Professional Motor Mechanic May 2020

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PROFESSIONAL

MAY 2020

MOTOR

F R T E R E A

T T O H E

D E

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

THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

ADAPTING TO COVID-19 Why reliable information is the key to keeping the country moving Also inside...

PMM delves into the complexities of ADAS in a BRAND NEW feature

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

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Contents Regulars 7

NEWS SPECIAL

8-9

NEWS & VIEWS

11-14

TROUBLESHOOTERS

16

CLUTCH CLINIC

18

BELT FOCUS

21-24

TECH TIPS

26-31

BUSINESS & TRAINING

61

COMPETITION

62

MECHANEX MONTHLY

64-65

WHAT’S NEW?

VOLUME 21 ISSUE 5 MAY 2020

Features

32- 39 OILS, LUBRICANTS & ADDITIVES

41-45 TOOLS & EQUIPMENT

Editor’s Picks 7

NEWS SPECIAL: THE KEY RESOURCES PMM compiles the most crucial information resources for combatting the Covid-19 pandemic

26

A BREATH OF FRESH AIR Neil Pattemore explains why on-board vehicle monitoring may be a cause for concern

31

APPRENTICESHIP ANSWERS

47 -52 BRAKES & CLUTCHES

A new regular feature designed to answer all your questions regarding apprenticeships

55 -60 ADAS Total Average Net Distribution 60,820 1st July 2018 – 30th June 2019

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VIEWPOINT

Editor DANIEL ARON

The right kind of information

Editorial Assistant LAURA GUALDI Digital Manager KELLY NEWSTEAD Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Magazine Designer GEMMA WATSON Group Production Manager CAROL PADGETT Production Assistant STEPHANIE STAPLETON Distribution Manager KARL CLARK 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

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am writing this Viewpoint knowing full well that the aftermarket landscape – and the broader economic landscape – may have completely changed again by the time this makes it to print. Covid-19 has had a significant effect on all aspects of life, and will continue to do so for some time. This is unfortunately unavoidable, but it’s not all bad news. The aftermarket’s resilient ways are coming to the fore as businesses carve out paths through this mess to ensure that the country keeps moving.

As hard as it may be, maintaining a sense of optimism is crucial in times like these. It is very easy to become overwhelmed by the bad when that is all we see and hear. So, we therefore need to be careful about where we get our information.

And, this is where I think the aftermarket has really excelled in the face of adversity.

Industry bodies, charities, trade media, and numerous other organisations have all made information available that is vital to preserving the thousands of SMEs that make up the UK’s aftermarket. On page 7, we have included a number of links that will provide both personal and professional advice for navigating the coming months. These range from financial help directly available from the government’s website, through to a raft of information on maintaining your own mental health as business pressures mount.

At this pivotal point in time, useful and reliable information is gold dust. For those of you that I have talked to in recent weeks, working out what to believe and what not to believe has been a significant stumbling block in how to approach the task of safeguarding your business.

The only advice I can give is not to get distracted by information that isn’t directly relevant to you. To put this into context, it is best not to waste valuable time reading the mainstream stories listed on BBC News, but rather, look at the webpage produced by the IGA, which highlights beneficial information specifically for garage businesses (WWW.RDR.LINK /AQ049).

This leads me on to how PMM has adapted to the current limitations we are experiencing. In order to make sure our readers still receive the publication we produce each month, we are now sending it out directly to readers’ email inboxes. If this is something that you would like to be a part of, follow the link – WWW.RDR.LINK /AQ050 – and sign up so that you can stay up to date with information that is solely tailored to UK independent garages.

There are plenty of resources out there; it’s just a question of finding them. I hope PMM helps in that regard. So, stay informed, stay healthy, and stay optimistic!

E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk

Enjoy the issue, and the PMM team wishes you all the best.

Website: www.pmmonline.co.uk

Daniel Aron

Facebook: /ProfessionalMotorMechanic Twitter: @pmmmagazine Copyright © 2020

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.

Front Cover: © Space Cat/AdobeStock

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©Mike Fouque/AdobeStock

NEWS SPECIAL

Covid-19 The key resources With the outbreak of Covid-19, the independent aftermarket is facing the greatest challenge it has ever been faced with. Yet, industry organisations have rallied in the face of adversity to provide the aftermarket with vital information resources.

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he current situation is completely unprecedented and the aftermarket as a whole is very much improvising as it reacts to the daily changes within the industry. The UK is in lockdown for the most part and it’s difficult to maintain a semblance of ‘business as usual’. As a result, rather than the usual news stories, PMM is providing businesses with this News Special in an effort to highlight a number of resources that will hopefully serve as a way for independent garages and other aftermarket businesses to navigate these turbulent times.

INDEPENDENT GARAGE ASSOCIATION (IGA) The IGA is the largest and most prominent representative body specifically for independent garages in the UK. The organisation remains open and is there for independents that are looking for business advice.

If you are a member, feel free to contact the IGA Member Helpline on 0845 305 4230. Otherwise, WWW.RDR.LINK/AQ001 to find out the latest up-to-date Covid19 news that is affecting independents.

INDEPENDENT AUTOMOTIVE AFTERMARKET FEDERATION (IAAF) The IAAF is constantly working to lobby on behalf of the aftermarket at a government level. Never has this been more prevalent. The federation has already been fighting for further government measures that will support the aftermarket – a part of the UK economy worth £21.6 billion. In order to keep members informed, the IAAF is sending out regular Covid-19 email newsletters.

To see how the IAAF can help your business, WWW.RDR.LINK /AQ002

BEN BEN is a charity dedicated to the health and wellbeing of the automotive industry and those that work within it. The charity has a dedicated page that provides detailed advice on everything from managing stress to financial support.

To view this page, WWW.RDR.LINK /AQ003

GOV.UK The government website is of course the main resource for the latest information relating to the coronavirus outbreak. It may take some searching to find the right pages that are relevant to your business, but here are a selection that may provide useful material and guidance: ■ For employers and business owners, WWW.RDR.LINK /AQ004

■ For coronavirus financial support, WWW.RDR.LINK /AQ005

■ For the latest information from the DVSA, WWW.RDR.LINK /AQ006

Finally, PMM’s own website – pmmonline.co.uk – will be kept up to date on the latest outbreak developments and how they are affecting independent garages.

We have heard from a number of contributors already, so if you feel like you could offer the rest of the industry some advice on how to deal with this situation we find ourselves in, please get in touch at pmm@hamerville.co.uk. We are all in this together.

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NEWS

& VIEWS

FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE

IAAF announces new vice president Richard Welland, Managing Director of WAIglobal UK, has been appointed the new Independent Automotive Aftermarket Federation (IAAF) vice president, supporting President Terry Knox and Chief Executive Wendy Williamson, before he takes over as president in 2021.

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he IAAF’s new-look council was announced at its recent Annual General Meeting (AGM).

Richard is very familiar with the federation, as he was previously Honorary Treasurer for more than 10 years, before stepping down to assume his new role.

As the managing director of one of the UK’s largest rotating electrics suppliers, Richard has extensive experience in the automotive industry, and has presided over many mergers and acquisitions to successfully grow the business.

In this role, Richard works to ensure product availability remains at an optimum and is able to predict market changes and developments often before they happen, thanks to his industry insight.

On his new appointment, Richard commented, “I have always been passionate about this industry and with so many technical developments expected in the upcoming years, my time as vice president, and then president, is sure to be exciting.

We have a great team of aftermarket specialists on the IAAF Council, and I’m confident

8 MAY 2020 PMM

GS Yuasa Academy achieves CPD accreditation GS Yuasa Academy has become the first battery training program to provide training accredited by the leading independent CPD accreditation institution.

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that we will work together to support the wider industry and overcome any challenges.

“I’d like to express my gratitude to all of the wellwishers for their kind comments since announcing my new role. I look forward to serving the IAAF and its members and will give everything I have to the role.”

The IAAF Council is a voluntary group of aftermarket individuals made up of the Federation’s representatives, including distributors, suppliers, buying groups, service providers and garages, who come together regularly to debate industry issues and IAAF policy, ensuring the independent aftermarket can continue to thrive and develop.

Wendy Williamson, IAAF Chief Executive, said, “Richard is a great advocate for the automotive aftermarket and I’m delighted to welcome him into his new position as vice president. He has long supported the IAAF and his industry experience makes him the perfect candidate to understand and tackle issues affecting the sector.”

S Yuasa Academy is a powerful comprehensive online battery education platform that features over 20 detailed training courses. These cover every step of a battery’s ‘journey’ – from leaving the shelf, through ongoing maintenance, to end of service life.

CPD (Continuing Professional Development) accreditation comes following a comprehensive assessment of the site to ensure it meets the institution’s standards and benchmarks. This announcement sees the battery manufacturer become the first to offer CPDaccredited battery training. Users of the online training platform can claim CPD points and prove to employers and professional bodies that they have kept their skills and knowledge up to date with industry standards.

Designed for individuals and organisations alike, GS Yuasa Academy delivers professional battery training through its blend

of video content and downloadable support material.

Each module only takes a few minutes to complete, can be completed at the user’s own pace and results in a downloadable certificate bearing the CPD logo upon successful completion.

Ian Newham, Training Manager at GS Yuasa Battery Sales UK Ltd, commented, “We’ve worked hard to create the first comprehensive battery training platform, so we are understandably proud that it’s now become the first to receive CPD accreditation. We are pleased to have been recognised by an external training assessor with such high standards.

“We’ve seen incredible engagement since the launch of GS Yuasa Academy – workshops, technicians, distributors and individuals have all rallied behind it. We know they love the broad range of content and the dynamic way in which it’s delivered.”

“This announcement sees the battery manufacturer become the first to offer CPDaccredited battery training.”

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Schaeffler announces next REPXPERT Academy LIVE dates Schaeffler is currently accepting registrations for the next REPXPERT Academy LIVE event, due to be held at Blackpool and The Fylde College on Saturday 20th June.

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his will be the thirdrunning of the roadshow, created to educate workshop owners and technicians on the latest Schaeffler technical training modules, covering timing belt drive best practice, an introduction to double clutch repairs and modern thermal management systems – all in 45minute segments.

REPXPERT Academy LIVE also provides a business element; the first two events showcased REPXPERT Brand Ambassador

and The Garage Inspector, Andy Savva, who delivered a session on how owners can ‘empower their business’.

For the Blackpool event, however, Schaeffler is delighted to have secured the services of Hayley Pells, owner of Avia Sports Cars and PMM contributor, who will be presenting a session on the hottest topic of the moment: electric vehicles (EV).

Hayley will be discussing how to operate a successful EV and hybrid workshop, along with best practice and safety requirements.

As always, entry to REPXPERT Academy LIVE is free of charge, with every visitor offered complimentary breakfast, lunch and refreshments throughout the day. Doors open for registration at 8am, with the event due to end at around 3pm.

DISCLAIMER: COVID-19 GUIDANCE At the time of publication, the Schaeffler REPXPERT Academy team is acutely aware of the Covid-19 outbreak and government guidelines in-place. It is in continuous dialogue with the host venue, and at present, is continuing to prepare for REPXPERT Academy LIVE as normal.

The health and wellbeing of staff and visitors is of the utmost importance, so if current government guidelines are extended beyond the planned event date then, unfortunately, the event will be cancelled.

However, if rules regarding free movement and social distancing are relaxed, then the event will go ahead with all necessary provisions and precautions taken to ensure that everyone enjoys the day in a safe environment.

Schaeffler will continue to provide updates via its REPXPERT workshop portal and the trade media.

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TROUBLESHOOTER

Bad vibrations: Part 2 With Pico technician Steve Smith zeroing in on the cause of excessive cabin vibration in a BMW 320D M Sport xDrive Touring, PMM picks up where we left off from April’s issue.

Here’s what Steve uncovered‌ Results

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Based on the test results I had previously captured, I measured each alloy wheel, tyre radial and lateral run-out with an inexpensive tried and trusted dial gauge – a tool that has never seen such action since I started working with NVH. The following videos describe the measurement procedure and the offending results. The vehicle required immediate attention to be restored to driveability levels that were deemed acceptable for all parties involved. ■Original alloy radial run-out: WWW.RDR.LINK/AQ007

â– Original alloy lateral run-out: WWW.RDR.LINK/AQ008

â– Original tyre radial run-out: WWW.RDR.LINK/AQ009

As we can see from the left-hand front-wheel, which I chose to measure in the videos above, we identified considerable lateral and radial run-out of approximately 0.7mm and 1.45mm respectively. This would most certainly affect the radial run-out of the tyre as a direct consequence. I would like to add here that trying to find alloy wheel run-out specifications from an assortment of vehicle manufacturers has been challenging. A number of values have been discovered relating to a total run-out of 0.1mm, while others refer to the relationship between the hub centre and rim assembly. None, however, have specified the maximum run-out in terms of wheel span/rotation.

As you can see in the first video above, we captured 1.45mm of radial run-out across a very short wheel rotation (approximately 45°). If we were to exaggerate this for descriptive purposes, this could be compared to a ‘V’ indent in our desired perfect circle. A deformation like this would generate a firstorder tyre speed/frequency related vibration (FT1 and RT1) one disturbance per rotation of the wheel.

Further measurements confirmed a similar story for all the alloy wheels (including the alleged straightened wheels). We informed the customer.

After trawling the internet, we found four used alloy wheels/tyres that were fully original and not refurbished. The seller of the used wheels/tyres gave us permission to visit and measure the run-out prior to purchase to ensure their authenticity. A word to the wise, this was not the first set of second hand/refurbished alloy wheels and tyres I had measured. While they look great, those I measured were more triangular than round! That is not to say that all refurbished alloy wheels are inferior, I just want those who commit to purchasing them to have their wits about them.

The good news here is that these secondhand wheels/tyres were confirmed as the original. The maximum radial run-out of all rims was approximately 0.3 mm (measured when mounted to a wheel balancer), and the included Star-rated tyres had not been removed from the wheels since new (it does not get any better when playing the second-hand game).

The wheels and tyres were then installed on the customer’s vehicle and we also measured the lateral and radial run-out prior to road testing.

â– Replacement tyre radial run-out: WWW.RDR.LINK /AQ010

â– Replacement alloy radial run-out: WWW.RDR.LINK /AQ011

â– Replacement alloy lateral run-out: WWW.RDR.LINK /AQ012

As you can see in the videos above, we most certainly struck gold with these replacement wheel/tyre combinations. Ironically, prior to purchase, I had measured radial run-out of the rims on a wheel balancer and obtained 0.3mm, whereas when they were mounted to the vehicle, we achieved 0.15mm. This suggested that there was a run-out in the wheel balancer assembly.

Confirmation of repair The proof is most certainly in the pudding, and confirmation of repair is often a procedure that is overlooked or sacrificed due to time constraints. Post-fix measurements provide further objective evidence that protects all parties involved and ensures confidence during the hand-over to the customer. Never has it been more important to qualify any repair we carry out than with complaints of noise or vibration. They are a matter of opinion, and without scientific

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TROUBLESHOOTER

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measurements we are very much up against it.

When carrying out post-fix confirmation, make sure that all the variables are kept to a minimum; be sure to match the road/engine speeds between pre- and post-fix measurements and, where possible, measure along the same stretch of road with the vehicle driving modes set accordingly. These may include steering, suspension damping, transmission and stability modes.

I think we can agree that based on the video footage of the wheels/tyres and the data above, that we improved the cabin vibration level we attributed to first-order tyre vibrations (T1).

While I did not capture 4 x accelerometers at the key chassis locations post-fix, if we use the peak vertical axis measurement at the start of this study (18.3mg) and compare with our postfix values above (3.99mg), we have improved the vertical cabin vibration level at 83mph by over 75% (Fig 1).

All parts fitted Alloy wheel and tyre combination: ■BMW 19“403 M Sport Alloy Wheels (2 Front 8J x19 & 2 Rear x 8.5J x 19) ■4 x Bridgestone Potenza S001 RFT (2 Front 225/40R19 & 2 Rear 255/35R19)

Additional comments I mentioned earlier in this case study that I could only feel brake judder through the

12 MAY 2020 PMM

steering wheel, and not inherent cabin vibration at the sweet spot of 83mph.

Looking at the data in Fig 2, we have captured a tyre speed/frequency second-order vibration (T2) which equates to two disturbances per revolution of the wheel when braking from high speed. While this was not our customer's original complaint, I felt it necessary to report these findings, as the vibration level is identical to the original concern (approximately 18mg). By doing this we can avoid customer confusion and misinterpretation post-fix, while also protecting the integrity of our repair process.

Conclusion No vehicle manufacturer produces an intentionally ‘bad car’. All vehicles are engineered to perform as intended and this includes wheel/tyre choice.

Working with multiple vehicle manufacturers, I have grown to accept the importance of ‘approved tyres’, especially for those vehicles that are finely tuned for performance. Such vehicles are designed with wheels and tyres at the forefront to ensure ‘feedback’ to the driver under all operating conditions.

This includes not only speed rating and rigidity, but shape and Radial Force Variation (RFV) from the highway to the countryside in all weather conditions. This is a lot to ask

from a tyre and something the manufacturer has no control over (in terms of replacement) once the vehicle has been purchased. The temptation to install non-approved tyres is understandably high, but this comes at a cost!

The majority of problematic vibration cases I have come across have proved to be wheel and tyre related, and I would go so far as to say that they are the greatest offender.

Tyre manufacturers ensure that the best of their product achieves approval status for vehicle manufacturers (VM) and motorsport.

Thereafter, tyres that fall outside specified stringent tyre approval requirements are distributed accordingly. While these tyres are more than sufficient for their intended use, without VM approval we risk introducing variables, and diagnosis demands that all variables are kept to a minimum.

Wide section alloy wheels (some spanning over 22“) are vulnerable on roads today and the potential for deformation cannot be ignored given the forces involved as the vehicle hits a pothole. Remember the inner rim has no support other than the transfer of energy to the outer wheel spokes in the alloy assembly.

TO READ THIS DIAGNOSTICS CASE STUDY IN FULL, WWW.RDR.LINK /AQ013

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TROUBLESHOOTER

How

SKILLED will I be in 20 years?

Regular contributor Josh Jones ponders this question after carrying out a particularly interesting vehicle diagnosis.

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ith cars changing as fast as they are at the moment, I ask myself this question pretty much every day.

With the onslaught of new propulsion technology coming into the market, it seems like EVs will dominate the market sooner than I first considered.

Ever since my apprentice days, I have always wanted to know as much as possible about cars and the way they work. At first, this was just fascination, but pretty soon, I realised that knowledge paid my bills and as soon as I had my own place, I realised that earning money is just as important as enjoying what you do! I understood that in order to be in demand by a good employer, I needed to have something that the guy paying my wages doesn’t have, and that one thing is subject knowledge. This has always been my number one priority at work and so far it’s served me pretty well. So, with the powertrain revolution well under way, what do I need to do to ensure that I’m as good a tech in 20 years as I am now? A fault I investigated the other day made me feel slightly less worried...

14 MAY 2020 PMM

It was a crank, but non-start scenario. The diesel engine had cut out on the driver very near the end of their journey – less than a mile in fact. The driver was able to restart the engine for brief periods of time following the initial cut out and limped it back to base. By the time the vehicle came to me, it would not start at all, but it would still crank.

A DTC read of the engine control showed P0A0F was stored: ‘engine failed to start’. As this was the only DTC stored, I knew that the control unit fault monitors had not detected any immediate short/open circuits or specific component malfunctions. I assumed the strategy to log the fault code would simply be an extended cranking time with no increase

“With the powertrain revolution well under way, what do I need to do to ensure that I’m as good a tech in 20 years as I am now?”

in engine speed or commencement of fuelling. With this being a compression ignition engine, I accessed the fuel pressure reading via live data and found that there was no rail pressure build during cranking, and I couldn’t hear any lift pump activity (there was one fitted). My scan tool has the functionality to test run the lift pump so I ran that test next. No pump activation.

After establishing that I was on the right track to diagnosis, I followed my diagrams to rule out the possibility of a relay or fuse fault, and confirmed ECU activation of the pump as far as the applicable junction box. Everything looked normal so I referred back to the diagram. It showed that the in-tank pump was not directly powered from the junction box, but via a control/driver unit at the rear of the vehicle. The pump utilised three-phase power, with the separate control unit/inverter providing the necessary conversion from direct current to alternating current, in order to provide more adjustable power and control over the flow of fuel to the rail. The output of the inverter was adjusted via a PWM signal from the engine controller (Fig 1).

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When probed (at the corresponding pin at the inverter unit) in the non-start scenario, a good PWM was present immediately after key on, and continued throughout the long cranking period (at a slightly different duty cycle). This showed that the engine ECU was definitely asking the pump to provide flow.

Probing the power and ground pins to the inverter module confirmed a good ground path and that the power I had confirmed at

the junction box upfront was present where required. It was looking more and more like pump failure, but the really interesting bit was next: checking the inverter output to the pump.

Since the start of my career, I have worked on vehicles using direct current systems. That is, until the last few years. Recently, I have had to invest a lot of time into understanding three-phase conversion and operation. I have done this partly by attending training courses, and partly through my own personal study.

By approaching it in this way, I have found that you need a combination of both types of training to end up proficient in this area.

The three-phase output pins were also available at the inverter unit, so I first confirmed that the system did not utilise high voltage and the wires weren’t orange! I only own a two-channel scope, so I decided to view each phase one by one. It was a very interesting trace to view, and it was at this point

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I realised I was learning about how an EV is powered without actually working on an EV. Tracing the pump output control phase wires (Fig 2) clearly shows you how incredibly rapid and precise the switching of transistors can be in order to effectively synthesise the characteristics of a rotating generator output. As each individual phase happens, you can see initial start-up bursts of voltage to accelerate the pump, which is then followed by the individual ramping pulses that average out to form a sine wave.

Subsequently, the pulse peaks then becomes smaller again towards the end of the phase.

Effectively, I was viewing a similar trace to the one I would expect to see if I were looking at a traction motor inverter output. In the future, I hope I end up doing just that if I am to keep working on cars as propulsion gradually swaps to high-voltage power.

I talk to a lot of people in this trade about where they see it going and I generally hear the same thing: there won’t be much to do when cars are all electric. I completely disagree. For me, I don’t view the future of the aftermarket as a cliff edge, where one day I am comfortable thinking I know all there is to know about diagnosing faults on cars with conventional powertrains, and then the next I am totally out of my depth. Rather, I try to match my learning pace with the pace of the introduction of new technology. If I understand the operation of a three-phase pump, this means my transition toward working on vehicles fitted with multiple AC systems in the future will be smoother and infinitely less scary.

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CLUTCH CLINIC

HOW TO Replace the clutch on a 2008 Ford Focus This month, REPXPERT Alistair Mason replaced the clutch in a 2008 Ford Focus 1.6L (petrol), which had covered more than 85,000 miles.

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ith a book time of just shy of five hours and only basic workshop equipment required, this is a profitable repair for any workshop.

A two-post vehicle lift, engine support, gearbox jack and clutch alignment tool are all required. The radio code and wheel bolt key should also be close to hand.

Gearbox removal With the vehicle placed on the vehicle lift, open the bonnet and remove the air filter assembly. Note that there is a small breather pipe that must be disconnected (Fig 1). With

16 MAY 2020 PMM

the air box removed, do the same with the battery and battery carrier – this provides good access to the top of the gearbox and bell housing area.

Raise the vehicle lift to gain access to the underside of the vehicle. Remove the plastic gear-change cover (Fig 2 and 3) and disconnect the two gear-change cables and the reverse light switch multiplug. Undo the lower bell housing bolts, leaving two easily accessible to support the gearbox until removal.

Remove both front wheels, centre hub/driveshaft bolts (Fig 4) and both front bottom ball joint nuts, and disconnect the bottom arms from the hub assemblies. Next,

detach the centre bearing carrier on the O/S driveshaft, slide the driveshafts out of the hub assemblies, lever the inner driveshaft joints out of the gearbox, and remove both front driveshafts. A small amount of oil may drain when the driveshafts are removed, so an oil collection system may be required.

Next, remove the lower gearbox pendulum mounting and remaining lower bell housing bolts. Support the engine with either an engine brace or subframe mounted support, then lower the vehicle lift. Remove the gearbox mounting and upper bell housing bolts, disconnect the hydraulic pipe from the concentric slave cylinder, and blank as required.

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Lower the engine/gearbox assembly slightly to aid gearbox removal and raise the vehicle lift if not already carried out. Support the gearbox with a suitable transmission jack, undo the final easily accessible 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.

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Gearbox installation

Clutch replacement With the gearbox removed, undo the six bolts that hold the clutch to the flywheel, ease the clutch cover off its dowels and remove the clutch cover and plate, inspecting the clutch area for any leaks from the engine or gearbox. Rectify if required.

Clear the excess clutch dust using clutch and brake dust cleaner. Remove the ‘glaze’ from the flywheel surface using an Emory cloth, and inspect for heat cracks (Fig 5).

Replace if required then clean, ready for clutch installation.

Remove the concentric slave cylinder (CSC) from the gearbox, clean the bell housing with clutch and brake dust cleaner, and mount the new CSC squarely on the cleaned surface. Take note of the bulletin inside the box; it instructs how to use the replacement retaining bolts supplied, as the new CSC body has been modified. Torque to the manufacturer’s specification (Fig 6). It is

When running clear, clamp or block the hydraulic pipe as required.

Check that all cables are clear of the clutch area so that they won’t be trapped or pinched when the gearbox is installed. Ensure that the gearbox alignment dowels are located correctly.

worth noting that the new CSC can sometimes be prefilled with clean brake fluid to aid the bleeding process.

Apply a light smear of high-melting point grease on the gearbox input shaft. Then, slide the new clutch plate onto the input shaft, which will distribute the grease evenly and also confirm the clutch plate is correct for the vehicle (Fig 7). Remove the clutch plate and wipe off any excess grease.

Using brake and clutch dust cleaner, degrease the new clutch pressure plate, mount the new clutch plate using an alignment tool and then mount the clutch, ensuring the plate is mounted correctly with the gearbox side facing away from the engine. Next, insert and tighten the bolts evenly and sequentially.

It is always best practice to flush out the old hydraulic fluid from the hydraulic system; allow the old fluid to drain out, whilst replenishing the fluid as it drains.

Mount the gearbox onto the transmission jack. Then, ease it into position, align with the engine and slide it into position so that it engages onto the alignment dowels. Secure this with two easy-to-access housing bolts.

Bring the engine and gearbox back into position and refit the gearbox mounting.

Reinstall in reverse order of removal and top up the gearbox oil, if required.

The clutch can be bled using the vacuum bleeding method, which draws fluid and air out of the system. Reset all electrical items when the battery lead has been connected.

Finally, carry out a road test.

INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, LABOUR TIMES AND MUCH MORE CAN BE FOUND ON THE REPXPERT GARAGE PORTAL, WWW.RDR.LINK /AQ014

PMM MAY 2020 17

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BELT FOCUS

HOW TO Prevent premature SBDS failures The technical team at Gates investigates the cause of premature timing belt failure in the Synchronous Belt Drive System (SBDS) for a number of Ford, Peugeot and Citroën models.

M

odern cooling system hoses do much more than circulate coolant from the radiator to the engine and back. With technological advances moving so quickly, if a model has not been seen in the workshop for a while, years of mechanical repair experience may deceive. Installer errors are common.

The problem Analysis of claims data showed that within this group of vehicles, a small number of premature belt failures had occurred soon after each of the timing belt kits were installed. In each of these vehicles, water leaks had been identified as the cause. The most frequent causes of water pump failure usually occur as a result of: ■ ■ ■ ■ ■ ■ ■ ■ ■

Weep hole leakage Leakage from the mounting surface Rust and corrosion Deposit build-up Cavitation Damaged bearing Damaged or broken shaft Use of inappropriate coolant Dry run mechanical seal (water pump)

Gates recommends replacing the water pump at every scheduled belt change. A leaking water pump inevitably has an adverse effect

18 MAY 2020 PMM

Models: Citroën C3, C4, C5, Berlingo and Jumpy; Peugeot 206, 207, 307, 308, 407, Expert and Partner, and Ford C-MAX, Fiesta and Fusion

Petrol engines: 1.6L diesel - PSA Year: Wide ranging on the belt and tensioner. Investigations confirmed that, while fitting errors had taken place in some cases, in the others, fitting procedures had been followed to the letter.

Hose failure When timing belt replacement involves the installation of a water pump, technicians have a range of associated fitting issues to consider. Many of the latest cooling system hoses ‘branch off’ to serve various components, and they typically feature connectors and sensors.

The common causes of hose failure are: ■ High temperatures and prolonged

exposure to fluids – this causes the rubber to become soft and expand ■ Engine vibration and stress from circulating coolant – this causes plastic connectors to become brittle and susceptible to breakage ■ Hose removal – this sometimes causes quick connectors to fail when removed for maintenance

■ Disconnecting sensors from hose assemblies

– this increases potential for damage ■ Flow restrictor and directional valve

locking – these control the flow of the coolant and can become locked open or closed. If the coolant is not getting to the radiator or engine, it is likely that something is locked inside the hose.

Solution If a water leak reaches the belt, premature failure of the SBDS system becomes inevitable, and failure of the engine is a likely consequence. The Gates investigation found that there was a common cause for these problems. The cause was found not to be the water pumps themselves, but the coolant hoses that connect them.

Coolant hoses have become more complex in recent years; more and more are application-specific and use a variety of materials. The coolant hoses on these particular engines (OE part numbers PSA – 1336.X3 and Ford – 1230674) are made of plastic, and so are the connectors.

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Two examples of branch connector failure

Detailed analysis confirmed that hostile conditions inside the engine cause the plastic to become brittle over time. Investigators found that it was easy to damage the connector or cause an unseen fracture in the plastic pipe by simply removing the hose to replace an old water pump or replacing the hose following fitment.

As removal and installation procedures require handling of both the water pump and the modular hose assembly, Gates recommends a thorough check of the modular coolant hose and plastic connectors for signs of damage whenever removing and installing a timing belt kit and water pump to (PSA)

Gates (02 - 1730) replacement hose

1.6L diesel engines.

Furthermore, it is recommended that technicians install a new modular hose assembly (such as Gates 02-1730) whenever a new water pump kit (Gates KP15598XS, KP15656XS, KP15688XS, KP25598XS) is fitted to any of the aforementioned CitroĂŤn, Peugeot or Ford vehicles.

GATES HAS EXTENDED ITS TECHNICAL SUPPORT PROVISION WITH A SERIES OF ONLINE TECHNICAL WEBINARS. TO FIND OUT MORE, WWW.RDR.LINK /AQ015

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AUXILIARY POWER

Modern vehicles with a combustion engine consume a significant amount of electricity. Therefore, increasingly, they have two batteries; a regular 12V starter battery and an auxiliary battery – this is known as a dual-battery system.

More than 10% of the car parc with start-stop technology is already equipped with dual-battery systems in order to meet the increased power demands. This percentage is expected to grow even further with the ever-growing number of electrical consumers in start-stop vehicles. The VARTA Silver Dynamic Auxiliary is designed to support back-up applications. Popular vehicle models, such as the BMW 5 series, Volvo V40/V60, and many Mercedes models are all equipped with an auxiliary battery.

POSSIBLE INSTALLATION POSITIONS When it comes to the replacement of auxiliary batteries, it is important to know that there are different installation positions depending on car make and model. In order to find out where the battery is located, VARTA offers its free Partner Portal service.

Position underneath the windscreen panel

Position behind the front bumper

Position in the trunk

Depending on the make and model of the car, auxiliary batteries service different functions. These include: the increase of the start-stop function’s duration; support of comfort functions during engine start; support and protection of electrical systems (i.e. brake-by-wire); and emergency support. By providing both AGM and conventional types, VARTA offers a ‘like-for-like’ replacement option. When it comes to replacing a weak or defective auxiliary battery, it is vital to rely on a high performing substitute.

THE VARTA PARTNER PORTAL: Not sure which battery technology to choose? Not sure where the battery is and how to replace it? Head to the VARTA Partner Portal, where you can find the expert advice throughout the whole replacement journey.

Register now for free: WWW.RDR.LINK /AQ016

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TECH TIPS

AUTODOCTA í˘˛

í˘ą NISSAN LEAF – BRAKE SYSTEM WARNING LAMP ILLUMINATED

VOLKSWAGEN AMAROK – OIL LEAK IN ENGINE/ TRANSMISSION AREA

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: A customer has brought their 2011 Nissan Leaf into the workshop with the brake system warning lamp illuminated and trouble codes C1A66 and C1142 stored in the fault memory.

We have carried out some basic wiring and power supply checks, but haven't found the cause of the fault.

Any ideas?

A customer mentioned that their 2013 VW Amarok 1.6L diesel had an oil leak. The leak is more noticeable on the engine oil sump area adjacent to transmission. We suspect a faulty transmission input shaft oil seal, but the customer doesn’t want us to remove the transmission to investigate. Could anything else be causing the leak?

FIX:

FIX:

Yes, the fault you described has been reported before on these models produced up to 26/11/12. While a competent technician may be able to correct the fault, we strongly advise that all personnel working on electric vehicles are suitably trained. When working on high voltage circuits and components, ensure all safety related guidelines are adhered to. The cause of the problem is an internal fault with a brake fluid pressure sensor. There are two brake fluid pressure sensors contained within the braking system, and both should be checked using diagnostic equipment. Replace the brake fluid pressure sensor (Fig 1.1) and (Fig 1.2) that remains at 0 bar when the brake pedal is depressed. Carry out a road test to ensure the fault has been eliminated.

This issue affects several VW models with 1.6/2.0L diesel engines. The oil leak is due to oil travelling along the retaining bolts for the flywheel or flexible drive plate. Remove the transmission assembly and the flywheel or flexible drive plate. Clean the threads in the crankshaft flange. For vehicles with a flexible drive plate, apply a small amount of sealing compound to the thread of the retaining bolts as indicated (Fig 2.1). For vehicles with a flywheel, apply a small amount of the sealing compound to the thread of the retaining bolts as indicated (Fig 2.2). Do not use an impact wrench to tighten retaining bolts. Ensure retaining bolts are tightened to the correct torque, and refit the transmission assembly.

FOR MORE INFORMATION ONLINE, GO TO WWW.RDR.LINK/AQ017

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TECH TIPS

Back to basics Arnott Europe, a specialist in air suspension systems, has noticed that there is a lot of misinformation out in the industry regarding air suspension. Here, the company runs through the basics that every technician should know about the component category.

How air suspension works Air suspension systems use a compressor to inflate rubber air springs; these may be separate from the shock absorber, or combined with the damper as an air suspension strut. Height sensors give the ECU (Electronic Control Unit) a signal when the vehicle is not at a predetermined height.

The compressor then pumps air into the air springs until the proper height is reached.

Like all rubber components, air springs and struts are wear and tear parts. Typically, the rubber will eventually dry rot, with small cracks appearing where the air bladder rolls up on itself. On average, an air suspension part will need to be replaced in six to 10 years. Mileage, climate, driving conditions and off-road usage will also influence the replacement rate.

Diagnosis and repair If there is a problem with the air suspension on a vehicle, the customer will first notice one corner, side or the entire vehicle sitting lower than normal. However, once the car is started the compressor might be able to maintain adequate pressure and ride height.

Unless the leaks are fixed, these tiny holes will eventually grow larger than the air compressor can sustain, or the pump may

22 MAY 2020 PMM

simply burn out due to overheating, causing additional expense.

At that point, the customer will find that the vehicle is unable to level itself or a dashboard warning light may come on indicating the compressor has failed. If the air suspension is no longer functioning, the customer may not be able to drive it or the ride may be harsh and uncomfortable, making a replacement absolutely necessary.

“On average, an air suspension part will need to be replaced in six to 10 years. Mileage, climate, driving conditions and offroad usage will also influence the replacement rate.”

An air suspension leak is easy to find by spraying the air springs, struts and fittings with a soap and water solution. Bubbles will indicate where the leak or leaks are.

It should also be noted that air suspension parts should be replaced in pairs where appropriate. For example, Arnott rear air springs for the Mercedes-Benz E-Class W211 must be replaced in pairs, as the company has improved the air spring and piston design. As a result, installation has become faster and easier because of these improvements. All other Arnott air springs and struts may be used next to the OE part.

Finally, some compressor may require a software update after installation; Land Rover LR3, LR4 and Range Rover Sport are such examples. Since Land Rover moved away from Hitachi to another compressors supplier, a software update has become mandatory. Without this update, the compressor may not function well and this could void the warranty.

Compressor problems An air suspension compressor failure is usually caused by a leak in the system. After replacement, check the air springs and other components and immediately replace any leaking components or the pump will fail again, voiding the warranty.

FOR MORE INFORMATION ON ARNOTT’S RANGE OF AIR SUSPENSION COMPONENTS, WWW.RDR.LINK /AQ018

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TECH TIPS

y er g r u s s r to oc D F P D e h T ’ This month, DPF Doctor Barry Lawson, of Ewan Lawson Motors, presents a recent case that highlights exactly why it is vital to ensure your customers understand the importance of a regular vehicle service.

W

e were presented with this 2014 Honda CR-V recently.

The customer completes a round trip of 30 miles a day to his work in Larbert, Scotland. On his way to work, the DPF light came on while the car simultaneously experienced a lack of power, so he dropped it in with us to take a look.

Later that day, we were able to carry out the ‘Per Clean Assessment’ for £90. During these assessments, we undertake both basic and advanced checks that require specialist tooling. One of the basic checks is to take out the air filter and inspect it at close quarters.

To say that I was astonished that the car was still running is an understatement; good air flow is needed in order for the engine to run, and this was the worst air filter I’d seen in my 20-plus years in the trade.

24 MAY 2020 PMM

Vehicle:

2014 Honda CR-V – 103,000 miles

Although we had found one fault, this did not mean that there weren’t any others, so we continued apace with the rest of the assessment. We found an intake system fault, plus a very badly blocked DPF. When reporting the findings to the customer, I told him that his car was in dire need of a service, and that we had to rectify the faults found during the assessment. His reply?

“That doesn’t surprise me. I’ve not had my car serviced in six years. I bought it from new and didn’t see the need for one.”

At Ewan Lawson Motors, we always recommend that customers service their vehicle in line with manufacturer recommendations – it avoids costly engine repairs further down the line. Furthermore, every service we carry out includes an engine flush using JLM Engine Flush and JLM Diesel Catalyst Cleaner or a JLM Petrol Catalyst Cleaner.

We went on to carry out the repairs to the Honda, including the service. We carried out a three-stage DPF clean using JLM DPF Cleaning Fluid Pack, which reduced the pressure in the DPF and completely unblocked it. The pressure was now in accordance with manufacturer specifications.

We then cleared all fault codes, which in this case was simply P2463.

With the job complete, the final task was to carry out a 30-mile road test, logging the data to ensure all repairs were to both our and the customer’s satisfaction – one happy customer who now understands the importance of a regular service!

BARRY IS A MEMBER OF THE DPF DOCTOR NETWORK. IF YOU’RE INTERESTED IN FINDING OUT WHAT IT TAKES TO BECOME A DPF DOCTOR, WWW.RDR.LINK /AQ019

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BUSINESS

& TRAINING

A breath of fresh air

T

hose of us of a ‘certain age’ will remember the introduction of electronic fuel injection, and correspondingly, the start of electronic system monitoring for system diagnostics. The Ford ‘star tester’ would provide a series of flashing ‘stars’ that were then counted to interpret the possible fault – heady stuff at the time, but not when compared to today’s sophisticated vehicle diagnostics!

As exhaust emissions became an important environmental issue, there was initial pressure to both monitor the correct functioning of the engine management system and to report the details. To make this possible for roadside checks, standardised ‘on-board diagnostics’ were developed together with a standardised connector – the OBD emissions DTCs and metadata. These could be accessed with a scan tool using standardised communication protocols, via the 16-pin OBD plug.

However, times have moved on, and there is currently a significant discussion in Brussels concerning both the next level of exhaust emissions (Euro 7) – planned to be part of the vehicle type approval legislation

26 MAY 2020 PMM

As the discussions for Euro 7 get underway, new methods to tackle emissions are being proposed in Brussels. But, the introduction of on-board monitoring may raise more questions for the aftermarket than it answers, as Neil Pattemore explains. by 2025 – and how the new vehicles will be monitored to test their in-service exhaust emissions levels.

This is part of this year’s plan for the Commission, and to support the investigation an advisory group for vehicle emissions standards (AGVES) has been formed, to investigate how this may be achieved and create a detailed proposal for possible future legislation.

In particular, this consortium will look at international emission regulations, the effectiveness of current European emission standards, and the development of an array of new test procedures. Propositions also include moving to emission limits based on the weight of the vehicle, and to include both hybrid and fully electric vehicles as part of the testing.

The current debate The ultimate objective is to have post-Euro 6 type approval, which should be able to guarantee that a vehicle is as clean as possible under all driving conditions. It should also guarantee that the vehicle achieves zero or near zero emissions throughout its entire life, especially in urban areas – this would be achieved through a combination of real driving emissions (RDE) and on-board monitoring.

This would ensure more realistic assessments of emissions to ensure type approval compliance and would avoid any further ‘diesel gate’ scandals.

So far, so good, but within these proposals, there are some worrying aspects that could impact the aftermarket. On-board monitoring (OBM) would mandate more

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©Jevanto Productions/AdobeStock

sensors on the vehicle, which would be monitored whenever the engine is running and report any rise in emissions. Think of this as an enhanced emissions OBD that is more focused on the actual emissions rather than the engine management components.

The question is: Who sets the thresholds and who can then access this data? Should a limit be exceeded? It will be more than just a simple trigger of a malfunction indicator light, as this information is of direct interest to not only the vehicle driver, but also to vehicle manufacturers, governments, and roadworthiness test authorities. Today, EOBD data is both standardised and accessible via a standardised connector (the 16-pin OBD plug). However, in this new proposal the OBD connector would no longer be fitted.

The current suggestion is that the emissions related data would be accessed in the cloud, but how all other in-vehicle data would be accessed is not specified. This generates the questions of who, how and when can in-vehicle data (including the emissions data) be accessed? The current proposal is for the vehicle manufacturer to transmit the OBM data from the vehicle to the cloud, but this still does not answer who would get access, especially if the emission threshold limits are exceeded.

A game changer There could be a change in paradigm for the aftermarket as a result of this OBM proposal; not only will there also be On Board Fuel Consumption Monitoring (OBFCM), but the vehicle will be monitored remotely each time it is driven.

This brings in the threat of predictive repairs; the vehicle manufacturer can propose a replacement part before the ‘failure’ occurs directly to the vehicle owner via the invehicle display. Additionally, if a failure does occur, the display could ‘guide’ the driver to a workshop or test centre chosen by the vehicle manufacturer. The pass/fail criteria will also be triggered in the vehicle, as opposed to being checked in a MOT station when the vehicle is presented for testing. I am sure that you can see the developing threat from this seemingly innocuous proposal.

It is therefore critically important that the European Commission clearly defines the OBM, not just in terms of data, but also in terms of the standard access to the vehicle data. It’s also imperative that it includes the option of independent third-party testing, to provide ‘checks and balances’; this will reinforce and ensure proper monitoring and sensor function/calibration for the emission checks. Today, exhaust emissions are checked as part of the MOT test, and this needs to

continue. This should become part of what is currently being standardised as ‘e-PTI’ (electronic periodic technical inspection), not only for the electronically controlled vehicle safety-relevant systems, but also for checking the on-board emissions monitoring.

The debate also includes the monitoring of other exhaust pollutants, especially NOx (nitrogen oxides) and PN23 (23nm particulates). Particulate number measurement will be introduced in Belgium, the Netherlands and Germany in the near future, and is aimed at identifying DPF removal during the roadworthiness test. At the UNECE level – which sets vehicle type approval requirements – the EMPIR project is discussing the wider introduction of PN measurement.

It is important that the legislator considers using internationally recognised standards (e.g. OIML, as used today for 4 gas analysers) for PN measurement. This would establish a trusted reference so that independent third parties can test OBM and OBFCM related on-board measurement systems – an excellent way to avoid another ‘diesel gate’, and provide the aftermarket with a breath of fresh air!

FOR MORE INFORMATION, WWW.RDR.LINK /AQ020

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BUSINESS

& TRAINING

workwear that helps them to cultivate a professional image.

With so many considerations – and so much to choose from – knowing where to start can prove daunting. Here are my tips on what you need to think about before buying your next item of workwear.

Start at the bottom If there’s one item that’s really worth investing in, it’s what you wear on your feet and the variety of footwear currently available means you can find something that’s truly fit for purpose.

As most mechanics spend much of their days bending or kneeling, look for a flexible shoe or boot that doesn’t feel too heavy. Go for lightweight options, which provide foot protection without the weightier feel of traditional steel toe-capped footwear.

Look for safety footwear bearing the S1 classification, which includes resistance to fuel and oil. Also look for a slip resistant outsole – SRA slip resistance helps to prevent slipping on a ceramic tile surface, while SRC covers steel flooring.

A wardrobe must

FIT for PURPOSE James Whitaker, Marketing Director at Dickies Workwear, shares his top tips on choosing workwear that’s right for your business.

28 MAY 2020 PMM

W

orkwear has evolved dramatically over the century since our company was first established in 1922. Advances in technology mean the quality of what’s on offer these days is better than ever, but there’s also been a real shift in what tradespeople demand from their clothing and footwear.

Functionality, durability and affordability are naturally top priorities, but many of today’s automotive technicians also demand

Most mechanics opt to work in overalls, with coveralls being the most popular item. When shopping for your next pair of coveralls, think about the range of movement you require, as well as the image you’re trying to create at work.

It’s perfectly possible to find something fitted and smart, which also allows for plenty of movement and flexibility – look for features such as an elasticated back. Further practical features to consider are the number of pockets you’re likely to find useful and whether a lined option is better for colder times of year.

Hi-vis styles offer extra visibility when working in dark conditions, and there’s a good selection of flame retardant coveralls on the market for those who need that level of protection.

The right trousers Just as you would look for flexibility in your overalls, any tradesperson who spends a lot of their day kneeling or bending needs trousers that accommodate this, without being restrictive or losing their shape. Features such

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as stretch-back waistbands and side panels provide an ergonomic fit, offering comfort and movement.

Again, look for practical details such as plenty of pockets and consider options incorporating hardwearing fabrics that allow the trouser to ‘grow’ with the wearer throughout the day. Trousers with kneepad pouches are a must for those who spend any time working on their knees in a typical day.

Tips for tops From everyday essentials such as a simple t-shirt to a smarter polo shirt, there are plenty of tops to choose from on the market.

A key consideration for tops in particular is breathability, especially during the summer months. Look for fabrics such as Coolcore®, which wicks moisture away from the body. As long as Coolcore is wet, it will keep on cooling and, as it’s chemical free, its benefits won’t wash out.

During colder months, a long-sleeved thermal base layer will go a long way to keeping you warm, and many options available today can also be worn as a top in their own right for added versatility.

Final pointers It may sound obvious, but make sure that none of the garments you’re wearing have any exposed metal so that you don’t accidentally scratch the paintwork on the vehicle you’re working on.

If you’re buying workwear for a team, go for ranges that can be easily coordinated as a company uniform, including the option to customise through the addition of a logo.

By thinking about the practical features you need – and the image you’d like to create while doing so – you can create a working wardrobe that supports you while you focus on doing your job well.

FOR MORE INFORMATION ON DICKIES WORKWEAR, WWW.RDR.LINK /AQ051

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BUSINESS

& TRAINING

These days, garage owners are bombarded with warnings of a desperate skills shortage and the urgent need to upskill their workforce. Training, however, is not a single thing; there are number courses covering a myriad of skills, and decision-makers are often unsure of where to turn.

Here, Rob Ward Consulting (RWC) outlines its solution.

Eyes on the horizon

O

perating on fine margins, garage owners can’t afford to waste financial resources and manpower on training for training’s sake, and all too frequently a decision is deferred, and ultimately never made. Recognising this, Rob Ward Consulting (RWC) developed a range of courses to cover today’s most relevant technologies, in the most efficient way possible. Now, technicians from independent shops in both the collision repair and mechanical sectors can secure IMI-accreditation in either ADAS or electric vehicle (EV) technology in a single day, by visiting RWC’s training centre in Milton Keynes.

RWC’s ADAS programme provides MET technicians with recognised certification to recalibrate all makes and models in-house, using a range of calibration methods. The company’s level two and three electric and hybrid courses cover routine maintenance as well as system repair and replacement. In

“There is already a huge demand for these courses, and that is only set to intensify as ADAS and EV technology becomes even more mainstream.”

30 MAY 2020 PMM

addition, half-day seminars are also available to non-technical staff wanting to gain a deeper understanding of ADAS and EV, and how each is impacting the industry.

“EV and ADAS uptake is growing exponentially now, and the industry must ensure it has the skills necessary to repair these vehicles safely,” explained Rob Ward, Managing Director of RWC.

Demand There is already a huge demand for these courses, and that is only set to intensify as ADAS and EV technology becomes even more mainstream. Many have dubbed 2020 as ‘the year of the electric vehicle’, predicting a watershed in uptake that will be accelerated further by the government’s decision to bring forward a total ban on new petrol, diesel and hybrid vehicles from 2040 to 2035.

Last year alone saw EV sales surge by 144%, and with a vast shortage of qualified technicians, the risk to the industry is clear and present. Rob explained, “There is a huge variety of electrification systems, but there isn’t even an international standard for the location of key components or the process of making them safe.

“Unfortunately, the wait for technician licensing could be long, so we are left with a choice – act as professionals and do the right thing or sit on our hands.”

Alongside EVs, ADAS is similarly surging.

It is expected that more than 60 million systems will be sold this year, with the market value swelling from $30bn in 2019 to $132bn in 2027, although with the outbreak of Covid19 the predictions for 2020 may now not be so accurate. That being said, so far more than 90% of new cars have ADAS as standard.

Online Of course, the elephant in the room is the coronavirus. All sectors are scrambling for solutions, with remote working the most obvious. That’s not always possible in this industry, although going online can provide answers in some areas. RWC has identified some opportunities it offers and plans to launch its first internet-based Vehicle Technology Training Course later this year, covering safety awareness of electric vehicles and vehicle manufacturer ADAS systems.

FOR MORE INFORMATION ON THE RWC TRAINING CENTRE, WWW.RDR.LINK /AQ021

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BUSINESS

Where to start?

& TRAINING

APPRENTICESHIP ANSWERS

Although apprenticeships can be a daunting prospect to the hectic workshop, they are a worthwhile investment. In the first installment of a regular column, Gemma Westlake outlines the good, the bad, and the in-between when it comes to apprenticeships.

T

o briefly introduce myself, my name is Gemma and I am a qualified technician by trade. In the last 10 years, I have also worked as a college lecturer, an assessor and an Internal Quality Assurer. My career started while working as a van valeter back in 2001.

I somehow plucked up the courage to approach the owner of the garage and ask if they would train me, someone with no technical knowledge, as their first apprentice. Luckily for me they were up for a challenge, and the rest, as they say, is history.

Having an apprenticeship changed both my life and career path for good.

Now, as a lecturer, I am able to see apprenticeships from differing viewpoints; the excitement of the apprentice, the sometimes daunting yet rewarding process for the employer, and, of course, the communication between the college and mentor.

A new life An apprenticeship can mean the beginning of a new life. Learning valuable skills while working and training can open up all kinds of new and exciting opportunities in the coming years, and to be part of that journey for someone is something very special indeed.

For employers, having an apprentice has many upsides; you

have an energetic employee who is keen to learn the ways of the workplace, and you are able to invest in the future of an individual who can in turn become a valuable and profitable member of the team.

But, what does the employer need to know?

There will be a few potential employers out there worrying about what they would need to do to enable someone to complete an apprenticeship with them, and may be asking questions such as ‘how much extra work will this involve?’ and ‘how long will the apprenticeship last?’.

New rules There is good news and bad news here. It used to be that apprentices who followed the old standards were delegated an assessor from their training provider, and this assessor would make regular visits to the garage and observe the learner as part of the qualification.

However, in discussions between Government and employers, employers stated that they would like more control over the outcome of their apprentice, as the old framework meant that the assessor largely decided the outcome of the apprenticeship. In response to this, new standards were implemented, which

enabled garages to have much more control over the learner’s development. What this meant for the assessor was a change of role – the assessor is now a mentor.

When an employer takes on an apprentice, they are now given access to a mentor, whose role is to support and assist the garage in ensuring that their apprentice is regularly uploading and completing evidence of development on their online system. The employer now has the control and responsibility of grading the work completed by their apprentice.

A busy employer will probably read this and question the extra workload, and it’s true that an apprentice does mean extra commitment. However, it’s important to remember that the mentor provided is there to help. If a garage does decide to take on an apprentice, there is help available, from guidance and funding to websites to help find an apprentice.

Gemma is a lecturer at Basingstoke College of Technology. To find out more about what goes on there, GO TO WWW.RDR.LINK/AQ022 PMM MAY 2020 31

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OILS, LUBRICANTS

& ADDITIVES

Ahead of the game FUCHS Lubricants predicts that the headaches surrounding oil grades are set to increase for technicians in the coming years. The company’s UK Automotive Technical Manager, Andy Brown, outlines what these changes will likely be, and how you can stay ahead of the game.

T

he number of different engine oils on the market has soared in the last decade. In the past, most vehicles required a basic 15W-40 viscosity oil or a 10W-40, but there is now a much wider range available. 0W-12 and 0W-8 grades are just around the corner, which will add further complications.

This increase in grades has caused problems for the majority of technicians, who simply do not have the space or resources to stock eight or nine barrels at all times.

FUCHS currently has around 30 core engine oils in its portfolio, but Ford alone now has four main oil specs.

“It’s horribly complicated,” said FUCHS’ UK Automotive Technical Manager, Andy Brown. “Technicians might need to stock around 17 different grades to cover a wide selection of vehicles. For most businesses, this is just not possible. Unfortunately, it’s only going to get worse, particularly with hybrid and electric vehicles playing an ever-

increasing role in the automotive market.

Ultimately, it’s all about emissions and fuel economy; OEMs have stringent emission targets, and oil can play a significant role in helping to achieve them.

“At the most basic level, it’s about hydrodynamic lubrication. Thinner oils result in less friction, and therefore less energy use,” Andy explained. “Oil should be considered a critical component. You wouldn’t use the wrong tyres, and you shouldn’t use the wrong oil either.”

“Ultimately, it’s all about emissions and fuel economy; OEMs have stringent emission targets, and oil can play a significant role in helping to achieve them.”

Andy Brown, UK Automotive Technical Manager at FUCHS Lubricants

The electric problem The situation is further complicated by the fact that there is much more to an engine oil than its viscosity. Two 5W-30 oils, for example, could be quite different in their make-up due to the additives added to them to deal with the specific needs of individual components. There are also different lubrication considerations at play when it comes to hybrid and electric vehicles.

“EV vehicles are typically factory fill and sealed for life, so there is little or no aftermarket for those,” Andy explained.

“Hybrids are slightly different because the engine isn’t always running. The engine will cool down when running on the battery, so the oil needs to be able to cope with this stress.

“Some existing products are hybridcompatible, but others will need to be adapted to suit the unique demands of hybrid systems, and for some there will be brandnew technology.”

The LSPI problem Andy also expects new ACEA specifications to be announced this year to replace A5, B5 and C5 specs, in order to address Low Speed Pre-Ignition (LSPI) issues found in turbocharged gasoline engines. API and ILSAC are also expected to introduce API SP and ILSAC GF-6a and 6b to the market again to help address LSPI, but also to aid wear protection, timing chain protection and improve fuel economy.

All of this amounts to a severe headache for technicians as they seek to stock the products their customers want and need.

“We appreciate that oil can be daunting these days, and that the cost of getting it

32 MAY 2020 PMM

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wrong can be severe. However, there are a few simple things that you can do to ensure that you use the right oil. Firstly, consult the handbook and check the requirements carefully,” Andy recommended.

“Secondly, use an online oil checker system, which can direct you to the right products after you input the number plate.

Thirdly, speak to an expert; our customer service team is happy to advise by telephone and email. For the aftermarket, we also run education courses to help people understand how to use oil properly.”

The storage problem One trend the company has seen is garages opting to buy engine oils in smaller packs rather than the traditional 205L barrels.

Many of FUCHS’ leading products are available in the company’s fully-recyclable 20L Lube Cube packs.

Andy added, “Not many workshops need 205L barrels these days. The Lube Cubes are

much more convenient as they can be easily stacked on top of each other, saving space.

They are also easier to use and disposal costs are significantly reduced.”

FOR MORE INFORMATION ON FUCHS LUBRICANTS, WWW.RDR.LINK /AQ023

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OILS, LUBRICANTS

& ADDITIVES

LUBRICANTS of tomorrow

Tony Lowe, Managing Director of Millers Oils

With the rise in popularity of hybrid vehicles, lubricants companies are faced with the need to develop new technology to meet the demands of these vehicles.

Tony Lowe, Managing Director of Millers Oils, clarifies the lubrication needs of hybrids, and how the Yorkshire-based firm is responding.

T

he combustion engine in a hybrid is smaller than a standard one. It might therefore be tempting to assume that lubrication plays a similarly reduced role. “There’s very little difference between hybrid vehicles and normal combustion engines in this regard,” clarified Tony Lowe. “Even though two power sources are available, hybrid engines still require similar lubricant – and in the same amounts – as standard combustion engines.”

In the smaller hybrid engines, the lubricant must work even harder to protect moving parts, prevent abrasive deposits, and reduce potential wear that can affect smaller components.

As a result, deciding on oil specification is the same as it always was – drivers and workshops simply need to follow the manufacturer’s recommendation.

35 MAY 2020 PMM

So, what’s the confusion?

“Misunderstandings sometimes arise because hybrid vehicles vary so much,” Tony explained. “The simplest models are startstop, which can produce fuel savings of up to 5%, whilst the most advanced full hybrids will provide fuel economy gains of up to 40%.

“The hybrid term is further split into parallel and series hybrids. As a result, people often incorrectly assume that more complex hybrid engines require more complex oil.”

“Hybrids do tend to require a thinner viscosity oil than standard combustion powered vehicles. However, it’s wise not to guess the grade: refer to the manufacturer’s specification,” advised Tony.

Trident 10 In response to this confusion and demand, Millers Oils has been developing thinner viscosity oils to provide optimum performance and better fuel efficiency; designed to meet the needs of hybrids is the company’s Trident 10 range.

Each oil within the range meets the latest European emissions standards requiring ACEA C1, C2, C3 and C4 specifications.

Advantages of Trident 10 include better fuel economy, reduced engine wear, improved combustion, and low

temperature flow for efficient cold starts. The 10 oils in the range offer a variety of viscosities and specifications that cover the majority of the UK car parc.

Electric vehicle challenges When it comes to electric vehicles, the demand on lubrication changes, partly due to the introduction of electric currents. Gear oils, coolants and greases will be in contact with different forces; they will now be in contact with electric modules, sensors and circuits rather than the heat generated by the friction of pistons.

“Although the core role of engine oils is unlikely to change much, the expectation on them will be greater,” Tony added. “Oils will need to perform even better, last longer and boost fuel efficiency even more than they do today.”

Millers Oils’ advice for garages is to always apply the manufacturer-specified oil, even if that is different to the usual oil they’ve used. “Incorrect oil will cause a multitude of issues that in a hybrid system can be even more costly and complex to fix,” advised Tony. “It’s not worth the hassle – get it right first time.”

TO FIND OUT MORE ABOUT MILLERS OILS RANGE OF ELECTRIC AND HYBRID-FRIENDLY LUBRICANTS, WWW.RDR.LINK /AQ024

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OILS, LUBRICANTS

& ADDITIVES

©ferkelraggae/AdobeStock

Fuelling change With the Government announcing the introduction of new petrol standards, finding the right lubricants is set to be harder than ever. Andrew Goddard, Chairman of the Verification of Lubricant Specifications (VLS), explains the impact of E10 petrol and the increasing use of biofuels on the lubricants sector.

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n March, the Government announced plans to introduce E10 petrol for UK vehicles. Currently, unleaded petrol already contains up to 5% bioethanol, a grade known as E5. This consultation marks the Government’s plan to increase the bioethanol content of unleaded petrol to 10%, or E10, in a move that could help the UK meet emissions reduction targets.

According to a Government report, switching to E10 would reduce CO2 emissions from petrol vehicles by around 2% – over and above savings already realised through introducing E5. Combined with an increase to overall biofuel supply targets, this could cut transport CO2 emissions by a further 750,000 tonnes per year, the equivalent of taking around 350,000 cars off the road.

36 MAY 2020 PMM

Biofuel: the basics Bioethanol and other biofuels have been around for many years and come from plantbased rather than hydrocarbon-based sources.

For automotive vehicles, these types of fuel come in the form of biodiesel or biogasoline, where a quantity of biofuel is mixed with traditional petrol or diesel.

Sources of biofuels include corn, sugarcane, palm oil, rapeseed oil, vegetable oil, soybeans and ethanol. Crop-based sources such as rapeseed oil offer the benefit of taking CO2 from the atmosphere as part of the growing process, helping to offset the CO2 produced when the oil is burnt. Bioethanol, for example, is classed as carbon-neutral, because any carbon dioxide released during production is removed from the environment by the crops themselves as they are grown.

Cause and effect This increasing use of biofuels is having a major impact on engine lubricants; in any engine, a small amount of unburnt fuel that has not combusted in the cylinder head can leak into the lubricant. Today’s latest generation of lower emission, higher performance engines run at higher temperatures than in the past, which means that lubricants also run at higher temperatures than previously. At these increased temperatures, biofuels can be less stable than other hydrocarbon-based fuels, and oxidise more easily. This increased oxidation could in turn create carbon deposits in the engine and reduce the viscosity of the lubricant.

In the engine, two key issues could result from the increased use of biofuels. Firstly, the lubricant could thicken as a result of oxidation, which could reduce flow around the engine leading to increased wear, subsequently shortening the engine’s life.

Secondly, the use of biofuel could also increase the level of carbon deposits arising from oxidation in the piston ring grooves, which could restrict the movement of the rings and increase friction and wear in the

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cylinders. Alternatively, it could cause higher levels of abrasion on the parts the piston rings encounter, leading to higher rates of component wear.

As engines and fuels change, lubricants must adapt to perform in these new environments. To address the oxidation challenge presented by biofuels, engine oils have been developed using enhanced and often synthetic base oils combined with the use of additives to increase oxidation stability.

At the moment, lubricants – particularly engine oils – are designed for vehicles running on fuel containing up to 20% of biomaterial. However, if an engine were to run on 100% biofuel it would need a different lubricant entirely, as well as different oil drain intervals.

In the short term, the implementation of E10 and other emissions-reducing initiatives is only expected to increase. Longer-term, electric vehicles will become more dominant, following the impending ban on the sales of

multi-purpose fluids designed to undertake many roles to ensure these vehicles run effectively.

Sage advice Meanwhile, the advice for garages and technicians remains the same; use the correct, high-quality lubricant from a reputable supplier. Ensure that it is formulated with the latest additives to combat the effects of biofuels and meet the needs of modern engines.

If in doubt, always refer to the vehicle owner manual, and comply with manufacturer guidelines on the correct lubricant to use and how often to change it. Alternatively, consult the manufacturer. Using the most suitable, high-quality lubricant is the best approach to ensure that engines are sufficiently protected throughout their lifetime. new petrol, diesel and hybrid cars. This will require further innovation in the lubricants industry, as electrically powered vehicles don’t need standard engine oils, but rather

FOR MORE INFORMATION ON VLS, WWW.RDR.LINK /AQ025

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OILS, LUBRICANTS

& ADDITIVES

Mapping the LUBRICANT LANDSCAPE Adrian Hill, Automotive Products Manager at Morris Lubricants, casts his eye over the trends in the lubricants industry and warns of the changes required to compensate for alternative powertrains.

T

he move towards alternative power technologies in the passenger car market is leading to a review of the hardware changes taking place and the opportunities that will lie ahead to compensate for reduced conventional engine lubricant usage.

From a full hybrid electric perspective, new lubricant technology will be required as the operating regime is very different from a petrol or diesel only vehicle.

The first thing to consider is the intermittent nature of its operation. Start-stop operation increases bearing stress that can

lead to accelerated wear. Conventional engines (other than when start-stop is used at junctions, etc.) continue to rotate, generating an oil film that keeps bearing shells/journals separated for long periods. Under these conditions, minimal bearing shell/journal contact occurs, as this only happens when the engine is at rest. The frequency of this contact is higher in hybrids (due to their intermittent use) and therefore more robust wear protection has been developed and incorporated.

Hybrid engines do not operate for an extended period of time and therefore never reach optimum running temperature; they can be at least 20ËšC below their petrol or diesel only counterparts. For this reason, certain contaminants build up that would normally be driven off during continuous use. Unburnt fuel and water can persist that lead to the formation of harmful low temperature sludges. Too much water will lead to phase separation with a distinct layer of water forming. This can damage the oil pumping system and contribute to bearing wear issues. New hybrid lubricant technologies are being formulated to disperse

the water and fuel, forming an emulsion to safeguard against these issues. Of course, these features are not the only performance parameters these lubricants have to comply with. Each original equipment manufacturer will also require the usual performance parameters to be covered, such as engine cleanliness, general wear protection, protection from rust and corrosion and good dispersion (to help the filter do its job).

In addition to the new chemistry required to combat the harmful operational side effects described above, engine lubricants continue to move towards low viscosities: 0W-20, 0W16 and even 0W-12. In the first instance, the reduced internal drag of these lubricants means that more of the energy is released to charge the battery packs, whilst improving conventional fuel efficiency and reducing carbon dioxide emissions.

TO HEAR WHAT ADRIAN HAS TO SAY ON A VARIETY OF LUBRICANT TOPICS, WWW.RDR.LINK /AQ026

PMM MAY 2020 39

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TOOLS

& EQUIPMENT

Attracting the next generation Recruitment can be difficult at the best of times, but Debbie Dunbar, Marketing Manager at Crypton and VDO, believes that having up-to-date technology within the workshop is a sensible first step to attracting the next generation of technicians.

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ith the industry facing a much-debated skills shortage, maximising staff retention and productivity must be a key consideration. Connected garages, and those kitted out with equipment that is efficient and easy to use, will be better placed to win the talent race. So, what kinds of products should garages be investing in and how can it help them to build a pipeline of skilled mechanics?

According to research carried out by Autotech Recruit, the demand for skilled technicians is higher than ever before. With AI and automation set to play an increasingly important role within the industry, investing in up-to-date equipment will not only help garages to future-proof their offering, but will also assist in attracting the next generation of technicians.

Guidance issued by the DVSA at the end of last year signalled the likelihood of further connectivity updates in 2020 (now likely to be towards the end of the year). With this in mind, it is advisable for garages to look for products that are not only on the DVSA’s approved equipment list, or easily upgradable, but are also easy to operate, making them suitable for apprentices and the next generation of talent to use.

Connected equipment could bring a

41 MAY 2020 PMM

number of benefits for garages and MOT centres, including improved data accuracy and ease of use, furthermore the automatic transfer of MOT results onto the system will also be far faster than the current manual input system. From a commercial perspective, this will not only help to improve customer service through faster MOT times but will also allow garages to invest more time in the upskilling of employees.

While some operators may initially be put off by the upfront costs involved in purchasing new equipment, it is important to balance this against the long-term efficiency improvements and cost savings that it can provide over time. Purchasing reliable products from trusted brands will play a key role in helping garages to prepare for future technological changes and stand out to emerging industry talent. Opting for lowquality products also runs the risk of equipment failure, resulting in costly downtime, while higher-value alternatives often come with after-sales support, including

upgrades and retrofitting options.

Where possible, garages should look for opportunities to invest in products that can perform multiple functions and provide dual revenue solutions. From MOT bays that can also offer wheel alignment, to TPMS tools that can copy the ID from a faulty sensor onto a new one, these products can help to boost a garage’s profitability – especially during quiet periods – by unlocking further business opportunities.

Investment in new equipment is likely to become a differentiator for garages. With a new wave of technology on the horizon, garages have an opportunity to embrace the change and use it to their advantage, with the added benefit of also attracting emerging industry talent.

FOR MORE INFORMATION ON CRYPTON’S RANGE OF WORKSHOP EQUIPMENT, WWW.RDR.LINK /AQ027

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TOOLS

& EQUIPMENT

It’s easy being green FlexFuel believes it can offer a profitable and straightforward engine cleaning solution. Here the company provides the evidence to these claims.

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ngine cleaning can add a vital service to your business. With vehicle emission systems becoming complex, and the introduction of filters on diesels to reduce particulate matter (with similar filters introduced on newer petrol models), garages are increasingly aware of the benefits of cleaning.

Added to the improved emissions output is the decrease in fuel consumption and the increase in performance. Carbon build-up can be akin to a clogged artery. As passageways close up, airflow becomes restricted, and the engine has to work harder – consuming more fuel as a result. Meanwhile, the restriction means the vehicle cannot perform as efficiently, restricting power output.

FlexFuel’s hydrogen cleaning solution is

42 MAY 2020 PMM

efficient, environmentally friendly and requires very little work from technicians.

Taking advantage of increased awareness and a non-labour-intensive process may be a winwin for garages.

Process explained FlexFuel’s green machine uses electrolysis to produce a mix of hydrogen and oxygen, which is then drawn into the engine from a pipe placed in the breather hose.

Once the machine is running and the car is started, the hydrogen and oxygen mix helps to increase the engine’s internal oxygen proportion, improving combustion while the hydrogen ‘softens’ the carbon build-up and breaks it down into hydrocarbons, which then exits the vehicle through the exhaust system.

The FlexFuel machine can produce up to

610L of hydrogen per hour, and the more hydrogen produced, the better the clean.

Labour saving The process of using the machine is straightforward, with no need to dismantle the engine or exhaust system of the vehicle. A technician would only need a few minutes to remove the inlet hose and feed the pipe from the machine into it, before replacing the hose to wedge the pipe in place. Once the process is complete, the pipe is removed, and the inlet hose replaced. Depending on the car or van undergoing the treatment, this manual section of the clean takes as little as five to 10 minutes.

Treatment from the machine itself will run for between 30 and 90 minutes, depending on the level of clean required. During this time, the vehicle needs to be running. However, the technician does not need to monitor this, apart from pressing the accelerator every now and again. To keep a constant rev-level, a bar can be used on the accelerator pedal.

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This means that this technician is free to complete another job once the process is underway. As the FlexFuel machine runs on deionised water and no harsh chemicals, any charge for the cleaning service is almost pure profit, meaning the overall return on investment is high. Some report that the machine has more than paid for itself within a year of purchase.

Added benefits The FlexFuel machine has an additional advantage that allows thorough cleaning of the engine. The EGR Pilot feature provides a connection to the vehicle’s exhaust gas recirculation valve, and ‘pulses’ it, opening and closing the valve, allowing the hydrogen and oxygen mixture to clean around the edge of the interior flap.

Should this not be done, there is a risk that the EGR valve can stick due to carbon buildup, meaning the engine will run rich, and fuel consumption will continue to increase. In

time, this problem could also cause an engine management light and rough idle.

Connecting the EGR Pilot is perhaps the trickiest part of the FlexFuel process, depending on where the electrical connector plug is located in the engine bay. Even so, it is likely to add only minutes to the procedure.

As a tip, technicians currently using the machines suggest noting the location of the plug when the vehicle is booked in, to avoid the need to search for it, and to be prepared with any potential tools required to help access it.

Profitable thoughts With a technician’s time free during the cleaning process, garages can continue to take on work in that time slot, meaning the income generated from running FlexFuel is an added bonus for that time, which boosts the return on investment depending on what you decide to charge for the procedure. You may choose to charge a flat fee, or base the cost around

your hourly labour rate, meaning you can charge for the longer 90-minute clean.

Garages already working with FlexFuel also recommend offering engine cleaning as an annual service and have set up procedures to remind drivers as to when their clean is due. This should increase the likelihood of garages seeing return customers, with the driver experiencing the continued benefits of performance and efficiency gains.

FOR MORE INFORMATION ON FLEXFUEL, WWW.RDR.LINK /AQ028

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TOOLS

& EQUIPMENT

Time to accessorise Investing in a battery tester can be daunting, especially when the tester itself isn’t the only factor that needs to be considered. Here, Ken Clarke, Managing Director of Rotronics, explains the importance of accessories, power packs, and safety when choosing the best testers and chargers for your workshop.

Accessories When investing in a battery charger or tester, you should consider which accessories might be needed to improve your workshop efficiencies, sales opportunities, and service.

Your business could benefit from using accessories such as integrated amp clamps, external printers, upgraded software, and replacement lead sets in case of any damage.

Storage cases and trolleys can also be a considerable help in the workshop.

Also consider whether you want to have a fixed or flexible mobile charging within your workshop – this can increase accessibility and maximise your charging opportunity.

Power packs There are a lot of power pack units on the market, and some perform better than others.

You can expect many years of good service from a quality power pack if it is used properly and charged regularly. Before investing, consider looking at how frequently it is going to be used, what job you need it to perform, and how mobile you need it to be.

The weight of a pack is often a consideration that users are faced with. A rule of thumb is that if the battery pack is heavy,

it is indicative that the batteries are of good quality. Get some recommendations and feedback from colleagues – who is using which battery packs? More importantly, what happens if you require spares or your pack requires repairing? Does the pack you are considering offer a full service backup?

The quality of the cables is also important, so check the clamp size for suitability of application and usage. Make sure that all the materials used are of good quality – how durable are the clamps? They should be made of bronze or steel, though bronze is ideal. Are the clamps connected down both sides of the jaw? Is power provided down both sides of the jaw?

The thicker the cable diameter, the more conductive power can be released from the power pack.

You need to decide if you want built-in charging or external charging; an external charger can get lost, whereas an integrated one is all in one place.

It’s also important that the unit can be repaired if need be. It’s especially important that the leads can be replaced, as they are the most fragile and used components of any tester.

Safety Batteries are volatile, so ensure that you know what in-built features are associated with the products you are buying. Spike/spark and reversed polarity protection is a good example.

You need to know this to be able to look after your workforce and workshop. Every time the battery pack is used, it should go back on charge as soon as possible. This ensures a full charge and will prolong the life of the power pack.

Make sure that clamps aren’t connected together, and confirm that they are fitted with isolator switch mechanisms to avoid the pack spiking.

Periodically, check for signs of damage to the pack, and ensure that cables are not worn or damaged. Also ensure that the clamp protective coatings are not exposed. Any wear and tear should be resolved as soon as possible.

TO FIND OUT MORE ABOUT ROTRONICS’ RANGE OF BATTERY SOLUTIONS, WWW.RDR.LINK /AQ029

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BRAKES

& CLUTCHES

TECHNOLOGY SPOTLIGHT A different direction Offering significant benefits in terms of noise reduction at a time when powertrains are becoming quieter and more refined, the use of directional brake pads is increasingly common amongst vehicle manufacturers, as PMM finds out.

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lthough the majority of current advancements in automotive design revolve around enhancing efficiency and developing viable alternatives to traditional diesel or petrol engines, there is the general expectation that these should also have a positive effect on the driver experience, with the byproduct being a quieter, more relaxing ride. With this in mind, noise, vibration and harshness (NVH) reducing technologies are becoming even more important.

Whilst the emergence of quieter, electric and hybrid vehicle technologies should, in theory, lower NVH levels, the reality is very different – the loss of the engine masking sound is simply exposing other areas such as suspension, heating and ventilation systems and braking – noises that may not have been obvious to the driver beforehand. Add to this greater emphasis on the whole in-car experience and noise issues are becoming an area of increasing concern for vehicle and parts manufacturers alike.

One of the ways that Delphi Technologies has tried to tackle this issue is by focusing on its production of directional brake pads.

“We’ve invested significantly in the development of directional brake pads over the years, constantly evolving our offering,” said Marco Lagomarsini, Braking Category Manager, Delphi Technologies Aftermarket.

“We have two different types depending on the application, featuring either a chamfered friction surface or a crescent cut out of the shim, but both have to be mounted in a

specific direction for optimal pad-to-disc contact. By introducing the pad to the disc at a gentle angle, the likelihood of both noise and vibration is significantly reduced for even quieter braking.”

The company’s chamfer directional brake pads have the chamfer between two adjoining faces, on either the leading edge or both edges of the pad. This helps to prevent the leading edge of the pad from lifting from the disc for maximum pad to disc contact, which encourages even pad wear and reduces both noise and vibration.

For its crescent directional brake pads, these have a crescent or half-moon shape cut out from the shim. The shim, made up of finely tuned layers of dampening material bonded to the pad assembly, helps to reduce both the transmission and amplitude of vibration and acts as a thermal barrier, ensuring uniform temperatures across the pad, and in turn consistent brake torque. The addition of a cut-out allows the piston to push the brake pad at the optimal angle, reducing noise and aiding even pad wear.

“As their name suggests, ‘directional

pads’ must be installed in a specific direction to ensure optimal noise performance. Fitting them in the wrong direction can reduce braking efficiency, and may increase the possibility of brake noise, the very thing these pads are designed to prevent,” added Marco.

To help technicians, many of Delphi’s directional pads use either a letter, indicating which side of the vehicle the pad should be fitted to, or an arrow showing the rotational direction of the disc and hence the direction in which the pad should be fitted. If no arrow is present, then the company recommends for pads fitted with a chamfer, to introduce the chamfer (the largest if more than one) at the leading edge where the pad and disc first come into contact. Alternatively, if the pad features a cut-out, position the crescent or half-moon at the leading edge of the pad.

FOR MORE INFORMATION ON DELPHI’S RANGE OF DIRECTIONAL BRAKE PADS, WWW.RDR.LINK /AQ030

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BRAKES

& CLUTCHES

BEST PRACTICE What to look out for

All about ABS For most technicians, knowing your way around a braking system is second nature, but understanding how certain components work is not always high on the priorities list. With this in mind, Scott Irwin, Head of Technical Training at Textar, explains how truly understanding the role of ABS sensors can really make a difference during installation.

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he anti-lock braking system is a key player in a vehicle’s overall ability to stop, as it monitors wheel behaviour when subjected to heavy braking. Each wheel has an intelligent sensor attached to it, which detects if the wheel is about to lock. If this wheel locking is detected, the system will momentarily release the brakes for a split second, and this will sometimes happen repeatedly while the ABS module makes micro-adjustments that depend on the severity of braking. This prevents the

48 MAY 2020 PMM

wheels from locking and skidding, allowing for driver control and tyre traction, while ensuring maximum permissible pressure is still applied to each individual braking wheel.

Locked wheels will lose traction but keep momentum, which increases the risk of collisions occurring. To prevent this, the wheels slow down less abruptly when ABS is activated and allow a more controlled stop. ABS is also an integral part of a vehicle’s traction control system, electronic stability control (ESC) and anti-collision/automatic braking system.

The first sign of an issue with the ABS system is likely to be a warning light on the dashboard, potentially alongside complaints that the brake pedal feels less responsive. In addition to this, some drivers also experience a lack of traction control, causing the TCS/ASR light to appear during abrupt acceleration.

The initial step, as with any warning lights, is to perform a diagnostics test and read the memory of the ABS control module.

Once it becomes clear that this is a sensor issue, wiring fault, mechanical malfunction or system error, you can then begin performing the correct procedures to get the driver back on the road.

After the issues have been detected and the customer has been informed, it’s time to replace any faulty components. There are two different types of ABS sensor; passive, which is without a power supply; and active, which is with power supply. More often than not, you cannot tell these apart just by looking at them, so some additional care is needed during testing to ensure the correct equipment is used.

When installing or replacing sensors, the ABS ring, magnetic sensor locations and any pickup points must be thoroughly cleaned.

It’s important that all corrosion, mud, and dirt is eliminated before installing the new sensor.

It’s also imperative that no copper-based products are used, such as copper grease, as

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this could affect the magnetic field and disrupt the system. A mineral based lubricant, such as Textar’s Ceratec, is recommended, as it is nonconductive, contains no metals or acids, and can withstand high temperatures.

We advise that technicians always recommend to their customers a full system check every two years including a brake fluid check and a boil test, which can be performed by using a tool such as the Textar brake fluid tester, TEX1000BFT. Going the extra mile with these checks not only contributes to your clients’ safety, but can also improve customer loyalty. When it comes to brakes, it’s always better to be safe than sorry, and all drivers appreciate knowing that there are methods in place to check all elements of the braking system, including ABS.

Safety first The advantages of anti-lock brakes are abundant, however, the main factor is the

“We advise that technicians always recommend to their customers a full system check every two years.”

safety element they provide; with the ability to stop vehicles on ice or wet roads, these brakes have been proven to save lives by helping drivers maintain control of their vehicle.

ABS plays a massive part in keeping road users safe, and it’s imperative that the correct procedures are enacted to ensure that they are kept well serviced and run as effectively as possible. When it comes to braking, there’s no room for error, and cars fitted with ABS are less likely to be involved in a fatal crash and are far less likely to be involved in frontal collisions, in both wet and dry conditions. The importance of ABS simply cannot be overlooked, and it’s essential all technicians are up to date on best practice.

FOR MORE INFORMATION ON TEXTAR’S RANGE OF ABS SENSORS, WWW.RDR.LINK /AQ031

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BRAKES

& CLUTCHES

Put the brakes on judder When brakes are applied, the last thing you want is to hear excessive squealing or to feel unexpected vibration or judder. If vibration occurs, some technicians may jump to the conclusion that the disc is warped and needs replacing, but it could well be brake judder.

Juratek explains how to spot and prevent this issue.

S

If the disc is installed with excessively high levels of radial run out, there will be continuous contact between the pad and disc at diametrically opposite points on the disc face in the ‘brakes off’ condition (Fig 5).

With increasing mileage, this results in a progressively larger, localised variation in the thickness of the disc.

o, what is brake judder, and how can it be avoided? Brake judder can be categorised into two types: hot brake judder and cold brake judder.

Hot brake judder Whenever you bring two surfaces into contact at high speed, the result is friction. This friction then creates heat, which is transmitted to other parts of a car’s braking system.

Brake discs are usually made of cast iron.

When this material gets hot it naturally expands and distorts and returns to its original shape when cool. Brake discs are designed to handle this, and can operate in temperatures up to around 500°C. If the brake discs exceed the normal operating temperature, however, hot brake judder can occur as a result (Fig 1 and Fig 2).

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Excessive heat during the braking process can cause distortion and warping of the brake disc, leading to brake judder

í˘˛

í˘´ Fig. 3

What causes excessive heat?

The most common cause is abuse. Brakes are designed to withstand high temperatures and cool down quickly. However, if they are hit hard several times in quick succession this can cause a phenomenon known as ‘brake fade’, which is when the brakes get so hot they fail to work effectively.

Alternatively, the brake caliper could cease to function properly, causing the brake pad to remain in contact with the disc even when not braking. Heat will steadily increase and may eventually get so hot the brake disc will crack if rapidly cooled.

Cold brake judder Cold brake judder is almost always a direct result of a fitting problem between brake disc and hub. Brake discs and hubs are manufactured to strict tolerances, which means any rust or other debris that can cause fitting issues (Fig 4) needs to be removed prior to installation.

í˘ł Fig 3 shows a disc that has several indicators of disc thermal distortion and excessive heat, including oxidation (orange), and a large radial crack where excessive heat has caused permanent damage.

Cold brake judder generally occurs due to poor fitment and misalignment between brake pad and disc

Brake disc with high levels of radial run out

To ensure this does not occur, follow these steps: 1. Clean the hub of rust or debris 2. Check the hub for run out using a dial gauge 3. Install the new disc and then check using a dial gauge mounted close to the outer radius of the disc; the installed value of radial run out should not be greater than 100 microns, and ideally no more than 70 microns Poorly manufactured brake discs can also cause brake judder. This can be detected immediately upon fitting, but most reputable brake disc manufacturers are now manufacturing to the strict regulations imposed by UN ECE R90:02, which in part covers the way a disc is manufactured as well as the composition of the material used.

FOR MORE INFORMATION ON JURATEK AND ITS RANGE OF BRAKE DISCS, WWW.RDR.LINK /AQ032

PMM MAY 2020 51

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BRAKES

& CLUTCHES

Common caliper calamities With its history of brake caliper remanufacturing, Shaftec is best placed to provide technicians with the component’s most common faults.

Front calipers With front calipers, the most common fault is for the pistons to seize. This can occur for the following reasons: ■ Misuse ■ Rusty pistons caused by seal failure ■ Alloy-cased calipers tend to corrode and

allow water to seep into the caliper (this is usually where the seal meets the caliper)

Rear calipers If a rear caliper fails, it is generally due to issues with the handbrake levers. This can be for these common reasons: ■ Incorrect fitment causing over adjustment

of the handbrake lever ■ Handbrake cables have stretched ■ Alloy case corrosion as above ■ Misuse – the calipers have been left

engaged for prolonged periods of time Joe Toakley, Shaftec’s Area Manager, explained, “The issues that cause calipers to fail are pretty unavoidable. The caliper is an exposed hydraulic component, so things such as road salt and extreme weathers all contribute to failure. Seals get contaminated and brittle, causing ingress and ultimately failure/seizure of the unit.

“It is a very hard thing for your average pedestrian to ‘check’ these things, more often than not they are only discovered during MOT tests, or fitment of new brake pads etc.

So at Shaftec, we recommend regular, thorough checks by trained mechanics and the part changed as appropriate.”

52 MAY 2020 PMM

FAST FACTS – CORE COLLECTION AND SURCHARGE PROTECTION ■ Shaftec runs a nationwide

core collection programme from UK motor factors ■ It’s very important that old caliper old units are returned in their original box ■ Core is only remanufactured if it passes the stringent quality tests – namely that there are no cracks or weak points in the metal.

The core of the business “Core comes through our doors on a daily basis and so we see every kind of wear and tear,” added Tom Curtis, Shaftec’s Sales Director. “Following the remanufacturing process, each part is thoroughly tested in exactly the same way as a new part would be.

“Every which way you look at it, we believe reman really is the way forward. It’s cheaper, it uses less energy, therefore improving your environmental footprint – and it’s often the only way of keeping older cars on the road. And, to top it all, there is plenty of room for market growth of remanufactured calipers. New calipers, particularly EPB calipers are becoming more expensive.

Remanufactured product represents excellent value without compromising on quality.”

FOR MORE INFORMATION ON SHAFTEC, WWW.RDR.LINK /AQ033

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ADAS

Filling the knowledge gap PMM talks to the RMI about its brand new ADAS training courses that are available to independent garages from across the UK.

I

t is extremely likely that your garage is already working on vehicles that contain Advanced Driver Assistance Systems (ADAS). With the EU making a number of ADAS technologies mandatory in new vehicles from May 2022, it is vital that technicians understand these systems and have the knowledge to service and calibrate vehicles with ADAS fitted.

Whilst garages strive to maintain their knowledge of rapidly advancing vehicle systems, the current rate of change, especially in relation to ADAS fitted to modern cars, makes this a challenge due to the absence of information available in the marketplace. The RMI Academy of Automotive Skills has launched two new ADAS courses to fill the knowledge gap and ensure that garages can be confident when vehicles come in for repair.

Paul Darwell, Head of the RMI Academies, explained, “ADAS sensors and intervention devices are likely to require recalibration if a component is removed and refitted or replaced, even when something as simple as steering geometry is adjusted. Very few ADAS components operate in isolation – and as long as they’re communicating, they won’t necessarily flag up any dashboard warning lights when there’s an issue.

“Our new courses provide a theoretical introduction to ADAS that’s useful to anyone working in a garage, and our full-day option gives technicians a practical understanding on how ADAS features are affected by the work they are already carrying out on a day-to-day basis.”

Available RMI courses ‘ADAS Introduction & Awareness’ is a halfday course, designed to provide an overview of ADAS procedures within the workplace. It covers safety features, usage of equipment and advises technicians on the various equipment manufacturers within the industry.

This course is suitable for most individuals

who work in a garage, including receptionists, sales staff, vehicle fitters and technicians who want to gain a further understanding of ADAS. No prior knowledge or experience is required to undertake this course.

Participants will learn: ■ An understanding of the procedures for

ADAS calibration

operation involved within calibration.

Different equipment covers a range of manufacturers, so technicians will develop an understanding of these differences and learn how to apply their knowledge. The key topics within this course include: ADAS code of practice, sensors, reversing aids, radar systems, targets, and recalibration.

Participants will learn:

■ Awareness of manufacturers and their

ADAS equipment

■ An understanding of the procedures of

■ How elements of ADAS re-calibration can

be undertaken using existing garage equipment

ADAS calibration ■ Awareness of manufacturers and their

ADAS equipment ■ How ADAS re-calibration systems can be

‘ADAS Awareness & Practical’ is a full-day course, designed to provide a more in-depth knowledge of ADAS procedures and equipment, and contains a practical element with hands-on tasks utilising re-calibration equipment within a workshop setting.

The course is aimed at individuals such as vehicle fitters, technicians and bodyshop technicians, who want to gain a further understanding of ADAS. Basic vehicle knowledge is recommended, however no prior ADAS knowledge or experience is required to undertake this course.

The practical element is designed to help develop technicians’ pinpoint accuracy of equipment, target positioning and general

■ ■ ■ ■

used while using existing garage equipment The practicality of ADAS equipment and usage within a garage environment Target positioning, pinpointing and accuracy when using equipment Innovative design and variations of tools involved How to use equipment efficiently and increase productivity within the workshop

FOR MORE INFORMATION ON THE RMI’S ADAS COURSES, WWW.RDR.LINK /AQ034

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ADAS

Make the most of your money Jamie Taylor, Everard Divisional Manager

Workshop equipment supplier Everard outlines the reasons for investing in ADAS equipment as recent industry trends suggest its popularity will only increase.

56 MAY 2020 PMM

I

nvesting in ADAS calibration is certainly something to think about for every garage owner, but getting the most out of it should be the prime consideration. As the exclusive distributor for Beissbarth in the UK, Everard is helping workshops to get more from installations.

“A quick look at the list of best-selling new cars over the last couple of years shows that ADAS equipped vehicles are on our roads in significant numbers, but it’s not limited to the prestige or more expensive models,” explained Everard Divisional Manager, Jamie Taylor. “The ability to work on as wide a range of makes and models as possible is too good an opportunity to miss, especially as ADAS equipped cars become the norm.”

Tracking development Everard is monitoring the shift in vehicle technology and how it’s affecting customers.

It’s thinking is backed by industry data and SMMT (The Society of Motor Manufacturers and Traders) figures that seven in 10 new cars are now available with driver assistance technology. This includes the top three best selling cars in the UK since the start of the year. The equipment supplier has also suggested that bringing forward the ban on new petrol and diesel vehicle sales to 2035 – from 2040 – will only contribute to the proliferation of such technologies.

“The automotive industry has embraced ADAS and vehicle connectivity and it is vital that the expertise and access to these technologies filters into the motor vehicle

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repair industry – ADAS isn’t tomorrow’s technology, it is here today,” explained Jamie.

“Beissbarth products, such as its FAS 1415, make ADAS calibration an attainable reality for many workshops and can help broaden focus of those who have already invested in calibration hardware. For example, FAS 1415 piggybacks the traditionally limiting Volkswagen ADAS rig that is required for workshops to carry approved status. With FAS 1415, they are no longer restricted to single-marque calibration and can make more efficient use of existing equipment without repeating the same, considerable investment.”

ADAS and EV According to further SMMT figures, electric vehicle (EV) sales have already displayed a 203.9% year-on-year increase in 2020. As a method of promoting efficiency through enhanced levels of autonomous functionality, EVs are traditionally early ADAS adopters.

“EVs are obviously tech-heavy and the 2035 sales ban on internal combustion engine-reliant new vehicles not only brings the deadline forward, but naturally invigorates the EV market,” explained Everard Sales Director, James Everard.

Over half of 2019’s UK new car registrations require ADAS calibration and it is a necessary step in an increasing number of traditionally routine maintenance jobs. The growing proportion of such equipped vehicles on UK roads represents a huge opportunity for garages and workshops that are prepared to make the step into servicing this growing area of the market. It can be a natural extension of existing wheel alignment services and as a way of boosting return on investment.

The ability to offer ADAS calibration gives businesses an immediate upsell opportunity in a market where comparably

“Over half of 2019’s UK new car registrations require ADAS calibration and it is a necessary step in an increasing number of traditionally routine maintenance jobs.” few are yet offering the service. An added benefit of Beissbarth’s range of products is the OE quality assured by manufacturerapproval and its modular compatibility, enabling vehicle repair centres to focus strategically while increasing throughput and reducing the need to outsource.

System optimisation “Since its introduction in 2013, AEB (Autonomous Emergency Braking) systems have reduced rear end collisions by 38%,” stated Jamie Taylor. “ADAS has been developed to save lives and precise calibration is key to ensuring reliable operation. Why risk a ‘close enough is good enough’ approach that could lead to suboptimal operation and a drop in the effectiveness of systems? Manufacturer approvals help provide assurance that calibration is completed as accurately and as often as possible. In a future that surely involves closer regulation of ADAS operation, it is another method for workshops to protect their investment.

“Adding to the flexibility of its solutions,

Beissbarth equipment is compatible with alignment hardware and diagnostic devices from alternative manufacturers, helping to reduce the risk of unnecessary investment,” continued Jamie. “As vehicle technology becomes more complex and ADAS calibration demanding, it is important that workshops are equipped with the latest and most efficient hardware to support their expanding businesses.”

ADAS includes a growing number of options and technologies reliant on lidar, radar and cameras, for example, many of which are becoming standard fit on lower price point inner-city vehicles. This includes, but is not limited to, AEB and collision avoidance, park assist functions including 360˚ cameras, blind-spot recognition, adaptive cruise control and active lane departure assistance.

TO FIND OUT MORE ABOUT EVERARD’S RANGE OF ADAS CALIBRATION EQUIPMENT, WWW.RDR.LINK /AQ035

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ADAS

Understanding ADAS Allison Whitney, of Autel, explains why ADAS calibration is the name of the game as the technology becomes all the more common.

T

here are close to 60 million vehicles with some type of Advanced Driver Assistance System (ADAS) on the road today – 20 major automakers are committed to including Forward Collision Warning (FCW) and city-speed Automatic Emergency Braking (AEB) as standard equipment on their vehicles, starting from September 2022.

Audi, Volvo, Mercedes Benz and Tesla have already met that goal.

Many, if not most, of these vehicles are equipped with camera-dependent systems such as braking (AEB) with pedestrian detection, and even some Blind Spot Detection (BSD). And, these are just the basic systems at this time. The front-facing cameras are also used in traffic sign recognition, automatic parking, cross-traffic alert and adaptive lighting systems. The emergence of this technology and its increasing popularity has added layers of complexity, time and cost to vehicle repairs, including glass repair and replacement.

Careful calibration According to AAA in the USA, more than 14.5 million windshields are replaced annually. As the number of vehicles with ADAS-input, such as front-facing and side view mirror cameras rises, auto glass repair centres need to incorporate calibration into their vehicle repair procedures. Regardless of whether the service is sublet to another repair centre, performed by a mobile ADAS calibration technician, or completed in-house, glass focused businesses need to understand their liability to complete the calibration after the windshield replacement before the vehicle is returned to the owner.

Every glass technician will know that if a windshield is replaced or a camera disconnected for whatever reason, the camera

58 MAY 2020 PMM

will need to be recalibrated. A camera code displayed during a diagnostic scan, deployment of the airbag, an alignment, or a change in suspension, would also necessitate a camera calibration.

A camera calibration is an adjustment of the operating parameters of the camera lens or lenses to capture an image of the environment ahead. Depending on the camera system, the horizontal field of view on a forward-facing camera is between 40 and 70 degrees. During the repair, even the slightest adjustment of this camera’s field of view, will disrupt the system’s ability to accurately ensure the safety it was designed to provide.

Calibrations can be stationary, which involve targets or patterns; dynamic, which involves driving the vehicle in a prescribed manner, including a specific duration, speed and environment; and some vehicles even require both static and dynamic calibrations.

Effective calibration How important is a calibration to the effectiveness of ADAS? Consider an example from the Insurance Institute for Highway Safety (IIHS) in the USA. The test highlighted how the data from a misaligned front camera can affect the vehicle’s collision avoidance system – a system that is designed to warn the driver of an imminent crash, and then to actively engage the systems to brake the vehicle when the driver fails to act. The IIHS tested a vehicle with a front-facing camera that was misaligned by 0.6 degrees to the right. This variance affected “the perceived collision-threat, thus delaying first the driver prompt or warning to brake, and then delaying when the vehicle itself initiated braking”, according to the IIHS. The result was a warning prompt that gave the driver just 2.8 seconds to respond and gave the vehicle just 0.9 seconds to brake.

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Calibration systems Autel, a leading developer of automotive diagnostic scan tools, produces an advanced ADAS calibration system to enable technicians to efficiently calibrate cameras, night vision, Lidar and radar-based systems that are instrumental to vehicle operations and the safety of passengers.

The company’s calibration systems include patterns, targets, and radar and night vision calibration tools used with the MaxiSYS ADAS software. In addition to communicating with the ADAS modules and initiating calibration, Autel’s ADAS software acts as a training guide for the setup of each calibration, with detailed illustrations highlighting frame positioning, and instructional videos enabling technicians to perform every step of the calibration process.

The tablet displays the basic vehicle requirements before initiating the calibration to ensure consistent vehicle height, such as

parking on a level ground, ensuring fuel and fluids are filled, and that the vehicle carries no additional cargo. Each procedure screen lists the tools needed, including the correct vehicle-specific target or pattern part number.

The tablet displays exact OE-specific measurements and easy-to-follow instructions.

As automotive manufacturers advance towards an autonomous future, there is little doubt these driver assistance technologies will require technicians and garages to adapt. Autel equipment can help ensure that these garages have the capability to prosper.

TO FIND OUT MORE ABOUT AUTEL’S ADAS OFFERING, WWW.RDR.LINK /AQ036

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ADAS

ADAS answered Andy Morrison, Technical Specialist at Bosch, answers some key questions on the topic of ADAS to help independent repairers maximise the opportunity this technology presents.

PMM: Why invest now?

Andy Morrison (AM): Forward-thinking workshops are reaping substantial rewards from investing in efficient equipment and training to maintain and repair systems such as Lane Keep Assist (LKA) and Automatic Emergency Braking (AEB).

More than one in 10 cars on UK roads now have AEB, according to Thatcham Research, and it is no longer possible to gain a five-star Euro NCAP rating without it. With the EU looking to make AEB mandatory on all new cars from 2022, garages will be seeing ever more of these vehicles.

Establishing whether a car is ADASequipped is becoming essential to safe repairs.

If ADAS sensors are in the repair specification, calibration must be completed to the vehicle manufacturer’s tolerances. Even if a vehicle doesn’t have ADAS, a record should be kept that no calibration was required.

PMM: How does the ADAS calibration process fit into an independent garage environment?

AM: The main dealers currently carry out the majority of ADAS work, but there’s no reason why independents shouldn’t be doing it as well. Indeed, Bosch Car Service members are increasingly turning to us for help in seizing this significant opportunity.

Another part of the business case is driver acceptance. We used to hear a lot that drivers didn’t like, understand or use these systems.

Today, drivers value the safety benefits and the ability to, for example, let their car handle start-stop traffic with minimal intervention.

A final pushback we hear is: “We’ll wait and see because some new technology might come along”. If you follow that rationale you’ll be left behind. The number of ADASequipped vehicles is soaring and the current level one sensors will be fitted for at least

60 MAY 2020 PMM

another five years. The time to invest is now!

PMM: Why choose Bosch?

AM: Bosch is at the top of the ADAS game, offering a comprehensive aftermarket proposition: replacement parts, diagnostic devices, workshop equipment, training and marketing support. We’re perfectly placed to design the kit that garages need, because we’re the ones making the sensors. I’ll explain what we currently offer: The DAS 3000 is a universal, computerbased calibration and adjustment device for ADAS and is a great time-saving solution for all-makes repairers, bodyshops and windscreen specialists. Importantly, all calibrations conform to OEM requirements.

When working with the Bosch ESI[tronic] 2.0 software and KTS diagnostic tools, coloured retainers enable the easy mounting of targets at vehicle-specific positions.

Integrated cameras and guided software routines then digitally measure the distance to the vehicle and the alignment to the axle.

It is also height adjustable for use in headlight test or lift bays, and the DAS 3000’s large wheels and spring-loaded brake make for simple manoeuvering and stable positioning.

ESI[tronic] 2.0 Online is our flagship diagnostic software that features vehiclespecific ADAS calibration and adjustment, both static and dynamic. It guides you through the necessary steps for safety control, engine and transmission control, brake and lighting control, front camera, lane assist, speed limit display, rain/sun sensor, surround view, night vision and more.

Finally, our latest generation KTS modules provide fast access to the routines needed for an ADAS system calibration. With pre/post scans including diagnostic trouble

codes (DTCs) and troubleshooting, the modules use PassThru and are compatible with both OBD and ethernet-based DoIP interfaces.

PMM: Aside from hardware and software, how else does Bosch support independents and their approach to ADAS? AM: Alongside a diagnostic and calibration capability, repair competence is vital. We organise a one-day VSB40 Introduction to Advanced Driver Assistance Systems course that is designed for technicians who are considering working with ADAS. It covers the function and application of the main sensors, the reasons to calibrate and an example procedure.

In addition to this course, we are also pleased to announce the launch of our brand new two-day IMI Accredited ADAS Calibration course – VSB41. This course is designed for vehicle technicians and body repair workshops that are working on ADASequipped vehicles. Training covers the various different systems fitted and participants will have the opportunity to carry out calibration of multiple ADAS sensors using the Bosch DAS 3000, which I have previously mentioned. Whilst Bosch equipment is used during the training, feedback has shown that it will also benefit workshops who use other manufacturer’s ADAS equipment.

FOR MORE INFORMATION, INCLUDING TRAINING DATES AND TO BOOK, PLEASE WWW.RDR.LINK /AQ037

061_PMM_MAY20_Layout 1 06/04/2020 17:16 Page 61

COMPETITION

RACE TO THE

FINISH

Win tickets to see the penultimate round of the Mini UK Challenge at Silverstone with Morris Lubricants.

The 2020 Mini UK Challenge is set to be one of the most exciting to date with a host of drivers all in contention for the title, including Morris Lubricants sponsored star Lydia Walmsley.

You can be there to see one of the key rounds on the world-famous Silverstone circuit on September 27th thanks to Morris Lubricants, with the company offering two lucky readers the chance to win a pair of tickets each for the penultimate round of the Mini UK Challenge.

Shrewsbury-based Morris Lubricants is committed to supporting talented drivers from grassroots to the top levels of motorsport in the UK and turning them into ambassadors for the company. Lydia Walmsley is a Morris Lubricants Racing (MLR) ambassador and has represented

the company for three years. The 2020 MLR ambassador programme has had over 200 applications.

Ambassadors were then carefully selected to represent Morris in a variety of motorsports including: British Truck Racing Championship, Isle of Man TT, The British Drift Championship, BSB Superstock 1000, BTRDA Rally Championship, British Sidecar Racing, British Speedway, British Rallycross, British Rally Championship, British Cross Country Championship, the Junior 1000 Rally Championship and the Mini UK Challenge.

The company has a reputation for producing high quality lubricants and the MLR programme provides the company with the perfect platform to promote and

demonstrate that their oils and lubricants can cope with the highest demands of motorsport.

How do you enter?

To be in with a chance of winning this great prize, all you have to do is GO TO www.rdr.link/AQ038 and answer the following question:

How many years has Lydia Walmsley been a Morris Lubricants Racing ambassador for?

A) Two years B) Three years C) Five years Deadline for entries is 10/06/2020. T&Cs apply.

See website for details.

PMM MAY 2020 61

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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

062_PMM_MAY20_Layout 1 06/04/2020 12:18 Page 63

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 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!

064_PMM_MAY20_Layout 1 06/04/2020 17:19 Page 64

WHAT’S NEW?

■ MINI PRECISION HAMMER The mini precision hammer from Laser Tools is versatile, able to speed up trim panel removal, useful for dealing with trim clips and light panel beating without damaging paintwork.

■ ROTATING ELECTRICS RANGE Denso has introduced 71 part numbers to its passenger, LCV, commercial vehicle (CV) and heavy-duty rotating electrics ranges (pictured).

This hammer (part number 7615 for the multihead set, and 7617 for the hammer separately) is primarily designed to pop in trim clips. The handle is also a neat and flexible pry-bar, useful for removing trim clips.

If bought on its own, the hammer is supplied with a soft head and a hard head. The full set comes with six different heads.

WWW.RDR.LINK /AQ040

The update comprises 48 starter motors, linked to 148 original equipment (OE) references. Also included are 23 alternators aligned to 90 OE part numbers.

Included among the list of passenger and LCV starter applications are various Jaguar, Toyota and Lexus, models, while Honda, Toyota and Subaru feature among the alternators.

■ AUXILIARY BATTERIES GS Yuasa has released an AGM auxiliary battery. The Yuasa YBXAX14 has been designed for use in a wide range of popular Audi, BMW and Mercedes 12V auxiliary and back-up applications.

A key feature is the OE-matching lid ventilation for in-vehicle fitment. The end vent hole makes it possible for vehicle OE breather pipe fitting, meaning it can replace the existing back-up battery safely.

The YBXAX14 is supplied charged and ready to fit. It is also maintenance-free with spill proof construction and no free acid, for maximum safety.

WWW.RDR.LINK /AQ039 WWW.RDR.LINK /AQ041

■ LUBRICANT PACKAGING Total Lubricants has unveiled a revamped can design for its entire range of Total and Elf lubricants, featuring different colours, labels, and a more ergonomic design.

■ CABIN AIR FILTERS UFI Filters has expanded its range of cabin air filters to include 135 more references from the UFI and SOFIMA brands. The addition have extended applications to include 98.5% of the European car parc.

The range now covers 442 cabin products, including anti-pollen filters produced with a synthetic non-woven fabric that can hold back over 90% of particles with a diameter greater than 2.5µm, such as dirt and pollen.

WWW.RDR.LINK /AQ042

64 MAY 2020 PMM

Colour coding allows for easy identification; platinum for top-tier, silver for mid-tier and bronze for entry range products. Essential product information displays the viscosity, manufacturer approvals and a QR code, which can be used to confirm the product’s authenticity.

The cap has been functionally redesigned to make it easier to fill the oil sump when replacing or topping up.

WWW.RDR.LINK /AQ043

064_PMM_MAY20_Layout 1 06/04/2020 17:19 Page 65

■ ROTATING ELECTRICS RANGE WAI has added four starter motors and one alternator to its range of rotating electrics. The starter motors cover a number of popular makes and models: ■ Part number 30565-OS is compatible with Mazda 3, 6, CX5 2.2D (pre-2013) ■ Part number 30584-OS fits BMW 114i, 116i, 118i, 120i, 316i, 320i applications (2011-2017) ■ Part number 30848-OS covers Suzuki Grand Vitara 2.0 (2005-2008) ■ Part number 30853-OS fits a number of BMW applications, including 114d, 116d, 118d, 120d, 218d, 220d, 316d, 318d, 320d, 418d, 420d, 520d (pre-2013) The alternator, part number 21055-OS, offers coverage across pre-2015 Ford Galaxy, Mondeo, S-Max 2.0 TDCi.

■ EPS PARTS The market for EPS (Electric Power Steering) systems has gradually surpassed that of conventional hydraulic steering. EPS offers a number of advantages over the hydraulic alternative, including being lighter, requiring less maintenance, and having a better response at different speeds.

WWW.RDR.LINK /AQ044

■ SPRAY GUN WASHER CABINET The compressed-air operated spray gun washer cabinet (part number 92544) from Power-Tec is suitable for solvent or waterbased paint gun cleaning.

Fitted with a long-lasting diaphragm pump for safety and reliability, the spray gun washer is simple to use and able to clean thoroughly. It can be used for both suction and gravity-fed guns, and is CE and ATEX approved.

In response to this development, Shaftec has added a total of 120 EPS references to its offering. The part numbers span the majority of popular vehicle manufacturers. Included are electric racks for Mercedes-Benz GLC 20152019, Hyundai i40 2015, Jaguar XE and XF post-2015.

WWW.RDR.LINK /AQ047

To aid sludge removal, up to two litres of water may be added.

The washer is powered from the workshop compressed air supply, but has its own pressure regulator to maintain the working air pressure.

WWW.RDR.LINK /AQ045

■ ELECTRONICS RANGE EXPANSION Hella has expanded its offering by more than 200 references, the most numerous additions having been to electronics such as fuel feed units, ignition coils and sensors. The electric additions include the following: ■ 12 fuel feed units for applications such as Chevrolet Lacetti, Dacia Logan, and Fiat Punto ■ One fuel pump for Hyundai Accent II ■ Six ignition coils for applications such as BMW3, Honda Accord IX, and Nissan Armada ■ Air mass sensors for applications such as AudiA4, BMWX1, and Fiat Ducato ■ 21 references for lambda sensors ■ 58 references for exhaust gas temperature sensors ■ An EGR valve for Renault applications WWW.RDR.LINK /AQ046

■ NETWORK ANALYSIS TOOL UPDATE An updated version of the network analysis tool, X-Analyser (version 3.12.0) is now available from Warwick Control Technologies. This provides CAN, CAN FD and LIN all in one tool, along with the CAN higher-layer protocols.

This is available in a kit that includes the Kvaser Hybrid two-channel interface, and can be used to test CAN, CAN FD and LIN systems via one interface. The two channels of the Kvaser interface can be mapped to the X-Analyser software in any combination of these network protocols.

The tool kit comes with one-year email support, which includes free updates. Subsequent maintenance contracts are available.

WWW.RDR.LINK /AQ048

PMM MAY 2020 65

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ADVERTISEMENT INDEX

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

Maha UK ........................................................................ (page 29)

Apec Ltd .......................................................................... (page 50)

Mann & Hummel UK Ltd .............................................. (page 25)

Bailcast ............................................................................ (page 45)

Millers Oils ...................................................................... (page 40)

Ben .................................................................................. (page 59)

Morris Lubricants ............................................................ (page 37)

BG Products .................................................................... (page 34)

MS Motor Service .......................................................... (page 19)

BM Catalysts Ltd ............................................ (inside back cover)

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

Castrol UK Ltd .................................................................. (page 6)

Petronas Lubricants (GB) Ltd ........................................ (page 38)

Clarios.............................................................................. (page 20)

Ring Automotive.............................................................. (page 43)

Clean Diesel Technologies .............................................. (page 34)

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

Delphi Technologies Ltd ................................................ (page 13)

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

Energizer Auto UK Ltd .................................................. (page 34)

SC Johnson Professional ................................................ (page 46)

Ferdinand Bilstein UK Ltd .............................................. (page 53)

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

Jack Sealey Ltd................................................................ (page 44)

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

Induction International .................................................... (page 46)

TMD Friction UK Ltd .................................................... (page 54)

Kalimex Ltd .................................................................... (page 33)

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