Professional Motor Mechanic October 2020

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PROFESSIONAL

OCTOBER 2020

MOTOR

F R T E R E A

T T O H E

D E

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

THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

AHEAD OF THE GAME Why independents should sign up for hybrid and EV training sooner rather than later Also inside...

Mental health advice to help technicians deal with the lasting effects of lockdown

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

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Contents Regulars 7-8

NEWS & VIEWS

10

TROUBLESHOOTER

14

CLUTCH CLINIC

16

BELT FOCUS

18-20

TECH TIPS

22-24

BUSINESS & TRAINING

27

COMPETITION

VOLUME 21 ISSUE 8 OCTOBER 2020

Features

29-32 OILS, LUBRICANTS & ADDITIVES

34-36 TOOLS & EQUIPMENT 48-49

WHAT’S NEW?

Editor’s Picks 18

DPF DOCTOR’S SURGERY Barry Lawson provides an example of why thorough vehicle assessments are essential

24

ASSESSING THE DAMAGE Why taking care of yourself needs to be made a priority after lockdown

34

IN DEMAND PMM finds out about Kraftwerk Tools’ plans for UK expansion

42-47 HYBRID & ELECTRIC VEHICLES

39-41 WINTER SERVICE & LIGHTING Total Average Net Distribution 59,921, 1st July 2019 – 30th June 2020

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VIEWPOINT

Editor

Shock to the system

DANIEL ARON Editorial Assistant LAURA GUALDI

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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

f we look back to the beginning of lockdown, one of the most notable differences to everyday life was the lack of vehicles on the road. The usual white noise of combustion engines rumbling down the street was suddenly absent, and people started to envision what a greener future might be like. In the blink of an eye, news stories started to appear about the levels of pollution in our city centres being at their lowest in years, and almost within the same breath, the clamour for the wholesale uptake of electric vehicles started up once again.

Such an outcry is understandable. At the time (and still probably today), people were no doubt hypersensitive to the health benefits of clean air, and what better way to ensure that the push for a breathable environment continued than to consider buying an EV? Coincidentally, the government had also been working behind the scenes to make these vehicles more appealing through various tax alterations; the plug-in grant had been adapted to further push buyers towards EVs. All of this culminated in increased EV sales compared to their combustion counterparts in the months of May, June and July, according to SMMT statistics.

As a result, we are now looking at the possibility that COVID-19 and the fallout from a nationwide lockdown has accelerated the move to EVs. Or, at the very least, heavily promoted their appeal to consumers. So, where does that leave independents?

Well, I imagine the answer to this is a big step closer to regulation. If the acceleration of EV consumer buying continues, then the government will need to address the problem of potentially untrained technicians working on these complicated vehicles sooner rather than later. It’s not as if we haven’t already seen organisations from within the aftermarket establishing their own professional EV maintenance qualifications. Take the Institute of the Motor Industry’s (IMI) TechSafe standard as a prime example.

The IMI designed TechSafe to make sure that maintenance technicians can work safely and competently on electrified vehicles that would otherwise be potentially dangerous. In fact, it does more than that. By providing a list of criteria that employers must adhere to when repairing a hybrid or EV, it can save business owners from becoming liable should an accident occur. On page 42 of this PMM issue, Gavin White, CEO of Autotech Recruit, seems certain of the endpoint for a campaign like TechSafe: “With more and more manufacturers pledging to go all electric, and, through the increased pressure from several bodies, including the IMI, electric vehicle training will eventually become regulated.”

Taking this idea a step further, beyond just EV regulation, is it so incredulous to suggest that this may open the floodgates for garage licencing? When discussing this issue, the general consensus has always been that ‘it’s just a matter of time’ – I have also come to the same conclusion on more than one occasion. But, here, my point is that ‘a matter of time’ may be a whole lot sooner than anticipated thanks to COVID-19. The effects of the pandemic will continue to be felt for years to come, and I suspect garage licencing may just be one of them.

Facebook: /ProfessionalMotorMechanic

Enjoy the issue and have a great month.

Twitter: @pmmmagazine Copyright © 2020

Associate member

Daniel Aron Editor

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

Front Cover: ©THANANIT/AdobeStock

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

NEWS

& VIEWS

DPF Doctor Network celebrates its 100th Member

Roll out of bodycams for DVSA frontline enforcement staff DVSA is investing in body worn cameras for all frontline enforcement staff to reduce physical and verbal assaults.

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he move brings DVSA in line with many other enforcement bodies such as the police who have been using ‘bodycams’ for a number of years in their frontline work.

‘Bodycams’ are small devices slightly larger than a credit card which are usually worn on the chest, and record video and audio, much like a personal CCTV device. The bodycams will be a personal issued device and will form part of the mandatory roadside personal protective equipment for DVSA frontline enforcement staff. The cameras will be worn during roadside checks and may be worn for operator and MOT garage site visits.

There were 35 assault incidents on enforcement staff in 2019/20, which is a 25%

increase on the previous year.

As a result, DVSA has been trialling the cameras at various locations around the country in live situations. Most recently, the organisation trialled the cameras in Dover and Ashford, concentrating on the roadside environment.

Subsequently, cameras are being rolled out to all areas in the coming months following a training programme for staff on how to use the devices.

DVSA Director of Enforcement Marian Kitson said, “DVSA’s priority is to protect everyone from unsafe drivers and vehicles. Whilst the majority of the drivers are courteous to our roadside enforcement staff, they need to be able to protect the public without fear of violence.

“We take a zero-tolerance approach to physical and verbal assaults and the bodycams will act as a deterrent. They will also enable us to manage, support and respond to any assaults that take place.”

August saw Darren Darling, Founder of The DPF Doctor Network, celebrating the 100th DPF Doctor sign-up: A&J Fleetcare in Leeds.

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ommenting on this achievement, Darren said, “I founded The DPF Doctor Network after seeing a gap in the market for a specialist network of technicians who are able to correctly diagnose the reason for DPF problems and carry out successful repairs.

“Although similar networks exist, we see ourselves as different. We are all vehicle technicians. The network is focused on doing the job properly – not on selling products. We hold regular training events to share knowledge and keep us up to speed with new technology and diagnostic techniques. We’re hoping to grow the network, which is why we encourage garages to get in touch and find out whether they have what it

takes to become DPF Doctor accredited.

“There has never been a better time to be a DPF Doctor.

The pandemic means cars have been left on drives for weeks on end and primarily used for short journeys. Unsurprisingly, our members are reporting DPF repairs and DPF faults to be at an all-time high.”

Before appointing a new ‘Doctor’ a workshop must undergo a quality accreditation process. At present, there are several hundred applications to join the network.

“When considering a garage their shiny reception area is not what attracts me,” says Darren.

“What I am looking for is their mission to deliver fantastic customer service, their desire to learn and the commitment they’re willing to make to upholding our standards. Attitude and a great one at that is everything.”

“The network is focused on doing the job properly – not on selling products.”

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NEWS

& VIEWS

FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE

DVSA reveals top 20 postcodes for MOT demand this autumn The postcodes where demand for MOTs will be highest this autumn have been revealed by the Driver and Vehicle Standards Agency (DVSA).

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ll but one postcode across the UK will see demand for tests rise by over 50% in October and November, as motorists granted an MOT exemption try to book their test alongside millions whose MOT is normally due.

Chris Price, Head of MOT Policy at DVSA, said, “MOT exemptions made sure motorists could keep moving during coronavirus. Now exemptions have ended, millions of motorists will be making sure their vehicle is safe by getting an MOT done. “Garages across the country will have seen demand start to peak during September, with almost double the number of MOTs due in October and November.�

Despite the exemption, 2.7 million motorists had their MOT test done in June (including 442,724 retests). Latest figures show 3.1 million MOTs were completed nationally in July (including 549,489 retests). In August, 20,000 more motorists a day had their MOT done than in the same period last year. But, by the end of August, there were still almost four million MOTs due each month in October and November. The peak will see garages facing

unprecedented demand – but the Independent Garage Association (IGA) says the challenge could present an opportunity.

Stuart James, Chief Executive Officer of the IGA, said, “Independents will rise to the challenge to address the demand for MOTs and ensure vehicle safety. It will be an opportunity to increase their customer base for future years if they can satisfy wider customer demand at this challenging time.�

Postcodes where MOT demand will be highest in October and November:

Postcode and postal town

Forecast expiries in Oct and Nov 2020

Typical tests in Oct and Nov

Extra MOT tests required

Increase on a typical year

BÂ (Birmingham) SÂ (Sheffield) NGÂ (Nottingham) LEÂ (Leicester) PEÂ (Peterborough) BSÂ (Bristol) GÂ (Glasgow) CFÂ (Cardiff) NEÂ (Newcastle upon Tyne) RGÂ (Reading) MÂ (Manchester) CVÂ (Coventry) POÂ (Portsmouth) GUÂ (Guildford) NRÂ (Norwich) TNÂ (Tunbridge Wells) DEÂ (Derby) SAÂ (Swansea) EHÂ (Edinburgh) SOÂ (Southampton)

232,900 164,001 139,245 139,087 136,944 136,328 126,968 124,040 122,430 119,882 112,970 111,145 110,647 105,299 103,388 103,016 101,918 100,275 97,115 96,727

146,147 105,081 88,602 85,271 84,185 86,603 75,454 76,197 76,541 74,054 70,075 68,627 71,323 66,637 66,265 65,180 63,743 61,360 58,207 61,943

86,753 58,920 50,643 53,816 52,759 49,725 51,514 47,843 45,889 45,828 42,895 42,518 39,324 38,662 37,123 37,836 38,175 38,915 38,908 34,784

59.36% 56.07% 57.16% 63.11% 62.67% 57.42% 68.27% 62.79% 59.95% 61.88% 61.21% 61.96% 55.14% 58.02% 56.02% 58.05% 59.89% 63.42% 66.84% 56.15%

The table is compiled using MOT demand forecast data as of Sunday 16th August 2020.

8 OCTOBER 2020 PMM

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TROUBLESHOOTER

The BMW knocking noise problem: Part 2 Following on from the September issue of PMM, we rejoin PICO Technician Steve Smith as he continues his breakdown of how to locate the intermittent knocking noises coming from a troublesome BMW.

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fter our series of tests, I think we can agree at this stage the RH front subframe is our area of concern, so the focus now is to zone in further using multiple accelerometers. The subframe provides multiple mounting points and components on which to ‘plot’ the journey of our knocking noise; one such component is the steering rack assembly.

Revised accelerometer locations Engine off steering wheel rocked â– Channel A (Blue): RH front subframe â– Channel B (Red): RH front chassis â– Channel C (Green): Steering rack pinion

housing â– Channel D (Yellow): RH steering rack

rear mounting bolt

Once again, the results in Fig 1 indicate the accelerometer placed in the RH front subframe is exposed to the highest level of energy generated by the knock – but is it the first responder? Let’s take a closer look, with PicoScope (Fig 2).

Clearly, the capture shows that the RH Front Subframe has the greater amplitude during the ‘knock event’.

In Fig 3, we zoom in to reveal activity before the knock event that has the potential to disrupt the theory surrounding the first responding accelerometer. Here, the accelerometers are detecting the momentary steering input into the steering rack prior to the generation of the knock. Now, we need to focus on the accelerometer response created by the dramatic increase in energy generated by the knock (referred to as the knock signature) and not the prior events.

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í˘˛ Focusing on the knock events in Fig 4 and measuring the response time of each accelerometer, we can now see the response order has changed.

Response order to knock signature: â– â– â– â–

First: RH steering rack rear mounting bolt Second: Steering rack pinion housing Third: RH front subframe Fourth: RH front chassis

Given that we know the root cause of our steering knock (BMW Technical bulletin), I thought it would be interesting to understand how and why this knock can be felt in the steering wheel. Whilst we know our knock is generated inside the steering gear between the rack and pinion, we also have a steering column intermediate shaft with two universal joints to consider. We can eliminate the intermediate

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í˘ľ shaft from our diagnosis using accelerometers.

Revised accelerometer locations Engine off steering wheel rocked (Fig 5) â– Channel A (Blue): RH front subframe â– Channel B (Red): Steering column

intermediate shaft upper UJ ■Channel C (Green): Steering column intermediate shaft lower UJ ■Channel D (Yellow): RH steering rack rear mounting bolt In Fig 6, we have the engine off but steering wheel rotated approx. 20° back and forth.

Here, we have to ignore the first response from the red accelerometer as we are detecting rotation of the intermediate shaft.

The knock signature has been ‘complicated’ by the rotation of the steering shaft, however, the RH steering rack mounting and RH front subframe are once again early responders, suggesting our knock does not originate from the intermediate shaft (Fig 7).

Response order to knock signature â– First: RH steering rack rear mounting bolt â– Second: RH front subframe â– Third: Steering column intermediate shaft

lower UJ â– Fourth: Steering column intermediate

shaft upper UJ

So, we know that the RH steering rack mounting bolt, RH subframe and steering rack pinion housing are all first responders and we can discard the intermediate shaft and LH side of the chassis/subframe. A final measurement was therefore taken at the RH side of the steering gear and the underside of the steering rack pinon housing.

í˘ś response times.

Response order to knock signature â– First: Bonded to the underside of steering

rack pinon housing (0 seconds) â– Second: RH steering rack front mounting

bolt (81.43Âľs) â– Third: RH steering rack rear mounting

bolt (81.43Âľs) Note: when attaching the magnetic accelerometer to the aluminium steering gear a steel washer was bonded in place using ‘Bondloc’.

Revised accelerometer locations Engine off steering wheel rocked â– Channel A (Blue): Bonded to the

underside of steering rack pinion housing â– Channel B (Red): RH steering rack front

â– Fourth: Steering rack pinion housing

(204.9Âľs) I have added the response timings above of all accelerometers beginning with the first responding accelerometer (0 seconds) through to the final responder at 204.9Âľs. Note how the accelerometers attached to the steering rack mounting bolts responded together instantly due to them being attached equally about the steering rack pinion housing.

mounting bolt â– Channel C (Green): Steering rack pinion

Results

housing â– Channel D (Yellow): RH steering rack rear mounting bolt

Based on the collective results and response times of our accelerometer tests throughout this study (in relation to the steering knock), we conclude the following response order: ■Steering rack pinion housing (lower) – This is the origin of the knock ■Steering rack mounting bolts ■Steering rack pinion housing (upper) ■RH front subframe ■LH front subframe

First impressions of Fig 8 suggest that we have found the epicentre of our knock based on the instantaneous and dramatic response of the accelerometer bonded to the user side of the steering rack pinion housing. In Fig 9, we zoom in on this capture to reveal the

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TROUBLESHOOTER

í˘š â– RH chassis â– LH chassis

Repair procedure Following the workshop manual, the steering rack thrust piece was replaced and ‘loaded’ accordingly to ensure minimal backlash between the steering rack and pinion (Fig 10).

Confirmation of repair The proof is most certainly in the pudding and confirmation of repair is often a procedure that is overlooked or sacrificed due to time constraints. Post-fix measurements provide further objective evidence that protects all parties involved and ensures confidence during the customer hand over.

Never has it been more important to qualify any repair we carry out than with complaints of noise or vibration as they can be a matter of opinion and scientific measurements are needed as proof. When carrying out post-fix confirmation, ensure all variables are kept to a minimum and be sure to match the pre- and post-fix test conditions where possible.

intermediate shaft upper UJ (to indicate ‘rocking’ motion) ■Channel C (Green): Steering rack pinion housing ■Channel D (Yellow): RH steering rack rear mounting bolt In Fig 11, we can see a completely different response from the accelerometer bonded to the underside of the steering rack pinion housing. The amplitude has reduced dramatically and the response from the accelerometer demonstrates a uniform sine wave (responding to the steering rack rocking motion), rather than the sporadic and instantaneous acceleration in response to the previous knock. Note that the red accelerometer has purposely been attached to the steering column intermediate shaft to denote ‘first motion’ of the steering as there is no longer a knock signature for reference.

Fig 12 is a reference waveform of the steering knock captured from the accelerometer bonded to the underside of the steering rack pinon housing pre and post fix.

The waveforms speak for themselves and can serve as objective data for the customer.

Revised accelerometer locations Engine off steering wheel rocked fix â– Channel A (Blue): Bonded to the

underside of steering rack pinion housing â– Channel B (Red): Steering column

due to the loading of the steering gear from the tyre contact with the road surface. The wider the cross-sectional area of the tyre the greater the loading and this must not be confused with the backlash noise creating the steering knock. Capturing pre and post data will reinforce the integrity of the repair while enabling you to demonstrate to the customer the difference between both.

Conclusion Whilst the nature of the steering fault was known from the start, the technique described above will assist with knock detection and highlight a number of analysis features both in Pico Diagnostics (NVH) and PicoScope. In most cases, the accelerometers were positioned in a near vertical orientation and only the Y axis was captured/measured, however, any axis could have been used to capture the knock.

Bear in mind that the energy created by the knock will travel in all directions – think of ripples on a pond after throwing a stone into the water. The accelerometer would detect the knock in any chosen (X, Y or Z axis), but remember for best results, mount all accelerometers in the same orientation and measure the same axis.

Additional comments Regarding our post-fix handover to the customer, when rocking the steering wheel back and forth without EPS intervention, there will inevitably be some form of noise

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TO VIEW THIS PICO CASE STUDY IN FULL, WWW.RDR.LINK /AT001

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CLUTCH CLINIC

HOW TO Replace the clutch on a BMW X3 This month, REPXPERT Alistair Mason replaced the clutch and dual mass flywheel in a 2005 BMW X3 fitted with a 2.0L diesel engine that has covered over 162,000 miles.

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he customer complained of clutch slip when accelerating, a fault that was confirmed with a short road test. The clutch replacement was authorised, along with a dual mass flywheel, due to the mileage of the vehicle.

With the full repair instructions available on the REPXPERT workshop information portal and a book time of 3.4 hours, this makes a great repair for any independent workshop.

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The procedure With the vehicle placed on the lift, raise the vehicle to gain access to the underside, remove the engine and gearbox undertrays, and stow safely. Then, remove the four bolts that secure the floor brace to the body under the gearbox and take off the brace.

Support the rear of the exhaust with a tall axle stand and remove the exhaust mountings and the exhaust front pipe

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brackets from the lower bell housing. Then, ease the exhaust system to the O/S of the vehicle while still on the axle stand (Fig 1).

Take off the heat shield that is positioned between the exhaust and the prop shaft.

Remove the front prop shaft (Fig 2) – it is always advisable to mark the position of the prop shaft/flanges to avoid balance issues following reassembly. Also, mark the position of the rear prop shaft to gearbox flange,

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detach it from the gearbox flange, and remove the centre bearing (Fig 3). Tie the prop shaft to the side.

Disconnect the wiring loom from the back of the gearbox and the reverse light switch on the side. Then, place a gearbox jack under the gearbox to support it, detach the rear gearbox mounting and lower the gearbox, which will now provide access to the gear stick linkage. Take off the pin retaining clip and pin and disconnect the linkage from the gearbox. Remove the two nuts from the clutch slave cylinder (Fig 4), detach the slave cylinder from the gearbox, and secure away from the gearbox.

Working around the bell housing, remove the bell housing bolts, but note there is a smaller bolt inserted from the back of the engine into the housing. When all bolts have been removed, ease the gearbox away from the engine and when clear, lower the gearbox and place it safely to one side.

With the clutch visible, it was possible to confirm that the clutch had reached the end of its service life as the adjuster springs were fully extended (Fig 5). If this is the case, unbolt the clutch cover, and remove the clutch cover and plate assembly. Test the dual mass flywheel and replace if it has had excessive rotational free play.

Then, remove the release bearing and arm assembly, check the nylon pivot point and guide tube for wear (Fig 6) and replace if required. Then clean the bell housing using clutch and brake dust cleaner. Fit the release bearing to the new release arm, ensuring its position and location are correct using the information on the bulletin in the box.

Apply a light smear of high melting point grease to the guide tube and fit the release bearing assembly. Also apply a light smear of this grease to the gearbox input shaft splines and mount the new clutch plate onto the input shaft – this will confirm the fitment is correct and evenly distribute the grease. Remove the clutch plate and wipe off any excess grease.

Now, mount the new clutch onto the dual mass flywheel. The specified BMW process must be followed at this point as the new clutch has a transport locking plate installed, which can only be removed when the clutch is bolted up. So, first de-grease the flywheel face and clutch pressure plate face using clutch and brake dust cleaner. Then, using the correct size mandrel, insert it into the spigot bearing (Fig 7). Mount the clutch plate onto the mandrel, ensuring it is the correct way around, as indicated by ‘gearbox side’.

Locate the clutch cover/pressure plate on the flywheel dowels and insert the six bolts.

Tighten them in an even sequence, torqueing the bolts to the manufacturer’s specification (Fig 8). Remove the transport locking plate using the correct size Allen key, and rotate in an anti-clockwise direction. Then, use an 8mm bolt to remove the mandrel (Fig 9).

Before re-fitting the gearbox, ensure the engine-to-gearbox alignment dowels are installed in the engine. Also note that some of the bell housing bolts are one-use aluminium applications, and must be replaced.

The gearbox is now ready to be reinstalled. Ensure all cables and ancillary items are clear and will not get trapped, ease the gearbox into position and align on the dowels. Once located onto the dowels, secure in position with a couple of easily accessible bell housing bolts. Final installation is then in reverse order of the removal. Ensure that you carry out a road test following the repair.

INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, LABOUR TIMES AND MUCH MORE CAN BE FOUND ON THE REPXPERT WORKSHOP PORTAL WWW.RDR.LINK /AT002

OR THE REPXPERT APP.

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BELT FOCUS

BEST PRACTICE A loose start Gates explains how failure to loosen the camshaft sprocket when setting belt tension can lead to disastrous consequences for the engine.

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or most of the latest models of camshaft sprocket, the sprocket must be loosened when the timing belt tension is being set – you are advised to check the vehicle manufacturer’s fitting instructions. If loosening the sprocket is required, the online fitting instructions for the Gates PowerGrip Kit will make this clear.

Loosening the camshaft sprocket ensures that the engine is aligned at Top Dead Centre (TDC). This is an important part of the procedure and ensures that the installer can achieve the correct load distribution when setting the tension for the new timing belt.

Failure to loosen the camshaft sprocket when it is part of the prescribed installation procedure will lead to comebacks.

Fig 2 shows what happens to the bolt as the tension is set. It moves to a new position, but the locking tool ensures that the engine remains in TDC.

Correct procedure – loosened

Incorrect procedure – not loosened

When the camshaft sprocket or pulley is loosened, the timing belt can run into the gearing of the camshaft pulley while the tension is set. The camshaft pulley has room to move because the bolt can slide along the slot (Fig 1). This enables tension to be transmitted to the loaded side (or tight side) of the drive.

Fig 1 shows the position of the bolt when the camshaft sprocket is loose, before the timing belt tension is set. Note that a camshaft locking tool is already in place.

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FIG 2: Position of the bolt when the camshaft sprocket is loose, after the timing belt tension is set

Fig 3 shows a camshaft sprocket that has not been loosened before the tension is set. Note the position of the bolt in the slot – no locking tool is in place.

FIG 4: The pointer reaches the central position earlier in the tension setting process

FIG 3: Position of the bolt when camshaft sprocket has not been loosened, before the tension is set

16 OCTOBER 2020 PMM

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FIG 1: Position of the bolt when the camshaft sprocket is loose, before the timing belt tension is set

As the camshaft sprocket remains fixed, the timing belt cannot run into the gearing as it should. It will only receive tension on the slack side of the drive, and, at that moment, the loaded side of the drive will not have the correct tension. Turning the engine clockwise at the crankshaft pulley means that first the belt will be tensioned, then the camshaft pulley will move. From that moment on, the engine position (TDC) is not exact. This leads to a load in the drive that is much higher than normal, while the engine is running.

Moreover, because the camshaft sprocket is fixed and the timing belt cannot run into the gearing as it should, the pointer reaches the central position earlier in the tension setting process (Fig 4).

Fig 5 shows no change in the position of the camshaft bolt in the slotted hole after the timing belt tension has been set. Fig 6 shows the position of the pointer at the end of the tension setting procedure.

“Failure to loosen the camshaft sprocket when it is part of the prescribed installation procedure will lead to comebacks.�

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Consequences for drive systems If operating conditions are adversely changed, the operational lifetime of the belt inevitably decreases. Eventual consequences often also include uneven tension, tensioner failure, and water pump failure.

Premature drive system failure is inevitable in each case, and engine damage is possible.

Furthermore, in many cases where a loosening of the camshaft sprocket has been specified, but did not take place, the tensioners do not move far enough into the drive. They are set, therefore, in geometrically incorrect positions on the engine blocks. This changes the alignment of the timing belt and optimal control can no longer be guaranteed, also making premature drive system failure inevitable.

FIG 6: The position of the pointer at the end of the tension setting procedure.

If the engine is not set at TDC from the outset, higher loads are generated in the drive system, once again, causing premature drive system failure and potentially catastrophic engine damage – an expensive and unnecessary error.

FIG 5: No change in the position of the camshaft bolt after the timing belt tension has been set.

Note – For drives with non-round pulleys, failure to loosen the camshaft sprocket when specified can lead to even further complications. The pulleys have to work in perfect unison, otherwise extreme loads are generated.

FOR MORE INFORMATION ON GATES AND ITS RANGE OF TIMING BELT KITS, WWW.RDR.LINK /AT003

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TECH TIPS

The DPF Doctor’s surgery In this month's surgery, DPF Doctor Barry Lawson of Ewan Lawson Motors demonstrates the importance of a thorough vehicle assessment before diving into a DPF clean.

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n this instance, the customer was referred to us from his garage some 40 miles away. The garage simply didn’t want to ‘get involved’ in any DPF problems.

We’re seeing an increasing number of customers referred to us on this basis. There’s definitely a gap in the market that garages can fill by becoming skilled at repairing DPFs. They would also benefit from knowing how to diagnose when the DPF is not the problem – despite the flashing DPF warning light telling otherwise.

The customer told us that the DPF light was flashing, and they were seeing the fault code P2459 DPF Regen Frequency.

Our first step was to undertake a pre-clean assessment, which we charge £90 for. This enables us to find the faults and move to an accurate diagnosis. After this assessment and by taking the age of the vehicle into account, the customer can then make an informed decision as to whether they should repair or replace whatever happens to be causing issues.

18 OCTOBER 2020 PMM

Vehicle information:

2011 Mazda 3 2.2L – 99,000 miles

When it comes to the Mazda, we concluded from the assessment that the car wasn't in a bad condition. Crucially, we discovered that the DPF system seemed to be in a passable shape; no faulty components, live data logged, and looking healthy. The back pressure was a touch higher than we like to see, but it wasn’t excessive.

As part of the assessment, we always talk to our customer. As with any fault finding, you pick up plenty from what the driver tells you.

The customer told us it had been some time since the car had been serviced, so with permission from the customer, we flushed the engine using JLM Lubricants’ Engine Flush. This fits well with the correct original equipment specification filters and the correct specification oil grade.

We knew from the back pressure that the DPF didn’t require a complete clean, so we

used the JLM DPF Cleaner as an in-tank additive. This product assists the cleaning of the DPF during regeneration. This course of action saved our customer a bill of a few hundred pounds. There’s nothing to be gained from fully cleaning a DPF that in reality doesn’t need it.

We then carried out an extended road test, carefully watching the regeneration taking place. Back at the workshop we rechecked the pressures, which were now within specification. With all the tests completed, the system was working perfectly.

BARRY LAWSON IS A MEMBER OF THE DPF DOCTOR NETWORK. IF YOU’RE INTERESTED IN FINDING OUT WHAT IT TAKES TO BECOME A DPF DOCTOR, WWW.RDR.LINK /AT004

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TECH TIPS

BEST PRACTICE Wheel hub bearing replacement The technical team at NSK realises that the replacement of wheel hub bearings is often not an easy process, so has provided automotive technicians with a selection of professional tips to help avoid common mistakes.

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FIG 1: The vehicle’s ABS sensor reads the many N and S poles located within the encoder seal

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he first tip is to compare the fitted bearing to the new one before mounting. Selecting the incorrect bearing is the most common mistake made by technicians. If the bearing is selected correctly, it can be re-checked quickly using the NSK online catalogue, which can be found at the following address: WWW.RDR.LINK /AT005.

Avoid damage to the magnetic encoder Some hub bearings feature a magnetic encoder for the ABS signal, and thus demand even closer attention. The encoder seals contain many north (N) and south (S) poles, which are read by the speed sensor (Fig 1). If the N and S poles get damaged during installation,

it can lead to failure of the ABS system.

Technicians can identify whether a hub bearing has an encoder by using an NSK test card. The same test card can also be used to establish whether a fitted bearing has pole damage (if the result does not look like Fig 2), which in turn can help technicians identify ABS signal problems.

Keep the encoder from magnets and dirt A good tip is to avoid coming into contact or getting near the encoder with tools such as spanners and screwdrivers as they can change the N and S poles, again leading to issues with the ABS signal. With this thought in mind, only remove the bearing from its protective packaging immediately before fitting.

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FIG 3: A tool should be selected that only presses on the outer ring of the bearing, leaving sufficient bore clearance as shown in the inset diagram

20 OCTOBER 2020 PMM

FIG 2: Technicians can check for the presence and location of an encoder using NSK test cards

Ensure correct encoder orientation Encoders are only present on one side of Hub I generation wheel bearings – as identified by the test card – so it is vital to get the orientation correct when pressing into the knuckle. Before beginning this operation, always check that the encoder surface will be adjacent to the sensor after assembly.

Avoid pressure on the encoder surface For pressing, use a tool that only contacts the end face of the outer ring on Hub I generation bearings (Fig 3). Never press on the encoder seal and never press on the inner ring as it will lead to bearing failure within a few kilometres of use. Once a

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FIG 4 & 5: It is important to control the hub and knuckle during assembly, and ensure all surfaces that come into contact with the bearing are cleaned beforehand

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FIG 6: Upon reassembly, take care to avoid applying excessive torque to the CVJ nut as it can lead to bearing damage

suitable tool has been selected, keep the bearing aligned to the bore and press it vertically into the knuckle.

Further tips for correct bearing installation There are many general tips to keep in mind throughout the process, such as taking care of all suspension parts to avoid any unnecessary damage. Additionally, to ensure correct fitting of the bearing, it is especially important to control the hub and knuckle

during assembly, while all surfaces that come into contact with the bearing should be cleaned beforehand (Fig 4 and 5).

As a final point of note, for safe reassembly, technicians should only use the tightening torques recommended by the car manufacturers. In particular, it is known that applying excessive torque to the CVJ nut can lead to bearing damage (Fig 6).

The correct fitting of Hub I generation wheel bearings with magnetic encoders is especially challenging, which is why NSK

has produced a video on this subject that shows every step of the process – WWW.RDR.LINK/AT006.

NSK OFFERS SPECIAL TRAINING THAT FOCUSES ON WHEEL BEARINGS. THOSE INTERESTED ARE REQUESTED TO MAKE DIRECT CONTACT – WWW.RDR.LINK /AT007

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BUSINESS

& TRAINING

SAFE and SECURE? Government discussions on how EU type approval regulations will affect UK law post Brexit are well under way. But will all the i’s be dotted and the t’s crossed when it comes to the future of vehicle cybersecurity? Neil Pattemore analyses the complicated situation.

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he UK has left the EU, but the UK Government is planning to reference the EU Vehicle Type Approval Regulations in UK law.

This will ensure that vehicles manufactured in the EU can be sold here and equally, and that those manufactured in the UK can be sold in the EU – a win-win situation.

However, these EU type approval regulations include the critically important principles and requirements that provide the basis for the aftermarket to access the vehicle, its data, the replacement spare parts, technical information, and technical training – pretty much everything that supports the aftermarket business models. This is therefore an important element of the vehicle type approval that the UK Government is planning to reference; perhaps we can all relax, safe in the knowledge that the legislation needed for the aftermarket remains in place.

22 OCTOBER 2020 PMM

A spanner in the works I hate to be the harbinger of bad news, but there is a fly in the ointment, and this is where it starts to get complicated. There are other European regulations that will come into force over the next two years, and it is not yet clear how these may be referenced by the UK Government. Secondly, and more worryingly, there is a wider issue for Europe as well as the UK. The problem stems from the EU’s ‘General Safety Regulation’, which will come into force in July 2022. This not only mandates a range of vehicle safety systems but will also require vehicle manufacturers to ensure that their vehicles remain ‘safe and secure’.

Correspondingly, this means that the vehicle manufacturers are designing their vehicles with multiple layers of cybersecurity protection and can implement these security requirements in a variety of ways – primarily, it will control all

access to the vehicle, its data and functions.

It may be that access to the vehicle is still necessary to comply with the legislative requirements to diagnose, repair and maintain the vehicle, but this will still be an issue when attempting to obtain the security certificates needed, as the vehicle manufacturer is both the ‘system administrator’ and ‘gatekeeper’ of the vehicle.

These cybersecurity requirements are currently being finalised in the UNECE WP29 discussions and will then become part of the vehicle type approval. The vehicle manufacturer will develop their own cybersecurity management systems (CSMS) and will correspondingly document how this will protect their vehicles, together with the mitigation actions should an attack be successful. This documented CSMS will then form the basis of the vehicle type approval for cybersecurity. The UK will not only

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has any electronic functionality. However, the first vehicle manufacturer has now applied a security process to replacement brake discs – only their authorised repairers using the OEM diagnostic tool can code into the vehicle.

Arguments justifying why this will be necessary in the future are based on the manipulation of the vehicle, but are also due to the higher safety requirements for automated driving and the corresponding product liability of the VM. This will lead to a higher degree of VM original parts and will give more control to the VMs within the aftermarket.

©Peshkov/AdobeStock

Beyond the garage

continue to directly reference the requirements of European vehicle type approval legislation, but will also act as a ‘contracting party’ to the UNECE.

Cause and effect There are likely to be a number of significant effects when these cybersecurity requirements are fully implemented into new vehicles over the next two years. The most obvious will be that the access to the vehicle will be fully controlled by security gateways that will require electronic certificates to provide authorised access – simply plugging your diagnostic tool into the OBD port and accessing all the data needed will be a thing of the past.

In order to obtain these certificates, garages will need to register with the vehicle manufacturers, so that they will know who you are, what vehicles you are working on, and even what parts you are using. Although the legislator must also define the ‘rights and roles’ of what data and functions an independent workshop is allowed to access, there should also be ‘harmonised’ access (i.e. via a single access point) to the security

certificates. Otherwise there will be different systems, conditions, and costs for each manufacturer – a proverbial ‘wild west’.

The SERMI (Security Repair and Maintenance Information) scheme is due to be referenced into type approval legislation before the end of this year. This will support the accreditation of independent workshops so that they can access anti-theft related data and

“The good old days of ‘we can work on any car’ are about to end.” parts, such as locks. It will use certificated access to the VM website, and so could be adapted to provide harmonised access to the security certificates, but this does not change the fact that access to the vehicle will still be under someone else’s control – the VM. Cybersecurity will also extend to replacement parts in the workshop, as they will need to comply with the in-vehicle security requirements, especially if the part

This all leads to a combination of RMI data and certificates, and, potentially, more direct VM portal access for independent workshops. This also means that if the VM gives you a certificate, they will also want to be sure that you are using the correct VMissued repair and maintenance information and OEM replacement parts in order to protect their liability.

Last but not least, it will become more difficult for tool manufacturers to develop one multi-brand tool to manage all the different VM approaches and handle the various certificate systems and their associated costs. Tool manufacturers might be obliged to license data and certificates from all VMs at a high cost, which cannot realistically be amortised by the current low subscription price for IAM workshops.

Therefore, not only workshops, but also independent parts manufacturers, data publishers, and workshop equipment manufacturers will be heavily affected by a wider cybersecurity approach.

The good old days of ‘we can work on any car’ are about to end. Security will soon become the deciding factor – no longer reverse engineering, or ‘we will find a way’. The future of your business will be directly controlled by the VM’s cybersecurity strategy, which even with legislative ‘rights and roles’, will still impose a whole new way of independently working on your customers’ cars.

FOR MORE INFORMATION, WWW.RDR.LINK /AT008

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BUSINESS

& TRAINING

Assessing the DAMAGE

Rachel Clift, Health & Wellbeing Director at Ben, looks at the mental toll the COVID-19 lockdown has caused for the repair and maintenance sector.

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t has been a tough and uncertain time for many people, and it has been particularly difficult for the automotive industry. The repair sector has been severely impacted with many businesses affected by the lockdown. A large number of employees were, or still are, furloughed and many made redundant as employers have taken action to save their businesses.

For some time now, we have seen an increase in the number of people turning to us seeking support for their mental health and money worries. The COVID-19 pandemic has certainly heightened this situation with people reaching out to us feeling more stressed, anxious, as well as lonely and isolated. For some, it has worsened existing mental health conditions, and, for others, it has been the cause of the onset of a mental health issue.

Anxiety levels have increased due to constant changes and uncertainty about the future. For many, this has led to further issues with sleep, increased food and alcohol consumption, which, coupled with feeling less socially connected, has affected people’s mood and, for some, led to feelings of depression.

We believe we will continue to see an increase in people turning to us for support for their mental health throughout the rest of the year as this situation takes its toll. We also believe we will see a further increase in financial strain surfacing after the furlough scheme ends in October, with the potential

24 OCTOBER 2020 PMM

for ongoing uncertainty and job losses across the industry.

Ben has been supporting people through lockdown in the following ways.

Mental health support Over 50% of people who turn to Ben need help with their mental health. These individuals can continue to receive support for mental health issues they are facing, including mental health assessments, life coaching and telephone-based counselling, as well as other talking therapies.

Ben is now also fast-tracking access to its digital therapeutic platform, so individuals can access self-help support (computerised cognitive behavioural therapy) programmes for stress, anxiety, depression, resilience, sleep, as well as participate in mindfulness activities. A new programme called ‘Coping with challenging times’ has also been launched in response to COVID-19 to help people to keep physically and mentally fit and well through tough times.

“I can't thank my Life Coach and the team at Ben enough for their help during this crisis I was having, and during such a scary time for us all. It has been invaluable.”

Last year, over 700 people received a Mental Health Assessment through Ben, with around 90% of those individuals going on to have counselling or other talking therapies.

Over 180 people received life coaching in 2019. Our life coaching and mentoring service is a six-week, telephone-based programme supporting people to build their confidence, self-esteem and developing coping strategies. Life coaching is great for those who want to make specific changes in their life and applies the principles of behavioural change to help people make positive lasting change in their lives.

Financial support On a case-by-case basis, Ben continues to provide financial support for urgent need, welfare and specialist consideration grants.

During COVID-19, we have not only been administering grants but also supporting individuals to reduce their monthly outgoings such as payments breaks for mortgages, housing providers and utility bills, as well as helping people to maximise any benefits they may be entitled to.

We have streamlined access to financial information, advice and guidance through our case managers and provided additional support via our money worries programme using our digital platform, SilverCloud. For more information on the financial support Ben is providing during this time, visit WWW.RDR.LINK/AT009.

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Coronavirus hub – online tips, advice and tools We estimate that over 60,000 people accessed Ben’s online support content (provided via our website) last year, so on this basis, and in response to COVID-19, we created a ‘Coronavirus hub’ (WWW.RDR.LINK/AT010), with specially tailored online content providing tips, advice and tools, including: ■ ■ ■ ■ ■

Managing money Anxiety Stress Resilience Work, health & wellbeing

■ Home working ■ Self-care

We also continue to provide support to individuals via email. Automotive people can sign up here: WWW.RDR.LINK/AT011.

In addition to this, we have been working hard to look at ways we can support those who may be facing job losses. This is not only through the content we are developing on our website, but also via our Support Services. We will be helping people to cope with their situation, look to the future, as well as providing information, advice and guidance for job-seeking, CV building and interview skills.

IF YOU’RE STRUGGLING OR FEEL YOU MIGHT BENEFIT FROM SUPPORT, BEN IS HERE FOR YOU. YOU CAN CHAT WITH THE CHARITY ONLINE OR CALL THE HELPLINE ON 08081 311 333. TO FIND OUT MORE ABOUT BEN WWW.RDR.LINK /AT012 OR SEEK SUPPORT ONLINE,

“I want to say a massive thank you to Ben, you have helped me through depression. You have helped me to eat, cook for my kids and wash months of clothes. I am truly grateful for all your efforts in getting things sorted for me.”

RECENT FEEDBACK ABOUT BEN’S SUPPORT Here is some recent feedback about Ben’s services from automotive people that the charity has supported:

“The food voucher came through today, my mum cried her eyes out, it’s such a weight off our minds. We can’t thank you enough!

We’ve both been furloughed so the food voucher is going to help us out massively. Thank you so much for all your help.”

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COMPETITION

LIGHT ‘EM UP! Vehicle lighting specialist Ring Automotive is offering PMM readers the chance to win a set of OSRAM LEDriving headlight replacement bulbs, perfect for the car modification and customisation enthusiast.

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he OSRAM LEDriving replacement LED bulbs provide a modern stylish look, advanced product design, a cool white colour and a very high quality of light. Worth £119, the LED technology used offers not only the highest levels of performance with superior durability thanks to state-of-the-art thermal management, but also long life and low energy consumption. OSRAM LEDriving HL and LEDriving FL bulbs ensure optimum visibility and allow drivers to recognise signs, obstacles and hazards sooner than with conventional headlight and fog bulbs.

OSRAM LEDriving HL The LEDriving HL bulbs are LED upgrade replacements for conventional high and low beam bulbs. They feature improved application compatibility, and the cool white colour temperature of the bulbs provide a white look that will enhance existing headlights.

In combination with modern LED technology, the bulbs improve visibility – contrast is improved by the daylight effect. The bulbs enable drivers to see further ahead while

reducing glare thanks to an optimised light distribution. As a result, drivers can detect objects earlier and have more time to react.

OSRAM LEDriving FL OSRAM LEDriving FL are LED replacements for conventional H8, H11, H16 (combined socket solution) and H10 fog lamp bulbs. In foggy weather they are a great colour match for Xenon and LED headlights, with a cool white and very bright colour temperature of 6,000K. Their light distribution is optimised to prevent glare, and their advanced socket design means they are easy to install as a ‘plug and play’ solution. These bulbs come with OSRAM’s three-year guarantee.

Please note: These products do not have ECE approval. This means they must not be used on public roads in any exterior application. Use on public roads leads to cancellation of operating license and loss of insurance cover.

How do you enter?

To be in with a chance of winning this great prize, all you have to do is WWW.RDR.LINK /AT013

and answer the following question: What colour temperature are the OSRAM LEDriving fog lights?

A) 4,000K B) 5,000K C) 6,000K Deadline for entries is 10/11/20. T&Cs apply. See website for details.

PMM OCTOBER 2020 27

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OILS, LUBRICANTS

& ADDITIVES

Where to NEXT?

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here are many debates about how With the emergence of electric vehicle technologies, what quickly the switch to electric will will the future be like for petrol and diesel engines and their happen. Petrol and diesel engine associated lubricants? Adrian Hill, Automotive Product production will continue, but the Manager at Morris Lubricants, explains. technology will not be standing still as environmental pressure of free water. monolith that provides a continues to squeeze Petrol engines fitted with GPFs (gasoline finer level of filtration. emissions and new thinking particulate filters) will require balanced The internal combustion will be required to comply chemistry to ensure they do not become engines used as the generator with current and future prematurely blocked. These oils will also in hybrid vehicles have their legislation. As we move into have to be low speed pre-ignition safe. Low own special challenges and this new era, lubricants that viscosity oils designed to promote fuel demands. Usually, when an currently have a reasonably efficiency are relying more on polymer engine reaches normal wide specification profile will technology at the molecular level to ensure operating temperature, such start to become outdated. The bearing protection whilst minimising viscous contaminants as water and ‘good, better, best’ approach drag and energy losses. And, of course, every fuel basically evaporate away. to lubricant choice has been manufacturer will design engines differently This is not the case with in decline over at least the with some unique features. hybrids – cold temperature last five years or more.

The passenger car engine oil market will sludges can form, which Petrol engines will be Adrian Hill, Automotive Product continue to become more fragmented with inhibit circulation. based on direct injection for Manager at Morris Lubricants OEM specific engine oils emerging across the Phase separation can fueling, which offers a petrol, diesel and hybrid sectors. Selecting an occur, which can be detrimental to pumping higher power density than traditional portoil of the correct performance level will be efficiency, leading to wear issues, particularly injected engines. This means they can be critical to the efficient operation of that with bearings. This can be exaggerated smaller, reducing vehicle weight, but also be engine and to ensure a long life for further by fuel contamination, reducing the capable of higher loads at slower speeds, components and after-treatment devices. effective oil film. These challenges are which helps achieve improved fuel efficiency.

Always seek advice if the type of engine oil leading us into a new generation of passenger Turbocharging adds further output is unclear as this could save the unit from an car engine lubricants. performance, but all these enhancements come expensive repair bill.

Engine oils are becoming more advanced with side effects. Firstly, we have low speed and the chemistry is being finely tuned to pre-ignition, which can cause catastrophic cope with these new demands. In the case of engine damage and an increased level of FOR MORE INFORMATION ON hybrids, for example, the engine oil must be particulates. This has led to the development MORRIS LUBRICANTS’ RANGE able to disperse water to form a stable of gasoline particulate filters to stop OF PRODUCTS, emulsion to protect the pumping system and particulates reaching the atmosphere. They act WWW.RDR.LINK /AT014 engine components from the harmful effects in a similar way to DPFs but have a different

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OILS, LUBRICANTS

& ADDITIVES

Damaged by LOCKDOWN Gareth Bracchi, Engineer at Castrol UK, assesses the potential engine damage caused by lockdown that is affecting vehicles across the country.

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utomotive aftermarket research body, GiPA, recently reported on the effect of COVID-19 on the UK aftermarket industry, highlighting trends that could have concerning consequences for vehicles. It found that at the end of March, less than half (47%) of UK workshops were open and, on average, those open were operating at 68% capacity. Six weeks later, this figure had only increased by 7%, as just 54% of UK workshops were open in May. This drastic reduction in workshop activity opens up two possible consequences. Firstly,

cars may have operated beyond the point when an oil service was due and are therefore running on old oil, and secondly, an incorrect or unsuitable oil may have been chosen in the absence of advice from a workshop technician.

Many vehicles may not have been driven, or may have only taken short journeys during lockdown. These usage patterns are not ideal for a car’s engine and can compound existing problems if a vehicle is operating on old or unsuitable engine oil. Although engine oil is generally stable, water and contaminants can enter the oil supply during an extended period of inactivity, with the subsequent reaction causing sludge and deposits, thereby accelerating engine wear.

There can be further consequences, too. If drivers have chosen to delay an oil service or used a non-approved engine oil while their local garage was closed, there may be a risk of additional engine damage.

The consequences of using the incorrect engine oil If an oil of the wrong type or viscosity is used in an engine that wasn’t designed for it, levels of engine wear can increase, or oil starvation can occur which can lead to engine failure. Using older ‘high SAPS’ (Sulphated Ash, Phosphorous and Sulfur) oils, with higher levels of additives, can block filters and poison catalysts and will shorten the life of exhaust after-treatment devices, and may cause the vehicle to fail air quality or roadworthiness checks.

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

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Choosing the correct oil It’s vital to check the vehicle’s manual for the correct engine oil. Some engines run hot, so need extra antioxidants and detergents to prevent oil breakdown and piston deposits. Others have exhaust aftertreatment devices to reduce emissions, and these will need lower levels of some additives to prevent blocking or poisoning of these devices. It’s essential to select the right specification of oil based on the conditions that the vehicle works under.

Technicians and drivers unsure of which oil a car needs can use the Castrol Oil Selector on the Castrol website (WWW.RDR.LINK/AT015), which provides personalised product recommendations based on the vehicle.

Flushing away potential problems An oil-based engine flush can be an effective remedy for engines that have experienced a build-up of sludge. Castrol’s recently released Engine Shampoo is a pre-oil change treatment that reduces engine sludge by up to 85%. It provides a deep clean of the engine but – importantly – is solvent-free.

Currently, the engine cleaner market is dominated largely by solvent-based products, which can degrade engine seals and dislodge sludge in larger, denser deposits. This can cause blockages in vital oil ways and lead to oil leaks. Castrol Engine shampoo reduces this risk by dissolving and flushing out sludge during the oil change process, helping to maintain engine power and efficiency.

TO FIND OUT MORE ABOUT CASTROL’S RANGE OF ENGINE OILS, WWW.RDR.LINK /AT016

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LUBRICANTS AND THE FUTURE OF MOBILITY With the rise in electric vehicles to help combat carbon emissions, Castrol has developed a range of e-fluids specifically for the car of the future.

Castrol’s e-Fluids range comprises e-Transmission fluids, e-Coolants and e-Greases. Over half of the world’s major vehicle manufacturers use Castrol e-Fluids as part of their factory fill. Transmission e-Fluids help extend the life of the drivetrain system as it helps the emotor run cooler and operate at high efficiency, whilst the company’s Battery Coolant EFluid solution helps to keep batteries running cooler – even in extreme conditions – to maintain optimal performance. Finally, the Castrol specialist greases are required for the increasing number of on-board electric motors that perform a wide range of duties, from providing motive power to supporting the vehicle’s ancillary services.

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OILS, LUBRICANTS

& ADDITIVES

SEQUENCE UPDATE PMM hears from Andrew Goddard, Chairman of the Verification of Lubricant Specifications (VLS), on the recent update to the ACEA 2016 sequences and its impact on the lubricants sector.

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his summer, the European Automobile Manufacturers Association (ACEA) issued an update to its 2016 engine oil sequences. The updates affect service-fill oils for petrol engines, light-duty diesel engines, petrol and diesel engines with after-treatment devices and heavy-duty diesel engines.

The ACEA sequences identify relevant performance standards for lubricants specifically tailored to the European market.

The current series that lubricant marketers are blending to were produced in 2016. The sequences are based on the type of engine, usually the ‘A’ series of petroleum engines and the ‘B’ series for diesel engines, including light vans, and are designed for vehicles that do not have exhaust after-treatment devices.

For vehicles that are fitted with either a catalytic converter or diesel particulate filter, the ‘C’ sequences apply, where ‘C’ represents catalyst compatible engine oils.

So, a typical series of sequences might be ACEA A3/B4 or ACEA C3. The exact combination of letters will depend on the

32 OCTOBER 2020 PMM

engine’s specific requirements and for heavy commercial diesel engines then the ACEA ‘E’ series will apply. This latest update or third revision to the current sequences makes a few specific changes.

What’s changed?

Firstly, the sequences allowed for the introduction of the new CEC L-107-19 test and limits (A/B and C categories) replaces the Daimler M271 engine test and limits.

This change has been made as engines that supported previous sequences are reaching the end of their useful life. The Daimler M271 engine test first appeared in the 2000s and was finally withdrawn in 2015. ACEA has decided that it doesn’t make sense to have a new engine oil tested through a 20-year-old engine, which isn’t currently available and might not meet the latest emission regulations.

Secondly, the sequences allowed for an update to the ASTM D892 method, which is used to quantify the foaming tendency of engine oil in respect to the applicability of test

Option A with or without the Option A sample pre-test procedure, is permitted. This is a technical change to ensure comparability in engine tests performed on the lubricant during testing.

The other key point arising from the ACEA 2016 update relates to registration. In the ACEA European Oil Sequences 2016 (including this update), ACEA announced that it “...will introduce a mandatory registration scheme within 2017 and will inform stakeholders about the procedures to be followed for mandatory registration three months in advance of the date of mandatory registration”.

The scheme has yet to be introduced, and ACEA now aims to require the mandatory

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registration scheme in parallel with the next release of the ACEA oil sequences. They say they intend to publish these new sequences towards the end of 2020.

At present, there is already a registration system overseen by ATIEL, against which lubricant marketers make self-certifying claims against the ACEA sequences. The question is why ACEA would want a separate registration system and for what purpose, and where this leaves the current ATIEL system?

How does this affect garages?

Lubricants manufacturers will be looking closely to see when the 2020 sequences are announced and what the changes will be.

Manufacturers usually have two years to update specifications and packaging to ensure that they are only making claims against current sequences, providing clarity for end users.

Day to day, these changes to the 2016 sequences will have limited impact on workshops and garages. But they do

“Using the most suitable, high-quality lubricant is the best approach to ensure that your customers’ vehicles are sufficiently protected throughout their lifetime.” demonstrate that in Europe, vehicle manufacturers are doing what they can to keep lubricant specifications up to date and fit for purpose. Modern engine oils are highly sophisticated lubricants, formulated not just to keep engine parts moving smoothly, but to contribute to improved fuel economy as well as helping reduce emissions.

As ever, choosing the right lubricant for each vehicle is vital. Always refer to the vehicle owner manual to comply with manufacturer guidelines on the correct lubricant to use and how often to change it.

Consult directly with the manufacturer or use an online database registration lookup tool available on the homepage of most leading lubricant companies, if you are in any doubt.

Using the most suitable, high-quality lubricant is the best approach to ensure that your customers’ vehicles are sufficiently protected throughout their lifetime.

At VLS, we investigate complaints against lubricant products to ensure that, in this increasingly complex market, products really can deliver what they claim. Trade users must be able to have confidence that products on sale are fit for purpose.

IF YOU HAVE ANY CONCERNS ABOUT A LUBRICANT PRODUCT WHICH SOUNDS OR LOOKS TOO GOOD TO BE TRUE, YOU CAN REPORT IT TO VLS ON 01442 875922 OR WWW.RDR.LINK /AT017

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TOOLS

& EQUIPMENT

IN DEMAND

Paul Fallon

PMM talks to Paul Fallon, UK Representative for Kraftwerk Tools, about the company's plans for UK expansion and the launch of the new VDE Tool Trolley for hybrid and electric vehicles.

PMM: Thanks for taking the time to speak to us, Paul. To start with, would you mind going over Kraftwerk Tools’ origin story?

Paul Fallon (PF): It all began in Switzerland, where the company was established in 1979 by its founder, who was a fan of the Kraftwerk pop group and so named his company after them. Now, over 40 years later, Kraftwerk is a large international player with offices in Switzerland, Shanghai, Germany, Spain, and France – the main distribution hub. With over 4,000sq/m of warehousing space for our 5,000 products, we can distribute anywhere in Europe within three working days. The hub also houses our training and innovation centre, developing the new products for tomorrow.

PMM: A household name in Europe, why has the company decided to break into the UK market now?

PF: Kraftwerk specialises in manufacturing and distributing hand tools for the professional automotive and industrial sector.

34 OCTOBER 2020 PMM

We recognised that the UK automotive aftermarket is now the eighth largest market globally and the fourth biggest in Europe after Germany, Italy, and France. With a growth rate of 3% per annum, the UK is set to overtake France in 2020 to become the third biggest market in Europe (statistics provided by SMMT report, The Importance of the UK Aftermarket to the UK Economy).

We believe Kraftwerk has something different to offer the UK market and have therefore focused our efforts on gaining new distribution partners.

“The driving force behind the Kraftwerk company is to ask ourselves the question ‘what is the best solution for our customer?’, and to answer this every day by developing exciting, innovative products that will make technicians’ working lives easier.”

PMM: This is a highly competitive market, so what makes Kraftwerk Tools different?

PF: The driving force behind the Kraftwerk company is to ask ourselves the question ‘what is the best solution for our customer?’, and to answer this every day by developing exciting, innovative products that will make technicians’ working lives easier. Recent examples include the new Mobilio storage solution, which provides bespoke storage designs for the workshop owner. Then there is also the new VDE Tool Trolley to cater for the growth of the electric vehicle market.

PMM: You have quite a noticeable focus on hybrid and EV tooling, why is that?

PF: Once again, our market research highlighted that the electric vehicle market was set to grow exponentially over the next five years with over six million hybrids and EVs expected on the UK roads by 2025 (statistics provided by JP Morgan, Driving into 2025: The Future of Electric Vehicles).

Kraftwerk had recently developed a new VDE Tool Trolley for the Tesla service centres in Switzerland, and we identified a niche in the UK market to offer it to garages who were sending their technicians on training schemes that lead to IMI certification and TechSafe recognition for hybrids and EVs. Before we launch any new products, we rigorously research and test the market, and as part of that process, we carried out an online survey with the readers of PMM, the results of which supported the launch of the VDE tool trolley into the UK market.

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As part of the Mobilio storage solution, garages can install bespoke workstations

PMM: Did the survey produce any particularly surprising results?

PF: The most surprising result in the survey was the expectant demand for the product.

We surveyed over 14,000 PMM readers of which 70% confirmed that they will be signing up to an IMI TechSafe course in the next two years. The second finding was that 53% believed that they would then need to purchase the Kraftwerk VDE Tool Trolley to help become compliant with the regulations to safely work on electric and hybrid vehicles, as there is nothing like it available in the UK market.

PMM: What are the highlights in the Kraftwerk hybrid and EV range?

PF: With many vehicle batteries now delivering over 900V, it can be fatal if you are not using the correct tools in a safe environment. The Kraftwerk VDE Tool Trolley not only comes with all the tools required to service and repair EVs and hybrids, but these are also VDE insulated, providing protection up to 10,000V and safe live working up to 1,000V. The trolley also comes complete with high

quality barriers (as per those specifically designed for crowd control) with high visibility black and yellow ticker tape to keep the working area contained in conjunction with the legislation. As well as what’s been mentioned, there is also a warning triangle and 16 warning signs; the trolley itself keeps everything neatly self-contained for quick and tidy access.

PMM: As an industry expert, in your opinion do all garages need to be able to service hybrids and EVs?

PF: Absolutely. The UK Government has recently set a target that by 2030, 50% of all new vehicles registered are to be electric.

This combined with new emissions standards from the European Union that came into force in January 2020, requiring car manufacturers to reduce their fleet average emissions from 120g/km to 95g/km with each gram over the limit costing them €95 per vehicle, suggests that, like it or not, the changeover to electric/hybrid vehicles is happening (statistics can be found here: WWW.RDR.LINK/AT018).

Consequently, garages will see an increasing number of these vehicles coming in over the next few years and they need to be in an informed and safe position to be able to work on them or they will get left behind. Also, for insurance purposes, technicians will need to be EV Level 3 qualified and they will need the correct tools and safety equipment, which is where Kraftwerk can help.

FOR MORE INFORMATION ON KRAFTWERK TOOLS,

Kraftwerk’s VDE Tool Trolley caters to the needs of technicians operating on EVs and hybrids

WWW.RDR.LINK /AT019

PMM OCTOBER 2020 35

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TOOLS

& EQUIPMENT

PRODUCT FOCUS EBT780 battery tester As all technicians know by now, AGM and EFB batteries are becoming increasingly common within vehicles, which means it is essential that you have the right tool for testing close at hand. Introducing, the EBT780.

D

ue to the fact that the majority of vehicle breakdowns remain battery related, assessing the battery’s condition is of paramount importance to the technicians responsible for correctly diagnosing faults and identifying any underlying causes.

As important as this is for a vehicle fitted with a traditional SLI (starter, lights and ignition) battery, it is absolutely crucial in a start-stop equipped micro hybrid, which will rely on either an AGM (absorbent glass mat) or EFB (enhanced flooded battery) for its power supply. To enable technicians to assess the battery and accurately diagnose the root of the problem, ECOBAT Battery Technologies (ECOBAT) has recently introduced its EBT780 battery analyser and test tool.

“The EBT780 is a specialist tool designed to help garages fully evaluate the battery in order for them to make the correct decisions during the repair process,” explained ECOBAT’s Marketing Manager, Laura Jones.

36 OCTOBER 2020 PMM

“Therefore, in addition to its function as a voltmeter, the tool, which can be personalised for up to four technicians, provides users with multiple test options, the first being the battery test, a procedure that can be carried out with the battery in or out of the vehicle. This yields one of five results from ‘Good’, which means the battery is in good condition, to ‘Bad Cell Replace’, which highlights that the battery has a faulty cell and it should be replaced.”

Alongside the core battery test, the tool also provides a cranking test option, as well as a charging system test, which is particularly important for the growing number of vehicles equipped with start-stop technology.

“One of the invaluable features of this vital piece of equipment is that it allows users to print the onscreen result, which can be given to the vehicle owner so that they too can understand the true condition of the battery,” Laura continued. “This makes it easy for technicians to demonstrate whether it needs to be replaced or is still fit for purpose.

“Battery testing is a principle that ECOBAT recommends technicians conduct on every vehicle that enters the workshop, because battery-related issues are still the most common cause of vehicle breakdown. Therefore, irrespective of what the vehicle is originally booked in for or whether it is or isn’t equipped with a start-stop function, testing provides an instant sales opportunity, and, in addition to its problem-solving diagnostic capabilities, the EBT780 is the ideal tool to use.”

FOR FURTHER DETAILS, PLEASE CONTACT ECOBAT BATTERY TECHNOLOGIES ON 01743 218500, OR WWW.RDR.LINK /AT020

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WINTER SERVICE

& LIGHTING

Left out in the COLD Brakes and suspension repairs may not be the first jobs you think of when preparing for the winter months, but perhaps they should be? PMM finds out more.

W

hen asking car owners about how winter weather affects their vehicle, the common answers are that it places extra strain on the electrical system, tyres and even the bodywork. Whilst this is true, the brakes and suspension also bear the brunt of mother nature’s harshest season.

These components can all suffer corrosion from extreme weather and salt, while potholes can easily damage a spring or lower suspension parts. Factor in normal wear and tear, plus the increased chance of collision damage through icy or slippery driving conditions, and it’s no surprise that the demand for brake and suspension repairs can noticeably rise in the colder months.

As Julian Goulding, Marketing Manager at Delphi Technologies Aftermarket UK, explains, being able to handle this increase in demand represents an excellent opportunity for workshops: “There’s definite potential for workshops to grow revenue as a result of winter’s impact on a car’s brakes and suspension. But to optimise throughput and enjoy a ‘first time fix’ that is beneficial to garages and customers alike, workshops need to have access to quality products and even adapt how they inspect a vehicle to take account of the change in season.”

Julian continued, “Lower ball joints, for example, aren’t usually part of a normal inspection, but given their position they’re particularly vulnerable to contamination and additional stress, so they can really suffer in winter. Including these in a routine health check, especially if there’s any noise from the front end over bumps and wandering

steering, can not only result in a satisfied customer, but also extra revenue.”

A range of braking and suspension components, such as those offered by Delphi Technologies, provides a solution for garages looking to take advantage of an increased requirement for winter repairs. Notably, installation is aided by the fact that all components come complete with any relevant accessories, as winter can also take its toll on the small but vital clips, pins, and fixings that can hinder an otherwise straightforward repair if damaged.

“Our experience and investment in R&D helps us find solutions for winter conditions,” added Julian. “For example, our coated discs are covered in a zinc-flake geomet formula, which stays in place longer thanks to a salt

spray resistance of up to 240 hours – many partially painted discs are only resistant for under 100 hours. This makes it perfect for testing winter conditions.

“For technicians, they’re also quicker and easier to install since they can be fitted straight from the box with no oil to clean off. With access to the right components, it’s simple for garages and mechanics to beat the winter rush, not only helping their business to get through the harsher months, but potentially setting it up for a very profitable and productive FOR MORE INFORMATION ON DELPHI’S RANGE OF BRAKE PRODUCTS, WWW.RDR.LINK /AT021

PMM OCTOBER 2020 39

NEW MX MAG AD_Layout 1 31/07/2020 11:41 Page 1

PROFESSIONAL MOTOR MECHANIC

MECHANEX

The regional Tradeshow for aUTo  rePair Professionals

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THE LIVE EVENT FOR ALL GARAGE BUSINESSES

All the latest in diagnostics, parts, tools and equipment

NEXT SHOW Sandown Park, Surrey: Tuesday 2nd & Wednesday 3rd March 2021 SAFELY DOES IT An extensive risk assessment programme has been carried out to ensure Mechanex is a safe and well-ordered environment for all visitors and exhibitors. Enhanced measures include: l Non Touch Entry l Hand Sanitising Stations l Contactless Payments

l Visitor Flow Management l Trained Operations Teams l Regular Thorough Cleaning

Register for free at www.mechanex.info

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WINTER SERVICE

& LIGHTING

Making CONNECTIONS Original equipment (OE) wiper blade manufacturer, TRICO, presents the different methods you should use to remove and install wiper blades with pinch tab wiper arm and Mercedes slide button connections.

W

hile wiper blades are seen as a relatively easy product to fit, many drivers still struggle, which creates an obvious revenue stream for workshops.

Depending on the connection, different removal and installation techniques should be used. As a general rule, technicians should lift the wiper arm off the windscreen as far up as it will go for better accessibility. This is usually to a 90° angle, where it will stay until it is returned to its normal position. It is a good idea to place something soft – like a sponge or thick cloth – on the windscreen to protect it in case the wiper arm drops back down.

Pinch tab wiper arm The pinch tab wiper arm is extremely popular and fits several vehicles such as the Vauxhall Corsa and Meriva, Fiat Punto, Nissan Qashqai, and Ford Mondeo. There is a patent on the OE method of installation and so to comply with all international patent regulations, TRICO wipers install with a reverse method:

■ The wiper arm itself has a small nub on

■

■

■

■

the very end of the wiper, with two metal downward wings approximately 75mm down the wiper arm.

On the OE design, the small nub fits into a hole on the end of the wiper blade adaptor, with the blade and arm at a 45° angle to each other.

The wiper blade then rotates around towards the wiper arm, and two plastic sprung clips on the wiper adaptor lock into the metal wings of the wiper arm.

With the TRICO design, the metal wings must be placed into the plastic sprung clips on the adaptor first.

Then, rotate the wiper blade around towards the arm, and the end of the wiper adaptor will snap into place over the metal nub of the wiper arm.

Mercedes slide button connection This slide button connection is a new wiper arm design introduced for recent Mercedes models, including A Class, B Class and C Class, which TRICO has recently brought into its FLEX wiper blade range. Removal of the original wiper is a common issue, which can be rectified using this procedure:

■ The wiper arm itself has a small plastic cap

■

■

■

■

on its end. This cap slides forward, which releases the wiper blade from the arm. This cap will not slide forward while the arm is in the park position on the windscreen. Do not force this cap forward when in this position, as there is potential to completely break it, requiring a main dealer replacement.

The wiper arm needs to be lifted slightly from the windscreen – this is much easier if the wiper blades are placed into the service position first. To do this, turn the engine on then off again, and then press down on the wiper stalk once.

After the arm is lifted from the windscreen, gently rotate the wiper blade away from the wiper arm as far as it will go.

Once the wiper has been rotated away from the arm, the sliding cap will be released and can be pushed forward.

Once this is done, the wiper will simply fall away from the wiper arm. The new blade can be installed in the reverse order.

FOR MORE INFORMATION ON TRICO’S PRODUCTS AND INSTALLATION GUIDES, WWW.RDR.LINK /AT022

PMM OCTOBER 2020 41

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HYBRID

& ELECTRIC VEHICLES

It all starts with

TRAINING Gavin White, CEO of Autotech Recruit, lays out exactly why EV training should now be considered an essential part of any independent garage business.

T

he rapid acceleration of technologies in the automotive industry has largely left the skill set of many vehicle technicians working within the independent garage sector behind. Cars are getting ever more complex along with the technology required to repair them and consequently, vehicle technicians need an increased level of technical skill and knowledge.

Putting the difficulties into context, a Mercedes S Class has got 72 computers and 240 micro processing systems all linked to make everything work together. It is massively technical, and vehicle technicians not only need a huge amount of mechanical skill, they also need excellent communication skills to engage with customers, and be able to explain to them what maintenance is needed on their vehicles. Without this, they risk jeopardising customer confidence and losing repeat business to the competition.

Training re-focus

The images in this article were taken before the COVID-19 pandemic. Since the outbreak, Autotech Recruit has gone to great lengths to ensure that all trainers and trainees adhere to social distancing practices.

42 OCTOBER 2020 PMM

Even when faced with these advances, training employees working within the automotive aftermarket can still be a low priority. This is largely down to the fact that employers within the industry, particularly those with independent businesses who are already suffering from a shortage of skilled vehicle technicians, have to manage the financial impact of releasing vehicle technicians to attend training courses.

This predicament is further heightened by the fallout from the COVID-19 pandemic. So many automotive businesses, who are managing lower cash reserves as a consequence of the lockdown, are putting

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recruitment and training plans on ice. However, this is potentially a short-sighted decision.

With an impending rush of MOTs and servicing as a result of the axing of the MOT exemption, ensuring that vehicle technicians and MOT testers are trained to a high standard is paramount. There is a myriad of training options readily available, including virtual and on-site training. In fact, virtual training has significantly gained in traction with the IMI reporting a 60% uplift in elearning during the lockdown.

Training is readily available to ensure that all vehicle technicians have access to in-depth, high quality technical courses on key vehicle components to build a fix-first-time mentality.

Electric vehicle training Of all the training requirements, the need for a greater skill set around electric and hybrid vehicles has never been more pressing, particularly as the gap between the number of these vehicles entering the market and the technicians fully trained to service them widens.

The reality is that vehicle technicians not trained to service electric vehicles are putting themselves, and their employer’s business at risk. Nearly 20% of all new cars that joined UK roads last year were either fully electric or plugin hybrid vehicles according to the Society of Motor Manufacturers and Traders (SMMT).

In the first six months of this year alone, registrations for pure electric vehicles were up 86% on 2019 (reported by the SMMT).

And, in January this year, the Department for Transport doubled its EV charger fund to £10 million in a bid to encourage wider electric vehicle adoption.

All of this fuels the acceleration of electric and hybrid vehicles entering the market. However, in an industry which has been beset by a widespread skills shortage for many years, there is a serious shortfall in the number of vehicle technicians sufficiently trained to service them.

It is paramount that they are correctly trained to not only instil confidence within consumers, but to guarantee their own safety. Putting it bluntly, if vehicle technicians are not adequately trained, it will only be a question of time before

“Through the increased pressure from several bodies, including the IMI, electric vehicle training will eventually become regulated.” somebody, without the right knowledge, puts a spanner in a high voltage area.

The industry as a whole has a duty of care to not only ensure the safety of these technicians through training, but to future proof the industry. While there is sufficient training readily available to make vehicle technicians at the very least electric and hybrid aware, it isn’t regulated by the Government. This lack of enforcement means that independent garages in particular, are largely unwilling to send their employees on training courses for even a day due to the loss of revenue through empty bays.

However, if untrained employees are injured while working on high-voltage vehicles, employers are liable. Through its TechSafe standard, the IMI is offering accredited training as a way of certifying EV competence, whilst complying with ‘Electricity at Work’ regulations, which is enforced by the Health & Safety Executive (HSE).

With more and more manufacturers pledging to go all electric, and, through the increased pressure from several bodies, including the IMI, electric vehicle training will eventually become regulated. Autotech Recruit

has already pledged to make our entire network of temporary vehicle technicians and MOT testers EV and Hybrid aware by 2021.

Building an ongoing training culture Before the pandemic, the industry was seeing a far greater investment in diagnostic equipment, technology and learning systems, and much was being done to ensure that these skills requirements were firmly on the agenda with government and educators alike to develop the skills of current and future generations.

All well and good. We need to ensure that this ‘future-gazing’ is reflected in the learning strategy of each and every automotive business to safeguard the industry. Everyone within the business should hold a level of responsibility, regardless of their position, to ensure that they have the relevant skill set to service vehicles effectively.

While emphasis is definitely needed to create a strong pipeline of talent to manage the future of the automotive aftermarket, building a culture of ongoing training to ensure present employees remain as relevant and as agile as the evolving industry in which they work in is vital.

FOR MORE INFORMATION ON THE RANGE OF HYBRID AND EV TRAINING COURSES AVAILABLE THROUGH AUTOTECH RECRUIT, WWW.RDR.LINK /AT023

PMM OCTOBER 2020 43

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HYBRID

& ELECTRIC VEHICLES

ELECTRIC AVENUE As automotive technology changes, so do the roles and tasks of once-essential components.

HEVRA’s Peter Melville explains how advancements such as plug-in technology and electrification are causing a new set of components to come to the forefront of vehicle repair.

©Deymos/AdobeStock

T

en years ago, if I told you I could drive around with a con-rod sticking out of the engine block, or leave the alternator at home for the day, you’d think I was mad. But cars have changed so much over the last few years, some of these once-essential components are now less so, and there’s a new breed of components that we’re now reliant on.

Obviously, as has always been the case, every part of the car serves a function, and the car will need everything working correctly in order to function as designed. But here’s a little look at the components that have gone to the back of the queue, and those that have taken their place.

44 OCTOBER 2020 PMM

Changes in the engine room One part that’s playing a lesser role is the combustion engine. Whilst in non-plug-in cars this is the only source of power, it’s quite possible in many plug-in hybrid cars to complete your daily commute without even waking it. Of course, months of operation like this would lead to stale petrol, which brings in one of our new essentials – the fuel tank pressure sensor.

Petrol doesn’t go off in the same way as milk or fruit, but over time the more volatile constituents can evaporate, leaving behind the less burnable stuff. Plug-in cars prevent this by pressurising the fuel tank, as the increased pressure reduces evaporation. The tank isn’t

pressurised by a pump, but the volatile fuel in the tank pressurises itself when sealed, much like a fizzy drink. This is why most plug-in cars have a button to open the filler cap – when pressing the button, a valve allows the pressure to release from the fuel tank, and once it gets the all-clear from the tank pressure sensor, the flap is unlocked.

The next part soon to be receiving its P45 is the alternator. Introduced by Chrysler in 1960, the alternator provided us with a more efficient, powerful and reliable replacement for the dynamo. Most hybrid cars don’t have alternators, but there’s a few lurking about on some models, including Mercedes. They run with the engine, patiently waiting for a

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current overload or DC-DC converter fault, at which point a LIN signal will request the alternator to do some work.

Electronics come to the fore Joining the ranks in the essentials corner is the electric locking actuator. Some electric vehicles have none, some have one, and many use two – one on the steering column and one on the transmission’s park pawl.

The electric steering lock is the first part of the starting process – once the start button has been pressed and the correct key detected, the unlocking of the steering lock is the next essential process before the ignition can come on, and the vehicle settles into Ready mode. The parking lock prevents the vehicle from rolling away when parked, and the park position needs to be engaged to allow the car to charge when plugged in.

Both locks use a 12V motor, although the signal sent to them is normally a coded message for security purposes.

Another newly essential part is the humble door switch. Before the advent of body control modules, one of these blighters could drain your battery overnight by leaving the

interior light on, but it’s importance to electric vehicles is quite different. In a car that doesn’t make any noise, some German manufacturers have decided it’s easy to leave the car in a driveable condition when getting out, which is potentially unsafe. For this reason, some cars switch off when the driver’s door is opened, and, in some cases, won’t start if the door is still open. The bonnet switch has also gained a new role, as many cars won’t allow the engine to stop and start if the bonnet is open.

Thermal management matters Whilst cooling systems have always been essential, electrification brings new parts which have different cooling requirements.

Many vehicles use the air conditioning system, directly or indirectly, to cool high voltage batteries, and even power electronics such as inverters and chargers. The refrigerant system is also used for cabin heating in some models, which means it’s the only way to demist the windscreen. With air conditioning being a system that is often neglected as a car gets older, this new function gives it a new importance.

The motor on a BMW i3

HEVRA SUPPORTS INDEPENDENT GARAGES WITH HYBRID AND ELECTRIC VEHICLE SERVICE AND REPAIR, HELPING WITH MARKETING, TECHNICAL SUPPORT, TOOL HIRE, TRAINING AND REGULAR NEWSLETTERS AND ARTICLES. FOR MORE INFORMATION GO TO WWW.RDR.LINK/AT024 OR CONTACT MEMBERSHIP@HEVRA.ORG.UK

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HYBRID

& ELECTRIC VEHICLES

Nick Hood, UK Sales Manager at Autoelectro, outlines how the design of alternator and starter motors has kept pace with the evolution of hybrid technology.

START

as you mean to go on Stop-start systems and regenerative braking Most stop-start systems use a conventional alternator and heavy-duty starter motor, but one of the more technologically advanced or altered systems in the micro-hybrid designation is the Valeo-developed iStARS (Starter Alternator Reversible System) – Autoelectro part numbers AEG9005 and AEG9009 are popular examples of these. The vehicles using this technology have an alternator that runs a conventional 12V system. However, in this case, the alternator also works as a starter motor, by reversing the alternator and starting the engine using the auxiliary drive belt. This system is ECU controlled, and once the vehicle is started, the iStARS switches back to being an ECU-controlled alternator, charging at a variable voltage as directed by the ECU in response to the demands of the vehicle.

Vehicles with this technology often have a conventional starter motor for cold starting, but the reversible alternator means that there is no pinion to re-engage, and results in a smoother and quicker restart process.

The company also offers an alternator (AEK4006) that can be fitted on Mazdas with regenerative braking; this is an ECUcontrolled alternator which can charge at up to 25V under braking. The overcharge is stored in a capacitor and redeployed on demand, normally under acceleration, which means the alternator does not charge under acceleration, thus reducing load on the engine and increasing performance and fuel consumption.

Overall, it is a more developed and advanced ‘Smart Charge’ system that is used by many manufacturers already, where an ECU controls the alternator and its operating protocols.

46 OCTOBER 2020 PMM

Catering to full hybrid demand Although the previously mentioned components are good examples of how the function of an alternator is changing, they are by no means the full picture. Autoelectro also has a full hybrid-supporting alternator available from stock that can be fitted to the latest Peugeot 508 and 5008 hybrids.

To clarify, a ‘full’ hybrid is a vehicle that can be driven on an electric motor as well as on its combustion engine. For these references, Autoelectro has part number AEG9008, which is an iStARS type of combined part (reversible and capable of starting the vehicle). The difference is that this version has an 8kW 415V output that supports the charging of hybrid batteries. The alternator functions at both 415V for the hybrid powertrain and 12V for the vehicle electrics.

The 48V future Many within the industry will be aware of a move to 48V electrical systems. In fact, within the next five years, it is estimated that one-fifth of all cars sold will operate on this system.

The idea behind the 48V system is to power vehicle systems that were once mechanically powered, such as power steering, pumps, fans, etc. Operating these electronically reduces the amount of drag on the internal combustion engine and gives a vehicle’s central processor greater control over performance and efficiency, thereby maximising the overall operation.

At the heart of this 48V system is regenerative charging; a process that has the ability to harness the kinetic energy produced during braking. The energy is often recovered via an Integrated Starter Generator (ISG) mounted between the engine and transmission that converts the kinetic energy into electricity and supplies a compact 48V lithium-ion battery pack. The ISG also powers the conventional 12V system via a voltage converter. This ISG can also act as a starter motor, with the ability to spin the engine very fast and start the engine quicker than a standard starter motor, giving a smooth stopstart operation. The electric motor can also be used to boost the torque and horsepower to a vehicle's engine when needed.

However, for the aftermarket, the 48V future has not arrived quite yet, although when it does Autoelectro is well placed to support garages through the change.

FOR MORE INFORMATION ON AUTOELECTRO’S RANGE OF COMPONENTS, WWW.RDR.LINK /AT025

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ELECTRIC adjustment With regulators setting ambitious emissions targets, the age of electric vehicles will soon be upon us. Here, Denso highlights the components that will become essential in the electric future.

E

veryone is talking about electrification. Particularly in Europe, the trend for electric vehicle (EV) development and sales is advancing rapidly. Even as car sales in general took a hit amid the coronavirus outbreak, sales of plug-in vehicles (pure EVs and hybrids) were resilient.

What does this mean for workshops, a large proportion of which are more accustomed to working on internal combustion engines? For most, the EV trend presents several opportunities.

Electrification: why and when?

It’s commonly understood that electrification is good for the planet – but there are more factors than that driving OEM electrification strategies: ■ Environmental – Motorists are

increasingly seeking out more environmentally friendly forms of transport as they become increasingly aware of their own carbon footprints ■ Legislative – Tighter controls are being placed on CO2 emissions. Europe is set to become the world’s strictest in this regard: its target for 2030 is to reduce vehicle emissions to 59g/km – this necessitates a move towards electric and hybrid powertrains

■ Technological – The energy sources used

to power electric-drive vehicles are diversifying, making them a more practical option for manufacturers, distributors and motorists ■ Performance-related – There are dynamic performance elements unique to electric-drive vehicles, including responsive acceleration For workshops, this means a new set of essential parts to consider.

Essential part number one: the inverter The basic electric-drive vehicle system consists of three main components: battery, inverter, and motor. This system can take several forms – pure EVs, and plug-in hybrid vehicles that employ many batteries, for example. But at their core, all these systems use a motor, so they all need an inverter.

An inverter is a power converter. Vehicle batteries supply DC power, whilst the motor needs AC power for flexible control. Thus, an inverter acts as an intermediary between the battery and motor, converting electric power from DC to AC. An inverter is a complex component, and DENSO’s inverter contains features such as a two-sided cooler to minimise energy lost as heat, and a highefficiency silicon carbide semiconductor. It is

also optimised to work in the challenging invehicle environment, able to withstand washing by a high-pressure washer, soaking in seawater, and the impact of being dropped.

Essential part number two: the motor generator Another enabler of electrification is the motor generator, a mechanical unit that functions both as a motor and as a power generator and switches between the two roles according to the status of the vehicle or battery.

When the motor generator is used as a motor, it provides power to help start the engine or accelerate. When it is used as a power generator, it steadily regenerates energy during vehicle deceleration and charges the battery. DENSO aims to further develop the motor generator, which will be a significant step to overcoming one of the biggest objections to electric-drive vehicles – range anxiety. A high-efficiency motor generator will consume less energy from the battery, giving the vehicle a greater overall range.

FOR MORE INFORMATION ON DENSO’S RANGE OF PRODUCTS AND SERVICES, WWW.RDR.LINK /AT026

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WHAT’S NEW?

■ BATTERY TESTING APP What is claimed to be the first ever battery testing app has been launched by Exide Technologies, which will make it easier for workshops to test and replace batteries.

It lets workshops analyse battery test results and give customers battery replacement options within five minutes. The app is free for workshops and is designed for smartphones, but it works on any device with a web browser. The device performs advanced analysis on the battery, and tests produce a QR code. The web app can scan this code to import the test results.

These results cover cranking health, voltage, temperature, reserve health capacity and recommendations for further battery treatment such as recharge. The app has licence plate scan functionality, providing a quick and error-free way of ensuring the correct replacement battery is selected. Driving profile analysis is also available.

■ SUPPORT BENCH Under-dash work is never a comfortable task!

To make you more comfortable, Laser Tools has developed a mechanic’s support bench (part number 7825). It is fully adjustable and foam padded, with a length of 900mm and a width of 300mm. It is also height adjustable from 390mm to 520mm, so you can get it to just the right angle for comfortable working.

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■ HAND PROTECTION MOUSSE Designed to moisturise, protect and repair the skin, Derma Shield is a protective mousse from Unigloves.

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It protects the skin against common workplace skin irritants including greases, oils, inks, coolants, detergents, solvents, chemicals, and paints, or from working in outdoor environments. Dispensed as a light mousse for quick and easy application, it forms a breathable and waterproof shield over the skin that moisturises, nurtures, and protects it for four to five hours – even when the hands are repeatedly washed. It is available in three sizes: 50ml, 150ml, and 500ml.

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■ HEAVY-DUTY HAND CLEANERS With COVID-19 still in general circulation, hand hygiene is one of the primary measures recommended to prevent the spread of infection.

For workers in heavy industries, sanitising gel or regular soap and water is not enough to effectively eliminate germs.

All tough soils must be completely removed from hands to ensure that there are no viruses left clinging to the dirt. Skin health specialist GOJO has a range of heavy-duty hand cleaners, available in a ‘Natural’ or ‘Olive’ formulation, designed especially for use in a range of trade environments.

Powerful against tough dirt and grime, they are also gentle to skin.

The formulations are hypoallergenic and largely incorporate natural ingredients, including plant-based scrubbers.

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48 OCTOBER 2020 PMM

■ BUYER’S GUIDE CATALOGUE PCL has released its latest product catalogue. Featuring an easy-to-read breakdown of the company’s product range, the newly designed catalogue also includes ‘how to’ sections, providing readers with guides for finding the right equipment and using it safely and effectively.

Segments include couplings and adaptors, hoses and fittings, tyre inflation equipment, nitrogen equipment, workshop equipment, and air tools.

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â– REPAIR KIT CATALOGUE Vierol has published an updated EXPERT-KITS+ catalogue, now with more repair kits. In addition to transmission filter kits, the range also features timing chain sets, PDC sensor, and EGR kits, as well as filter and clutch sets. Each page of the catalogue includes an additional QR code, with a link to the full range of EXPERT-KITS+ in the same product category. This makes it easier for garages to identify and procure parts, as well as conserve storage resources. The components in the kit are perfectly coordinated, so there is no need to search for the accessory parts required for the repair process.

í˘ą HHO Engine Carbon Cleaner

■ENGINE CARBON & DPF CLEANERS DPF cleaning is a great potential source of revenue. To allow workshops to grasp this opportunity, Sealey’s offering contains three workshop machines that allow for same-day DPF cleaning and HHO engine carbon cleaning. This cleaning can reduce emissions, improve performance, increase vehicle life, and even eliminate engine fault codes.

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Model CC230V is the HHO í˘˛ DPF Ultra Engine Carbon Cleaner, Cleaning Station which tackles carbon buildup in both diesel and modern petrol engines.

Such build-up forces the engine to work much harder, increasing chance of engine fault or failure, increased emissions, and even fuel consumption. The CC230V is fed into the air inlet of a running vehicle and removes excess carbon build-up, giving you a thorough internal clean with results within the hour and without the need for supervision.

■SANDING BLOCK Power-TEC’s Maxi Sanding Block (part number 92581) is 775mm long and 115mm wide. It is a hook-faced rigid sanding block that is designed to give you a consistent, flat finish on larger areas, like van sides and commercial vehicle panels.

Model DPF1 is the DPF Ultra Cleaning Station, which unblocks DPFs so that they don’t need to be replaced. The DPF is strapped down to the cleaning bay and a mixture of high air pressure and water is forced through in stages over a period of time until the water coming out is crystal clear. Chemicals are then applied to prevent future blockage.

Finally, Model No. DPF1KIT is the DPF Ultra Cleaning Kit, to be used with the DPF1. This two-stage ultra-treatment kit includes a powerful DPF cleaner and a nano-catalyst protect solution.

You can extend the length to 1,550mm by joining two of them together with the special extension kit, part number 92582. That will tackle long, straight panels on larger LCVs. If you are repairing bodywork regularly then the Maxi Sanding Block and the extension kit are a good idea.

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í˘ł DPF Ultra Cleaning Kit

PMM OCTOBER 2020 49

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ADVERTISEMENT INDEX

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

Mewa ................................................................ (page 19)

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

Mechanex .......................................................... (page 40)

Autel .................................................................. (page 13)

Millers Oils ...................................................... (page 28)

Bailcast .............................................................. (page 46)

Morris Lubricants ........................................ (back cover)

Ben .................................................................... (page 33)

Powerprobe Ltd ................................................ (page 26)

BM Catalysts Ltd ................................................ (page 4)

Robert Bosch Ltd ................................................ (page 9)

Clarios/Varta ...................................................... (page 38)

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

Clean Diesel Technologies ................................ (page 26)

SP Diagnostics .................................................. (page 31)

Energizer Group Ltd ........................................ (page 21)

Traction Charger Co Ltd .................................. (page 45)

Induction International ...................................... (page 25)

Trico Products Ltd ............................................ (page 26)

Jack Sealey Ltd ................................................ (page 37)

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