24 ©AdobeStock/Corepics p.37 ©AdobeStock/amorn p.38 ©AdobeStock/memorystockphoto p.44 ©AdobeStock/tong2530 p.64 ©AdobeStock/ZinetroN p.78 ©AdobeStock/neiezhmakov Associate member

t PMM we always try and emphasise how important a role the local workshop plays at the community level; every driver will, at some point, rely on the service you provide. Outside of the annual MOT (and not even that, if the Government gets its way), drivers mostly bring their vehicles into their local workshop not for optional upgrades but either for servicing and preventative maintenance (the ideal situation) or for emergency repairs. Especially in the latter case, customers are distressed and in a vulnerable state.

When a part in their car fails, they are at the mercy of the workshop to replace it – no matter the cost. I wrote last month about the importance of marketing your services to potential new customers and making sure that, when something does go wrong, drivers bring their cars to the garage they can trust – yours.

As far as the customer is concerned, the journey ends with the workshop. They bring their car in and then pick it up again later that week, pay and drive away. For our readers, however, that is the beginning of the journey, as diagnosis, ordering the parts, fitting the parts and testing all follow on from customer drop off. In this respect, every workshop is the end point of a huge supply chain that extends from the point of delivery all the way back to the extraction of raw materials on the other side of the earth.

Even the humblest of parts you interact with on a daily basis will have made incredibly complex journeys in the weeks and months before you get your hands on it. Most will have made long sea voyages, nestled in a container among thousands of others. Many will be composed of materials which have been extracted and transported in different corners of the world. More complex parts may have been transported in and out of the same country many times, being assembled in a piecemeal fashion. Most components will have been assembled in a foreign country and imported to the UK, where it may then be packaged or repackaged. From there it will be distributed, possibly directly to the factor but more likely to an intermediary.

Whilst a lot of this intricate process has been automated, most of it still (and always will) rely on some element of human labour. Some stages of the journey are still labour intensive. Between each stage there is customs to go through, standards to meet, documents to complete. In order for you to do a good job, in good time, this supply chain has been finely honed to provide the quickest, most hassle-free process. This requires colossal planning and clockwork-like precision, moving parts and people around in exact movements to eliminate any chance of mistakes.

As far as supply chains go, the coronavirus pandemic has been an almighty shock. Overnight, every stage of the process was thrown into chaos. Whilst the worst of the pandemic might be behind us, the knock on effects will be felt across the globe for the foreseeable future. The global scale of the problem will come as cold comfort next time you arrive at your local factor only to be told, “sorry, come back next week.”

On another note, your favourite magazine is now available as a monthly podcast! We will be bringing the best products and news directly to you via your speakers, headphones or however you listen to your podcasts or music. Each month, we will be speaking to the people behind the brands; they challenge, influence, are passionate and make a genuine difference to your industry.

We’ll address the subjects that affect you on a daily basis in the workshop environment. Check out the first episode at WWW.RDR.LINK /AAM001. Happy listening!

Kieran Nee Editor

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

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NEWS

& VIEWS

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

‘Listen, learn and support’ Schaeffler begins a tour of independent workshops, keen to gauge the opinion of the technicians that use their equipment.

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his is in regards to many key issues, as garages face uncertainties of the everchanging aftermarket landscape.

This is so the company can continue to support garages, learning how to assist them, gain an insight into the current views of the vehicle repair business and also how technicians see the future unfolding. The company

Battery range trebled hopes this will provide a catalyst to improve their support programme, also bringing members of the REPXPERT team to provide technician insight and best practice advice.

Want to know more?

WWW.RDR.LINK /AAM002

Sustainability commitment ZF Global has confirmed their continued commitment to remanufacturing with positive environmental impacts.

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emanufacturing enables the group to significantly reduce CO2 emissions and save energy every year: In 2020 for example, the company reduced its global CO2 emissions by an estimated

12,444 tons and realised an estimated energy savings of 8,740,000 kWh through remanufacturing – measured against the production of the same quantity of new parts.

Remanufacturing enables products to have multiple lifecycles and also offers materials and costs savings. It also could play an important role in supplying needed parts to keep supply chains moving, with other benefits such as reduced energy usage, less waste, and conservation of raw materials. For remanufacturing, ZF operates 25 plants and service locations in 15 countries.

Want to know more?

WWW.RDR.LINK /AAM003

6 JUNE 2022 PMM

Average battery range of vehicle at annual SMMT Test Day grows from 74 miles to almost 260 miles.

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lso at the test day, EV model choice was reflected with two in five cars on the track running on a battery or plug-in hybrid powertrain. There are now more than 140 plug-in models available, accounting for around one in five cars sold this year, with a further 50 expected to be launched by the end of 2022.

This increased range is a direct result of the automotive industry’s ingenuity and investment – and the trend will continue, with all of Britain’s leading car manufacturers and importers committed to decarbonising their model lineups, with a further 150 new and updated plug-ins due to be delivered to the UK market by 2025. The SMMT will show this wide range of choice at their annual test day driving event.

Want to know more?

WWW.RDR.LINK /AAM004

Topping lists Diagnostic supplier Karnetic Autel UK has made the Financial Times 1000.

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he Financial Times 1000 is a list of Europe’s fastestgrowing companies that ranks businesses by revenue growth.

Recording a 237 per cent increase in revenue growth between 2016 and 2021, allowed Autel to secure the 667th spot in Europe, and become the only company to make the list

from the UK. This high-profile ranking caps a very successful 2020-2021 for Karnetic which is continuing its strong growth with a list of new and exciting new products in 2022.

Want to know more?

WWW.RDR.LINK /AAM005

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FOLLOW PMM ON TWITTER @PMMMAGAZINE

NEWS

& VIEWS

PMM podcast Over here at PMM, we have launched a podcast for our readers to delve deeper into aftermarket news.

podcast will be hosted by our editor Kieran Nee, and will feature regular contributions from a host of industry experts and PMM favourites, making it essential listening for automotive professionals! If you have something to say you can email pmm@hamerville.co.uk to get involved with the podcast yourself, we’d love to hear from you.

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ith special guests lined up such as Steve Shaw, Director of Ingenia Recruitment, talking about skills shortages in the aftermarket, and Julian Woods from the GEA discussing supply chain issues and how this is impacting independent

workshops. The podcast can be heard at WWW.RDR.LINK /AAM065 and is available every month. The

Want to know more?

WWW.RDR.LINK /AAM006

EV scheme New scheme launched by Servicesure to help their 548 member garages become trusted traders for the EV aftermarket.

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his service, called EVsure, is available as an add-on scheme for existing members, aiming to unlock the potential of EVs for their business – there are already

19 members operating as these garages. The scheme is available to members who have at least one technician qualified to the IMI’s Level 3 Techsafe standard, which enables them to work safely on EVs. Members who become EVsure garages will have access to a range of benefits including national branding and promotion, discounted technical advice and equipment, and

exclusive professionally accredited training and development.

Want to know more?

WWW.RDR.LINK /AAM007

Racing partnership Comline announces that it has struck a title partnership agreement with Richardson Racing for the 2022 Porsche Carrera Cup season.

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ichardson Racing boasts an impressive track record in Porsche Carrera Cup GB, having narrowly missed out on team championship honours last season, finishing second overall. In 2022, the all-new Comline Richardson Racing will be looking to go one better and kicks-off its quest for this season’s championship at Donington Park.

The team will boast two cars in this season’s campaign, with 2021 race winner, Will Martin, and series debutant, Jack Bartholomew, behind the wheel, both of whom

harbour realistic expectations for race wins, podium finishes and driver championship honours. New for the 2022 season, the companies will be running the Porsche 911 GT3 Cup (Type 992), a faster, more durable and more efficient racer than its predecessors. If performances on the track are as impressive as the stunning livery adorning their Racing’s two 911 GT3 Cup race cars, it promises to be a season to remember.

Want to know more?

WWW.RDR.LINK /AAM008

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NEWS

& VIEWS

FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE

MOT shortfall According to data obtained from the DVSA

by BookMyGarage.com, MOT demand this spring could fall by 2 million bookings.

Classic cars Motul announces it is joining forces with Gloucestershire’s Classic Motor Hub, continuing their expansion into the classic sector.

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ocated on a former WW2 RAF fighter base, the hub features two hangers of cars on display – all of which are for sale. The site also garages cars for collectors and are serviced by a busy workshop, to which Motul will be supplying lubricants and fluids of all types.

The Classic Motor Hub is home

to close on 100 vehicles and it also houses a café, store, racing simulator, members’ clubroom and a private restaurant – as well as its own sales and admin offices. The décor throughout is an eclectic mix of decades but it is brimming with fascinating photos, posters, signs and memorabilia. It draws enthusiasts from near and far, but with a capacity of 250 visiting cars on the site, it is always extremely busy.

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evealing the latest monthly MOT figures, the FOI request by BookMyGarage.com suggests there will be significant peaks and troughs throughout 2022,

and potentially for years to come. The data also shows there is a need for the sector to accelerate its digital transformation to capitalise on additional revenue from segment two and older vehicles to plug the spring shortfall. The peak months for MOTs this year are said to be September and October, when MOT numbers last year were 22 per cent higher than pre-pandemic levels. Lastly, the FOI data shows how the long-established distribution of MOTs conducted throughout the year is, for now at least, a thing of the past. Traditionally, March and September would show modest spikes due to the new car registration release dates.

Want to know more?

WWW.RDR.LINK /AAM011

Want to know more?

WWW.RDR.LINK /AAM009

MOT extensions EV battery support MAHLE becomes the first supplier to support EV battery diagnostics by independent workshops.

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AHLE Aftermarket has become the world’s first suppliers to provide independent workshops with the means to run battery diagnostics on

electric vehicles. The international automotive supplier’s spare parts and services business has equipped its TechPRO diagnostic tool with new software for this purpose.

The software will initially be available free of charge. As part of the further expansion of the diagnostic function, the company also plans to develop suitable licensing models for its customers. By taking this step, they are opening up new, futureproof lines of business for independent workshops beyond the combustion engine.

Want to know more?

WWW.RDR.LINK /AAM010

8 JUNE 2022 PMM

Following on from the news that the Government could extend the MOT Test once again, see what the IAAF has to say.

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ark Field, IAAF Chief Executive, said: “Each time the MOT test frequency has been called into question, it has been proven beyond doubt that extending the test frequency would actually mean an increase in repair costs for drivers, insurance premiums and harmful emissions, as well as reducing road safety as there will be an increase in defective vehicles on UK roads. It would also be a significant blow to

thousands of independent garages and the entire automotive supply chain, who were able to remain open throughout the coronavirus pandemic, ensuring the safe and affordable mobility of essential workers and members of the public.”

Want to know more?

WWW.RDR.LINK /AAM012

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TROUBLESHOOTER

Ford Focus intermittent starting issues: part one PMM ’s diagnostics expert Andy Horwat works out why a customer’s Ford was intermittently starting – but is that where it ends?

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lady phoned me up recently about her 1.6l petrol Ford Focus on a 57 plate. She explained the difficulties she’d been experiencing with cold starts in the morning, with the difficulty increasing throughout the day. When she brought the car around she mentioned that at times the car would not start at all: an intermittent start problem. She continued to explain that the car seemed to drive well once it started. I asked when the last time she had taken the car for a service was? She couldn’t recall after owning the car for five years. This gave me an idea of what I might be up against…

First step in my investigation, as always, was a test drive. My scan tool did not show any DTC trouble codes present – not the greatest of starts! I decided to leave it outside overnight and in the morning, to my surprise, it started first time (although it did require a longer crank time). In the workshop I take a closer look inside to find the car in a poor state: the oil like treacle; air filter clogged; split hose crank; and loose

PCV valve. None could be explained but this would all need to be seen to before trying to solve the issue at hand.

The engine was flushed, oil and filter changed, vacuum pipes replaced. I decided to carry out an emission check and complete

another road test. I observed a definite improvement in performance but I had some doubts in the back of my mind. I kept the car for a while just to make sure and every time it started. Once my customer returned to collect her car, I pointed out that I had no

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TROUBLESHOOTER

issues starting it up but asked that she keep me updated with any other issues.

I didn’t have to wait too long as the next morning she called me to say that yet again her car had failed to start. She dropped her keys to me, and I went over to pick up the vehicle to take it back into the workshop for further investigation. Interestingly when I cranked the engine to collect it, the car started first pull! As she had acquired alternative transport it meant there may be a chance to have the car a few days in the hope it decided to act up.

A closer examination was necessary and I needed to consider a different approach. What was missing? Could it be the power dropping out? Was it a poor ground or relay? No fuel pressure? ECU? They were all possibilities, so I began to check the grounds using nonintrusive methods, a test light in the main ground, battery to chassis okay then removing the air filter box there are two ground points.

Taking a closer look, the heavier gauge wire tag looks completely corroded, checking that point with the test light it appeared to be a poor dim light, however with connection to the wire the test light is fully lit and I can see both ground points need to be repaired.

Could this be the cause?

12 JUNE 2022 PMM

“I say to all technicans out there, do not take a fuel pump prime for granted.”

Next step – will it act up? I decided to connect my scan tool and one must consider what has to be in order, it must have spark, the ECU must command the fuel pump relay, 12 V supply, RPM signal, injector pulse width, fuel pressure all must be present. A spark tester was also connected with the scan tool and ignition on. I could hear the pump prime for two seconds and, as luck has it, I cranked the engine with no start. All of the above parameters were present including strong spark, three attempts were made with no start.

Finding fault I finally had all the information I needed to put this matter beyond doubt. The ECU was commanding the fuel pump relay on, but it didn’t mean the pump was supplying adequate pressure. I say to all technicians out there, do not take a fuel pump prime for granted. In case of times like this you can use a scope and current clamp or connect an in-

line fuel pressure gauge because Ford doesn’t fit a fuel rail valve. I must cut the fuel supply line and make my connection to test – it’s an easy repair. My gauge connected the prime and it’s very low, a mix pressure around 10 pounds and when cranking it barely reached (and very slowly) 28 pound max – it is never going to start at such a low pressure! The fault then, must be a fuel pump failure.

I contacted my customer to inform her that a replacement fuel pump is required, at a cost of £200 and on this type of vehicle the fuel tank must be removed. Those of you who have done this job before will know exactly what I mean, so after many hours of work, we had a start-up time of two primes and with fuel pressure of 50 PSI the engine promptly started, I allowed the car to run and then restarted to ensure the job was done. My diagnosis was far from over however. Fuel pump failure is unusual as in most cases a lack of power is the most common fault. The findings from this investigation will be published in a later issue of PMM… WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM013

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CLUTCH CLINIC

HOW TO Replace a clutch and dual mass flywheel on a MINI Countryman ALL4 Cooper S In this month’s Schaeffler LuK Clutch Clinic, REPXPERT Alistair Mason is replacing the clutch on a 2013 MINI Countryman ALL4 Cooper S (R60), along with the dual mass flywheel. This vehicle is fitted with a 1.6 turbo PSA engine.

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Vehicle Information Make

Mini

Model

Countryman ALL4 Cooper S

Year

2013

Engine

1.6l Turbo PSA

Mileage

46,000

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his car has covered just over 46,000 miles, indicating that the vehicle is used for short trips, as the customer had reported that the clutch is ‘slipping’, and a short road test confirmed the problem. The car was booked in and the parts ordered ready for the repair, with the repair instructions and service information checked on REPXPERT, printed and attached to the job.

As this model is four-wheel drive, it may put some independent garages off taking it on, but as this feature indicates, it’s a straightforward repair with minimum investment in special tools. With a book time of 6.7 hours, this makes a great repair for any independent garage.

Gearbox removal

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14 JUNE 2022 PMM

With the vehicle placed on the vehicle lift, slacken the front wheel locking bolts and the front hub nuts, then open the bonnet and disconnect the battery earth lead, remove the engine control unit cover, engine control unit, fuse box lid, and unbolt the fuse box and stow to one side, then remove the fuse box and control unit retaining bracket. This gives good access to the upper area of the gearbox.

Disconnect the gear change cables and unbolt the cable retaining bracket, followed

by the earth point next to the gearbox mounting, disconnect the reverse light switch and then, remove the upper bell housing bolts.

Raise the vehicle lift to gain access to the underside and remove the complete exhaust system by removing the floor braces, then the exhaust down pipe clamp and ease the rubber mountings off their mounting points. With the exhaust system removed, take off the heat shield to gain access to the prop shaft (Fig. 1).

Then remove the driveshafts by taking off the front wheels, releasing both bottom ball joints, disconnecting both anti-roll bar links, unbolting the headlight level sensor from the O/S bottom arm (Fig. 2) and removing both hub nuts. Ease the driveshafts out of the hubs and then lever the inner joints out, and once free, remove from the vehicle.

Remove the gearbox transfer box and prop shaft in the following sequence: unbolt the driveshaft cover from the transfer box (Fig. 3), remove the large circlip that retains the driveshaft in the transfer box (Fig. 4), pull out the shaft from the transfer box (Fig. 5), remove the transfer box retaining bolts, disconnect the prop shaft from the rear differential, unbolt the prop shaft centre bearing, ease the transfer box away from the gearbox and remove the assembly from the vehicle (Fig. 6).

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remaining bellhousing bolts, leaving one or two easily accessible bolts to support the gearbox until its removal.

Support the engine and then the gearbox using a transmission jack. Remove the gearbox mounting and then lower the engine and gearbox slightly to aid gearbox removal and remove the final bell housing bolts and ease the gearbox away from the engine.

When it’s clear, lower the gearbox on the transmission jack and place it safely.

Clutch replacement With the clutch now fully accessible, remove the six clutch pressure plate retaining bolts, ease the pressure plate off the dowels and remove with the clutch plate, noting which side faces the clutch and flywheel.

On inspection it was evident that the clutch had been slipping as the pressure plate and dual mass flywheel face was ‘blued’ (Fig. 8&9). So, the replacement of the dual mass flywheel was advised due to possible heat damage, and authorisation was given.

pivot points and guide tubes for wear, applying a light smear of high melting point grease to the gearbox input shaft splines, and then mounting the clutch plate to ensure correct fitment and to evenly distribute the grease, and then taking it off to remove any excess grease.

In addition, always check the release arm as these are prone to wear and cracking close to the release bearing. If the arm is in good condition, mount it with a new release bearing.

Degrease the flywheel face and the pressure plate face with clutch and brake dust cleaner and, using a clutch alignment tool, mount the clutch plate and cover (Fig. 10), install, tighten and torque the clutch bolts in an evenly and sequentially.

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��� Then remove the front sub frame by detaching the lower gearbox pendulum mount, unbolt the steering rack from the subframe, remove the subframe retaining bolts, ease the subframe backwards to release the front area and then, lower it from the vehicle. At the front of the gearbox, unbolt the clutch slave cylinder, leaving the hydraulic pipe connected, and stow away from the gearbox. Disconnect the multiplug for the gear recognition switch located above the clutch slave cylinder and then, remove the starter motor bolts (Fig. 7) followed by the

Always rectify any engine or gearbox leaks that could contaminate the new clutch assembly.

Gearbox installation

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��� Secure the new dual mass flywheel in position with the new bolts supplied and torque to the manufacturer’s specification (torque values are easily obtained through the Schaeffler REPXPERT platform).

Then follow the usual proven process of cleaning the gearbox bellhousing, checking

Ensure the engine to gearbox alignment dowels are installed in the engine and that pipes and wires are clear, so as not to get caught by the gearbox on insertion. Using the transmission jack, ease the gearbox into position and locate onto the dowels, using a couple of easily accessible bolts. Insert and tighten to secure the gearbox in position.

Installation is in reverse order of removal, but remember to torque the required bolts to the manufacturer’s specification and don’t forget, when the battery lead has been reconnected, to reset all electrical consumers.

Finally carry out a full road test to ensure the quality of the repair.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK/AAM014

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BELT FOCUS

BEST PRACTICE NEW GATES VIDEO Gates has produced a new video

Should you replace the water pump along with the belt?

entitled ‘How to Install a Water Pump Correctly’. It explains the role of the internal mechanical seal and highlights the reasons why its

In this month’s Belt Focus, Gates explains how to avoid some common causes of premature drive system failure.

surfaces must be ‘primed’ by a thin film of coolant as part of the installation procedure.

Specifically designed for drive system professionals, this informative video is designed to help reduce the number of premature water pump failures caused by common installation errors.

It urges installers to resist any temptation to spin the water pump’s impeller, manually, once it’s been taken out of the box. Dry running leads to a damaged mechanical seal and premature water pump failure.

To watch the video WWW.RDR.LINK /AAM015

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f the automotive drive belt system includes a water pump, it is good workshop practice to fit a new water pump whenever the belt is changed.

That’s why Gates always recommends the fitting of a new water pump as part of a Gates belt kit at every scheduled replacement.

Analysis of claims data by Gates found 80 per cent of claims related to water pumps were caused by failure to follow the recommended installation procedures. Over 50 per cent of claims related to ‘coolant’ in general. Just under 30 per cent were caused by improper use of sealant on water pumps already supplied with either a gasket or Oring. The common issue was consequential damage to the mechanical seal. Let’s examine how this contributes to premature water pump failure.

The mechanical seal A mechanical seal generally consists of two seals/rings: ■ Static seal/ring ■ Dynamic seal/ring

The static seal assembly is fixed into the water pump housing and does not rotate (static). Spring pressure enables it to move along the axis of the bearing/impeller shaft.

A combination of spring force and hydraulic pressure from the sealed coolant ensures the seal faces are pushed together. This prevents leakage between the shaft and the water pump housing. The dynamic seal assembly is secured to the shaft. Therefore, the dynamic seal rotates with the pulley-driven shaft.

The static and dynamic seal faces are

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BELT FOCUS

precision machined to strict tolerances of ‘flatness’. Inside the assembly, both seal faces are pushed together, which means that if the seal faces rotate against each other in a dry condition - without any form of lubrication – the combination of face friction and heat generation will create wear. This leads to premature failure because once the seal face has been damaged, any score marks will act as ‘leakage paths’ for the coolant.

“Analysis of claims data by Gates found that 80 per cent of claims related to water pumps were caused by failure to follow the recommended installation procedures.”

Protecting the mechanical seal

Weep hole leakage

A film of coolant, introduced between the dynamic and static seal, prevents damage through face friction and heat generation.

‘Priming’ the mechanical seal in this way provides lubrication and allows cooling between the seal faces. This film creates a micro-gap, which is maintained by the spring and the hydraulic forces that push the seal faces together, while the pressure of the film of coolant between the seal faces acts to push them apart.

This combination ensures a perfect seal between the static and dynamic rings.

The weep hole is a small, drilled hole, usually found at the lowest point on the water pump when in the mounted position. A small amount of leakage from the weep hole is normal, particularly at start up, following installation. Not all water pumps have a ‘weep hole chamber’, but if there is one, its role is to contain and evaporate the leaked coolant. Heavy leakage means an internal seal has failed.

Discolouration and bleed marks around the weep hole and/or on the water pump body itself are signs that the mechanical seal has failed through contamination.

Priming a mechanical seal

✓ DO flush the cooling system properly (a Gates Power Clean Flush Tool 91002 is ideal)

✗ DON’T rotate the water pump manually, in a dry condition

✓ DO prime the mechanical seal ✓ DO check expansion bottle

Submerge the water pump, Liquid sealant impeller-side issues downwards, into a clean A new water pump is container of coolant. usually supplied complete Ensure the coolant has been with a gasket, which may be recommended by the vehicle paper, metal, composite or an Weep hole circled manufacturer (never re-use old O-ring. The gaskets supplied are coolant, as particles or contaminants in designed to be the only seal between the suspension will cause premature failure). water pump and the engine block. Never use Rotate the water pump pulley about 10 times a liquid sealant in addition to any of the by hand, to draw coolant between the faces provided gaskets. It is unnecessary and will of the mechanical seal. Alternatively, when infringe the terms of the warranty. fitting a new water pump to the engine, refill If use of sealant is recommended by the the cooling system with new coolant and vehicle manufacturer, use only the rotate the water pump pulley about 10 times recommended size of bead. Any excess may by hand. This draws coolant between the be sucked into the cooling system, causing faces of the mechanical seal. premature water pump failure.

18 JUNE 2022 PMM

GOOD WORKSHOP PRACTICES

and/or radiator for signs of contamination that could lead to blockages

✓ DO insist on the use of a good quality coolant as recommended by the vehicle manufacturer whenever the cooling system is being refilled

✗ DON’T mix different cooling technologies. It will cause a chemical reaction, destructive to the mechanical seal. It can also create gels, which coagulate and block the system

✗ DON’T use tap water as a coolant dilutant

✗ DON’T apply sealant to a water pump that’s supplied with either a gasket or an O-ring

Once the cooling system has been flushed and the mechanical seal on the water pump has been successfully primed, installers can feel satisfied that several common causes of premature drive system failure have been avoided. Once the WP is fitted, the drive system can be re-built using the belt and any metal parts supplied as part of the Gates belt kit.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM016

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WATCH! Watch a detailed video from febi showing a front suspension control arm on a BMW 5 Series E39 being replaced by scanning the QR code below.

BALL JOINT The ball joint is a critically important part of

CASTING/HOUSING

every vehicle’s suspension system. This vital multi axial-connecting component is a feature

The ball joint housing is designed

of most control arms, stabiliser links, tie rod

precisely to meet the load and function

and tie rod ends. Its purpose is to be the

requirements of each application. This can

connecting point to the vehicle’s steering and

be as a suspension ball joint – bolted or

suspension system to the road wheels. The

riveted to the control arm – or where a

spherical ball pin and socket design of the ball

ball pin is pressed into the ball joint

joint enables the suspension to travel up and

housing and fixed on one side across the

down as the road surface conditions continually

geometry of the ball joint. The other side

change, as the vehicle is driven through the

is secured by a retaining ring, or as a

twists and turns of the road. febi ball joints are

built-in ball joint (used in many forged

produced with high quality materials, in

and cast control arms and links).

accordance to the original equipment standards, for optimum performance and durability. This ensures accurate wheel alignment, eliminating suspension noise and improving chassis handling.

PROTECTIVE RUBBER BOOT The Chlorophene rubber boot is one of the most important components of a ball joint. The boot ensures that the ball joint assembly is protected against moisture, road debris and is resistant to heat, oil and weathering from the direct effects of sunlight. It is able to seal the joint in every

Replacement kits

position of the ball pin and at any angle of deflection.

With over 3,300 available ProKits, febi provides a remedy by offering appropriate assembly kits,

CLAMPING RINGS

particularly for steering and suspension

Spring steel clamping rings ensure the

mounting parts (e.g. control arm bearings,

security of the rubber boot – supporting

mounting brackets, ball joints, spring lock

the static and dynamic sealing areas of

washers, etc.) for quick and efficient repairs. febi

the ball pin.

ProKit is the tailor-made total solution with

components, which include all the necessary

which required repairs can be completed without delay.

20 JUNE 2022 PMM

020_PMM_JUNE22_Layout 1 04/05/2022 23:22 Page 21

ACETAL BEARING BALL PIN febi ball pins are manufactured in line with the original equipment specification, meeting the required load demands of each steering and suspension joint. The light alloy steel used has increased wear resistance,

Polyoxymethylene (also known as acetal, polyacetal or polyformaldehyde) is an engineering thermoplastic used in precision steering and suspension parts, which require high stiffness, low friction and excellent dimensional stability, ensuring smooth axial movement.

STEEL CAP

surface hardness and service life –

To finalise the assembly of the ball joint

through creation of a hardened surface

components, the steel cap – which is

layer while maintaining an unaffected

resistant to impact and corrosion – is

core microstructure. This produces a ball

sealed in place by a rolling process

joint which is harder, stronger and safer

applied to the edges of the ball joint

– resulting in the required strength for

housing, protecting the parts inside.

the safety of the driver and passenger/s; achieving greater vehicle agility, stability and driving dynamics.

Key facts

•

febi produces more than 8,000 steering and suspension products

•

Coverage up to 95 per cent of popular passenger cars

•

All components are developed and manufactured to meet OE specifications to

HIGH PERFORMANCE GREASE

be direct replacements

•

The grease used by febi has been specifically designed for the lubrication of smooth-running

Dynamic performance tests for precise determination of material properties

ball joints. The semi-synthetic base oil is thickened with polyuria and is free of heavy metals

•

and black solid lubricants. Special additives are used to increase adhesion to steel and

3-year manufacturer guarantee for all replacement parts – exceeding the statutory

plastic components, which improves the dampening effect between the friction bodies.

warranty

For tips and advice from febi on steering and suspension simply GO TO WWW.RDR.LINK/AAM017

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022_PMM_JUNE22_Layout 1 04/05/2022 12:37 Page 22

TECH TIPS

COMMON FAULTS Excessive alternator noise: common causes Electrical components supplier AS-PL discusses some common causes of excessive alternator noise, including both electrical and mechanical faults.

T

he alternator is the source of electricity in motor vehicles, where it charges the battery. In simplest terms, it is an AC alternator, and it changes mechanical energy into AC current. The electrical current in an alternator is produced in the stationary stator windings by the rotating magnetic field of the rotor. Today's alternators are controlled by digital signals, so quality control requires state-of-the-art machines.

The alternator can indicate a possible failure in various ways. One of these is the excessive noise it may make. In this case, we can consider, among other causes, faults of an electrical origin.

Electrical causes: ■ Stator winding short circuit ■ Failure (shorted diode[s]) of the bridge

rectifier Alternator construction diagram

22 JUNE 2022 PMM

In this case, it is necessary to dismantle the alternator, evaluate and replace damaged components. Due to the need for specialized diagnostic tools, it is advisable to have this work carried out in a workshop.

Mechanical causes: ■ Defective drive wheel. In this case, the

wheel and the V-belt must be replaced ■ Damaged bearing (rotor bearing/both

alternator housings, front and rear). Once this damage has been diagnosed, the bearing set must be replaced ■ The rotor axis is crooked, resulting in the need to replace the rotor These faults make it necessary to dismantle the alternator, evaluate and replace damaged components. Due to the necessity to perform some of the operations with special diagnostic tools, it is advisable to have them

performed by a workshop.

It is good practice to pay close attention to the signs coming from our vehicle so that we can perform proper diagnostics and repairs in advance.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM018

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AIR SPRING INSTALLATION TIPS & TRICKS Being the aftermarket air suspension specialist, Arnott is keen to make sure all installers feel confident and are well informed when working on air suspension systems. In this article, we provide you with some valuable tips and tricks for an air spring replacement.

AIR SPRINGS

VOSS CONNECTOR

When installing a new air spring, always make sure to double check that the lower piston is mounted correctly and seated/engaged in the mounting pins/locks.

Otherwise, the lower piston can break, or the air spring can dislodge from its location.

For some applications, it is also necessary to check if the top of the air spring is mounted correctly onto the location pin. If not secured, the bellow will be pressed against its top mounting point/clip when inflating. This leads to a perforated top piston and thus a leaking air spring.

Never reuse old VOSS connectors! The rubber seal gets damaged easily when reusing which can lead to an air leak on the connector. If required, tighten the Voss fitting with maximum 2Nm. When more torque is applied, it can damage the screw-thread and cause leakage.

AIR LINES Before inserting the air line, check it for scratches and cuts because these can lead to possible leaks. If present, use a proper cutting tool to cut away the bad section.

Then fully insert the clean air line into the VOSS fitting and press until firmly seated.

Give it a short pull to fix it and ensure a secure connection.

After insertion, make sure to verify that the air line is properly placed and routed. If the air line is not in the right location, it can get dented or damaged over time. In some cases, neglecting to use the proper routing/guiding can cause the air line to get squeezed in between the top of the air spring and the chassis immediately after inflation, making it impossible to deflate the air spring through the air line afterwards.

AIR SPRING INFLATION Air springs should be mounted as supplied.

Stretching or pressurising the air spring does not make it easier to install but it can cause damage by folding incorrectly during inflation

to reach the operational working pressure.

Always support the vehicle weight whilst inflating the air spring.

If neglected, the vehicle weight is unevenly distributed. Consequently, the air spring can bend during the air up procedure. This puts enormous stress on the air sleeve, risking the bladder being pushed out of the crimping ring. The information above describes the general inflation method. For specific (model-specific) inflation procedures always consult and follow the manufacturer’s instructions.

FINAL SYSTEM CHECK When replacing an air spring, there are a few things to keep in mind. When only replacing the worn air spring, the shock absorbers should be inspected critically for both function and oil leakage. The damping force of a worn shock absorber is considerably lower, this means the air spring is being exposed to impacts it was not designed for. It will get damaged easily requiring an earlier replacement. Secondly, in case the air spring is mounted onto a strut, the oil deteriorates the rubber sleeve and would consequently shorten the new air spring’s lifespan.

If the leaking air spring remained unnoticed for a longer period, the leak could have affected the compressor as well. A leak in the system causes the compressor to run too often or continuously, eventually overheating it. The compressor is then no longer able to deliver the required pressure to raise the vehicle adequately, or it will take much longer than usual. Most diagnostic tools have the functionality to run a compressor check or to measure the maximum output pressure to check the condition. Based on the outcome of these tests, an air compressor replacement could be advised.

FOR MORE INFORMATION GO TO WWW.RDR.LINK/AAM019 PMM JUNE 2022 23

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TECH TIPS

BEST PRACTICE Replacing and installing exhaust systems EEC offers some guidance for technicians replacing and installing exhausts.

T

he main function of an exhaust system is to maximise engine performance and fuel consumption, and control sound reduction.

Due to the emergence of the European emission control guidelines (Euro I, II, III, IV,V and the recent Euro VI) the exhaust system and all its elements have become more important than ever due to their direct impact on the engine’s emissions.

It has become mandatory within European Community countries to equip all new petrol and diesel vehicles with catalytic converter and DPF systems.

These measures make the exhaust system an advanced part of a diesel and petrol engine, the performance criteria of these engines depend directly on the back pressure levels generated by the exhaust system.

Using the correct exhaust system will ensure that the engine always works with the right air-fuel mixture, providing maximum power, maintaining maximum fuel consumption and controlling emissions. It will also help to extend the working life of other important parts of the engine – exhaust valves, EGR valve, silencers, catalytic converters, DPFs, lambda sensors etc.

Emission control One of the most important functions of the exhaust system is for emission control. All exhaust systems are designed, and manufactured, with a requirement to reduce

24 JUNE 2022 PMM

the pollutant gases that are released into the atmosphere. To accomplish this, the exhaust system needs to have a precise amount of backpressure which includes the catalytic converter and particulate filter, making the exhaust gases cleaner, before passing into the atmosphere.

Noise reduction The key function of the exhaust system is to reduce noise. The correct exhaust system is tuned to the vehicle’s engine characteristics to ensure noise levels and resonance are kept to a minimum. An exhaust can become “noisy” as the system deteriorates through corrosion, generally manifesting in porosity of the muffler or tubular parts of the exhaust system or a general breakdown of muffler internals.

Porosity in any part of the exhaust system can have a detrimental impact on the effectiveness of the catalytic converter. Always ensure your exhaust system is correct for the vehicle and installed by a competent exhaust fitter.

What happens if the back pressure is low?

When the exhaust system has a lower back pressure (holes, degraded internals) the gases will escape faster from the combustion chamber during the exhaust stroke. During the overlap time the burnt gases will flow easily and faster through the exhaust system, because of this, a small part of the new air-fuel mixture entering the chamber via the intake valve, as

a result unburnt fuel will escape into the cat and exhaust. This will cause damage to monolith within catalytic converter.

What happens if the back pressure is high?

When the exhaust system has a high back pressure (blocked due to damage or internal degradation) a proportion of the exhaust gases will be prevented from escaping and will remain inside the combustion chamber, causing the incorrect fuel/air ratio for the next power stroke (1:14.7) this new mixture of fresh and burnt gases will give a slower burn during the power stroke, resulting in a loss of engine power. Under these extreme working conditions, the exhaust valves and catalytic converter will be damaged. Inspect your exhaust system regularly, replace it before it fails.

Vibrations Silencer malfunction, which is due to failure related to vibrations in the system. This is a common problem caused by old, damaged exhaust rubber supports and engine mountings. When replacing a part or full exhaust system always fit new mounting components.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM020

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Sponsored by

WHAT TOOLS AND EQUIPMENT WILL YOU Full EV kit NEED FOR including storage

EV

WORK?

There are a few essential items of equipment and some special tools that are needed, but to equip your workshop for EV work is probably much less expensive than you think. Let’s start with personal protective equipment (PPE).

In addition to the normal automotive-related PPE, the following are also recommended for work on high-voltage systems:

> overalls with non-conductive fasteners

> electrical protection gloves > goggles/visor Basic additional workshop equipment is needed. It is important, for example, to be able to keep a high voltage vehicle fenced off and clearly marked to prevent untrained people touching it. All you need is some simple plastic barriers or posts and chains, together with suitable signs to warn others. This is particularly important if the vehicle is partly dismantled. One simple device that is essential is a padlock so that after de-energising the vehicle, it can be locked in that state to prevent accidental reconnection.

Some high-voltage insulated tools are needed but again not as

much as you think, particularly when you are first starting out.

These special tools are designed to protect technicians from the high-voltage systems in electric vehicles. They should comply with EN 60900. Most are tested at up to 10,000 V for 10 seconds.

An important safety feature of the EV tool range is the two-step colour-code system. If any of the red/orange-coloured outer insulation material is missing, a bright yellow interior is exposed, clearly indicating to the technician that the tool is no longer safe for use.

Tools and equipment can be bought individually or as a full set. The items shown as Fig.3 comprise a full complement of insulated tools, including ratchets, sockets, screwdrivers, spanners, T-wrenches, pliers and an insulated torque wrench.

Latex insulation gloves, protective outer gloves and a secure roller cabinet can also be

provided as part of this kit.

Fully insulating electrical safety gloves.

Class 0 rated for 1,000 V working voltage are recommended

Padlock to prevent re-energisation – keep the keys safe!

Excellent basic equipment

WANT TO KNOW MORE? FOR MORE INFORMATION ON WHAT LASER TOOLS HAS TO OFFER FOR SERVICING EVS GO TO WWW.RDR.LINK/AAM021 FOR MORE INFORMATION ON TOM DENTON GO TO WWW.RDR.LINK/AAM022

It is great to have the full kit but it is not essential to buy everything all at once. You can build up the range bit by bit as long as you have the essential items. For example, you probably have a good multimeter, but check that it is at least CAT III which is a rating to say it is safe for high voltages. An insulation tester will be needed. You probably already have a good scanner – EV systems produce fault codes and live data just like everything else on the vehicle.

Are high voltage vehicle dangerous to work on? Yes, if you don’t have the right equipment and don’t know what you are doing! No, they are not dangerous if you have the correct tools, are suitably trained and qualified. Next month we will look at the training and qualifications you need to work safely on EVs.

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TECH TIPS

BEST PRACTICE How to care for your customers’ batteries Ken Clark, Managing Director of Rotronics, has provided a whistle-stop tour of the different types of battery available on the market and how to care for each of them.

W

ith the cost of living rising across the board, it is important that workshops keep working at their best; that means providing excellent customer service and making the most out of their money by having the correct tools, technology and equipment. Making wrong, expensive decisions is not an option in 2022, as we are still faced with supply issues and price increases.

Having a great battery management programme in your workshops is vital and each auto battery variant has both positives and negatives and needs a different maintenance approach.

PMM readers will most likely come across 12 V Lead Acid batteries and this category includes AGM, EFB and Flooded batteries. If you work with prestige vehicle brands, you might be seeing more 12 V Lithium-ion batteries. Don’t be lured in by the price of batteries. flooded batteries have a more attractive, lower, price tag, but they aren’t ideal for modern start/stop or electric vehicles. Batteries such as EFBs are commonly found in vehicles with start/stop technology and are generally found installed under the bonnet.

The AGM battery is also used in such applications and due to its increased performance characteristics is more expensive but that is for a good reason; there is reduced risk of gassing or leaking and they suit modern start/stop applications. The battery is often fitted within the passenger area of vehicles.

Considerably more expensive again are Lithium-ion batteries. The raised cost is because they will last longer and outperform other types. They come with good safety options to prevent critical discharging. Whilst this technology isn’t commonplace, it is being used more widely, particularly in BEV and high-end vehicle applications, where high performance and low maintenance is required.

Looking after, or maintaining, each battery type is important, and workshops need to make sure that batteries are tested with a conductance-based tester.

There is a lot to choose from, but we’d recommend something like the MDX655P S/S battery tester which will tackle most eventualities or the DCA8000.

The CPX900 emails test results to customers, which can aid any decisions being made about remedial action for a battery. Technicians can

do a full health check, including an assessment of the battery’s reserve capacity and cranking ability. It also connects to ROBIS, Rotronics’ subscription-based data portal, and it comes with Wifi and Bluetooth connectivity. This is ideal for technicians who conduct MOTs and servicing every day.

Litium-ion 12 V batteries can't be tested because they have an internal battery management system (BMS) which stops technicians discharging the battery to a critical level. Even with the latest electric vehicles, a 12 V Lead Acid AGM battery is still the heartbeat and I am not seeing anything in development to change that in the next decade.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM023

PMM JUNE 2022 27

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TECH TIPS

KNOW YOUR PARTS Replacement filters for synthetic fuels MANN-Filter offers workshops a solution for replacing a filter in a vehicle which is compatible with synthetic fuels.

Efficient filtration

C

limate change is one of the biggest dangers facing mankind and requires urgent action.

In 2018, road traffic was responsible for around 18 per cent of global emissions of climate-damaging CO2.

According to forecasts by the SMMT, BEVs (Battery Electric Vehicles) will still only account for around 25 per cent of the market. To meet the climate goals of the Paris Agreement, CO2 emissions from passenger car traffic need to be significantly reduced as well. This is where synthetic fuels can play a role. Synthetic fuels can be produced sustainably from biomass – like straw – or organic waste such as used vegetable oil. Electrofuels or e-fuels are synthetic fuels produced using renewable electricity from water and carbon dioxide, for example. Synthetic fuels allow greenhouse gas-neutral operation of conventional gasoline and diesel engines.

Compatible filters The MANN-FILTER brand of the global filtration specialist MANN+HUMMEL already offers various fuel filters for passenger cars that are compatible with synthetic fuels. Dr. Björn Schmid, Director of Material Development at the firm, explains: “synthetic fuels can be aggressive to some types of elastomer seals and can leach plasticisers from the fuel filter sealing ring. As a result, a seal can lose up to ten

28 JUNE 2022 PMM

“Synthetic fuels can be produced sustainably from biomass – like straw – or organic waste such as used vegetable oil.” per cent of its volume. In the worst case, this can even cause fuel to flow out and the filter to come loose while driving.”

The seal materials in MANN-FILTER fuel filters for synthetic fuels according to DIN EN 15940 have been tested, are suited for the application, and have the relevant OE approvals. They ensure a permanent hold and a complete seal of the filter.

The company has already started series production of these fuel filters for various vehicle manufacturers. In the independent automotive aftermarket, for example, the PU 11 001 z Kit is available in original equipment quality for the Mercedes-Benz C-, E-, and S-Class. This filter, which features an encapsulated mixed fiberglass layer, achieves a filtration efficiency of more than 99.7 per cent down to particles measuring four micrometres (in accordance with ISO 19438). For comparison: these particles are up to 18 times smaller than the width of a human hair. The PU 11 001 z thus stops 997 of 1,000 streaming particles. This is just one of the filters for synthetic fuels, and the range is constantly being expanded.

“The mobility of the future will certainly consist of a mix of different drive technologies, and liquid fuels will be required for a long time, such for passenger car fleets. Here, synthetic fuels can make an additional contribution to effective climate protection in transport,” says Schmid.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM024

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WHAT IS THE INTELLIGENT BATTERY SENSOR Vehicle technology advances have changed the way the battery is required to perform.

Do you know how many years the IBS (Intelligent Battery Sensor) has predominantly been fitted to the negative terminal of vehicle batteries and the impact it has regarding mis-diagnosis and consumer failure? IBS has been fitted since the early 2000s to monitor simple battery activity for remote unlocking.

As technology advances the IBS has changed too; its function is to monitor current draw to and from the battery, as power hungry consumers are demanding more and more supply. To support CO2 reduction with the intelligent smart-charging alternator control or start-stop function, the IBS is able to give early warnings of failure, to avoid vehicle breakdowns by measuring the battery’s state of health (SOH), state of charge (SOC) and depth of discharge (DOD). It does this by monitoring the internal battery degradation, voltage, resistance and the all-important battery temperature which has a big influence on battery performance.

INTELLIGENT BATTERY SENSOR

Think of all the comfort features that are standard on an everyday vehicle that were only available on premium vehicles 10-15 years ago. Items such as rain sensors, heated door mirrors and automatic ‘lights-on’ are a common feature today, even on entry-level vehicles. Even when the vehicle is locked, activity is taking place, such as EGR (Exhaust Gas Recirculation) being activated to perform a clean sweep. Parking lights illuminate, when the vehicle is unlocked along with internal fan activation to circulate the internal air during hot spells.

These demanding consumers are why battery technology has had to change; nowadays EFB (Enhanced Flooded Battery) and AGM (Absorbent Glass Mat) have become a standard feature on board.

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During a start-stop event the IBS is monitoring the depth of discharge to ensure the battery state of health (SOH) is sufficient to restart the engine when required.

However, if the IBS detects a high DOD, down to a predetermined value, the engine will automatically restart even if the vehicle is still in its stop mode and the clutch hasn’t been re-engaged.

As vehicles are becoming more complex, diagnostic tools are required to reset the IBS management systems. In most cases if the reset function is not performed, on-board consumers are starved of the required voltage until the IBS relearns the battery performance, which can take some considerable time resulting in error codes and warning lamps turning on.

To aid the garage network VARTA has a free-touse online portal that not only provides VRM lookup for the correct battery, but also expected time to replace the battery. Guided fitting instructions are compiled from original equipment data but more importantly an icon if the vehicle requires the use of diagnostics during replacement. Included within the instructions are the reinitialisation process of consumers such as steering angle sensor reset and any other consumer resets that could create error codes and warning lamp illumination.

VARTA® PARTNER PORTAL

With all this technology on board, it's never been so important to:

SUPPORT YOUR CUSTOMERS AND TEST EVERY BATTERY THE VARTA PARTNER PORTAL: Not sure which battery technology to choose? Not sure where the battery is and how to replace it?

Head to the VARTA Partner Portal, where you can find the expert advice throughout the whole replacement journey.

Register now for free: WWW.RDR.LINK /AAM025

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BUSINESS

& TRAINING

Avoiding the

BLAME GAME With the ongoing problem of counterfeit parts circulating online and ever more complex issues surrounding vehicle safety and workshop liability, Avia Autos’ Hayley Pells wonders what processes an independent workshop can put in place to ensure they and their customers are safe.

R

ecent concerns highlighted by the latest DVSA vehicle market surveillance Unit have many garage owners asking what more they can do to protect their motorists from potential harm parts that are not fit for purpose can cause, in addition to the increasing number of advanced driver assistance systems (ADAS), is there a more complex responsibility for the workshop once the motorist has left the premises?

Back in April this year, concerning news from the DVSA’s market surveillance unit broke regarding the compliance of OEM and aftermarket braking components. The IAAF

announced the findings that eight different brands of brake pads were tested with three being found not to meet the performance requirements and therefore non-compliant for R-90 (Since November 2016, the ECE R90 regulation means that all vehicles from that point are only allowed to be driven with ECE R90 approved parts). Digging further it was found that the approval documents for these components were false and the packaging displayed approval numbers that were not valid for the product within for the application it is available to buy for. The three brands were instructed to withdraw the brake pads from sale until the proper approvals have been granted and the relevant approval authority has also been notified of the incorrect use of their approval.

Meeting regulation The Vehicle Market Surveillance Unit carries out its investigations and tests based on an annual programme covering the products available in the UK market, but also using reports from the industry and reports from the public. Once a focus for investigation has been determined, using intelligence-led investigations the DVSA can also work with the police and other government departments.

Mark Field, IAAF Chief Executive, comments on the issue: “It’s clear that more work needs to be done on re-educating parts of the market on the requirements of regulation R90, both for pads and discs,

PMM JUNE 2022 33

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BUSINESS

& TRAINING

something which IAAF will look to support the market with in the coming months. It’s also evident from DVSA that every business in the supply chain – garages, motor factors, suppliers – has a responsibility to ensure the parts they sell and fit meet the regulations for which they were intended.”

Fitting quality parts that meet regulation expectation should be the normal practice of any workshop, in addition to this – steps a garage can take include: ■ not accepting supplied parts ■ buying from reputable sources ■ keep accurate records of parts purchased

and sold ■ staying informed with industry news ■ regular continuous professional

■

■ ■ ■ ■

development (CPD), appropriately logged – such as with the IMI digital solution communications with motorists for work authorised/declined should be kept, digital solutions work well complete ADR training membership with a trade body approved

by Chartered Trading Standards Institute keep policies clear, up to date, and ensure they are communicated respond to complaints and problems efficiently, documenting conversations

These are some of the tools available to the independent workshop to ensure they are making every reasonable effort to fit safe and legal components. It is important to note that all components should be checked before fitting and that they are correct and compliant.

The final failsafe to the consumer is the installer, a worrying place for a workshop owner if the standards that are relied upon are compromised by falsified records. If every care is taken by the garage, it is reasonable to have faith in the standards that protect everyone. Brakes have been brought into focus in recent months, at the time of writing the IAAF and the DVSA are actively working together to ensure all reasonable measures are taken to ensure components that do not meet the regulations do not find their way onto public highways and both businesses and motorists are protected.

34 JUNE 2022 PMM

“If every care is taken by the garage, it is reasonable to have faith in the standards that protect everyone.”

Self-driving technology A new area for the industry, advancements in technology for self-driving are becoming more commonplace. Although true full selfdriving is fraught with complexities and barriers to implementation, ADAS is very much a technology that is on British roads right now. Learning about the responsibilities of working with this technology now will provide a foundation to understanding the potential requirements for working with selfdriving technology.

Covered in PMM ’s April 2021 edition, the mechanics of the technology and its calibration was explored. Andy Morrison of Bosch states that accurate calibration is vitally important to ensure the correct functioning of the system for both safety and customer satisfaction, but he continues

with the explanation of the overriding concern for liability. As most ADAS can be classed as safety critical, the implications for the workshop are clear when the motorist, as a lay person, is taking every reasonable effort to present their vehicle to a professional for maintenance and/or repair.

Ultimate responsibility of controlling a vehicle is always with the driver, but as reliance on these systems increases, having the correct tools for the job is a reasonable expectation from the motorist when a workshop accepts a job.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM026

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BUSINESS

& TRAINING

SIGN of the TIMES As is well known, the aftermarket is facing severe skills shortages. Dedicated automotive recruiter Ingenia Recruitment has teamed up with the IMI and the NBRA to petition Government to step in and make vital changes to ensure the industry can train and retain the staff it needs.

T

he independent aftermarket is facing critical skills shortages which it can’t cope with for much longer. One proposed solution would be to recruit suitably skilled and qualified technicians from outside of the UK. A major hurdle to this, it turns out, is that the industry is not on the UK Government Shortage Occupations List.

According to Ingenia Recruitment, this needs to be urgently addressed.

The recruitment firm is working alongside the IMI (Institute of the Motor Industry) and the NBRA (The National Body Repair Association) in order to help make a change to the ongoing skills shortage crisis. The organisations have created a government petition in order to help alleviate this crisis, by allowing the industry to recruit skilled and qualified foreign labour.

Steve Shaw, Director of Ingenia Recruitment, said: “The vast majority of workshops and bodyshops are, or have, experienced major difficulties when recruiting and retaining staff. This leads to lost income, increased staff costs, increased labour costs to customers, more transient staff, less competent staff being employed in the hope that they work out, and dissatisfied customers.”

Motorists are experiencing higher costs for repair, increased lead times, not always having suitably trained/experienced staff repairing their cars and the risk of driving unsafe vehicles.

Steve Nash, CEO of the IMI, said: “The non-manufacturing side of automotive, which includes the sales & distribution as well as the service and repair networks, employs over 600,000 people in the UK, but is facing unprecedented skills shortages. Currently the sector has over 23,000 vacancies, which equate to 4 per cent of the workforce. And many of those vacancies are in the technical roles such as light vehicle technicians, HGV technicians and body and paint technicians.

These are skilled roles which require extensive training; typically at least three years to become qualified at the minimum level.

Apprentices have long been the lifeblood of the automotive sector. But the inevitable reductions in the recruitment and training of apprentices resulting from the pandemic have created a shortage of young talent which will take some years to catch up from, despite the fact that employers are recruiting new trainees at record rates. So other solutions must be found and one such solution is for the key automotive technical roles previously mentioned to be added to the UK

Government’s Shortage Occupation List, facilitating easier recruitment of talent from abroad. That is why the Institute of the Motor Industry is supporting this petition.”

Due to the lack of staff, some bodyshops are declining ‘non-viable’ jobs from insurance companies, as it is taking longer to get damaged vehicles back on the road.

Also, pressure to get jobs through the workshop to meet customer demand, on fewer staff, could lead to costly mistakes.

Ingenia Recruitment argues that without getting motor industry technicians, painters, panel beaters and MET technicians onto the UK Government Shortage Occupations List, it will be extremely difficult to attract and recruit qualified and skilled staff. The petition needs at least 10,000 signatures in order for government to respond. However, 100,000 signatures allows the subject to be considered for debate in parliament.

PMM editor Kieran Nee will be finding out more about the petition and the challenges recruitment shortages are posing to the aftermarket when he speaks to Ingenia Recruitment’s Steve Shaw on the PMM Podcast. To listen to the latest episode, WWW.RDR.LINK /AAM030

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SPECIAL REPORT

2022: A workshop survival kit Maverick Diagnostics’ Andy Brooke gives his advice for coping with the huge changes the industry is currently facing.

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he ways we work and live have changed dramatically over the past few years and life looks very different in 2022. The effects of COVID-19, Brexit, chip shortages, wars, causing massive energy price increases have all had an impact. All these events coupled with vehicle technology taking the largest step change since the internal combustion engine, may leave you feeling unmotivated to carry your business through 2022.

My business speaks to workshops of all sizes across the UK every day and 2022 may turn out to be the tipping point for many of them. Colleagues report that there are three distinct views, but many remain in-between: ��� when this new technology arrives (EV, hybrids, advanced diagnostics), we are not going to invest, we are just going to carry on fixing diesel and petrol cars, shut the doors and bury our heads in the sand ��� we are willing to invest in tooling, training and change our business model slightly or even specialise to ensure our future ��� we are already on it!

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This third group is what we in the industry affectionately call the top 10 per cent, usually already into dealer diagnostic tools, often specialisation and already EV and hybrid trained. These workshops are willing to keep expanding as others drop off.

I needed to get some clearer insight into this myself, so I have spent the last few months doing a little research, speaking to college automotive departments and talking to members of various organisations such as the IAAF, RMI and IMI and I have put together a few tips for surviving 2022:

“Use the best most effective tooling and data systems, for example a quick check with aftermarket diagnostics tool followed by a more intensive use of an OEM tool and data system if the fault suspect is more complex.”

Build the right type of website You need to give a potential customer the confidence to deal with you. Many workshops get this wrong and have the cheapest, most generic website available; in 2022 this is a bad move as customers won’t feel they are dealing with a quality business.

A website needs to pass what we call the ‘grunt test’. Within 10 seconds of opening the website the user should see a front page which explains exactly what you and your business is about, what you specialise in, what recommendation you have for your customer and why they should deal with you over others. It must be easy to navigate and have obvious contract details.

Manage customer expectation from the start The initial training of reception staff or anyone who handles point of sale is vital.

Most staff at dealer networks undergo intensive training, this is not true of the independent aftermarket. Staff members need to be taught to manage a booking process correctly, for example telling customers: we

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씱 Often, the top 10 per cent of the independent aftermarket is already into dealer diagnostic tools, have specialised and are already EV and hybrid trained. These workshops are willing to keep expanding as others drop off.

will carry out an initial diagnostic check, for £XX fee, we will check for any recalls and faults i.e., technical service bulletins, we will also check the recent service history of the vehicle on the manufacturer’s portal. You must admit this is far better than whistling through your teeth and saying, ‘this could be expensive, but I really have no idea how much it will cost’.

Think of a ‘triage’ approach to diagnosis and repair, the tools in your armoury should be very clear: The customer has reported a fault – fully document the fault onto a job card or online system. Ask whoever works as service reception to carry out a basic search for any associated technical service bulletin, known fix or any other related issues, this then deskills the job and saves technician time overall.

Post an initial diagnostic check, before

calling the customer. When you do call the customer have the results and price of parts and/or labour information ready. Manage the customers’ expectations about a minimum and maximum bill if you’re still not too sure what the problem is.

Always use some sort of a job card system/CRM, to monitor this process and clock exactly how many book hours the job could potentially be. This also allows you to communicate correctly with the customers without over or underestimating a bill or potential bill.

Use the best most effective tooling and data systems, for example a quick check with aftermarket diagnostics tool followed by a more intensive use of an OEM tool and data system if the fault suspect is more complex, this will save time overall. Register for manufacturer online service portals, this is in most cases free and requires completing some paperwork.

Improving business overall Look at where your strengths and weaknesses lie, what is giving you the best return on investment including staffing. For example, if you have an ex-JLR dealer technician, who likes working with JLR products, invest in the kit to make their time profitable.

A committed approach is always best. If you have a workshop with 10 technicians, realistically it would not pay to train everyone in diagnostic process, plus not everyone is suitable or even wants to be involved. Focus your time on a couple of members of staff: one may only want to carry out basics of diagnosis others will go in depth with OEM tools and data.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM032

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SPECIAL REPORT

WOMEN IN THE INDUSTRY PMM interviews: Hannah Gordon PMM ’s Freya Coleman caught up with Hannah Gordon to discuss her career as a business owner and mechanic.

Hello Hannah, could you give our readers an overview of who you are and what you do?

into the mechanics side of things. With car repair it can be all about the process of elimination, I enjoy the investigative nature of the job and that every day is different.

I also love that there is so much you can go into, I started off with generic repairs and servicing but have since done car restoration and I am now focusing on working on electric and hybrids as well as the motorsport sector.

I am the owner of a vehicle workshop looking to change the face of car repair and how the sector operates. Having been a mechanic for over 15 years, I have seen the sector evolve and move forward. I am looking to growing my business by acquiring further workshops and making sure they remain an independent garage that people can trust. I have also appeared on TV car restoration shows due to my experience in classic car restoration and just recently become a support tech for a brand new E-scooter championship.

How did you get into car repair?

Did you face any obstacles along the way?

I have always been fascinated with cars and this meant I was keen to learn from a young age and so I managed to get down to a local village garage and start helping out. I found that I picked up the skills really quickly and was given more complex jobs to complete, it is only recently that I obtained a repair qualification when I completed my hybrid and electric certificate last year.

In terms of obstacles, going from being a mechanic to a business owner is a huge step.

A mechanic role is very hands on but you soon realise that owning a business is a completely different skill set. Working as a mechanic I have had a fairly straight forward career, the main obstacles where when I purchased my first business. Three weeks after purchase Covid struck and the subsequent lockdown, it was a difficult time not knowing what the future held and how I

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Can you tell us about some of the work you do for Channel 4’s Mend it for Money – that’s really cool!

“I think with the right attitude, willingness to learn and going above and beyond are always characteristics people want rather than whether you’re male or female.” was going to pay bills. The next big challenge is getting the marketing and strategy in place, that is something that I haven’t done before and I am learning new ways every day.

What got you first interested in becoming a mechanic and what are some of your favourite parts of the job?

I was always a petrol head, from a very young age I would look at cars and just love the way they sounded. The intrigue of learning how things worked then meant I had a natural path

With my background in classic car restoration I was asked to audition for a TV show where two mechanics went head-to-head to win the chance to restore a classic car. It was something that I never thought I would do but I enjoyed the challenge of being on camera and getting a car restored in a short amount of time. It’s something I would like to do again, although I think the classic car restoration TV show has been done many times now and it would be great to do something different.

How have you found being a woman in a male dominated field?

This is the most asked question I get, and I know it is what everyone wants to know as the car industry is predominantly a male career. I can honestly say that I have had no trouble at all, I have found the people I have worked alongside have all been amazing and on very limited occasions has my gender ever been brought up. I enjoy working with a huge range of different people and I think that my gender has probably opened up more doors than it’s closed. I have been freelance most of my mechanic career and always had work, I

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think with the right attitude, willingness to learn and going above and beyond are always characteristics people want rather than whether you’re male or female.

What do you think can be done to encourage more women to go into the automotive sector?

This is a difficult question – I think the automotive sector, especially being a mechanic, isn’t always at the top of a woman’s list of job choices. But I have definitely seen a huge rise in females entering the industry. This may be because I am more aware due to social media, but I also think the sector has tried very hard to become more inclusive. Role models help to normalise the trade to women and girls and I know it is still a rarity to see a female mechanic. I think the car sector as a whole needs to look at encouraging more people into the trade whether they are male or female.

And what do you think stops girls from becoming technicians?

I just don’t believe it is that appealing, I know I got into the trade because I am a petrolhead but without that passion I probably wouldn’t have even thought about picking up a spanner.

Also, the male dominated reputation of the car industry puts a lot of girls off – I think they believe that they could be made to feel unwanted, but my experience couldn’t be further away from this. The huge changes in the car repair world could see more women enter, with hybrid and electric vehicles being less dirty and in many ways easier to work on, the motorsport industry is also trying very hard to become more female friendly. I am not sure what the answer is completely, but I think schools and governing bodies need to promote the car industry as something exciting with different avenues and opportunities.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM033

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PROFESSIONAL MOTOR MECHANIC

MECHANEX

THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS

LET’S MAKE 2022 THE BEST MECHANEX YET! The UK’s only regional tradeshow dedicated to garage ain in businesses is back ag proach 2022, with a fresh ap ing cit ex and a host of new content.

2022 SHOW DETAILS Sandown Park, Esher, Surrey, KT10 9AJ, 8th & 9th 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?

In the next issue, we talk to MECHANEX organiser Dave Jones to find out more about what the show has to offer readers.

Each month we’ll be catching up with some of this year’s fantastic exhibitors. Make sure you watch this space to discover what great offers and products will be on display this November at Sandown Park!

GET SOCIAL To keep up to date with all things MECHANEX in 2022, be sure to visit WWW.MECHANEX.INFO, like us on Facebook and follow us on Twitter!

MECHANEXShow

@MECHANEXShow

REGISTER FOR FREE TICKETS AT:

WWW.MECHANEX.INFO

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BUSINESS

& TRAINING

Q&A PMM interviews: Julian Woods, GEA The PMM team visited the Garage Equipment Association’s Chief Executive Julian Woods at the association’s HQ in Daventry to discuss the problems facing the supply of garage equipment.

What are some of the issues being voiced by members recently?

years ago. So the cost of all imports has gone up through the roof.

much impact on garage equipment supply?

The big one that's going through this year is the UKCA mark. Post-Brexit, the country has decided to replace the CE mark as the safety standard as of January next year. This means that testing and approval work will now need to be done in the UK. A lot of this will just be a duplication of what happens in Europe.

So there's a lot of added costs with no added benefit it feels at the moment

Are rising prices being passed on to independent workshops?

Yes, but not directly. Most of the circuitry that's in garage equipment is brought in on pre-assembled boards. The microchip problem is maybe more supply and demand in general about electronic components. I won't say it's a specific item, it’s across the board.

Steel has gone through the roof in recent times. Steel costs and electronic components are the two areas that we get the most complaints about. Also, when it comes to moving equipment into and around the UK we certainly are seeing problems. Between the HGV driver shortage and the change of customs requirements and VAT requirements, it's causing delays and increased costs.

How have materials shortages affected garage equipment suppliers in the UK? Yes, a lot of our members have suffered supply issues due to Brexit and COVID. Some manufacturers still do manufacture in the UK, but not many. They are struggling to import raw materials. Beyond raw materials, a lot of small electronic components come from China and Asia and there have been major issues getting them into the country. In the last year we have heard from a number of members who couldn't get equipment manufactured or imported because of supply issues.

I think the root cause is a combination of both Brexit and COVID. People should be aware to import a container from Asia now has quadrupled in price from a couple of

44 JUNE 2022 PMM

Inevitably, yes, the cost will go to the end user. But if you buy in the UK from a European supplier, if you try to bring that into the UK, you're then liable for that product. So you can't just buy it cheaply from Europe and ship it in because you still then become liable.

So there’s no advantage in doing that.

Most members are trying their best not to put the price up on equipment. Obviously, the equipment market is a very competitive market. But inevitably, costs are starting to creep up because of the added import costs and the complications involved. But where possible, they are trying to keep the costs down to a bare minimum.

Fortunately, the general feedback is that the supply issue is easing. It's not as bad as it was but it is still quite bad. Certain products still have extremely long lead times, but most manufacturers now pipe that into their supply line. So they're aware that if is a 16 week lead time for certain parts, they can now get over that and work as best as they can.

Does the microchip shortage affecting the vehicle industry have

Would you say there's been a perfect storm?

Yes. It seems that the last couple of years have been a combination of everything. It's all come together at the one time to create a bad situation for the market. Not just garage equipment, but for every sector it feels like.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM034

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OILS, LUBRICANTS

& ADDITIVES

A GREENER

GREASE

W

itham Group is proud to announce that it has been entrusted to become the sole importer and distributor of the award-winning, natural high-performance lubricant, Prolan.

Bringing the benefits of lanolin-based lubricants – wool grease – to the fore and meeting the increasing demands for environmental and sustainable products, Witham is in prime position to provide for increasingly green conscious drivers with the variety of Prolan products on offer.

Its primary use is to protect components in the fight against rust and expand the life of the part. Developed and engineered by experts in New Zealand, the birthplace of

Oils and lubricants specialist the Witham Group has been named as the exclusive supplier of a new, eco-friendly rust preventative lubricant, Prolan.

Prolan, they have sought to understand the frustrations and challenges corrosion can cause – what’s special about this lubricant, though, is the mix of eco-friendly ingredients that go into each and every can. Every ingredient in each can, bottle or pack is noncarcinogenic and biodegradable.

Witham Group Managing Director, Nigel Bottom, said: “As more people and companies address the use of chemicals and strive to improve their eco credentials, this remarkable, high-quality lubricant is becoming a popular choice for workshops” Each of the five viscosities are noncarcinogenic, biodegradable and internationally certified by NSF International, the renowned public health and safety organisation.

Durability Of course, Prolan’s environmental credentials speak for themselves, but Witham Group understands that sustainability alone isn’t enough – reassuringly, Prolan doesn’t compromise on quality.

Lanolin itself, while a natural substance secreted by sheep to provide protective coating on their fleece so they can survive the toughest conditions, has all the lubricating and shielding qualities necessary to cater for the automotive aftermarket. To ensure users can obtain the right variant of Prolan, there are five

viscosities of the lubricant range to choose from; Prolan Light, for example, boasts a slight lanolin content to ensure a thin, even coating and, potentially, eliminates the need to remove the coating when the product is reused. This is ideal for electrical equipment.

At the other end of the spectrum, Prolan Extreme is an outstanding, long-lasting and multi-purpose liquid lubricant. Perfect for heavy construction, plant, off-road, as well as marine, horticultural and agricultural, the allrounder can be trusted in the harshest environments, able to stave off marine, sand, salt, mud, fertiliser and, most importantly, rust.

Anti-Seize is a hard-wearing grease that saves both time and money on multiple applications and is able to last for a staggering 30 years. Prolan Specific Degreaser, meanwhile, is both a cleaner and degreaser, formulated using citrus-based solvents, to create the strongest response against unwanted grease to leave surfaces clean.

Whatever the viscosity, whatever the need, Prolan is safe and easy to apply, whether it be used as an aerosol, trigger pack sprayer, paint brush or a wipe for heavy-duty surfaces.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM035

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OILS, LUBRICANTS

& ADDITIVES

OILING POINT VLS Company Secretary David Wright spoke to PMM about the impact of the increasing market share of hybrid and electric vehicles on the lubricants market.

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alk of electric vehicles continues to dominate the headlines. OEMs are fast adapting to new models with no new petrol and diesel cars and vans to be sold in the UK after 2030, and with hybrid sales banned from 2035. Mechanics are retraining to cater to electric vehicle needs. Everyone is gearing up for the ‘electric revolution’.

Yet are drivers being left behind?

Increasing longevity According to the European Automobile Manufacturers’ Association (ACEA)’s ‘Vehicles in Use 2022’ report, hybrid and electric vehicles accounted for just 3.1 per cent of UK passenger vehicles in use in 2020. Of course, new car registrations demonstrate the increasing share of hybrid and electric vehicles. According to SMMT data, in March 2022, battery vehicle registrations were up 79 per cent versus 2021. But the majority of new vehicles sold in March 2022 were still petrol and diesel.

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Motorists are also holding on to their cars for even longer than before. According to the ACEA report, the average passenger vehicle in the UK is now 9.4 years old, up from 8.0 years in 2019. Over 14.9 million vehicles on UK roads are over 10 years old, representing almost half of all passenger vehicles. With the cost of living rising sharply, it is unlikely this trend will reverse any time soon, as owners keep their cars for longer. Millions and petrol and diesel cars, as well as hybrid and electric vehicles, will be on our roads for many years to come.

This increasingly complex and diverse vehicle parc represents enormous challenges for the entire automotive aftermarket, including lubricants manufacturers and mechanics.

Electric and hybrid vehicles act in a very different manner from conventional petrol and diesel internal combustion vehicles, resulting in very different fluid requirements.

According to lubricant additive manufacturer Infinuem, “Different types of electrification, from full battery electric to hybrid options,

bring distinct challenges and opportunities for lubricant and transmission fluid developments. E-fluids must balance the need to maintain outstanding gear and bearing protection, cleanliness and performance while meeting new e-specific requirements.”

Choosing lubricants Hybrid electric vehicles operate at lower temperatures with higher stress during stop/start and require additional lubricant additives to disperse increased sludge effectively. Battery electric vehicles reach very high temperatures, particularly during rapid charging. Specifically designed fluids must cater to the increase in oxidation and the need to dissipate the increase in generated heat around the power units. These coolants need the correct copper compatibility to avoid copper corrosion and must help avoid foaming produced by higher RPMs as air gets into the high-stress environment. Whilst many of these E-fluids are currently used in factory fill, some will soon be coming to the aftermarket as electric vehicles age and require maintenance.

Even without the challenges of hybrid and electric vehicles, lubricants are becoming an

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“While oil companies may be keen to promote their latest ultralow viscosity formulations, older vehicles may require different engine oils from the latest models.”

increasingly complex area. Gone are the days when any 5w30 will do. Using the wrong engine oil has the potential to cause even more damage to highly sophisticated modern engines, so making the right choice of lubricant matters even more.

Workshops are the front line, dealing with making choices over engine oil and other lubricants every day. But how do you know what oil or fluid to use in a customer vehicle?

VLS recommends referring to the original vehicle owner’s handbook or the servicing and warranty handbook to identify the right product. For engine oil, looking beyond the viscosity to specific ACEA and OEM standards is important. This ensures that the lubricant is fit for purpose in that specific vehicle.

Online lubricant databases can also help mechanics confirm the right oil for each vehicle. These databases are powered by the technical knowledge and expertise of large companies such as Olyslager based in the Netherlands or OATS based in the United Kingdom. They spend many thousands of hours each year working through owner manuals and service documents to identify the right products for a vehicle just by entering the registration. These databases

sometimes offer a choice of brands so that garages can make their own selection, depending on local availability or their personal preference.

While oil companies may be keen to promote their latest ultralow viscosity formulations, older vehicles may require different engine oils from the latest models. It’s always worth checking the exact requirement for each and every vehicle. If you are in any doubt, contact the OEM for assistance.

Looking past lies In this increasingly complex market, it is tempting for manufacturers to claim their products meet a wide range of OEM and ACEA specifications. In fact, every single one of the cases investigated by VLS over the past three years has related to misleading marketing claims, with conflicting or unevidenced OEM approvals. If an engine oil sounds too good to be true or workshops have any concerns about it being mis-sold or

mislabelled, it’s important to double-check.

You can report a product you have concerns about to VLS, who will independently investigate it to confirm if it really can deliver what it claims. We continue to investigate and resolve complaints about lubricant products to ensure that end users can make informed decisions and be confident that a lubricant is suitable for use in the application.

David Wright is Company Secretary of the Verification of Lubricant Specifications (VLS), an independent industry body that provides a credible and trusted means to verify lubricant specifications. This lubricant industry initiative aims to bring transparency to the lubricant market place and protect and educate end users.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM036

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OILS, LUBRICANTS

& ADDITIVES

CLASSIC oils for CLASSIC cars Motul outlines how the burgeoning classic car market presents a great opportunity for workshops to perform oil changes this summer.

C

lassics are not always going to be the daily drive for their owners, and the better weather of the summer – and the lead up to it – are prime periods for classic car owners to be using their cars. As autumn progresses, many classic vehicle owners will be looking to lay up their vehicles for the winter and offering the opportunity of a workshop service before this time could also prove appealing, so that cars go into “hibernation” in optimum condition.

Targeting owners during these particular periods could well be an investment of marketing time that pays dividends.

Motul was one of the first brands to

launch a specialised classic oil range, back in 2008. These dedicated products have been developed with detergent levels that are adapted to better suit old engines and, where necessary, additives to prevent potential problems as well as promote optimal running.

These lubricant ranges cover everything from Pre-War vehicles all the way up to ‘youngtimers’ (also often referred to as Modern Classics in the UK/USA).

The key characteristics of each oil, are designed to tie in with the specific requirements of engine of their period. Using the Motul range as an example, what follows will give an idea of what key points to look out for with use with classics of specific eras:

Older cars 1900s-1950s SAE30 & SAE50 ■ suitable for engines – and gearboxes – built between 1900 and 1950 ■ mineral monograde lubricant with very low detergent level for a complete compatibility with paper/felt/fabric gaskets ■ the low detergent level avoids soot and deposits removing in the lubricating circuit ■ can also be used as break-in oil if drain intervals are shortened ■ it offers complete compatibility with nonferrous metals such as brass, bronze and copper ■ reinforced adherence for easier starting even after a long period of immobilisation 1950s-1970s Classic Oil 20W50 ■ specially designed for engines built

between 1950 and 1970 ■ mineral multigrade lubricant with mid-

level detergents, compatible with engines which have elastomer gaskets ■ 20W50 oil meets standards of the 19501970 period (API SF/CC) while benefiting from modern technology ■ viscosity suited to engines with narrow running clearances ■ good anti-corrosion and anti-wear properties

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1960s Classic Oil 2100 15W-50 In 1966 Motul produced 2100, which was the first semi-synthetic lubricant in the automotive market. This is an updated version of that famous semi-synthetic oil, now developed for naturally aspirated and turbocharged original engines built after 1970.

■ formulated for modern technology

detergent levels ■ 2100 15W50 meets recent standards (API SH/ CF) and offers a better cold viscosity in order to reduce wear during engine start ■ lubricant reinforced with a synthetic base (oxidation stability) allowing stay-in-grade viscosity for consistent engine oil pressure Classic Eighties 10W-40 and Classic Nineties 10W-30 Semi-synthetic multigrade engine oils specially designed for modern classic and youngtimer vehicles from the 1970s, 1980s, and 1990s fitted with 4-stroke engines, fueled

by either Petrol or Diesel – naturally aspirated, supercharged or turbocharged, injection or carburetor.

■ high-zinc (ZDDP) content for protection

and Molybdenum for performance ■ suitable for original or rebuilt engines ■ unique formula, reinforced with synthetic

base oils, provides excellent cold flow properties to prevent engine wear during start-ups and offers excellent cold-flow properties ■ additives package also brings excellent long-term storage protection for those periods when driving for fun just isn’t possible

Working with “youngtimers” Cars from the 1970s to 2000, have become available to enthusiasts at a lower level of investment compared to earlier vehicles and, in turn, have become increasingly collectable.

There is a line of thought from historic

vehicle specialists that this market truly began when manufacturers started to replace chrome with plastic.

Modern classic/youngtimer vehicles are driven for fun, with passion, and by owners with an interest in collecting them – especially sport or premium/limited edition models.

Typically, owners of these cars are young men and women under 40 who fully immerse themselves in this retro world, and, just like their counterparts with what are more traditionally considered classic cars, their love of their cars means that they attitude is not largely governed by price, but much more by quality.

The market is estimated at almost 10 million cars, of which there are hundreds of thousands in the UK. WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM037

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OILS, LUBRICANTS

& ADDITIVES

Q&A PMM interviews: Pawel Mastalerek, Castrol PMM speaks to Castrol’s Technical Expert Pawel Mastalerek about modern oil specifications and the importance of using the right oil for each engine.

What research has Castrol performed about the number of cars that are running on the incorrect engine oil? Is it a big problem?

Using the incorrect engine oil can have big consequences. Modern engines are built to very different design philosophies, and to increasingly tight tolerances. An oil of a different specification to that required can block filters, poison catalysts, and even cause oil starvation that can contribute to engine damage. It’s vital that the owner checks the vehicle manual and fits the correct oil for the car.

What advice does Castrol have for people that believe oil compatibility is dictated by viscosity alone?

Engine oil is so much more than just its viscosity – different specifications will need different chemistries to reach the performance required. Some engines run hot, so need extra antioxidants and detergents to prevent oil breakdown and piston deposits. Others have exhaust after-treatment devices to reduce emissions, and these will need lower levels of some additives to prevent blocking or poisoning of these devises. So, it’s vital that the owner picks the right specification of oil for their vehicle and the conditions it works under.

Drivers unsure of which oil their car needs can use the Castrol oil selector on the Castrol website, which provides personalised product recommendations based on their vehicle.

Does Castrol believe that engine oils are going to continue to become ever more bespoke? Please explain why.

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Automotive manufacturers are under pressure to deliver mobility solutions with decreasing carbon emissions which can be helped by thinner oils.

As a result, OEMs are deploying engines that deliver lower CO2 emissions. OEMs have historically utilised technologies such as smaller engines, direct gasoline injection and turbocharging, which put challenges on lubricants such as formulating to avoid low speed pre-ignition. Precision manufacturing techniques, advanced materials and the need for fewer friction losses mean we need to work closely with OEMs to develop the oils they need.

Castrol is continually innovating in close collaboration with OEM partners – including Ford, Jaguar, Honda, Land Rover, Volvo and Renault – to develop fluids that meet the automotive industry’s evolving demands.

What are the consequences of filling a car, made within the last 10 years, with incorrect oil? As an aside, how does the incorrect oil affect Gasoline Particulate Filters?

If an oil of the wrong viscosity is used in an engine that wasn’t designed for it, then the levels of engine wear can increase, and it can cause oil starvation issues that can rapidly lead to catastrophic engine failure. Thicker oils in newer engines will reduce the fuel efficiency of the engine, and may also cause oil supply issues. Using older ‘high SAPS’ (sulphated ash, phosphorous and sulfur) oils, with higher levels of additives, can block filters and poison catalysts and will shorten the life of exhaust after-treatment devices, and may even cause the vehicle to fail air quality or road-worthiness checks.

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Using ‘standard-drain’ oils in extendeddrain, or severe duty applications, may mean that the life of the oil is depleted before the vehicle is due for a service. This can cause sludge, deposits and irreversible engine wear. gasoline particulate filters (GPFs) will be prematurely blocked if older ‘high-SAPS’ oils are used instead of the correctly specified oils.

What advice does Castrol have about increasing the ethanol content in petrol from E5 to E10?

How does it affect the engine oil and how can owners and mechanics react?

Bioethanol is becoming increasingly present in petrol fuels as higher levels of renewable fuels are required. E10 is widely used in Europe, so car manufacturers are aware of the issue and have taken steps to produce compatible engines. European oil sequences

Castrol is continually innovating in close collaboration with OEM partners to develop fluids that meet the automotive industry's evolving demands and OEM specifications have included compatibility for E10 and beyond for some time now. Any modern high-quality engine oil will be suitable for use with E10.

Does Castrol recommend the use of engine oil flushes and why? Are there situations where they can cause more harm than good in a modern engine?

An oil-based engine flush can be an effective remedy for neglected engines, or engines that have otherwise experienced a build-up of sludge. Regular maintenance with high quality engine oil will prevent this from occurring, but when a second-hand car is purchased, the new owner may only have the

choice of using flushing oil, or stripping down the engine to clean it. Solvent-based flushing products can damage seals, and may cause permanent oil leaks, and as such Castrol doesn’t recommend them.

A new product recently launched by Castrol, engine shampoo, is a pre-oil change treatment that contains solvent-free powerful cleaning agent (PCA) additive technology to deliver a deep yet gentle clean. Engine shampoo helps to maintain engine power and efficiency by dissolving and flushing out sludge during the oil change process.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM038

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OILS, LUBRICANTS

& ADDITIVES

Lucas Oil discusses its new programme for students and the importance of additives in a range of applications.

I

All ADDING up

n the first phase of a new programme, the Lucas Oil Academy has re-opened in Anglesey, North Wales, after a pandemic-enforced break. Two teams of student mechanics from a local college will be learning about the increasing role of additives and the benefits of using them in vehicles for both on the road use and under off-the-road racing conditions.

The LOA was conceived as a way of helping young student mechanics to build an early understanding about oil and additive technology, along with the changing roles these products have in automotive engineering. “You might say it’s an extension of our ‘grass roots to top rank performance strategy’, which involves educational initiatives, sponsorship for local organisations as well as other community projects,” says Dan Morgan, director of sales and operations, at Lucas Oil Products (UK).

The student teams, all of whom are enrolled on the Motorsport Engineering Level One programme at the nearby Coleg Menai, will be exploring ways in which additives can help to improve vehicle maintenance and overall performance. At the end of their twoyear programme, each team will race-off in cars they have built using a mix of kits and recycled components from donor vehicles.

Additives In the garage, additives are increasingly being seen as essential toolbox accessories because of their ability to solve problems. For teams involved in motorsports, additives present an opportunity to introduce a preventive maintenance strategy. It’s a strategy that protects the engine, adds to vehicle reliability on the track and can save teams real money across the entire racing season.

Lucas Oil considers individual component protection to be an initial step in the complete preventive maintenance process. Professional users of engine additives should also consider

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OILS, LUBRICANTS

& ADDITIVES

Additives present an opportunity to introduce a preventative strategy that protects the engine, adds to reliability and saves money. system repair and the extension of component life as realistic and attainable goals. There are additional benefits the company argues: “Given the opportunity, garage customers will also buy into those additive benefits, providing an additional revenue stream for forward thinking proprietors,” adds Dan Morgan. Jody Bevan agrees.

She runs the Oldham-based garage MnJ and is a rising star of YouTube, thanks largely to frequent uploads about her experiences as a lady mechanic. As a Lucas Oil ambassador, she shares feedback about the way additives can be used, successfully, in a garage environment.

For instance, she uses a Lucas Oil additive called Complete Engine Treatment because its technology allows it to be added to fuel systems and oil systems. When added to oil, it fortifies the oil and adds protection for engine components. It improves oil flow in cold weather – a major benefit for UK users.

Added to fuel, it removes tar and resin deposits and improves the burn. That helps to improve fuel efficiency and reduce harmful emissions at the same time.

Different applications She uses the oil stabiliser as a problem solver in a lot of cases: “I find it’s perfect for cars with oil-fed timing chain tensioners (especially the Vauxhall chains that can be noisy and rattly.)

It’s also great for tired/worn engines because it raises oil pressure, adds lubrication, lowers oil temperatures and extends oil life. We use this in engines and manual transmissions or differentials to stop wear, leaks and to reduce heat, noise and hard shifts.”

When customers acquire a diesel-driven car without a reliable history, she recommends use of Lucas Oil’s Diesel Deep Clean: “It is an excellent preventative maintenance product, which cares for the

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diesel particulate filter (DPF). The fuel burns more cleanly. A lot of particulate matter that would otherwise have entered the exhaust system is removed. It will also help to clear matter that’s already trapped in the DPF.” Lucas Oil says fuel additives should be seen as important additions to the toolbox, especially early in the year. MnJ’s garage customers have begun to appreciate this: “I use Fuel Stabiliser in my own classic cars. I advise my customers to use it in theirs,” she says. “It prevents the breakdown of petrol during storage, which works especially well with classics that only come out of the garage during the summer months.

It’s an additive that also cleans, lubricates and maintains fuel system components.”

Following a change in petrol specifications last September, Lucas Oil has

been urging garages to help their customers to heed warnings about the potential for damage from the higher levels of ethanol that’s now present in the new fuels.

Jody Bevan has taken this on board: “I feel Safeguard Ethanol Fuel Treatment is an important additive for classic car owners. If for any reason you can’t use or get E5 fuel, then you can use the E10 alternative but have this handy to add to your tank. It will help prevent, corrosion and degradation of fuel system components, as well as prevent the separation issues caused by ethanol in the fuel system.”

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM039

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DIAGNOSTICS

& ENGINE MANAGEMENT

Bartec asks PMM readers: do you need a TPMS tool?

PRESSURE DROP

F

ollowing the successful launch of the TECH600 TPMS tool with exceptional speed, accuracy, and ease of use, Bartec has released the entry level TECH350, as with all Bartec tools has the specific purpose of helping workshops improve efficiency. All TPMS tools include a free TPMS desktop software package.

TECH350 Lower cost fully featured entry level TPMS tool ■ market leading OBD and other relearns ■ supports Bartec’s own RITE- SENSOR, the fastest universal replacement sensor with the best coverage ■ using RITE-SENSOR and RITE-SYNC, the TECH350 makes TPMS service easy ■ out the box the tool will guide the user through tool registration and gain access to Bartec’s PC-based program – TPMS desktop – enabling easy and regular software updates

Product Benefits ■ rechargeable, replaceable battery pack ■ rugged design, built to withstand the tyre

shop environment ■ optimised for RITE- SENSOR with the fastest simplest RITE-SYNC process ■ graphical interface allows technicians to quickly navigate the menus ■ supports all high-quality programmable sensors from Bartec, Schrader, Huf, Wegmann etc.

Because Bartec works with OE and all major brands of sensors, our data is accurate

making our tools the best featured on the market. The TECH600 and TECH350 coverage is constantly updated to provide up to date make, model, year data.

The graphical user interface makes Bartec TPMS Tools very easy to use and operate. Using RITE-SENSOR and RITE-SYNC, aims to make TPMS servicing a breeze.

TECH350 can be quickly and easily integrated into daily TPMS jobs without any training effort. Perfect for beginners and professionals.

Comprehensive sensor and vehicle database: The software currently covers around 80 car brands and thus offers tyre dealers and multi-brand workshops a comprehensive database for reading, programming and relearning TPMS sensors. As usual with Bartec, the universal sensor database is not limited, i.e. the user can read and program the universal sensors of all leading TPMS manufacturers.

New TPMS-features: Extended sensor identification: In addition to all regular sensor information like pressure, ID number and battery status, TECH350 users can wirelessly identify whether it is a programmable or OE sensor including the manufacturer of the programmable sensor and whether it has been correctly or incorrectly programmed (available for all major programmable sensors on the market).

Faster workflow ■ TPMS service in half the time ■ RiteSync, allowing multiple sensor

programming at once ■ tools can program a wide variety of sensor

brands Faster vehicle selection: Vehicle brands with a high TPMS market share are now listed on page one of the vehicle selection. Users are not depending on the alphabetical A-Z listing anymore which makes the navigation and selection a lot faster compared to other tools available on the market.

High usability: Due to the high-resolution colour display, the newly designed keyboard and the intuitive menu navigation, the

■ wireless BT OBDII available with the

TECH600 makes relearns twice as fast ■ a graphical interface allows technicians to

quickly navigate the menus ■ resume test function, no need to restart a

job after a repair part way through WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM040

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DIAGNOSTICS

& ENGINE MANAGEMENT

MAX

POWER

M

axiSYS tools can perform many procedures within the ECU using their OE-level functions. The tools are supplied with either wireless Bluetooth or dual WiFi connectivities, that allow the technician free movement during operation.

Thanks to this wireless connectivity, you can easily download the latest software updates and increase the performance of your diagnostic tool with ease.

The MaxiSYS line also includes functions that allow for the update of on-board vehicle modules, and data reprogramming for specific coding functions, which are used to configure the vehicles control unit (ECU).

MaxiSYS Ultra 쑿 The all new MaxiSYS Ultra is the first diagnostic tool to be designed to match the growth of more complex automotive electrical systems and electric vehicles which are becoming more common place. The Ultra combines diagnostics, service, extensive live data, channel coding and ECU re-flashing. New to the Ultra is the MaxiFLASH VCMI with built-in oscilloscope, multimeter, signal generator and OBD bus check functions. The VCMI connects to the Ultra using high speed WiFi.

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PMM takes a look at the new additions and updates to Autel’s MaxiSYS range of diagnostic tools.

Included: ■ extended two years warranty ■ three year software free updates ■ maxiFlash VCMI

Oscilloscope The four channel oscilloscope is faster with 20MHz bandwidth, more accurate with 80MS/s sampling data rate, and a 32M memory buffer that stores more complex signals, zoom and replay. The pre-set guided test and waveform library instructs technicians on use and fault analysis.

Waveform Generator The waveform generator is used to test a sensor, an actuator, or an ECU without the need to replace them one by one to identify the fault. This is done by simulating signals of various sensors and ECUs, identifying hardware issues.

MS909 쑿 The all new MaxiSYS MS909 is the firm’s replacement to the MS Elite and shares the same tablet hardware as the MS919. The MS909 does not include multipurpose VCMI, but instead is supplied with the standard MaxiFlash VCI with Enhanced Protocol Compatibility, which supports D-PDU, RP1210, CANFD. J2534 and DoIP protocols.

The MS909 combines diagnostics, service, extensive live data, channel coding and ECU re-flashing. The tool also has further programming options directly within the tool software itself (focusing on BMW and Mercedes). In addition, the MS909 has all new software specialist capabilities including repair assist, DTC analysis, topology mapping and relevant cases.

Multimeter The professional multimeter will measure voltage, current, resistance, diode, frequency/period, duty cycle, connectivity and pulse width.

MS906SPro 쑿

CAN Bus Check The CAN bus check can quickly determine whether the OBD pins are functioning correctly.

The brand new MaxiSYS MS906SPRO EU, is the replacement to the MS908s. Despite being a lower cost than the MS0908s, the MS906SPRO EU has all the software functionality of the MS908S, but also has the

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extra benefits on being DoIP and CAN-FD compatible. The MS906SPro also has some more advanced software functionality that will allow end user to access Autel remote expert. The MS906SPRO can be further optimised with ADAS software, making a true replacement for the MS908s. The MS906SPro is designed as a busy workshop tool.

Extensive Capabilities ■ comprehensive diagnostics on 1996 and newer US, Asian and European vehicles ■ autoScan: scan all available systems, including ADAS identification ■ read/erase codes, view freeze frame and live data ■ perform active tests (bi-directional controls), coding and adaptations ■ autoVIN/Scan VIN for rapid vehicle identification ■ perform ADAS (incl. Camera/s, Radar, LiDAR,

The MaxiSYS line also includes functions that allow for the update of on-board vehicle modules and data reprogramming for specific coding functions.

Night Vision) systems calibrations when additional ADAS software is purchased ■ wi-fi connectivity ■ bluetooth connectivity ■ online updates

MS906s 쑼 The MaxiSYS MS906S EU is the ‘little brother’ to the MS906SPRO EU and is super powerful, offering a 20 second boot up. Built on the multitasking Android 4.4 operating system and with 64GB of internal memory, it has the power to scan vehicle systems quickly and efficiently.

Faster, lighter, better value and claiming to be more powerful than competitors, the all new PCB in the MS906S includes great features such as support for over 70 manufacturers, actuation testing, special functions, live data and some programming functions. The MS906S EU has a large 8 in. high resolution screen, Wi-fi, 8 Mega-pixel camera, 2GB RAM and a ‘best in class’ 64GB internal hard drive.

With its built-in camera, you can take pictures of faulty parts for customers and email instantly.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM041

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DIAGNOSTICS

& ENGINE MANAGEMENT

HIGH VOLTAGE diagnosis With the growth in the sales of hybrid and electric vehicles, workshops need to be able to accurately and safely take high voltage electrical measurements and Hella Gutmann is on hand to allow them to do so. The Head of Hella Gutmann UK, Neil Hilton, explains.

F

ollowing the recent introduction of the mega macs X and macsRemote diagnostic devices, Hella Gutmann has again proactively addressed the future with the addition of another must-have tool.

As is clear by every measure, high voltage vehicles are here to stay, so the safe and accurate measurement of their electrical voltage is a necessity for workshops that intend to stay in the game, because they don’t want to be turning away business to the vehicle manufacturers franchised dealers or other more future oriented competitors. They therefore need a tool to allow them to undertake repairs and diagnosis on these vehicles.

The Hella Gutmann MT-HV module, was specifically created for work on electric and hybrid vehicles and utilises permanently integrated HV measurement technology.

However, it also incorporates a slot where the

more familiar MT-56 and MT-77 low voltage modules can be inserted, which transforms the MT-HV into a wireless measurement module for both low and high voltage measurements.

Specially designed for HV measurements, the MT-HV’s cables, which have a thick crosssection that makes them easy to hold while wearing protective gloves, also encompass safety features such as the contact switch that must be held when taking the measurement. In addition, if necessary, the measuring tips can also be easily replaced and even be used with VM specific, high voltage adapters.

As an internal battery provides its power supply, apart from the measuring cables, there is no lead or connection that could be a distraction or safety risk when work is being carried out on HV components, because the MT-HV operates wirelessly, with its control unit communicating with a Hella Gutmann mega macs X, for example, via Bluetooth.

Just as we have done with the mega macs X, we have also changed the way the software licences for the device can be set and changed to suit the immediate requirements of the workshop.

For instance, provided that the right accessories are used, such as the appropriate measuring tips and terminals, as well as the correct ampere clamps to match the current, the MT-HV with a low voltage module inserted, can be used with a basic X3/X4 software licence. This allows the measurement technology to function as a two channel, digital multimeter and ultra-fast oscilloscope, exclusively for low voltage measurements. In addition, in conjunction with a MT-77 it can be connected to LPD kit sensors and is able to perform pressure measurements.

mega macs X The mega macs X provides utmost flexibility with an array of options when it comes to both the hardware and software configurations. It allows individual workshops to choose whether they wish to combine their existing desktop browsers or tablets with the mega macs X, or move to a totally mega macs driven platform. This variability means that, should the workshop’s requirements change, then it is able to alter the mega macs X setup to match, Hilton continues.

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The mega macs X is not only flexible in terms of hardware, thanks to the different software modules that are available, workshops also have a choice when it comes to the scope of the services that can be accessed. This ensures that the workshop is always able to gear the service level it requires to the needs of its customers and, if necessary, the software module altered to make sure it always fulfils the workshop’s requirements.

Naturally, as with the other mega macs devices in the Hella Gutmann line-up, the mega macs X is equipped with ADAS calibration software, which is now a musthave feature for workshops. In addition, however, it also comes with a CSM (cyber security management) function.

This means that instead of having to register individually with each vehicle manufacturer portal to obtain diagnostic releases for their customer’s vehicles, a onetime authentication, activated by proof of identification by passport or identity card, is all that’s needed for a mega macs user to have a clear path to work on all vehicles with a security lock, at the usual diagnostic depth.

All these functions and its flexible usability clearly puts the mega macs X at a different level to any other diagnostic tool on the market and sets the trend for the future of vehicle diagnostic management.

macsRemote The macsRemote provides diagnostic access to newer vehicles that even the most up-todate aftermarket tools cannot cater for and allows independents to legitimately access VMs own tools, to diagnose faults and activate solutions, from the moment it leaves the showroom, said Hilton.

With these three products, Hella Gutmann has developed the solutions that provide independents with a route to remain at the forefront of the service and repair sector, and rightfully and effectively, compete with the VM franchised dealer network.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM042

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DIAGNOSTICS

& ENGINE MANAGEMENT

ROLLING with the PUNCHES Martin Brown, Technical Director, Repairify discusses several topics that mechanics should be aware of in 2022 and beyond.

T

he industry is evolving but are you ready? The repair industry and ancillary industries associated with it are constantly evolving. Vehicles and technology are becoming smarter and ever more sophisticated, and the regulations aligned with these advancements is continuing to change to anticipate and safeguard the health and safety requirements for the future.

This evolution is not going to stop anytime soon, so it’s important for businesses to have access to relevant information, skills and technical support to be able to address these challenges successfully.

reporting an increased demand for EVs. This means that garages and the technicians on the workshop floor need to invest in training so they can retain their customers as they switch to EVs and gain new customers from those around them that will not switch to them.

Electric vehicles

“This evolution isn't going to stop anytime soon, so it's important for businesses to have access to relevant information, skills and technical support.”

With conventional internal combustion engines set to be banned in the UK from 2030, OEMs will be looking to get ahead of the game in terms of sales. For consumers, they will be persuaded to buy EVs and hybrids over conventional ICE vehicles long before that date and this is highlighted by the fact that many car outlets are already

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In addition, an EU directive will see ADAS become mandatory on all cars from mid-2022. This means that garages will see more faults on these systems and an increased opportunity for calibrations and repairs that will lead to an increase in sales for the business.

The importance of calibration Being able to set up vehicle geometry is more important than ever before. An example of this is when a suspension part can look identical, but the steering wheel ends up in a totally different position after fitting it. This means it is critical to set up geometry before a calibration, as ADAS systems are becoming the norm.

Secure gateways From a technology standpoint, we are seeing that secure gateways are becoming common place in vehicles, and this will continue to increase. These systems will prevent aftermarket tools having access to simple diagnostic repairs that they have always been able to complete. This means that the relevance of approved third-party remote diagnostic scanning providers, such as asTech, has never been more important because it provides garages and bodyshops with access to every OEM manufacturer diagnostic tool alongside a fully trained OEM technician to assist remotely without having to buy the tools themselves. Even for a true and thorough pre-scan, a reliable remote true OEM diagnostic provider like asTech earns

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its value by identifying faults that cannot be picked up by many aftermarket tools with no access to these modules.

ADAS calibration When it comes to ADAS systems, it is important that the public is educated on how it is important to have ADAS systems correctly calibrated after a collision or glass (windscreen) repair. The problem, as always, is the education given to the public at point of sale. To combat this issue, it is important that the front of house staff or the mechanics have the necessary knowledge that can be passed on to the customers in an easily understandable manner.

In addition, these key functions, components and the costs associated with the correct repair makes you wonder how many would risk not having the ADAS system calibrated correctly if they knew the possible outcomes.

WANT TO KNOW MORE? FOR MORE INFORMATION

WWW.RDR.LINK /AAM043

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STEERING

& SUSPENSION

WRITTEN on the wall Comline has launched a new poster on steering and suspension, available to workshops for free.

C

omline Auto Parts is offering added value to technicians by developing priceless technical bulletins, which highlight both common faults on vehicles and the solutions in the shape of Comline parts. The company is continuing with its bold strategy of expanding its steering & suspension portfolio, following the launch of its Your New Reality campaign in 2021, and is on course to achieve its target of 35 per cent growth in range.

Keen to demonstrate that its customer support is as impressive as the products trusted by motor factors and technicians alike, the brand’s team of experts are regularly designing literature and communicating material that will benefit aftermarket professionals.

Comline is producing technical bulletins that show common faults on vehicles, but it is also generating vehicle spotlights that advise the audience of new-to-range part numbers and the brand’s ability to cater market demand. What’s more, Comline recently unveiled an in-depth poster that showed the intricate pieces of its stabiliser links. The concept is to help technicians understand the anatomy of the parts they’re fitting and give them confidence.

Focusing on the latest technical poster, the company has revealed that the lower

wishbone bush bolts on the Land Rover Discovery III, IV and Range Rover Sport (20052012) often become corroded, making them difficult to remove. This makes lower wishbones (CCA1263L, CCA2263R, CCA1405L and CCA2405R) tough to replace. The bolts are usually destroyed when removed.

Comline now provides the answer with a fitting kit (CSK7000K), which comprises of all the necessary add-ons with the new wishbones – two camber bolts and camber washers, two washers, four nuts, one strut mounting bolt and one driveshaft nut – for a straightforward replacement.

The bulletin, along with the aforementioned information, is a segment of a wider strategy and campaign to highlight their steering & suspension prowess and is the perfect complement to the growing product range.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM044

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STEERING

& SUSPENSION

QUICK thinking Electronic stability control creates a safer driving experience for your customers.

But what is it and does it really slow cars down? ACtronics investigates.

W

hen someone mentions the term ‘ESP’ most people immediately think about braking and safety.

They’re right to think that way, because the system is designed to keep the car under control when understeer or oversteer occurs.

But this could be a problem for spirited drivers or those who like to take their vehicles on the occasional trackday, because it just isn’t possible to take a car to its limit.

The system will intervene way before it starts to become fun. So, ordinarily ESP actually makes a car slower around the track. We always immediately press that ‘ESP off’ button before entering the track, don’t you?

But what if we tell you ESP could actually make a car faster? We know this statement doesn’t make any sense without some explanation, so here we go: What makes a car go fast?

“Almost all modern cars have ESP and it just requires some clever software tweaks to let the systems work in your advantage.”

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The first thing that comes to mind is obviously power, but that only makes you go fast in a straight line. Stopping power and grip are just as important for going around the track quickly. That’s why cars like a Lupo GTI, an old Miata and a low-powered Lotus Elise all made it around the Nürburgring in just over eight minutes. They were faster than a stock 305 bhp Ford Focus RS. The speed advantage was all down to weight, stopping power and grip. We probably won’t have to tell you a set of slick tyres and a decent suspension system will help you out a lot. But what if drivers want to go even further, making advantage of the tech that’s already in their car?

Torque vectoring Back in 2006 Mitsubishi rally cars (Lancer Evolution) were some of the earliest to use the new technology of torque vectoring. This has been described thus: “The impact of torque distribution is the generation of yaw moment arising from longitudinal forces and changes to the lateral resistance generated by each tire. Applying more longitudinal force reduces the lateral resistance that can be generated. The specific driving condition dictates what the trade-off should be to either damp or excite yaw acceleration.”

In plain English, this concept was all

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about taking advantage of the basic principles of a standard differential. A torque vectoring differential performs basic differential tasks while also transmitting torque independently between wheels. This torque transferring ability improves handling and traction in almost any situation. That’s mainly because each wheel will always receive the optimum amount of torque to guide the car in the desired direction. However, you’ll need a 4WD system to begin with and the concept is both complex and expensive.

So, in search of a less complex and less expensive way to apply torque vectoring, car manufacturers started to look at ESP. Almost all modern cars have ESP and it just requires some clever software tweaks to let the system work in your advantage, so why not? Of course, ESP can only decrease torque so there will always be a bit of loss, but controlling the amount of torque on each wheel can actually let the car turn faster around a corner. Just look at it as ESP, but the kind of

keep the ESP activated next time you’ll fly around the track. Oh, and it might be beneficial for your tyre life as well.

Expert opinion

ESP that will let you play at the edge of grip and will only slightly slow down one wheel in case of understeer or oversteer. You can’t do that with your right foot, now can you?

So yes: ESP can actually make your car faster. If your car is equipped with torque vectoring software that’s designed for fast driving, faster lap times will be possible. If you have such a car, just give it a shot and

As real tech nerds over here at Actronics, we are always really curious about how exactly systems like ESP function; when speed and performance comes into play, that’s where it really gets interesting. Of course, we’ll never fiddle with software parameters, but investigating these details helps us properly understand all components of the ESP system. We can assure you that our repairs on ESP systems are the highest quality because we know what we’re doing. Our advice when it comes to braking systems: Leave it to the experts – it’s a safety feature after all.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM045

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STEERING

& SUSPENSION

Q&A PMM interviews: Marc Wise, Shaftec PMM ’s Kieran Nee discovers what makes Shaftec such a reliable bet for workshops.

Can you explain to our readers what Shaftec does and how the remanufacturing process works from start to finish?

Shaftec is a manufacturer of automotive products: we remanufacture drive shafts, brake calipers, steering racks and steering pumps, both hydraulic and electric. We also sell a few new products as well, including CV joints and boot kits. The remanufacturing process starts off with core, which is the heartbeat of our business. Without a steady flow of quality core, it would be hard for us to keep on top of the huge range that we keep in stock. For those that don’t know, core is basically a scrap unit that's taken off the vehicle for us to come back and remanufacture and turn into a new product again.

We have five vans running up and down the country collecting core from our customers and we purchase core from dealers as well. The first step of the process involves checking the core to make sure it's fit for remanufacture and putting it into a core location so it's ready to be picked to go through the production line. From there, each piece of core goes into a cleaning process.

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From there, the parts are taken through the production line where they are put back together with new seals, new washers – new everything. When it gets to the end of the production line, we have a testing facility where everything gets tested. Hydraulic racks, for example, will go on a proper test hydraulic rig that will mimic the steering system experience. We pressure test them up to about 100 bar and then they get repackaged and shelved. We’re probably producing between 2,000 and 3,000 racks a month.

How has Shaftec faced the challenge of the previous two years?

We'll dismantle the part and degrease it.

We've got some industrial sized cleaners that take around 200 calipers at a time. Once it's cleaned, it goes through a shot blasting process where the metal is completely cleaned and taken back to a nice finish. We also have some of the aluminium products that go through a soda blasting process, which is not as invasive shot blaster.

We were still able to remanufacture products as we do it in-house. So as long as we've got the components there, we can remanufacture it and put a finished stock item on the shelf.

So while competitors were running out of stock, we were still able to build these parts.

Probably our biggest problem was trying to build it quickly enough.

Our competitors who are buying in from the Far East as a finished product, found themselves suffering from supply chain

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issues. You had container shortages, increased shipping costs, you had the dollar going the wrong way.

How did Shaftec’s stockholding help it weather the pandemic?

We've always held a decent amount of components for us to manufacture. So, at the start we were sort of living off the stock that we had on the shelf. Luckily because of the huge amounts that we had at the time, we were able to fare well for quite a few months. As soon as we started to see the spike in demand as things started to open up again, we were able to bring production staff back in; we had the components there ready to build the products and we've got the core there. It was a good time for us to start replenishing our stock. The only thing that didn't fare too well was the actual demand: We had competitors running out of specific part numbers, so customers were coming to us instead. It was really hard to predict minimum stock levels. I think having the manufacturing facility on site helped us tremendously, because we were able to have the stock there when people needed it.

Were a second pandemic to break out, or a similar catastrophe, would Shaftec be in a good position to withstand it?

We’ve made a lot of changes in the last two years due to the pandemic that make life a little bit easier for us to scale up and scale down. So one of the things that we did early on was make sure we secured our supply chain of components coming in. Where we used to hold around three months stock of components, we've now doubled that to six months. It's not only the core which is important, but the components to build it as well are just as important.

To hear more from Kieran’s conversation with Marc check out the PMM podcast at WWW.RDR.LINK /AAM064

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM046

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STEERING

& SUSPENSION

Top tips for replacing and maintaining SHOCKS and STRUTS Monroe gives PMM readers some best practice advice to follow when it comes to replacing steering and suspension components.

Replace in pairs Replacing just one shock or strut can: ■ make a vehicle more difficult to control ■ increase the distance needed to complete a safe stop ■ cause the vehicle to fail a safety inspection ■ accelerate tyre wear ■ shorten the service life of the new shock or strut Shock absorbers and struts are vital safety components that directly affect braking distance, steering precision, stability and control. To help ensure safe suspension balance, handling and control, it is essential to replace shocks and struts in pairs – on both sides of the vehicle, front or back.

Always change shocks and struts in pairs – it’s essential.

Help protect driving safety and vehicle investment by following these three essential repair practices: ��� always install a new protection kit with each new shock or strut ��� always install a new mounting kit with each new strut ��� always replace shocks and struts in pairs

Frequency Monroe recommends shock servicing every 12,500 miles and replacement every 50,000 miles. Shock absorbers and struts contribute to a vehicle’s steering and handling precision by maintaining tyre-to road contact, reducing steering wander and controlling suspension movement in key situations. They help reduce stopping distance, including in braking emergencies, by keeping your tyres in contacts with the driving surface and preventing excessive weight transfer to the front wheels (brake dive).

Together with protection and mounting kits, shocks and struts help keep your vehicle

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upright, stable and in its lane in turns, on roundabouts and in sudden emergency manoeuvres by limiting weight transfer, body roll and lean and contributing to tyre grip.

Shocks and struts help provide the unique handling and comfort that led you to purchase your vehicle. These characteristics can slowly disappear as your shocks and struts lose their damping effectiveness.

The benefits of regular shock and strut servicing: Safer steering New shocks, struts, mounting kits and protection kits can help restore like-new steering precision and control in virtually any passenger vehicle.

Improved stopping New shocks and struts can help improve the effectiveness of brakes and tyres in a full range of stopping situations.

Greater stability New shocks & struts can help keep vehicles more firmly planted on the driving surface and in its lane while cornering.

Safer, more enjoyable ride Shocks and strut replacement can make it easier to control a vehicle, increase comfort and make it fun to drive again.

The risks of poorly serviced shocks and struts: Steering accuracy Worn shocks and struts can make your car more difficult to control in certain situations by increasing steering wander and reducing tyre-to-road contact.

Stopping distance A vehicle equipped with shocks or struts that are 50 per cent worn, traveling at 50 mph, will need an extra 2.6 meters of stopping distance than the same vehicle equipped with new shocks/struts.

Vehicle stability A vehicle equipped with shocks/struts that are 50 per cent worn, traveling at 37 mph around a 40° turn, can lose stability and go off course 4 mph sooner than the same vehicle with new shocks/struts.

Tyre life The presence of a worn shock absorber or strut can increase wear of the corresponding tyre by more than 7 per cent.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM047

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PRODUCT TEST

PRODUCT TEST Traction Charger CSU2-50B battery support unit Des Davies puts Traction Charger’s CSU2-50B battery support unit through its paces.

O

n taking delivery of this unit I could see that it was well constructed, easy to use and looked solid.

These are OEM-approved by the following manufacturers: Ford, Nissan, Volvo, Jaguar and Land Rover. All of their products are either made or sourced in the UK, which reduces the carbon footprint. The battery cable leads are approximately 2.7 metres long and the input supply cable is approximately 5 metres long, these proved to be very generous lengths and helped with connecting vehicles with hard-to-access battery locations. They are also of a good build quality.

This CSU2-50B unit can be used with any 12 V automotive battery including AGM, GEL and LiFeP04, which was very adaptable across a big range of batteries. The status of this BSU unit is indicated by three LEDs: power, polarity and demand.

When all three are illuminated, the BSU unit is supporting the battery for you; this was a nice easy visual check to inform you that the unit was operating correctly and also that your connections to the battery are correct.

It has an output current display, reverse polarity protection and disconnect detection, therefore this unit is very safe to use.

In CSU mode, when the battery is charged the CSU is a regulated power supply to sustain accessory loads and offset parasitic drain with battery state detection, ensuring safe prolonged use.

In BSU mode (battery support mode) a continuous power source is supplied to the battery until physically removed.

CSU current mode of operation: ■ to select BSU function – turn the mains on without the battery connected and wait for two beeps within two seconds. Then

74 JUNE 2022 PMM

connect to the battery by connecting the output leads to CSU2 via the yellow connector.

■ to select SSU function – connect to the battery with mains power off, then turn the mains on.

Specifications of the unit supplied Input: 100-240 V AC Frequency: 50/60Hz Weight: 6 Kg Size: 280x190x 90mm Output: 13.4 V up to 50A continuous

Mercedes E220 2.2D Blutec battery connections for this unit

It provides a stable voltage and up to 50 amps of fully regulated power to prevent loss of charge and damage to the battery, this was more than enough for most applications.

This low profile unit has been designed mainly for car showrooms and workshops and is only 90mm high and I found that it is quite heavy for such a small unit.

This unit has been designed to slip under most vehicles without scratching the floor surface and also features automatic current sensing in the SSU mode so that it knows when it is needed which is quite clever. It can also be trolley-mounted for workshop applications or fixed to a wall or vehicle lift which is quite useful.

Other conventional battery conditioners simply trickle charge the battery after it has been drained, but this unit provides instant support to the battery eliminating the need for recharging which was very good. It has intelligent sensing in the unit that determines exactly when support is required to minimise unnecessary noise and power consumption.

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When this support unit was connected to the vehicles on test, it was ready for demonstration and downloads making sure that the battery was kept in peak condition as well. This product provided constant voltage to prevent the loss of data and possible damage to control units during software updates, and module reprogramming as well as diagnostic processes when used in a key on, engine off position.

During diagnostic and programming operations, on most vehicles’ systems they are operating solely from the vehicle battery, therefore maintaining this battery voltage is essential if we aren’t going to cause any damage to vehicle systems and components.

The first vehicle I used this unit on was a Mercedez E220 2.2D Blutec 2014 which had Stop/Start problems, battery draining and a fault code for the NOx sensor.

I had the unit connected to the battery for most of the day, in order for me to diagnose these faults without worrying about battery drain and unstable readings with my test equipment. I noticed that the cooling fan of this unit would operate when the load on the battery was increased providing the higher current to cope with the demand.

To test in the showroom mode I switched on the sidelights, kept the doors and boot open and ignition on to stress the batteries and these were on most of the day supporting the vehicle battery with a constant voltage The next vehicle I tried it on was a KA2 1.3 with the check engine light on and with a

Voltage measured at the battery this was fairly constant throughout the testing of the vehicle systems

A Vauxhall Tigra 1.4 had a non-start issue with immobiliser and communication issues

Connecting to the KA2

Ford Focus mk2 1.6 with lost communication codes and non-start

fault with the engine management system The unit was connected to the vehicle whilst I diagnosed and tested this vehicle and kept a stable voltage for my tests.

This unit is a must-have tool if you are regularly testing circuits under constant battery load, very good quality and robust keeping the vehicles under test at the correct voltages giving you safe and accurate testing results.

An excellent product for supporting the battery whilst testing systems with the need for accurate results.

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK /AAM048 Battery support mode voltage

Voltage measured at the battery (battery support)

PMM JUNE 2022 75

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COMPETITION

PMM and Motul have teamed up this month to offer one lucky reader and their guest the chance to get in on the action as an exclusive VIP at the UK round of the World Superbike Championship.

WHEEL OF FORTUNE!

A

s proud naming partner of the World Superbike Championship, Motul is giving a lucky PMM reader and their guest the chance to experience the ultimate motorsport enthusiast’s package for the British round of the championship at Donington Park the weekend of the 16-17th July.

What’s included?

A pair of Motul’s bespoke VIP hospitality packages at the UK round of the world superbike championship – 16-17th July.

■ be a guest of the championship

sponsor ■ day long hospitality ■ behind-the-scenes tour ■ visit the garages ■ pit lane viewing ■ …and more!

Motul is one of the oldest-established lubricant companies in the world and is currently the UK’s market leading brand for motorbike and motorsport lubricants. It has been responsible for bringing many of the world’s lubricant developments to market: Multigrade oils, semi-synthetic and fully synthetic motor oils were all introduced into the market by the company.

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Much of Motul’s lubricant technology has been developed and tested on the race track, in the heat of competition, on both two and four wheels. Motul continues to win World Championships and its flagship 300V – originally introduced in 1971 and recently further improved – is the standard by which other motorsport lubricants are judged.

The race-to-road dynamic has long made its presence felt in the workshops of Europe, and such is the quality of Motul’s passenger car motor oils that this year’s UK Formula 4 Championship has specified Motul 8100 XPower – available off the shelves of factors around the country – as its mandated engine oil for 2022. This prize package should prove particularly interesting to PMM readers, as it will bring the winners right into the thick of things at Donington.

There will be plenty of the highlife in the VIP hospitality area throughout the day, however, the winners will also be given an exclusive behind-the-scenes look at the organisation of the championship, and will be given exclusive access to the racing garages.

Motul is the lubricant partner of the factory HRC Honda team in World Superbikes and is OE Lubricant supplier and racing partner to MV Agusta in World Supersport. There will be the chance to interact with the teams and to see them working up close, to chat to team personnel and to really get an understanding of what is involved in putting World Championship racing machines onto the track.

How do you enter?

To be in with a chance of winning, all you have to do is WWW.RDR.LINK /AAM049

and answer the following three multiple choice questions:

To which of the following is Motul the official lubricant partner? a) The Le Mans 24 Hours b) The Goodwood Revival c) Moto GP d) The FIA World Endurance Championship e) All of the above

The Honda model that is used in the World Superbike Championship by Motul is a) The Firestorm b) The Firefly c) The Firefox d) The Firestarter e) The Fireblade

Motul’s new sustainable, solvent-free workshop parts cleaning system is called: a) SuperClean b) BioWash c) EnviroWash d) GreenClean e) BioClean Deadline for entries is 10/07/2022 For Ts & Cs see website

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GIVEAWAYS

The best things in life are free...

Check out the fantastic freebies on offer this month To enter the prize draw, go to

WWW.RDR.LINK/AAM050

3 TOYOTA GAZOO RACING TEAM JACKETS FROM DENSO Denso is a partner of Toyota Gazoo Racing, one of the most prominent teams in world motorsport, with almost unprecedented success in the World Endurance Championship and World Rally Championship, in particular. Therefore, in addition to the premium quality products it brings to the independent sector through its comprehensive aftermarket programme, high calibre technical training and best practice advice it provides through its e-Learning programme, Denso have access to some very cool and contemporary motorsport apparel.

Whilst Denso usually supports independents in other ways, through their relationship with the team they are delighted to offer 3 lucky PMM readers the chance to claim a highly sort after Toyota Gazoo Racing lightweight team jacket worth £150, supporting the aftermarket in a different way.

1 BOX OF 20 CANS OF ENGINE FLUSH PLUS FROM LIQUI MOLY An oil change provides an excellent opportunity to clean the oil circuit. The fresh oil can then develop its maximum performance in a clean engine. Cleaning is quick, without any major additional work using Liqui Moly Engine Flush Plus. Because this additive removes oil sludge and deposits from the oil circuit, Liqui Moly are giving away a box of 20 cans to one lucky PMM reader.

Using Engine Flush Plus is easy: Just before changing the oil, add Engine Flush to the warm oil and allow the engine to idle for 10 to a maximum of 15 minutes, depending on the degree of contamination. During this time, the active cleaning agents dissolve deposits and other contamination, keeping them in suspension. Then the motor oil is drained together with the particles suspended in it. The oil circuit is then clean again and the new motor oil can deploy its maximum potential.

The alternative with a dirty oil circuit is to do nothing, where deposits continue to grow, wear increases and the emission values become worse; the risk of breakdowns and engine damage increasing. Considering this background, the minor additional cost for Engine Flush saves customers major repair costs later and it allows the garage to upgrade the oil change from an ordinary low margin service to a special treatment with high margins.

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COMPETITION

WIN!

GET KITTED OUT

Use promo code PM M22 when you sign up to REPXPERT and you could win a Scha effler REPXPERT jacket!

Schaeffler is giving PMM readers the chance to win REPXPERT branded workwear, designed to raise your game and your image.

F

irst impressions count, and a big part of that initial opinion comes down to not only how your workshop team engages with your customers, but also how they look. As a result, Schaeffler’s range of REPXPERT branded clothing and accessories is proving to be a popular choice for technicians in the bonus shop, one of the most visited pages within the award-winning REPXPERT technical platform.

Top tier In line with Schaeffler’s Tier One supplier status, the entire REPXPERT workshop clothing range is premium quality, with many items ethically sourced using sustainable organic cotton and recycled materials. Each item is fully REPXPERT branded, including nape transfers and rubber tags for a professional look and feel. There are also collectable special edition t-shirts that make a regular appearance amongst the more traditional workshop wear.

REPXPERT members can earn points to spend on workshop clothing by redeeming

78 JUNE 2022 PMM

the bonus coupons found in Schaeffler product cartons, collecting 600 points with every LuK DMF, 300 points with each LuK RepSet clutch kit, or 150 with INA belt system kits or FAG WheelSets. Simply scan each coupon using the REPXPERT app, or manually enter the code on the REPXPERT website, to collect points which can then be exchanged for clothing, tools, or merchandise in the bonus shop.

As a special offer to PMM readers who sign up to REPXPERT, Schaeffler is giving away a Schaeffler REPXPERT jacket to each of the first five new garage members that register for free at WWW.RDR.LINK/AAM051 , using the promotional code PMM22.

WANT TO KNOW MORE? INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, LABOUR TIMES AND MUCH MORE CAN BE FOUND ON THE REPXPERT WORKSHOP PORTAL – WWW.REPXPERT.CO.UK – THE REPXPERT APP, OR

BY CALLING THE SCHAEFFLER REPXPERT HOTLINE ON 0872 737 0037.

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PIT STOP

In need of a refuel?

FIND THE LINK... ● Which actor links these three films? The Big Short, American Psycho and The Dark Knight ● What word can follow these three words?

Bean, Clutch and Bin

WORD WHEEL

● Which sport is played at these three venues? Fenway Park, Oracle Park and Dodger Stadium

How many words of four letters or more can you make from the letters provided? You have to use the central letter in each word, and there is one nine-letter word that can be made from every letter in the wheel. See how many you can get! Here’s what you should aim for: 13 four-letter words, 3 five-letter words, 3 six-letter word, 1 seven-letter word and 1 nine-letter word.

Good Luck

● Which capital city links these three landmarks? The Brandenburg Gate, The Reichstag Building and The East Side Gallery ● What food might you be making if you were using the following ingredients?

Basil, Pine Nuts, Olive Oil, Parmesan Cheese and Garlic

T U I

C

O

A M

GARAGE GAGS

T

What do you get when dinosaurs crash their cars?

A

Tyrannosaurus wrecks.

HOW DID YOU DO? TO FIND OUT THE ANSWERS GO TO WWW.RDR.LINK/ AAM053

Fancy a crack at a joke?

Send in your (clean) attempts to fcoleman@hammerville.co.uk

080_PMM_JUNE22_Layout 1 05/05/2022 11:32 Page 80

ONLINE ROUND UP

Stars of the screen!

Everything published in the paper version of PMM is also available online, with added extras such as online aids

by Trico that address common issues when fitting wiper blades. With easy access to a wide range of information on previously reported topics, as well as competitions and giveaways, it is well worth joining our 50,000 monthly visitors.

Solving technical problems When working on cars, technicians can face a multitude of issues that vary from vehicle to vehicle – something that keeps us all on our toes! However, with the ‘Troubleshooter’ feature in PMM you can find examples of technicians tackling common problems with a number of varying models of cars. A comprehensive backlog of these are available on the PMM website making our technical pages worth a visit. For example, pictured you can see an article posted on the website from a PICO technician, Ben Martins, solving a charging problem in a Renault Kangoo. Ben started by giving a safety warning for working on EVs, before checking for any abnormalities (such as rodents in the bonnet!) and confirming the fault. He then carried

PMM takes a look back on some highlights from PMM Online

out a number of tests, such as using a scan tool to double-check for any change with DTCs. After seeing that there was actually current flowing from the mains, Ben recalled that some manufacturers have a battery lease program in place, Renault being one of them – something all EV trained technicians should be aware of. He realised what had happened was the battery lease was not explained properly to the current owner of the car and so it had run out, causing Renault to remotely disable the battery from charging.

Online garage aids One aspect of technology is that it’s always updating, even in the motor trade, but you can stay on top of the latest in online garage aids in this dedicated section of the PMM website.

This includes an article highlighting a wiper blade app from Bosch, featuring videos on how to accurately fit and replace this part and a mechanism that allows you to find a comprehensive list

of Bosch wiper blades that fit the model of car you’re working on.

Technology and apps are there to make your life easier so let them, especially with the help of this feature on the website.

Come and find out more at www.pmmonline.co.uk 80 JUNE 2022 PMM

081_PMM_JUNE22_Layout 1 05/05/2022 11:37 Page 81

WHATS NEW?

MORE INFO Just type in www.rdr.link followed by the unique code shown to get straight to more info.

■ ELECTRICAL CONNECTOR REMOVAL TOOL

■ JACKS In the second edition of their tool promotion, you can find discounts on Sealey’s exclusive range of jacks. The 3290CX is said to be one of the most compact and lightweight, all steel 3tonne trolley jacks, making it ideal for roadside or workshop use. It comes fitted with a safety overload valve and pump-through valve to prevent the handle locking at maximum ram extension, whilst the heavy-duty castors and large saddle are designed for ease when positioning under the vehicle. The 4040 coloured range offers a large lifting capacity for a chassis trolley jack. Their universal joint release mechanism claims to allow a safer and more controlled lowering of the jack, whilst their rocket lift feature brings the lifting arm into contact with the jacking point with minimal pumps.

WANT TO KNOW MORE?

For more information

WWW.RDR.LINK /AAM054

Pulling multi-pin electrical connectors apart can be a pain, especially if you’re struggling to access a harness connection between the engine and bulkhead or behind the gearbox. The new connector removal tool from Laser Tools (part number 8254) will help.

It’s for use on vehicle electrical connectors that use a single locking catch mechanism — the design allows the lock button to be pushed down and pulled back, releasing the connector with ease. The compact design (overall length 95mm) is ideal where space is limited and the softdipped handle makes it easy to grip and comfortable to use.

WANT TO KNOW MORE?

For more information

WWW.RDR.LINK /AAM056

■ REPAIR SOLUTION Schaeffler has introduced LuK Repset 2CT repair solution for popular VAG DQ381 ‘wet’ double clutch system. The kit can service over 300,000 popular Volkswagen Audi Group UK and Irish vehicles that are equipped with the DQ381 ‘wet’ double clutch system, including the Seat Ateca, Leon and Tarraco.

The DQ381, is an electronically controlled, twin-clutch, multipleshaft, automatic gearbox, in either a transaxle or traditional transmission layout, depending on the engine/drive configuration.

WANT TO KNOW MORE?

For more information

■ PRODUCT CATALOGUE

WWW.RDR.LINK /AAM057

■ NEW-TO-RANGE

The new directory of diagnostic and workshop equipment is a comprehensive guide to the latest in Launch Tech’s expanded product offering, serving vehicles of all ages and powertrains. It features products such as the company’s maintenance and servicing equipment range, including TPMS readers, diesel particulate filter (DPF) cleaning tools, air conditioning servicing units, and brake fluid exchangers. The catalogue also features lead functions of advanced workshop tools such as the VT46, capable of sensor activation, ECU reset and programming on all makes of RF tyre valve, and the DPF gun, designed to help with the cleaning of DPFs, which are becoming ubiquitous on vehicles as more stringent emissions standards come into force.

First Line has 52 new references including new wheel bearing references for Volkswagen vehicles, including the rear wheel bearing kit FBK1526, to fit the most recent Volkswagen Polo and T-Cross models among others. The company have also launched new steering and suspension references this month for electric vehicles, including FDL7650, a stabiliser link to fit Volkswagen’s ID.3 and ID.4 models, and FCA7865, a suspension arm kit to fit the Tesla Model S 2015 onwards. For the Peugeot 208 E and Vauxhall Corsa E, ball joint FBJ5777 is now available also.

WANT TO KNOW MORE?

WANT TO KNOW MORE?

For more information

WWW.RDR.LINK /AAM055

For more information

WWW.RDR.LINK /AAM058

PMM JUNE 2022 81

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WHAT’S NEW?

■ MOTORCYCLE APPLICATIONS NGK has a rich pedigree in the two-wheel bike scene both on the road and also in the motorcycling racing arena where its spark plugs have helped some of the world’s leading teams and riders to countless victories. Nine out of 10 bikers rely on NGK spark plugs which is no surprise as the company supplies the original equipment (OE) spark plugs for most motorcycles on the market. The new 124page catalogue includes 297-part numbers with 41 new motorcycle applications and three new ones for All-Terrain Vehicles (ATV).

There are 3592 applications for motorcycles and 416 for ATVs.

■ BLUETOOTH WHEEL ALIGNER Absolute Alignment has launched a new version of its popular Bluetooth Lite wheel aligner, a development on the existing ‘Lite’ product. It has a small footprint, making it quick to put to work anywhere in the workshop and can be used over a pit or on a variety of lifts, including two and four-post ramps and a scissor lift. The measuring heads have the power capabilities for a full day of use and the attached fixing clamps fit a range of vehicles, to meet most workshop demands. The six-camera CCD alignment system is OEM-standard, and the aligner runs off Samsung Android tablet so that technicians carry out adjustments without needing line-of-sight to a base unit. On-site training and a full customer support service are included in the package to make sure garages benefit fully from the potential profitability.

WANT TO KNOW MORE?

For more information

WWW.RDR.LINK /AAM059

WWW.RDR.LINK /AAM061

■ EV TRANSMISSION FLUIDS Castrol has launched their EV Transmission Fluids specifically for use by franchised and independent workshops certified to work on electrified vehicle (EV) powertrains. Available in five-litre packs, the two new products – in D1 and D2 variants – suit a wide range of EVs, aiming to help extend the life of the drivetrain system and enable EVs to go further on a single charge. The new product is a high performance and high efficiency fully synthetic fluid for transmissions paired with dry e-motors, offering high levels of gear and bearing protection. This is part of a range of EV fluids, including thermal fluids and greases that help with the mainstream adoption of EVs.

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The Knipex power set includes combination pliers, diagonal cutters and water pump pliers all in one kit. The high cutting capacity of the diagonal cutters and combination pliers is due to the geometry of the cutting edges, joint and the handles, designed for efficiency. The water pump pliers are forged from chrome vanadium electric steel. The opening width is adjusted directly on the component: place the upper jaw on the component, press the button, push the lower jaw up to the component, release the button, the pliers are accurately adjusted. The fine adjustment is said to allow the user to find a hand-friendly gripping position. Also, thanks to the self-locking effect, all manual force can flow into the rotating movement. The pliers are 250mm long, generating high leverage, which is permanently and safely transferred to the component by the induction hardened gripping teeth.

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82 JUNE 2022 PMM

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■ TOOL SET

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WWW.RDR.LINK /AAM062

■ NEW-TO-RANGE Demonstrating the growing number of product groups that now feature in their aftermarket programme, Dayco has introduced almost 40 new part numbers during the first quarter of 2022. Although many of the new additions are familiar power transmission components, where the company is a major player, supplying original equipment (OE) parts to vehicle manufacturers across Europe and around the world, several fall within other categories, for instance, thermal management. This includes thermostats, front end auxiliary drive kits and an increase in the damper pulley range. Later in the year, steering and suspension kits are also planned to be introduced.

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WWW.RDR.LINK /AAM060

For more information

WWW.RDR.LINK /AAM063

083_PMM_JUNE22_Layout 1 05/05/2022 15:15 Page 50

ADVERTISEMENT INDEX

Here is a useful summary of all the adverts that appear in this issue of Professional Motor Mechanic.

Each is listed with its page number and a direct URL that will get you straight to the relevant online information

ACtronics Ltd .............................................................. (page 4)

Karnetic/Autel ............................................................ (page 58)

www.rdr.link/AAM100

www.rdr.link/AAM119

Alliance Automotive/APEC ...................................... (page 10)

KYB ............................................................................ (page 71)

www.rdr.link/AAM101

www.rdr.link/AAM120

Autowave .................................................................... (page 77)

Liqui Moly UK Ltd .................................................... (page 57)

www.rdr.link/AAM102

www.rdr.link/AAM121

BG Products .............................................................. (page 51)

MAM Software Ltd .................................................... (page 37)

www.rdr.link/AAM103

www.rdr.link/AAM122

Bailcast ...................................................................... (page 67)

Meyle UK Ltd ............................................................ (page 26)

www.rdr.link/AAM104

www.rdr.link/AAM123

Ben .............................................................................. (page 42)

Motul SA .................................................................... (page 53)

www.rdr.link/AAM105

www.rdr.link/AAM124

Bilstein ........................................................................ (page 26)

Opus IVS .................................................................... (page 65)

www.rdr.link/AAM106

www.rdr.link/AAM125

Borgwarner/Delphi ...................................................... (page 9)

Petronas Lubricants .................................................... (page 54)

www.rdr.link/AAM107

www.rdr.link/AAM126

Brembo ...................................................................... (page 32)

Pico Technology ........................................................ (page 19)

www.rdr.link/AAM108

www.rdr.link/AAM127

Carwood Motor Units .................................................. (page 7)

PMM Online .............................................................. (page 45)

www.rdr.link/AAM109

www.rdr.link/AAM128

Castrol UK Ltd .......................................................... (page 46)

Polybush .................................................................... (page 73)

www.rdr.link/AAM110

www.rdr.link/AAM129

Castrol UK Ltd .................................................. (page 84/OBC)

Prologics Europe ........................................................ (page 69)

www.rdr.link/AAM111

www.rdr.link/AAM130

Clarios/Varta ........................................................ (pages 30,31)

Ring Automotive ........................................................ (page 32)

www.rdr.link/AAM112

www.rdr.link/AAM131

Clean Diesel .............................................................. (page 51)

Robert Bosch .............................................................. (page 29)

www.rdr.link/AAM113

www.rdr.link/AAM132

Contitech Power ........................................................ (page 39)

Schaeffler .............................................................. (page 2/IFC)

www.rdr.link/AAM114

www.rdr.link/AAM133

FAI Automotives Plc .................................................. (page 66)

Shaftec Automotive .................................................... (page 73)

www.rdr.link/AAM115

www.rdr.link/AAM134

Group Tyre .................................................................. (page 13)

Total Energies ............................................................ (page 63)

www.rdr.link/AAM116

www.rdr.link/AAM135

Jack Sealey Ltd .......................................................... (page 35)

Traction Charger Co .................................................. (page 61)

www.rdr.link/AAM117

www.rdr.link/AAM136

Karcher Ltd ................................................................ (page 16) www.rdr.link/AAM118

PMM grid_Layout 1 25/04/2022 12:27 Page 1