Professional Motor Mechanic October 2023

PMM

PROFESSIONAL M OTOR M ECHANIC

ENTER THE CPD ZONE!

YOU COULD EARN ONE CPD CREDIT THIS MONTH

Let’s get technical

GUIDE TO BOSCH’S DIAGNOSTICS SOFTWARE

INFORMATION ON ADAPTIVE RIDECONTROL

TROUBLESHOOTING

A DPF ISSUE

INSTALLATIONTIPS ON MMT CLUTCHES

ALL THINGS

BRAKES COVERED

FREE TOTHE TRADE

THEHIVE Q&AINSIDE LOUISEBAKER IN PROFILE

FIND AJOB IN YOUR AREA

PRODUCT TEST: ROWASHER

Editor’s Picks

11 LISTEN UP

PMM’s Freya Coleman takes us through her highlights from the recent PMM podcast episode, where she caught up with Louise Baker from Womanic to try and to get to the bottom of why more women aren’t mechanics.

16

TECHNICALLY SPEAKING

As part of this month’s CPD Zone, PMM’s diagnostics expert Ben Johnson look at a BMW X5 40E that was refusing to start. Make sure to read and scan the QR code to claim your CPD point.

58 PUT TO THE TEST

See what John Rayment from Rayments Garage has to say about his experience with Rozone’s Rowasher as he trials it in his workshop.

76 CLASSICS MADE MODERN: PART 2

If you’ve ever considered converting a classic car into an EV then make sure to catch the second part of our articles on Fellten, a company that provides kits and assistance on workshops tackling the conversion.

47-56 BRAKES & CLUTCHES

65-69 OILS, LUBRICANTS & ADDITIVES

59-62 THE MODERN WORKSHOP

Editor KIERAN NEE

News and Products Editor

FREYA COLEMAN

Digital Manager

KELLY NEWSTEAD

Group Manager

ROBERT GILHAM

Account Manager

ALEX DILLEIGH

Magazine Designer

GEMMA WATSON

Group Production Manager

CAROL PADGETT

Production Assistant

CLAIRE SWENDELL

Distribution Manager

KARL CLARK

Subscriptions

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

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Twitter: @pmmmagazine Copyright © 2023

Always at this time of year I start to feel a twinge of excitement and I don’t know why: summer is over, Christmas still a while away… ah, yes, that’s it, Mechanex is just around the corner. This year, I am especially excited because it is the inaugural year of the PMM Live element of the show, so for the first time visitors will see our logo all over the hall and will be reminded who actually runs the show!

We’ll be running a more comprehensive preview in the next issue of the magazine, as well as dedicating a special episode of the podcast to catching up with our headline sponsors Mann+Hummel, so be sure to check those out. But in the meantime, we have a Q&A in this issue with the latest addition to the PMM Live seminar area – Mr Neil Pattemore, who will be updating visitors on the latest goings on at home and in Europe with respect to keeping the aftermarket both independent and competitive. With updates on Motor Vehicle Block Exemption and the introduction of the SERMI scheme, safeguarding access to data for independent workshops, there will be plenty to talk about.

Also for this issue, we reached out to some of the diagnostics tools suppliers to find out what makes Mechanex such a great show for diagnostics. It seems that workshop owners are using the show as the perfect opportunity to upgrade their equipment, and it’s no wonder given the great deals suppliers offer visitors.

Personally, I think Mechanex offers something other trade shows don’t. There is an excitement in the hall that fills the two days that is lacking in other shows. What sets MechanexPMM Live apart is the hands-on element, the demonstrations, the straight-talking discussions of tools and products that will make you money. And, really, isn’t that what this is all about? If you’re going to take a day out from work to come to Sandown Park, it needs to be worth it. Whilst the free parking, free bacon roll and the free t-shirt are certainly nice, it’s the training seminars from our two seminar stands and from our headline sponsor’s exhibit stand, coupled with all the new products and product deals, that really make it worthwhile.

The BIG Show Kieran Nee

Editor

JOIN M E EACH M ONTH ON THE PMM PODCAST

PMM NEWS

NEWSIN BRIEF

■ LEGISLATION DRIVING DPF DEMAND With particle number counters being brought into roadworthiness tests in Belgium, The Netherlands, Switzerland and Germany, BM Catalysts have predicted that similar measures could soon be seen in UK, pushing DPF demand.

■ DVSA PUTS BRAKES ON MOT CAMERA PLAN Due to security concerns, the DVSA has paused its trial of the use of connected cameras in garagess. This would have trialled the use of devices with built-in cameras to take a photo of a vehicle’s number plate, removing the need to enter the number manually and aiming to reduce human error.

■ EV VALUES HAVE DROPPED, BUT DEMAND IS UP Figures shared with This is Money show that the ten most-depreciating used cars in July were all EVs – such as the Tesla Model X with prices down 29.7 per cent. However, according to a report by the SMMT, demand for second-hand electric cars is on the rise.

■ THE MOTOR OMBUDSMAN PARTNERS WITH AA APPROVED GARAGES Objectives with the partnership include expanding the number of garages adhering to the ombudsman’s code of practice and increasing the standards delivered by AA garages.

with

Freya Coleman

EV training warning issued

With the Prime Minister himself, Rishi Sunak, casting doubts on the 2030 petrol and diesel ban, the IMI is urging the government to continue investing in EV training.

When quizzed on the 2030 deadline, Sunak responded “we’re going to make progress towards net zero but we’re going to do that in a proportionate and pragmatic way that doesn’t unnecessarily give people more hassle and more costs in their lives – that’s not what I’m interested in and prepared to do.”

Amidst these reports that the date of the 2030 ICE vehicle ban could be pushed back, the IMI is warning that the delay cannot be a ‘free pass’ to delay investment in EV training. This comes as the institution reports a 10 per cent drop in the number of newly qualified EV technicians, compared to the same period in 2022.

Steve Nash, CEO of the IMI, has said: “The government has a difficult job to do to balance the UK’s ability to be ready for the 2030 deadline with the hard to ignore environmental threats. The lack of a strong strategy to date for UK-based control of the supply chain is certainly raising questions about the vulnerabilities this could create for our economy and infrastructure.

“However, if the government acknowledges its miscalculation and moves the deadline it is absolutely crucial that this

Noise complaints

Noise cameras that can automatically detect cars with excessively loud ehausts are supported by 58 per cent of drivers, according to new research from the RAC.

This follows the Department for Transport’s £300,000 trials in Bradford, Great Yarnmouth, Birmingham and South Gloucestershire. Cars eceeding the 74-

is not seen as a ‘free pass’ to delay investment in infrastructure and training. Our latest data already shows that we are already behind the trajectory needed to have an automotive aftermarket workforce EV-ready.

“The IMI predicts that by 2030 the UK will require 107,000 IMI TechSafe qualified technicians to meet the evolving demands of the growing parc of electric vehicles. This figure rises to 139,000 by 2032, with our projections indicating a potential shortfall of 25,000 technicians if the current trends persist.”

decibel legal limit trigger the micrphones mounted on the cameras, with photos used by local police to identify and fine drivers.

The government hopes this will help crack down on dangerous boy racers and those who fit their cars with modified exhausts. So, expect to see less of these in the workshop if the cameras are successful.

“Any change in government strategy over the 2030 deadline must not mean investment in training can be paused.”

Steve Nash, CEO of the IMI.

FOR UP-TO-DATE NEWS, SIGN UP FOR OUR WEEKLY E-NEWSLETTER. SIMPLY SCAN THE QR CODE

Help shape apprenticeships

The IGA is asking dependent workshops to share their insights on apprenticeship opportunities, the feedback hoping to encourage an increase in government support in the promotion of apprentice recruitment and training within the sector.

Stuart James, chief executive of the IGA, commented, “Investing in apprenticeships is essential for securing the future of our industry. The dedication and expertise of a skilled workforce are vital in meeting the everevolving demands of the automotive sector.”

1380 %

the estimated jump in EVs in Cornwall according to analysis by Schneider Electric, with 471 EVs per charger along the coast. This data comes as we approach the UK’s 2030 petrol and diesel ban, doing nothing to ease range anxiety.

£ 776

is now the average cost of car insurance in the UK, increasing £119 in three months according to data from Confused.com. This puts car insurance as the third highest household bill in the UK.

1 in 5

In pictures:

Mechanex, the hands-on show for hands-on techs is more committed than ever to bringing PMM to life with new opportunities to debate the future of independent workshops. Returning to Sandown Park in Surrey on the 7th and 8th of November.

Northern Ireland MOT delay

As motorists in Northern Ireland are facing a three-month wait for an MOT, there are calls for the reintroduction of a temporary exemption certificate, which was last used during the pandemic.

According to the John Stewart, Ulster Unionist Party infrastructure spokesperson, this backlog comes as “no surprise to anyone”, as issues have been brewing since inspections in January 2020 found lift faults in 48 out of 55 test centres, followed by the closure of test

centres during the Covid-19 pandemic.

In response, roads policing superintendent Gary Busch responded the “Driving and vehicle agency (DVA) will make every effort to secure a MOT test date for any motorist whose MOT is due to expire”.

The Department for Infrastructure has said that the DVA is now exceeding prepandemic MOT test levels, with 1.15 million tests conducted in 2022/23, a 25 per cent increase from 2021-2022.

motorists no longer “brimming” their tank thanks to mortgage and rent hikes says the Startline Used Car Tracker. 12 per cent have stopped using their car entirely because of high housing costs.

£

160 k

the amount customers are still owed after a garage in Warrington closed in spring of 2022, the director filing for personal bankruptcy.

DATES FORTHE DIARY

■ Mechanex, The UK’s longest-running trade show dedicated solely to the independent aftermarket will once again be held at Sandown Park on Tuesday 7th and Wednesday 8th November. This year’s exhibitors so far include Alldata, JLM Lubricants, Liqui Moly, MAHA, Rotronics and many more!

Registration AND parking is free, so scan the QR code to register!

■ Garage management software Garage

Hive has announced the Blend is back on the 7th of October 2023 at the Eastside Rooms in Birmingham, with tickets now on sale. It is a two-in-one event featuring a conference during the day where you can hear from industry speakers on how to run your business more efficiently, before the evening event with a threecourse meal and the chance to network.

■ Bookings are now open for the IAAF annual conference and awards dinner, taking place at DoubleTree by Hilton, Milton Keynes on Thursday 7th of December. The conference features a line-up of leading industry voices, and in the evening, delegates will be invited to the awards dinner, with Tom Allen, opening a show aiming to recognise outstanding achievements across the automotive aftermarket.

Why aren’t more women in the workshop?

If you’ve ever wondered why there aren’t more women in the motor industry, you wouldn’t be alone – the percentage of women in the automotive indsutry sits at just 19 per cent and the number of women actually in the workshop, working on cars, is even lower.

But why would garages want to hire women? According to Louise Baker, garage owner and mechanic who we spoke to for the PMM podcast, she advises that “You need to open your doors, if you have more women in there that know what they’re talking about, not just the women on the counters, you’ll see that we're a bit more empathetic, we're a bit more meticulous and I do think we have a better relationship when we're talking woman on woman than when we’re talking man and woman. That's just the way it is, you feel more comfortable.”

Ultimately, the more woman that get into the trade, the more people will see that this is something that they can do. As PMM’s Freya Coleman and Louise Baker discussed in the

Agaragemakeover

Euro Performance has invested a sixfigure sum in what it calls a ‘significant workshop refit’ to upgrade its nine lifts and equipment, as well as installing airconditioning, flooring, a reception, meeting rooms and staff break out facilities. As part of the makeover, it has recently invested in a website, also giving its online space an updated look.

Owner, Gareth Davies, said: “Even though we’re right in the middle of the refurb, for the workshop it’s business as usual. To add to everything that’s going on, I also knew we needed a team of garage sector

podcast episode, it’s important for young girls to know that becoming a mechanic is an option for them and this is why Louise often goes into her daughter’s school to preach about how cool her job is. By speaking to Louise about her career and her company ‘Womanic’, PMM hopes to highlight female talent and inspire more women to pick up a spanner.

To listen, scan the QR code

website specialists to partner with us and build a strong online presence. Whilst the virtual world is no less complicated than overseeing the garage re-fit, thankfully I found Jim and his team at Garage Services Online. What a game-changer they’ve been.”

A sunny helping hand

More people than ever before have been reaching out to the automotive charity Ben’s helpline for support, with 2023 seeing a 23 per cent increase in enquiries (year on year).

Given the knock-on effect money stress can have on people’s mental health and wellbeing, this comes as no surprise. Ben has apparently supported 128 households that couldn’t afford to put food on the table, 66 households that couldn’t pay their rent or mortgage costs and 52 households that couldn’t afford utility bills.

In addition to supporting basic living costs, the charity was also giving families the opportunity to enjoy spending time together during the summer holidays, and take the pressure of families that face impending back to school costs.

NEWSIN QUOTES

“ The IMI fully supports the UK government's ambition to transition to zero emission vehicles. This new inquiry...is timely and essential. We are particularly pleased to see that the environment and climate change committee, led by Baroness Parminter, recognise the importance of seeking input from the automotive sector itself, as well as motorists.”

Hayley Pells, policy and public affairs lead at the IMI, commenting on the House of Lord’s enquiry into electric vehicles

“ GSF Car Parts will continue to operate with total independence from LKQ Corporation during the transitionary period. Our 180 branches remain open for business as usual and will continue to offer excellent service to trade and retail customers.”

GSF Car Parts president and COO Sukhbir Kapoor’s response to the completion of the acquisition of Uni-Select.

In pictures: Speed of Sight charity hosted a track day at Castle Combe Circuit in Wiltshire, giving people with any disability the chance to drive themselves around the racing circuit.

PMM THE PODCAST

With women making up just 19 per cent of the automotive industry, and even less than this actually working as technicians, I wanted to shine some light on female talent in the trade in the hopes it might inspire young girls and older women alike. For this episode Louise Baker immediately came to mind – her keenness to spread the message that women have a place in the workshop coupled with her experience running her own garage business made her the perfect candidate. It also helped that we’d worked with Louise before in the magazine, in 2017 when she first opened her business.

PMM ’s news and products editor Freya Coleman hopped on a train recently to speak to Louise Baker, the woman behind Womanic. Together, we try and get to the bottom of why more women aren’t picking up a spanner and getting their hands dirty. If you’re not already convinced, here, Freya takes a look at some of her highlights from the episode.

A bit of background

So I’m self-taught in everything I do, so I’m selftaught in cars. I made my own website. I made my own my own business cards, I do my own social media. I do my own PR, I do my own advertising,

A head scratcher

marketing. I pretty much do everything on my own. It’s really full on and it gets a lot and it can get a bit overwhelming, but when I have a quiet day, I take a step back and just reflect over the week. I'm super lucky.”

From speaking to Louise, it was clear to me how much she loves her job, and she was perplexed as to why more people don’t want to be mechanics, so I asked her what her favourite part of the job was:

My favourite part of the job is getting a head scratcher that no one else can solve, and then I solve it. I’ve had a couple of them – I had a Mini Countryman in not so long ago, a good customer of mine actually, she’d just bought it. I think she got it from a decent, reputable dealer, and every time she drove, so she’d drive off in the car and then when she’d come back, it wouldn’t start again.

“She had it recovered, she had it took to her local garage, she had it taken to Mini and Mini couldn’t figure out what it was. And she phoned me, she’s like, ‘Lou, I don’t know what's

going on. It’s doing my head in now.’ So, I was watching Love Island and when I was watching Love Island, I was just doing a bit of research and I found out that the relays fail.

“So, I went round the house the next day and I was like, ‘let’s just try it, you know?’ I can literally just switch the relay, it’s not costing you any money and she’d already spent like £300£400 having people trying to diagnose it. So, I switched the relays out and it didn’t happen. And I thought, oh my goodness, I've sussed it, I can’t believe it. She went out and, to this day, it’s not failed.”

Overcoming Obstacles

It hasn’t always been smooth sailing though...

So, being a single mum and having my own business and working on my own, it's really hard to juggle and spread my time out wisely becaus if I don't work, I don't get paid and if I don't get paid then I can't take my daughter out. So, now it's the school holiday, she's going to expect to go and do stuff. But if I take a day off, I'm not going to get paid for it.”

You'll be spending money not getting money?

“100 per cent. So now I have to plan my time. I try to do at least one thing a week with her that in my head's planned, I know what I need to do and as long as there's no spanners thrown into the works that throw me off course, I'll figure it out.”

A dedicated mechanic

This episode highlight came when I was chatting with Louise after the official ‘recording’ of the podcast, and she mentioned how she struggled with confidence early on in her career – something I’m sure a lot of people can relate to. I dug out my recorder as Louise was underneath a car and captured the following:

So when I first started out, it’s no secret that when let’s say I’ve done a lower arm on a car, I’ve been known to sneak out at like two, three o’clock in the morning back to my customer’s house and get onto the floor, under the car and just double check that I’ve pinched the wheel bolts up — it’s just pure paranoia. When you first start out, you’re just constantly overthinking. And I’d go sleep worrying that I’d not pinched something up or I’d not marked

A final message

something, and I’d just panic.

“So literally I had to go out there with a breaker bar and I’d pinch the wheels up and the customer would be fast asleep in bed, none the wiser. It was perfectly fine and I’d done everything I was supposed to do, but I’d just constantly second guess myself. And I suppose now, I still do it a little bit, but nowhere near as much as I did when I first started – it’s just confidence.”

My final highlight from interviewing Louise was her advice for anyone wanting to pursue a career in a workshop:

My advice is to just do it. Just do it. Don’t think about it. Just do it. Don’t procrastinate. If you want to do it and you love it, and you enjoy it, no matter

what it is, whether it’s cars, whether it’s anything, if you’ve got an interest in it, just do it. Don’t let anyone tell you that you can’t do it.”

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“I feel like as a woman in the trade, I have a public service to make sure that every other woman in the trade gets into schools.”

YOU ARE NOW ENTERING

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Continuing professional development (CPD) can be broadly defined as any type of learning you undertake which increases your knowledge, understanding and experience of a subject area and your role within it. To help professionals to better document and prove this process, our new CPD Zone features articles that have been checked, verified and accredited by a thirdparty specialist organisation.

The content within the CPD Zone will provide you with 1 CPD Credit, or 1 hour’s worth of continuous professional development.

Once you have read through the articles contained within, you will be able to scan the QR code at the end of the last article. This will provide you with a downloadable certificate, personalised to you. This can then be used as part of your ongoing CPD record, as needed to satisfy various organisations and schemes. Regular readers of PMM, therefore, could earn 11 CPD points just by reading the magazine each month.

DO NOT SCAN THE QR CODE UNLESS YOU HAVE READ ALL OF THE CONTENT WITHIN THIS SECTION!

CPD relies on self-certification, which in turn relies on professionalism and honesty from those who participate. We have great faith in the diligence and professionalism of our readers – we are called Professional Motor Mechanic, after all. It is fairly safe to assume that if you are picking up PMM each month, then you are already interested in reading and understanding technical content. Indeed, we are a lifeline for many in the industry who rely on us to spread the word on the latest changes and developments originating with the OEMs.

THIS PROCESS IS COMPLETELY FREE

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TROUBLESHOOTER

Why did the X5 40E start intermittently?

Ben Johnson is driven to his wits’ end by yet another BMW X5 40E in the workshop. This time, the car refused to start, until it did start… meaning it wasn’t simply the fuse at fault.

These days, the phrase “here we go again” seems to slip from my lips more often than not. It's a refrain that frequently accompanies the sight of yet another X5 40E being towed in, the nature of its latest breakdown a mystery. This Monday morning was no different, as another one –this time an M-sport variant –sat forlornly in the car park. The recently installed towing hook in the front bumper area caught the glint of the early morning sun, its golden hue suggesting that before any diagnostics could commence, a push inside might be necessary. True to form, the tow truck driver had chosen the most distant spot from the workshop to deposit it.

With a sense of determination, I attempted to start the engine. After two unsuccessful tries, hope was not lost. As the saying goes, perseverance pays off, and on the third attempt, the engine roared to life, albeit with a touch of smoke billowing from the tailpipe. But that

was inconsequential. The primary goal was achieved: it could be driven to my ramp under its own power. After all, no one relishes the thought of exerting the effort to push nearly two tonnes early on a Monday morning.

Once securely positioned on my ramp, I made another attempt at starting, only to be met with resolute refusal. Despite my efforts to crank it, the engine remained stubbornly silent. Alongside the sound of the starter motor's efforts, a check control message appeared, displaying “fuel system” on the Kombi LCD screen.

The diagnostic process using ISTA promptly unveiled fault codes pinpointing issues within the fuel system. Specifically, the codes indicated both excessively low high-pressure

and low-pressure levels. In the realm of the X5 40E, the fuel system is straightforward and is overseen by the EKPS control unit. Operating on the PT-CAN bus, this unit's primary responsibility involves energising the fuel pump –serving as the single-phase variant in this vehicle. Additionally, the EKPS undertakes the task of regulating fuel pressure, ensuring that minimal output from the in-tank low-pressure pump suffices when fuel demand decreases. This modulation is achieved through precision PWM control. The fault codes do not explicitly pinpoint a faulty control unit per se, rather the fault codes are stored due to the feedback from the fuel rail pressure sensor during engine cranking –pressure that is too low triggers the DME to set the fault codes. To provide an in-depth perspective on the fuel system, I've crafted an illustrative diagram (Fig.2).

Getting started

So, where does one begin? Initiating a comprehensive vehicle test exposed a clear lack of communication from the EKPS control unit on the PT-CAN bus. As I consistently emphasise to newcomers embarking on this career path, the starting point is invariably the fuse check. True to form, the 20 amp fuse had met its demise. Positioned within the rear fuse box –located on the right rear section of the boot area –it’s this fuse that provides a permanent live power supply to the EKPS (Fig.3). The root cause behind the EKPS’

A plethora of warning lights. Cranking but not starting

Basic overview of the low pressure fuel system on the X5 40E

“As I consistently emphasise to newcomers embarking on this career path, the starting point is invariably the fuse check.”

Ben Johnson, diagnostics expert

Sure enough the EKPS fuse had blown, but why?

communication failure on the PT-CAN became evident, and logically, this issue would prevent the car from starting, given the fuel pump’s reliance on the EKPS. Yet, an intriguing puzzle remained: why did the vehicle fail to start for both the customer and myself, but then obediently roar to life after three attempts? This mystery was soon to be unravelled, revealing an intermittent pump malfunction that at some point had managed to evade excessive current draw. My working hypothesis is that this intermittent behaviour prevented the fuse from blowing earlier and the pump had simply just gone open circuit sporadically.

Pinpointing the issue

The open circuit phase was clearly now over as inserting a fresh fuse unveiled a repetitive pattern –every time the engine wascranked, the fuse would succumb immediately, joining its fallen comrades in the electrical graveyard (aka the bin). After enduring this exasperating cycle four times, I exercised prudence and shifted my focus towards disengaging the EKPS connector, marking the commencement of the testing phase.

Upon inserting another fuse and activating the ignition, a glimmer of progress emerged –the EKPS showcased its willingness to communicate. Consequently, my focus

pivoted to scrutinising the fuel pump itself, especially considering that detaching the fuel pump from the EKPS connector prevented the fuse from blowing. It was a clear indication that the fuse was blowing due to the excessive current draw attributed to a faulty fuel pump.

The task at hand demanded the deployment of an amp clamp, although the fuse’s swift demise made it nearly impossible to capture a meaningful reading. Compounded by the unavailability of my usual, smaller, amp clamp, I was compelled to employ a substantially larger clamp calibrated for the hundreds

range. To obtain a tangible reading, I resorted to recording the clamp screen on my iPhone and subsequently reviewing the playback. The revelation was staggering: the current draw surged to an astonishing 98.7 amps. It became abundantly clear why the seemingly feeble 20-amp fuse met its end instantaneously every time the car was cranked over (Fig.6).

Having meticulously inspected the pump and discovering no anomalies, I deemed it necessary to check the pump wiring leading back to the EKPS. My efforts to unveil potential issues yielded no traces of shorting to ground or to 12V. A thorough assessment, conducted with both ends of the harness

disconnected, again yielded nothing out of the ordinary. Armed with this evidence gathering, the course of action became clear: the decision was made to order and fit a fresh pump and EKPS. The outcome was as anticipated –the issue was resolved. Curiously, there were no indicators of scorching, arcing, or loose connections; the root cause appeared to be confined within the pump itself.

Although a simple fault find, this fault discovery brought a profound sense of relief, especially considering the myriad of issues that this generation of X5 has been prone to. It highlighted that the problem at hand wasn’t as severe as the array of potential faults that could have arisen.

The temptation to disassemble the pump in search of a cause was outweighed by the fact that the vehicle was fixed and running well. In a world where time is perpetually in short supply, expediency dictated moving forward to the next waiting customer. With any luck, the forthcoming months might usher in a period of respite, marked by a reduction—ideally, an eradication—of issues afflicting hybrid X5s and a well-earned break from these troublesome vehicles.

The EKPS connector. Note the transparent shielding wire (not shown in the schematic)

No voltage and a blown fuse to the EKPS power supply

Surprisingly low resistance across the pump

Huge peak draw of almost a hundred amps on a 20 Amp circuit spells trouble.

KNOW YOUR PARTS

Adaptive Ride Control Systems

Suspension specialist Arnott explains how adaptive damping systems operate, providing a better understanding of how this suspension technology works.

As the automotive industry continues to enhance drivability and make the ride more comfortable, suspension technology plays an ever more important role. Suspension systems have been equipped with classic coil spring and shock absorber set-ups for a long time. Conventional leaf and coil spring systems evolved into air suspension systems and regular hydraulic shock absorbers evolved to highly advanced adaptive damping systems (that can be matched with both coil and air suspension systems). These innovations optimised the ride and handling for different driving conditions.

A typical modern adaptive ride control system contains the following components: adaptive dampers, an electronic control unit, a sensor set, and a driver preference switch. The sensor set is typically a combination of accelerometers that are located on the body, and position sensors located near the suspension at all four corners of the vehicle. Most vehicles with an adaptive damping system feature a driver preference switch. This is a button on the dashboard that allows the driver to select a preferred driving mode such as comfort or sport.

In this article, the “adaptive damper” can be any electronically controlled adjustable damper (including magnetic ride) since the basic operating principles for the system are the same.

How it works

Adaptive damping systems began by using variable dampers with two or more discrete settings. The more modern adaptive systems use “continuously variable” dampers instead. The working principle between (older) discrete setting and (modern) continuously variable dampers is essentially the same. The difference is that in a discrete setting shock the valve is ON/OFF (fully open or fully closed), whereas a continuously variable valve allows the damper setting to be adjusted to any value between preestablished firm and soft setting limits.

The ride control ECU is the brain of an adaptive damping system. The ECU is connected to sensors located on the body and the suspension at all four corners of the vehicle. Additionally, the ECU is also connected to the vehicle’s main data bus to get inputs including vehicle speed, throttle position, steering angle, transmission, and brake applications and others.

The ECU receives these different data streams and uses them as inputs to an algorithm which continuously calculates the magnitude and direction of the vehicle’s body motions in heave, pitch, roll and yaw as well as the motion of each wheel relative to the vehicle body. The motion calculation results are then used to determine the

damping force required at each individual corner of the vehicle to provide the desired ride and handling characteristics – as defined by the algorithm and the position of the driver preference switch.

Once the ideal damping force has been calculated, the ECU provides the appropriate amount of electrical current to each damper to obtain the desired damping characteristics. This entire process occurs in milliseconds – more than fast enough to react to almost any road input.

Except for the magnetic ride systems, the damping force of adaptive dampers are controlled in more or less the same way. The firm and soft damping force limits of adaptive dampers are controlled by shim stacks installed in separate flow passages within the damper. The damping force adjustment is typically achieved by opening or closing a

The more modern adaptivesystems use “continuously variable” dampers instead of variable dampers with two or more discrete settings.

Signal from the car’s computer

fluid flow control valve to regulate the amount of fluid flowing through each flow passage.

For example, if a softer damping characteristic is needed in a continuously variable adaptive damper, the flow control valve will adjust so that more fluid will flow within the damper and will pass through the shim stack which defines the soft setting, and less fluid will flow through the passage containing the firm valve stack.

The next step

The Arnott eRide R&D team focuses on a collaboration with the continuously variable ride control systems currently being used by the different car manufacturers. Getting it right is quite a delicate process because electronic control strategy and the execution of that strategy is a combination of car

manufacturer’s requirements and supplier offerings. The reality is that every ECU design works a little differently and the algorithms can be significantly different –even if the same shock design is being used.

To design and implement such technology for the aftermarket, it was crucial to make the eRide valve design functional and working in compliance with the variety of ECU set ups and valve designs. For example, the switching speed – which is the reaction time to switch between damper settings – can vary

greatly. A change made for the switching speed for a particular application may work as improvement for a specific model but could actually cause performance issues for other vehicle applications. The eRide technology can be used to replace any continuously variable shock with an internal valve. Other valves with alternative designs are currently in development and will be released by the company at a later stage.

The continuous commitment and hard work of all the teams has led to a valve design that Arnott claims allows it to match or exceed OE ride and handling in all applications.

WWW.RDR.LINK/ABB002

Every ECU design works a little differently and the algorithms can be significantly different.

PMM THE PODCAST

WHAT DO CHANGING A BATTERY, CHANGING A BABY (JUST THE NAPPY) AND CHANGING YOUR MORNING RADIO STATION ALL HAVE IN COMMON?

THEY OFFER THE PERFECT OPPORTUNITY TO LISTEN TO THE PROFESSIONAL MOTOR MECHANIC PODCAST WITH KIERAN NEE.

HEAR ADVICE ON PRICING JOBS, MANAGING PARTS SUPPLY, ELECTRIFICATION, RECRUITMENT AND MUCH MORE.

BEST PRACTICE

Brake pads

Blue Print offers some best practice advice on two brake pad ranges, one for PSA group vehicles, the other for Mazdas.

Rear Brake Disc with wheel bearing

Many Peugeot, Citroën and DS models are equipped with rear brake discs that have an integrated wheel bearing. As a result, this type of assembly allows for significant weight saving, since the brake disc also becomes the wheel hub. This preassembled part also makes replacement quicker and easier for the workshop, whilst eliminating the risk of mounting a bearing with incorrect clearance or seal positioning. However, care must be taken when fitting this type of brake disc to the stub axle as this disc/bearing assembly is also fitted with a multipole reluctor for the wheel speed sensor. With the old brake disc removed from the vehicle, the wheel speed sensor should be inspected for excess corrosion surrounding the mounting area. It is important to note that any excess metal corrosion can alter the position of the sensor – affecting its functionality. This can lead to direct contact with the reluctor, causing damage to the new brake disc assembly (Fig.1).

Part numbers

ADP154305, ADP154351 Models

Various Peugeot, Citroën and DS models

Subsequently, an increased air gap between the sensor and the reluctor can also occur, resulting in an anti-lock brake system fault – logged as a sensor implausibility signal fault code in the brake control unit.

Therefore, during the installation of a new brake disc it should be identified if the speed sensor is in contact with the multipole reluctor, or if the air gap is not correctly aligned. If discovered to be incorrect, the brake disc and speed sensor should be removed. The sensor seating location should be cleaned of corrosion and – if damaged –the sensor refitted or replaced. With the new brake disc re-installed, and the sensor correctly aligned, a clear 1-2mm air gap between the reluctor and the sensor will be visible (Fig.2).

Adjustment unit for handbrake adjustment

Part number

febi 104935

Models

Various BMW models

FUNCTION

The handbrake lever pulls on the two cables which transmits the applied force to an expander (adjustment unit for handbrake adjustment) within the brake drum housing for each rear wheel. The expander is attached to the end of the handbrake cable. As the cable is pulled, it causes the

expander to open. The expander is forced against the brake shoes where it then pushes the top of the shoes apart. In doing so, it presses the friction material against the inner surface of the brake drum. If the parking brake is functioning correctly, the shoes will press sufficiently to securely lock the wheel.

Fig. 1 Damaged reluctor due to contact with the sensor

Fig. 2 Brake disc and sensor correctly installed

CAUSE OF FAILURE

Seized operation of the expander or wear is quite common. This causes the parking brake shoes to bind or leads them to not be effective. The parking brake on these vehicles is a drum brake system integrated into the rear brake disc. As a result, the

parking brake linings barely wear, and the condition of the hand brake can only be determined when the brake discs are removed. It is recommended that the hand brake shoe expander is replaced when the parking brake shoes are replaced, or, alternatively, every four years.

Rear brake pads, rear brake discs

Part numbers

ADC44288, ADM542112, ADM542114, ADM543124, ADM543127

Models

PROBLEM:

When replacing the rear brake pads and/or the rear brake discs, the vehicle is required to be set into maintenance mode. By doing this, the EPB motor gear unit will operate and allow the brake pistons to be pressed in for brake maintenance purposes.

CAUSE:

When the EPB is applied, the EPB system detects the current brake disc position and automatically adjusts it to the optimum EPB release position (brake pad to disc clearance). Failure to carry out the correct procedure (i.e. initially setting the vehicle into maintenance mode) will potentially cause an operational problem with the EPB system.

SOLUTION:

When performing repairs and maintenance to the rear brakes on the vehicles listed above, it is important to set the vehicle into maintenance mode as explained on the following page.

Caution: If performing this procedure while the vehicle is on the ground, block the front and rear wheels using wheel blocks. Failure to do this may result in the vehicle moving when the electric parking brake is released.

The EPB system will not work if the battery voltage is insufficient. Therefore, it is advised to use a battery support unit while carrying out this operation.

Setting to maintenance mode

Switch the ignition ON (engine off). Release the electric parking brake. Switch the ignition off, and then switch the ignition ON (engine off) within 5 seconds while maintaining the following conditions.

■ Press the electric parking brake switch.

■ Depress the accelerator pedal fully. Verify that the electric parking brake warning light is illuminated in an amber colour and the mode is switched to maintenance mode.

Switch the ignition off. Carry out all necessary repairs or replacement of the rear brakes.

Ending maintenance mode

Switch the ignition ON (engine off). Switch the ignition off, and then switch the ignition ON (engine off) within 5 seconds while maintaining the following conditions.

■ Pull-up the electric parking brake switch.

■ Depress the accelerator pedal fully. Verify that the electric parking brake warning light turns off and the maintenance mode is ended. Switch the ignition off.

After all repairs have been completed, check the EPB operation when the engine is running or with a fully charged battery (engine off).

Mazda 6, Mazda CX-5 equipped with electronic parking brake (EPB)

If performing this procedure while the vehicle is on the ground, block the front and rear wheels using wheel blocks.

HOW TO

Replace the clutch on a 2014 Citroën DS3

In this month’s Schaeffler LuK Clutch Clinic, REPXPERT Alistair Mason is replacing the clutch in a 2014 Citroën DS3 fitted with a 1.2 VTi engine. The vehicle has covered a little more than 55,000 miles and the owner has reported that the clutch appears to be “slipping”.

Vehicle Information

Manufacturer: Citroën

Model: DS3

Year: 2014

Engine 1.2 VTi

Mileage: 55,000

Schedule time: 5.75 hours

Gearbox removal

With the vehicle positioned on the lift and the bonnet opened, disconnect the battery, and then raise the vehicle lift to gain access to the underside, to remove the engine undertray and then drain the gearbox oil. Whilst the oil is draining remove both front wheels, both driveshaft nuts and the N/S/F wheel arch liner (Fig.1).

Remove both bottom ball joint pinch bolts and lever the bottom arms down to remove the bottom ball joints from the hub assemblies, ease the outer CV joints out of the hubs and then lever both driveshafts out of the gearbox and remove from the vehicle. Refit the gearbox oil drain plug and tighten, then remove floor brace/strengthening bar and the lower bell housing bolts, but leave two easily accessible bolts to support the gearbox until its removal. Remove the lower

gearbox mounting, the exhaust front pipe mounting, starter motor bolts (Fig.2) and then the clutch slave cylinder (Fig.3).

Lower the vehicle lift to gain access to the engine bay (Fig.4), remove the engine ECU that is attached to the battery carrier, remove the complete air filter assembly, the battery and then the battery carrier, which then gives good access to the top of the gearbox (Fig.5).

Disconnect the earth cable, reverse light switch and gearchange cables, release and

ease the wiring loom that is located across the top of the bell housing out of the way to give access to the upper bell housing bolts, and then remove the upper bell housing bolts. Support the engine using either an engine support brace, sub frame mounted support or a second transmission jack, and support the gearbox with a transmission jack, then remove the upper gearbox mounting, lower the engine and gearbox assembly slightly, remove the two easily accessible bell housing bolts and ease the gearbox away from the engine. When the input shaft is clear of the clutch, lower the transmission and remove the gearbox from the vehicle.

Clutch removal and replacement

Remove the clutch assembly from the flywheel (Fig.6) by removing the six retaining bolts and ease the clutch pressure plate off the alignment dowels and remove the clutch pressure plate and clutch plate. At this point the reason for clutch slip in this particular repair was evident, as the clutch plate had worn down to the friction material rivets.

Remove excess clutch dust from the flywheel and back of the engine using some clutch and brake dust cleaner, inspect the back of the engine for any leaks that could contaminate the new clutch, rectifying if required. Remove the glaze from the flywheel surface using some emory cloth and clean again with clutch and brake dust cleaner.

Turning to the clutch release system in the gearbox, remove the release bearing and fork, check all contact points and pivot points for any wear and replace if necessary. In this repair, there was some wear on the release bearing guide tube, so this was also replaced.

Note – This clutch has a slightly different design as it is a pressed steel clutch, as opposed to a cast iron machined pressure plate, which has many advantages, whilst still meeting all the required technical specifications.

Clean the bell housing area with clutch and brake dust cleaner, apply a light smear of high melting point grease to the input shaft splines, now mount the new clutch plate onto the input shaft and move back and forth. This has two purposes: it confirms the clutch plate is correct and also evenly distributes the

grease. Remove the clutch plate and wipe off any excess grease, locate the release arm and new release bearing into position and secure onto the pivot point (Fig.7).

Mount the new clutch onto the flywheel using a suitable clutch alignment tool, but ensure that the clutch plate is facing the correct direction indicated by “gearbox side”. Clean the clutch pressure plate face using clutch and brake dust cleaner, align the clutch pressure plate on the flywheel dowels, insert the clutch bolts, and tighten in an even and sequential sequence, before torquing them to the manufacturer’s specification, then remove the clutch alignment tool (Fig.8).

There are a couple of final checks to do before installing the gearbox: first, make sure the gearbox alignment dowels are located correctly and second, ensure the bell housing area is clear of cables etc. that could get caught when positioning the gearbox (Fig.9).

Gearbox installation

With the aid of a transmission jack, position the gearbox close to the engine, then spend a little time to ensure that the alignment is correct, and ease the gearbox into position and locate it onto the alignment dowels. Fit two easily accessible bell housing bolts and tighten, then fit the upper gearbox mounting and bolt into position. Refit all other components in reverse order of removal and replenish the gearbox oil.

After the battery lead has been reconnected, reset all electrical consumers and carry out a full road test to ensure that the repair has been successfully completed.

DIAGNOSTIC GUIDE

Using Bosch’s ESI[tronic] 2.0 software: a monthly guide

A few years ago, PMM ran a guide from Bosch on its KTS diagnostics software, ESI[tronic] 2.0. We thought it would be a good idea to revisit the guide with Bosch and find out what’s changed. In this second instalment, we are understanding the system overview feature and learning how to produce protocol reports.

The ‘system overview’ feature on the ESI[tronic] 2.0 works as the user’s ‘complete vehicle diagnostic check’, allowing you to carry out the necessary tasks efficiently for every vehicle that comes through your workshop doors for a service or repair. This helps you to quickly and easily identify intermittent issues, pending technical problems and mechanical difficulties, that the driver or customer may not be aware of.

This feature will also run a systematic check on the vehicle, ensuring it has a clean bill of health for when it is handed back to the owner after a repair or service. Allowing you to know that you are delivering the best service possible to your customers (Fig.1).

How to perform a system overview

STEP

Open the diagnosis main tab.

STEP

Click on the ‘system search’ F12 soft key in the system overview sub tab.

STEP

The KTS will then perform a full ‘control unit search’ of all communicating systems.

STEP

Double click any of the system names in the categories for direct access to the ECU

diagnostic functions for further information and testing. If a fault code is erased here, it will refresh when a user returns to it –enabling you to save and show the before and after status to show the vehicle owner.

STEP

Store the complete list in the job report with the F3 save button. You can also access a specific list of diagnostic trouble codes (DTCs) and any available descriptions via the F5 fault details button. Again, this can be saved to the job protocol with a tap of the F3 save soft key.

When the system overview is complete, you will see a list of all ECU systems that are communicating and an indication if any fault codes are present. This is particularly beneficial when users are analysing a vehicle prior to any in-depth diagnostic testing as some faults, for example ESP problems, can log a DTC in more than one ECU.

Once you have retrieved the overview list, if necessary, any of the system names in the categories can be double-clicked. This will take the user straight to the ECU diagnostic functions for additional investigation and testing. From here, if the fault code no longer shows ups, the overview list will refresh itself once you return to it.

Alternatively, you can also select the “delete all faults” button to delete all DTCs across multiple systems or ECUs – in a single click.

It’s worth noting that many newer vehicles

will now support a fast CAN bus search of all of the ECUs on the vehicle system communication network. In some instances, a vehicle brand can have up to 60 ECUs that can all be checked in under a minute, speeding up the technician’s task of assessing the diagnostic state of the vehicle. Yet, for other vehicle brands, this process may take a little longer, due to the KTS checking each ECU individually for presence and fault status of each group. The new generation of KTS (560/590) is able to communicate simultaneously over two communication channels in parallel to significantly speed up the time required for a complete vehicle scan.

Prepare your report

The system overview function enables you to easily produce a professional and accurate vehicle report. The tool helps you justify any repairs that you need to carry out on the vehicle to the owner (Fig.2).

Document the end-to-end process followed by your technicians during any diagnostic fault-finding work and share the before and after progress with your customers.

Choose to include a variety of different information in your reports – from ECU system names and identification details to the number of trouble codes stores and their descriptions.

Storing information

The amount of information included in your protocol can be stored under ‘user settings’ in the main menu. This allows you to save or erase whichever information you choose to, which can be beneficial when you are justifying a lengthy repair process or operation time (Fig.3).

You can also choose to include your garage details that will appear in the report, alongside the option to include the job number, customer’s details, and any advisory

comments to be communicated to the customer. Importantly, the protocol file can be saved in a PDF format, which is useful for technicians to print and to attach to an invoice, highlighting to customers of what problems were found and repaired.

Each time a technician selects a different vehicle with the software and some information is saved, a new protocol report will be created. A key new feature of the ESI[tronic] 2.0 is that you can continually save data to a previous protocol within the ‘last 30 vehicles’ list if you return to an unfinished job (Fig.4).

Next month we will discover how the Bosch ESI[tronic] software streamlines everyday service tasks in the workshop.

WANT TO KNOW MORE? FOR MORE INFORMATION

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REDEEM YOUR CPD CREDIT

Congratulations, you have reached the end of the CPD Zone!To access your CPD credit from The CPD Group, scan the QR Code below or

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A key new feature of the 2.0 is that you can continually save data to a previous protocol within the ‘last 30 vehicles’ list if you return to an unfinished job.

WILL HYDROGEN REPLACE

Whenever I get involved in a discussion about the future of transport there is often somebody who will categorically state that hydrogen cars are the only way forward. This usually arises from the idea that using a hydrogenpowered vehicle will be much the same as using a petrol- or dieselpowered one, so we don’t need to change our habits. We would be able to fill it up almost anywhere, giving a range of several hundred miles, so when the need arises, we can drive the entire length of the country. After all, you can’t do that in an EV – they often add.

I agree, you can’t do that journey non-stop in an EV (yet) but how many times do you need to do it anyway?

Their next argument is usually something about how the national grid will not be able to charge all the EVs. In response I add that a hydrogencar uses at least three times (some say more) as much electricity as a pure EV (or uses dirty hydrogen from a gas refinery).

Their last resort is usually something related to all the rare earth metals used in an EV and its battery.

EVS ?

At this point I remind them that a fuel cell electric vehicle (FCEV) has all the same technology as an EV (including a battery) but it also has a complex fuel cell with associated high-pressure tanks and pipes. The Toyota Mirai, for example, even has a massive supercharger.

Even at this stage of the discussion the desire not to have to change what they do (in my opinion) means that they are still not convinced that hydrogen is not the fuel of the future for cars. I need to try harder, so here we go!

HYDROGEN

Clean (green or yellow) hydrogen is created by electrolysing water using electricity from renewable

resources. Electrolysis is the decomposition of a chemical by passing an electric current through a liquid.

Currently, most hydrogen is currently obtained by steam reformation from natural gas, meaning the CO2 produced is roughly equivalent to that produced by petrol or diesel engines.

Hydrogen can be used in fuel cells to power electric motors or can be burned directly in internal combustion engines. Fuel cells are the most efficient. Hydrogen is an environmentally friendly fuel at the point of use as it only produces water as a by-product. It also has a very high energy density. However, it has to be compressed to between 350 and 700 bar to achieve a suitable tank volume for a normal vehicle.

ADVANTAGES

● No air pollutants or greenhouse gases at the point of use in a fuel cell.

● It produces only NOx when burned in internal combustion engines.

DISADVANTAGES

● Expensive to produce and is only available at a few locations

● Fuel cells are an expensive addition to an EV.

Next month we will examine how a fuel cell converts this clean hydrogen back into electricity and how the efficiency of an EV and an FCEV compare.

FIG.2 Basic electrolysis process

FIG.1 An FCEV is a complex machine

Hydrogen is, indeed, the fuel of the future, according to Tom Denton, just not for cars…

Champion of the independent aftermarket Neil Pattemore joins

2023 has been a big year for the independent aftermarket, with updates to the Motor Vehicle Block Exemption regulations as well as the (planned) introduction of cybersecurity assurances. Luckily, industry expert Neil Pattemore is on hand once again to guide workshop owners through the complicated landscape of regulations and competition law.

2023 sees PMM once again rounding up the most important suppliers in the aftermarket to provide workshop owners and technicians with an engaging, informative day out of the workshop. The UK’s longestrunning trade show dedicated solely to the independent aftermarket will once again be held at Sandown Park on Tuesday 7th and Wednesday 8th November.

Mechanex is well known within the independent aftermarket for offering visitors a hands-on experience, bringing them the latest updates and expertise from across the industry and providing an exciting day away from the workshop. Registration to visit the show is free and so is

parking, so why not come and take a look at what the biggest names in the aftermarket have to show you. In such a competitive industry, Mechanex is an opportunity you can’t afford to miss. If you like PMM, you’ll love Mechanex – it’s simply the magazine in a live format.

Hi Neil, it's been a busy year in your world, can you give us a quick run-down of some of the developments that will directly impact independent garages?

Following a welcome revision of the motor vehicle block exemption in the UK, the competition and markets authority have recognised some of the important changes in the way that vehicles are diagnosed, serviced and repaired. However, there are still important aspects that require changes in other related UK legislation to ensure that independent operators can continue to have the ability to offer competitive services and consumer choice.

Without these changes in legislation, it is likely that it will become more difficult and expensive for independent operators, who will become increasingly under the control of vehicle manufacturers, to the detriment of both the UK aftermarket and consumers.

Q&A with Neil Pattemore

Neil Pattemore

Why is access to data and competition law important to uphold?

The very basis of competition is enshrined in both EU and UK legislation, but as vehicle technologies have evolved, the devil is in the detail and it has also become more difficult for legislators to keep abreast of these technological changes. The ‘access to data’ is fundamental to being able to diagnose and repair a vehicle, but the ‘good old days’ of simply plugging into the OBD socket are fast disappearing. The use of electronic certificates to access data via the OBD socket imposes new restrictions on what data, by whom, for what service and at what cost. Allied to the increase in embedded diagnostics in the vehicle, cloudbased applications and remote access to the vehicle all put further distortions into equal abilities and effective competition.

Competition law is critically important and the recent revisions to the block exemption regulations are welcome, but equally, there needs to be corresponding revisions of the

vehicle type approval legislation that also contains many critical elements about ‘access to data’.

When it comes to cyber-security, don't the VMs have a point? Cars are more complex than ever and repairs by the wrong person could prove fatal.

Of course, the security of the vehicle is very important, but this should not mean that competition should not, or cannot, exist. The legislator needs to be involved to set the ‘rights and roles’ of what needs to be possible for true competition to exist, based on the principle that if a (cyber)security process is implemented by the vehicle manufacturer that this process should work for anyone who needs to access a vehicle and its data. The process should not be ‘security by obscurity’, but should be a robust process with access and content set by legislation. However, by definition, who is working on the vehicle and for what purpose will need to be transparent.

You're a regular at our Mechanex show and now our PMM Live seminar stand - why should visitors come and hear what you have to say? What's your background?

The Aftermarket cannot simply continue to think that ‘it worked yesterday, so I can do the same tomorrow’ when the vehicle, it’s systems, interfaces and methods of diagnosis and repair are changing so much. There are many aspects to both understand and consider for each individual business owner and attending these seminars at this time has never been so important.

Do you think it's important to communicate with people in a live environment?

Absolutely! Listening, asking the questions that are most pertinent to your own business, as well as talking to other business owners and to key suppliers all in one place cannot easily be done without being there.

Adding DIAGNOSTICS options to your workshop business

PMM speaks to the Autel team to find out what workshops can do to take the next step, or even the first step, in their diagnostics journey.

For any workshops reading who have yet to invest seriously in diagnostics, where do you recommend they start? Should all garages be looking to acquire some specialist diagnostic equipment?

Diagnostics is required to complete the simplest of tasks like brake pads and general service work. The bigger issue is how complex vehicles are becoming and with the shortage of vehicle parts it has never been so important to diagnose correctly the first time around. We are seeing greater demand for higher end tools that offer ECU reprogramming and oscilloscopes for component testing than ever before.

How is diagnostics evolving? What effect is the security gateway and the recent SERMI scheme going to have on the independent aftermarket?

It’s no secret that diagnostics access is becoming harder for the aftermarket. Security gateways are the biggest disruption to aftermarket diagnostics in recent years which is why Autel UK is committed to delivering the best in class tools with full access, this is shown by the recent additional of Nissan to the current gateways supported along with Fiat, Chrysler, Alfa, Jeep, Renault and soon to be VAG and Mercedes also.

ADAS is now a legally required component on passenger vehicles. Does this mean ordinary workshops now need to own ADAS calibration equipment? Is calibration even necessary?

It shouldn’t be a doubt that calibrations are necessary, these systems are safety critical and any work that could affect the function of these systems needs to be corrected. Autel is committed to supporting workshops and as such have added ADAS awareness features to our scan tools highlighting any ADAS system on the initial fault scan helping workshops follow the correct route to repair. All our sales and support staff are fully IMIaccredited in ADAS repair and calibration.

How can effective diagnostics increase a workshop’s revenue?

The biggest way diagnostics can help is efficiency, having a quick, easy-to-use tool

packed with function is everything we aim for. Spending longer trying to reset a service light then carrying out the actual service is a position many workshops find themselves in without the correct diagnostics tool.

LEVELLING UP

OESAA ACADEMY LIVE

The original equipment suppliers aftermarket asssociation has announced that Hugh Baird college in Liverpool will host this month’s OESAA academy live event.

Banner Batteries, DENSO, Laser Tools, MAHLE Aftermarket, Schaeffler, VARTA, Brembo, HELLA, Bosch, Dayco, Fil Filter, ZF Aftermarket, with the support of Garage Online Services, have all confirmed their attendance at least one of the events taking place in Exeter, which has already taken place and Liverpool (4th and 5th October).

OESAA academy live, headlined by GSF, is a platform for independent professionals to bring colleagues and join industry counterparts for an invaluable and enjoyable evening of training, networking, and hospitality.

On the Wednesday evening, OESAA members will be stationed in the ‘workshop arena’. Delegates will have

JOB OPPORTUNITIES

access to experts, where they will be able to witness on-stand presentations, live demonstrations and be presented with opportunities to chat one-to-one.

There will also be training classrooms designated to various OESAA members, which will give attendees a front-row seat to the latest news in technology, diagnosistics, and replacement.

Furthermore, visitors will have the chance to go home with some fantastic prizes – including some of the latest video consoles – while there will be ample food and refreshments on offer throughout the evening.

There is no need to sign-up to OESAA academy live! Visitors are welcome to both Wednesday evenings from 5pm with the event set to conclude at approximately 9pm.

WWW.RDR.LINK/ABB009

NISSENS

On a mission to support the independent sector to be profitable at all levels, Nissens Automotive offers education in various forms, from live onsite sessions, through online selflearning courses, to technical marketing materials in both print and digital formats. This knowledge is served in 15 languages and delivered by 25 dedicated technical trainers and is available worldwide.

The company has further expanded its training concept, an educational solution for automotive professionals in the field of air conditioning, engine cooling, efficiency, and emissions, to leverage their technical skills, with a series of free live webinars conducted by their product specialists. In addition to receiving a huge amount of knowledge, participants may engage in Q&A sessions and share their experience.

To join the free webinars on the Nissens Facebook page or watch the recordings of past events,

WWW.RDR.LINK/ABB010

PMM brings you some job listings you may be interested in if you are looking to change company. These listings have been supplied by MechanicFinder.com.

Topdon UK Diagnostic Technician

Drive Green Vehicle Technician

BOSCH

Reading

Haverhill, Suffolk

Yardley’s Garage Vehicle Technician/MOT Tester Sutton, Ashfield.

Mototechnics Vehicle technician

Coalville

Autochoice Mechanic Bristol

Abbey Motor Group Mechanic/MOT Tester

Automate Technician

THEMOTGUY Class 4 & 7 tester

Redhill Surrey

Watton, Norfolk

North East and North Yorkshire

To get in touch regarding a job listing, email pmm@hamerville.co.uk

For those of you who are keen to learn more about the very latest in modern vehicle technology, Bosch has launched a brand new training course; ‘battery management, smart charge and 48 volt systems’, course code VSE55. Content of this will cover smart energy management, stop/start components and operation and micro hybrid topology for 12V, 24V and 48V, as well as many other features of modern vehicle energy management.

WWW.RDR.LINK/ABB011

PMM brings together some of the training and recruitment opportunities available to you.

Q&A

PMM talks to Dawn Metcalfe,Garage Hive

PMM sits down with Garage Hive’s Operations Manager and the woman behind its trade event,The Blend, to find out more about what the event holds for workshop owners this month.

Hi Dawn, could you tell our readers about The Blend and what it offers workshops?

The Blend started in 2019 as just an idea to gather Garage Hive users to network and speak to the team in person. Now, it has grown into a conference and networking event for all UK and Irish garage ownersand key staff members which is also complemented by a podcast.

The Blend 2023 offers a wide range and choice of industry expert presentations about garage business essential information varying from “how to unlock hidden profit” to fellow garage owners’ experiences and HR topics. It also has a specially selected expo area where the guests can talk to brands like Castrol and , GSF Car Parts, Pichler Tools, Micheldever, Pagid, Autogem and more. Of course, there is a choice of Garage Hive expert sessions for those interested in the software.

Between the presentations, there are plenty of breaks to network with other garage owners and gain new perspectives on issues they face. This year, we are also hosting an awards dinner for which garageshad the opportunity to submit their business or their staff for an award.

What sets the Blend apart from other trade events in the calendar?

We noticed that plenty of automotive events focus on the technical side of garages, technician training, tools and similar; however, the industry lacks the business side conferences and networking where garage owners can learn more and get inspired to manage their business effectively to reach their business goals. That's why delegates have the opportunity to dive into topics like business growing pains, front-of-house, planning an exit and more. Our priority is to provide high-quality information to the attendees; also, it is a non-profit event, and we will donate any profit that is made.

What can attendees expect this year with respect to last year?

This year we have more presentation choices for attendees to pick and mix which sessions they want to attend, a larger expo area and the exciting additional awards categories for “garage of the year” and “staff recognition”, as we believe in and want to celebrate driven businesses and teams.

Why is it important for garage owners and key members of staff to take time out to attend events?

For garage owners who are interested in working for their business, not in the business, this is the place and time to be. If they are interested in following the latest industry trends and staying ahead of the curve, the speaker sessions will educate them on what is happening, what they can do now and what to prepare for in the future. The event gathers a lot of goal-oriented garage owners, some of whom are working towards growing their business, and others to retire or leave the business in good hands.

What are you most looking forward to at the event?

I am most looking forward to the conversations that will arise between the guests and the ideas that will be born out of this networking both for garage owners and for us, Garage Hive, to grow and adapt the software to the needs of the garages. We cannot forget the opportunity to speak to known brands at the exhibition, where new partnerships can be built.

What information do readers need to know before attending?

The Blend 2023 takes place in Birmingham at the Eastside Rooms on Saturday, the 7th of October. It is a full-day conference starting at 9:30 am and finishing with an awards dinner. It is easy to enquire about tickets through the event’s official website.

SHOCK ABSORBERS B4 AND B6: BILSTEIN EXPLAINS THE POTENTIAL OF THE DAMPTRONIC® VARIANTS

SMART SPARE PARTS FOR INTELLIGENT SUSPENSIONS.

The things that surround us are becoming more and more intelligent – especially in automotive engineering. Keyword: active suspensions. “Depending on the situation or the driver’s wishes, they oscillate between dynamic and comfortable, sometimes with more or less intermediate levels or damping force spread. This provides the perfect driving experience and safety,” explains Dimitris Kouvaras, Global Training Manager of BILSTEIN Academy. The other side of the coin: If shock absorbers for active suspensions are defective or worn out, replacement is significantly more expensive than conventional “materials”. Owners of older cars in particular are therefore looking for affordable alternatives to original parts.

Fair value replacements from the aftermarket are significantly cheaper, but rarely support active control. This turns an active high-tech suspension into a passive one. Garages that want to offer their customers a better solution can, however, fall back on the BILSTEIN B4 and B6 aftermarket shock absorbers with the DampTronic® add-on.

These replicate all the features of the OE shock absorbers and are just as easy to install according to the plug-and-play principle. For vehicles with air suspension, BILSTEIN also offers its B4 air suspension modules. Unlike many remanufactured products (reconditioned old parts), they continue to support active suspension control.

BILSTEIN B4 DAMPTRONIC® AND B6 DAMPTRONIC® IN COMPARISON

The BILSTEIN B4 gas pressure shock absorber is 100% the same as the factory-fitted components in terms of quality and functionality – but at a lower price. This applies to the actively controllable DampTronic® variants just as much as to the basic product used for passive suspension systems. People who have to master particularly tough everyday conditions with their vehicle or simply want to increase its performance can opt for the BILSTEIN B6 DampTronic®. It represents improved OE replacement in combination with active suspension systems. Going beyond the original, it offers a noticeable plus in safety and performance – without lowering or changing springs and without additional TÜV registration. Its higher performance reserves are particularly effective in the following scenarios: on poor or winding roads, in dynamic driving, in dangerous situations, when towing a trailer, when transporting external loads – such as bicycle racks or roof racks –and generally with heavily loaded vehicles.

BILSTEIN B4 AIR SUSPENSION MODULES

Defective air suspension modules are often replaced by relatively inexpensive remanufactured parts. However, the price advantage comes at the price of various disadvantages in terms of performance and functionality. BILSTEIN B4 air suspension modules, on the other hand, are a real alternative to expensive original parts.

As one of the few aftermarket options, they are completely brand-new, while remanufactured old parts include used shock absorbers with uncertain wear status. In addition, manufacturers of remanufactured components often disable the electromagnetic control valve instead of replacing it. This turns a high-end system with active control into a passive one.

With BILSTEIN B4 air suspension modules or BILSTEIN B4 DampTronic® and B6 DampTronic® shock absorbers, on the other hand, cars drive like they did on day one. Garages with little experience of active or air suspension systems not only get the right spare parts from BILSTEIN, but also a wealth of know-how. They receive support from the YouTube channel “BILSTEIN technical”, valuable installation, diagnosis and repair tips at workshop.bilstein.com or www.repxpert.co.uk as well as interesting training opportunities.

These are available free of charge as face-to-face training, live events in the digital classroom or – brand new – in the form of e-training that can be carried out independently. More information can be found at https://workshop.bilstein.com/en/training s-and-courses/ and questions can be sent by e-mail to training@bilstein.de. In addition, you can contact the Technical Support at technik@bilstein.de.

Digital Digest!

The internet’s top 5

always very popular, and this next piece from Carwood is no exception. With today’s common rail injectors having to work harder making them more susceptible to wear and tear, Carwood explains the different types of failures, such as particle contamination, why they fail, such as a faulty ECU, and how to troubleshoot them.

ONLINE ROUND UP

With the PMM brand and content expanding onto YouTube and our podcast and social media continuing to thrive, we’re online now more than ever. So, those of you not taking advantage of our website are truly missing out. With an array of technical articles, breaking news, and helpful business tips, it’s a great source of information right at your fingertips. If you haven’t already, the PMM website is also a great place to listen to our monthly podcast ( WWW.RDR.LINK/ABB013).

Timing belt top tips

Making the cut again this month and kicking off our top online articles is Dayco, taking our readers through some of the wider issues of the timing belt replacement on Ford’s 1.0 litre EcoBoost “Fox” engines. Top tips inside include replacing the water pump when replacing the timing belt cover as two of the seven bolts that secure it are incorporated into the timing belt cover.

WWW.RDR.LINK/ABB014

1 2 4

Let's get technical

The website’s technical articles are

WWW.RDR.LINK/ABB015

being a change in the test frequency, and every time the industry has a lot to say about it. So, we thought it would be a good idea to see what our readers have to say, their opinions presented in this next top online article.

WWW.RDR.LINK/ABB017

If you’re not already convinced, this month, PMM ’s news and products editor, Freya Coleman, takes a look back at the most popular articles on the website from the past month. 3

A problem to fix

This next popular online article is from Opus IVS. Follow along as its team diagnose a vehicle displaying a DPF warning light caused by high soot loading in the filter.

WWW.RDR.LINK/ABB016

Your voices

It seems that every couple of years the government wants to tamper with the structure of the MOT, the most recent

5

Tackling Tesla

Rounding off this month’s top online articles, Phil Mitchell, Delphi’s workshop solutions technical lead, shares what the company has got lined up to help technicians take on Tesla vehicles in their workshop.

WWW.RDR.LINK/ABB018

LIFE ON THE RACETRACK WITH LUCAS OIL-SPONSORED DRIVER TONY LYNCH

MAKE A PITSTOP CONNECTIONS

As rallycross drivers we are only allowed up to four mechanics in the paddock, but sometimes we need the mechanics back at base help to get us out of trouble.

It’s the penultimate racing weekend of the season and the team is challenging strongly for the championship. We are racing at Scotland’s Knockhill circuit. It’s day one of two back-toback rounds.

The Landsail Team Geriatric Toyota MR2 has won heat one but everything changes when halfway through heat two, I’ve got an engine fire. A broken fuel pipe that caused it can be fixed, but the drive belts, pulleys and wiring loom are among the major component casualties.

It looks like our season is over. I speak to our team of support mechanics back home, who agree that good performances on day two could restore our championship challenge. They decide to cancel all plans for a quiet weekend and immediately begin cannibalising the wiring loom on the spare car! It’s 240 miles away in northwest England. It’s 2pm. We put the race car on the trailer and head south. The race team shares the driving and the breaks during the five-hour haul.

WITH

We arrive back at base at 7pm to find that the home team has removed the wiring loom. We need to be back on the road by 3am to make the starting grid. We soon learn that several of the original switches are still good shape, which saves some time. We remove the damaged loom, fit the new one, replace the brake pipe, restore the drive system and test and it’s 2am. Shortly after 7am, we take showers in the hotel rooms we didn’t use. Breakfast will be on the hoof.

Sunday, day two, heat one. The Toyota is showing no ill-effects, if anything. I’m lapping more quickly than I had done prior to Saturday’s dramas.

Both sets of mechanics have done wonderful jobs! We win the first heat, put more points on the board in the second and win the third. It’s looking good for the final run-off and I feel like I am on a roll.

The car gets quickly away from the grid, but the Knockhill track is living up to its reputation for unpredictable surfaces. I get caught out by one of the notorious bumps on the loose surface section of the circuit. This unsettles the MR2 and sends it into a roll and out of the race and there’s extensive damage but — thanks to the safety gear — I am relatively unscathed apart from a deep feeling of culpability.

After two five-hour drives, with two teams of mechanics working through the night, our championship chances look to be over. What an emotional rollercoaster of a weekend!

QUIZ

Try and figure out what connects each of the answers!

1. Finish the common phrase that means to annoy, ‘grinds my...’?

2. What is the name for a bag mostly used during the evening, which has no handles and is rectangular?

3. What types of bridge are the Golden Gate bridge in the US and the Humber bridge in the UK?

4. The headwear most commonly worn by women and girls during Easter is called?

5. Who is the missing member of this family: Elastigirl, Mr Incredible, Violet and Jack-Jack?

6. If you were extremely tired, you might use what word beginning with ‘E’ to describe the feeling?

7. What is the name given to a photo effect that can be applied to images before publishing them, on Instagram, for example?

8. What type of shoes are Doc Martin most known for producing?

9. If your trousers are too big, what might you wear to keep them from falling down?

10. What links all the answers together?

EXTRAINFO –on demand

The info centre service is a vital, additional support resource for automotive and bodyshop professionals searching for technical information in the 72 million documents available within the repair portal.

Alldata Europe managing director, Karol Englert, revealed how subscribers can use the value-added service: “Users can access the info centre service via the repair portal. If we have

Alldata is highlighting its info centre service to technicians, providing an extra helping hand to subscribers.

published data for the vehicle but they simply can’t find what they are looking for, they can put in a request to us. We will assist subscribers by providing the location of the data. This will enable them to become familiar with the portal and increase their confidence for next time.”

Some repair data, however, is not published and is only accessible on demand via the info centre service, as Karol explained: “For example, service interval check sheets are unique to each vehicle on the road, depending on age and mileage covered and are, therefore, only available on request.

“Alternatively, it may be because we have just signed a new agreement with a vehicle manufacturer and are still processing the repair information and getting it ready to

publish into the portal.”

Irrespective of the request and whether the data is readily available, one of the 11 qualified and experienced technical support specialists will aim to respond quickly.

The service’s team has a targeted response time of four hours but can often fulfil requests in less than two, depending on demand and the type of enquiry received. The user is then able to carry on with their job safely and accurately, rather than guessing or having to turn work away.

The best in DIAGNOSTICS

In recent years, Mechanex-PMM Live has grown a reputation as the best place to scope out new diagnostic equipment and even to bag some great offers. We asked around some of our diagnostics exhibitors what they are bringing to the show and why you should come and check the out.

Why is it important for workshops owners to shop around for diagnostic equipment?

TOPDON: Shopping around is always a key part of selecting which diagnostic tool you invest in as a business. Not only does the tool you purchase need to cover your needs but it is essential that the company behind your purchase also offer a good level of post-sale product support.

LAUNCH: Workshop owners should be checking the tool's frequency and cost of updates. As well as asking themselves questions such as ‘Is the remote service offering insured or accountable?’ and ‘Is the supplier manufacturer well-established?’

OPUS IVS: It is very hard for independent garages to find a diagnostic tool that will fit their garage needs. It’s okay if you're a main dealer because you only have to work on one brand specifically, however in the independent sector garages see more than one brand a day.

What role does the equipment supplier play when buying equipment?

TOPDON: If you are unable to use the tool you purchase through lack of training or manufacturer defect of the item received, you have essentially invested in a very expensive paper weight. Here at Topdon, we do not sell paperweights.

OPUS: I think that the equipment suppliers have a massive part to play in helping garages make that informed decision by understanding what it is the shop is struggling with on a day-to-day basis

What can customers learn from getting hands on with diagnostic equipment before purchasing?

IMPACT: Getting hands on at shows like Mechanex allows you to speak to suppliers and check on coverage and functionality. You can also confirm the level of support that is available. Getting to hold the products is important as so many products look great in a glossy magazine but when you pick them up just do not have the build quality to match.

LAUNCH: It allows technicians to have the features and functions demonstrated and explained, get a feel for the product, and answer the key questions they should be asking about the product, such as is the screen size right for you? Is the interface clear and straightforward? Are the special functions easily accessed and suitable for your needs?

How have you found previous Mechanex shows?

IMPACT: I have personally done every Mechanex since 2005. We have had great results at Sandown Park and I believe it’s a must visit for any garage wanting to see the latest tech and training available to the aftermarket.

TOPDON: The face-to-face experience with customers helps to give an idea of what we are about and the key morals behind our business.

LAUNCH: This year will be our 18th show at Sandown and we’re really looking forward to showcasing our latest range to visitors.

Why should technicians and workshop owners come this year?

IMPACT: This year we will continue to exhibit our Thinkcar range as well as the latest products from Autel. We will have the new THINKCAR Mobile ADAS frame as well as exhibiting the new dedicated EV products from THINKCAR and Autel.

TOPDON: We will have the complete Topdon UK range with us on the stand, and as always we will have offers for the show, stop by and find out what these are on the day you are there.

LAUNCH: This year we will be showing our new range of electric vehicle diagnostic and workshop equipment, plus our new immobiliser and key programming tools. Come and visit us on stand D32.

OPUS: We have a few new products that we'd like to introduce to the market which will show the Legacy of Opus IVS and where we have come from and where we've been created from the Autologic days also to see the kind of remote service and programming offering that we offer that's sets us apart.

Thanks go to Impact’s Alex Gillbanks, Topdon’s Jack Davis, Launch’s Dave Richards and Opus IVS’ Karl Booth

Don’t let BRAKES fade away

Regardless of the component that is failing, brake fade typically occurs when excessively high temperatures are generated from heavy braking or load. This can see brake fade occur for two main reasons:

■ Material transfer: As a result of very high braking temperatures, the friction material of a brake pad begins to break down and adhere to the disc. The pad then contacts with an irregular surface causing premature wear to both pad and disc, which can result in brake judder and, ultimately, brake fade.

■ Gas slide: Brake fade can also be attributed to ‘gas slide’, a term the company has coined to describe how resins inside a brake pad turn to gas at high temperatures.

To help avoid these issues, technicians fitting new brake pads and discs should always strive to educate their customers on the importance of ‘bedding-in’. Allied Nippon recommends that, unless the situation requires, customers should avoid heavy braking during the first 300 miles after fitment.

Modern brake pads and discs are said to be highly unlikely to suffer brake fade if beededin correctly, used within normal driving conditions, and changed in-line with manufacturer’s recommended service intervals.

The company is also encouraging technicians and drivers alike to think about the brake pedal. The harder it is worked, the higher the loads, and the greater the braking temperatures the higher the potential for brake fade.

Performance

Whilst all braking products can be susceptible to issues in the face of consistent misuse, choosing a brand with quality technicians you can trust is nonetheless important.

Underpinning its performance, says Allied Nippon, is the brand’s “comprehensive quality testing regime”. For example, its brake pads are designed, manufactured, and tested to perform at searing temperatures; in fact, performance is validated up to 700°C to guarantee performance in all conditions. This is to ensure its products can deliver in realworld scenarios that go beyond the norm.

Allied Nippon, braking brand, is at the aid of technicians removing and fitting brake pads by examining ‘brake fade’ and the importance of bedding-in.

“Brake fade typically occurs when excessively high temperatures are generated from heavy braking or load.”

HOW TO

Replace an MMT Clutch

Blue Print offers readers of PMM a guide on replacing multi-mode transmission clutches. This sequential manual gearbox is made by Toyota and features in the following models: Toyota Auris 1.4 and 1.6, Aygo 1.0, Corolla 1.4 and 1.6, Yaris 1.0, 1.3 and 1.4, Citroën C1 1.0, Peugeot 107 1.0 1999-2014.

This guide relates to Blue Print parts ADT330265, ADT330266, ADT330274, ADT330278.

Instead of a conventional automatic transmission which uses hydraulics and a torque convertor, the MMT has a conventional friction clutch and mechanical gear selector mechanism which is controlled electronically. The most obvious way to identify whether a car is fitted with MMT, is the gear selector will have no transmission locking Park (P) position, as in Fig.1

Note: Before removing an MMT gearbox for a clutch replacement you must first set the clutch actuator to the ‘clutch clamp’ position. Failure to carry out this operation is likely to cause the clutch actuator to be in the incorrect position on reassembly of the gearbox.

Clutch clamp position adjustment manual procedure (without diagnostic tool)

Ensure the ignition is switched off, the gear selector is in the ‘N’ position and that the parking brake is applied. Use a jumper wire to connect terminals 4 and 13 of the 16pin OBD diagnostic socket as shown in fig. 2

With your foot OFF of the brake pedal, turn the ignition switch to the ON position.

Pump the brake pedal (on>off) 7 times or more within a 3 second period. A buzzer should now sound twice with an interval of 0.25 seconds.

Pump the brake pedal (on>off) 3 times or more within a 2 second period. A buzzer should now sound twice with an interval of 0.25 seconds.

Depress the brake pedal and hold it down whilst shifting the gear lever into the ‘–’ position.

Release the brake pedal. Turn the ignition OFF and wait at least 10 seconds.

Disconnect the jumper wire from the 16 pin OBD diagnostic socket.

Note: After you have replaced the clutch you will have to initialise the MMT ECU and Clutch and perform the MMT system calibration.

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Depress the brake pedal and hold it down. Keeping the brake pedal held down, now shift the gear lever in the following sequence: Release the brake pedal. Press and release the brake pedal one time. A buzzer should now sound once.

Note: If the buzzer does not sound, turn the ignition OFF and wait at least 15 seconds before starting the process from the beginning again.

The clutch is now in its clamped position and you can proceed with removing the transmission and replacing the clutch assembly.

Initialisation of the MMT ECU

(All learned and calibrated values and DTCs are cleared)

Ensure the ignition is switched off and the gear selector is in the ‘N’ position.

Figure 1

Figure 2

Re-connect the jumper wire as shown previously in figure 2

Wait at least 10 seconds and then turn the ignition to the ON position.

Pump the brake pedal (on>off) at least 7 times within a 3 second period. A buzzer should now sound twice with an interval of 0.25 seconds.

Now you are ready to initialise the ECU...

Depress the brake pedal and hold it down. Keeping the brake pedal held down, now shift the gear lever in the following sequence: Release the brake pedal.

Press and release the brake pedal one time. A buzzer should sound twice with an interval of 0.5 seconds. If the buzzer does not sound, turn the ignition OFF and wait at least 15 seconds before restarting the process from the beginning again.

Pump the brake pedal (on>off) 3 times or more within a 2 second period. A buzzer should now sound twice with an interval of 0.25 seconds when initialising the ECU.

Turn the ignition switch off and wait at least 10 seconds. (15 Seconds for Aygo 2012>)

Disconnect the jumper wire from 16 pin OBD diagnostic socket.

Initialisation of the MMT ECU is complete.

Initialisation of the clutch

Ensure the ignition is switched off and the gear selector is in the ‘N’ position.

Re-connect the jumper wire as shown previously in figure 2.

Wait at least 10 seconds and then turn the ignition to the ON position.

Pump the brake pedal (on>off) at least 7

times within a 3 second period. A buzzer should sound twice withan interval of 0.25 seconds.

Now you are ready to initialise the clutch...

Depress the brake pedal and hold it down. Keeping the brake pedal held down, now shift the gear lever in the following sequence: Release the brake pedal. Press and release the brake pedal one time. A buzzer should now sound 3 times to confirm initialisation of the transmission. If the buzzer does not sound, turn the ignition OFF and wait at least 15 seconds before restarting the process. Pump the brake pedal (on>off) 3 times or more within a 2 second period. A buzzer should now sound twice with an interval of 0.25 seconds.

Turn the ignition switch to OFF and wait at least 10 seconds. (15 Seconds Aygo 2012>)

Disconnect the jumper wire from 16 pin OBD diagnostic socket.

Initialisation of the MMT clutch is complete.

MMT system learning

Performing this procedure will ensure that the initialised clutch position and/or gear position is stored.

Ensure the ignition is switched off and the gear selector is in the ‘N’ position. Turn the ignition to the ON position and wait at least 40 seconds. (50 Seconds

Aygo 2012>) You will hear the gear shift and selector actuator selecting gears. Turn the ignition to the OFF position and wait at least 15 seconds. (20 Seconds Aygo 2012>)

Ensuring that the Shift lever is in the ‘N’ position, depress and hold down the brake pedal, turn the ignition on and start the engine. The shift indicator on the instrument panel should blink when the engine is started.

Wait at least 10 seconds, checking that the shift ‘N’ position indicator has stopped blinking and is on continuously.

The MMT system learning is complete.

MMT system synchronisation and position calibration

The vehicle must now be road tested to allow the transmission to learn gear position and synchronisation. Drive the vehicle in the manual mode (gear position M) and move through all the gears leaving at least two seconds between changes. If after the synchronisation process the gear changes jolt or are not smooth, then perform the position calibration again.

DOUBLE the DISCS

With Meyle, manufacturer of automotive spare parts, growing its brake disc product range, expert and technical trainer Michael Nowak shares advantages on the two componenent brake discs and tips on installing them in the workshop.

Meyle is expanding into the aftermarket for brakes with solutions in areas previously reserved for vehicle manufacturers with their original parts. Seven new references for the two component PD brake discs are now available for the BMW 3 to 8 Series, X3 to X5, and Z4, and for Mercedes C-Class and E-Class models. Therefore, the expert Michael Nowak, a technical trainer at Meyle AG, is giving his

insights on the advantages of the new brake discs and what to be aware of when installing them in the workshop.

Advantages of two component brake disc systems

These special discs aim to offer a huge difference in comparison to normal one component brake discs. The main difference is that, instead of being made out of a single piece of cast iron, the hat and the friction hat

The Meyle engineers took all the OE specs into consideration when developing the two component PD brake discs aiming to offer OE qualities such as reduced weight.

are riveted together, combining a cast iron friction ring with a stamped steel or machined aluminum hat.

The separation of the friction ring from the hat allows for the possibility to use two different materials for one disc. The friction ring is still made of cast iron, but the hat can be produced of aluminum or stamped steel with a thinner wall thickness and lower weight. Thanks to the lower weight of the two component brake discs, there is a lower rotating mass. This leads to less energy/ fuel

consumption, which makes the vehicle overall more efficient.

The Meyle engineers took all the OE specs into consideration when developing the two component PD brake discs, aiming to offer customers the usual OE qualities such as accurate fit through low offset, reduced weight and the associated fuel savings and decrease in CO2. At the same time, the new brake discs claim to boast high performance, driving comfort and sophisticated design, as is typical of the company’s line. In addition, they are ECE-R90-certified and, due to the high-quality surface coating, claim to not require degreasing, thus ensuring long-lasting protection against corrosion.

A higher percentage of carbon is said to make the two component brake discs resistant to heat distortion, even in cases of higher thermal stress – for example, on steep mountain descents – for extended driving comfort without vibrations. To help ensure efficient installation at the workshop, 99 per cent of the brake discs are equipped with a fixing screw.

When and how to service?

Largely, the brake system is one if not the most important safety relevant system in vehicles. Two component brake discs as well as single component brake discs need to be checked regularly. Therefore, it is highly recommended to raise awareness with workshop customers for a regular vehicle service check. WANT

Double Clutches covered on

Online

Thanks to PMMOnline, technical guides have never been easier for technicians to access. With no need to sign in, pay or subscribe, PMMOnline offers an invaluable resource for the aftermarket. Let’s review some double clutch related technical guides from our digital archive.

How to Replace a Double Clutch on a Renault Scenic III

Schaeffler provides a guide to double clutch replacement.

In this article we’re replacing the double clutch assembly on a Renault Scenic III, fitted with Renault’s efficient double clutch (EDC) gearbox; this is fitted to Renault’s 1.5 dCI engine.

Double clutch transmissions are becoming more popular on modern day cars and, although this type of job would usually be referred to the main dealer or a gearbox specialist, with some guidance and a short training course from LuK, the independent workshop is very capable of carrying out this repair.

The Renault Scenic I was launched in 1996 as a compact multi-purpose vehicle that was based on the Renault Mégane. The Scenic I ran from 1996-2003, Scenic II from 2003-2009, Scenic III from 2009-present and, in 2016, the Scenic IV was revealed at the Geneva motor show. Renault launched its EDC gearbox in 2010 and today we see it used on the majority of its models.

At first glance, these look like automatic gearboxes with no clutch pedal and an automatic style gearstick but this double clutch transmission is a combination of two parallel half gearboxes, which work together and are both designed like a traditional manual gearbox.

The engine torque is transmitted to each half gearbox via a specific clutch:

■ One clutch looks after the oddnumber gears (1st, 3rd and 5th);

■ The second clutch covers the even-number gears (2nd, 4th and 6th), as well as reverse.

At the perfect moment the gears are changed by shifting from one clutch to the other, the first clutch opens whilst the second closes simultaneously which guarantees continuous and smooth traction during gear changes. The gears are pre-selected depending on acceleration or deceleration.

Double clutch training

It won’t be news to any of our readers that vehicles are in a state of constant evolution. Components are always being upgraded and improved by manufacturers; new technological developments

improve performance and driver comfort, whilst often adding complexity beneath the bonnet; lastly, regulation and climate concerns drive manufacturers to pour huge amounts of time and effort into tweaking and even overhauling engines in order to provide a better transport solution for the planet.

All of this research and development on the part of the manufacturers translates into vehicles which are no longer simply the sum of parts. In fact, not only are cars more complex than they’ve ever been, but the ways in which they are complex are constantly changing.

What this means for the forward-thinking garage owner is that the problems they dealt with in the past are no longer the problems they are faced with today. The only way to equip yourself to deal with today’s problems and the problems of the future is to invest a certain amount of your time and energy into training.

Troubleshooting double clutch failure

In this article, we looked at some things you need to establish prior to replacing a double clutch.

Before proceeding to any repair work on the double clutch, ask your customer some basic questions to pinpoint possible causes of damage. If the car is roadworthy, carry out a test drive together with your customer. The customer should be behind the wheel and pointing out problems occurring during operation.

Ask your customer some targeted questions:

What exactly does not work?

What exactly is the customer’s complaint?

When did the problem first occur? Did the problem manifest itself suddenly or gradually?

When does the problem occur?

What is the mileage of the car?

What is the driving profile?

One such forward thinking garage is VRT, a VAG vehicles specialist in Slough. Started by John Grogan and Ryan Lawrence 11 years ago, the business prides itself on offering dealer or higher quality service to customers.

One component they’re seeing more and more of lately is a double clutch transmission. Ryan tells me he is familiar with them and has worked on them before, but that’s exactly why they reached out to Schaeffler to provide some in-house training to the team.

“As a business it gives us such an advantage to be able to get the experts in and give us a full and thorough demonstration of a component such as a Double Clutch Transmission,” Ryan explains. “It’s one thing being faced with a problem and working it out for yourself, but it’s invaluable to be able to have each part explained in detail. It’s great to get the younger guys on-board too. The more training you can do from a young age, the better.”

PMM went along to a Schaffler double clutch training day.

BRAKE POWER

Wind the clock back 125 years. British industrialist, Herbert Frood invented brake pads when he produced the first materials designed to stop horse-drawn carts loaded with quarry stone in the Derbyshire Peak District. Frood was a visionary and gave his name to Ferodo, based on a loose anagram of his surname. His pioneering spirit has continually reshaped the category both for original equipment and the aftermarket ever since.

Today, Ferodo brake pads are OE fitted on almost 25 million vehicles per year. This seal of approval gives confidence to independent workshop owners, technicians and fleet professionals looking to restore like-new braking performance.

There from the start

Driven by an enduring commitment to R&D, Ferodo invented the first disc brake pad for a mass-produced automobile – the Triumph TR6 – in 1956 and continued with groundbreaking advances such as the first European non-asbestos brake pad (1980); introduction of its Eco-Friction low-copper and copper-free brake pad range (2012); and Ferodo Fuse+ Technology brake pads (2021) which combine outstanding brake performance with comfort.

Scientists and engineers at research centres in Chapel-en-le Frith, UK and Bad Camberg, Germany continue to explore new

material formulations, pad designs and other innovations that enhance stopping power, minimise noise and dusting, and extend pad and disc life. These targets help keep every brake product in step or beyond fastchanging OE specifications.

Each innovation, whether significant –such as noise-reducing radial chamfers designed to meet the unique demands of each corresponding vehicle model – or seemingly minor, such as improved printing on the pad backplate, shares the goal of enhancing the experience of repair professionals to help them demonstrate their expertise and value in every job. Among many recent pad improvements are:

■ Chamfered directional brake pads: The addition of a parallel transitional surface at the leading edge of directional brake pads helps eliminate uneven wear and reduce noise.

■ Metal shim with cut-out: This new shim material and half-moon shaped cut-out allow the caliper piston to contact directional pads at an optimal angle for reduced noise and more consistent wear.

■ Directional arrow on backplate: The printed arrow helps technicians install directional pads in the correct position, avoiding costly comebacks.

Technical support service

Garage Gurus is the technical support service behind the two brands, designed to help provide the skills, training and knowledge that are required to efficiently complete quality repairs, optimise customer satisfaction and reduce warranty claims. In the last 12 months its team of experts has delivered training to over 40,000 people and helped solve 15,000 issues for customers.

The first stop for Garage Gurus services is the website www.garagegurus.tech/en-gb/ which provides access to a host of free content that includes installation guides, technical tips and diagnostic videos along with 100+ learning courses. The platform is a go to resource benefitting automotive aftermarket technicians, garage owners and parts distributors alike.

We catch-up with DRiV to find out what the company’s Ferodo and Jurid braking brands offer to independent workshops beyond simply brakes.

Notably, the website’s content could help mechanics who are about to tackle a job that they’re unsure of, through short, simple-tofollow videos helping with installation tips ensuring they are able to complete a first-time fix efficiently and correctly.

Content is continually updated in line with customer feedback and the expert insight of the Garage Gurus master technician team, who will use their industry knowledge to identify trends and emerging technologies that may affect mechanics in their everyday roles. For example, the Garage Gurus may identify through visits that installers could benefit from additional training. For instance, the subject of electric vehicle maintenance is one that they may require assistance with. This has triggered the Gurus to develop extra material to better support the needs of technicians in specific areas.” Resultingly, and by accessing the Garage Gurus website, mechanics and garages can keep up-to-date with the latest developments in a convenient and easy-to-digest way.

The four ‘pillars’ of support that Garage Gurus provides are:

■ On-Call: a dedicated technical support center that is available to help with product information, installation issues and warranty queries via phone or e-mail

■ On-The-Go: hands-on training at customers’ premises on the latest products, tools and repair techniques from specially converted technology vans.

■ Onsite: learn from Garage Gurus’ master technicians at the company’s dedicated training facilities.

■ Online: 24/7 e-learning platform with access to an array of webinars and an extensive training course library, all completely free

WHAT’S ON THE BOX?

Both Ferodo and Jurid products offer a digital helping hand via unique QR codes on their packaging.

The QR codes enable technicians to instantly access a wealth of helpful information when fitting a part. The content is designed to make installation as efficient and straightforward as possible, and to keep those working on vehicles up to date on the latest technical developments.

Once installers scan the QR code with a smartphone, they are taken to a main menu where they can easily navigate to several tailored sub-sections, which span product specifications to fitting advice and warranty conditions to how to directly contact the Garage Gurus ‘on call’ support service.

Importantly, scanning the QR code confirms that the part is a genuine product, providing installers with the reassurance that they are fitting quality, safe, and extensively developed parts to a customer’s vehicle. Should the QR code reveal that a part is a counterfeit, the installers see a page where they are able to report the issue directly.

An additional benefit for mechanics and motor technicians is the opportunity to enhance their skillset for free. The menu offers a link to the Garage Gurus online training platform.

With all the emerging technologies and developments that the automotive industry is experiencing, it’s never been more exciting to work in the sector, but at the same time the life of a technician is becoming more complex. By adding the QR codes to product packaging, DRiV is providing easy access to invaluable information when it is needed it most.

New BRAKE FLUID launched

The latest product in this range to be launched by the equipment manufacturer is a new premium DOT 5.1 brake fluid. This is suitable for internal combustion vehicles as well as hybrids and electrics, enabling it to cover a very significant share of the European market. Recognised as one of the few complete systems manufacturers, the group’s Advics brand is fully aware of the crucial role that fluids play within braking mechanisms essential to motorists’ safety. That is why it is now completing its range with a new premium brake fluid.

This covers all types of motor, including hybrid vehicles and electric vehicles, for which the growing number of spare parts makes them a key market segment. Although they are not particularly different to internal combustion engines in terms of braking, with EVs and HVs full acceleration power is available even at low revs. It is therefore

vital to be able to offer optimum braking power as soon as they start moving, by favouring the use of a premium brake fluid.

The product launched in June, and already available in stock, is a DOT 5.1. Sold in a 500ml container, this product is suitable for latest-generation vehicles. Its compatibility with older models, requiring DOT 3 or DOT 4, also enables the equipment manufacturer to cover a large share of existing vehicles.

On the technical side, this brake fluid offers improved performance thanks to its higher boiling point and wet boiling point. Its low viscosity, combined with its low conductivity and better corrosion resistance, also benefit the vehicle’s entire braking system.

WWW.RDR.LINK/ABB025

Under the Advics brand, Aisin continues to expand its braking range in response to market demand.

Product Test: ROZONE’SROWASHER

We are a small family run garage and recently PMM gave us the chance to test the static Rowasher. I have used a much older version of this in the past but it has undergone a massive transformation from the old unit and I was interested in trying the newer one.

We already have a parts washer and it does its job okay but I always dread the time to replace the solvent in it as I always end up with a messy floor and the issue of disposing of the old dirty fluid. We have also tried the subscription option where someone does the dirty work but that worked out too expensive for us to justify.

So the Rowasher was delivered and installed by Rozone although there was not too

much to set up as the unit comes in few parts and goes together very easily, a lot of thought having gone into the new design. With the fluid poured in and the unit switched on, we were shown how to use it and given an explanation of the idea behind the washer. This is what really makes the Rowasher so much different to the norm. It is not solvent-based.

Firstly, the machine is about the same size as our old parts washer – same height and bowl size and it’s easy on the eye. The machine is made of tough plastic and looks robust.

Water-based detergent

Secondly, the fluid/cleaner. The system is filled with a water-based detergent making it safe and environmentally friendly. The fluid is heated to between 37˚C and 42°C and then the magic bit happens. There is a filter mat that has microbes in it that are released into the fluid and these little organisms live in the fluid and feed on the oil and grease that are washed out. Larger particles are trapped in the filtering mat.

So that’s the science behind the unit and due to this it makes it safe to use.

Once a month, the filter is replaced and this aims to top up the microbes/eaters in the fluid and keeps the fluid fairly clean. We have had the machine for a few months now and the fluid has only darkened very slightly in this time.

Now to using the machine. It is very straight forward – push a button to start, push and hold the button to switch it off. There are two lights on the control panel (green and amber) and these tell you the state of the machine. The instruction manual that comes with the machine is very clear on what they mean and then what action may be required.

You can use the brush with the fluid running through it and there is a hose that

John Rayment from Rayments Garage, situated just outside of Cambridge, sees what washes with the Rowasher.

you can use on bigger items or to rinse when cleaning – this helps with the really messy parts or bigger parts. The fluid runs through the big sink through a metal plug filter and which can be easily removed to clear out the large debris. The fluid then flows through the filter mat and back into the sump. The flow rate is very good but this can sometimes cause splashing outside of the unit, hence the cardboard we have around the machine.

The fluid is always warm which is novel. It is this that keeps the organisms alive and doing their job.

We, like many garages today, are having staffing issues. We have had a few technicians help us out when really busy and they also have been impressed with the machine’s look and ability to do its job.

So far we haven’t found anything that we couldn’t get clean. From engine sumps –when replacing an oil strainer, oil filter housings, EGR valves and so many other items. Another good use we found is the cleaning of rubber pipes and hose (such as intercooler pipes) as there is no solvent is in the fluid, we don’t need to worry about the effects that it may have on the material we are cleaning. All our measuring jugs, draining trays and anything else I can find have never been cleaner as I am quick to use the machine as much as I can. The detergent also smells good. We haven’t needed to yet,

but when it comes to cleaning the machine, it is an easy process with all parts being easy to get to and move.

There is very little not to like about the machine. As I have said before, we occasionally splash over the side of the machine but the ease of use, low maintenance and the fact no solvents are used, far outweigh the negatives.

Impressive

The Rowasher is definitely worth considering if you’re looking at replacing an old parts cleaner or thinking of adding one to your workshop. It’s very easy to use, keep clean and maintain. Changing the filter monthly couldn’t be easier (and Rozone even supplies you with a wall chart so you can keep an eye on when the change is due as we all know how time flies by).

The literature/instructions that come with it explain the use of the micro-organisms far

better than I can – the science bit. But all I need to know is that because of these ‘eaters’, the cleaner does its job well, the fluid stays clean and is environmentally friendly which is a big plus in today’s climate.

In essence, for the time that we have had the cleaner, I have been very impressed with it (and so have others) and I would definitely recommend it to workshops. I understand there are different models so they appear to have a machine to suit any size of job/workshop. The changes made from the early model are very positive ones and ultimately the bioremediating process is fascinating.

Finally, if you’re local to us and were considering buying one, I would be happy to show it off – any excuse to use it!

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK/ABB026

“Another good use we found is the cleaning of rubber pipes and hose as there is no solvent is in the fluid.”

LAMPS for all occasions

Every technician needs a reliable and durable work lamp to assist them in their day-to-day tasks and so Ring has curated its work lamp range, aiming to suit their every need in the workshop.

Along with a comprehensive tool set, every technician needs a work lamp that they can easily pick up and use at a moment’s notice. With nearly 50 years experience in the automotive aftermarket, Ring has developed a broad range of work lamps that claims to be of premium quality, hard-wearing and reliable.

Inspection lamps

Most of the company’s inspection lamps are under its MAGflex range that provides bright light. In common with hand tools, it’s important for a technician to have a range of work lamps, as many of them have different qualities, for example one might be magnetic, another could attach to the bonnet, another may be able to tilt 360 degrees.

The MAGflex twist LED inspection lamp (RIL3600C) has a wide-angle light output of 450 lumens and 250 lumens on power save mode, making it ideal for technicians. Said to be lightweight, tough and with a 360˚ rotation and 180˚ ratcheting, it is perfect for directional lighting in the workshop with no compromise on light, as well as a magnet and integrated hook for hands free use.

Designed with versatility in mind, the MAGflex utility lamp (RIL3700C) combines dual, magnetic ratcheting bases

with a 360˚ rotating body. This means that the lamp can either be used freestanding or hands-free, positioned in any number of ways to ensure that the workspace is properly illuminated. With 1,000 lumens output, the lamp can be used as a larger light or an under-bonnet light, as well it being using for closeup inspections.

For a slim inspection lamp to get light into the narrowest spaces in the engine bay, look no further than the MAGflex slim (RIL3800C). It emits up to 250 lumens, with 6000K white light, for comfortable working conditions. Ideal for broad illumination as well as lighting up narrow gaps. It also features a torch function for a concentrated beam which is 125 lumens.

The MAGflex MAX500 (RIL6200) provides a crisp bright white light where it is needed the most. This smaller 500 lumen

multi-angled inspection lamp is tested to IP65 and IK08 and operates for up to 7.5 hours from a single charge. For a slimmer and longer version of this lamp, look to the MAGflex SLIM500 (RIL6300).

Fast charge

If recharge speed is the main factor a technician is looking for, Ring has a range of fast charge inspection lamps. The MAGflex pro fast charge LED inspection lamp (RIL4200/REIL4200) can go from 0-100 per cent battery in just one hour. For a slim version of this, there’s the MAGflex slim fast Charge LED inspection lamp (RIL4300/REIL4300), with the same quick recharging time.

“In common with hand tools, it’s important for a technician to have a range of work lamps.”

Wearable lamps

If a technician finds it easier to work with a head torch or neck light, the company also has a multitude of options available. The MAGflex HEADTORCH250 (RIL6400) is said to provide a crisp bright white light where it is needed the most. This 250 lumen headtorch, equipped with a motion sensor, is tested to IP54 and IK07 and operates for up to six hours from a single charge.

(Image 4) Designed for close quarter work, the flat design of the flexible head torch (RIL0115) allows technicians to see even further into the engine bay, without any of the knocking or bumping that may happen with a protruding headtorch. The 115 lumens output is bright enough for clear illumination of a wide area and has an adjustable head strap.

Ring’s wearable neck light (RIL0265) is a versatile alternative to a head torch. With up to 265 lumen output and detachable magnetic torches, this multi-angled inspection lamp is tested to IP65 and IK07 standards and claims to operate for up to four and a half hours from a single charge.

Pocket lamps

There’s also the option for pocket lamps, that can be kept in a pocket and accessed instantly. The Ring RIL90 is a mini LED lamp that comes with a

magnetic base for hands-free working and placement anywhere in the workshop with a 18 degree flexible base. It has a bright 140 lumen light output and comes supplied with AAA batteries.

(Image 5) The Ring RIL91 is a rechargeable miniLED lamp, similar to the RIL90, it comes with a magnetic base for hands-free working. It has a bright 140 lumen light output and is rechargeable via microUSB, meaning no need to spend extra money on replacement batteries.

WANT TO KNOW MORE? FOR MORE INFORMATION

WWW.RDR.LINK/ABB027

Adding to the ARSENAL

What role do diagnostics machines play in the modern workshop? Diagnostic specialists Topdon are here to answer.

For most garages, aftermarket diagnostics tools, such as the range offered by Topdon UK, are an essential part of any workshop. With vehicles becoming more and more complex as the days go on, diagnostics jobs are only becoming more complicated.

OEM diagnostics tools are of course a fantastic route to look at, but they’re not always a financially viable option, especially for independent workshops! This is where aftermarket tools are needed to step up and perform a lot of the diagnostic functions for the technician.

Tools for success

From basic vehicle scanning and service functions to complete module replacements, technicians need a tool they can rely on, and more importantly, product support from the manufacturer to match. More and more garages are having to change the way in which work is carried out due to the technological advancements made by the vehicle manufacturers. The Topdon Phoenix range of diagnostics is said to offer a massive array of features from general diagnostics, yopology views for many vehicles but also cloud based programming and coding for more than 10 vehicle brands.

Jack Davis, national sales director, said "I believe any independent repairer should have a minimum of three different aftermarket diagnostic solutions. There is of course no tool that will do it all, but if we can help the trade by providing one of those top three, then we have achieved something!"

Accompanying tools that customers already have will only benefit by adding a Topdon to the garage's arsenal of diagnostics tools, and independents will find them working together in harmony. With the Phoenix range, there is something within every garage's budget, whether it be a smaller unit or all the way up to the top end.

Programming and coding is now becoming more common in the industry with vehicles being decked out with technology, this is something that garages need to be prepared and equipped for if they wish to keep the work in house and not send the jobs back into the hands of the local dealerships. The majority of the Phoenix range offers this capability on a number of common vehicle brands, all included within the standard passenger vehicle subscription.

Remote diagnostics

Remote diagnostics has become, very quickly, an essential for a wide part of the trade now. This is still an unknown field for many but can certainly be a real life saver in certain scenarios. Remote diagnostic platforms allow a remote technician to communicate and complete complex diagnostic tasks to the vehicle in your workshop via the internet. Allowing use for any OBD diagnostic interface at the technicians' disposal to successfully complete jobs without the need to remove the vehicle from your workshop!

When the PRESSURE is…off?

Barry Lawson is the managing director of Lawson AutoTech, a thriving workshop based in Larbert, Scotland. Although the team have a wealth of knowledge and expertise in DPFs, they offer other services including OEM servicing, MOTs, general repairs and maintenance plus diagnostic fault finding and tuning with Avon. The business is growing and now operates from three units, providing specialist DPF services to many surrounding workshops as well as meeting the complete motoring needs of thousands of local customers. Barry is most definitely ‘one to watch’. If you saw him speaking at the recent Automechanika event in Birmingham, you’ll know why. He’s an enthusiastic and knowledgeable speaker, passionate about his sector and the importance of continuous improvement and learning. Barry was in big demand at the Kalimex stand after his talks (Barry is a fan of the JLM Lubricants’ trade trusted product range distributed in the UK by Kalimex.)

Here is his latest DPF case study concerning a 2013 Nissan Juke. After visiting a local garage, our customer was told a forced regeneration had been carried out and she was to ‘blast it up and down the motorway to keep the engine light out’... the exact words the customer used during our initial questioning. The light came back on within 5 miles of leaving the original garage. She went on to say she loved her car; had it regularly serviced and didn’t feel it was right to blast it. And she thought the DPF needed a clean. Did it? Let’s find out.

We went through a series of precise and simple checks that showed no amount of motorway driving would keep the engine light out. Hitting the button for forced regens was a waste of time and money; one that would cause more harm than good if the conditions were not right – i.e. if the DPF was heavily blocked. Following the procedure learned over years as a result of our professional training, some red flags immediately caught my eye.

Any garage worth its salt that has kept up with regular training should spot simple faults like this.

After asking questions, we began gathering fault codes and information via live data. The codes of real interest to me on this were P1453 Differential pressure sensor circuit and P0380 Preheating unit diagnosis connection. The two air flow faults were set by me during my checks so they could be ignored ( Fig.1 )

Looking at live data, the differential pressure sensor was constantly 0 mbar. We knew that was not right. Did we have a faulty sensor, blocked pipes at the sensor or had the DPF been removed so there was no pressure at the filter? Time to start the manual check with the information gathered. We confirmed if we actually had pressure in the DPF using a gauge. The correct pressures were present in the DPF. We then checked if the sensor could read pressure. This was easily done by introducing pressure into the sensor to see if the live data changed. This confirmed the

PMM gets a run-down of a recent DPF issue faced by JLM fan Barry Lawson. Barry’s experience proves again that DPF work should be carried out by or in conjunction with a DPF expert.

sensor and wiring to the ECU was good.

The fault was caused by a simple split rubber hose on the sensor. We’d already noted this on a visual inspection but had to confirm the sensor and DPF were also good with the checks I’ve detailed. One fault confirmed during the assessment that would not clear the warning light just by blasting the car up the motorway!

The next fault that was present hadn’t even been mentioned to the customer by the previous garage. Very bad form. At this point I was only 30 minutes into the assessment, so I spent another 15 minutes confirming the

glow plug circuit and control. All you need is a bulb and the scan tool. Couldn’t be simpler. Most decent scan tools have an active function test for glow plug circuits. This test confirmed we had three faulty glow plugs.

We were just 45 minutes into the assessment and had confirmed the DPF did not need cleaning. The car had a simple split hose stopping it from running as it should. And the glow plugs were faulty.

Without detailed procedures and DPF knowledge the previous garage had wasted time and given the wrong diagnosis, wasting the customer’s money. Worst case scenario (and believe me as DPF specialists we’ve seen this hundreds of times) was that a forced regen could cause the DPF to thermally melt, making a replacement the only course of action, costing thousands.

Workshops must do better and if they’re unwilling to become DPF specialists, should team up with workshops like ours that are. Because at the end of the day it’s all about having the specialist knowledge and training to deliver a first-time fix.

The end of the story? We took the vehicle on a road test with no retuning faults. And no, we didn’t blast it. Our customer was very happy and very relieved.

WANT

WWW.RDR.LINK/ABB029

Talking‘bout REGENERATION!

Motul’s NGEN range debuts with three new sustainable and resource-saving highperformance engine oils. The NGEN range of motor oils either consists largely of high-quality regenerated oils (NGEN 5 and NGEN 7 for motorbikes) or contains a high proportion of raw materials from renewable resources (NGEN Hybrid for hybrid cars) and offers performance that matches or even betters other products currently available on the market.

“In the more than 170 years of the company's history, Motul has not only

Global lubricant supplier, Motul has introduced the NGEN range which, it claims, sets “new standards for sustainable and resource-saving high-performance engine oils for cars and motorbikes”. Let’s check it out.

always adapted to new technological challenges and regularly set new standards, but has also remained true to its own demands for uncompromising performance,” explains Motul sales and marketing manager Andy Wait. “After all, Motul is the brand that introduced to the automotive world, arguably

the three biggest advances in lubricants in the second half of the 20th century: multigrade motor oil in the 1950s, semisynthetic oils a decade later and then, in 1971, the world’s first fully synthetic motor oil – Motul 300V – in 1971.”

All the products in this new range use either high-quality regenerated raw materials in their formulation, i.e. oils that have already been used and recycled in a complex process, or oils from renewable biological sources. This not only reduces production-related CO2 emissions, but also saves fossil raw materials and enables more sustainable production.

“High performance is firmly anchored in our DNA. When it comes to the reliability of our lubricants even under the toughest conditions, we make no compromises. In the development of new sustainable products from the care and cleaning sector, such as our BioClean system, we have already

successfully proven that resource and environmentally-friendly products and maximum effectiveness do not have to be a contradiction in terms. Now, for the first time, we are extending this claim to our engine oils for everyday use and are once again pioneers in the industry with our NGEN products," says Armin Bolch, managing director of Motul Germany.

Hybrid offering

NGEN HYBRID is, as the name suggests, aimed at drivers of hybrid cars. In fact, this is not the first oil from the French company aimed at such drivers. Its first offering was launched in 2016 and was the first engine oil tailored to the requirements of hybrid vehicles. Now, the product receives a sustainability upgrade. The new hybrid oil contains up to 25 per cent oil from renewable raw materials and supports better fuel efficiency as well as improved response and starting behaviour. The special formula with various additives and ester core technology protects the engine better against deposits and provides reliable lubrication even at the low engine temperatures typical of hybrid vehicles. NGEN HYBRID meets the latest API SP and ILSAG GF-6 standards as well as JASO GLV-1.

In the motorbike sector, the NGEN 5 oil is designed to tackle “the challenges of both urban and rural environments”. The focus is on optimised starting and shifting behaviour, as well as best fuel efficiency. NGEN 5 uses an additive and ester formulation like the conventional Motul 5100 engine oil, but it relies on up to 75 per cent regenerated engine oil.

LIGHTS, CAMERA, OILS…

Did you go to the cinema to see the Gran Turismo film? Yes? Well, you may have noticed something…

Motul was proud to feature in one of this summer’s big movie releases: Barbie! No, of course not, although Car Mechanic Barbie wouldn’t be a bad idea (and indeed recent PMM Podcast guest Louise Baker wrote to Mattel to suggest just that!). No instead we are talking about Gran Turismo.

You are probably familiar with the name from the wildly popular Playstation game which gave many budding racers their first taste of the track.

The film centres around Jann Mardenborough, who won a global competition put together by Sony, Gran Turismo game developer Polyphony Digital and Nissan. The GT Academy ran over several years and its youngest winner, Darlington-born

NGEN7 motorcycle oil, on the other hand, is designed to meet the demands of sporty driving behaviour. The highperformance oil offers improved response for powerful engines as well as high temperature resistance and strong clutch grip. NGEN 7 is identical to Motul 7100 in terms of additive and ester formulation, but it uses up to 50 per cent regenerated motor oil. Both products are suitable for the entire powersports range – i.e. also for quads, ATVs or side-by-side vehicles – and meet the current API standards. They are also JASO MA2 certified.

“The intensive development work has paid off: our new NGEN products show

Mardenborough, has arguably been its most successful graduate to date, racing professionally since his 2011 victory. Mardenborough’s career took off quickly after the GT Academy victory and he made motorsport headlines with a podium finish at the Le Mans 24 Hours in the LMP2 Category in 2013 in a Motul-branded and lubricated, Nissan-powered Zytek.

Archie Madekwe plays Mardenborough, mentored by veteran racer Jack Salter played by David Harbour.

The film also features Orlando Bloom as Motorsport Marketing Excutive, Danny Moore and Geri Halliwell-Horner as Jann’s Mother, Lesley Mardenborough, amongst its cast.

once again how forward-looking we are at Motul, consistently designing new solutions for tomorrow’s mobility. These current engine oils are just the beginning. We will continue to expand our range of sustainable products,” says Alexander Hornoff, technical director of Motul Germany.

In addition to the contents, the packaging of MOTUL NGEN products is also designed to be sustainable. All bottles consist of 50 per cent recycled plastics and are made to be 100 per cent recyclable.

Trouble getting STARTED ?

As starter motor and alternator technology has evolved and become more sophisticated, Autoelectro has adapted alongside. It is capable of assisting both factors and technicians – whether it’s providing diagnosis and best practice procedure support for a 1975 Ford Escort or offering a ‘reman and return’ service for a 2020 BMW 3 Series electric hybrid.

To illustrate, lead technical sales advisor Joe gave some initial insight: “Some starter

A LOOK AT FOUR VEHICLES

AUSTIN METRO/ROVER 100 AND 200 1.1-1.4 PETROL (1990-2000) – AES7108

Harnek began: “Going back in time a little bit here, but we still stock this starter motor! This vehicle is prone to misfire. Also, it is known for starter motor activation with the engine already running – ultimately, the ignition switch is likely to be the main culprit.

“Both these problems can cause the nose cone of the starter motor to crack and, potentially, snap off. Underlining our desire to offer technicians as much useful information as possible, once again with every AES7108 supplied, there is a warning notice included in the unmistakable red Autoelectro box. For comparison, we show the technician an example of a damaged nose cone.”

motors, for example, come with locating dowels and guides, which should always be used when fitting a new unit. Not using dowels or guides may mean that the unit won’t sit flush onto the bell housing, which can cause mesh issues and lead to the failure of the starter in question.”

WANT

WWW.RDR.LINK/ABB031

DACIA SANDERO AND LOGAN 0.9 PETROL (2013-2022) – AEY3906

Joe opened: “We have heard scenarios where the ignition switch/push to start button can remain in the start/on position and does not release after the engine has started. Consequently, this means the starter is stuck in the ‘on’ position and remains engaged, which, in turn, causes the starter motor to burn out.

“To support the technician, with every AEY3906 supplied, there is a warning notice included in the box. This advises and shows images of what a burnt-out starter motor looks like, which can help technicians determine the cause of failure. I should also point out that this is a common fault on the Nissan Micra and Note 1.2 petrol (2010-2018) – AEY2687 is also supplied with the best practice information.”

CHEVROLET

Harnek said: “As a remanufacturer of starter motors and alternators, I thought it best to include at least one example related to the latter! This particular alternator is fitted with a clutch pulley; it is driven by a serpentine belt that runs through a series of pulleys, an idler and a tensioner. If these components are not in good working order, the belt has the potential to slip and cause a reduction in the charge rate and performance. The dust created from a slipping belt can enter the alternator and lead to its early demise.

“What’s more, a failing tensioner can also cause excessive belt noise, leading to sooner-than-anticipated belt wear and, in all likelihood, pulley failure.”

2.0

Joe continued: “A common fault on this vehicle is that the wiring insulation is not correctly ‘heat shrunk’, which can cause the B+ terminal on the solenoid to overheat and melt. This issue can result in untimely failure of the starter motor. Like the previous examples, contained inside each AEY2803 is a warning note. This aids the technician, as it clearly shows what damage to the solenoid and terminals look like.”

CAPTIVA AND CRUZE/VAUXHALL ANTARA

DIESEL (2011-2016) –AEY2803

TOYOTA COROLLA AND AURIS 1.33 PETROL (2010-2018) – AEK3380

LOW-RESISTANCE TESTING

Pico Technology’s MT03AMilliohm&Motor Tester

PMM presents the latest tool from Pico, developers of the PicoScope.

Widespread applications

Designed to meet the needs of technicians in a wide range of industries, including automotive, the MT03A is the ultimate lowresistance testing tool. With its earth-bond testing in compliance with UN ECE R100 regulations and a minimum test current of 200 mA, the MT03A has widespread applications. This includes fuel pumps, air-conditioning motors, regeneration pumps, blower motors, camshaft controls, EGR valves, turbo actuators, and more.

Accurate results

Connectivity

This device is also useful for checking grounds to ECUs, earth straps, starter motor cables, safety grounds, weld contact quality, and earth bond testing. The MT03A features USB connectivity for easy integration with a PC, without needing any external power supply, and comes encased in a durable rubber boot with a hanging bracket for ease of use, while the included S-hook allows for effortless mounting.

The MT03A milliohm and motor tester aims to change the way low-resistance testing is performed. The MT03A offers resistance testing of all windings on a 3phase motor in under a minute, aiming to produce accurate results that can automatically compensate for temperature using the included sensor.

Easy-to-use

The dedicated Windows software application says to provide a clear user interface that provides simplicity, speed, and complete control over the tester. The highly accurate milliohm values can be automatically temperaturecompensated, and the MT03A ensures precision and reliability even in varying temperature conditions. The kelvin clips are also included to minimise contact resistance effects when connecting the measurement unit to the component under test.

Phil Service, business development manager added: “The MT03A complements the PicoScope 4425A, adding another vital capability for testing both electric and internal combustion vehicles. The ease of use, speed of operation, and accuracy, make it an essential tool for any technician needing to test or verify resistances, motor windings, and bonding across many applications.”

WANT TO KNOW MORE? FOR MORE INFORMATION WWW.RDR.LINK/ABB032

A look inside: Video

Your favourite trade magazine is now on YouTube, bringing you reviews and video guides on the best tools and workshop solutions. Find us at @professionalmotormechanic. Recently, the star of last year’s podcast episode Fighting for the Right to Repair, Neville Smith, had a Rowasher from Rozone installed in his garage.

Rozone, makers of the Rowasher, started as an offshoot from the historic Rubery Owens brand. However, it certainly isn’t a company which looks backwards, as its well-known parts washer, the Rowasher, proves. The Rowasher uses bioremediation rather than chemicals to clean greasy components and tools.

The video, which can be seen on PMM’s YouTube channel (@professionalmotormechanic) showcases the installation and use of the Rowasher. A representative of Rozone came to Nev’s Tonbridge-based workshop to install the unit and guide Neville in its use.

Four weeks later: We let Nev and his team work with the Rowasher for four weeks before asking for his verdict. Allowing them time to form a proper opinion.

Warming up: The solvent-free parts washer was a big hit with the team especially as it uses heated water to help clean off grease. Suddenly those winter months don’t look so bad!

Nice and easy: The parts washer made light work of a clutch, as shown in the video. It was caked in grease and muck before a quick wash in the Rowasher sorted it right out.

Keep it green: Nev’s favourite aspect of the parts washer is its effect (or lack of) on the environment. By not using solvents, the Rowasher promotes a more sustainable approach to the environment.

Cleans up nicely: According to Neville, the machine leaves no residue unlike solvents. It dries off nicely too, meaning it does just what you need it to without causing a headache.

The verdict?

“Would I keep it? Yes. Mostly for it’s green credentials. We’ve all got to be going in that direction. It’s a nice product. Nicely built. My employees like it. It’s pleasant to use, warm and quick.”

All good product reviews start with a sandwich and a cup of tea!

Considering CONVERTING a classic car into an EV ? Read this first (part two)

As featured recently on the PMM Podcast, Fellten provide kits and assistance to workshops taking on classic car-to-EV conversion as an extra offering. Here, the team behind the kits answers some of the questions you need to be asking before getting started. This follows on from last month’s article.

Let’s pick up right where we left off last month, with a discussion of the aspects of an EV conversion you need to give careful consideration to.

The cooling system

The motor, inverter and batteries will make heat and may need cooling. It won’t be anywhere near as much as the heat an internal combustion engine makes but it still needs to be dealt with or the inverter or batteries will start de-rating the power to protect themselves. The cooling system ideally includes two cooling loops each with its own pump, radiator and fan. One for the battery/batteries and charger and one for the motor and inverter.

What are contactors and why do I need them?

In the most basic sense, a contactor can be thought of as a very high-power relay. Both a relay and a contactor are electro-mechanical switching devices, where a small current is used to create a magnetic force that closes a physical metal contact to switch a large current/voltage. Contactors differ from relays in that they are designed to switch currents of over 500 amps and operate at voltages up to 500 volts, this switching takes place in an inert gas environment, to be able to disconnect safely at these loads and voltages without welding themselves shut while doing so.

In the EV Industry, the term contactor is used to refer to the electro-mechanical device used anywhere to switch high voltage and current on and off. Typically, they are found at both the positive and negative sides

of the main HV battery, the pre-charge circuitry, the on-board charger connection and any devices that have access to switched high voltage power.

On-board charger

Unless you are building a race vehicle or you only ever use DC charging, you will need to have an on-board charger. The on-board charger allows you to connect to standard EV charging points or mains-style 13-amp sockets either at your home, work or in public areas. It turns AC into DC to fill the battery, it responds to the BMS’ instructions. This will need a charge port too, this needs to be very securely mounted somewhere clean and dry.

Master Service Disconnect

It is good practice to have a physical permanent way of rendering your conversion safe. Fitting an MSD provides this. They can be fitted either within the pack HV circuit or on the way out of the enclosure.

DC/DC Converter

Your EV will need to have a DC/DC converter to keep the 12 V battery charged. A DC/DC converter is basically an EV’s alternator that generates the charging voltage for the 12 V battery. EVs still have a normal 12 V battery that needs a charging system since almost all the electronics in the vehicle (headlights, radio, dash display etc.) are 12 V. A DC/DC converter is a module that generates a low voltage charging current using your EV’s main HV Battery as the source and can output as much as 100 amps

continuously. Most DC/DC converters are standalone devices, requiring only an ignition switch input to activate the charging output, while others allow control over CAN. These allow the user to activate it, set the output voltage and maximum current as well as receive updates with the system voltage, output current and diagnostics over the CAN bus. Almost all EVs will need a DC/DC converter. Remember, don’t ‘jump start’ an EV from a running ICE car, the alternator may harm the DC/DC when the EV switches on as you ‘jump start’ it.

Cabin heating/cooling

Unless you are lucky enough to live in a warm climate, you are going to need to provide some method to generate cabin heat since there is no ICE engine generating waste heat that can be used to keep the cabin comfortable, and, unless you live in a cool climate, you may want to provide A/C for the

cabin. EVs don’t have a spinning engine to turn an A/C compressor or combustion to provide heat, so you have to install something that will do the job: a PTC (Positive Temperature Coefficient) heater and/or an A/C compressor specifically designed for an EV. Many HVAC (Heating Ventilation Air Conditioning) systems exist from EV OEMs and can be repurposed for your EV conversion. Or just buy what you need to provide hot water/AC to the existing set up.

Power steering

If you want to have power steering you need to think about this too. There is no spinning engine to drive a hydraulic pump so accommodations need to be made here too, either via an electric steering column repurposed from an OEM or an electrohydraulic pump set-up to power a steering box on a truck style chassis or a Land Rover for example.

Power brakes

Typically old ‘power brakes’ are a vacuum operated servo but there is no ICE engine source of vacuum in your conversion; we sell a small 12 V vacuum pump that can be used to provide a source of vacuum to power the brake servo. We recommend using a reservoir system otherwise the pump will be running every time you so much as tap the brakes, which gets annoying after a while. Another option is to re purpose a Tesla model S master cylinder for example. These can be fitted in place the existing servo and are controlled by a small ECU and only require a 12 V feed. Real power brakes and even maybe a hill hold function!

Throttle and gear selection

This can be controlled by a throttle pedal from another vehicle that has a dual hall effect or buy a dedicated unit. A gearstick is nice but buttons or a dial can suffice.

What’s new IN THE WORKSHOP?

with Freya Coleman

NEW TO RANGE

■ TMD FRICTION has introduced six new brake disc references to its renowned Mintex braking brand product line. Mintex’s new brake disc parts, include the MDC2334C for Range Rover (L405) and Range Rover Sport (L320 and L494). New brake discs are also available for Tesla Model 3 (2017-) with part MDC3166C, and Ford Tourneo and Transit Connect MPVs and vans (2013-) with the introduction of new part MDC2995C.

■ FIRST LINE has introduced 37 new references across the brand’s steering and suspension, bearings, braking, clutch, cooling, filters and driveshaft ranges. This includes 11 new parts available from the steering and suspension range, including new front suspension Arms, FCA8009/BCA8009 (left-hand) and FCA8010/BCA8010 (right-hand) for 1.2 litre, 1.5 litre diesel and 1.6 litre Peugeot 308 and Vauxhall Astra 2021> models.

■ BORG & BECK have added 29 new references including the BCM297, a clutch master cylinder to fit the Ford Transit, Transit Custom 2.2D 2012>, the BBK1756 front brake pad fitting kits now available for the Fiat 500,500C and Panda 1.0H 2020> and the BFF8276 fuel filter to fit the Jaguar E Pace, Land Rover Discovered Sport and the Range Rover Evoque 2.0D 2014>.

Safely spill

First Mats has introduced a range of oil spill kits to its product line, expanding its commitment to floor-level safety and environmental responsibility. At the forefront of the range, the Eco-Friendly EVO Spill Kits, aiming to provide the perfect balance between sustainability and high performance. The kits are constructed using recycled cotton materials, which is said to not only make them environmentally friendly but also highly effective in absorbing spills.

The triple-loft construction claims to ensure outstanding absorbency levels, making them an ideal choice for managing oil spills and other potentially harmful liquids in the workplace.

WANT TO KNOW MORE?

WWW.RDR.LINK/ABB034

Tesla diagnostic tool

With the SMMTranking Tesla’s Moden Y and 3 as the UK’s most popular electric cars and Tesla continuing to make its mark on the UK car parc, Maverick Diagnostics

has been getting ahead of the curb and connecting the aftermarket with the tools to diagnose these vehicles. The LOKI Tesla diagnostic tool, for example, is the first supported aftermarket Tesla tool. Compatible with the bestselling Model Y and 3, as well as the X and S. It boasts a custom-built, user-friendly interface with automatic software updates and support live data from CAN, self-testing and calibration, and ‘read and clear’ alerts. Training is advised as Tesla models do not have standard diagnostic connectors, and this can help with efficiency and staff confidence and ability.

WANT TO KNOW MORE?

WWW.RDR.LINK/ABB035

The triple-loft construction ensures outstanding absorbency levels, making them an ideal choice for managing oil spills.

Tools top tips Part 1:

Laser tools voltage tester

The Laser Tools 8599 voltage tester features a backlit LCD display, ensuring easy readability even in poor lighting conditions. Specifically designed for direct current (DC) systems, it is suitable for use on 3-to60-volt systems, making it an essential tool for automotive professionals.

With this tester, you can perform measurements, as any reverse-polarity, overvoltage, or connection to an alternating current (AC) system is instantly detected and displayed as an error on the backlit LCD display. The associated error code allows for quick identification of issues, ensuring efficient troubleshooting. The voltage tester offers a wide range of applications:

■ Measure voltage drop across a circuit to identify poor earth points or switches with high resistance.

■ Measure voltages at points along the

Best practice tips REPXPERT access easier than ever

circuit while it is loaded to identify breakages or high resistances.

■ Perform all functions that can be done with a voltmeter set on volts. The tester provides red or blue indicators instead of negative or positive signs, simplifying polarity identification.

TopTip: It is important to remember to repair punctured wires using insulation tape or liquid insulation after testing to ensure safety and proper functionality.

Please note: The tester should not be connected in-line within a circuit where the current (amperage) flows through it, as this can cause damage.

WANT TO KNOW MORE?

WWW.RDR.LIN K/ABB036

We asked Louise Baker from Womanic what tool she couldn’t live without.

“ I'M GOING SAY MY HAMMER. SO, I HAVE A HAMMER CALLED THOR. HE'S A FOUR-POUND HAMMER AND HE'S AWESOME. HE'S GREAT, I LOVE HIM. HE'S PROBABLY MY FAVOURITE TOOL, JUST BECAUSE WE ALL NEED A HAMMER. I HAVE THE HULK, WHICH IS A LITTLE RUBBER MALLET, HE'S GREEN OBVIOUSLY AND THEN I HAVE MY IMPACT GUN AS WELL AND I LOVE MY IMPACT GUN, BUT I'M GOING TO GO WITH THE HAMMER. “

Schaeffler’s REPXPERT service platform is designed to equip technicians with the information they need to make workshop repairs simpler, safer and more efficient. The app and OneCode product labelling system is said to have made access easier than ever.

Schaeffler OneCode is a unique QR code located on the part number label on LuK, INA and FAG product boxes. Scanning the code using the REPXPERT app allows technicians to access a huge amount of product and technical information – with over 40,000 lines of data checked and updated daily. Alternatively, using the built-in camera function on any smartphone will also link directly to the product information via the website. One simple scan of the OneCode provides instant digital access to the entire library of products and technical information, including invaluable vehicle manufacturer installation instructions and specifications. This one scan also allows members to instantly collect their bonus points, which they can then redeem against workshop clothing, tools, and consumables in the bonus shop.

WANT TO KNOW MORE?

WWW.RDR.LINK/ABB037

What’s new

IN THE WORKSHOP?

with Freya Coleman

LETTERS

Writetotheexperts

We received an email from a reader who had recently bought a Jaguar xkr 2001 where the CATS suspension was not working, and the ECU was missing. The reader had replaced the shocks with standard non-CATS units but is not getting fault codes, electrical and suspension. The question they had was: ‘Is it possible to program the car that it is a non-CAT version?’

We reached out to PMM’s diagnostics expert Tony Powell who had the following to say:

“The CATS or, computer active technology suspension, in use on the Jaguar XKR & XK8 in 2001, when Ford owned the make, was a marmite system, some loved it and some hated it. Either way, when they go wrong everyone hates it as it can be very expensive to repair the system! The system was designed to continually adjust the damping characteristics to improve the driving conditions and optimise ride and handling, over all improving the ride of the car.

As far as I am aware there is no official ‘system delete’ software for the CATS suspension so if you want/need to go down this route I would suggest you will need to talk to a specialist programmer. Try speaking to the likes of Avon Tuning or Diagnostic connections, I believe both of these companies do bespoke software corrections and adjustments. Avon Tuning certainly do error/fault code, warning light deletes and could possibly help out with a local agent close to you that could possibly help.”

If you have any queries you want to PMM team to answer, reach out to pmm@hamerville.co.uk.

ARMOR ALL has crafted the ULTIMATE PRIZE for individuals who are truly passionate about their cars...

As the auto cleaning and care partner of six-time Formula 1 World Champion Team Oracle Red Bull Racing, Armor All is offering one lucky PMM reader the chance to win a prize box brimming with merchandise!

Designed to immerse you in the world of Formula 1 Racing and worth an impressive £250, the box contains prizes that truly define the Oracle Red Bull Racing experience. Containing an official Oracle Red Bull Racing replica driver’s polo shirt, pen, team flag, bottle opener, notebook, baseball cap, umbrella, water bottle and

more, this collaboration is testament to the innovation and development of two leading automotive brands.

Buckle up and get ready to be part of the high-octane world of Oracle Red Bull Racing, all thanks to Armor All!

How do you enter?

To be in with a chance of winning the Armor all prize box

WWW.RDR.LINK/ABB038

Tools top tips Part 2:

Draper’s hydraulic spring compressor

The Draper expert mobile hydraulic spring compressor aims to enable technicians to safely and speedily compress springs during repair or maintenance of suspension strut and damper assemblies.

It’s a powerful piece of kit offering mechanics a ‘total solution’ for all springs, including all Mercedes springs, without the need for additional expensive adaptors. Being completely mobile, it allows you to take the machine to the job. And, because it is manually operated, there is no trip hazard from trailing air or power lines.

Before you start...

The hydraulic spring compressor does not require assembly, however there are a few parts which, depending on the job, will need to be fitted before use. Select the correct clamp yoke from the three supplied with the machine, or the 30-70mm fixing jaw and slide in the hydraulic pump handle.

Best practice

■ Always ensure the safety guard is closed before operating the compressor.

■ Stand in front of the compressor when using it, keeping your hands away from the fixing base and shock absorber.

■ Always lock the pump handle when it’s not in use.

■ Ensue the compressor is stable and on a flat, level surface able to support the weight of the unit.

Bright ideas

■ Adjust the height of the lower fixing base according to the type or size of the shock absorber.

■ If using the lower fixing jaw, refer to the vehicle manufacturer for the correct locking position.

■ Only qualified technicians should operate the compressor and only after they have read and understood the instruction manual.

Step : If you’re using a fixing yoke put the lower section of the shock absorber spring on the fixing yoke and rotate the shock absorber so that the spring can be held as low as possible.

Step : Ensure all of the bolts of the fixing yoke have been tightened.

Step : Adjust the lower supporting base to support the base of the shock absorber.

Step : Adjust the upper fixing jaws according to the size of the shock absorber and spring. Ensure all bolts are tight.

Step : Close and lock the safety gate.

Step : Before compressing, check that the shock absorber and spring are secure. Then use the hydraulic handpump to compress the spring.

To further assist technicians and factors to maximise space and easily see what bulbs they have in stock, NEOLUX has introduced a new bulb stand.The compact display issaid to be the ideal way to stock and store the bulb range. The stand contains 132 of the most popular headlight and auxiliary bulb types and is designed to

Step : To release the compressed spring, gradually release the pump pressure by turning the pressure knob anti-clockwise.

TopTip: Never compress the spring so much so the coils touch and make sure you don’t leave a compressed spring unattended or compress the spring for a long period

WANT TO KNOW MORE?

WWW.RDR.LINK/ABB039

be easy to set up and replenish. The wire display is said to be great for positioning on a countertop or can be mounted on a wall, so can be stored almost anywhere in either a workshop setting.

WANT TO KNOW MORE?

WWW.RDR.LINK/ABB040

Here is a useful summary of all the adverts that appear in this issue of Professional Motor Mechanic. Each is listed with its page number and a direct URL that will get you straight to the relevant online information

Alldata ............................................(page 34) www.rdr.link/ABB100

Ben ..................................................(page 43) www.rdr.link/ABB101

Bonaprene Prods Ltd/Polybush ......(page 31) www.rdr.link/ABB102

Borg Automotive ............................(page 75) www.rdr.link/ABB103

Borg Warner Aftermarket Europe ....(page 70) www.rdr.link/ABB104

Borgwarner Tech/Delphi ........(page 84/OBC) www.rdr.link/ABB105

Carwood Motor Units Ltd ..............(page 52) www.rdr.link/ABB106

Carwood Motor Units Ltd ..............(page 53) www.rdr.link/ABB107

Comline Autoparts Ltd ....................(page 51) www.rdr.link/ABB108

Dayco Europe ..................................(page 23) www.rdr.link/ABB109

DRIV ..............................................(page 44) www.rdr.link/ABB110

Ferdinand Bilstein UK Ltd/Febi ........(page 4) www.rdr.link/ABB111

Granville Oil & Chemicals Ltd ......(page 13) www.rdr.link/ABB112

Jack Sealey Ltd ..............................(page 26) www.rdr.link/ABB113

Karnetic Ltd/Autel ..........................(page 39) www.rdr.link/ABB114

Liqui Moly UK ................................(page 64) www.rdr.link/ABB115

Lucas Oil Prods Ltd ........................(page 67) www.rdr.link/ABB116

Mann&Hummel (UK) Ltd ..............(page 29) www.rdr.link/ABB117

Mechanex ........................................(page 10) www.rdr.link/ABB118

Mewa ..............................................(page 14) www.rdr.link/ABB119

Motul ..............................................(page 56)

www.rdr.link/ABB120

Primalec ..........................................(page 43) www.rdr.link/ABB121

PMM Podcast ..................................(page 20)

www.rdr.link/ABB122

RMIF Ltd ........................................(page 36)

www.rdr.link/ABB123

Ring Automotive ............................(page 33) www.rdr.link/ABB124

Schaeffler Automotiv ................(page 2/IFC) www.rdr.link/ABB125

SP Diagnostics ................................(page 61) www.rdr.link/ABB126

Tool Connection ..............................(page 57) www.rdr.link/ABB127

Topdon (UK) ..................................(page 19)

www.rdr.link/ABB128

TotalEnergies Marketing UK Ltd ......(page 9) www.rdr.link/ABB129