Professional Motor Mechanic May 2021

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PROFESSIONAL

MAY 2021

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

APPROACHING ADAS The experts weigh in on how best to invest Also inside...

Hayley Pells brings you up to speed on CPD

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

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Contents Regulars 6-10

NEWS & VIEWS

12-16

TROUBLESHOOTERS

18

CLUTCH CLINIC

20

BELT FOCUS

22-30

TECH TIPS

34-39

BUSINESS & TRAINING

41

TRAINING GROUND

61

GIVEAWAYS

62

COMPETITION

63-65

WHAT’S NEW?

VOLUME 22 ISSUE 5 MAY 2021

Features

43-48 ADAS

Editor’s Picks 12

FIAT 500 FIX: ENGINE MISFIRES FROM COLD Pico technician Steve Smith tackles a diagnostic conundrum

24

51- 54 TOOLS & EQUIPMENT

GO WITH THE FLOW Understanding oil feed pipes and why they can fail

57-60 FILTERS 34

CPD: WHAT YOU NEED TO KNOW Hayley Pells explains why CPD should always be at the forefront of your mind

38

APPRENTICESHIP ANSWERS In this latest instalment, Gemma Westlake focuses on the EPA

Total Average Net Distribution 59,921, 1st July 2019 – 30th June 2020

PMM MAY 2021 3

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VIEWPOINT

Strike while the iron is hot

Editor DANIEL ARON 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 E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk Website: www.pmmonline.co.uk Facebook: /ProfessionalMotorMechanic Twitter: @pmmmagazine Copyright © 2021

P

erhaps it’s a bit of a cliché, but whenever I hear anyone describe the defining features of the aftermarket, ‘its people’ is always top of the list. It therefore follows that it’s in the interest of the industry to ensure that those dedicated individuals are operating and performing at the highest level. How to do this? Well, training of course!

Five years ago, DVSA caught on to this idea and changed the training requirements for MOT testers. Rather than the refresher course that had to be taken every five years, the organisation integrated CPD (Continuing Professional Development) into annual MOT training. Nowadays, a technician must complete a minimum three hours of training each year over the course of five years – with the additional caveat that the MOT tester must do 16 hours in total over that five-year period. If these criteria are not met, then the tester will not be able to take the final assessment.

With MOT season starting to come to a close, you might be tempted to take your foot off the peddle or turn your attention to a different part of the business. But, is this wise? On page 34, Hayley Pells argues that it's not: “Historically, there has been the unfortunate trend to leave the training to the last minute, completing it as a tick box exercise in order to progress to the annual online assessment.”

It would be far better to strike while the iron is hot. That’s not to say that you must immediately dive into the training itself, but at the very least, you may want to consider when you intend to complete the CPD requirements. After all, it is your responsibility to record any CPD training that you have done, so that you can later provide it as evidence when you apply for the annual assessment. In her article, Hayley offers a number of potential options that a garage may like to try out in order to meet the standard before the usual end-of-March deadline.

For those of you who may not offer MOT testing as part of your business, it is still essential that you consider your approach to training. One of the reasons CPD was introduced to MOT in the first place was because it was a more efficient way of ensuring skill sets could keep up with technology. As Hayley notes in her article: “These days, testing is far more complicated than it used to be.”

If you think about it, the need to continually develop your skills is not restricted to this one area of garage work. Automotive technology is constantly advancing, and technicians need to advance at the same rate, if not faster. ADAS is a major focus in this issue of PMM and is a prime example of the type of technology that requires regular training. With this in mind, why not utilise a CPD approach to get up to speed on this area of maintenance work? It could quite easily make this initially daunting prospect far more manageable. And, as you will discover in the pages that follow, there are plenty of training providers out there, it’s just up to you to develop your plan of action.

Enjoy the issue and have a great month.

Associate member

The publishers and editor do not necessarily agree with the views

Daniel Aron Editor

expressed by contributors, nor do they accept responsibility for any errors of translation in the subject matter in this publication.

PMM MAY 2021 5

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NEWS

& VIEWS

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

Businesses beating consumers in EV uptake Study shows MOTs remain front of mind for drivers after extension Just over 12 months on from the announcement of the Government’s MOT extension, a YouGov poll commissioned by The Motor Ombudsman has found that, despite nearly 10 million (DVSA figures state 9.58 million ) exemptions being issued, moving MOTs further down the calendar, the majority (89%) of drivers said that they knew the expiry date of their vehicle’s annual certificate – an unexpected positive result from the extension.

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he survey of 1,303 UK drivers who own a car that is three or more years of age, showed that awareness of their MOT deadline was consistently high across all age groups and regions in the country (equating to an average of 89%). Conversely, the study highlighted that only around one in 10 drivers (11%) were unable to recall the expiry date of their car’s MOT, thereby putting them

6 MAY 2021 PMM

at greater risk of incurring a £1,000 fine and invalidating their insurance if they were to head out on the road with an out-ofdate certificate.

Furthermore, when survey participants were asked about whether they were aware that the current rules regarding MOTs allow cars to be tested up to a month (minus a day) earlier than the deadline, nine in 10 UK drivers polled stated that they already knew that this was a possibility, with those aged 35 and over (92%), and drivers living in the Yorkshire and Humber region and the South East (95%), being the most up to speed with this option.

Another positive to be drawn from the findings of the latest Motor Ombudsman poll study is that over three quarters (81%) of UK drivers would feel comfortable taking their car to a garage for its MOT in person, thanks to the peace of mind provided by the extensive COVID19 safety measures that have been put in place by businesses since the start of the pandemic.

The Society of Motor Manufacturers and Traders (SMMT) has called for greater support for private retail uptake of electric vehicles, following new figures showing businesses are twice as likely as consumers to make the switch from petrol or diesel.

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MMT analysis of new car registrations in 2020 shows that just 4.6% of privately bought cars were battery electric vehicles (BEVs) – compared to 8.7% for businesses and large fleets. In total, consumers registered 34,324 BEVs in 2020, compared to 73,881 corporate registrations.

In response, SMMT has unveiled a blueprint to deliver greater retail uptake – calling for government and stakeholders to prioritise overcoming consumer concerns through fairer incentives and a commitment to a dramatically expanded public charging infrastructure.

Businesses and company car drivers currently receive stronger and longer-lasting motivation through reduced purchase taxes

and fiscal incentives compared to consumers. Both consumers and businesses, however, felt the cut to the Plug-in Car Grant (PiCG), the effect of which will add £500 to the cost of every BEV under £35,000, and £3,000 to those costing more than £35,000, as the grant is removed from electric vehicles over that price.

SMMT estimates that maintaining the PiCG and similarly exempting consumer electric vehicle purchases from VAT would increase uptake by almost two-thirds by 2026 compared to current predictions.

Mike Hawes, SMMT Chief Executive, said, “While last year’s bumper uptake of electric vehicles is to be welcomed, it’s clear this has been an electric revolution primarily for fleets, not families. Manufacturers are committed to the consumer, reducing costs and providing as wide a choice as possible of zero-emission capable vehicles with many more to come. To deliver an electric revolution that is affordable, achievable and accessible to all by 2030, however, government and other stakeholders must put ordinary drivers at the heart of policy and planning.”

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NEWS

& VIEWS

End of an era at Schaeffler (UK) Ltd as long-serving MD retires Nigel Morgan, Managing Director of Schaeffler’s Automotive Aftermarket division in the UK, has decided to step aside after more than 40 years of continual service with the company.

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igel’s rise to aftermarket fame began as a Sales Manager at Alan A Morgan, his family’s company based in the Midlands, which became the sole importer of LuK clutches back in the Eighties. LuK liked what Alan A Morgan did so much it bought the company, which then went through several stages of evolution from LuK Aftermarket Service to the present day Schaeffler (UK) Ltd. Nigel has presided over a phenomenal period of prosperity for the company in the UK, taking annual turnover from £3 million to around £150 million and successfully introducing the INA and FAG brands to join their LuK ‘big brother’.

Schaeffler’s success in the UK can be put down to its philosophy of providing technicians with complete repair solutions. As a trusted technical partner and supplier to vehicle manufacturers, independent technicians soon built up their own trust and loyalty to the LuK, INA and FAG brands.

Providing them with free access to the Schaeffler REPXPERT workshop portal and loyalty programme is simply the icing on the cake for many mechanics.

In 2013, at the height of the UK horsemeat scandal, Nigel decided that more also needed to be done to educate the aftermarket about vehicle parts quality, giving installers an informed choice about the differences between OE and non-OE components. Initial adverts from OESAA, the association chaired

by Nigel since its conception, featured horse and cow images and triggered a vociferous response from some quarters.

Seven years later and the organisation is still going strong, educating technicians at major events, including its own Autoinform Live training weekends held in partnership with Frank Massey.

Nigel will continue to be involved with OESAA, leading the campaign in a consultancy capacity after he leaves Schaeffler, saying: “I firmly believe that technicians can benefit most from using the parts and services offered by genuine

OE suppliers, which offer the best quality and technical backup available to the aftermarket.”

Nigel obviously leaves some ‘rather large boots’ to fill at Schaeffler, so stepping up to the newly created position of Country Manager UK & Ireland will be Mark Dolloway, who joined Schaeffler from SKF in 2012.

As always, the final word belongs to Nigel: “I have enjoyed over 40 wonderful years with Schaeffler, with any expectations I had at the start of this journey completely and utterly fulfilled beyond my wildest imagination.

“However, all of my achievements are also that of the amazing UK team, many of whom have been alongside me at Schaeffler for a very long time. Their hard work, dedication and passion means that I can leave Schaeffler (UK) Ltd knowing that it is in some very capable hands, but this is not a ‘goodbye’, as there is certainly a lot more for me to do!”

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NEWS

& VIEWS

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

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Millions require MOT reminder in 2021 A free MOT reminder service could help almost 10 million motorists with new test dates get their vehicle checked on time this year.

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otorists should sign up for a free MOT reminder to stay safe and legal on the roads as millions of vehicles have a new date this year, the Driver and Vehicle Standards Agency (DVSA) is urging. Almost 10 million vehicles got an exemption in 2020 during the pandemic, meaning motorists across the country will now have a different expiry date.

DVSA’s MOT reminder service sends vehicle owners an email or text reminder before their MOT is due – making it easy to remember the new date.

In August 2020, as the MOT exemptions ended, 15% of vehicles were late for their MOT. By December 2020, this figure had increased to just over 28%. DVSA’s Head of MOT

8 MAY 2021 PMM

Policy, Chris Price, said, “Between 30th March and the end of July last year almost 10 million MOT exemptions were issued to help motorists during the first lockdown.

“We know some vehicle owners are unsure about when their test is this year, so our free MOT reminder service offers peace of mind that they won’t miss their test date. We’re committed to helping people to keep their vehicles safe to drive.

Signing up for an MOT reminder is a quick and easy way for motorists to do this.”

“DVSA’s MOT reminder service sends vehicle owners an email or text reminder before their MOT is due – making it easy to remember the new date.”

To sign up for a free MOT reminder, motorists just need their vehicle registration and email address or phone number, and visit WWW.RDR.LINK/AAA001

Breakout for Ben raises £159,000 on the road to £1 million Ben, the automotive charity, has announced that its 10-day virtual active challenge, Breakout for Ben, raised just under £159,000 – an amazing total that will help address its £1 million fundraising shortfall.

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en invited the whole automotive industry to Breakout for Ben in February and a total of 986 people took part. They walked, ran, cycled and exercised their way to complete over 80,000 miles collectively to raise much-needed funds for the charity. Teams embarked on a virtual journey visiting motor circuits across the UK, starting at Pembrey Circuit in north Wales and taking in all four home nations, before ending at Silverstone.

All funds raised will help Ben support automotive industry people with their mental health,

physical health and wellbeing.

Fundraising like this is vital and means that Ben can be there to help those in crisis and provide support with stress, anxiety, depression, money worries, or anything else.

Breakout for Ben was the latest challenge to launch as part of Do It 4 Ben, to help ensure that no automotive people face life’s toughest challenges alone.

Originally an annual fundraising challenge for Ben by TrustFord, Breakout for Ben was opened up so the whole automotive industry could show their support.

Matt Wigginton, Fundraising Director at Ben, said, “Breakout for Ben has been incredible.

We’ve been completely blown away by everyone’s determination, both individually and collectively in teams.

Congratulations to all our competition winners and a massive thank you to everyone who took part and donated!”

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NEWS

& VIEWS

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OESAA reveals Brembo as latest brand to join membership The Original Equipment Suppliers Aftermarket Association (OESAA) is pleased to announce that renowned braking system specialist, Brembo, has become a member of its organisation.

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rembo is acknowledged as an innovator of brake disc technology, supplying high-performance braking systems to vehicle manufacturers – whether that be in the passenger, commercial vehicle or motorcycle parc.

Steeped in motorsport pedigree and illustrious history, Brembo provides brake systems to teams around the world and has played an integral part in winning more than 500 championships.

Today, the company operates in 14 countries on three continents, with 25 production

and business sites, and employs more than 11,000 highly-skilled individuals – with almost 10% of those engineers or product specialists in R&D. OESAA Chairman Nigel Morgan spoke of his delight at Brembo joining the organisation: “Brembo is a name that is synonymous with quality. Brakes are a safety-critical component of any vehicle, so Brembo’s commitment to OESAA is one that is fully endorsed by the membership and strengthens our continuing message about importance of genuine quality – I am delighted with Brembo’s desire to join us.”

Swarfega announces winner of Toughest Trade 2021 Swarfega’s Toughest Trade of the year has been voted for by the public following a hardfought battle on social media this week, with fisherman Jack West announced as victorious.

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ying for the top spot in Swarfega’s coveted Toughest Trade Award, tradespeople across Britain sent in pictures of their toughest task since the competition launched on Blue Monday in January.

Giving his trade a tough name, fisherman Jack West scooped the title of Toughest Tradesperson 2021, winning a £200 Amazon voucher as well as some serious respect. Jack’s entry came out on top after a total voter turnout of over 700 people, as it showed a stomach-churning image of a fishing boat getting battered by

the waves, closely followed by a number of other gritty entries from roofers to electricians.

With almost 100 entries, there has been some great banter with most of the trades getting stuck in. Tradies in construction and building made up the highest number of entrants, closely followed by landscapers, with electricians, mechanics and plumbers also keen to make sure that their trade was well represented.

Plasterers, tree surgeons and last year’s winners farmers all made a case for their trade in this hotly contested battle.

Yuasa hangs up its BTCC racing gloves GS Yuasa has announced that it will finish its longterm sponsorship of Team Dynamics and Honda in the British Touring Car Championship (BTCC).

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ince becoming a main sponsor of Honda Racing in 2010, Yuasa’s branding became synonymous with the red, white, and black of Honda Civic BTCC racing cars

10 MAY 2021 PMM

run by Team Dynamics. The company stepped up to a title sponsor of Honda Yuasa Racing in 2012. In 2016, the team became Halfords Yuasa Racing with a livery switch to the now familiar black and orange.

During their 10 years (11 seasons) in the sport, the company has enjoyed phenomenal success with the team and their drivers Matt Neal, Gordon Shedden and Dan Cammish. With Yuasa’s

backing, Matt and Gordon both became three-time BTCC champions, and Dan narrowly missed out on his first BTCC title at nail biting season finale in 2019. In fact, since the

relationship began in 2010 Yuasa and Team Dynamics have shared a phenomenal 78 race wins, 232 podiums, four drivers’ championships, five teams, and five manufacturers titles.

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TROUBLESHOOTER

Fiat 500 fix: Engine misfires from cold In this case study, Pico technician Steve Smith describes the diagnostic techniques used to find the cause of a misfire symptom during cold starts in engines that use TwinAir technology.

Customer’s description The customer reported a severe vibration from the engine when starting from cold. The vibration was accompanied by a fuel smell from the exhaust and the engine MIL illuminated in the instrument panel.

Technical description Verifying the customer’s complaint is an essential step in the diagnostic process, but it is also quite often a time-consuming task without success. On this occasion, the customer’s complaint performed right on cue and we quickly identified that the engine was misfiring from cold; explaining the vibration, fuel smell and illuminated MIL. Free revving the engine would allow the engine to run smoothly and on return to idle the misfire had improved. At this stage, it is worth mentioning that the vehicle in question was a two-cylinder design, and so losing one cylinder had a detrimental effect on engine vibration and performance levels.

The video here – WWW.RDR.LINK /AAA002 – uses NVH to capture the misfire condition during cold start, where we obtained a clear E0.5 engine vibration order during the initial startup. Note that a two-cylinder engine has one combustion event every revolution of the crankshaft, therefore, a misfire introduces one disturbance every two revolutions of the crankshaft (one disturbance/two crankshaft revolutions = E0.5).

Diagnosis With the customer’s complaint verified, we confirmed the vehicle’s ID and specification.

Confirmation of vehicle specification is of the utmost importance when it comes to diagnosis, as there is often a temptation for customers to modify their car with fashionable accessories that lack the fundamental quality control and engineering that was intended for the vehicle.

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The customer confirmed that no such accessories had been installed.

To establish facts from fiction, the customer interview follows the four ‘targeted’ open question principle below:

■ P1061 Inlet solenoid valve lift valve control cylinder 1: Component sticking

■ How long has the problem been evident?

Periodically for three months.

Central electronics CE 4.1: B10AA Configuration Internal fault

■ When did you first notice the problem?

During the winter months (cold weather).

To summarise the vehicle scan, cylinder 1 misfire codes appear to be the order of the day.

Before we dive in, it is important to take a step back and check for technical bulletins (recalls, campaigns, etc.). There are numerous ‘known faults’ listed for the operation of the variable valve lift control system (the TwinAir actuator), which predominately focus on the hydraulic functionality.

These include: ■ Incorrect engine oil viscosity ■ Engine oil contamination ■ In-line oil filtration restriction ■ TwinAir actuator rattling noise (when hot with sporadic idling)

■ Has any work been carried out on the vehicle recently?

The engine oil and filter had just been replaced due to a low oil level warning light appearing on the instrument panel (this was not verified).

Further quizzing of the customer revealed that the previous oil change was carried out three years ago given they only drive around 3,000 miles per year.

■ When do you experience the problem?

When the vehicle has been left standing for long periods and only when the engine is started from cold.

Based on the answers, I was already thinking that this was a mechanical fault, but I did not want to assume anything!

The basic inspection confirmed no fluid leakages, no visible signs of damage to hoses, connections, wiring harnesses or indeed our favourite discovery; accident repair.

A vehicle scan of all on-board control units revealed several fault codes, as listed: IAW 8GSF CAN ■ P0301 Misfire detection, cylinder 1: Temperature too high ■ P0300 Misfire detection: Temperature too high

Audio/telematics 4.0.2: U0019 CAN data bus B CAN bus off

It’s not often you obtain fault codes, symptoms and ‘known faults’ that all point to a single component. Of course, it would be tempting to replace the TwinAir actuator along with the engine oil/filter and hope for the best, but why do that when we have the means to prove all of the above before we start replacing parts? Replacing a TwinAir actuator assembly means committing to an expensive component (at least £750) that may or may not be faulty. Remember, we have a misfire from cold; this could also be an ignition coil or spark plug failure.

Possible causes ■ ■ ■ ■

Ignition system Fuel system Engine lubrication system Engine mechanical control system

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The action plan The action plan was predominantly governed by accessibility, probability and cost. Based on the acquired scan data, we had two engine fault codes that referred to a misfire and one fault code that referred to a component that could generate a misfire (TwinAir actuator: component sticking).

Therefore, the action plan focused on engine management: ■ To take measurement of multiple sensors and actuators during the initial cold-start phase by using an eight-channel scope.

This would allow us to eliminate a number of components with a single capture.

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Note: After the initial 10 seconds of the engine running from cold, the fault would clear and the vehicle had to fully cool again.

This is where eight channels can speed up the diagnostic process, given the nature of such a symptom.

To recap ■ Engine vibration from cold start ■ Engine misfires from cold (improves when warm or above idle speed) ■ Engine management light illuminated ■ Engine rattle evident during cold start (improves when warm) In Fig 1, we have the initial cold start of our Fiat 500 as we monitor the following signals: ■ Ch A: Crankshaft sensor (to obtain engine acceleration via math) ■ Ch B: Exhaust gas pulsations (to capture post combustion pulses) ■ Ch C: Inlet manifold pressure (using a WPS500 pressure transducer) ■ Ch D: Cylinder 1 inlet valve actuator ■ Ch E: Cylinder 2 inlet valve actuator ■ Ch F: Ignition coil cylinder 1 primary current ■ Ch G: MAF sensor We could immediately see a number of areas of concern and eliminate several other variables.

Let me start with our crankshaft math channel. There was no doubt that our crankshaft was not accelerating after the ignition event of cylinder 1, however, the crankshaft did accelerate after the ignition event of cylinder 2 (we had confirmed our misfire).

��� We could see from Channel C that our intake pull for cylinder 1 (sensed within the intake manifold) was insufficient by comparison to the pull for cylinder 2.

Channels D and F revealed current flow via the inlet valve actuator and ignition primary circuit for cylinder 1 respectively.

Fig 2 illustrates how this engine would eventually run normally on both cylinders once it was warm. Note: Channel G has been changed to measure the primary current on the ignition coil on cylinder 2.

So, let’s evaluate what we had confirmed and how we were to proceed: ■ Cylinder 1 was misfiring from cold as suggested by our fault codes.

■ Cylinder 1 was not pulling sufficient air from the intake manifold and, therefore, the result could only be incomplete combustion.

■ The cylinder 1 inlet valve actuator was pulling current, which suggested a status of ‘work done’.

■ The cylinder 1 ignition coil primary current suggested that our primary ignition was intact. This did not, however, confirm that our secondary ignition was present and correct within the combustion chamber.

Based on the evaluation above, I made an assumption that measuring the secondary ignition would not reveal anything about the reduced intake pull for cylinder 1 (our prime suspect), so adding a pressure transducer to cylinder 1 during cold start seemed to be the best course of action.

The results (Fig 3) were exactly what I was hoping to capture. The momentary failure of the inlet valve to fully open resulted in a low compression, a reduced intake pull (within the intake manifold), and of course, low compression/misfire.

A closer examination of the four-stroke cycle during the fault condition, revealed the dramatic effect the reduced air intake (intake pull) during the short inlet valve duration had

PMM MAY 2021 13

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TROUBLESHOOTER

on the peak compression (Fig 4). Note the increased depth and prolonged intake pocket associated with a restricted intake.

The inlet valve duration (Fig 5) was immediately increased on the following intake stroke in an attempt to stabilise the compression. The effect on the intake pocket qualifies that the inlet valve has truly opened during the subsequent intake stroke.

Looking at the waveforms, it does amaze me how Fiat has been able to infinitely manipulate the four-stroke cycle to achieve superior economy and emissions across the entire engine speed and load range.

Let’s look closer at the IVO event.

Traditionally, this valve is opened around 355° ATDC compression to promote internal scavenging and EGR (temperature permitting). However, the IVO event on the Fiat occurred at 456° ATDC compression (midway through the intake stroke 360°540°) and closes at 614° ATDC compression, which is 74° into the following compression stroke. This reduces the pumping losses while still achieving a peak pressure of 12.6bar in just 106° of crankshaft rotation.

So, based on all the measurements above, had we done enough to prove that our intake valve was not fully opening under certain operating conditions? I think we had established the cause of the misfire but not why. We knew that the inlet valve actuator consumed current when the fault occurred, so we had to assume the ‘work done’ status via the actuator and the PCM/driver. The question, therefore, is what else could cause the inlet valve not to open when commanded by the PCM?

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■ Mechanical sticking of the inlet valve – to be confirmed with intrusion into the engine ■ Incorrect engine oil pressure – to be measured ■ Incorrect engine oil viscosity – recent oil change confirmed the correct viscosity ■ Engine oil contamination/restriction – recent oil filter change and inspection of inlet valve actuator ‘in-line filter’ confirm no contamination Given this summary of possible causes, and our customer’s comment surrounding a low oil level warning (which may have been an oil pressure warning), the only logical step was to measure the oil pressure with the WPS500X using our Sykes Pickavant adapters.

14 MAY 2021 PMM

Once we knew that our oil pressure was correct, we would be left with a faulty inlet valve actuator assembly or a sticking inlet valve.

TO FIND OUT HOW STEVE GOT TO THE BOTTOM OF THIS CASE, WWW.RDR.LINK /AAA003

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TROUBLESHOOTER

Why wasn't the cooling fan switching off?

The IVS 360 team provides Brownings Garage with essential step-by-step guidance for rectifying a cooling fan fault on a 2006 Mercedes-Benz.

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pus IVS OEM-trained Master Technicians support customers in the automotive aftermarket via its IVS 360TM live diagnostic support service delivered from its UK office in Wheatley, Oxford. The delivery of this essential service is provided by diagnostic specialists who are equipped with the brand-specific repair knowledge learned only from years of hands-on dealer experience.

In this latest request for support, Opus IVS provided Brownings Garage with live repair guidance on a 2006 Mercedes-Benz that was experiencing a cooling fan fault.

Brownings Garage Brownings Garage, established in 1910 and based in London, is a workshop that offers service and repairs, MOTs, electronic diagnostics and fault finding, tyre tracking, and more. Director Miles Brown is the third generation in his family to have run Brownings Garage. The workshop initially repaired motorbike frames but made the move to car repairs in the 1920s. Now, in 2021, the business has developed further by incorporating electric and hybrid vehicle services into its offering.

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Case study info Vehicle model and fault: Mercedes-Benz C-Class (2006 model year) with a cooling fan fault

Miles provided Kevin with details of the fault and fault codes found, as shown here: ■ P1636-004 Check engine & air conditioning electric suction fan with integrated control ■ (M4/7): signal wire open circuit

IVS 360 Master Technician: Kevin Hardy

The repair process

Diagnosis and repair time:

Step one Kevin, explained that the following four wires would need to be checked:

35 minutes

The fault Brownings Garage uses its Opus IVS diagnostic tool on a weekly basis to resolve a wide range of coding and programming issues. The latest issue arose with a Mercedes-Benz, which was experiencing a cooling fan fault.

The fault presented itself with the cooling fan being on permanently, and a coolant warning light displayed on the instrument cluster. To ensure that he found a solution quickly and efficiently, Miles utilised the IVS 360 service, and was able to contact Master Technician Kevin Hardy for diagnostics and repair guidance.

■ ■ ■ ■

Pin 2 at fan = 10mm red = perm 12V live Pin 1 = earth Pin 3 = black/red = 12V ignition live Pin 4 signal wire to ECU pin 57 plug 2 at engine ECU

Step two Kevin then suggested that Miles load test the signal wire and substitute it, and that in terms of voltage on this particular wire, he should expect to see: ■ 1-1.7V to get the fan to be stationary and

no actuation ■ 8-10.5V – this will ask ECU to go to

maximum

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Step three Miles was then advised to carry out two actions. Firstly, he would need to look at the signal wire out of the engine ECU, and also at the other end of the fan module. Then, he would need to see if the engine cannot see continuity on the signal wire (it would log a code for suction fan).

Repair result Following the step-by-step guidance from Kevin, Miles was able to identify and find the broken signal wire. After replacing the wire, the fault was rectified, and Miles was then free to tackle his next job of the day.

Miles explained, “Thanks to Kevin’s help, I found the signal wire broken as suspected, behind the N/S/F inner wheel arch just by the washer bottle. Using IVS 360 saved me valuable time on this job.”

About Opus IVS Globally, the IVS team provides essential diagnostic support to thousands of customers like Brownings Garage, with the aim of improving efficiency and profitability in their workshops. From symptom-driven advice through to complex repair guidance, Opus IVS provides the knowledge and expertise to get from fault diagnosis to successful repair

in minimal time, reducing costs and downtime for today’s modern workshop.

FOR MORE INFORMATION ON HOW OPUS IVS CAN SUPPORT YOUR WORKSHOP, WWW.RDR.LINK /AAA004

018_PMM_MAY21_Layout 1 06/04/2021 14:45 Page 18

CLUTCH CLINIC

HOW TO Replace a clutch on a Citroën C4 Picasso In this month’s Clutch Clinic, Schaeffler REPXPERT Alistair Mason is replacing the clutch assembly on a 2007 Citroën C4 Grand Picasso, fitted with a 1.8L 16-valve petrol engine that has covered more than 142,000 miles.

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he customer had reported clutch slip and after the problem was confirmed, the vehicle was booked in. Following best practice, the parts were ordered ready for the job, the service information and technical bulletins were checked on REPXPERT prior to the repair, and the repair instructions and torque settings were also printed in advance.

With a scheduled time of 9.7 hours and only basic workshop equipment required, this repair is achievable below the scheduled time, so will make a profitable job for any independent workshop.

Advised workshop equipment ■ ■ ■ ■

Vehicle lift (two-post is ideal) Engine support Transmission jack Clutch alignment tool

Gearbox removal With the vehicle on the ramp, open the bonnet and raise the vehicle to gain access to the underside. Remove the engine undertray and lower the vehicle to waist height, remove the N/S/F wheel and hub nut, followed by the N/S/F wheel arch liner. This now gives better access to the gearbox and makes

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18 MAY 2021 PMM

visible the two battery tray retaining bolts (Fig 1), which must be removed to allow the later removal of the battery tray.

Lower the vehicle to gain access to the engine bay (Fig 2), remove the air box assembly, battery and tray, this now gives good access to the top of the gearbox, so the multiplugs for the reverse light switch and the crank speed sensor can be disconnected. Unclip the battery to the engine wiring loom and disconnect the retaining bracket to give better

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access to the top bell-housing bolts, then remove the upper bell-housing bolts, disconnect the gear change cables and remove the crank sensor. Raise the vehicle to gain access to the underside and remove the N/S sub-frame leg (Fig 3). As the slave cylinder hydraulic pipe does not need to be slackened, remove the two clutch slave cylinder bolts and ease the slave cylinder away from the gearbox. Remove the gearbox drain plug and while the gearbox oil is draining, disconnect the N/S bottom ball

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018_PMM_MAY21_Layout 1 06/04/2021 14:46 Page 19

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joint and remove the N/S driveshaft.

Now, disconnect the gearbox pendulum mount (Fig 4), as this will allow the engine to move, and remove the gearchange cable bracket. Tip – Whilst in this area, remove the O/S driveshaft seal housing, as this will eliminate the need to remove the O/S driveshaft (Fig 5). Remove the lower bellhousing bolts, leaving one easily accessible to support the gearbox.

Support the engine and remove the gearbox mounting and carefully lower the gearbox and engine assembly slightly to aid gearbox removal. Support the gearbox with a transmission jack, remove the final bellhousing bolt, and ease the gearbox away from the engine. Once clear, lower the gearbox and remove it from the vehicle.

Clutch replacement Before removing the clutch, it is advisable to remove any excess clutch dust with some brake and clutch dust cleaner. Tip – It is good practice to note the position of the clutch components as they are removed as this may help with correct installation.

Remove the six clutch pressure plate bolts and then the clutch pressure plate and clutch plate assembly. This vehicle is fitted with a solid, single mass flywheel, the surface of which must be inspected for any heat cracks.

Provided that it’s OK, remove any glaze from the flywheel surface with an Emory cloth, and clean with brake and clutch dust cleaner.

Attention now turns to the gearbox and clutch release system (Fig 6). Remove the clutch release arm and release bearing, and inspect the release bearing guide tube for any wear (Fig 7), as well as the release arm and release arm pivot. In this instance, wear was evident, so the guide tube, arm and pivot were all replaced.

Check the bell-housing area for any oil leaks, and repair if required, then clean with brake and clutch dust cleaner. Fit the release bearing onto the guide tube and locate it into the release arm (Fig 8). Now, apply a light smear of high melting point grease to the splines on the gearbox input shaft and slide the clutch plate onto the input shaft. This will carry out two tasks: firstly, it ensures the clutch plate fits correctly; and second, it evenly distributes the grease. Then, remove the clutch plate and wipe off any excess.

Now, install the new clutch assembly onto the flywheel. Using a clutch alignment tool, and with the ‘Gearbox side’ on the clutch plate indicating its correct position (Fig 9), locate the clutch plate onto the flywheel, dowels. Install the bolts and tighten evenly and sequentially, and then torque to the manufacturer’s specification.

Gearbox installation To aid installation, ensure the gearbox alignment dowels are located in the engine, and all cables and brackets are clear. Using the transmission jack, bring the gearbox close to the engine, and, if necessary, spend some time aligning the gearbox before easing it into position until it is aligned on the dowels and mated to the engine. Insert a couple of easily accessible bell-housing bolts and tighten to secure the gearbox to the engine.

Installation is in the reverse order of removal. Torque all bolts to the manufacturer’s specification, refill the gearbox with the correct specification and quantity of oil, and reset the required electrical consumers after the battery is reconnected. Finally, always carry out a road test to ensure you have completed a quality repair.

INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, LABOUR TIMES AND MUCH MORE CAN BE FOUND ON THE REPXPERT WORKSHOP PORTAL – WWW.RDR.LINK /AAA005 – THE REPXPERT APP, OR BY CALLING THE HOTLINE ON 0872 737 0037

PMM MAY 2021 19

020_PMM_MAY21_Layout 1 06/04/2021 14:48 Page 20

BELT FOCUS

HOW TO Install a timing belt on a VW Tiguan For this edition of PMM’s Belt Focus, the team at Dayco runs through how to install a timing belt on a 2007-11 VW Tiguan 2L TDI 4MOTION.

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he 2L TDI diesel engine used in the popular VW Tiguan features a timing belt driven water pump. As replacing the belt also requires the auxiliary drive system to be removed, Dayco recommends that all the systems’ components – primary drive and auxiliary drive – be replaced at the same time.

This step-by-step technical guide will help technicians through the process, to avoid complications and ensure a first-rate job.

Step-by-step guide As with all primary drive system jobs, the work should be undertaken when the engine is cold, so ideally the vehicle will not have been run for at least four hours.

Remove the plastic cover to reveal the engine and disconnect the battery and exhaust pressure sensor, unclip the fuel hoses and remove them from the filter and then take off the filter unit itself and disconnect the fuel temperature sensor and the feed line.

After removing the bracket and disconnecting the coolant temperature sensor, take off the upper timing belt cover and then the mudguard moulding under the right-hand wheel arch to allow access to the auxiliary drive system. Then, after correctly supporting the engine, remove the upper-right engine mount and the support bracket followed by the auxiliary belt and tensioner.

Once the remaining timing belt cover and coolant pipe support have been removed,

20 MAY 2021 PMM

rotate the crankshaft clockwise to TDC for cylinder one to match the timing reference marks on the pulley and lock the pulley in place using Dayco tool T10050 (Fig 1). Insert Dayco tool 3359 into the camshaft pulley and a second into the fuel injection pump pulley and loosen both pulleys. After loosening the bolt of the tensioner, rotate the tensioner and remove the upper idler in order to remove the timing belt, and then remove the tensioner.

“As with all primary drive system jobs, the work should be undertaken when the engine is cold, so ideally the vehicle will not have been run for at least four hours.”

Remove and replace the belt tensioner stud with the new one supplied with the Dayco timing belt kit KTBWP5630, along with the lower and central idlers with the nut and bolt respectively. Remove the water pump from the casting, and after flushing the system and ensuring the mating surfaces are clean, soap the O-ring and install the new water pump from the timing belt kit.

Install the new belt tensioner and nut, but make sure that the tooth is inserted into the slot in the housing as shown (Fig 2). Then, after rotating both the camshaft and fuel injection pump pulleys clockwise, install the HT (High Tenacity) timing belt, followed by the replacement top idler and bolt from the kit.

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Next, rotate the belt tensioner with its position index inside the space in the back plate as shown (Fig 3) and tighten to 20Nm + 45.

020_PMM_MAY21_Layout 1 07/04/2021 11:04 Page 21

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Then, tighten the camshaft pulley bolts to 20Nm + 45 and the fuel injection pump bolts to 20Nm + 90 (Fig 4a & 4b).

Remove all the timing tools and rotate the engine clockwise several turns to ensure that it is correctly timed and that the belt tensioner index is still in the space of the backing plate as shown previously.

Remove the alternator pulley bolt and replace the pulley with Dayco ALP2395.

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Using a 13mm ball-end Allen key, remove the bolt at the back of the auxiliary belt tensioner located under the rear side of the alternator and replace the tensioner with APV2511.

After replacing the timing belt covers and other previously removed components, replace the crankshaft pulley with DPV1123 and tighten the bolts to 10Nm + 90. Finally, replace the auxiliary belt with 6PK1070.

To finish, refill the cooling system, start

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the engine and carefully check for leaks and ensure the radiator fan is operating correctly.

Then, once the engine is cold, check the level of the fluid again.

FOR MORE INFORMATION REGARDING DAYCO’S RANGE OF PRODUCTS, WWW.RDR.LINK /AAA006

022_PMM_MAY21_Layout 1 06/04/2021 14:29 Page 22

TECH TIPS

AUTODOCTA ���

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JAGUAR E-PACE FLUID LEAK AND ABNORMAL NOISE FROM TRANSMISSION

MINI CLUBMAN HORN NOT WORKING

FAULT:

FAULT:

A customer has brought in a 2017 EPace, reporting an abnormal noise from the transmission while driving as well as gears not shifting smoothly. In the workshop we have also noticed fluid puddling around the transmission area. Do you have any idea where start with the diagnosis?

We have a 2015 MINI Clubman in for service and the customer has noted that the horn does not work. There are no trouble codes stored in the fault memory and the fuse is OK. Can you help?

FIX: Yes, this affects the Jaguar E-Pace from 2017-2018 and is caused by damage to the transmission oil gallery plate gasket during assembly. For the fix, you will need transmission retaining bolts, transmission oil gallery plate gasket, and automatic transmission fluid. First, remove and discard the transmission oil gallery plate gasket and retaining bolts. Next, thoroughly clean all mating surfaces, and then fit the new transmission oil gallery plate gasket. Refit the transmission oil gallery plate using new retaining bolts with a tightening torque of 10Nm. Make sure to observe the correct bolt tightening sequence (Fig 1). Finally, top up the automatic transmission fluid to the correct level.

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.

FIX: We have had reports of horns not operating on several MINI models produced from 11/2013. The fault is due to incorrect routing of the wiring harness in the steering wheel causing a poor connection between the driver’s airbag and horn plate. Remove the driver’s airbag module while observing the appropriate safety precautions. Check wiring harness in the steering wheel for damage and repair as necessary. Ensure steering wheel wiring harness is routed correctly in the area indicated (Fig 1.1). Steering wheel wiring harness should not snag on the raised sections of the steering wheel. Clean contact points on the horn plate (Fig 1.2). Refit the driver’s airbag module. Check operation of the horn to ensure the fault has been rectified.

FOR MORE INFORMATION ONLINE, GO TO WWW.RDR.LINK/AAA007

22 MAY 2021 PMM

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TECH TIPS

Go with the flow Responsible for ensuring a regular flow of clean, quality oil to the turbocharger, the oil feed pipe is now a must-replace part in every turbo job. Here, turbo remanufacturer Carwood, gives PMM readers the low-down on why they fail, what to look out for, and when and why they should be replaced.

Why do oil feed pipes fail?

The position of the feed pipe within the engine bay means that they are particularly vulnerable to damage from heat and other issues such as: ■ Material wear – Over time, the continued

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high heat from the engine, can damage the pipe and break down the materials, especially the rubber.

Carbon deposits – The excessive temperatures can also cause deposits of carbonised oil to form in the pipe’s inner walls, limiting the flow of oil to the turbocharger.

Contamination – Even the smallest particles of dirt, soot, fuel water or abrasives can collect in the pipe, therefore restricting flow.

Kinked lines – Flexible oil lines can easily be twisted or bent during installation, causing a build-up of oil pressure, and leaks from both the turbine and compressor ends.

Worn O-rings – Many feed pipes use Orings to seal the mounting locations. Over

24 MAY 2021 PMM

time, they can dry out and become brittle, leading to oil seeps and leaks.

■ Damaged connectors – During removal and refit the connectors can be damaged, meaning that the entire system is no longer adequately sealed.

■ Liquid sealant – Although it should never be used in the air or oil system, liquid sealant can easily become detached and block oil passages. It can also harden and break off into the turbo’s rotating assembly.

Some vehicles are more prone to issues than others. For example, PSA 1.4 and 1.6L HDI engines are known to suffer from extensive carbon build-up, which is why technicians should ensure the entire oil circuit is checked, thoroughly cleaned and key components such as the oil, oil filter, etc. are changed, along with the feed pipe, when fitting a new turbo. Other applications that are susceptible to problems include Ford Transit/Land Rover 2.2, 2.4, 2.5 LD, Vauxhall Astra, Meriva, Insignia, Zafira A14 NEL/NET, Saab 9-3, 9-5 2.0 and 2.3 Turbo, Audi A4 and VW Passat 1.8T.

What to look out for in faulty oil feed pipes?

Given the critical role that the feed pipe plays, it’s a good idea to inspect it on a regular basis for signs of wear and tear.

Spotting potential problems early on will help minimise the possibility of future damage to the turbo and even the engine:

024_PMM_MAY21_Layout 1 06/04/2021 14:51 Page 25

■ Cracked rubber – One of the most obvious signs that there’s an

issue is cracking to the rubber from prolonged exposure to the temperatures in the engine bay. If left unchecked, this will cause much bigger issues.

■ Bulging spots – Another common sign is bulging spots in the hose. Again, this is due to the heat, as well as the constant flow of pressure through the pipe. Eventually, the spots will tear, causing the oil to leak out.

■ Oil leaks – Noticeable puddles of oil underneath the car are also a sign that the pipe is damaged, which, big or small, can lead to catastrophic and premature failure of the turbo.

When should feed pipes be replaced?

If you, or your customer spots any of these issues, then the pipe is almost certainly faulty and should be quickly replaced. However, it is also advisable to fit a new one every time a turbo is installed, since even a momentary restriction in the supply of oil, due to a blockage in the pipe, or a leak, can cause severe damage to the turbo and potentially the engine. Although a new pipe may add a few pounds to the bill, it is far more cost effective than having to refit a whole new turbo, saving you and your customers valuable time and money, as well as ensuring a high-quality, long-lasting vehicle repair.

Installation tips For a best practice turbo service, it’s important to follow some simple steps when fitting a new oil feed pipe: ■ Keep the pipe in its protective bag until its ready to be installed ■ Before fitting, lubricate the turbocharger inlet with a small amount of oil to protect the turbo and prevent it from turning dry after the first start ■ Use new washers and screws, as appropriate ■ Use the intermediate supports or fasteners where necessary to avoid fatigue failures. Pay attention to the disassembled pipe for the correct positioning ■ Never bend the pipe or use excessive force. Feed pipes for PSA 1.4 and 1.6L HDI engines, for example, feature O-rings housed in mobile connectors at either end. Any force could damage the inner O-ring and sealing ■ Ensure the pipe is correctly torqued at both ends, as per VM guidelines

TO LEARN MORE ABOUT CARWOOD’S RANGE OF OIL FEED PIPES, WWW.RDR.LINK/AAA008

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TECH TIPS

y er g r u s s r to oc D F P D e Th ’ In this month’s DPF Doctor’s Surgery, we hear how Alan Landal of A&J Fleetcare in Leeds puts his DPF training to good use with two vehicle case studies.

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can’t start this month’s case study without saying that for any technician, having a thorough and up-to-date understanding of modern vehicles is crucial. This entails having the right (and relevant) training.

That’s why last year it was an honour for me and our small team to become part of the DPF Doctor Network. A&J Fleetcare were the 100th member, and we have not looked back since. Despite the pandemic, we managed to hold our heads way above water.

I have been in the trade for more than 35 years, but no amount of experience and onthe-tools training could have prepared me for the training delivered by Darren. It was top class – the best training and education I have ever received with superb products courtesy of JLM Lubricants.

Eulogy over, now onto business. Here, I will outline two case studies where the vehicles in question are presenting problems that were being attributed to the DPF.

Put in practice There are a lot of misconceptions surrounding DPF filters. For many garages, their default position is to carry out a forced regeneration once the faults have been diagnosed and fixed when it’s often unnecessary to do so. The DPF filter is far more reliable than most technicians think. It is self-cleaning and, so far, I can report that using the knowledge gained from the training I have just mentioned, we have had a 100% fix rate with great customer satisfaction.

Since becoming part of the DPF Doctor Network, we have carried out many DPF assessments. Two instances particularly spring to mind.

Case one The first of these was a vehicle booked in by the local Hyundai dealer, and is a classic example of how our JLM products resolved a DPF issue. The 2016 Seat Alhambra had 28,000 miles on the clock and was showing a p2463 code – DPF soot accumulation code.

To begin, I carried out a DPF assessment, followed by the JLM Engine Oil Flush and oil filter change. I then completed a stage three DPF clean using the JLM DPF Cleaning Toolkit with the Clean and Flush Fluid Pack, followed by a reset of the DPF values. After a successful test drive, I reported a 100% fix to the dealer.

Case two The second vehicle was an Audi A4 2LTDI 57-plate. I carried out a DPF assessment, which subsequently recorded a fault code: P2002 Particulate trap, bank 1 – efficiency below threshold. The DPF pressure was over

2,000 mbar!

The customer advised us that he was frequently having to top up the oil, and that the car had previously been fitted with a new injector and had had a forced regeneration.

We carried out a relative compression test, which confirmed low compression in cylinder three. No amount of DPF cleaning would have solved this problem, yet the DPF was being blamed as the culprit! Our customer was very happy that for under £100 we had found the fault that other garages hadn’t.

Plus, he knew what had to be done to bring his vehicle back to peak performance.

FOR MORE INFORMATION ON THE DPF DOCTOR NETWORK, WWW.RDR.LINK /AAA009, AND FOR JLM INFO, WWW.RDR.LINK /AAA010

PMM MAY 2021 27

028_PMM_MAY21_Layout 1 06/04/2021 16:57 Page 28

TECH TIPS

Contributing factors NGK, the ignition and sensor specialist, presents how the glow plug replacement process can vary depending on the vehicle model and how it has been driven.

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n vehicles used mainly for long motorway journeys, glow plugs historically last longer over a given mileage than a vehicle which is used for short runs. Not only are they being energised more often upon starting, but the system may switch on in cold conditions during vehicle use depending on the engine temperature.

Many diesel engines can start with one or two glow plugs inoperative. This may mean the vehicle owner doesn’t seek a repair until colder conditions cause a greater starting problem. A little-known fact is that some vehicles interrogate the glow system prior to DPF regeneration. If a problem with the glow system is detected, the regen is not carried out.

Glow plugs can be tested in situ with a handheld Ohm meter to check continuity of the heating coil, or a clamp meter can be used to check current flow. A broken coil signifies age-related failure or over voltage.

As glow plugs are often installed in engines for many thousands of miles, some vehicles are more prone than others in presenting removal problems. To assist in avoiding glow plug breakage, use a torque wrench that can operate anti-clockwise and set to the shear value.

For NGK product, the shear values are: M8 20Nm, M9 30Nm, M10 40Nm and M12 50Nm. If from another manufacturer (or if unknown), then use values of 20, 22, 35 and 45Nm respectively (Fig 1).

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28 MAY 2021 PMM

��� “A little-known fact is that some vehicles interrogate the glow system prior to DPF regeneration.”

��� Upon removal difficulty, if time permits, apply penetrating oil around the glow plug, then a squirt of engine oil – continue to use the vehicle and tackle the job another day – to allow the oil to penetrate (Fig 2). Remove the glow plug whist the engine is still hot, using obvious precautions to protect your hands.

Closely examine the glow plug and heater tube surface. A slightly ‘shiny’ appearance indicates the heater tube has been caked by carbon and ‘scuff/swirl’ marks are where the plug has been unscrewed through the carbon.

Carbon can be the root cause of a problem, acting as a heat soak, causing hard starting and premature heating coil failure. A proprietary glow plug reamer set should be used with silicone free grease to remove the carbon (Fig 3). A melted or broken heater tube tip is a

sign of over voltage (fault with the control system), or abnormal combustion (this can be the result of incorrect injection timing, flow rate or excessive lubricating oil entering the combustion chamber). A swollen heater tube tip can also be a sign of over voltage.

To avoid damage to a new glow plug, follow the installation advice on the NGK packaging. Always install on to the taper seat by hand. If resistance is felt, stop and investigate why. NGK glow plugs do not require the application of anti-seize grease.

Screwing a glow plug into accumulated carbon can cause heater tube breakage. Do not over tighten the glow plug (or the terminal if the electrical connection is secured via a nut).

FOR NGK’S COMPLETE VIDEO TUTORIAL, WWW.RDR.LINK /AAA011

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TECH TIPS

CASE STUDY Lock and code OSCA’s team of Master Technicians were recently contacted by a customer who needed their help to recode two new keys for an Audi R8. PMM hears how the experts solved an underlying problem with this particular vehicle.

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ecently, we dealt with a 2018 Audi R8 that had some serious issues. An autolocksmith needed to recode two new keys for the vehicle, but when our technicians initially inspected the vehicle, there were a couple of modules that had connection issues.

Our team of Master Technicians is used to a tough challenge and can work with most makes and models, so we dived in to get it sorted. Here is how we fixed the customer's problem.

Firstly, the OSCA team took a deep look into the vehicle's computer system to find out some of the root causes of the vehicle's diagnostic errors using the OSCA cable. We logged into the vehicle remotely via our cloud-based system and reprogrammed it swiftly and started to diagnose all the faults within the modules, which later allowed us to code the keys successfully.

The Audi R8’s body control module (BCM)

The first thing that we discovered was a flat battery and so we instructed the customer to jumpstart the vehicle. This allowed our team to get a full 360° view of the vehicle's modules. After this, we identified that the vehicle had been damaged by the incorrect operation of a jump back.

The next step was to to program the gateway control module so that the keys could be successfully programmed, which we did. After this, we managed to successfully access the immobiliser and code the keys to the vehicle. After having accomplished that, we were then able to identify, diagnose and reprogram the vehicle’s BCM. It became apparent that the steering needed calibrating, in order to bring the vehicle to a fully functional state, so yet again we got back into the vehicle and calibrated the all-wheel drive before lastly adjusting the steering angle set-up.

The team managed to complete all these tasks within two hours on a Friday afternoon, thus saving the customer a trip to the dealer, not to mention the expensive towing fees and dealership costs.

TO FIND OUT MORE ABOUT OSCA (EXCLUSIVELY DISTRIBUTED IN THE UK BY 3D GROUP), WWW.RDR.LINK /AAA012

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TECH TIPS

Avoiding the ‘spray and pray’ approach It can often be difficult to get access to a stubborn brake bleeder screw. In this situation, it helps to have a lubricant product designed specifically for this sort of problem. WD-40 explains…

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hile stating the obvious, the exposed position of a car’s brakes means that they will inevitably suffer from general grime/filth that builds up and unavoidably creates problems, notably seizing the variety of bolts that need to be targeted when servicing calipers and/or replacing pads.

Integral to ensuring brakes are safely working as the manufacturer intended, is to go through the bleeding process – something that can only be achieved if a bleed nipple screw works.

Before even picking up a spanner, the obvious start to the process is to target any such bolt or screw with a lubricant spray, such as WD-40 Multi-Use Product. This invariably works wonders in maintaining and freeing up seized items without the use of brute force, which can result in damaged or rounded screws.

The challenge with bleeding brakes is that the bleed nipple screw is often seized, too much force and ‘Boom!’, you have a snapped

30 MAY 2021 PMM

bleed nipple screw causing more work and downtime. WD-40 Flexible allows precise application in the hard-to-reach areas of a vehicle, such as the brake callipers.

Gaining access to the bleed screws in order to apply some solution to help unseize them can be a challenge, especially with the wheels on. Using a solution like WD-40 Flexible – a relatively recent addition to the company’s range – might be the answer for any technician struggling with this particular problem. The evolution of the

“The challenge with bleeding brakes is that the bleed nipple screw is often seized, too much force and ‘Boom!’, you have a snapped bleed nipple screw causing more work and downtime.”

traditional red straw that has been taped to cans for years, WD-40 Flexible is a hardwearing, heat resistant, pliable ‘straw’ that maintains its ability to feed the lubricant to exactly the right spot even if curved round tight bends. In this case, if the bleed screw can be seen, Flexible’s straw can be weaved through a wheel and guided into a position where a simple dab of the trigger will ensure the target is dowsed in enough solution.

For those who still cannot reach the target with the Flexible straw, the product has a ‘Spray 2 Ways’ feature that, with a simple flip down of the Flexible straw, turns the precise flow to a more spray-like distribution designed to cover larger areas. Its 360° valve also ensures that users can administer the lubricant when the cannister is held upside down.

TO FIND OUT MORE ABOUT WD-40 FLEXIBLE, WWW.RDR.LINK /AAA013

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WHAT CAUSES BATTERY FAILURE? When the car doesn’t start, often the first thought is…has the battery failed? However, it’s not always the battery itself that’s at fault.

What are the signs of battery failure that are considered to be a potential manufacturing defect? 씰 The failure would occur very early in the life of the battery (a matter of days or weeks). 씰 The battery would fail immediately, not gradually over time. 씰 The battery would show a significant loss in voltage, as a cell would have stopped producing power. Each cell produces approximately 2.1V, so an immediate voltage loss of this kind very early in the battery’s lifetime could indicate a manufacturing defect in the battery cell (such as a broken plate weld). 씰 The CCA (cold cranking amps) reading would be significantly lower due to a cell failure; this will differ for each battery according to the quantity of plates within the battery. 씰 Recharging the battery will make very little or no difference to the battery’s state of charge, as the battery will not be able to accept charge into a defective cell.

The above list gives various types of battery failure which are in fact very rare and would need to be individually investigated.

Causes could potentially be an internal manufacturing defect and would therefore represent a physical fault within the battery build. These types of failure may be covered by the manufacturer’s warranty.

But, don’t all of these symptoms simply point to a ‘flat’ battery? The answer is no.

032_PMM_MAY21_Layout 1 06/04/2021 16:43 Page 33

If a battery ‘fails’ due to becoming flat, the failure symptoms are different. This is something that is often misunderstood, as the battery presents simply as a ‘failed’ unit. At this point, a frustrated customer will often return to their point of purchase and hope to claim a replacement under manufacturer’s warranty. This type of failure has the following symptoms: 씰 The failure occurs gradually over time and might be noticed by the driver when they see that the start-stop system (where fitted) is no longer working due to the battery being below 70% charge. 씰 It could also be perceived through a slower cranking speed and difficult engine firing – more so in diesel vehicles. 씰 The battery may have a relatively good voltage, but the CCA reading is significantly lower and unable to provide power under load. The lights may illuminate, but the battery would not be able to crank the engine. 씰 The voltage of the battery may have been reducing gradually over time, and if so, it may be that the corresponding CCA reading will be extremely low. 씰 Recharging could possibly recover the battery in the short term, but failure will occur again.

Now that we’ve looked at these two different sets of symptoms, we should ask: Is it the battery itself that has failed, or rather the result of poor battery care and maintenance?

Many items on a vehicle are tested routinely during service or inspection, such as tyre safety and condition. Even the coolant strength is tested to make sure it can withstand the cold weather.

The battery, on the other hand, is expected to be at its best for 365 days’ a year, often with no consideration of whether it’s in peak condition. Therefore, it’s no surprise that a customer is shocked when they are given the news that their vehicle battery has failed – especially when there has been no prior warning (through periodic testing at service interval) that this might happen!

The only way to accurately assess the state of the battery is to carry out a battery test using a good quality, up-to-date battery tester.

PART TWO OF ‘WHAT CAUSES BATTERY FAILURE?’ WILL BE IN NEXT MONTH’S EDITION OF BATTERY EXPERT BATTERY CARE TIPS VIDEO To watch a short clip highlighting best practice care for batteries during long periods of downtime, scan the QR code

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BUSINESS

& TRAINING

CPD: What you need to know Regular PMM contributor Hayley Pells outlines everything that you need to know about CPD (Continuing Professional Development) and how it fits into MOT training.

T

he original checks that made up an MOT test consisted of lights, brakes and steering, and here’s a nice bit of MOT history trivia for you: this is the origin of the three triangles in the MOT logo. This simplistic approach to ensuring a vehicle met the necessary safety standards did not require the rigorous upskilling and continuous training of modern testing. The reasoning behind introducing the CPD requirement and online annual assessment for MOT testing was to improve the professionalism within the sector and help standardise processes. These days, testing is far more complicated than it used to be, and it continues to grow in complexity as vehicles advance with technology.

Starting the process Once the process of CPD has been laid out, in line with the DVSA syllabus, it is considered best practice to formulate a schedule for its completion. Historically, there has been the unfortunate trend to leave the training until the last minute, completing it as a tick box exercise in order to progress to the annual online assessment. On occasion, it has been known for a garage to purchase the training without leaving time to complete the mandatory time of a minimum of three hours per year (16 hours over five years) before the online annual assessment is accessed.

In previous years, the pass rate was lower and the subject matter more suited to drawing on the existing experience of the tester, which meant weaker areas of a technician’s knowledge were rarely tested. Now, the new syllabus requires an upskilling of weaker areas, meaning that the training can no longer be as easily dismissed.

Use your time wisely Scheduling training to fit around the needs of the workshop not only achieves compliance, but also refreshes the tester’s knowledge, and

34 MAY 2021 PMM

therefore improves testing standards. The choice of dividing the training requirements can be made by the organisation, providing that the minimum of three hours is completed over the year, and the required 16 hours is completed within the five-year timespan. For example, there could be four years of three hours, followed by a fifth year of four hours, which would average three hours and 12 minutes every year. For the sake of ease, if you aimed to do four hours each year for five years, you could balance this out by scheduling 20 minutes of training every month (you will have done surplus to requirements).

Understanding the portal The current assessment has proved unpopular.

This is likely due to the fact that it is seated more in the compliance aspect of testing, rather than the knowledge of practical skills.

The capability of the tester’s portal demonstrates how intuitive the meta data has become. Typing ‘CV boot’ into the search box will guide you to the correct area and provide you with a hyperlink to the correct page in the manual, where ‘constant velocity joint gaiter’ is situated for the tester to

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CPD ROAD MAP ■ Reflection – What is the current state of training and assessment?

■ Planning – Using the syllabus: plan out a content schedule (for example, 20 minutes per month) ■ Action – Complete the training; sit the annual assessment ahead of deadline ■ Evaluation – Review the results; apply further training if required

complete further reading if required. The guide has a noticeably limited functionality when compared with the testing service.

Although it will be developed in time to have the same functionality, this is small comfort to those completing the annual assessment with little experience of how it currently works.

The need for CPD can be considered in the same context as servicing and repairs, whereas the annual assessment is the MOT test for the MOT tester. Keeping up with that essential maintenance throughout the year will lead to an easy and stress-free annual test for both situations.

There are free resources available on the government website to record your CPD – WWW.RDR.LINK/AAA014. Make sure that it follows the year’s syllabus, bearing in mind that this will change after the deadline for assessment.

A ‘buddy’ system with another MOT lane may help in working through the syllabus – linking up with other MOT testers has never been easier thanks to social media, so make use of it! This can be particularly helpful if you are alone as a

tester within a workplace, or if you are at the opposite end of the scale and work for a large organisation. Breaking into smaller groups to support each other through the training is a cost-effective method.

The practicalities If you choose not to develop your own training strategy, you can outsource training delivery to achieve compliance. There are many organisations who offer CPD and they can be accessed in a variety of formats.

■ Digitally (e-learning) ■ Blended learning (both remote and in person) ■ In person at the vehicle testing site ■ In person at a training facility

assessment access, but there is not a government list of CPD providers.

Training and assessment can be as little as £60 plus VAT for an e-learning package, £100 plus VAT for a shared classroom course, or around £300 plus VAT for a site-delivered course (which will often require the purchase of the online assessment, £34 plus VAT on top).

The pandemic has increased the uptake of digital e-learning. With this in mind, time rather than money will be your main consideration, so perhaps this is something to consider if you're experiencing a quiet period?

FURTHER RESOURCES ■ The Institute of the Motor Industry (IMI): WWW.RDR.LINK /AAA016

■ The Retail Motor Industry Federation (RMI): WWW.RDR.LINK /AAA017

■ ABC Awards:

An organisation does not need to be approved to provide annual CPD, and courses can include the online assessment, or you may be expected to source your own. A list of training providers that provide MOT Tester and/or Manager training can be found at WWW.RDR.LINK /AAA015. Some of these organisations may offer CPD and annual

WWW.RDR.LINK /AAA018

TO FIND OUT MORE ABOUT HAYLEY PELLS AND HER WORKSHOP AVIA AUTOS, WWW.RDR.LINK /AAA019

PMM MAY 2021 35

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BUSINESS

& TRAINING

Maintenance for the mind Naomi Thompson, Head of Organisational Development at Benenden Health, discusses the best ways to effectively implement a mental wellbeing policy in the workplace.

I

f you asked employees what makes them stay in a job and what attracts them to a new opportunity, you could be forgiven for thinking that the usual answers of a good salary, free breakfast and new tech would top the list. However, it has been found that one of the principal reasons employees are attracted to jobs is the provision of a strong mental wellbeing policy.

With work negatively impacting on the mental wellbeing of more than half of all employees, recent research from Benenden Health found that as many as 42% of businesses have seen an employee leave the business due to their wellbeing not being supported well enough by their employer.

Given that 57% of employees state that a supportive mental wellbeing policy would increase their likelihood of joining a business and 54% of employees indicated that a lack of support for mental wellbeing would lead to them seeking alternative employment – ensuring that you have an appropriate and effective policy in place is vital to recruiting and retaining the top talent whilst keeping productivity levels high within the business.

36 MAY 2021 PMM

So, how can employers ensure that their employees not only have mental wellbeing support, but that it is built to be most effective for them?

Introduce a mental wellbeing strategy that works for your business The measures you choose to implement should be seen as the building blocks of your mental wellbeing strategy; but the glue that holds these blocks together is you, your team and the tone you set – as any initiative you do is futile if the relationship between a manager and their team is poor with little or no trust. Every strategic decision made on this score needs to consider the culture of the organisation and any ‘micro cultures’ that some managers could be fostering.

If mental wellbeing days are discussed in this process, your team needs to know that it’s OK to tell you they are taking sick leave because of their mental health, rather than physical health. How you deliver this message needs to be consistent and repeated.

Ensure your policy is personalised It’s also important to tailor your policy to meet the needs of your employees. A personalised approach to building your strategy will need to be adopted to tend to the needs of employees’ different life circumstances. For example, ensure that the right support is available for all different age groups within your organisation – younger employees may value support and advice around their finances, whereas older workers may find measures that alleviate loneliness a real benefit to them.

The most successful wellbeing programmes are those that recognise the workforce is everchanging and diverse. Failure to do this can negatively impact engagement and productivity.

Don’t forget about recognition Your strategy shouldn’t solely focus on the things you need in place to help if and when your employees are having problems with mental wellbeing. Thinking about what you can do to positively encourage mental wellbeing in a proactive way pays dividends, too. In fact, it can be the support that makes the

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difference between happiness and unhappiness.

Wholeheartedly encouraging shout-outs between colleagues and from managers to their team members makes a lot of difference.

Recent research tells us that 80% of employees feel happiest at work if they feel appreciated. You may choose to formalise your ‘thank yous’ in a monthly rewards and recognition scheme, or the roll-out could look a lot simpler: how about a Monday motivation thank you in your weekly planning huddle?

Delivering change for the better To deliver an effective mental wellbeing policy, the change that must be made is attitudinal. It would appear that many employees have invested time and infrastructure into a variety of measures designed to promote better mental wellbeing.

Our research revealed that UK businesses are already thinking about how to foster positive mental wellbeing in the workplace, with a number already having actions in place:

Even with programmes in place, without clear communication, even the best intentions can fail. Ensure employees are encouraged to use any wellbeing programme to benefit their needs.

Encourage a conversation about mental wellbeing

©standret/AdobeStock

■ 42% offer help and support from

management ■ 41% regularly review workload to ensure

it’s manageable ■ 32% changed the working environment ■ ■ ■ ■ ■

such as lighting and equipment 31% offer free counselling 28% have mental wellbeing days in place 24% lay on exercise and activity classes 24% have a confidential helpline 21% have Mental Health First Aiders

Putting structures in place to remind you and everyone to communicate is a great way to prompt positive change. This could take shape by committing to a monthly internal roundup or newsletter, so that you have the space and time to signpost the support that is on offer to everyone within the team or by asking team members to block out an hour of their time each month to work on their own wellness plan.

TO FIND OUT MORE ABOUT THE SUPPORT BENENDEN HEALTH PROVIDES, WWW.RDR.LINK /AAA049

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BUSINESS

& TRAINING

APPRENTICESHIP The End Point Assessment ANSWERS Having traced the journey of an apprentice in previous PMM columns, Gemma Westlake now turns her attention to the last stage: the End Point Assessment (EPA).

Prior to taking their EPA, full-time apprentices will typically: ● Spend 36 months on the programme

©navee/AdobeStock

H

ello and welcome! Hopefully, you have joined me as I have traced my way through the journey of an apprentice. We have looked at so many things: what an apprenticeship entails these days, what you may want to look for in a potential employee, how the new apprenticeship standards work, and much more. Last issue, we looked at the details of the apprenticeship programme, the job of the mentor, and what to expect as an employer on the journey to gain a qualified technician. Together we highlighted the type of tasks to be completed in gateways one and two before the learner can move onto the EPA (End Point Assessment). Now is the time to look at this final stage in more detail.

In the lead up to the EPA, it is essential that the employer, apprentice and mentor all agree that the nearly qualified technician is ready to take their final step (once this is agreed and signed for, the EPA is booked for three months’ time). In the run-up to this decision, as highlighted last issue, they will have completed several tasks to show their skill set, completed online gateway exams, practical assessments and professional discussions, how these are recorded may vary according to the awarding body. The following information is shown on the awarding.imi.org.uk website:

● Complete a minimum of 20% off-

the-job training ● Complete an F-Gas qualification ● Complete a Logbook, used to

inform the Professional Discussion ● Achieve level two in English and

maths, if not previously done so So, to clarify, along with the previous requirements the learner also needs to achieve their F Gas qualification, and English and maths at a level two (or equivalent) or above. The EPA is always carried out at an approved EPA assessment centre and has three elements to it: an online exam, practical assessments, and a professional discussion.

The online exam needs to be passed before the skills test/practical assessments can be completed. The practical assessment spans two days; it generally includes an array of skills from removal and refitting of bolts through diagnostics processes, to handling fluids and carrying out repairs. All the information is available through the IMI awarding website, but we can look at this in more detail in our next issue. The professional discussion will be held within one week of completion of these tasks and will focus on the processes involved in the tasks.

If you do have an apprentice on this journey, it is worth remembering that this can be a worrying and stressful time for them. At the college, we see young people experiencing these feelings on a

daily basis, and although part of the mentor’s job is to help put the learner at ease, there is no comparison to a supportive and encouraging work environment. If someone is supported and given a little confidence, they will stand a much higher chance of achieving success.

I’m sure you have experienced different working environments as I have; there have been places that lack support and guidance. However, overall, I have been lucky enough to work in some great places where my workplace mentors have been encouraging and given fantastic guidance; these people have made such a positive difference to how I have worked.

A learner needs to feel comfortable to ask questions to ensure that they are constantly learning, while being encouraged to learn autonomously. It can be quite an art!

Next issue, we will be looking into the EPA practical assessments in more detail. Until then, take care!

Gemma is a lecturer at Basingstoke College of Technology. To find out what goes on there, GO TO WWW.RDR.LINK/AAA020 38 MAY 2021 PMM

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BUSINESS

& TRAINING

Online opportunity Despite car usage in the UK dropping significantly in 2020, online repair booking platforms have seen their bookings increase. For this reason, ClickMechanic believes it’s time for independents to move online.

C

lickMechanic, the online car repair marketplace, has shared its latest data insights from user adoption of its online platform for drivers and mechanics, showing both segments increasing despite significant reductions in car usage throughout the COVID-19 pandemic.

Prior to 2020, the adoption of the internet as a medium for booking car repairs had been slow with less than 1% of drivers opting for booking car repairs online. However, in spite of UK car usage dropping as much as 75% – as shown in Fig 1, courtesy of Apple Mobility Trends Report – during some

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periods of 2020, combined with the sixmonth MOT holiday, ClickMechanic saw demand and bookings grow by 18%. This increase in bookings despite significant car usage drops heavily suggests a consumer shift towards the adoption of online channels to book car repairs and servicing.

Fortunately, many garages and mechanics across the UK have identified this consumer shift to online mediums, too. ClickMechanic saw applications to join the network grow by a substantial 168% in 2020 compared to 2019 (Fig 2). Soon after the first lockdown, digital adoption accelerated and interest

��� from garages to join the online car repair network almost tripled.

Andrew Jervis, CEO and co-founder of ClickMechanic, commented, “Over the last year, we’ve seen consumer habits and the way drivers interact with businesses change.

It’s no different for the auto repair industry.

With businesses on the road to recovery, 2021 will be all about garages and mechanics seizing this opportunity and embracing online channels to help their businesses thrive.

“With the ever-increasing trend towards online commerce, garages and mechanics must embrace this now or risk being left behind.”

TO FIND OUT MORE ABOUT CLICKMECHANIC, WWW.RDR.LINK /AAA021

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

UPCOMING TRAINING DATES FROM THE GARAGE INSPECTOR

AUTOTECH TRAINING LAUNCHES SERIES OF ADAS TRAINING COURSES Autotech Training, the training division of the Autotech Group, is now offering IMI-accredited ADAS training for the automotive industry.

With over 4.5 million ADAS enabled vehicles on UK roads, and this figure expected to rise exponentially as car manufacturers increasingly fit the latest driver assistance technology to new models, Autotech Training is now delivering one-day, IMI-accredited Advanced Driver Assistance Systems Training at its training suite in Milton Keynes.

Training is imperative to ensure that vehicle technicians can safely repair vehicles, without compromising insurance in the wake of the Insurance Industry Requirements (IIR) that came into action 31st March 2021. However, a

recent survey (conducted by LKQ Euro Car Parts) has revealed that 29% of independent garages sometimes turn away work because they don’t have the skills to service modern vehicles. With technology such as ADAS increasingly filtering through the aftermarket for repairs, it is vital that garage owners make training a priority.

After completing Autotech Training’s IMI accredited course, vehicle technicians will have the ability to identify and correctly interpret information relating to a specific vehicle and its ADAS features to determine which method of calibration is required.

STRATFORD-UPON-AVON ● Financial Understanding Essentials for the Garage Business – 3rd June ● Marketing Essentials – 4th June ● Effective Leadership/Managing Quality – 5th June ● Customer Excellence & Reception Management Essentials – 6th June CHESHIRE ● Financial Understanding Essentials

for the Garage Business – 8th July ● Marketing Essentials – 9th July ● Effective Leadership/Managing

Quality – 10th July ● Customer Excellence & Reception

Management Essentials – 11th July

FOR MORE INFORMATION, WWW.RDR.LINK /AAA022

WWW.RDR.LINK /AAA023

PMM MAY 2021 41

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ADAS

In line with requirements Hella Gutmann Solutions (HGS) spells out what Thatcham’s Insurance Industry Requirements (IIR) for ADAS calibration following vehicle repair means for independent garages.

T

he 31st March 2021 was the final date for the service and repair sector to comply with the longawaited Insurance Industry Requirements (IIR) for the safe repair of advanced driver assistance system (ADAS) equipped vehicles. This means that as of April, the UK Insurance Industry, which counts the majority of the country’s prominent insurance companies as its members, required businesses repairing the vehicles that they collectively insure, to adhere to the vehicle manufacturer (VM) standards for safe ADAS repair.

Hella Gutmann Solutions (HGS) welcomed the implementation as a victory for not only those businesses that prioritise the safety of their customers, but for common sense.

“As experts in ADAS calibration equipment for the aftermarket and an established partner of Thatcham Research, the implementation of the IIR was fantastic news for the whole repair sector,” said Head of HGS Neil Hilton.

“Despite an increase in alternative options, the majority of workshops recognise that we lead the market in ADAS calibration technology. Being in this position also means we are able to respond to their needs and add to and modify our tools to address them quickly.

“With this thought in mind, we were delighted to introduce the HGS CSC-Tool SE (second edition), the first major upgrade to the original system, which further increased its scope across a wider range of vehicles to include larger SUVs and more light commercial vehicles. In addition, we have also launched the HGS Wheel Alignment Kit.” Returning to the IIR, it stipulates that technicians must consider the inspection, realignment and calibration requirements in all situations where any of the following is included within the repair, service or maintenance procedure: ■ ADAS sensors ■ Parts likely to affect the operation and

IIR IN FULL The IIR, its full accompanying guidance and more information can be found if you WWW.RDR.LINK /AAA024

road tests shall be carried out by a currently competent person ■ Ensure the calibration results confirm that the sensors are functioning within the vehicle manufacturer’s technical specification ■ Produce fully verifiable and auditable records and provide a copy to the asset owner/work provider

functionality of ADAS sensors ■ Vehicle geometry

Once these systems have been identified, the repairer should: ■ Identify the presence, or not, of ADAS on

the vehicle and ensure that this is recorded ■ Where ADAS are present, ensure repair

procedures clearly identify if inspection, realignment and calibration are required and why ■ Complete all relevant inspection, realignment and calibration activities as detailed within the repair procedures ■ Inspection, calibration, realignment and

“It is clear that under the terms of the IIR, the responsibility to ensure that the vehicle’s ADAS equipment is functioning correctly does not lie with the vehicle’s owner or the VM that originally incorporated them, but with the workshop that carries out any work that will in any way affect the ADAS functionality,” Neil concluded.

FOR MORE INFORMATION CONCERNING HGS TOOLS AND EQUIPMENT, WWW.RDR.LINK /AAA025

PMM MAY 2021 43

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ADAS

Calibration: Is it one size fits all?

PMM sits down with Andy Morrison, Technical Specialist at Bosch, to find out everything a technician needs to know about ADAS calibration and how the process fits into a garage business.

PMM: Perhaps you could begin by providing some background to Bosch and its history with ADAS? Andy Morrison (AM): As a leading manufacturer of sensor technology, Bosch has been manufacturing calibration equipment for these systems for almost 20 years. Early systems were only available on high-end executive vehicle models, and even on these vehicles, driver assistance was an expensive option.

At the time, the systems were so rarely installed that the setting and calibration tended to be carried out only in the manufacturer’s own technical centres, even though the calibration equipment was also available to the dealer network. Over time, as the option of driver assistance became more commonplace on mass market vehicles, Bosch made the systems developed for the vehicle manufacturers available for the aftermarket.

PMM: What sort of sensor and radar technology is used within modern vehicles?

AM: Nowadays, there are two fundamental families of sensor: radar, lidar or ultrasonic based for distance and speed measurement; and vision-based sensors for object detection and location. However, it is no longer the case that these sensors work independently.

With a technology known as ‘Sensor Fusion’, information from all types of sensors, together with mapping provided by GPS, can be combined to provide increasingly sophisticated levels of driver assistance.

Static calibration of radar-based systems, such as adaptive cruise control, typically use a reflector at a known distance and angle for calibration. Whereas, the vision-based systems tend to use a board with a specific target pattern for calibration.

What is common to all forms of static

44 MAY 2021 PMM

correctly, the system may trigger unexpectedly, resulting in a hazardous situation. For example, a vision system needs to be able to determine whether a pedestrian has stepped off a pavement or has stopped at the kerb. If the system makes the wrong choice, it could result either in a collision with the pedestrian, a situation which can be controlled by the driver, or it could trigger an unexpected emergency braking manoeuvre, a situation which cannot be controlled by the driver and could result in a collision with another vehicle.

■ Most systems incorporate a level of self-

calibration is the necessity to accurately position the calibration equipment in relation to the vehicle. All Bosch systems meet or exceed the individual vehicle manufacturer’s requirements for determining the vehicle centre line or geometric driving axis.

PMM: Why is calibration important?

And, what are the risks if it is carried out incorrectly or even not done at all?

AM: Accurate calibration is vitally important to ensure the correct functioning of the system for both safety and customer satisfaction.

The overriding concern is one of liability.

As with all work carried out by a workshop, the liability for events that result from its actions will lie with the workshop. As many ADAS systems can be classed as safety critical, the implications for the workshop are clear, even if ultimate responsibility for controlling the vehicle remains with the driver.

I’ll give you three examples to make it clearer: ■ If the calibration is not carried out

test or plausibility test, which can detect if the system is operating as expected. This means that if the calibration is not carried out correctly, the warning light may come on after the customer has left the workshop resulting in a return visit and a dissatisfied customer.

■ Incorrect calibration of even a simple

adaptive cruise control sensor could result in the vehicle slowing unexpectedly after being triggered by a vehicle in another lane, again causing customer dissatisfaction and a return visit.

PMM: Where are sensors and radars usually fitted on vehicles? And, can you give some specific examples?

AM: One challenge which faces the independent workshop is finding and identifying the sensor. For example, the buyer of a base BMW 520SE can now opt for Driver Assistance Plus, Driver Assistance, ACC with StopGo, Night Vision, Parking Assistant, Parking Assistant Plus, Adaptive Headlights etc. Every single one or combination of these systems will have a different sensor configuration and require a specific calibration routine.

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“The overriding concern is one of liability. As with all work carried out by a workshop, the liability for events that result from its actions will lie with the workshop.”

The Bosch KTS diagnostic tool and ESI[tronic]2.0 software will be key in determining which system is fitted and which process must be followed for calibration.

Once the system is identified the next challenge is to find the physical location of the sensor. For example, the ACC radar sensor on a Golf is not difficult to spot, it’s a square device mounted below the grill, but where is the similar sensor on a Passat? It’s behind the VW grill badge of course!

Mercedes also like to hide the radar sensor behind the grill badge. A Volvo V90 will have a tiny camera visible in the grill badge, but only if the 360 Surround View option is fitted.

On the same car, if the BLIS system is fitted, there will be radar sensors mounted in the rear bumper together with cameras in the wing mirrors (if the 360 Surround View is also fitted). On an older Volvo, the BLIS system uses cameras mounted in the wing mirrors.

PMM: What investment is needed by a workshop to offer ADAS calibration?

AM: This is a very difficult question to answer. It will depend on factors such as the level of training of the technicians, the equipment already installed, and the range of vehicle manufacturers that will need to be covered. There are some key factors which need to be in place to enable a workshop to carry out ADAS adjustment or calibration.

Bosch will only offer solutions when all the conditions are satisfied.

The first is that technicians have to be competent to carry out the work. Bosch offers a range of courses up to Master Technician level, in order to prepare technicians for increasingly complex systems. There are also

some new online courses now available, enabling remote learning.

For example, the two-day IMI accredited ADAS Calibration course is now available as an online ‘blended learning’ option (course code VSB41-VC), enabling the technician to gain exactly the same skills and qualification as the face-to-face version of the training.

This course is complemented by a one-day ‘Introduction to ADAS Systems’ (VSB40) course, and a newly-released ‘Vehicle Safety Systems – ADAS’ (VSB44) half-day seminar, both of which cater for technicians wishing to gain knowledge on ADAS systems and are held as either face-to-face or Virtual Classroom training.

The second consideration is that every manufacturer’s implementation of sensors is different, and even the same sensor in a different model from the same manufacturer

can have a different setting procedure. Bosch provides the manufacturers vehicle-specific procedure via the SIS infotype of the wellknown ESI[tronic]2.0 software package The third consideration is diagnostic systems coverage. All setting and calibration procedures, including both static and dynamic, require a vehicle interface and diagnostic software, such as the Bosch KTS range and ESI[tronic]2.0 combination.

Finally, the last equipment cost to consider is setting hardware. This can range from a simple spirit-level device for initial setting, to a complete wheel alignment system for camera and radar calibration.

FOR MORE INFORMATION ON BOSCH TRAINING, WWW.RDR.LINK /AAA026

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ADAS

Digital

Analogue or digital?

ISN Garage Assist looks at the pros and cons of analogue and digital ADAS calibration equipment.

F

or many independent garage owners, ADAS can appear a daunting technological development. However, in reality, it’s mainly just camera systems, often mounted in the windscreen, monitoring short to medium range activities such as changing speed limits, or white lines; and radar systems with longer-range capabilities, which are likely to be in the front grill area, managing active cruise control and emergency braking systems.

For these systems to work correctly, they need to be accurately aligned to the path of the vehicle; that’s where ADAS alignment systems come in and, it’s where some garages have embraced the opportunity, invested in equipment and made money. If you make a change to a vehicle that affects the angle the car presents whilst travelling (for example a frontal impact that misaligns the radar unit), it’s possible that the ADAS systems won’t work correctly. Windscreen replacement is another area to consider; if the camera was removed as part of the process, it’s vital that it is correctly aligned after repair.

ADAS alignment rigs are typically made up of a large frame and a diagnostic tool; allowing the user to test and re-align the camera and radar systems as necessary.

These are split into two main categories: analogue and digital.

Analogue Analogue systems require less initial investment than digital and are designed to get the job done all the same. By not being overly reliant on new technologies, they are a highly reliable, albeit manual system, suitable for all garages. Analogue systems require pre-printed boards which are applied to the framework in front of the car to show the test pattern for calibrating the camera systems. The framework needs to be accurately positioned to ensure the pattern on the board is properly aligned to the car, which can be time-consuming.

Once set up, the diagnostic tool then communicates with the vehicle’s computers, putting them into calibration mode and effectively teaching the vehicle where it should be looking.

With so many different vehicle marques in the UK, many with their own design of calibration boards, purchasing and storing these boards and protecting them from damage can be an expensive challenge associated with analogue systems.

Digital The digital system does away with the need for physical boards, reproducing the image of a pattern board on a large-scale high definition monitor. A PC manages the images and communicates with a handheld diagnostic tool which, step by step, guides the user through the process to check and re-align the cameras.

Because the patterns are created digitally, they make setting up and calibrating easier and faster than the analogue counterpart, which quickly builds confidence in the user through simplicity of operation.

You would be hard pushed to find a vehicle being built today that didn’t have some sort of ADAS system and considering that these systems have been in use in vehicles for many years now, the technology is a real opportunity for independent garages.

TO FIND OUT MORE ABOUT ISN GARAGE ASSIST,

Analogue

WWW.RDR.LINK /AAA027

PMM MAY 2021 47

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ADAS

Slow on the uptake

A

dvanced Driver Assistance Systems (ADAS) technology is not only rapidly changing vehicles, but is also set to have a major impact on the maintenance and repair sector, too. Cars equipped with such features are coming thick and fast. ADAS is recognised as essential to heighten vehicle and road safety and, of major importance to manufacturers, its inclusion is now required to achieve a Euro NCAP maximum five-star rating.

Consequently, the amount of ADAS applications is increasing and with it, so too is the opportunity for forward-thinking garages. Look at the facts and there’s little to dissuade garages from pursuing the potential revenue stream that ADAS calibration offers – as well as the rise in cars fitted with the technology, the fact the safety features rely on a combination of camera and radars to function means even the most routine of jobs can necessitate calibration of an ADAS system.

“Look at the facts and there’s little to dissuade garages from pursuing the potential revenue stream that ADAS calibration offers.”

48 MAY 2021 PMM

A lack of clarity around ADAS, rather than its complexity, is behind the trade’s slow adoption of calibration technology.

Delphi Technologies explains.

Basically, any job that renders the ADAS sensor/camera out of position can cause the system to function incorrectly or even not at all. For many vehicles, even a cambelt or cam chain replacement means recalibrating ADAS systems, simply because it’s not unusual for much of the front end to be removed to enable access.

When to calibrate?

However, while there’s great potential to grow revenue from ADAS calibration, the number of independent garages being able to complete the work remains low, as Philip Mitchell, Training Manager at Delphi Technologies Aftermarket UK, explained, “There’s no doubt that independents are starting to recognise the importance of being able to offer ADAS servicing, but there are still many that are wary of making the necessary investment in training and equipment.

“When we speak to our customers, what they’re struggling with the most, and is affecting their decision to invest in the relevant training and equipment, is simply confusion over when they might need to carry out calibration work – if they don’t know

when they might need to do it, then they can’t see how they can justify the cost.

“From those that have attended our IMIaccredited ADAS course, which has fast become one of our most in-demand modules, how to address this confusion is what is most important to technicians and garages. What’s also evident is that technicians and garages are also looking to gain a level of understanding of what’s involved so that they have the confidence to explain to a customer about why the cost of a standard maintenance job, such as rear wheel alignment, now carries an extra cost due to the additional calibration work.”

Philip continued: “The perfect solution is the vehicle telling technicians that a calibration is required, much like a service indicator light works, but that’s not always going to happen. Instead, through our training, we work to educate garages and technicians about all the potential scenarios, typically across four brands, that commonly require ADAS calibration. We’re quite unique on that front, as we know some other courses major on a single brand, and we’ve benchmarked our course against them.”

The Delphi Technologies ADAS course

048_PMM_MAY21_Layout 1 06/04/2021 16:22 Page 49

lasts two days. The content has been tailored to exceed IMI-accreditation requirements and provides delegates with the skills they need to understand and be able to recalibrate ADAS systems, beginning with an initial overview of the technology and culminating in a one-toone practical assessment of the resetting of a complex ‘bird’s eye view’ four-camera system.

The ethos of the course is to make it real, with only two hours taking place in the classroom and most of the training being hands-on. The course is available as a standalone module and forms part of Delphi Technologies’ Master Technician training. It is delivered by Philip and two colleagues – both of whom have extensive industry experience – at the company’s Warwickbased training HQ. The size of the equipment means delivering the course off-site can be awkward, but it can be achieved.

To help garages accomplish increasingly common ADAS calibration, Delphi Technologies has also recently launched its

modular ADAS calibration kit. It works with the existing DS diagnostic tablet and software, and provides an initial provision for 284 models with camera calibration and 146 models with radar calibration.

Stay with the trend Delphi Technologies believes that the number of independent garages able to offer ADAS calibration could be as little as 5%, but as Philip says, that is set to significantly rise.

Philip continued, “As the vehicle parc of vehicles with ADAS grows and becomes older, independents will have to be able to tackle calibration work to maintain business levels, but what will also drive the increase is the need to comply with industry regulation.

For example, insurance regulation now stipulates that those completing ADAS repairs must be competent (IMI accreditation covers this), and calibrations must be carried out to manufacturers’ specifications with evidence provided (Delphi Technologies DS

diagnostics covers this).

“Crucially, it must be recognised that it will become an essential service and every garage needs to start working with this technology, not just because of the increase in demand, but due to garages’ obligation to complete repairs that don’t compromise the safety systems of a vehicle.”

TO FIND OUT MORE ABOUT DELPHI TECHNOLOGIES ADAS OFFERING, WWW.RDR.LINK /AAA028

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©navee/AdobeStock

TOOLS

PPE precautions

T

he past year has seen a raft of stories pertaining to the supply of essential Personal Protective Equipment (PPE), and while the majority of this focus has been on the impact to the healthcare sector, there are many other industries that rely on PPE to protect staff.

This is according to leading glove and face mask manufacturer, ASAP Innovations which outlines how critical it is that those working in the automotive sector remain protected from fake PPE, supply shortages and regulatory changes.

Since the start of the pandemic last year, there have been multiple issues for PPE supplies, including worldwide material shortages, increased demand and fraudulent products. At the end of 2020, it was revealed that the world’s number one manufacturer of protective gloves in Malaysia saw 55% of its factories being shut, threatening supply in the following months. In addition, Brexit challenges are on the horizon after the initial grace period of certifications comes to an end.

Sean Keller, Managing Director of ASAP Innovations, said, “These issues pose a threat to the supply of protective equipment and it’s therefore essential that those operating in the automotive sector get on top of this to ensure they’re able to continue protecting their staff and ultimately continue output.”

Sean continued, “Working with a supplier who is aware of these issues and has contingency plans in place to deter any potential shortages will be essential. In addition, it’s imperative that those purchasing PPE understand how to ensure they are buying legitimate and certified PPE to avoid

fake equipment that doesn’t actually protect workers. We ourselves have seen fraudsters trying to replicate our brand over the past year as groups attempted to cash-in on the increased demand for protective equipment.”

With this in mind, here are the five key areas that certified and registered PPE will fall under: ■ Notified bodies are organisations designated

by an EU country to assess the conformity of certain products before being placed on the market. All notified bodies which are designated to assess PPE are listed on the EU Commission’s NANDO (New Approach Notified and Designated Organisations) website, which is updated regularly, so purchasers should look for products that have been certified by notified bodies.

■ CE Markings indicate that the product has been assessed by the manufacturer and deemed to meet EU safety, health and environmental protection requirements – a requirement for products placed on the EU market that are manufactured anywhere in the world. The manufacturer providing the EU market with the product is obligated to issue a Declaration of Conformity, meaning they take full responsibility for placing the product on the EU market.

■ Technical files provide information on the design, manufacture, and operation of a product and must demonstrate the product conforms to the applicable requirements.

The technical documentation is necessary to prove the product meets the essential requirements to justify and support an EU declaration of conformity.

& EQUIPMENT

ASAP Innovations outlines threats to PPE supply, the cost of fake PPE, and how those in the automotive sector can identify fraudulent products.

■ EU Declaration of Conformity is a

mandatory document that a manufacturer or the authorised representative needs to sign to declare that the products comply with the EU requirements. The document must reflect manufacturer, the address, implementation standard, ingredient content, production batch number, production date and expiration date, to name a few. Suppliers of gloves and masks should provide the technical file and EU Declaration of Conformity.

■ Medical products on the EU market should comply with EN standards. For example, masks should comply with EN 14683 and EN149 standards and gloves should comply with EN 455 and EN 374 standards. A lot of businesses that are supplying fake and unsuitable PPE will have the wrong standard in relation to the given masks or gloves.

Sean concluded, “Sadly, the demand for PPE over the past year has presented opportunities for fraudulent activities. However, now that the initial rush on PPE has settled, purchasers mustn’t fall foul to uncertified products.

Partnering with a credible, reliable and most importantly, certified manufacturer of PPE will ensure that organisations in the automotive sector protect all of their staff, enabling maintained output.”

TO FIND OUT MORE ABOUT ASAP INNOVATIONS AND ITS PPE RANGE, WWW.RDR.LINK /AAA029

PMM MAY 2021 51

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TOOLS

& EQUIPMENT

PRODUCT FOCUS Professional memory saver Laser Tools recently released a memory saver that prevents the memory of on-board electronics from becoming lost when the vehicle battery is disconnected.

PMM finds out how it works.

I

f a vehicle’s battery is disconnected for the purposes of a repair procedure, it can be the case that the memory within that vehicle’s electronics can be lost; trip and fuel readings, radio presets, or even a radio code. To solve this problem, Laser Tools has developed a professional memory saver (part number 7984) that features an internal 12V 7Ah sealed battery that is able to preserve the on-board memory and settings. Technicians can therefore save the time that is usually spent re-entering lost codes.

The memory saver is connected to the vehicle via the EOBD port or alternatively the accessory 12V power socket. Leads for both are included, alongside a mains charger, whilst LEDs on the front of the unit provide information on internal battery condition and charging progress. The unit can also be used as a power source for 12V accessories, featuring an internal circuit breaker if the accessory draws more than 4A or is damaged.

Charging indicators It is imperative that the internal battery is fully charged before use. To do this, press and

52 MAY 2021 PMM

hold the ON/OFF button to switch the unit on; the internal battery status panel displays: ■ Red: 50% charge or less (fully charge internal battery before use) ■ Yellow: Up to 75% charge (unit may be used, but should be fully charged as soon as possible) ■ Green: Fully charged

How to use the memory saver ■ When disconnecting a vehicle’s battery, it is always best practice to refer to the manufacturer’s documentation to find out how this done.

■ Ensure that the vehicle ignition switch is in the OFF position before connecting the memory saver.

■ Turn off all electrical loads on the vehicle (heater/air-con fans, lights, radio, etc).

■ Connect the professional memory saver to the vehicle via the EOBD port; the location of the port can be found in the vehicle’s handbook.

■ Alternatively, connect via the 12V accessory socket using the supplied connectors and cable. You will need to ascertain if the vehicle’s 12V accessory socket is ‘live’ with the ignition off. If it is off, turn the ignition key to the first ACC setting; do not move the key to the START setting. The red LEDs in the 12V accessory plugs will illuminate to confirm that the socket is live and the connection is OK. ■ Switch the memory saver on by pressing and holding the ON/OFF button (approximately three seconds).

■ Refer to ‘Charging indicators’; the green LED indicates that there is sufficient voltage in the unit’s internal battery to proceed.

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■ Before attempting to disconnect the vehicle’s battery, the manufacturer’s recommended waiting time must be followed to ensure that all on-board systems have powered down completely.

■ With the green LED lit, the vehicle’s battery can now be disconnected. Be aware that the battery leads remain ‘live’ — take care to insulate them to avoid a short circuit.

■ While the battery is disconnected, do not open doors or allow any of the on-board systems to be activated.

■ Once the vehicle’s battery has been replaced, or repairs have been completed, reconnect the battery leads. Then, switch off the memory saver by pressing and holding the ON/OFF button. Disconnect the cable from the vehicle.

Note: The professional memory saver will automatically shut down after four hours to save power.

internal circuit breaker in the memory saver will operate. The circuit breaker will reset once the accessory has been removed.

■ Do not use as a power source if the memory saver is connected to the vehicle via the EOBD port or 12V accessory socket.

PRODUCT HIGHLIGHTS ■ Can be connected via 12V power socket or EOBD port

Using the memory saver as a 12V power source ■ The memory saver can also be used as a power source for 12V accessories via the 12V accessory socket at the front of the unit. Make sure the 12V accessory is switched off before connecting to the memory saver. Switch on after the accessory has been connected.

■ If the accessory draws more than 4A, or is damaged and has a short circuit, the

■ Sealed internal battery ■ Can be used as a power source for 12V accessories

■ Internal circuit breaker in case of overload

TO WATCH A STEP-BY-STEP GUIDE ON HOW TO USE THE PROFESSIONAL MEMORY SAVER, WWW.RDR.LINK /AAA030

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TOOLS

& EQUIPMENT

PMM: How is business going in the UK for Kraftwerk Tools?

Paul Fallon (PL): Like many businesses, 2020 was a challenging year. Neverthless, Kraftwerk has continued to trade throughout by developing new products, running promotions, and opening new accounts. So, we are hopeful that we are now coming out the other side a stronger business.

Kraftwerk specialises in manufacturing and distributing hand tools, tool trolleys, modular storage, and lighting products for the professional automotive and industrial sector.

Since we started in 1979, we have established a strong market reputation for high quality products across Europe, and we now want to leverage some of those ranges in the UK. PMM: What Kraftwerk ranges do you think have the greatest potential in the UK? PL: When we look at tool trolleys for example, this represents nearly half our annual turnover as a business, so it is a real core competence. When we looked at the UK market, we noticed that there are not many brands who offer a quality, innovative solution at a competitive price. Kraftwerk has an extensive product range of different tool trolleys, which come with or without tools, to suit all budgets and all requirements.

54 MAY 2021 PMM

Let’s talk trolleys PMM speaks to Paul Fallon, UK representative for Kraftwerk Tools, to find out more about how the company is getting on in the UK, and where its latest range of tool trolleys fits into the bigger picture.

PMM: What are the different tool trolley ranges offered by Kraftwerk Tools?

PL: The Kraftwerk trolley range can be split into four categories. First is the entry-level Basic Line, which is a proven and affordable cabinet ideal for the apprentice technician.

Next is the Pro-Line 200, which is a midrange ‘everyday’ compact tool trolley with an ABS chemical resistant working surface, anti-tilt system to prevent tip over, and a foldout side working table. The range also comes in a variety of colours, including

“All our premium trolleys are manufactured in Germany and have reinforced industrial grade sheet steel with preformed sides for extra strength.”

electric blue, lime green, light grey or black.

The Pro-Line 300 offers the same features, but also allows the trolley to be expanded with tool chests, has single-hand operation and an extra-strong double wall construction.

Finally, the top of the range Pro-Line 400 features a stainless-steel working surface, full-length plastic impact protectors on each corner, and offers trolleys with an extra-long wheelbase and integrated ‘One Drawer Open Once’ system, offering extreme stability.

All our premium trolleys are manufactured in Germany and have reinforced industrial grade sheet steel with preformed sides for extra strength, so they can withstand the rigours of a busy workshop. There are also a wide variety of accessories available to create a personalised solution.

PMM: You also mentioned that you had launched some new product.

Care to divulge?

054_PMM_MAY21_Layout 1 07/04/2021 13:49 Page 55

PL: The two latest product additions into the range are the VDE Tool Trolley with barriers and warning signage, along with 64-pieces VDE tool set for technicians working on electric hybrid vehicles.

We introduced this product last year, and we have been overwhelmed by the number of enquiries as technicians start to wake up to hybrid and EV training and initiatives – such as IMI TechSafe – to become compliant with regulations for working safely with the technology. There is nothing like this kit currently available in the UK market and it offers everything you need to work safely.

The second product is our retro, two-tone ‘First Edition’ trolley. This really is a unique trolley in the market as it was the first product to be made in our new factory in Germany, so we made a limited production run, adding some quirky design flourishes.

It has ergonomic rounded corners; a

stylish two-tone light and charcoal grey powder-coated finish, and comes with a paper roll holder and waste basket as standard. It has all the features you would expect of our Pro-Line range, including central locking, ABS work surface, braking system, and 100% fully opening, anti-tilt drawers.

PMM: It looks like Kraftwerk Tools is just getting started. Anything else on the horizon to share with our readers?

PL: Kraftwerk Tools is always looking to launch new products to make the technicians working life easier. Our latest project has been the launch of an Industrial Range of workshop trolleys and equipment. For anyone looking for a solution to help with moving heavy equipment, such as engine blocks, around the workshop, then this might be the trolley for you.

Want to know more?

PMM ’s RDR.LINK digital information service is designed to provide you with direct access to the information you need. Here’s how it works:

Step1

LOCATE THE WWW.RDR.LINK/ AT THE END OF EACH ARTICLE

Step2

ENTER WWW.RDR.LINK/ AND THE UNIQUE FIVE-DIGIT CODE INTO YOUR BROWSER

Step3

BE DIRECTED STRAIGHT TO THE INFORMATION YOU ARE AFTER

FOR MORE INFORMATION, WWW.RDR.LINK/AZ000

TO FIND OUT MORE ABOUT KRAFTWERK TOOLS’ RANGE OF TROLLEYS, WWW.RDR.LINK /AAA031

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FILTERS

Say ‘NO’ to NOx The cabin air filter protects the driver from harmful gases and particles, which in addition to pollen, smog, exhaust, soot, and ozone also include fine dust and nitrogen oxide (NOx). MEYLE has recently released a potential solution.

Cover fleece

Particle layer

Specially impregnated activated carbon filter media

Carrier fleece

Replace the filter twice a year MEYLE’s team of engineers recommends replacing the cabin air filter every 15,000km or at least once a year. Failure to replace the filters regularly causes the filter elements to clog. The consequence is that, while overall airflow is limited, insufficiently cleaned air fills the vehicle cabin. As smog and smogrelated health effects are becoming increasingly serious, regular replacement of the cabin air filters is all the more important.

There are two factors determining filtering performance that need attention when changing the filter: accuracy of fit and quality of the filtration medium.

MEYLE filters can be installed in three simple steps: ■ Get an overview of the installation position and the situation of the filter following the manufacturer's instructions.

Then, remove the cover where the cabin air filter is located.

■ Remove the old cabin air filter and remember the installation direction. The direction of airflow is marked with an arrow.

■ Insert the new cabin air filter and follow

the installation direction again. As a last step, put the cover back on.

Keeping the air clean Especially nowadays with heavy traffic in city centres, NOx is a major topic for drivers.

The recently launched MEYLE-PD cabin air filter offers a filter media that is specially impregnated with active carbon and can therefore provide particularly high adsorption of NOx and provide excellent resistance to pollen, fine dust, and other potentially hazardous airborne environmental contaminants. Thus, the filter is particularly suitable for high traffic environments such as large cities or long traffic jams with high levels of fine dust pollution. Here, the filter ensures smooth airflow with minimal loss in pressure.

Layered approach Unlike conventional cabin air filters with active carbon, filtered NOx is chemically

bound in the MEYLE-PD filter material as salt and is never released again, making it safe to dispose of in the workshop. The cabin air filters therefore permanently and sustainably reduces NOx in the environment and directly in the driver’s cabin.

The layers of the company’s cabin air filters fulfill a wide spectrum of functions: ■ The cover fleece filters larger particles of dust ■ The particle medium captures fine dust ■ The two impregnated layers of activated carbon chemically bind the NOx ■ The carrier fleece serves as a basis for the layer of activated carbon and the particle medium

TO ACCESS THE INSTALLATION INSTRUCTIONS MENTIONED ABOVE, WWW.RDR.LINK /AAA032

PMM MAY 2021 57

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FILTERS

Breathe easy Karl Ridings, Sales Director UK & Ireland – Aftermarket of UFI Filters, explains how the company’s range of ARGENTIUM filters can contribute to effective purification of the air inhaled by passengers.

A

properly functioning cabin air filter is of utmost importance.

Although the concentration of dust in the atmosphere and the presence of various harmful particles such as PM10 and PM2.5 varies with weather conditions and geographic location, levels inside the vehicle can be as high as six times the outdoor level. This is due to the tunnel effect created by the ventilation circuit. The direct effects of poor air quality on both drivers and passengers include allergies, sore throat, sneezing, reduced alertness and even poor visibility due to condensation on the windscreen and windows.

In the past, there were mainly two kinds of cabin air filters – anti-pollen filters with a synthetic non-woven fabric, and filters made of a filtering nonwoven fabric combined with active carbon.

The former can hold back over 90% of particles with a diameter greater than 2.5µm, such as dirt and pollen. The latter on the other hand, can prevent particles of between 0.01 and 2µm, such as gases, bacteria, fungi, odours, from penetrating the cabin. Both solutions can be installed to the vehicle owner’s preferences, location and sensitivities, although this may depend on the particular vehicle model in question.

Preventing deterioration Recently, manufacturers of cabin air filters have extended these product groups with new solutions that are designed to block and destroy bacteria even more efficiently.

Internal tests have shown that these solutions, however, tend to deteriorate over the course of multiple working cycles after installation.

UFI Filters has developed an alternative

concept called ARGENTIUM, which is able to maintain its full filtering properties throughout the filter’s entire lifetime. The design features fibres that are distinct by their blue colour and a special fabric structure which incorporates silver particles that deliver powerful antimicrobial characteristics. Tests carried out at the UFI Innovation Centre, moreover, have shown that this product maintains its ability to neutralise bacteria, fungi and mould, reducing the bacterial load by over 99%.

The new filtering media is composed of three layers: antimicrobial, adsorbent and structural. Combined, these layers stop pollen, dirt, tyre-wear dust, fungi, bacteria, while absorbing SO2 (sulphur dioxide) and NOx (nitrogen oxides). Thanks to the presence of active carbon, the medium material ensures a filtration efficiency of at least 98.5% for particles with a diameter of 2.5 microns, as well as eliminating harmful gases and

unpleasant odours. The filter is fully compliant with the ISO 11155-1 standard.

How to avoid filter malfunction UFI recommends ensuring that the selected cabin filter corresponds to the application suggested in the catalogue, because the use of incorrect part numbers is a frequent cause of malfunction and even collapse of the filter.

Indications that a replacement is due may include a significant deterioration in the air quality, unpleasant odours or pollen particulates in the cabin, as well as poor visibility due to condensation that builds up on the windscreen and side windows. Garages should follow service procedures as suggested by both the vehicle and the filter manufacturer in order to achieve convenient service operations and prevent functionality issues.

The UFI ARGENTIUM cabin filter range is set to be launched in the second quarter of this year with initially 47 ‘fast moving’ references and further references to follow.

TO FIND OUT MORE, WWW.RDR.LINK /AAA033

PMM MAY 2021 59

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FILTERS

No room for

impurities PMM finds out from Blue Print what the potential threats are to the fuel system if there is not a suitable filtration solution in place.

Filtration solution Advancements in filter technology are a direct response to changes in engine technology.

Modern petrol and diesel fuel systems contain the most accurately engineered components in an engine, manufactured to incredible tolerances of less than two microns and put under enormous loads. Fuel not only burns to make power, but in the case of a diesel engine, it also lubricates moving parts in the high-pressure fuel pump and injectors.

Therefore, the fuel has to be clean.

Impurities in the fuel Unfortunately, impurities from service station refills and corrosion in metal fuel tanks are ever-present and can ruin a modern fuel system. Even the smallest particles can cause damage to an injector pintle causing spray pattern distortion. A correct spray pattern can be seen on the fifth injector in Fig 1; however, the remaining injectors are all displaying incorrect spray patterns.

���

Water contamination and separation Whilst both petrol and diesel fuels need thorough filtering against abrasive contaminants, diesel has additional filtration requirements. Water molecules found in diesel fuel systems are a problem. Condensation takes place in the tank and the fuel can hold molecules of water in suspension or in emulsion. Without the correct filtration, water can corrode the components that make up the pump and injectors in the fuel system.

Blue Print diesel fuel filters use a hydrophobic coalescing material which allows fuel to pass through but retains the water. The separated water forms droplets that collect at the bottom of the filter canister, where they can be drained periodically as part of important routine maintenance.

���

Top tip: Over the last year, many cars will have been standing unused for long periods or only used for short journeys. It is therefore highly recommended that the fuel filter is changed as a precautionary measure. This is especially true for diesel vehicles where the fuel has not been circulating around the fuel system.

Fig 2 shows the result where the fifth tube has received the correct amount of fuel allowing the engine to run as intended.

However, the remaining tubes have received less fuel than required, which in turn affects combustion efficiency, fuel consumption, idle stability and emissions.

60 MAY 2021 PMM

conditions (Fig 3). Many modern diesel systems continually circulate and filter fuel between the tank and the engine, returning warm diesel to the tank and creating the perfect environment for fungal growth. The waste product of the fungi contaminates the fuel and clogs the fuel lines. The solution is regular maintenance using a quality filter that will remove the water from the fuel and prevent the formation of the fungi.

���

THE BLUE PRINT RANGE Blue Print has a range of more than 420 fuel filters covering over 69% of all passenger cars and light commercial vehicles. Its supply of fuel filters is manufactured to meet or exceed OE specifications ensuring the correct fuel flow and efficiency, whilst offering engine and fuel system protection.

Fighting the fungus Diesel fuel is an unstable organic liquid and acts as a food for certain fungi (Cladisporium resinae). The spores are in the air and contaminate the fuel. The growth of the fungi happens wherever diesel and water come together and under optimum temperature

TO FIND OUT MORE ABOUT BLUE PRINT’S RANGE OF FUEL FILTERS, WWW.RDR.LINK /AAA034

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GIVEAWAYS

The best things in life are free...

Check out the fantastic freebies on offer this month.

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

WWW.RDR.LINK/AAA035

5 BOTTLES OF ENGINE SHAMPOO Castrol is following up on the release of its pre-oil change treatment, Castrol Engine Shampoo, by giving readers the chance to get their hands on a bottle of the formula.

The product reduces harmful sludge deposits by up to approximately 85% in petrol engines, as shown by tests at the Castrol Technology Centre. Engine sludge builds up over time and is not removed during a standard oil change.

It can clog vital oil passageways, reducing the power, efficiency, and overall engine life.

The new product can be used safely in both petrol and light diesel engines, as well as in motorbikes and light commercial vehicles.

One bottle of Engine Shampoo is effective for vehicles that use 3L to 6L of engine oil. It is recommended for use at every other oil change, mainly for older and high mileage vehicles. However, it can also be used for new vehicles as a preventative measure.

Engine Shampoo helps to maintain engine power and efficiency by dissolving and flushing out sludge during the oil change process. The application takes 10 minutes prior to servicing and can happen anywhere that the car can be safely parked. After the engine has warmed the oil, it is switched off and 300ml of Engine Shampoo is added. The engine is then switched back on and left to idle for 10 minutes. The sludge transfers to the engine oil, which is then drained with the engine off, and the filters are replaced. This process maximises the cleanliness of the engine internals, ensuring the new engine oil can perform at optimal levels.

10 BUMP CAPS Whatever colour, peak length or design you’re looking for, Centurion Safety has a wide range of customisable bump caps available with fast delivery times. In this issue, the company is giving away 10 caps to lucky PMM readers.

Centurion’s bestselling AirPro SecurePlus bump cap is a particularly popular choice featuring a modern style and teflon coating, which repels spills so that it looks better for longer. The AirPro’s lightweight design and enhanced ventilation also means it can be worn comfortably all day long, improving worker compliance.

When asked about the AirPro SecurePlus, one wearer said they loved the fact that thanks to the ratchet headband for retention and stability, you feel like you can hang upside down wearing it without it falling off, even in high winds.

The company designs and makes advanced and intuitive head protection systems and offers a full range of above-theneck PPE solutions including safety helmets, bump caps and respiratory protection systems. Centurion also supplies a selection of helmet accessories for all seasons, face and hearing protection and helmet spares.

PMM MAY 2021 61

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COMPETITION

Get

CONNECTED

R

ing Automotive is putting three of its Smart Digital Tyre Inflators up for grabs. The recently launched tyre inflator is the first to be added to Ring’s new Smart range; a range that has been specifically designed to make the most of the innovative Ring Connect app. Using the Ring Connect app and Smart Digital Tyre Inflator is simple.

After users register their vehicle, the app sends the tyre inflator the information it needs to inflate the tyres to the correct pressure for their vehicle make and model.

It also remotely performs a leak detection test to ensure the tyres are safe and working to their optimum level. All the motorist needs to do is confirm their tyre

settings, connect to the smart tyre inflator, sync and inflate. The motorist will also receive updates, reminders and monitoring from the app to help avoid breakdowns, improve performance and ensure the vehicle stays in excellent condition for longer.

Other specifications of the Smart Digital Tyre Inflator include multiple car settings, pressure download, active reminders, leak detection, inflation in three minutes, LED light to help in poor visibility, wind-up control, deflator valve and handy storage case. You can download the Ring Connect App now from the App store or Google Play store, or WWW.RDR.LINK /AAA036 for more information.

WIN!

This month, Professional Motor Mechanic readers are being offered the chance to win a Smart Digital Tyre Inflator from Ring Automotive.

How do you enter?

To be in with a chance of winning this great prize, all you need to do is WWW.RDR.LINK /AAA037

and answer the following question: What is the name of the app that can be used in conjunction with the Smart Digital Tyre Inflator?

A) Ring Link B) Ring Tether C) Ring Connect Deadline for entries is 10/06/2021. T&Cs apply.

See website for details.

063_PMM_MAY21_Layout 1 06/04/2021 16:36 Page 63

WHAT’S NEW?

FO MORE IN in e Just typ llowed fo k lin www.rdr. de nique co by the u ht ig ra get st shown to . fo in to more

■ PROJECTION MODULES Alongside its range of work lamps, HELLA is introducing its VISIOTECH projection module, which is suitable for applications from 12 to 48V. With this small addition, danger zones around a vehicle can be optically marked out, so that everyone in the affected area can be warned and protected.

■ AIR COMPRESSORS Automotive compressor brand ABAC has launched an upgraded range of oil-injected air compressors specifically for the automotive aftermarket, which have a significantly lower environmental footprint.

Using illumination technology, the module can project a suitable warning symbol, such as an exclamation mark or hazardous area chevrons, onto the ground, drawing attention to any danger or to delineate certain work areas.

WWW.RDR.LINK /AAA040

Providing a reduction in energy consumption on selected models of up to 12%, the company’s Spinn range features a revamped air end element, which facilitates an increase of 15% in Free Air Delivery (FAD) output.

Where a large volume of air on continuous demand is required, the Spinn belt-driven screw compressors can be custom-configured. Units are available either floor mounted, tank mounted or tank mounted with refrigerant air dryer. Compressor power ranges from 2.2 to 7.5kW in either 8 or 10 bar versions.

WWW.RDR.LINK /AAA038

■ CAR CARE RANGE Motul is broadening its product portfolio in the UK automotive sector with the launch of its Car Care series of products.

The series comprises glass cleaner, tyre puncture spray, scratch remover, car shampoo, express shine, insect remover, wheel rim cleaner, plastics cleaner, leather cleaner, upholstery cleaner, odour neutraliser, jumbo sponge wash mitt and rim brush, as well as microfibre cloths made especially for the bodywork, glass, and plastic components.

■ EMISSIONS COMPONENTS BM Catalysts has recently added six products to its expanding product portfolio.

The references have been added to the brand’s catalytic converter and DPF pressure pipe product groups. Combined car parc coverage of these latest additions is over 280,000 vehicles across Europe.

Included in the update are the following vehicle makes and models: Toyota Yaris, Kia Picanto, Dacia Duster, Mazda 2 and Nissan Qashqai and two Euro 6 type-approved parts.

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■ FILTER RANGE EXTENSION MAHLE Aftermarket UK has extended its growing filtration range, including cabin filters, fuel filters and air filters, expanding its range further in 2021.

The latest products are suitable for many different types of applications, from passenger cars and commercial vehicles to motorcycles, and cover a number of popular vehicle makes and models, including Audi A4 / A5, Toyota Corolla, Iveco Daily, Suzuki Ignis, Mazda 2 / 3 / CX-3 / CX-30, Lexus ES and Jeep Grand Cherokee.

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WHAT’S NEW?

■ TOOL PROMOTION With over 260 deals inside, Sealey’s Bodyshop promotion offers a selection of tools and equipment that is ideal for technicians and enthusiasts alike. It launched on 1st April and is valid to 31st July 2021.

The promotion contains a selection of products, including the PWH616 – Auto Darkening Welding Helmet with Powered Air Purifying Respirator, two mild steel plasma cutting tables or workbenches, and a combination deal for shot and soda blasting, plus more besides.

■ EXHAUST GAS TEMPERATURE SENSORS MS Motorservice International GmbH is expanding its sensor product range. With 130 articles added in the last three years, around 1,700 different vehicle types from Audi, Mercedes-Benz, Opel/Vauxhall, Saab, Seat, Škoda and Volkswagen can now be covered. In Europe alone, this is equivalent to a market potential of over 34 million vehicles.

The company’s sensors have high temperature resistance – in the range from -40 to + 1,000°C – along with a high level of accuracy and a short response time.

There are also plans in place to keep expanding the range. This means that, in addition to PTC sensors, NTC sensors will be added to the range.

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■ BRAKE PIPE FORMER The brake pipe bending former from Laser Tools (part number 8032) allows the operator to copy the profile and curve of an existing brake pipe while avoiding kinks in the new pipe. The design enables the existing pipe to be laid alongside the new pipe as it is formed, to ensure an exact match.

Designed to be mounted in a vice, the existing brake pipe section is laid on the matching lower curve profile channel, and the new pipe is then formed on the upper channel. Five double-channel curve diameters are provided: 25, 35, 50, 65 and 80mm. It is for use on copper or cupro-nickel brake pipes up to 6mm in diameter and the non-marring material ensures it is safe to use on coated pipe.

WWW.RDR.LINK /AAA046

■ BRAKE PADS AND DISCS

■ ONLINE PARTS CATALOGUE

TMD Friction has expanded its Textar product range by adding 12 brake pads and eight brake discs to its portfolio.

The recently released Melett online catalogue enables turbo repair specialists to search by turbo manufacturer or component type and find data for the required product. For example, repairers can compare specific dimensions, research product specifications, and view product images, providing them with the relevant information.

The brand’s range of brake pads includes more than 1,600 references.

Three recent introductions are first to market for the trade, including pads for the Porsche Cayenne (2017>) and Coupe (2019>), and Mercedes-Benz GLA (2020>) and GLB (2019>).

Other additions cover: Audi A8 Alfa Romeo Giulia and Stelvio; BMW 5, 7, 8 series, X3, X5, X6 & X7; Citroen Berlingo; Hyundai i30; KIA Ceed; Land Rover Discovery and Sport; Mazda 3 and Peugeot Partner.

Also introduced are eight brake discs, with the brand being first to market on the Volvo XC40 (2017>). Other references cover Audi, Jaguar, Mercedes-Benz and Toyota applications.

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64 MAY 2021 PMM

Offering a breakdown of repair parts available from the company, the catalogue is categorised by turbocharger manufacturer and turbo model. Where applicable, parts are referenced to a vehicle make/model or OE part number.

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■ CABIN FILTERS Bosch recommends replacing cabin filters once a year or every 9,000 miles. The company offers a range of over 500 cabin filters covering 99% of vehicles in the UK and Ireland vehicle parc. For 2021, Bosch has released a further nine part numbers, increasing the combined coverage of the UK passenger cars to approximately 20 million vehicles.

In addition, the company has developed the FILTER+ range. These filters separate up to 99% of all particles with a diameter of up to 2.5 microns; so-called ‘fine dust’. With its anti-allergy layer, allergens and bacteria are neutralised before they enter the vehicle’s cabin.

Cabin filters represent an untapped profit potential for workshops. A recent survey showed that approximately only 10% of drivers changed their cabin filters in the last 12 months and 65% of cars in Europe are running with a contaminated cabin filter. When you consider that Bosch recommends changing them annually or every 9,000 miles, the number of untapped sales is substantial.

A/C service units and training courses To keep a vehicle’s A/C system in prime working order and avoid expensive repairs, Bosch recommends A/C servicing once a year. With nearly 90% of cars in the UK now having A/C systems, but only 56% of independent garages having the necessary equipment to service them, those investing in the right training and equipment are making very healthy profits. Recent additions to the company’s range of A/C service units are claimed to have a 99% recovery rate, giving workshops a significant return on investment (ROI) on the recovered gas alone.

As an extra incentive, the company is offering special pricing on selected Bosch A/C units from 1st April until 30th June 2021. For more details, contact your nearest Bosch distributor.

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ADVERTISEMENT INDEX

AC Tronics Ltd ........................................................ (page 4)

Meyle UK Ltd ...................................................... (page 42)

Apec Braking ........................................................ (page 46)

Millers Oils ............................................................ (page 23)

Autowave ................................................................ (page 7)

PMM Online .......................................... (inside back cover)

Bailcast .................................................................. (page 39)

Powerprobe ............................................................ (page 55)

Ben ........................................................................ (page 40)

rdr.link .................................................................... (page 55)

Clean Diesel Technologies .................................... (page 65)

Robert Bosch Ltd .................................................. (page 26)

Delphi Technologies Ltd ........................................ (page 9)

Rotronics ................................................................ (page 31)

Energizer Group Ltd .............................................. (page 25)

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

FAI Automotives Plc ........................................ (back cover)

Shaftec Automotive Components Ltd .................. (page 21)

Ferdinand Bilstein UK Ltd .................................... (page 56)

SP Diagnostics ...................................................... (page 29)

Induction International .......................................... (page 53)

TMD Friction UK Ltd .......................................... (page 11)

Jack Sealey Ltd ...................................................... (page 58)

Total UK Ltd .......................................................... (page 62)

Kalimex Ltd .......................................................... (page 37)

UFI Filters spa ...................................................... (page 65)

Kraftwek Tools International ................................ (page 50)

VLS (UK) Ltd ...................................................... (page 17)

Mann & Hummel UK Ltd .................................... (page 15)

Witham Motorsport .............................................. (page 49)

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