Professional Motor Mechanic March 2020

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PROFESSIONAL

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MARCH 2020

MOTOR

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

THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

THE COST OF PROGRESS Understanding the hidden costs of the war against emissions

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

Also inside...

All the information you need to meet the MOT Annual Training deadline

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Contents Regulars 7-10

NEWS & VIEWS

12

TROUBLESHOOTING

14

CLUTCH CLINIC

16

BELT FOCUS

19-27

TECH TIPS

28-34

BUSINESS & TRAINING

36-40

SPECIAL REPORTS

42

PIT STOP

74

MECHANEX MONTHLY

76

COMPETITION

77

GIVEAWAYS

78-81

WHAT’S NEW?

VOLUME 21 ISSUE 3 MARCH 2020

Features

45-54 EXHAUSTS & EMISSIONS

Editor’s Picks 30

MARKETING TOOLBOX

57-62 MOT

Louise Ellison returns to discuss how to make your garage appeal to all types of customer

32

DO YOU COMPUTE?

64 -73 TOOLS & EQUIPMENT

New PMM contributor, Hayley Pells of Avia Autos, delves into the problem of digital illiteracy

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LEARNING FROM THE REPXPERTS PMM reports from the second instalment of REPXPERT Academy LIVE

Total Average Net Distribution 60,820 1st July 2018 – 30th June 2019

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VIEWPOINT

Editor DANIEL ARON

The best-laid plans

Editorial Assistant LAURA GUALDI Digital Manager KELLY NEWSTEAD Account Manager

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

Subscriptions

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

EUROPE and OVERSEAS 1 year (11 issues) £50 Airmail 1 year (11 issues) £65 Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts, WD24 4YF. Tel: Watford (01923) 237799 Fax: (01923) 246901

ather shockingly, the start of February saw the Government announce that it will be moving the cutoff date for the sale of new petrol and diesel vehicles to 2035 – five years gone in just a few words.

Understandably, the change of heart left many within the automotive industry a little confused about the reasoning behind the decision, generating the short but very difficult question: Can we achieve it?

It has only been a couple of months since the start of an entirely new decade, and yet it already seems as though the next 10 years will be all about the most time-worn of words: ‘emissions’. To be more specific, I should really say ‘the reduction of emissions’, and the resultant scramble towards a cleaner, more eco-friendly future. This attitude towards our carbon footprint is only set to increase in intensity, with the likes of Greta Thunberg and Sir David Attenborough pushing for seismic change. As you will no doubt expect, the automotive industry will bear the brunt of this responsibility.

So, is this new target realistic? A couple of years back, I wrote about how Tesla’s struggles and repeated financial losses at the time were the perfect metaphor for the wholesale uptake of electric and hybrid vehicles. Essentially, Elon Musk had set unachievable production targets using over-ambitious manufacturing techniques, which I argued was representative of the push towards electrification as a whole. Might we be experiencing a similar scenario once again with this new 2035 deadline?

The Government’s plans for success are unclear to say the least. In response to the announcement, Mike Hawes, SMMT Chief Executive, raised a number of issues that need to be addressed if the UK is to meet the new deadline (page 8): “We still don’t have clarity on the future of the plug-in car grant…which ends in March, while the UK’s charging network is still woefully inadequate.” It was not a particularly optimistic reply, expressing very real concerns, and rightly so. What’s even more concerning is that we barely have the monitoring of current emissions technology sorted – on page 52, Premier Diagnostics argues that MOT emissions testing still has a long way to go.

This leaves us in a baffling position. It’s hard to believe that the Government would have made this decision without having a plan to ensure a successful conclusion. However, as it stands, the automotive industry, and many more besides, have been left mystified. Hopefully, further clarity will be provided at some point soon, but in the meantime, perhaps some solace can be taken from the knowledge that Tesla aimed high, and managed to post back-to-back profits in the last two quarters of 2019 – maybe it was all just part of the plan.

E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk Website: www.pmmonline.co.uk Facebook: /ProfessionalMotorMechanic Twitter: @pmmmagazine Copyright © 2020

Enjoy the issue and have a good month.

Daniel Aron Editor

Associate member

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

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

NEWS

& VIEWS

IAAF set to kick off the year with first industry briefing session of 2020

IGA calls for greater control of apprenticeship levy The Independent Garage Association (IGA) is calling for greater control of the apprenticeship levy to help reduce the shortage of skilled technicians, following statistics that suggest half of levy-funded apprenticeships are ‘fake’.

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nalysis by Education and Skills (EDSK) suggests that the majority of the levy is being put towards existing adult workers, instead of promoting the training of young people in skilled roles.

Frank Harvey, IGA Head of Member Services, stated, “The shortage of skilled technicians is the number one issue facing the automotive sector. The apprentice levy should play a key part in fixing this skills gap; however, the system is clearly flawed and open to abuse.

“It appears that larger employers paying the levy are

able to ‘get their money’s worth’ by using the levy to fund what would normally be college or university courses, whilst the grass-root craft skilled posts become virtually devoid of funding due to low entrant numbers.

“Smaller employers that typically engage craft skills apprentices are finding it more and more difficult to not only recruit apprentices, but also to find funded courses,” he explained.

“The automotive sector is vital to the UK economy, the mobility of the UK work force, and the supply chain. New entrants are critical to ensure there are skilled technicians available for the future.”

“The apprentice levy should play a key part in fixing this skills gap; however, the system is clearly flawed and open to abuse.”

Independent Automotive Aftermarket Federation (IAAF) members are invited to attend its first free-of-charge industry briefing session of the year, to be held at PG Automotive in Leicester this month.

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he keynote speaker will be Adrian Botham, Founder & MD of Servispart Consulting, a specialist aftermarket consultancy that provides strategy, change and systems advice for OEMs, parts and equipment manufacturers, and distributors.

Adrian is set to present some of his latest parts management research findings, and will advise members on how to achieve aftermarket excellence and growth within their parts and service businesses.

Emma-Jane Morris from the Driver and Vehicle Standards Agency (DVSA) will also be on hand to discuss the issue of market surveillance, and how its ongoing development will affect the automotive aftermarket.

With a busy and uncertain year ahead, the IAAF will outline its plans for 2020, as well as its efforts to tackle current industry issues, including the most recent developments with the connected car, Block Exemption Regulation and the progress of the ‘Your Car Your Choice’ campaign.

Adrian Botham

“With a busy and uncertain year ahead, the IAAF will outline its plans for 2020, as well as its efforts to tackle current industry issues.”

Mike Smallbone, IAAF Head of Membership Development, said, “We’re gearing up for an exciting year of change within the automotive aftermarket, and this session will provide a real insight into significant industry developments.

“As ever, IAAF will continue to fight any potential issues affecting our members and the wider sector, and we look forward to sharing more information at the event.”

Further information, including timings and the day’s agenda, will be confirmed closer to the date.

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NEWS

& VIEWS

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UK towns and cities see surge in ultra-low emission vehicle ownership

©Oleksandr/AdobeStock

SMMT responds to Government’s 2035 deadline At the beginning of February, the UK Government announced the rescheduling of the ban on new petrol and diesel vehicles, moving the cut-off date from 2040 to 2035.

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ike Hawes, SMMT Chief Executive, had the following to say about the decision: “It’s extremely concerning that government has seemingly moved the goalposts for consumers and industry on such a critical issue. Manufacturers are fully invested in a zero-emissions future, with some 60 plug-in models now on the market and 34 more coming in 2020.

“However, with current demand for this expensive technology still accounting for just a fraction of sales, it’s clear that accelerating an already challenging ambition will take more than industry investment.

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“This is about market transformation, yet we still don’t have clarity on the future of the plug-in car grant – the most significant driver of EV uptake – which ends in March, while the UK’s charging network is still woefully inadequate.

“If the UK is to lead the zeroemissions agenda, we need a competitive marketplace and a competitive business environment to encourage manufacturers to sell and build here. A date without a plan will merely destroy value today.

“So, we therefore need to hear how the government plans to fulfil its ambitions in a sustainable way, one that safeguards industry and jobs, allows people from all income groups and regions to adapt and benefit, and, crucially, does not undermine sales of today’s low emission technologies, including popular hybrids, all of which are essential to deliver air quality and climate change goals now.”

Exeter is the UK’s greenest motoring hotspot, with the fastest growth in ultra-low emission vehicle (ULEV) ownership since 2018, up more than 150%, according to DVLA registration data analysed by car selling comparison website Motorway.co.uk.

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he latest figures, broken down by region and local authority, reveals that the total number of ULEVs registered in the Exeter local authority, as of Q3 2019, was 1,194 – a 157% increase compared to just 464 registered in Q3 2018.

Seven of the top ten local authorities for ULEV registrations since 2018 are London boroughs, with Newham and Waltham Forest seeing an annual growth of 114% and 82%, respectively. At the bottom of the green motoring table are Sunderland and Wychavon, a

district in Worcestershire, where ULEV numbers have grown less than 7% over the past 12 months.

Alex Buttle, Director of Motorway.co.uk, commented, “These figures show a huge disparity between areas that are embracing greener motoring and areas where take-up of ULEVs is in the slow lane. They highlight the need to focus not just at a national level, but also to confront issues regionally in areas where ULEV take-up is lagging behind.

“According to recent SMMT figures, 10% of UK new car sales are now in the alternative fuel categories. However, pure electric registrations still only make up around 2% of the total number of new car sales.

“While they are cheap to run and most owners are keen to drive less-polluting cars, too many people are holding off making the switch, due to questions surrounding the charging infrastructure and the initial outlay of moving to an EV.”

©magicbones/AdobeStock

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©malajscy/AdobeStock

Government taskforce releases report to enable EV transition A government-backed taskforce, comprising key players in the energy, infrastructure and transport sectors, claims that an effectively managed integration of electric vehicles with the energy system can significantly improve electricity network efficiency and resilience.

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he Electric Vehicle Energy Taskforce was established in 2018 to present proposals to both government and industry, and to bring together the auto and energy sectors.

The taskforce claims that infrastructure spending cost can be significantly reduced if the transition is effectively coordinated between government and key energy, infrastructure, and transport industry stakeholders.

A prior study placed this figure between £2.7bn and £6.5bn.

The taskforce’s new report contains 21 key proposal actions to be taken by the government and industry to enable an effective and efficient electric mobility

major publicity campaign, to ensure EV drivers are confident and well informed.

■ Extending the principle of

‘open data’ in the energy system to include EV charge points and EVs to allow more effective smart charging of EVs.

transition. Proposals include: ■ Providing financial incentives

to EV drivers, to ensure that the potential energy storage capacity of millions of electric vehicles is used to reduce peak demand.

■ Prioritising greater

standardisation across the charging network to ensure it works resiliently, efficiently and securely with the electricity system.

■ Establishing an independent

body to promote the benefits of smart charging through a

Coordinating the introduction of a smart charging infrastructure will allow network operators to balance demand and supply through an electricity grid and incorporate intermittent renewable energy sources. EV drivers willing to charge their vehicles during periods of low electricity demand will benefit from lower fuel costs in the transition ahead.

Minister for the Future of Transport, George Freeman, said, “The government commissioned the taskforce to advise how we can best work with industry to make sure the energy system is ready for the transition to electric vehicles. This report provides important evidence to shape the next stage of our Road to Zero roadmap.”

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NEWS

& VIEWS

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

Ben increases mental health digital support services Ben is introducing a digital platform to better serve the automotive industry and to deliver better mental health support.

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y extending its services, Ben offers more choice for individuals seeking support with mental health and wellbeing issues including stress, anxiety, and depression. This decision is in direct response to insights gained about the needs of automotive industry people. Last year, 52% of all contacts to the Ben helpline were due to concerns with mental health.

“The digital platform will allow easy access and convenience for those who choose to receive support this way.”

The digital platform will allow easy access and convenience for those who choose to receive support this way. It will support people with issues such as stress, anxiety, and depression, as well as commonly associated issues like money worries or sleeping difficulties.

As Ben continues to transform its health and wellbeing services, the digital platform will be extended to support people with their wellbeing, lifestyle, and building personal resilience with specific programmes including mindfulness.

If individuals need to speak to someone, they can contact Ben’s free and confidential helpline service and speak to a trained advisor on 08081 311 333. They can also email supportservices@ben.org.uk, or visit Ben’s website: www.ben.org.uk.

SMP Europe rebrands for next phase of growth Standard Motor Products Europe has rebranded to SMP Europe, to reflect the company’s plans for growth and development.

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he move to the new branding is designed to ensure clarity on SMP Europe’s identity, its position in a changing automotive market, and its engineering expertise. The Lucas, Intermotor and Lemark brands will operate under the SMP Europe umbrella, and will go to market with their own sales

TMD Friction inspires the next generation of mechanical engineers TMD Friction recently hosted the next generation of mechanical engineers at its UK factory.

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he pupils were invited on the tour as part of TMD Friction’s investment into supporting young people within the industry. Later in the year, the Hartlepool facility will host more pupils from UK-based colleges in a bid to encourage more young people

10 MARCH 2020 PMM

and marketing strategy.

The rebranding follows an overhaul of its UK site and the investment of further resources into its Centre of Excellence in Nottingham. The site has also seen the addition of new workshop facilities and engineering equipment to aid the prototyping of products.

Richard Morley, SMP Europe Commercial Director, said, “The change to SMP Europe reflects our evolution as a company while maintaining a connection to our history.”

to choose a career within the automotive sector.

Scott Irwin, Head of Technical Training at TMD Friction, said, “The industry is suffering from a skills shortage, with the number of technicians retiring being higher than the number of new workers entering the sector.”

To counteract this, TMD Friction aims to inspire pupils from an early age, to encourage their passion for the industry.

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TROUBLESHOOTING

Fault codes – symptom or cause?

Ross Kemp of Scantec Automotive highlights a recent case where a DPF fault code turned out to be far more complicated than it first appeared.

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e were recently tasked with investigating a DPFrelated fault on a 2014 Seat Alhambra with a CFFB engine. The vehicle was brought to us by the owner via another workshop. The referring workshop had run some tests and advised the owner that the vehicle required a new DPF, but to have us at Scantec run some tests on the vehicle first to confirm the faults before going ahead with the replacement.

When the customer dropped the vehicle to us, they explained that they had an ongoing issue with exhaust smells inside the cabin and had previously had leaking exhaust gaskets replaced. Unfortunately, the smells continued with intermittent faults being logged relating to the DPF system.

Our initial fault analysis confirmed one fault code stored and present in the engine control module: P246300 – Particulate Filter Restriction – Soot Accumulation.

Quick data checks/live data analysis suggested that the DPF pressure was around 30 mBar at idle and some 175 mBar at fast

12 MARCH 2020 PMM

idle, confirming why the above fault code was being triggered. After checking the data further, there was the suggestion that the last DPF regeneration was only 7km ago, yet we had a calculated soot content of over 55g.

Out of sync sensors After checking the pressures manually, we discovered that although the pressures were clearly too high, there was a clear difference between the pressures reported by the DPF pressure sensor and the actual/physical pressures measured at the sensor. This confirmed that the pressure sensor was not calibrated and required replacement.

Following the replacement of the DPF pressure sensor, we continued our testing routine by initially following the manufacturer’s test plan for fault P246300.

However, on entering the test plan, the suggested course of action was to carry out a forced DPF regeneration.

Now, not being a fan of forced regenerations and knowing what we already knew regarding the soot content and pressures, it was highly unlikely that the test plan would lead us anywhere other than a recommendation to replace the DPF.

The road test We decided at this stage to carry out an extended road test while monitoring the data to ascertain whether regeneration was attempted by the engine control system, and if so, then to what effect. Before a road test, we always carry out a quick vehicle check over.

On this occasion, it paid off as we found that the engine oil was overfilled by approximately 1L. After checking the service history with the owner, we confirmed that the engine was in fact due an oil change, so for the owner’s sake and ours, we carried out a quick oil and filter change before proceeding with the road test.

During the road test, it was almost immediately apparent thanks to the data that the engine control system had requested and adopted a DPF regeneration strategy. This was clearly visible when monitoring exhaust gas temperatures, but we also quite clearly noted exhaust fumes inside the cabin, so much so that it was uncomfortable to drive.

Despite this being uncomfortable, we were able to drive the vehicle for long enough to confirm that DPF regeneration was almost permanently active throughout the drive, yet it seemed to have little to no effect on the pressures and/or the soot calculations.

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Regeneration game Now, regardless of the science, myths or magic potions, DPF regeneration, the conversion of soot to ash, is achieved automatically/manually over a certain temperature. In this vehicle’s case, it was clear that the control system was achieving those required temperatures during the test drive as it should do.

So, why did the pressures not drop? Did we have a defective DPF in some way? Was the referring garage right to suggest the DPF required replacement? After all, we had no other faults being logged other than that of a DPF restriction, and the manufacturer test plan also suggested that we should replace the DPF.

Is the DPF the problem?

However, the above assumption is seriously flawed. An important factor to consider is that this vehicle’s engine control system does not utilise a DPF differential pressure sensor – it uses a single measurement pressure sensor. Therefore, the so-called ‘DPF

pressure sensor’ in this case would be more aptly called an ‘exhaust pressure sensor’ as it is actually measuring the complete exhaust system pressure.

When you consider this and the fact that this vehicle also utilises an SCR Cat, it opens up the possibility that the pressures being seen by the pressure sensor could technically be anywhere in the system and not in fact due to a DPF-related issue at all. Opening up the exhaust system and carrying out further pressure tests and borescope inspections confirmed nearly all of the pressure identified was actually due to a failed/blocked SCR Cat. After replacing the SCR Cat, resetting all systems and retesting the vehicle, we found that the DPF (or in this case, exhaust) pressures to be around 3 mBar at idle – confirming that there had never actually been a DPF issue.

measurement sensor. Due to this ‘design’, any developing faults in the complete exhaust system after the DPF will automatically be blamed on the DPF, causing unnecessary DPF regenerations and associated heat, increased fuel usage, ever increasing engine oil level, and if not carefully considered, unnecessary DPF replacements. We were also fairly confident that the demise of the original pressure sensor was caused by the excessive heat from the unnecessary regenerations being forced back up a single pressure pipe to the sensor due to the blockage in the SCR Cat. Understanding the system design and the associated issues that may arise from said design and not blindly following manufacturer test plans (in this case) was the key to a correct diagnosis and avoided any unnecessary parts replacements.

Conclusion So, we had discovered what in our opinion is a design fault, or perhaps a cost-saving exercise, in only using a single pressure

To find out more about the services provided by Scantec Automotive, www.rdr.link /an001

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CLUTCH CLINIC

HOW TO Replace a clutch on a Kia Ceed 1.4 CRDi This month, REPXPERT Alistair Mason replaces the clutch assembly on a 2013 Kia Ceed, which has covered more than 106,000 miles.

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ith a recommended repair time of three-and-a-half hours and all repair instructions available through Schaeffler’s information portal, REPXPERT, this is a great repair for any independent workshop. In terms of workshop equipment, the job will require the following: a two-post vehicle lift, engine support, transmission jack, clutch alignment tool and locking wheel bolt key.

Gearbox removal With the vehicle placed on the lift, open the bonnet and remove the following items: top engine cover, air filter assembly, battery, engine control unit (Fig 1) and the battery carrier.

This provides easy access to the gearbox, and the following components can now be disconnected: gear cables and cable bracket, reverse light switch multiplug (Fig 2) and the flywheel sensor at the back of the bell housing.

Then, remove the top bell housing bolts.

With the vehicle still placed on the ground, slacken the locking wheel bolts (if fitted) and front hub nuts and raise the ramp to waist height, then remove both the front wheels and hub nuts. With the front wheels removed, disconnect the retaining brackets for the front flexible brake pipes and the ABS sensors, and then undo the strut to hub assembly bolts. Finally, ease the hub assembly out, whilst supporting the CV joint so the joint slides out of the hub (Fig 3).

Raise the vehicle lift to gain access to the underside and remove the engine undertray and N/S splash guard before detaching the gearbox drain plug and draining the oil.

Whilst draining, disconnect the lower intercooler hose (Fig 4), undo the retaining bolt from the metal intercooler pipe and ease

14 MARCH 2020 PMM

the pipe away from the gearbox to gain access to the lower bell housing.

Next, remove the small plate at the bottom of the bell housing and then the bottom bell housing bolt (Fig 5).

Refit the gearbox oil drain plug and torque to the manufacturer’s specification. Next, remove the lower gearbox pendulum mounting and then both driveshafts by levering out of the gearbox. It is advisable to slide a tube into the differential to support the internal gears and prevent them from falling.

Now, take away the hydraulic slave cylinder from the gearbox, leaving the hydraulic pipe connected, and disconnect the hydraulic pipe retaining bracket and the earth strap on the front of the gearbox. Then remove the lower bell housing bolts, leaving two easily accessible bell housing bolts to support the gearbox until removal.

Support the engine by either an engine support or second transmission jack, then disconnect the gearbox mounting, which is done by removing a blanking plate from the N/S inner wing and then removing the two bolts (Fig 6).

Once the mounting is disconnected, lower the engine and gearbox to ease gearbox removal. Using a transmission jack, support the gearbox, undo the final bell housing bolts and ease the gearbox away from the engine.

Once the gearbox input shaft is clear from the clutch, lower the transmission jack and remove the gearbox from the vehicle.

Clutch replacement Undo the nine clutch retaining bolts and remove the clutch assembly. In this instance, the clutch plate was examined and found to be at the end of its service life, as the lining

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had worn flush with the retaining rivets.

Inspect the flywheel for any heat cracks or damage; if satisfactory, remove the glaze from the face using Emory cloth. Check the back of the engine for any leaks that could contaminate the new clutch assembly.

Turning attention to the gearbox and the release system, remove the release bearing and then the fork. Clean the bell housing area with clutch and brake dust cleaner, before inspecting the ball pivot and clutch release fork for any wear, replacing if deterioration is found.

Another area to pay close attention to is the release bearing guide tube, which can wear and restrict the return of the release bearing and, in turn, cause greater problems.

Lubricate the pivot points of the release system with high melting point grease, mount the release fork on the ball pivot and then fit the new release bearing (Fig 7).

Apply a light smear of high melting point grease onto the gearbox input shaft splines, mount the new clutch plate onto them and slide up to the guide tube and then remove, which will evenly distribute the grease and confirm the clutch is correct for application, before wiping off any excess grease.

With the gearbox now ready to be installed, the new clutch needs to be fitted: use clutch and brake dust cleaner, de-grease the flywheel surface and the new clutch pressure plate, then ensure the clutch plate is positioned correctly indicated by ‘Gearbox Side’ – or ‘Getriebe Seite’ for those that can read German!

Using a clutch alignment tool, mount the new clutch onto the flywheel, tighten the bolts evenly and sequentially (Fig 8) and torque to the manufacturer’s specification.

Before fitting the gearbox, ensure both alignment dowels are still inserted on the engine, and that all cables and brackets are clear and will not get caught in the bell housing.

Using a transmission jack, ease the gearbox into position and once located onto the alignment dowels, secure in position with two bell housing bolts.

Refit in reverse order of removal and refill the gearbox with the correct oil. After reconnecting the battery, reset all affected customer preferences. Always carry out a full road test to ensure a quality repair.

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Information on Schaeffler products, fitting instructions, labour times and much more can be found on the REXPERT garage portal –

www.rdr.link/an002 – or the REXPERT app.

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BELT FOCUS

CASE STUDY A fix for noisy drive systems Gates describes a solution to a timing belt replacement issue that will reduce the number of comebacks for garages.

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he scheduled replacement of timing belts in Synchronous Belt Drive Systems (SBDS) fitted to 1.6L and 2.0L petrol engines in the Audi, Seat, Skoda and Volkswagen ranges, is an uncomplicated procedure, however, some installation issues have been reported.

For a typical installation, technicians require the Gates PowerGrip K015489XS kit (belt plus tensioner), or either the Gates PowerGrip KP15489XS-1 kit, or KP15489XS-2 kit. Both of these kits contain a belt, a tensioner and the appropriate OE-quality water pump for the particular application.

The problem Once the installation has been completed and the engine allowed to run for a short time, some technicians have reported problems with noise from the drive system. Some identified a clicking sound and recorded that it was most noticeable in the warm-up phase, as the engine approached operating temperature. If this kind of problem is allowed to persist and the engine continues to run, belts have been observed to shift from the central position on the tensioner pulley and then ‘track’ towards the flange.

Unless corrected, this will inevitably lead to premature drive belt failure.

Models: Skoda, VW, Audi, Seat Petrol engines: 1.6L, 2.0L Year: Wide ranging

Diagnosis Examinations by Gates engineers have established that the clicking sound is being caused by the impact of the lever stop on the base plate stop. This is clearly caused by an installation error. Where drive belts have failed prematurely, inspection of the pulleys shows black residue marks left behind by the belt (Fig 1).

These black residue marks are evidence of excessive friction. When considered together, all of these facts point towards tensioners that have been set up incorrectly.

A thorough analysis of similar incidents revealed that in each case, the problems were the result of common installation errors that were avoidable.

Solution When replacing timing belts on any SBDS fitted to Skoda, VW, Audi and Seat models in the range equipped with 1.6L and 2.0L engines, two simple rules must always apply:

“Some technicians have reported problems with noise from the drive system. Some identified a clicking sound and recorded that it was noticeable in the warm-up phase.�

16 MARCH 2020 PMM

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Black residue on tensioner caused by excessive friction from the belt

1. Use the lug to position the tensioner in the precise position 2. Take no shortcuts with the tension setting cycle Note the lug on the tensioner highlighted in green (Fig 2). This is designed to fit into the centre of the appropriate slot on the engine block. It ensures that the tensioner is aligned correctly and that the SBDS can operate efficiently once the belt is installed.

Belt tension is critical to the high performance of the engine. In order to achieve the correct tension on any SBDS fitted to these particular engines, technicians must use an appropriate adjuster to set the tensioner according to the manufacturer’s fitting instructions.

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With the lug located in the slot and the tensioner confirmed as correctly positioned, before your final tension adjustment, use the adjuster to turn the tensioner counter clockwise, until it stops (maximum tension). Use the adjuster to turn the tensioner back to the original position (minimum tension).

Repeat the cycle five times. That number five is important. Repeating the procedure five times enables the mechanism to adopt the optimum setup position and ensures that the belt tension has been set correctly. The lug must be

Conclusion

located correctly in the slot

While the SBDS is designed to be robust, it is a highly sensitive mechanism and its efficiency is all too often compromised by the

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“While the SBDS is designed to be robust, it is a highly sensitive mechanism and its efficiency is all too often compromised by the use of incorrect tools, or a failure to follow a vital step-by-step installation procedure.�

use of incorrect tools, or a failure to follow a vital stepby-step installation procedure. These procedures are also designed to be robust, but they can only continue to deliver consistent results when followed precisely and to the letter.

Gates reports that in garages where the

aforementioned two simple rules are now being applied, problems have not recurred.

Moreover, the tensioners are now able to maintain belt tension for the lifetime of the belt, and are able to continue doing so without any unnecessary noise.

To find out more about Gates’ range of products,

www.rdr.link /an003

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TECH TIPS

AUTODOCTA í˘˛

í˘ą FORD FOCUS – LACK OF ENGINE POWER AND ABNORMAL NOISE FROM ENGINE BAY WHEN ACCELERATING

NISSAN LEAF – CRACKING NOISE FROM FRONT WHEEL AREA WHEN PULLING AWAY

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

FAULT: FAULT: We have a 2018 Ford Focus 2.0 Diesel in the workshop that is suffering from a lack of engine power and has an illuminated engine malfunction indicator lamp (MIL). The customer also reported a whistling noise on acceleration. We cannot see any pipes that have blown off in the engine bay.

Can you help?

A customer of ours has a 2013 Nissan Leaf suffering from a cracking noise from the front wheel area when moving off or changing from forward to reverse. During the road test, we heard the cracking noise, but have been unable to recreate the noise in the workshop. Have other Leaf owners reported this cracking noise?

FIX: FIX: Yes, this has been reported to us before and it affects several Ford models with 2.0 diesel engines produced up to 15/04/19. The fault is due to poor manufacture of the turbocharger to intake air flap control actuator hose, resulting in an air leak. Remove the air filter housing, air intake pipe and turbocharger to intake air flap control actuator hose (Fig 1.1).

Then, clean the area indicated (Fig 1.2). Fit a modified turbocharger to the intake air flap control actuator hose. Erase the trouble codes and carry out a road test to ensure fault has been resolved.

Yes, Leaf models up to 30/09/14 suffer from the fault you have described. The problem is likely to be caused by movement between the driveshaft and the front wheel bearing.

Remove the driveshaft from the front hub, and mark alignment of the front wheel bearing housing to the hub carrier. Remove the front wheel bearing housing from the hub carrier, and clean all mating surfaces. Apply manufacturer specification grease to the contact surfaces of the driveshaft and front wheel bearing (Fig 2.1).

Refit the wheel bearing housing 180° from the original position, and tighten the retaining bolts to the correct torque of 80-95Nm. Refit the driveshaft to the front hub, fit a new driveshaft nut and tighten to 100-120Nm. Repeat the procedure for the opposite side.

For more information online, go to www.rdr.link/an004

PMM MARCH 2020 19

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TECH TIPS

Grease is the word Despite copper grease often being hailed as the ultimate lubricant, there isn’t a universal solution that is suitable for all contact points. Apec Braking outlines the need for specialised lubricants in the brake system, and how best to use them.

F

or a braking system to be operating at optimum efficiency it is important to have free movement of components. Due to exposure to environmental conditions, acidic cleaners, and high-pressure washers, the brake area can suffer from corrosion that will inhibit free movement of components. This can cause damage to the brakes by overheating through prolonged contact, but more alarmingly, it can cause the vehicle to react unstably when braking, leading to accidents.

In a brake system there are several contact points that will need to be treated as part of the repair process to ensure free movement.

“Copper grease within the brake environment can result in galvanic corrosion, which is further worsened by the contamination of acidic wheel cleaners.”

There is a misconception that copper grease is the universal lubricant for workshop use.

However, copper grease within the brake environment can result in galvanic corrosion, which is further worsened by the contamination of acidic wheel cleaners, which are often used by owners to clean alloys and rims.

The slider solution Apec Braking offers a slider lubricant that is compatible with rubber and moisture resistant, to prevent corrosion. It is best practice that both the sliders are removed and examined to ensure their condition at every brake pad and disc replacement.

Seized sliders are becoming more of an issue due to the increased use of pressure washers, which have enough pressure to remove the rubber boots and introduce moisture in the slider cavity. If the sliders are in poor condition, it is recommended that they are replaced. However, if the sliders are in good condition (not pitted or bent), they

must be cleaned thoroughly of any corrosion and re-lubricated with Apec Caliper Slider Grease, to ensure free movement and protection from corrosion.

A common shortcut is to remove one slider bolt and swing the caliper away to fit the replacement pad. However, this method does not allow for detailed examination of the sliders or provide the room for the carriers to be cleaned. Contact points that are exposed, such as the abutment points on the carriers, will require a lubricant that will not cause galvanic corrosion to the surrounding metallic components.

It is essential that the lubricant used is of the correct consistency in order to prevent its removal during driving or cleaning. For these contact points, the metal-free Apec Brake Grease with a high melting point is ideal for preventing galvanic corrosion. The grease is manufactured from super-refined mineral oils; this means that it is water-insoluble, providing resistance from washing off under most adverse conditions. However, this would make it incompatible for use on the slider pins, as it would cause the surrounding rubber boots to deform – this would allow contaminants into the slider cavity and prevent free movement.

For more information on Apec Braking’s range of lubricants, www.rdr.link /an005

20 MARCH 2020 PMM

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TECH TIPS

BEST PRACTICE Cabin filter curiosity The humble cabin filter is often overlooked. However, as the technical team at Bosch has found, it should be carefully considered when carrying out regular vehicle checks.

W

hen it comes to cabin filters, it is important that they are changed relatively regularly; Bosch recommends that you change a cabin filter once a year or every 15,000km. This is for a number of reasons, including the following:

â– Reduced vision from fogged windows,

resulting in reduced safety â– Increased pollutant concentration inside the vehicle â– Allergic reactions, e.g. sneezing, eye irritation, respiratory issues â– Reduced cooling capacity of the air conditioning system, resulting from deposits on the evaporator

Which filter should you choose?

There are a wide variety of cabin filters available out there in the aftermarket.

However, these don’t always adhere to the same quality standards. To ensure that the latest cabin filter offering from Bosch, the FILTER+ range, makes the grade, the technical team at Bosch compared it to previous products (Fig 1).

Common queries For technicians who don’t quite know the ins and outs of cabin filter terminology, there are number of questions that Bosch’s technical team are asked regarding this particular product group.

í˘ą What does high cabin ďŹ lter efficiency mean?

Essentially, this is referring to the high particle separation rate combined with a decrease in pressure being as low as possible – over the complete cabin-ďŹ lter service life.

The decrease in pressure is the dierence in air pressure before and after the ďŹ ltration.

Functionality

FILTER+

Activated-carbon cabin filter

Standard cabin filter

í˘ą

Bosch FILTER+ – a filter with an antiallergenic and antibacterial effect. For especially high air quality inside the vehicle.

Bosch activated-carbon cabin filter – for a noticeably cleaner and more pleasant air quality inside the vehicle.

Bosch cabin filter – for clean air inside the vehicle.

Neutralises allergens and bacteria

✓

Filters out particulate matter (PM2.5Âľm up to 99 %)

✓

Filters out foul-smelling and harmful gases (ozone, smog, exhaust gas)

✓

✓

Filters out pollen, particulate matter (PM10Âľm up to 100 %)

✓

✓

✓

Protects the air-conditioning system

✓ ✓

✓ ✓

✓ ✓

CAR

CAR, TRUCK

CAR, TRUCK

Reduces glare Applications

í˘˛

í˘´

What does the pressurepulsation test indicate, and why is it so important?

What is the difference between woven and non-woven eece?

Separation rate is an important quality criterion for vehicle manufacturers. A special DIN test measures the amount of ďŹ ne dust particles of a certain size retained by a new cabin ďŹ lter subject to a speciďŹ c air pressure over a deďŹ ned period of time. Each Bosch cabin ďŹ lter has to pass this quality test.

í˘ł Why is the decrease in pressure such an important factor for vehicle manufacturers?

Usually, the ďŹ lter medium consists of a ďŹ lterspeciďŹ c combination of different layers.

Often, both types of eece – woven and nonwoven – are combined. Non-woven layers are particularly suitable for efďŹ cient separation of large particles, and are often used for preďŹ lters, for example. Woven eece, in comparison, is particularly suitable for efficient separation of smaller particles.

To find out more about Bosch’s FILTER+ cabin filter,

www.rdr.link /an006

For excellent functionality of all of the components of the air conditioning system, the decrease in pressure caused by the cabin ďŹ lter – even by a clogged one – must not exceed a vehicle speciďŹ c limit.

Otherwise, overburdened fan motors could cause the failure of the whole air conditioning system.

PMM MARCH 2020 23

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TECH TIPS

HOW TO Replace and install torsional vibration dampers The technical team at Corteco explains how to successfully replace a torsional vibration damper (TVD) should you notice any unwanted noise coming from the engine.

T

orsional Vibration Dampers (TVDs) provide vital protection for a vehicle’s engine. TVDs are made up of rubber and metal components; the rubber within the metal absorbs excessive vibrations that are leaked from the engine. These vibrations, if transmitted, can damage surrounding components causing them to fail prematurely.

Having failing parts within the engine can cause significant damage to the vehicle.

If the driver starts to hear excessive noise coming from the engine or the vehicle is vibrating excessively, then the car needs to find its way to the garage.

The steps below will show how to successfully remove and install a replacement TVD.

“If the driver starts to hear excessive noise coming from the engine or the vehicle is vibrating excessively, then the car needs to find its way to the garage.�

24 MARCH 2020 PMM

Step í˘ą

Step í˘ľ

The belt routing can be quite complex, so we advise that you take a picture or draw a quick sketch of this.

Now that the new TVD is on, we need to tighten the mounting bolts. If there are several bolts, we recommend tightening alternate bolts and working them in a star pattern. Torque the mounting bolts to a third of the installation torque.

Step í˘˛ Next, remove the tensioner from the belt, which can easily be done by rotating the pulley.

Step í˘ł To remove the TVD from the crankshaft, you need to loosen the mounting bolts. As we know, not everything is as straightforward and some TVDs are different.

If the TVD you are replacing has a central expansion bolt, then you will need to block the flywheel. Like most repairs on a vehicle, all the parts need to be replaced, and this includes the central bolt.

If the TVD you are replacing doesn’t have a central bolt, then this can be removed by holding the pulley and removing the mounting bolts. As always, we recommend that all bolts are replaced with the TVD.

Step í˘ś Before fully tightening the bolts, we recommend you torque the mounting bolts to two-thirds, and then continue to tighten them to the full torque as specified by the vehicle manufacturer in the manual.

Step í˘ˇ Before releasing the vehicle back to the customer, it is advised to inspect the front end auxiliary drive for wear and to replace any parts that are showing significant signs of stress.

Step í˘¸ The final step to the installation and removal process is reloading the belt onto the tensioner by rotating the tensioner to the correct position.

Step í˘´

For more information on Corteco’s range of

Unpack the new damper and place this on the engine.

replacement TVDs, www.rdr.link /an007

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BATTERY BEST PRACTICE

Battery fitment is getting more complex for workshops, and installing a replacement battery on a new vehicle can take well over an hour. This is due to the increasing number of batteries being installed in difficult-to-reach places, such as under the seats or behind panels inside the cabin, rather than beneath the bonnet. Luckily, the VARTA Partner Portal exists to give technicians a helping hand with complex installations.

VEHICLE: Audi A4 Avant (8K5, B8) 2.0 TDI quattro (105kW/143 PS), 2008-2016 BATTERY REPLACEMENT TIME: 54 minutes

Removal í˘ą Lift the covering on the bottom of the luggage

í˘˛

BEFORE STARTING THE BATTERY REPLACEMENT Where fitted, disable the satellite anti-theft system (by setting it to maintenance). Then, make sure the ignition switch is set to ‘off’.

Before disconnecting the battery, switch off all the electric accessories, bearing in mind the following recommendations: ě”° Make sure you have the car radio security ě”°

ě”°

ě”°

ě”°

ě”°

code, if provided Some data (e.g. time, computer trip and the settings of certain accessories) will be reset to zero Wait for the necessary power latch time required for the electronic units. The time may vary from five to 15 minutes depending on the vehicle If the battery needs replacing, make sure the new one is fully compatible for vehicles with the start-stop system It can take anywhere between four to six hours in standby mode (with the instrument panel switched off) for the system to reset Once the battery has been replaced/disconnected, it is recommended to run diagnostics on the electronic control units and remove any faults found

To visit the VARTA Partner Portal, www.rdr.link /an008

í˘ł í˘´ í˘ľ í˘ś í˘ˇ í˘¸ í˘š ě?… ě?ˆ

compartment, and then remove the spare wheel (where applicable) Disassemble the subwoofer (if present) and the instrument panel Remove the protective cover Remove the dashboard instruments housing (Fig 1) Unscrew the safety bracket screws Remove the safety bracket (Fig 2) Remove the cover, lifting it at the points marked (Fig 3) Disconnect the battery negative terminal Remove the positive terminal protective cover and disconnect the terminal Disconnect the breather pipe (Fig 4) Unscrew the battery locking screw(Fig 5)

Fig 1

Fig 2

Fig 3

Mounting í˘ą Refit the battery in its slot, then tighten the battery

locking screw í˘˛ Connect the breather pipe í˘ł Connect the positive terminal and tighten the nut to the

Fig 4

specified torque (6 Nm) í˘´ Connect the battery’s negative terminal and tighten the

nut to the specified torque (6 Nm) Fit the battery cover Fit the safety bracket Tighten the safety bracket screws Fit the dashboard instruments housing Fit the protective cover Assemble the subwoofer (if present) and reposition the instrument panel ě?ˆ Assemble the spare tyre (if present) í˘ľ í˘ś í˘ˇ í˘¸ í˘š ě?…

Fig 5

BATTERY REGISTRATION (only for the Intelligent Battery Sensor (IBS) equipped version) ě”° Register the battery replacement ě”° Check for possible trouble/fault codes in the electronic modules in order to read and

delete them

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BUSINESS

& TRAINING

BREXIT – still something to think about So that’s it! The UK has left the EU. However, there is still plenty to think about and more to be negotiated, as Neil Pattemore explains…

N

ot for the first time, ‘the pundits’ and the media in general, got the forecast for the result of the General Election in December last year somewhat off target!

So now that Brexit is continuing at a pace and with the political part now enacted, this means that we are officially no longer part of the EU and the trading relationship has to be agreed. Although this is hoped to have been settled by the end of this year, a request for an extension for the negotiations is still possible before the end of June. It is far from clear exactly what any ‘deal’ will contain, when it will be agreed, and ultimately, implemented. One thing is clear, there is a wish from both the UK and the EU Member States to agree something that will not negatively impact either side, but equally, Angela Merkel summarised the ‘elephant in the room’ by stating that Europe now has a major competitor just off its shores.

During this transition period, it has been stated that ‘everything stays the same’.

However, what will this really mean for the UK aftermarket? The UK will remain a member of the Single Market and of the Customs Union and Trade and sectoral agreements between the EU and non-EU (3rd) countries continue to apply to the UK, so EU law continues to be directly applicable in the UK. However, in one important respect, not quite everything stays the same.

In the transition period, the UK will have no representation in Brussels and no

28 MARCH 2020 PMM

participation in its deliberations (except for some limited exceptions under the Withdrawal Agreement). The UK will have no EU Commissioner and no MEPs, as well as no input into EU legislative processes. So, will this be business as usual or a harbinger for doom and gloom?

“It will be up to the UK Government to ensure that these important pieces of legislation remain the basis for the UK automotive sector, including the requirements contained within them for the aftermarket.”

It’s now all about trade During the transition period, the EU and the UK will negotiate their future trading relationship. That is, the nature of their relationship after the end of the transition period, across a wide range of topics. In the meantime, it means that we will remain under the same legislation as we had previously for the automotive sector, but there may be further problems on the horizon. However, it seems unlikely that the European legislation for the automotive sector will change in the near future, even after the final date of our full departure from

the EU, even in the case of a ‘hard Brexit’ without any negotiated trading agreement.

Therefore, it is simply a case of continuing to use European vehicle type approval legislation, thus ensuring that vehicles produced in the UK can still be sold in the EU. This vehicle type approval legislation includes the requirements for access to the technical information needed for independent workshops to diagnose, repair and maintain vehicles – the ‘RMI, bumper to bumper’ information and non-discrimination between main dealer and independent workshops.

However, it is being overlooked that these RMI requirements only apply in the EU and therefore, as the UK is no longer be part of the EU, the vehicle manufacturers will no longer be mandated to provide this information.

Additionally, the Block Exemption Regulation (BER) runs parallel to the Euro 5 type approval legislation and provides the basis for independent workshops to have access to the same tools, equipment and data that are available to main dealers. However, BER is different in some ways. It is based on EU competition law and this could change, as the UK has a more open ‘let market forces rule’ approach. It will be up to the UK Government to ensure that these important pieces of legislation remain the basis for the UK automotive sector, including the requirements contained within them for the aftermarket.

Therefore, as Osborne Clarke, specialist lawyers in the automotive sector, recently

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©Feydzhet Shabanov/AdobeStock

reported, “...of most interest to businesses will be the negotiations on – deep breath – data protection; the movement of goods (including customs, tariffs and regulatory aspects); services generally (including market access and non-discrimination, and regulatory aspects); financial services; digital; capital movements; intellectual property; public procurement; movement of people; transport; energy… and, of course, fisheries.”

The expectation is that the negotiations will need to be wrapped up at some point in autumn 2020, to allow time for ratification by EU Member States. So, the next few months will be critically important.

Start planning ahead In the meantime, it would be wise to start some forward planning. There are several potentially significant challenges that the Brexit negotiations need to tackle to ensure the continued availability of spare parts, equipment and technical data from European suppliers – who support a substantial part of the UK aftermarket’s ability to diagnose and repair vehicles.

So, what should you start to consider?

Access to parts is critically important, so talk to your suppliers and find out how they are planning to ensure continuity of supply. Then consider who you will partner with to protect the availability of the parts you will need.

This means picking your suppliers with care, forming service level agreements with them – don’t just continue to ‘shop around’, but make agreements with those who will support you, rather than just give you the lowest price. Availability will become more important than price.

There is also a wide range of typeapproved parts, such as windscreens, headlights, tyres and brake system components (e.g. pads, disks, shoes and drums) and it is not clear if it is a simple case of these continuing to be recognised in the UK once we leave the EU. It would place a serious pressure on suppliers to get them approved in the UK if this were to be the case.

A less obvious problem could be the access to technical data. The EU legislation may block access from the UK to the data of the parts suppliers, diagnostic tool manufacturers, or data

publishers held on servers that are in the EU. The only ‘good news’ is in the short term that much of this will not become a problem until the deadline for a deal has passed, but even then it is still not clear if it will be straightforward.

The last hurdle The final Brexit step will be how the ratification of a negotiated deal is done. It is not clear whether it is possible for the deal to simply be ratified by each EU national government, or whether it will also have to be approved at national or European Parliament level under some states ‘constitutional arrangements’ – it will also need to be determined by the nature and contents of the future relationship agreement(s). As they say, this is as ‘clear as mud’, which is probably not a good basis upon which to plan your future business activities, so take some steps to protect your supply chain and plan ahead to ensure that you can benefit from the uncertainty.

For more information online, www.rdr.link /an009

PMM MARCH 2020 29

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BUSINESS

& TRAINING

MARKETING

TOOLBOX

Open to all Marketing expert Louise Ellison returns with her first Marketing Toolbox article of 2020. Traditionally, the motor trade has been dominated by men, but this is changing and now garages should make the effort to appeal to female customers. Louise explains how…

©Mr.Music/AdobeStock

E

ven in this modern era of feminism and equality, the motor trade is still undoubtedly a male dominated industry, dogged with a reputation for being unscrupulously sexist.

This has resulted in women seriously lacking confidence when it comes to the maintenance of their cars, and in many cases, avoiding service centres until something goes wrong.

So, I want to talk about the importance of garages being female-friendly, and how you can attract more women to your garage. We make up 50% of the population and yet the majority of independent garages that I come across do not cater for the wants and needs of female consumers. As a driver, I have been on the receiving end of some interesting and varied levels of service in all kinds of garages since passing my driving test some 20 years ago. There was the time where the mechanic wanted to phone my dad and explain the problem with my car, another where they refused to speak to me, only dealing with my husband, and don’t get me started on the number of times that I have been addressed as ‘love’ or ‘darlin’’!

Then there’s the facilities. Transparent coffee served in flimsy plastic cups, oil stained furniture, and restrooms that resembled the toilet from Trainspotting. In fact, apart from a short interlude while I had a company car and used a main dealership, my track record of interactions with independent garages is, I’m sorry to say, negative.

Today’s perception If the customer would like to, don’t be afraid to take them through to the bays and show them what you are trying to explain to them

30 MARCH 2020 PMM

Fast forward to 2019. When I started at BP Rolls, I set about defining our USPs: What was it about our business that made us stand out from the crowd? How were we different to

the other garages in town? After joining the business, I made it my mission to make sure that we are approachable, honest and, of course, female-friendly. This led to some internal debate about what that meant, and whether it still needs to be addressed; surely the casual sexism from your old-school mechanics is a thing of the past?

To find out, I conducted a secret shopper exercise; visiting 20 garages within a five mile radius, seeking a quote for an interim service and asking for advice on an intermittent clutch issue. I am really pleased to report that my experiences were much more positive than in previous years! From a female perspective, choosing a garage to take care of the safety and reliability of our cars is not just about price point; we need to trust you, we want to feel appreciated, valued as a customer, and it goes without saying that we absolutely don’t want to be patronised.

So, here are my five top tips:

1

GIVE CLEAR, JARGON-FREE ADVICE Don’t assume women don’t know anything about cars. Some of us do and there’s nothing worse than being underestimated. I’m certain that not every man who walks through your door understands 100% of everything you tell him, so perhaps ask all your customers how technically minded they are before you launch into an explanation. A detailed written account of your findings on our service check-sheet or attached to the invoice is also helpful; we might not know what you are talking about in the moment, but at least we can google it when we get home.

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2

KEEP IN TOUCH! Having regular contact with your customers is a great way of making sure they come back to you. We all know how prevention is better than cure, and many women cite the fear of the unknown as a reason to avoid visiting a garage, so encourage regular servicing and periodical health checks with a reminder when their next service is due. If they have advisories on their MOT, take the time to understand their budget and lifestyle before advising a plan for repairs, and if you’ve recently resolved a fault, a follow up call a week later to check everything is running properly will show that you care. A simple email newsletter and regular social media activity will also help keep you in mind, along with the occasional promotional offer.

3

CLEAN, CLEAN, AND CLEAN AGAIN

From the cleanliness of your reception and waiting room, and perhaps more importantly, the toilets, your customers will appreciate a little extra effort in all of these areas. If you are offering a ‘while you wait’ service or MOT, then it is important that your facilities are clean and comfortable, especially if your customers are going to be sitting around for an hour or two. The same rule applies for front desk staff; a clean uniform shows that they take pride in their appearance and suggests that they will be able to look after the customer’s vehicle. If you really want to go the extra mile, offering a complimentary wash and vacuum is a great way of showing customers you care.

4

MAKE SURE YOUR WAITING AREA IS CHILD FRIENDLY It is important that you garage waiting room is a safe space for a customer’s children.

During the day they are likely to be under the

age of five, which means little ones will be crawling on the floor (see point 3) and need entertaining for the duration. If your floor looks like it hasn’t seen a hoover or a mop in months, it will be an instant turn-off to discerning parents. A small box of toys or a simple play table can make the world of difference to a flustered parent with an impatient toddler.

5

THE IMPORTANCE OF GOOD COFFEE There’s just no excusing bad coffee. If your coffee machine still serves watery powdered drinks in flimsy plastic cups, it needs to go.

Serving good quality coffee shows you care about customer satisfaction. It doesn’t have to make a huge dent in your bottom line; there are a wide range of affordable entry level ‘pod’ machines on the market that will provide a great coffee to exceed your customers’ expectations.

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BUSINESS

& TRAINING

Do you compute?

Office of National Statistics found:

90%

of households have digital access

78% 89%

of people go online via a mobile device of people go online at least weekly

Is there a digital skills shortage for independent workshops?

Digital accessibility has a variety of wellknown and accepted benefits. From banking to shopping, smart phone technology has enabled users to remain constantly connected to a wide variety of services. For technicians, the ability to work effectively with digital technology has progressively become more important as platforms replace posters for information such as vehicle weight information, and QR codes replace books for timing belt information.

Hayley Pells, owner of Avia Autos

In the first of her articles for PMM, Hayley Pells, owner of independent garage Avia Autos, stresses what she believes to be one of the most dangerous threats to the survival of the independent aftermarket – digital illiteracy.

Requirements of digital inclusion Digital skills: This term is used to describe the use of hardware such as computers, tablets, smart phones and the internet. This is important, but is not the biggest barrier to digital inclusion.

Connectivity: Access to infrastructure needs to be far reaching. For example, industrial estates often have connectivity black spots. Mobile networks are catching up, but we are a long way from 100% coverage in the UK. Accessibility: If both the hardware and connectivity issues are addressed, you still need to be able to read and/or hear. Any issues with hearing, sight, reading or understanding can suddenly manifest greater barriers that may have been previously masked by the individual. Sometimes this is out of a coping mechanism that has been developed over time, and the user may not be even aware that they have a challenge.

Barriers to digital inclusion Access: Quite simply, not everyone can get online if they do not have all the requirements of digital inclusion; a challenge that VOSA had to address with the computerisation of its testing stations (pre-DVSA).

Skills: Not everyone can use the internet and online services.

Confidence: Not knowing where to start, fear of crime, bullying, lack of trust or making a mistake.

Motivation: Not everyone sees the internet as useful, helpful or relevant.

32 MARCH 2020 PMM

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Blended skills

The launch of REPXPERT by Schaeffler, for example, and the accompanying REPXPERT Academy LIVE training programme, is further optimised by its digital service, so that technicians are provided with technical information and supplementary training.

However, research from the government has shown that the people who could benefit the most from digital services are the least likely to be online. Digital exclusion makes poor sense for business, both within the organisation’s immediate environment and interaction outside of this.

The NHS has identified that 11 million people in the UK lack basic digital skills, or do not use digital technology at all, making it likely you might be working with someone who is facing the challenge of digital illiteracy. Like all challenges to learning, not everyone is forthcoming in articulating their difficulty, and many may be struggling in isolation.

Using non-centralised control, Avia relies heavily on frameworks to allow staff to make autonomous decisions. To enable this, the following are employed:

PEOPLE AND HARDWARE 씰 4.5 workers 씰 All workers have

completed digital training remotely 씰 2 workers regularly work remotely 씰 1 worker works remotely occasionally 씰 씰 씰 씰

6 computers – 2 of which with dual screens 2 laptops 3 tablets 6 mobile phones

That’s four or five screens per person depending on how many people are in!

MOST USED SOFTWARE

What does this mean for the aftermarket?

씰 Google (booking, email, spreadsheets,

The increased popularity of social media platforms and e-commerce can mask a lack of digital capability or understanding. To use an analogy, the ability to consume a Happy Meal does not endow one with the ability to cook. In fact, the easy availability of fast food has actually been considered a barrier to nutritional understanding. The same thought process can easily be applied to digital literacy. Employing digitally native staff may present this issue more than those who have transitioned from analogue to digital, or it may not. Analysis of capability during the normal appraisal process can highlight any shortfall areas to address and develop strategy for increasing digital capability in the workshop. Some of these benefits include:

씰 DVSA (MOT service, Guides, MOTH,

organisation ■ Transparent client communication for

instructions and acceptance ■ Business growth and planning ■ Access to funding and/or financial

services ■ Scheduling of tasks

Addressing barriers Buddying up – You may find that within your organisation that you have digitally capable members, so creating an environment to share knowledge can increase capability quickly and cheaply. A structured approach with a problem to solve, such as creating a Twitter account, could produce a sharing of skills.

slides, docs, forms, maps, hangouts, search)

씰 씰 씰 씰 씰 씰 씰 씰 씰

Matters of Testing, Special Notices) Autodata Alicat Quickbooks Booksteam Wordpress MOT Juice IMI training RMI IGA FSB

SOCIAL MEDIA PLATFORMS 씰 씰 씰 씰 씰 씰

Business management ■ Increased efficiency ■ Access to training ■ Improved communication inside the

Utilising blended skills can trim the fat from most organisations, leading to a more efficient business model. Digitally literate workshop staff can, using prescribed frameworks, accept the work, order parts, book workshop time, engage with the customer, access technical information, obtain approval, complete the work, ask for quality control, inform the customer, take the payment and update the accounts ledger. This sounds like the work of several people, but can be easily accomplished by one worker. It takes a little more finesse to roll out to groups to produce effective results, but it can be achieved with leg work and purchased software provision.

LinkedIn Twitter YouTube Facebook Instagram TikTok

Aftermarket specific digital skills ■ ■ ■ ■

Workshop management Use of online ordering Access of technical information Completion of training ■ Recording of continuous professional development ■ Quality control ■ Equipment maintenance/calibration records

Personal learning – Some might prefer to work things out privately, so creating an opportunity to explore a website can increase confidence and prompt questions which can be used to translate this skill into other areas.

A software provision with a ‘demo mode’ could enable that safe environment and break down barriers built from fear.

Consultant – Creating productive environments for learning can sometimes be daunting and an effective way to manage this is to outsource; bring someone external into the organisation to instigate change.

Training – Plenty of training courses are available, from free courses courtesy of providers/suppliers, to colleges with tutors and support groups.

The government has recognised that there is a shortfall in digital skill and you can read about what they are doing about it here: www.rdr.link /an010. With the number of cost-effective solutions that are available to garages, does it makes sense not to compute?

To find out more about Hayley’s business Avia Autos,

www.rdr.link /an011

PMM MARCH 2020 33

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BUSINESS

& TRAINING

TRAINING GROUND In the modern workshop, training and development is a crucial element in staying competitive and keeping up with technology.

PMM offers a helping hand by providing details of some of the training and events that should be in your diary.

BOSCH SETS OUT ITS TRAINING SCHEDULE FOR THE FIRST HALF OF 2020 MOT1 – Complete MOT Tester Training The objective of this course is to develop and hone a technicians existing skills and knowledge to enable them to carry out the statutory vehicle inspection as laid down by the Secretary of State for Transport. It will include both the theory and practical sides of vehicle testing, plus associated material, referencing the MOT testers manual whenever necessary.

Date

Session ID Location

24th-27 th March 2020

MOT1

STC

11 th- 4 th May 2020

MOT1

STB

23 rd-26 thJune 2020

MOT1

(Denham, UB9 5HJ)

VSH267 – Fast-track, 3-day Hybrid & Electric Vehicle Training – IMI Levels 2 & 3 Combined This course is for technicians requiring the knowledge and skills to be able to remove and replace HEV components for hybrid and electric vehicles safely. It is designed for motor vehicle professionals who maintain and repair HEV technologies, including the hybrid or electric drive system itself. The course content, compiled by Bosch, contains the knowledge required to diagnose problems and work safely around a vehicle’s high voltage systems, whilst carrying out repairs or replacement. It is not for anyone desiring to work with ‘Live High Voltage’.

(Glasgow, ML1 4XL) STC (Denham, UB9 5HJ)

Date

Session ID Location

15 th-17 th April 2020

VSH267

27 th-29 th May 2020

VSH267

Wolverhampton (WV11 3SZ)

VSB40 – An Introduction and Overview of ADAS Systems This course is designed for workshops or technicians who are considering working with ADAS. The course will explore the safety features that are being implemented to progress towards autonomous driving. This course will cover the main sensors used within ADAS, their function, and application.

Reasons to calibrate the ADAS sensors and an example of a procedure will also be covered.

Date

Session ID Location

19 th March 2020

VSB40

STB

1 st- 4 th June 2020

VSB40

STC

(Glasgow, ML1 4XL) (Denham, UB9 5HJ)

34 MARCH 2020 PMM

T2000 (Blackburn, BB1 3BD)

2 nd-4 thJune 2020

VSH267

STC

9 th-11 thJune 2020

VSH267

STB

(Denham, UB9 5HJ) (Glasgow, ML1 4XL)

AC1RHA – Automotive Air Conditioning Refrigerant Handling (IMI Level 3 Certified) This DEFRA approved qualification offers a single unit solution for experienced automotive mobile air conditioning technicians. Technicians with the relevant training prerequisites have the opportunity to attain this award by this assessment-only method. Comprising the final stage of the IMI Awards Level 3 QCF Award in Automotive Refrigerant Handling, this assessment will test the

technician’s working knowledge of correct gas handling practice and EU FGas legislation.

Date

Session ID Location

2 nd April 2020

AC1RHA

Wolverhampton

23 rd April 2020

AC1RHA

STB

15 th May 2020

AC1RHA

STC

(WV11 3SZ) (Glasgow, ML1 4XL) (Denham, UB9 5HJ)

VSE1 – Essential Test Procedures All technicians require electrical system know-how and fault-finding skills to work on modern vehicle systems. The content of this course is essential knowledge for the development of a technician’s diagnostic capability. The overall learning goal is to provide delegates with a working knowledge of standard electrical test procedures and how they are applied correctly. These tests allow delegates to perform electrical confirmation checks with confidence, when carrying out diagnostic routines. Attendance is not necessary for technicians who are already proficient in electrical circuit testing theory and practice.

Date

Session ID Location

23 rd-24 th April 2020

VSE1

21 st-22 nd May 2020

VSE1

STC (Denham, UB9 5HJ) DTM (Bristol, BS2 0SW)

2 nd-3 rd June 2020

VSE1

STC (Denham, UB9 5HJ)

For more information on these Bosch training course dates, www.rdr.link /an012

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SPECIAL REPORT

A MOMENTOUS year PMM: So, tell us, how did it all begin?

1989 was a momentous year. It was the year the Berlin Wall Mike Schlup (MS): Kalimex was came down, the iconic ‘Rain Man’ won best picture at the founded in 1989 by my father Jurg Schlup.

Oscars, and, a little closer to home, a small import/export He was a very successful businessman who was looking to start a general import/export business started trading. Over 30 years later, Kalimex is still business. His early activities included steel thriving. Sitting down with PMM, CEO Mike Schlup charts trading and industrial epoxy coatings. this Great British brand’s rise to success.

It was the epoxy connection that led to Kalimex introducing the marketing so that I could help Kalimex enter YouTube channel. He’s a fun CarGo range to the UK in the next stage of growth. By then, the character who explains how 1994. This included Quiksteel company was also importing a range of the product can be used to epoxy putty and Seal-Up head additives from CarGo in the USA (now make simple and permanent and block repair. known as Bluemagic) and a review of the repairs on anything from a Quiksteel was the halo business identified an opportunity for us to broken frying pan to a leaking product with almost limitless launch some own brand products, in bucket and a burst pipe. applications in DIY, industrial particular K-Seal Multi-Purpose Coolant We have just finished a and automotive markets. The Leak Repair. At that time, Seal-Up sales were series of videos that has gone original aim was to have a stick running at around 20,000 bottles per year, but down very well with the test of Quiksteel in every toolbox were limited by the out of date sodium audience of DIY enthusiasts, and every kitchen drawer in the silicate technology that made it complicated who use YouTube to decide if a UK. In the beginning, the Mike Schlup, Kalimex CEO to use. We hoped to double this figure with product passes muster. product’s counter displays the easy-to-use K-Seal formula. Little did we were placed in hardware shops, car accessory realise how technicians would respond to it.

PMM: When did your bestseller shops and even video rental shops.

K-Seal was launched in 2003 and in the K-Seal enter the picture?

The only product still in our portfolio from first year alone we sold 17,000 bottles, almost MS: By the millennium, Schlup senior was those early days is Quiksteel. Sales are now at matching Seal-Up sales. Within two years we beginning to struggle with the growing almost two million sticks in the UK and we hit our target of 40,000 bottles, and within 30 business. A chance conversation over have just put the finishing touches to a massive months, our first 100,000 bottles. We were Christmas dinner resulted in me cutting ties new promotion that will see Quiksteel make over the moon but more was to follow. By with my career in medical sales and its way into UK homes via the Dr Quiksteel

36 MARCH 2020 PMM

036_PMM_MAR20_Layout 1 11/02/2020 10:43 Page 37

Pictured left: Jurg Schlup investigating Seal-Up and its potential back in 1994

Today, Kalimex operates out of a converted cowshed in rural Sussex

2010, we’d sold our first one million bottles and had just launched K-Seal in the USA. After that it was just a question of hanging on as we struggled to keep up with the demand.

We have just sold our eight millionth bottle and K-Seal is now firmly established as the number one coolant leak repair product in the UK, the USA, Australia and New Zealand, with sales growing worldwide.

PMM: How important were automotive technicians to the fortunes of Kalimex?

MS: Massively! Having the trade endorse your products and come back for more is what every business in our sector dreams of. In those early years, we were reliant on direct mail and word of mouth recommendation. No social media or search engine optimisation. It was one technician talking to another and telling their stockist how good our products were. Running parallel to this trade endorsement were the motor factors critical to the success of Kalimex. The UK market was made up of thousands of small independent businesses and they embraced Quiksteel and subsequently K-Seal. They got tremendous feedback from their trade customers, and on the back of this, they recommended our products to motorists and those trade customers yet to find K-Seal.

We supported them with campaigns aimed at automotive technicians, as well as point of sale and promotional gifts – which we still do now!

PMM: Has Kalimex customer service changed over the years?

MS: To be honest, the service we provide to our customers remains unchanged. Our philosophy is to treat our customers how we would like to be treated. We are still that friendly voice at the end of the phone.

Of course, the UK aftermarket has changed tremendously over the last 30 years and many small businesses are no longer around. Others have grown to become national giants.

We like to hold on to our customers, some of whom have been with us for almost 30 years, such as EBC Motor Factors in Hove and Car Parts and Accessories in Portslade (now Parts Alliance, of course). We help our professional stockists to share news and technical details about our products to their trade customers through special event training, good quality sales literature, product samples and promotional gifts. 2020 marks our 30th anniversary and we have a number of really good trade promotions lined up to shine the spotlight even brighter on our relative newcomer, JLM.

PMM: What products will you be promoting to the trade this year?

MS: The demand for DPF cleaning solutions is growing rapidly. Garages are becoming more aware of the issues around the component and are seeking a professional solution to help them keep diesel business.

For those that do retain DPF business inhouse, with JLM DPF products, they can now fully clean a blocked DPF without removing it from the vehicle or investing in expensive equipment. Sales in England of the DPF Clean and Flush Fluids are up by 22% yearon-year, and as a brand, JLM is now in 40 countries and is investing heavily in brand awareness. The JLM range of diesel and DPF cleaning products embodies the values of Kalimex in as much as the products deliver outstanding results, reliably and safely and help keep vehicles on the road. After all, our motto has always been ‘innovative solutions designed to keep you moving’.

There’s more in the pipeline, with some exciting new products due to be launched in the next 12 months. Watch this space. Here’s to the next 30 years!

For more information on Kalimex, www.rdr.link /an013

PMM MARCH 2020 37

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SPECIAL REPORT

Learning from the REPXPERTs

I

t is important to understand that the series of REPXPERT training events, aptly named REPXPERT Academy LIVE, has been created to supply UK independent garages with, first and foremost, information. At least, this is what Alistair Mason, one of Schaeffler’s REPXPERTs and a name many readers should be familiar with, explained in the first of the four sessions of the day: “We [Schaeffler] found that when we exhibit at trade shows and various other events, all technicians really look for and want is information. So, we came up with the REPXPERT Academy LIVE concept.”

These courses are spread throughout the year and across the country to try and appeal to the UK garage industry as a whole. It is both a meeting point and a forum of knowledge that brings technicians up to date on the latest developments in both Schaeffler technology and the automotive industry as a whole.

The day was split up into four separate sessions with breaks in between where delegates could spend time networking, checking out the REPEXPERT and Laser Tools vans, watching a Techman demonstration, or chatting to representatives from the college and IMI.

SESSION 1: Modern Thermal Management Systems Thinking back to the October issue of PMM – www.rdr.link/an014 – you may remember an article that focused on the training available from Schaeffler on its INA brand.

Although the content was similar, the

38 MARCH 2020 PMM

To gain a better understanding of what it is to be a Schaeffler REPXPERT, PMM was invited to the Basingstoke College of Technology for Schaeffler’s second REPXPERT Academy LIVE training event.

Here’s what happened… thermal management session at the Academy LIVE event was far more in depth, catering to the technical needs of a professional automotive technician.

Alistair started the session by highlighting the key aspects of switchable water pumps, explaining what makes an INA water pump OE quality, as well as where it fits into the engine cooling system. He discussed why INA pumps use a plastic impeller, where the use of a vacuum comes in to test a water pump, and the possible implications of using replacement pumps that don’t match the original equipment specifications.

We then turned to thermal management modules, discussing everything from how to bleed the coolant system, to where the EGR valve fits in. Always willing to answer any questions fired at him, Alistair repeatedly relied on his extensive knowledge to provide answers to often specific queries and was

very keen to encourage delegate participation.

Grahame Pells of GP Fabrications, one of the visiting delegates, commented on the session: “It’s great to have this information available and presented to you. Often, our only access to this material is on the instructions that come with the component.

Now, I have it straight from the source!”

SESSION 2: Timing Belt Drive Systems – Best Practice After a short break to refuel on caffeine, the group moved on to the second seminar of the day. The timing belt drive systems session very much centred on the concept of the ‘4Ts’ and how to approach the general maintenance of the associated components. James Mainwaring, another Schaeffler REPEXPERT, took the session, running through the 4Ts associated with this product category and what technicians should be aware of when working in this area.

From Temperature and Tools, to Torque and Tension (yes, you guessed it, the 4Ts), the hour was a constant stream of best practice guidance, all of which adhered to the principle: “The timing belt is only as good as the metalwork and the installation.”

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SESSION 3: Double Clutch Systems & Repair Solutions The final of the component-based seminars was overseen by Simon Cooper, another REPXPERT stepping from the ranks, and primarily composed of a step-by-step run-through of a LuK double clutch replacement.

At this point, it is important to mention that Schaeffler has been working with Laser Tools to develop affordable tooling that goes hand-in-hand with Schaeffler’s component brands. In this particular instance, Simon utilised a number of tools and kits to demonstrate the removal and replacement of

a double clutch, explaining as he went why these specialist tools are essential.

With a packed room, you might ask how everyone could see the procedure take place, but by using a camera that had been placed directly above the clutch plate assembly, the whole process was projected onto a larger screen for all to see.

SESSION 4: Empower Your Workshop Business To finish the day, Andy Savva, a.k.a. The Garage Inspector and Schaeffler brand ambassador, delivered his well-versed and engaging presentation on how to manage and grow a garage business. The hour was filled with anecdotes and advice taken from Andy’s own experiences running a successful

independent garage, with the man himself happily taking any questions from the audience.

Touching upon his adopted philosophies of Kaizen Lean and the 5Ss, Andy explained why organisation and reducing waste (things like unnecessary time wasting, workshop layout, etc.) could turn a business around. He presented before and after photos from workshops that he has visited, and how, simply by adopting organisational practices, you can change a business’s trajectory.

How to get involved To find out when and where the next Schaeffler REPXPERT Academy LIVE will take place, visit www.rdr.link /an015. For technicians that want to make a difference to their business, it is well worth the trip, as Dean Peters of DMG Autocare explained, “I can see REPXPERT Academy LIVE growing into a sought-after event, complemented by the fact it is free-of-charge. I’ve never attended an event as good as this for free!”

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SPECIAL REPORT

Cleaning up the market

I

ntroducing a new business into the UK aftermarket is a tricky operation.

However, it helps to have the backing of a major brand in Europe, the right environmental credentials, a unique selling point, and the ability to offer the right service at the right time.

FlexFuel has been able to check all these boxes since first landing in the British market in June 2018. Since then, the company has grown its partner-garage figures exponentially, and plans to double them in the next 12 months. From an unknown quantity, to a recognised industry name, just how has FlexFuel achieved so much in a short space of time?

Since its introduction to the UK, FlexFuel’s hydrogen cleaning solution – Hy-Carbon – has seen rapid growth as the business focuses on making the green machines the go-to for engine decarbonisation.

Emissions timing FlexFuel’s introduction to the UK came at a time when consumers were becoming acutely aware of problems surrounding vehicle emissions. Since the diesel scandal of 2015, and the resultant fall in sales of the fuel, consumers have begun to rely heavily on petrol models, with alternative fuels still lagging in market share. As petrol-powered cars and vans emit more CO2 than their diesel

counterparts, an increase in sales equates to a rise in pollution.

The automotive industry has also seen a drop in new vehicle sales during the last two years, while the used market has remained stable. This means the age of UK cars will continue to increase as drivers look to older cars to get what they want – namely a cheapto-run diesel. With the right marketing, FlexFuel is in an excellent position to help partner garages bring in drivers who want an older car with the performance and emissions of a newer model, whilst at the same time benefitting from the potential cost savings in fuel and replacement costs of prematurely failing components associated with the buildup of carbon on key engine parts.

Environmental benefits It is not only the company’s branding and machines that are green. Using hydrogen to clean out an engine means that no harsh chemicals are required. Instead, the system uses deionised water to produce the hydrogen gas that is pumped into the vehicle through the air intake.

40 MARCH 2020 PMM

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Brand awareness is critical when building a business in the UK, and this is something that FlexFuel is developing, through a series of social media comments and videos. The company is active on Facebook, promoting the posts of partner garages to local areas, while it has established a series of case study films, giving those using the equipment the opportunity to highlight how simple the procedure is, and why motorists should undergo the treatment. Garages can then use these on websites or social media channels to boost their own presence.

Garage benefits

requires near zero manual intervention; it does not take up a work bay or ramp – it is quite simply ‘plug and play’.

“They came and did a demo on my van, and it made a vast amount of difference to it,” said Neil Chapman, owner of Offmore Road Garage. “I decided to order the machine from that.”

Offmore Road was one of the first to sign up with FlexFuel on its introduction to the UK. Now, 12 months on, Neil says he sees the additional benefit the system offers.

“We are at the point now that we are cleaning customers’ cars that had the procedure carried out a year ago,” Neil continued. “The high mileage users are taking the option to have their engine cleaned, and are again seeing the benefits.

When we carried out a number of annual services last year, we were selling the FlexFuel clean, and now customers are asking us to have it done.

“We have proved the need for engine cleaning on numerous occasions; there have been plenty of MOT failures on emissions that have then undergone a clean and have then been able to pass. So, it is doing a good job for us.”

Sham Rana, Director at Oxford-based North Hinksey Garage was another early adopter: “As a business, Hy-Carbon has helped us increase our monthly turnover by 40%. For garages up and down the country that are looking for near on guaranteed incremental revenue generation, Hy-Carbon really is a silver bullet.

“We sell it both at a curative level – unblocking DPFs, addressing sticky EGRs and turbos for example – and we also sell it at a preventative level, upselling the solution as part of our wider vehicle service offering.”

FlexFuel has now established itself in the UK aftermarket, and as awareness of engine cleaning and the performance, cost and environmental benefits increases, the company is well placed to help those investing in the equipment to make a substantial return on investment.

So, why are garages getting involved with FlexFuel? Hy-Carbon is proving to be the most profitable machine in the workshop. It

To find out more about FlexFuel, www.rdr.link /an016

For many of the garages working with FlexFuel, the green credentials were a dealbreaker. Their customers are becoming more aware of the ‘climate emergency’ talk that is continuously in the news, meaning the hydrogen cleaning solution suddenly takes on a new unique selling point.

Growth From its inception in the UK, FlexFuel now works with close to 200 partner garages across the UK, and is planning to double this number by the end of 2020. This is testament to the hard work of the sales teams who are out on the road, ensuring the needs of garages old and new are met. It also highlights just how the company’s name has become recognised in a short space of time.

“At the start, it was difficult to find garages to work with,” explained Anthony Harris, Business Development Consultant at FlexFuel. “We had to do a lot of work to convince them of the benefits of hydrogen cleaning, especially as the best results are not visible. We would go in, run a demonstration and then wait as they mulled things over.

“That is not the case today, and it is as much from our learning over the last year as it is to the properties of the machine. We are able to book our appointments and demonstrations more effectively, and garages are coming to us to find out more.”

“The biggest challenge we face is garage owners putting their service in front of the customers,” added Anthony. “Many drivers are now undergoing education as to why engine cleaning is needed, and they are starting to demand the service rather than the garage having to broach the subject. Getting the FlexFuel name out there is helping with this.”

PMM MARCH 2020 41

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PIT STOP

In need of a refuel?

Did you know?

The famous line “Beware the ides of March,� didn’t originate with William Shakespeare, and isn’t as dramatic as it sounds! In the Roman calendar, dates were expressed in relation to the lunar phase of the month using three markers: Kalends, Nones and Ides. The full moon fell on either the 13th or 15th day of the month, and was referred to as Ides. So, “the ides of March� just meant 15th March!

í˘ą

In which city did the film

Rocky take place?

a. New York City b. Philadelphia c. Pittsburgh

í˘˛

Liverpool FC’s signature song You’ll Never Walk Alone stems from which Rogers and Hammerstein musical?

a. Carousel b. The Sound of Music

Garage gags Why can’t cars play football? “Because they only have one boot!�

Why does a chicken coop have two doors? “Because with four, it would be a chicken sedan!�

c. The King and I

í˘ł

Where in the world would you expect to find a car with the vehicle registration code ‘V’?

a. Vatican City b. Venezuela c. Vietnam

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

Name the film

Quiz answers: 1: B, 2: A, 3: A Answer to Name the film: Forrest Gump

ADGRID PMM MAR20_Layout 1 11/02/2020 08:37 Page 43

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EXHAUSTS

& EMISSIONS

Brake dust: the secret pollutant A recent report (from the parliamentary Air Quality Expert Group) says that ‘pollution from tyre wear and brake dust contribute to half of particle pollution from road transport’. What measures are Juratek, the brake supplier, taking to reduce the harmful particles in friction materials?

I

t is self-evident that the action of two surfaces rubbing together, like brake pads on brake discs, or tyres on the road, will cause wear to both surfaces.

In the case of brakes, about half of this wear debris is liberated into the air, some of it is dispersed to the roadside and the rest sticks to the wheels of the car and vehicle body in close proximity to the car’s wheels – we have all experienced the ‘dirty wheel’ problem with our alloys.

As a result of this, over in the US, both California and Washington states have imposed regulations to reduce copper and other heavy metals from being present in braking products. The first level of the legislation began in 2014 in California and 2015 in Washington. All brake manufacturers and importers were required to self-certify that their brake pads contained no more than 0.1% by weight of asbestos, cadmium, chromium, lead, and/or mercury.

On 1st January 2021, the second phase of the legislation will go into effect. This phase

will require brake manufacturers and importers to self-certify that their brake pads contain no more than 5% by weight of copper. By 2025, this must be less than 0.5%.

Of course, this law does not apply in Europe, however, the principles behind this law are to everyone’s benefit. Reducing harmful pollution is good for everyone.

Like others in industry, Juratek has been rightly concerned about the health hazards that might be posed by this brake wear debris

“Juratek has been rightly concerned about the health hazards that might be posed by this brake wear debris and, for some years now, the company’s range of brake pads has been fully free from heavy metals and copper.”

and, for some years now, the company’s range of brake pads has been fully free from heavy metals and copper. This presented the product development team with a significant challenge – to ensure that the products still had industry leading standards of performance and freedom from noise and judder, whilst retaining reasonable pad and disc life. In summary, the aim was to ensure Juratek pads provide premium service performance, without costing the earth.

Of course, governments are looking to go further than just restricting the use of some of the more problematic ingredients of brake pads. It has been established that this wear debris, or particulate matter, which is a mixture of both pad and disc debris, ranges in particle size from >100μm to approx. 0.1μm, with some of it falling in the critical respirable range of 10μm to 1μm. (PM10 & PM2.5) To reduce particle emissions further will require a much broader approach across a number of fronts. One potential solution is the application of a special hard coating to the surface of brake discs to reduce their wear rates, and, of course, carbon-ceramic discs also offer potential for reduced wear, albeit at a significantly higher cost. The automotive industry is also exploring partially enclosing brakes and fitting them with filters in order to capture the bulk of particulate emissions. Chances are the most likely final outcome will be a combination of all these measures.

For more information on Juratek’s range of brake components, www.rdr.link /an017

PMM MARCH 2020 45

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EXHAUSTS

& EMISSIONS

A breath of fresh air The EGR valve provides enhanced emissions control and is a vital component for reducing the output of harmful NOx tailpipe gasses. Here’s what to look for, and why they’re so important…

Y

ou may have heard some negative talk about the EGR (exhaust gas recirculation) valve, mostly spoken by people who don’t understand how – or more importantly why – it works. It’s a crucial piece of emissions-reducing technology that boosts engine efficiency by, as its name suggests, re-using spent exhaust gasses. This reduces the level of oxygen burnt, lowering chamber temperatures by up to 150oC and resulting in cleaner exhaust gasses containing less harmful NOx. “The aftermarket went through a period where it was fashionable to blank, remove or map out EGR’s functionality,” explained Julian Goulding, Delphi Technologies Aftermarket, UK Marketing Manager.

“Thankfully, with the increased focus on reduced emissions and the latest MOT regulations making tampering with emissionscontrolling hardware an automatic failure point, we are moving away from this trend.”

“The main source of EGR scorn was based on a lack of understanding and fear of sticking, breaking up or non-functioning valves,” he continued. “Of course, we know this is flawed thinking – if you get a puncture, you don’t opt to drive without tyres. That’s not how the vehicle was

46 MARCH 2020 PMM

intended for use, so why should the EGR be any different? Correct operation of EGRs is vital to ensure the precise chemical balance of air and fuel in the engine, lower emissions and increase efficiency, power and economy.

The engine can survive on re-used air, but our lungs prefer something a little cleaner.”

Evolving technology EGRs remain a vital tool for reducing emissions on current combustion enginepowered vehicles. However, they’ve gone through several revisions over the years, and the age of the vehicle will impact the type of EGR that may be fitted, from vacuum actuated valves to modern digitallycontrolled units.

“Millions of cars feature OE-fit Delphi Technologies’ EGR valves, and we are using

this expertise to continually evolve our aftermarket range to cover a growing proportion of the European car parc,” explained Julian. “The range has grown by over 60 new part numbers and we plan to continue that growth in 2020. This covers OE parts, as fitted on the vehicle manufacturer’s assembly line, but also popular, high failure all makes applications that will benefit from a more robust, OE-quality solution. Both come with the necessary gasket kits, for a fast and accurate installation.”

Hints and tips The most common cause of EGR failure is carbon build-up in the valve and associated pipework: “There’s a misnomer that EGRs are maintenance free,” continued Julian.

“But, given the extreme temperature ranges in which they operate, their condition should be regularly checked as part of scheduled vehicle maintenance. Carbon residue can clog exhaust gas channels or the valve itself, eventually causing it to stick and, potentially, fracture. Fragments of EGR can cause terminal engine damage, hence some of the negative connotations of the valve, but this is normally the result of poor maintenance.”

The symptoms of EGR failure, such as poor running or an illuminated EML, can be

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similar to many other engine faults. Effective diagnosis is reliant on the correct software and the expertise to use it accurately.

Julian continued to explain that a valve that’s stuck open can result in reduced power and acceleration, a rough idle and potential boost leaks. Conversely, a valve that stays shut will result in increased combustion chamber temperatures that can promote detonation or engine knock, which in turn can lead to accelerated engine wear. Increased emissions are a direct effect of incorrect EGR operation.

“It’s vital to determine the cause of poor running before assuming EGR replacement is necessary, or to ensure that other issues have not contributed to accelerated valve wear,” continued Julian. “The first step in diagnosis for electronically-controlled valves is the use of a scan tool, such as Delphi Technologies’ DS solution, which covers more than 11,500 engine types, to check for fault codes. To further pinpoint the fault, there are a series of checks that can help; there are visual clues, such as checking for carbon build-up, that are the easiest method of avoiding potential EGR failure. Loose vacuum lines and electrical connections can cause failure, and checking solenoids for valve stem movement between 1,500-2,000rpm can help identify issues.

“Use a vacuum gauge to check the vacuum supply hose at 22,500rpm, which will help identify a loose hose, blocked or faulty ported vacuum switch or solenoid, or a faulty vacuum amplifier.”

Julian concluded, “A scan tool can be used to actuate the vacuum solenoid on electronically controlled units – failure may not be down to the EGR itself, but a corroded connection, loose wire, or bad ground. Finally, apply a vacuum to the EGR using a hand pump or scan tool – no change in the engine’s idle suggests a faulty valve or restricted passages, whereas a rough idle or stall is a sign that the issue is control system related. Remember, acceptance of the need for OE-quality replacement parts is as important as the initial fault diagnosis – the EGR plays a crucial role in optimising engine performance and the fitment of non-OE parts jeopardises robustness and the powertrain’s lifecycle.”

To find out more about Delphi’s range of EGR valves, www.rdr.link /an018

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EXHAUSTS

& EMISSIONS

Counting the cost of conversion

BM Catalysts Managing Director, Toby Massey, weighs-in on why cleaner air comes at a price. extremely harmful to humans and is the current target for reduction and removal by post-combustion devices, like catalytic converters and selective catalytic reduction (SCR) systems.

Getting a reaction Catalytic conversion The internal combustion engine uses fossil fuels and subsequently produces harmful emissions. That’s an inescapable fact. The hydrocarbons used, usually diesel or petrol, are combined with oxygen to provide a source of energy for the explosions that power the piston’s movement and propel the vehicle.

Chemical reactions during combustion mean atoms are realigned under extreme pressure, creating exhaust gases that include nitrogen combined with any number of oxygen atoms (NOx), unburnt hydrocarbons (HC), carbon monoxide (CO) and various other impurities that were there before ignition. It is this NOx that is considered

48 MARCH 2020 PMM

It is important to understand that a catalytic converter is not a filter. The exhaust gases exiting an internal combustion engine are channelled to pass over a specially coated ceramic ‘brick’ at the heart of the unit, which triggers a chemical reaction to start breaking down the undesirable NOx, amongst other pollutants.

The reaction acts to break apart the nitrogen and oxygen atoms that have come together under the heat and pressure conditions created in the engine’s cylinders, allowing the oxygen to reattach to the CO and HC to produce less toxic and naturally occurring carbon dioxide (CO2) and water (H2O). Although rising CO2 levels are of great concern for climate change, this gas is far less troublesome to air quality than NOx.

The role of precious metals The trigger for the chemical reaction which starts to break down exhaust gases is the presence of relatively small amounts of platinum group metals (PGMs). These are namely platinum, palladium and rhodium. As a manufacturer, we buy these precious metals by the ounce, which are stored by a broker and then delivered to our coater in solution when needed. The metals are mixed with a ‘washcoat’ designed to maximise their potency and applied to the ceramic ‘bricks’.

We then house the ‘bricks’ in our components.

The primary ‘catalyst’ for reactions in diesel-powered vehicles is platinum and/or palladium, with petrol equivalents typically using palladium and rhodium. Platinum and palladium perform a very similar function in their respective roles of oxidising HC and CO, while rhodium works to reduce NOx when sufficiently heated in petrol engines.

Although diesel engines produce NOx, rhodium is ineffective in diesel engines due to lower exhaust gas temperatures. Despite

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the addition of diesel particulate filters (DPFs) to help with soot, this still means higher levels of the noxious gas are present post-filtration. Until recently, regulators took the pragmatic view that this was simply an undesirable but unavoidable fact, so allowed higher maximum levels of NOx output from diesel engines. However, the latest emissions standards, Euro VI, reduced these levels further and necessitated the need for other components, such as SCR units, to help reduce NOx. With each new Euro standard comes a higher demand for lower emissions. One way this has been achieved is through the addition of extra filters and devices, but we’re running out of places to put them. In reality, greater concentrations of PGMs on the ‘bricks’ are the only way to keep driving down the levels of harmful gases released into the atmosphere from diesel and petrol driven vehicles. But that comes at a cost.

The cost of cleanliness Over the past two years, precious metal prices have been increasing at a fairly swift rate. Since the beginning of 2019, rhodium, palladium and platinum have all increased in price by up to 1,100%. Rhodium is approaching levels last seen in 2008, and between December and January there was a 70% increase in a matter of days. Palladium and platinum have also incurred increases of up to 85% in the last 12 months.

Whilst these increases have a direct effect

on the manufactured costs and subsequent market pricing of catalysts and DPFs, it also continues to fuel the ever increasing rate of catalytic converter thefts from vehicles. This year has seen record numbers of thefts with no sign of this reducing. A quick ‘Catalytic Converter Theft’ search on Google will usually bring up news stories posted within the last 24 to 48 hours from across the UK and further afield with examples of localised and national catalyst thefts. It is unclear what the future looks like for the price of these precious metals, but whilst they remain so high, it is inevitable that market pricing will continue to rise to accommodate the increased raw material costs.

Making predictions At any given time the financial value of these PGMs have an attributed and widely advertised market price, meaning you can’t negotiate to buy it cheaper from different sources. Although the automotive sector is the primary consumer of PGMs, demand, and therefore cost influences, come from buyers such as jewellery makers and commodity investors, as well as there being supply-side issues.

An increased cost of the PGMs used in the making of exhaust filters has to be reflected in their sale price – it’s unavoidable. When you consider that the purchase price of the PGMs used can be up to 90% of the overall cost of producing a catalytic converter, you could say that the sale price of our own parts is somewhat out of our control. All we can really do is continually invest in driving down the cost of designing, producing, assembling and delivering the part as a whole to ensure our products are as inexpensive as they can be, given our commitment to full compliance and the highest quality standards.

Other manufacturers that don’t have a firm grip on these ever changing costs, or are cutting corners to reduce them, could soon find themselves in financial trouble and forced to decide between trying to sell over-priced parts, swallowing substantial losses, or worse. *all figures approx.

For more information on BM Catalysts,, www.rdr.link /an019

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EXHAUSTS

& EMISSIONS

Reducing emissions with additives

‘‘A

ditives can’t transform a pollutant-spewer into a fragrant flower,” explained Tim Keller, Export Area Manager with Liqui Moly. “But they do help reduce emissions to the original level and ensure the vehicle passes its MOT test.”

The fight against emissions in road traffic has long been taken up by vehicle technology; emission control systems are becoming more and more important – even cars with a petrol engine are now fitted with a particulate filter. The downside of this development is that vehicles are increasingly sensitive to soiling.

From the point of view of garages, this opens up a whole new range of business possibilities. By using additives, garages can reduce emissions and ensure vehicles pass the MOT test. These are all measures that don’t cost the customer huge amounts of money, while at the same time giving garages a high profit margin. “Our additives are chemical tools that are highly effective – both technically and economically,” continued Tim. If a vehicle is due for an oil change, Pro-Line Engine Flush should be used at the same time.

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Increasingly rigorous limits imposed on exhaust emissions and modern technology confront garages with new challenges.

However, additives may provide an effective response.

This is added to the existing oil shortly before the oil change, and the engine is run at idling speed for around 10 to 15 minutes. During this time, the active ingredients dissolve deposits and contamination in the oil circuit, allowing them to be drained out simply with the oil.

The fresh oil enters a clean engine and can then achieve maximum performance. This prevents wear and slowly-developing engine problems. Such treatment is particularly recommended for vehicles with a high mileage or problematic fuel quality.

Blue smoke from the exhaust is usually due to excessive burning of oil. This can be eliminated fairly simply by means of Liqui Moly Oil Smoke Stop – an additive that reduces oil loss via the piston rings and valve guides, while at the same time improving compression.

Frequent short trips and use of the incorrect oil can result in premature blocking of the diesel

particulate filter. The DPF Cleaner should be able to clear the filter without having to remove it. Whereas, Diesel Smoke Stop is for older vehicles without a DPF – this product ensures that soot residue is burned off faster.

After this, combustion is cleaner, and the MOT test is no longer an insurmountable obstacle.

Cleaner additives should be used regularly to keep the engine clean on a lasting basis. Fuel Injection Cleaner for petrol engines and Super Diesel Additive for diesel engines are said to ensure that deposits on the injection nozzles and fuel system are eliminated and do not reappear. Simply empty a can into the fuel tank every 1,250 miles when refuelling. The garage can use these additives themselves and sell them to customers, too – a profitable undertaking in both cases.

A clean engine not only passes the MOT test, it also consumes less fuel, delivers more power and is less susceptible to breakdowns.

To find out more about Liqui Moly, www.rdr.link /an020

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EXHAUSTS

& EMISSIONS

DPF dos and don’ts Premier Diagnostics, a specialist in emissions testing equipment, highlights the current problems surrounding the DPF, and the steps the industry needs to take in order to reduce airborne particulate matter generated from in-service diesel vehicle emissions.

T

he Diesel Particulate Filter (DPF) was mandated by Euro standards from Euro 5, or 2009, onwards for a very good reason: to filter out the particulate matter (PM) generated by diesel engines. PM has been classed as carcinogenic by the World Health Organisation (WHO) since 2015, and it is linked to many serious health conditions if allowed to exceed strict limits, substantiated by a number of epidemiological studies.

In response, vehicle manufacturers (VMs) have advanced the design of diesel engines to reduce PM emissions to avoid over-loading the DPF and, in doing so, the particles have become smaller. This is not a problem as they are ‘caught’ by the DPF, ‘regenerated’, and turned into harmless CO2 and water when ‘burned off’. This is why a vehicle with a working DPF will emit less PM in an idle state compared to background PM in the air.

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As we now know, the trade off with ‘regeneration’ of PM is the ‘generation’ of NOx. Whilst NOx is needed to increase the temperature of combustion to burn off the PM, unless treated afterwards, it will result in high NOx emissions, where one of the gases (namely NO2) is also particularly harmful to public health and monitored carefully against set limits by WHO. So, whilst VMs have done a good job in reducing PM emissions, the laboratory-based type approval testing did not notice the high NOx emissions until recently (2017), when Real Driving Emissions (RDE) testing was introduced. With RDE as a final test, VMs have resorted to extra emissions reducing technologies, such as Selective Catalyst Reduction (SCR) and Urea, to neutralise the NOx into harmless nitrogen.

This ultimately means that many so-called pre-RDE Euro 6 compliant (and Euro 5)

vehicles exceed NOx emissions during real driving, and this explains why NO2 levels have been increasing. As far as electric vehicles are concerned, there is still plenty of work to do with regards to infrastructure and green power generation. Heavier EV vehicles typically generate more tyre and brake particles compared to Internal Combustion (IC) vehicles.

What’s the problem?

When the DPF is fitted and working, the particles are captured by the walls of the filter, hence the term ‘wall flow DPF’. For a number of reasons, such as undetected combustion related faults, poor or inadequate maintenance, exceeded product life of the filter, unsuitable drive cycle, or even not having enough fuel in the tank, the DPF may become blocked and fail to regenerate.

To remove the blockage and the resulting ‘limp home’ mode, and to avoid the cost of resolving the cause of the problem and its replacement, DPFs are often removed or drilled out to create a full flow or partial flow system (instead of the wall-flow).

Although in some countries driving a vehicle where the DPF has been manipulated

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These ultra-fine particles with toxic PAH coatings are in fact even more dangerous compared to the larger particles, due to their ability to penetrate deep into the lungs and migrate further.

or removed is illegal or penalised such as the UK – the current MOT/PTI emission test, in accordance with the latest road worthiness Directive 2014/45/EU, does not typically identify or fail vehicles with leaking or compromised DPFs. When the DPF is not working, high levels of toxic PM are emitted, resulting in poor air quality and harm to public health.

When it functions correctly, PM levels are very low, protecting public health.

What else can be done to identify faulty DPFs?

What can be done?

The current MOT emissions testing programme can be improved. In order to remove the so-called ‘gross polluters’, where the DPF is no longer functional, the current emissions test should focus on measuring DPF efficiency, instead of against an opacity limit that in fact already confirms a ‘leaking DPF’.

Vehicles with a working DPF should have a reading of less than 0.1k, and typically zero when tested against opacity. This is because the particles that would normally generate the ‘smoke’ are filtered. These results are in fact confirmed by the vehicle type approval test, which still requires an opacity rating, known as the plate value. However, VMs are currently allowed to add 0.5k to the measured result, which means that the typical plate value is just over 0.5k.

When testing modern diesel vehicles, the Road Worthiness Directive stipulates a default value of 0.7k for Euro 6 and 1.5k for Euro 5, even though both standards require a wall flow DPF for type approval compliance.

When testing modern diesel vehicles, the Road Worthiness Directive stipulates a default value of 0.7k for Euro 6 and 1.5k for Euro 5, even though both standards require a wall flow DPF for type approval compliance.

A simple vehicle database with plate values could be introduced to avoid the use of the higher default levels. In Germany, as of this year, a limit of 0.25k has been introduced for Euro 6 – this should increase the detection rate of malfunctioning DPFs.

Is this enough?

The current Diesel Smoke Test is open to manipulation. For example, many VMs have

“PM has been classed as carcinogenic by the World Health Organisation (WHO) since 2015, and it is linked to many serious health conditions if allowed to exceed strict limits.”

limited the governor speed so that a vehicle engine speed cannot be accelerated at idle to the maximum rated RPM. This so-called free acceleration smoke test should also be performed within a specified duty cycle – any divergence affects the results of the test.

Furthermore, as the particles emitted have become smaller, the current Diesel Smoke Meter (DSM) testing technology that measures light absorption becomes less sensitive. Even at plate value, the DSM is unlikely to record and measure a compromised DPF on a Euro 6, despite the vehicle emitting millions of harmful particles.

We can introduce a new test based on light scattering photometric technology, as tested by TRL in its latest report.

It’s affordable, fit for purpose, traceable to industrial standards, and it tests at idle to measure particle mass when a DPF leaks. When the DPF leaks, creating a partial or full flow DPF, the device reads a high PM reading and fails the vehicle. When the filter remains intact as a wall flow structure, the DPF tester reads low PM and gives a pass.

Testers based on light scattering are much more sensitive compared to opacity technology, as currently used. On Euro 6, light scattering on its own will identify compromised DPFs as long as the particle number and size distribution is able to generate sufficient mass measurement. The advantages are clear: low cost, effective in removing high emitters without having to rely on opacity technology and the free smoke acceleration tests performed by DSMs, which are also open to misuse.

Conclusion By introducing any of the above, vehicles measured as being high emitters or gross polluters would be identified in a fair and measured way for repair or removal from public roads. As reported in the GOCA report in Belgium, 20% of the high-emitting vehicles account for over 80% of the PM emissions. Furthermore, ULEZs can be restricted to vehicles with correctly-tested working wall flow DPFs only.

Premier Diagnostics is planning to measure the level of PM emitted by gross polluters (Euro 5 and 6 vehicles with compromised DPFs) during RDE testing, conducted independently by Emission Analytics, to highlight the effects on air quality and public health.

For more information on Premier Diagnostics, www.rdr.link /an021

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EXHAUSTS

& EMISSIONS

Setting the tone

PMM sits down with Charlene O’Connor, CEO of Fueltone, to find out more about the additive and engine treatment specialist.

PMM: Could you please provide a little bit of background to Fueltone?

How did it all begin?

Charlene O’Connor (CO): The business idea arose from looking for ways to improve emissions from commercial and passenger vehicles to ensure MOT passes. We started from the point of somehow improving engine combustion, which would then have the knock-on effect of reducing the particulates in the exhaust gases. We brought in proof-of-concept investment and developed our first product, the Fueltone Pro Diesel Additive. When we put this through independent testing, it showed up to an 86% reduction in particulate emissions, so we knew we were on to a winner. From there the business was born.

PMM: Could you briefly outline Fueltone’s product portfolio?

CO: From this first product, we quickly developed other products in the range. This was mainly driven by our growing customer base. We found out that the diesel product was very popular, which led to customers asking for something similar for petrol engines. So, we set about developing our petrol range. A similar drive took us into developing solutions for other engine issues e.g. Engine Flush, Diesel System Primer and our new DPF Foam Burst. The DPF Foam was a direct result of our customers

54 MARCH 2020 PMM

Charlene O’Connor, CEO of Fueltone

clamouring for a solution to expensive, blocked DPFs and is already a bestseller.

Underpinning all our products is an understanding of the issues we’re trying to fix and a desire to provide something unique to the market.

PMM: How did you know your products would be successful?

CO: It was a gamble at the start, but we always use the same approach to developing products by asking ourselves the right questions: What’s the problem we’re trying to solve (talk to customers)? Can we find a commercial solution? Is there a market for it (is it solving a big problem)? And, can we

make it affordable for our customers? Stick to that formula and we generally succeed. The one proviso for us as a business is don’t confuse our customers; make the range easy to understand and navigate, however tempting it is to keep bringing in new products.

PMM: Are your products a reaction to specific industry trends in fuelling systems?

CO: We would say it’s a mix. We look at the market direction, industry trends (from developments in fuel, engines, emissions control and so on), as well as listening to our customers. We are known for innovation and have brought in unique products such as Diesel System Primer, which was a first on the market, and unique variations such as an engine flush with a very short run time.

PMM: Are Fueltone products designed with a specific type of vehicle (or driving style) in mind?

CO: Our core tank additives have a wide appeal as they are designed to improve combustion efficiency, which subsequently leads to better economy and emissions. That works for every segment of the market.

Other products such as DPF treatment and cleaners are obviously more targeted but have an appeal across domestic and commercial markets, too. Who doesn’t want to save money?

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PMM: Why should independent garages use Fueltone products?

CO: Our two major strap lines are ‘First Choice’ and ‘Another Tool in Your Toolbox’.

Our products are a first stop for garage mechanics when solving tricky problems such as injector issues, MOT fails and blocked DPFs. They work and provide costeffective solutions. Our engine flush is a great example of this, as it cuts run time to 2-5 minutes, which frees up ramp time. We also offer cost-effective multi-dose solutions that help garages keep their costs down, whilst offering an additional revenue stream PMM: Is this a preventative treatment (as opposed to reactionary)? If so, how can garages explain this to their customers?

CO: It’s not only in the motor trade that folks find the prevention message hard to swallow.

It’s usually not until they face a big and probably expensive issue that the message hits home. Take DPF treatments for example. One

“The one proviso for us as a business is don’t confuse our customers; make the range easy to understand and navigate.”

of our garage customers that has been using Fueltone Pro DPF for years during servicing, rarely sees blocked DPF issues now as the prevention works – and saves customers hundreds of pounds on DPF fixes. To help garages, we produce a range of leaflets and other information, but it continues to be a difficult message to get across. The servicing and MOT market is crazily competitive and garages often struggle.

PMM: What are your thoughts on the rise in EV/hybrid technology?

CO: There is no doubt that our use of fossil fuels has to change, and the idea of EVs and hybrids is compelling. It’s obviously early days for the technology, and I’m sure the current issues on range, costs, etc. will be overcome in time.

One of the big issues is the generation capacity to meet the required switch-over volumes that would make a big enough environmental impact. If we continue to use fossil fuels to generate the electricity that powers these vehicles, the gains will not come as fast as we need. For the UK to make enough electricity to power the target number of EV’s, we’d need a massive investment in clean power generation.

To find out more about Fueltone and its range of products, www.rdr.link /an022

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MOT

©Angela/AdobeStock

MOT update

Connected equipment There has been some misunderstanding when it comes to the introduction of connected equipment. The major deadlines that have now been and gone are as follows: ■ From 1st February 2020, anyone buying a new decelerometer for class 3, 4, 5 or 7 test lanes needs to make sure it’s a model that can connect to the MOT testing service.

■ This comes after the 1st October 2019 changes for roller brake testers. The change includes buying replacement equipment, and as part of the process of getting authorisation to carry out MOTs at a test station.

©JevantoProductions/AdobeStock

Over the last year or so, there have been some important announcements about the way MOT centres need to carry out their work. To clear up any confusion, DVSA has provided PMM with vital clarification… apply to any current equipment you have, unless you need to replace it. Until these are introduced, garages can continue to use their current models.

It is important to note that this rule does not

■ ■ ■

RESOURCES ■

You can find out more about MOT garage equipment on GOV.UK: www.rdr.link /an023

■

The Garage Equipment Association lists all DVSA acceptable equipment:

■

■

Check they’ve recorded their result From the home screen, select the vehicle testing station Click the tester’s name Click ‘Annual assessment certificates’– you’ll find this on the right-hand side under the heading ‘MOT training and certificates’ Make sure that they’ve correctly recorded their result under group A (class 1 and 2 vehicles) or group B (class 3, 4, 5 and 7 vehicles)

www.rdr.link /an024

REMINDERS TO MAKE A GARAGE’S LIFE EASIER Meeting the deadline

DVSA has reassured garages that these changes come about in order to modernise testing in garages, save garages time and reduce the risk of error and fraud. The organisation is working with manufacturers to develop other types of connectable equipment to further improve MOT capabilities.

The following items are estimated for introduction: ■ Diesel smoke meters – late spring ■ Exhaust gas analysers – late spring ■ Headlamp aligners – summer

How to check your tester’s progress

If you run an MOT centre, make sure your testers complete this year’s MOT annual training and assessment. You’re responsible for making sure they’ve done the training and assessment by Tuesday 31st March 2020, to avoid being suspended from testing.

They can take individual training, group training or a course with a training provider, but they must record their annual assessment result on their MOT testing service profile as soon as they’ve passed. There will not be an extension, so they should do this in plenty of time before the deadline and not leave it until the last minute.

More than two million drivers have signed up to get free MOT reminders – www.rdr.link/an025. The service has proved really popular with drivers as it takes the worry out of remembering when their next MOT is due.

DVSA is urging garages to keep encouraging their customers to sign up to the service. The drivers who are signed up will get a text or email reminder one month before the MOT is due. They’ll also get a further reminder if they still haven’t had their vehicle tested two weeks before the MOT is due.

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MOT

Word from the bays PMM checks in with independent garage, CCM, to see what the team is up against in the lead up to MOT season. Operations Manager Tina Drayson highlights the sticking points worth noting.

Getting connected With the DVSA adopting a phased introduction to connected equipment, beginning in October 2019 with brake rollers, there are quite a few concerns regarding additional costs to garages. Existing test stations will only be required to update equipment if it cannot be repaired, and only new applications must install connected brake rollers. Having recently acquired a third garage for our CCM family, we are glad that we changed all our Authorised Examiner status’s so that we don’t need to invest in connected brake rollers yet.

Our Director, owner of MOT Juice, is in talks with the DVSA on a regular basis, and says only about 60 brake rollers were live on the connected scheme by mid-January, which means we will be looking after the ones we have in the short term. We would not want to be an early adopter as the equipment may

58 MARCH 2020 PMM

have bugs and issues, as with any new process. We plan on waiting for these to settle down before we adopt the new connected equipment.

Our understanding is that connected will be the future; there is talk of cameras in every MOT testing station, connected OBD readers, connected emissions testing and headlamp aim, too. It is something we need to plan for as we look at equipment investment.

Price wars With the government refusing to fix the cost of a MOT and only setting a cap, there is extreme competition amongst many garages to secure the best deal. These can range from a free MOT with a paid-for service, to special one-off rates and early bird prices.

Essentially, it becomes all about footfall.

What should be more important is the customer service that is provided at an MOT. I believe this is what we do so well at CCM. Many of the MOTs we carry out daily are for other traders. This is a real bug bear of mine. Where does the misconception come from that traders should get priority and discounts? All this does is generate a bartering opportunity for them to bounce from one garage to another to see who will give the cheapest price. As a garage, we don’t win any of this work, so why would we choose to give traders priority or discount?

These people are in the industry, they know how it works, they should know better.

For us at CCM, having three different locations means we can be adaptable. We have one depot which only carries out Class 4, one that does Class 4, 5 and 7, and the final site focuses on Class 1 and 2 on top of the normal Class 4, 5 and 7. All of this keeps our MOT bays very busy. As the

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demographics vary considerably from site to site, we have found that the price people are prepared to pay at two of our sites, does not work for the third site. Therefore, we have spent considerable time looking at the demographic of each location, so that we can construct a pricing scheme that works for each depot separately, without starting an MOT pricing war within our local areas.

Some customers are after the cheapest deal, others want the quickest availability, and for some, it’s about convenience, so being flexible in all of these is a huge advantage.

Dealing with MOT failures Of course, we offer estimates for any MOT failure works that need doing. We always give an honest price and it is the customer’s choice to take their vehicle elsewhere for their repairs. At CCM, our approach to customer service is always an open and honest one, keeping them informed through regular updates and communication. This is usually enough to ensure we win most of the work.

However, then you have the issue of the retest fee; could we, would we, should we?

We only charge a retest fee under certain failure items, and this is waived if the repair

work is carried out in-house. Until recently, we offered the retest to our customers free of charge, but now we insist on a small retest fee for those that choose to take that work elsewhere. For these customers, we explain that the vehicle still needs to be put up on the ramp and the repair work checked, which takes time and, therefore, must be charged.

Customer satisfaction The fundamental difficulty with vehicle MOT repairs is that the customer knows their vehicle still works as they have driven it to the testing station. Trying to explain to a customer that their vehicle may fail on items that are not visible is no easy task; not to mention continuing to explain why this repair work is essential to the safety of their vehicle and the passengers in it. Unfortunately, the garage industry still has a reputation for not being honest and ripping people off, and because of this misconception we are always facing an uphill struggle.

One customer recently explained it to me in simple terms: “When you spend £600 on a TV, you get to see on a daily basis what you have spent your money on. When you spend £600 on MOT repairs for your vehicle, it still

drives, as it did before albeit a bit smoother, but you don’t see any visual changes.”

And that, for a lot of people, is hard to swallow.

Staying up to date Good testers are hard to come by; there certainly seems to be a shortage not unlike the one the industry has for service technicians. At CCM, we ensure our testers are continually improving and we do this using MOT Juice.

MOT Juice is a system that looks after all our tester training and annual assessments, creating a record for each tester. As a manager, I can see instantly who is up to date with training and more importantly, who is not.

We also use it to help us keep abreast of station compliance duties as well; it logs and records all our QC checks, site audits, reminds us of up and coming equipment calibrations, and stores our certificates in one place. Looking after three locations, it is imperative that we know whether we are up to date on the DVSA requirements across our business.

To find out more about CCM, www.rdr.link /an026

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MOT

Deadline approaching

PLAN FOR NEXT YEAR If you have completed this year’s training and are ready to start planning for the year ahead, the topics for the 2020/2021 annual training period have been announced by the DVSA: MOT Annual Training topics Group A (Class 1 & 2) ■ The requirements in regard to the issue of various documentation ■ The disciplinary points system ■ The different vehicles that can be tested as Group A ■ The MOT inspection manual for motor bicycle and side car MOT Annual Training topics Group B (Class 3, 4, 5 & 7) ■ The requirements in regard to the issue of various documentation ■ The disciplinary points system ■ The different vehicle classes Group B ■ The MOT inspection manual for private passenger and light commercial vehicles These topics could be subject to change up until 31st March 2020.

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Time is running out to complete your MOT Annual Training – check your results are recorded correctly or face suspension from testing, warns the Independent Garage Association (IGA).

W

ith only two months to go until the 2019/20 MOT Annual Training deadline, it is crucial for MOT testers to complete their Annual Training and log their assessment score on the MOT Testing Service (MTS) before the 31st March cut-off date.

If you do not complete the minimum three hours of training (or six hours if you test groups A and B), and check that your assessment results have been logged online, then your MOT tester status will be suspended on 1st April 2020. To return to testing, you will have to complete and pass the 2020/21 training, assessment and DVSA demonstration test.

This year, the DVSA has announced that it will not be accepting certificates emailed in after 31st March 2020 for training year 2019/20, or backdating results to profiles manually, as it has done in previous years.

This means it is vital that testers take the time to check that their training certificate has been uploaded onto the MTS under the right group category, or they will find themselves

unable to test on 1st April. The cut-off time for certificates to be automatically uploaded is 6pm on 31st March 2020. Certificates can be manually uploaded until midnight on 31st March 2020.

In order to ensure your training and assessment results have been uploaded properly, you must check that your certificate details are correct and consistent with both the assessment’s awarding body and your MOT testing service account. You can check your MOT testing profile using the ‘Annual Assessments’ link on the right-hand side of your MTS profile page. It’s important to note that if you receive email reminders this means your certificate details have not been entered and you will be suspended on 1st April.

The IGA works closely with the DVSA. This means the organisation is able to support your testers with a variety of training options to suit their needs, to ensure that every tester has the knowledge to confidently complete their training requirements before the deadline. The following options are available to all independent garages through the RMI Academy of Automotive Skills.

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Annual training workbook RMI Academy annual training workbooks are a popular, cost-effective way to allow testers to train in their own time. The workbook contains login details for the online assessment, and there is also a form to sign within the book to record completed training.

This option is also available for class 1 and 2 vehicles (motorcycles).

“It is crucial for MOT testers to complete their Annual Training and log their assessment score on the MOT Testing Service (MTS) before the 31st March cut-off date. � training beyond the minimum three hours required, covering the implementation of EU Directive 2014/45.

Classroom training The RMI Academies offer classroom-based training sessions at sites in Southam, Runcorn and Winchester, where testers can complete their three hours of training and assessment in one half-day session. Places must be booked at least one day in advance of the course date.

Enhanced classroom training Enhanced, full-day training sessions are also available to provide testers with further

E-learning E-learning packages for class 4 and 7, and class 1 and 2 vehicles are available for testers who wish to complete their training entirely online. The platform is tailor-made to be straightforward to use, contains knowledge tests as well as training documents, and allows you to keep a record of your training online.

On-site training Regional training events Regional training events are available for testers who prefer face-to-face training in their local area, in a range of locations across the UK. Visit www.rdr.link /an027 for upcoming dates.

These three-hour training sessions will cover the 2019/20 MOT annual training syllabus; however, the online assessment will then need to be completed in the tester’s own time.

On-site training provides face-to-face training for up to six testers at a time, and is held at your garage premises for your convenience.

The online assessment can be purchased at an additional cost for each tester, and can be completed at their own leisure.

To find out more or discuss which training option would be best for your testers, please call 0845 3054230 or www.rdr.link /an028

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MOT

More than one way to make a profit Absolute Alignment, a supplier of fourwheel alignment equipment, has recently seen an increase in the number of MOT test centres purchasing aligners in order to boost their profitability.

M

OT bays, when not in use for that purpose, can be used for four-wheel alignment services – maximising the profitability of garages and their workshop space.

A suitable and efficient solution for this application is the Bluetooth Pro wheel aligner, which packs away outside of the MOT bay when not in operation, without the need for any permanent fixings to the ramps.

Chris Dear, Absolute Alignment’s Technical Director, said, “Fourwheel alignment is an additional way for MOT centres up and down the country to make use of their MOT bays, even when an MOT is not taking place. Our aligners are quick and easy to operate within limited workshop spaces, helping garage owners to maximise their profits with no downtime on the ramps, while being able to offer full wheel alignment services to all customers.

“Using MOT bays for more than one task is something we are seeing much more of at the moment, and the dual revenue certainly makes good business sense.”

To find out more about Absolute Alignment’s range of equipment, www.rdr.link /an029

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TOOLS

& EQUIPMENT

Catering to the needs of SMEs Major advances in technology make it possible for compressed air users to reap the benefits of the latest generation of rotary screw compressors. Stef Lievens, Business Line Manager for Industrial Air at Atlas Copco Compressors, explains how this type of equipment provides top performance at realistic running costs, and how it is ticking the boxes for SMEs.

T

he compressed air marketplace offers a complex variety of options that range from the very simple equipment offered by hardware suppliers − and even high street discount stores − right up to premier highspec units and systems designed and manufactured by leading compressor brands for major industrial production applications.

Within that broad sweep, 75% of applications are for compressors with a unit power of less than 30kW. Until recently, this presented SMEs with the challenging task of matching a specific range of application requirements to the most appropriate type of smaller compressor with the right performance characteristics, and at an affordable price.

In order to overcome this challenge, the latest generation of compact, robust and economical rotary screw compressors has been developed with the needs of smallbusiness users firmly in mind.

A cut above the rest In addition to overall energy efficiency, rotary screw air compressors offer multiple benefits compared to other compressor technologies.

These features include low noise output, being lightweight and possessing a small footprint for point-of-use plug-and-play

64 MARCH 2020 PMM

installation. They also offer continuous operation at temperatures of up to 46°C, extremely low oil carryover into the delivered air, simplified maintenance procedures, and a zero loss of capacity over time.

Furthermore, smaller screw compressors can be tank mounted to enable additional air storage capacity, while full-feature variants with an integrated dryer and oil-water separator protect the compressed air network and end-user output.

To see why the rotary screw compressor has made such progress in comparison to piston and vane technologies, it may help to examine the pros and cons of their operating principles and performances, relative to the average SME’s workplace requirements.

Comparing like for like The piston, or reciprocating air compressor, has traditionally been regarded as the most economical and cheapest type of air compressor. In its simplest form, it is still the most common type found in the automotive service industry. In more demanding roles, technically advanced versions can incorporate multiple compression stages to make them particularly suitable for high-pressure applications.

However, in small to mid-range piston compressors some major drawbacks need to

be considered. For instance, they are primarily intended for intermittent use. The average piston compressor can only work for about 50 to 60% of its duty cycle. These units require adequate cooling time between

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cycles, otherwise they can overheat and potentially fail. In contrast, rotary screw air compressors run at a cooler temperature, and are designed to operate continuously at 100% duty cycle.

Component wear is also an issue. Just like a car engine, reciprocating compressors feature piston rings and other components that are in direct contact with each other and suffer wear over time. With that wear comes a decrease in performance, oil carryover and excessive heat generation. They tend to run hotter as efficiency decreases and operating time increases. A lubricated rotary screw compressor is designed so that the compressor oil seals the internal rotors, preventing parts from wearing out. Unlike a reciprocating compressor that loses performance with age, the rotary screw compressor can maintain the same level of performance throughout its long service life.

Generally speaking, rotary screw air compressors deliver more air per kW of power compared to reciprocating compressors of the same size. This enables the use of a smaller rotary machine in place of its piston equivalent with the same output, contributing to significant energy savings.

A further complication is that reciprocating compressors require air tanks to reduce air pulses created in the compression process. As a result, they need to employ receivers to smooth the airflow and handle large demands from workplace air users, tools and equipment. On the other hand, rotary screw compressors do not create air pulses, and – depending on capacity – are able to deliver large volumes of air when required without the need for a reservoir.

Furthermore, they are built to operate for an

“Rotary screw air compressors run at a cooler temperature, and are designed to operate continuously at 100% duty cycle.”

extensive working life without requiring major repair.

It is a similar story with rotary vane compressors. The simple vane principle has the longest track record since its introduction almost 100 years ago. However, such design longevity and simplicity does not necessarily equate to energy efficiency. Neither does it allow for a full range of capabilities in comparison to those offered by rotary screw compressors, in terms of turndown rates, speed range limitations and energy demand.

In much the same way as the piston compressor is affected by component wear, the vane operating principle involves continuous sliding in and out of the rotor vane slot within the stator casing. As a result, both the vane and slot are subject to excessive wear, eventually leading to failure of the vane and all that entails.

There are also significant disadvantages in terms of vane compressor’s maximum speed, which affects output; vane compressors rely on centrifugal force to operate with their maximum speed limited to 1,000 to 1,100rpm, which is a third of that for a screw compressor air element.

The new alternative The developments embodied in advanced rotary screw compressor technology provide a clear advantage in performance and compatibility for the needs of SMEs. That is why Atlas Copco has introduced the GL1522kW low-investment compressor range alongside its upgraded G7-15 and GX2-7 EP series, to offer robust performance, simple installation and maintenance, plus easy control and monitoring for air users in the 222kW (4.0 to 22.8 l/s) segment.

The GL15-22 belt-driven, fixed-speed compressor range has been designed to provide quiet, efficient, powerful and reliable performance combined with minimum total cost of ownership. The 15, 18 and 22kW compressors within the range increase free air delivery by a 7.2% margin, while also reducing the specific energy requirement by 5.6%, compared to previous models.

For more information on the new range from Atlas Copco, www.rdr.link /an030

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TOOLS

& EQUIPMENT

Testing times Buying a battery tester or charger can be a hefty investment, and can be especially daunting with so many aspects to consider.

PMM has teamed up with Rotronics to provide you with some sage advice to ensure that you invest in equipment that is tailored to the needs of your garage.

Battery testers

Battery chargers

First things first, it’s important that you know exactly what you want the battery tester to do: Are you buying it to help with warranty claims, or to act as a sales tool? Be clear about the vehicles you will be testing, and whether or not you want to measure life-cycle performance and parasitic drains.

Before buying a battery charger, make sure that you know exactly what type of batteries you will be charging. Flooded, AGM, GEL, EFB, and lithium ion technologies all have different charging characteristics to consider.

Are you going to use the unit for onvehicle or off-vehicle charging? Do you need battery support capability? It’s essential to know what size the power supply function needs to be, and how the charger will deal with thermal runaway.

Will you have the very best safety protection offered? This is a critical area to consider in order to ensure that your workforce is protected.

Important for testers and chargers

Not all testers can test all batteries accurately, and it’s recommended that you choose a tester that is future proof, given the rise of EFB batteries being used in favour of traditional AGM or flooded products. The Rotronics team recommends a tester that can be upgraded, to make sure that you can keep up with any new industry developments.

66 MARCH 2020 PMM

What level of warranty will you have? Will you be able to get it back to your supplier easily should something go wrong?

The Rotronics team recommends investing in equipment that can be easily repaired, with replaceable leads. Other components may also need to be replaced, and the repair process for all testers is not equal. This is important to allow for a speedy repair turnaround.

You should also consider how much

training you might be able to receive on the equipment. Ongoing support is also useful as you may have a test report that looks confusing – having help to hand, therefore, can be vital.

Ultimately, your aim is to gain accurate data from the technology, so it is essential to consider the pedigree of the product and investigate any endorsement from the industry, peers and customers. The kit you are buying must be robust enough to withstand the day-to-day use and abuse of a thriving garage business, and cheaper units often don’t stand the test of time.

To find out more about Rotronics’ full range of battery solutions, www.rdr.link /an031

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TOOLS

& EQUIPMENT

HOW TO Repair damaged radiator and heater hoses Keith Anderson, Technical Press Officer at Tool Connection, runs through how the recentlylaunched Connect Workshop Consumables hose repair kit can quickly and easily help technicians fix damaged hoses.

C

racks or damage to engine radiator and heater hoses can cause coolant leakages, engine overheating and engine damage, so it’s important that any faults are fixed quickly. On modern vehicles, damaged moulded rubber hoses are a real problem, and if an exact replacement part is not immediately available, then the vehicle is going nowhere.

Connect Workshop Consumables recently

launched a professional hose repair kit (part number 33200), that features a selection of straight hoses, right-angled hoses, pipe connectors and hose clips. A heavy-duty pipe cutter is also included so that the hoses can be cut to size, pipe connectors added as necessary, and the repair section joined to the existing hose once the damaged portion has been removed.

Here is how you should go about repairing a damaged radiator hose (Honda):

KIT DETAILS: Straight hose sections supplied: ■2 x 400mm long, 16mm ID (internal diameter) ■2 x 400mm long, 20mm ID ■2 x 400mm long, 25mm ID ■2 x 400mm long, 32mm ID 90° bend hose sections supplied: ■1 x 200mm long 16mm ID 90° ■1 x 200mm long 20mm ID 90° ■1 x 200mm long 25mm ID 90° ■1 x 200mm long 32mm ID 90° Four pipe connectors of each size are supplied: 16mm, 20mm, 25mm and 32mm Eight hose clips of each size are also supplied: 16-27mm, 20-32mm, 25-40mm and 32-50mm.

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Determine the location of the leak/damage

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Ensure the engine, hose and radiator fluid have cooled, then remove the radiator filler cap to relieve pressure from the cooling system

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All the kit contents are also available separately.

To watch the full video, www.rdr.link /an032

68 MARCH 2020 PMM

Detach radiator hose

Use the heavy-duty pipe cutter to make a clean, straight cut

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Choose a suitable diameter replacement section from the kit

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Choose the correct size of pipe connector and a couple of hose clips (all provided in the kit)

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Use the old hose to measure

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Fit accordingly and assess the repair

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Cut to size

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Having finished the hose repair, top up the system with coolant, and refit the radiator filler cap

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TOOLS

& EQUIPMENT

PRODUCT FOCUS SX299 Master Locking Wheel Nut Removal Set When it comes to tools, often the simplest solution is the most rewarding. Sealey’s Neil Kidby explains...

O

ne particular difficulty all vehicle workshops will have come across is the frustration of customers bringing in a vehicle for work with no locking wheel nut key.

Naturally, this situation brings with it a variety of problems when a vehicle needs to be worked on; for example, if a wheel needs to be removed for a new tyre, then a brake inspection needs to be carried out.

Fortunately, there is a variety of solutions to this problem. The variations in this type of locking wheel nut run into several hundred types, and varying designs. These are divided into types by vehicle manufacturer and model. Sealey stocks a comprehensive range of locking wheel bolt nut sets, therefore, this particular problem has a very easy solution.

Problems with locking wheel nuts can be compounded when the wheel nut is damaged to a point at which a key will no longer fit.

Spinning cap type security systems offer further challenging requirements for removal.

Wheel damage is a possibility and costly to rectify if it occurs, therefore another solution is needed to remove locking wheel nuts in these difficult situations.

Sealey has recently introduced the SX299 Master Locking Wheel Nut Removal Set. This simple-to-use master kit is said to be capable of removing practically any locking wheel nuts or bolts. The kit includes a shroud that protects the wheel from any damage.

For the mobile technician and breakdown and recovery operators, this is a must-have tool. Owning it means there is no need to

WEBSITE LAUNCH Sealey’s complete product range can be viewed on the company’s new website.

Technicians can also search for spare parts, register a warranty, search for setting and locking kits, view the new help and support pages, and enter the latest competition.

carry multiple locking wheel bolt key sets when working remotely. When it comes to changing wheels at the side of the road, there is also the need to perform this operation in the fastest possible time. The safety of the technician is of paramount importance in these instances.

Disposable blades mould themselves to the shape of the wheel nuts for simple removal.

The blades not only make this operation easy to perform, they also generate a revenue stream for the workshop. Replacement disposable blades are available, Model No. SX299DB (Pack of 10), and most garages charge these out as a consumable item. There are different types of blade in the kit to cover a wide range of security nut systems,and these will even work on conventional wheel bolts that have become damaged.

To visit the new Sealey website, www.rdr.link /an050

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TOOLS

& EQUIPMENT

The perfect treatment

PMM looks into how EDT Automotive’s engine treatment is especially beneficial to those vehicle engines with variable valve timing.

T

he technology employed by engine decontamination specialist EDT Automotive demonstrates its emissions-busting and fuel-saving benefits. The engine cleaning solution works for all sorts of cars, breaking down the carbon and sludge which accumulates over time.

Typically, a treatment is said to give customers better fuel economy – increasing MPG by up to 26% – as well as a more responsive drive, with a performance enhancement of up to 6bhp and 7ft/lb of torque, in addition to lowering emissions by up to 69% and CO and diesel smoke reduced by up to 58%.

However, it is vehicles with variable valve timing, such as BMW Vanos units, as well as some Fiat, Alfa, Honda and Toyota models (among others) that will notice the difference to an even greater extent, as the system is oil controlled.

What is variable valve timing?

Variable valve timing (VVT) controls the amount of gas allowed to enter and escape the combustion chamber, for improved performance, economy and to reduce

72 MARCH 2020 PMM

emissions, depending on the driving conditions.

Increasingly strict emissions regulations are seeing more and more vehicle manufacturers use VVT systems, as they help to regulate emissions and improve performance.

How does the treatment help?

The engine decontamination unit heats and pulses a light mineral oil in and around the engine’s oil system, breaking down the carbon deposits and vacuuming it out through the sump via a one micron filtration system.

This is particularly helpful for vehicles

with VVT, as the process either helps to improve the oil flow to the unit, or actually improves the function of the unit itself.

The proof of its effectiveness can be found in the TrustPilot reviews left by nearly 200 satisfied customers, such as this one from Stuart Prime: “Just had my car treated at Tomsett Garage in Maidstone Kent (plus an oil/fuel filter change) and all I can say is my BMW 325d is transformed…the car is a lot quieter, smoother with faster pick up. No need for a newer car as my bimmer feels brand new again. Thanks guys.”

Managing Director David Holmes said, “The fact that EDT has a 9.9 out of 10-star rating on TrustPilot from owners covering a wide range of vehicle manufacturers is testament enough to the power of an EDT clean.

“But because the treatment deals with the vehicle’s oil system, VVT vehicles – which are oil controlled – will really notice the difference.”

To find out more about becoming an EDT www.rdr.link/an033 garage partner,

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TOOLS

& EQUIPMENT

Keep on top of skin care You will no doubt have heard about how automotive lubricants can wreak havoc with the skin, but Swarfega bets that there are some common practices causing damage to your skin without you realising.

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ne of the most common health issues for those who work with vehicles are work-related skin disorders. Conditions such as dermatitis have been quoted by the European Agency for Safety and Health at Work as the second most common work-related health problem in Europe. According to the HSE, they are thought to affect an average of one in 10 workers.

These skin issues can have a significant impact on an individual; dry, cracked and sore hands are often among the first symptoms. Skin disorders can come in many forms, and after repeated contact with contaminants it is also possible to develop an allergic reaction to a specific substance.

In addition to this, the impact on an

individual’s wellbeing cannot be underestimated; many workers have spoken out to say that skin problems can be demoralising. They can affect personal and mental wellbeing, hindering various tasks from simply making a cup of tea, to preventing an individual carrying out their work properly.

So, why is handwashing so important?

The top layer of the skin, just 0.03-0.25mm thick, forms the main barrier against contaminants. Easily damaged if not taken care of, the skin can take up to six weeks to be repaired; even something such as overwashing or using a cleanser that is too harsh for the level of soiling can take its toll.

To help understand the issues surrounding this, Swarfega carried out extensive research to find out what modern tradespeople were looking for in terms of skin care.

The challenges that the employees faced were as predicted – stubborn dirt, lack of understanding, intermittent glove use, and over-washing of hands were all cited as issues. In relation to skincare products, common complaints included ‘unclear labelling’ and ‘ineffective product’ – further to this, inappropriate hand cleaners were also being used.

Sometimes thought to be good for the skin, excessive handwashing with ‘lighter’, general hand soaps can actually be detrimental to skin condition; an ineffective clean can mean that potential irritants are not thoroughly removed. As a rule, you should avoid over-washing and use the mildest cleaner for the soiling being tackled. For example, for ingrained soiling, such as grease and oil, a gritty cleaner would be recommended.

Protection and restoration creams should also be used as part of a three-step approach to skin care. An at-work dispenser system is the best way to keep on top of this, with protective creams helping reinforce the hands against soiling, and moisturising creams to help restore the skin’s essential oils.

For more information on Swarfega’s range of skincare products, www.rdr.link /an034

PMM MARCH 2020 73

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PROFESSIONAL MOTOR MECHANIC

MECHANEX

THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS

B I G G E R A N D B E T T E R I N 2 02 0 !

The UK’s only regional tradeshow dedicated to garage businesses is back again in 2020, with a fresh approach and a host of exciting new content.

2020 SHOW DETAILS Sandown Park, 10th & 11th November It’s an unmissable opportunity to attend FREE seminars, sample the latest products on the market, and take advantage of exclusive show special offers.

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

GET SOCIAL To keep up to date with all things MECHANEX in 2020, be sure to visit WWW.MECHANEX.INFO, like us on Facebook and follow us on Twitter!

MECHANEXShow

@MECHANEXShow

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FIND OUT MORE AT:

WWW.MECHANEX.INFO EVERYTHING YOU NEED TO STAY AHEAD OF THE GAME The automotive aftermarket is evolving at an alarming rate, so it’s more important than ever that you stay on top of the latest technology, training, products and information available to your business. Attending MECHANEX – the only regional show dedicated to the specific needs of garages in the UK – is the perfect way to ensure that you are up to speed.

FREE SEMINAR PROGRAMME Essential technical and business information, tailored to independent garages, delivered by industry experts. The new-look seminar programme at MECHANEX, which is uniquely tailored to garage businesses, will cover a number of key areas – all of which are essential for staying competitive.

EMBRACING FUTURE TECHNOLOGY – Keeping up with the pace of change and getting to grips with electric and plug-in hybrid vehicles PRACTICAL DIAGNOSTIC TECHNIQUES – Vehicle troubleshooting and fault finding in today’s aftermarket TALK OF THE TRADE – Back again in 2020, this ‘open forum’, featuring a panel of industry experts and outspoken garage owners, is aimed at encouraging visitors to join the debate and have their say on a variety of industry topics. Got something to say? Don’t be shy!

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COMPETITION

LIFT your spirits Draper Tools recently launched a brand new three-tonne jack, and to celebrate, has agreed to give one away to you lucky PMM readers!

Draper Tools has introduced its latest addition to its Expert range: the Evolution Jack. The Evolution is packed with plenty of impressive features that you won’t find on many standard models. These include large and powerful twin pistons, enabling the saddle to be raised to a full height of 580mm with just four and a half strokes of the extra-long EVA foam protected handle. Many of the threetonne jacks you’ll find on the market will lift to just 500mm – with the Evolution Jack you get a greater height with less effort!

What’s more, the internal magnetic filtration system makes sure that the pump’s hydraulic oil is consistently kept free of contaminants, ensuring a long life. Also adding to this jack’s longevity and durability are its five grease nipples. Most standard jacks will have just one grease nipple on the lifting arm

76 MARCH 2020 PMM

– Draper’s Evolution Jack has this plus two on both axles, so the moving parts are always greased to prolong the service life.

Due to its low-profile design, this jack can be used with a vehicle as low as 100mm and the non-marking EVA bumper will protect the bodywork from any damage occurring whilst the vehicle is being raised or lowered.

The universal joint release provides precise load control in any handle position, which proves particularly important for a smooth descent.

Robust steel construction, including the wheels, means this top-of-the-range jack is designed to last. This is

why it is covered by Draper’s three-year warranty on parts and labour.

As part of the Draper Expert range, the Evolution Jack (stock number 70811) is said to withstand the demands of the busy garage or workshop.

How do you enter?

To be in with a chance of winning, all you have to do is GO TO www.rdr.link/an035 and

answer the following question: To what height can the Evolution Jack be raised to?

A) 560mm B) 570mm C) 580mm Deadline for entries is 10/04/2020. T&Cs apply.

See website for details.

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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, and to see what other competitions are currently running, go to

WWW.RDR.LINK/an036

6 BOTTLES OF GDI CLEANER Engine technology does not stand still, so why should fuel additives? With Gasoline Direct Injection (GDI) posing new problems to workshops, JLM LUBRICANTS has risen to the challenge of GDI fuel injector problems.

JLM is giving PMM readers the chance to win six bottles of GDI Cleaner; specifically engineered and proven to address the contamination that occurs only with GDI injectors.

5 PETROL FUEL ADDITIVES AND CAPS LUCAS OIL has five single shot-sized bottles of petrol fuel additive and five branded caps to give away to you lucky readers.

Deep Clean Fuel System Cleaner helps to restore power and increase engine efficiency by removing tars and varnishes from injectors. One treatment helps to control emissions and keep service prices competitive at the same time.

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WHAT’S NEW?

■ TOOL MANAGEMENT SYSTEM Bahco has introduced Fit&Go, a tool management system that gives automotive engineers and technicians a wide choice of tool assortments, pre-fitted in profiled inlays for immediate use.

Suitable for all 26” Bahco tool trolleys, Fit&Go comes in three sizes, offering a choice of 46, 58 or 137 tools. All Bahco foam inlays are resistant to lubricants, petrol, water and UV light.

To help guard against foreign object debris, all foams are coloured black with a red bottom layer as standard, enabling users to see immediately when tools are missing. Other layer colours are available, and all foam inlays have a ‘smart push’ system which enables quick removal.

The product is designed to fit the latest 26” Bahco tool storage hubs, E72 and E77 Premium, and is ideal for use where space is limited. www.rdr.link /an037

■ CLASSIC TYRE RANGE

■ ENGINE OIL The next generation of Optima C4 LSR 5W-30 low SAPS engine oil has been added to Exol’s offering.

Meeting the latest ACEA C3 and C4 specifications for Renault RN0720 and MercedesBenz (MB) 229.51 and 226.51, the product is a new generation, fully synthetic low SAPS multigrade engine oil.

Designed to provide increased engine cleanliness and fuel economy, the lubricant offers effective emissions control and full compatibility with diesel particulate filters (DPFs).

Low SAPS additive technology provides effective environmental protection, and the lubricant offers superior performance over extended drain intervals.

With anti-wear characteristics and oxidation stability, the product is suitable for both petrol and diesel engines. www.rdr.link /an038

78 MARCH 2020 PMM

Japanese tyre manufacturer Yokohama is now stocking a range of hobby tyres, specially designed for the unique demands of classic cars and their owners.

The G.T Special Y350 is ideally suited for use on historic Japanese and European cars from the 1960s and 1970s, and is available in 14” and 15”.

Originally fitted on the 911 Carrera Turbo (930), the ADVAN A008P is available with ‘N0’ marking in classic sizes, 245/45ZR16 and 205/55ZR16 for rear and front fitments.

Available in sizes from 10” to 15”, the ADVAN HF Type-D 008 is the third classic tyre available in the Yokohama range, designed to meet the requirements of modern classics from the 80s and 90s.

The final tyre now available is the classic A539 pattern, available in sizes from 12” to 15”. www.rdr.link /an039

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

■ PNEUMATIC RATCHET WRENCHES ■ ALTERNATORS

A recent addition to Rodcraft’s offering is a range of four pneumatic ratchet wrenches:

Autoelectro has introduced three alternators that incorporate ‘Smart Charge’ technology for the Mercedes C class 1.6 (AEK4048), the Toyota Rav-4 2.0 (AEK3942) and the Kia Sportage 2.0 (AEK3933).

RC3068 – anvil speed of 280rpm, torque of 50 Nm RC3268 – anvil speed of 280rpm, torque of 50 Nm RC3278 – anvil speed of 190rpm, torque of 100 Nm RC3678 – anvil speed of 190rpm, torque of 100 Nm

A modern ‘Smart Charge’ type alternator operates in conjunction with the vehicle engine management system to control the output of the alternator, based upon information supplied by various sensors monitoring the load requirement of the vehicle.

The tools feature a gearbox with three planetary gears, and a closed head for higher manual torque. Four power settings and a 360° adjustable exhaust ring make the tools easy to use, and an easy-to-activate trigger improves safety.

www.rdr.link /an040

www.rdr.link /an041

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WHAT’S NEW?

■ RECHARGEABLE TORCH WITH WIRELESS SPEAKER Sealey’s rechargeable torch has an in-built wireless speaker, and comes with a recessed hook, two magnets and an integral 90° adjustable stand.

The main light cycles through two levels of brightness, 500lm and 250lm, with the light produced covering a distance of up to 50m. It features a runtime of 4.5hr/12hr.

It is water resistant and IK06 Impact rated, able to withstand falls of up to 1m.

The full charging time is six hours, but the battery charge level indicator and light can be used whilst charging for convenience.

■ TORQUE LIMITED IMPACT WRENCH This ½” torque limited impact wrench from Chicago Pneumatic prevents users from overtightening nuts during wheel and tyre changing jobs.

The new tool is 14.3% shorter than its previous version, but despite its small size, it is torque limited to 90Nm in the forward direction and delivers a torque of 1,300Nm in reverse. As a result, operators can save time changing wheels, as bolts are tightened to the right torque faster than using non-torque limited alternatives. www.rdr.link /an043

www.rdr.link /an042

■ ENGINE OIL ADDITIVE Lucas Oil has introduced an engine oil additive, designed to increase protection against wear and tear.

Low Viscosity Stabilizer is a synthetic engine oil additive that also helps to control emissions, restore lost engine power and protect against dry starts.

It is designed for a wide range of lower viscosity synthetic engine oils, such as 5w20, 0w30, 0w20 and even 0w-16, making it suitable for use in hybrid cars.

The product also improves oil dispersity inside the engine, reducing sludge and varnish production inside the engine block.

Oil oxidisation is inhibited, which extends the protective lifetime of the oil. www.rdr.link /an044

80 MARCH 2020 PMM

■ CATALOGUE The 2020/21 print catalogues for Mann-Hummel’s filtration brand, Mann-Filter, are now available.

The catalogue contains 4,900 filter elements for more than 58,400 vehicles and machines for the European spare parts market. 114 filter types for the latest cars, trucks, and off-highway models complement the already wide range of filters in original equipment quality.

This year’s version includes new editions of the ‘Passenger cars and transporters’, ‘Trucks and buses’, and ‘Off-highway applications and industry’ categories.

The digitally available ‘Cross reference list’ has also been updated, and now contains over 210,000 recodifications. Here, the user can find the corresponding Mann-Filter product using original manufacturer’s replacement part numbers or article numbers of competitors. www.rdr.link /an045

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WHAT’S NEW?

■ BRAKE CALIPERS Complementing the brand’s existing braking offer, Comline has introduced a range of calipers that serves all popular European, Japanese and Korean vehicles, and comes with a two-year warranty.

The range covers front and rear variants for a number of applications. Standard cast iron references are offered alongside lightweight aluminium options. In addition, the range features applications designed to cater for electronic park brake technology. www.rdr.link /an046

■ LATEX GLOVES Aquila LX300 latex gloves keep hands dry, warm and safe, and allow for a high level of grip. Increased grip is a result of the product’s Jersey-lined, crinkle latex coated construction, which also provides a high level of comfort in a long cuff design.

Waterproof with a high degree of flexibility and durability, the product’s 30cm long cuff is also fully dipped. This combination of factors makes the LX300 especially suited to handling wet slippery items. www.rdr.link /an047

■ EMISSION CONTROL COMPONENTS Additions to Klarius’ range of emission control components include DPFs geared towards hatchbacks, including the 2007-2010 Mercedes C200 2.1 saloon and the 2007-2009 Nissan X-Trail 2.0 SUV.

■ WIRE GUIDE AND INSERTION TOOL SETS Whether fitting electrical accessories or repairing a wiring harness, it can be a real problem trying to pass wires or cables through from the engine bay or boot into the passenger compartment. Laser Tools offers two solutions: the wire insertion tool set (part number 7618) and the wire guide tool (part number 7775).

Exhausts have also been developed for the Seat Leon 1.4 from 2014-2019, and the Vauxhall Zafira 1.7 from 2008-2011. Choice for small hatchbacks has also improved, with the company now offering exhausts designed to fit the Peugeot 208 1.2 and the Hyundai I10 1.0. www.rdr.link /an049

The wire insertion tool set is a four-piece tube set with a hollow screwdriver-type handle that is designed to easily pass through the grommet or seal. Two widths and two lengths are supplied, covering a wide range of cable or harness section diameters and enabling access in tight areas.

The difficulty of passing a new wire or a repaired harness section through a box section can be alleviated with the wire guide tool: one metre long yet rigid enough to maintain its shape, it remains very flexible. www.rdr.link /an048

PMM MARCH 2020 81

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ADVERTISEMENT INDEX

AC Tronics ........................................................................ (page 6)

Karnetic Ltd .................................................................... (page 21)

Apec Limited .................................................................. (page 35)

Maha UK ........................................................................ (page 70)

Autodata .......................................................................... (page 17)

Mewa ................................................................ (inside back cover)

Automotech Services ...................................................... (page 67)

Meyle UK Limited .......................................................... (page 26)

Autotech Recruit.............................................................. (page 31)

Mobiletron UK Ltd.......................................................... (page 67)

Ben .................................................................................. (page 70)

Morris Lubricants ............................................................ (page 39)

BG Products .................................................................... (page 55)

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

Bowmonk Ltd .................................................................. (page 62)

Powerprobe UK .............................................................. (page 62)

Clean Diesel Technologies .............................................. (page 55)

Retail Motor Industry Federation Ltd ............................ (page 56)

Dayco Europe .................................................................. (page 25)

Ring Automotive.............................................................. (page 69)

Delphi Automotive .......................................................... (page 63)

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

Driv .................................................................................. (page 18)

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

Energizer Auto UK Ltd .................................................. (page 77)

Shaftec Automotive Components Ltd.............................. (page 43)

EuroFlo ............................................................................ (page 44)

SP Diagnostics .................................................................. (page 9)

Flex Fuel .......................................................................... (page 47)

Steigentech Michelin ...................................................... (page 22)

Fueltone Limited.............................................................. (page 43)

Swarfega .......................................................................... (page 61)

Jack Sealey Limited ........................................................ (page 11)

Total ................................................................................ (page 79)

Kalimex Ltd .................................................................... (page 79)

Verification of Lubricant Specifications (VLS) .............. (page 13)

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