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PROFESSIONAL
SEPTEMBER 2020
MOTOR
F R T E R E A
T T O H E
D E
S E R V I C I N G ■ R E P A I R ■ D I A G N O S T I C S ■ M O T
THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS
FULLY CHARGED With motorists back on the road, PMM prepares you for the influx of battery complaints Also inside... Why social media may be the key to business success
TECHNICAL TIPS AND CLINICS ‘HOW TO’ GUIDES AND BEST PRACTICE ADVICE BUSINESS ESSENTIALS AND TRAINING UPDATES
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Contents Regulars 7-8
NEWS & VIEWS
10
TROUBLESHOOTER
14
CLUTCH CLINIC
16
BELT FOCUS
18-21
TECH TIPS
22
GIVEAWAYS
24-30
BUSINESS & TRAINING
48-49
WHAT’S NEW?
VOLUME 21 ISSUE 7 SEPTEMBER 2020
Features
33-36 BATTERIES & IGNITION
Editor’s Picks 24
FOCUS ON FACEBOOK Hayley Pells of Avia Autos explains why garages need to be social media savvy
27
AS THE DUST SETTLES PMM finds out from WhoCanFixMyCar.com how lockdown has affected independents
30
39-40 BRAKES & CLUTCHES
ASSESS EVERY ANGLE Neil Jones from Ansons Solicitors presents the ins and outs of selling a business
42 -44 TYRES, WHEELS & ALIGNMENT
46-47 ENGINES & TURBOS Total Average Net Distribution 60,820 1st July 2018 – 30th June 2019
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VIEWPOINT
Editor
The road ahead
DANIEL ARON Editorial Assistant LAURA GUALDI
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Digital Manager KELLY NEWSTEAD Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Magazine Designer GEMMA WATSON Group Production Manager CAROL PADGETT Production Assistant STEPHANIE STAPLETON Distribution Manager KARL CLARK Publisher BRYAN SHANNON
Subscriptions
PROFESSIONAL MOTOR MECHANIC is a business magazine for firms and individuals involved in all aspects of the motor trade. It is published eleven times a year and is available nationally FREE to the trade through leading motor factors. It is also available through the post at a cost of £30. EUROPE and OVERSEAS 1 year (11 issues) £50 Airmail 1 year (11 issues) £65 Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts, WD24 4YF.
ockdown has been a long and difficult time for all independent businesses, and we’re by no means out of the woods yet. Boris continues to um and ah over what can and can’t open, which is not particularly helpful when you are trying to bring in revenue to survive. Local lockdowns have also started to appear across the UK, which will inevitably lead to complications. This would be fine if cities and counties were properly localised, but they’re not, which means people will need to be aware of the specific rules for wherever they happen to be at the time. I don’t know about you, but it was enough of a struggle to adhere to one set of restrictions. Thankfully, this apparent indecision from the Government is unlikely to affect independent garages at the moment. In fact, evidence suggests that business within the aftermarket is starting to recover, which is partly due to the curtailing of the MOT extension. As the comparison website WhoCanFixMyCar.com shows on page 27, there was a surge in MOT bookings as soon as it was announced that the extension would no longer be in effect after 1st August. But beyond this, the population is also now more mobile. Vehicles that have been left idle for months need repairing, and the usual suspects, brakes and batteries, are in need of particular attention – good thing these component categories feature in this very issue of PMM! As the day-to-day routine begins to resemble some kind of normality, I have started to hear stories from the aftermarket about those proactive businesses that made the most of lockdown. The initial slowdown gave business owners the rare opportunity to refocus and assess their situation, to take a step back and work out where they see themselves heading and how best to achieve that goal. Rob Ward, owner of the RWC Training Centre, says as much on page 28: “I am really enjoying the challenge of building the business back up, firstly to what it was before lockdown, but mostly to what I think I can make it into.” To have this opportunity for professional introspection is a rarity. And, this is certainly not restricted to just individual businesses. Whilst we have our mind on the future, we should consider what the next step might be for the aftermarket as a whole. It is so often the case that substantial upheaval leads to significant, long-term change, so how will this manifest in our industry? With vehicle technology continuing to develop at a rate of knots, and the professionalism of the independent sector rejuvenated after lockdown, might we soon hear discussions about garage licensing once again? We will just have to wait and see. In the meantime, let’s make the most of the current upturn in business. I’m sure it’s appreciated more than it ever has been before.
Tel: Watford (01923) 237799 Fax: (01923) 246901
Enjoy the issue and have a great month.
E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk Website: www.pmmonline.co.uk Facebook: /ProfessionalMotorMechanic
Daniel Aron Editor
Twitter: @pmmmagazine Copyright © 2020
Associate member
The publishers and editor do not necessarily agree with the views expressed by contributors, nor do they accept responsibility for any errors of translation in the subject matter in this publication.
Front Cover: © alfa27/AdobeStock
PMM SEPTEMBER 2020 5
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GET YOUR DAILY FIX OF INDUSTRY NEWS AT WWW.PMMONLINE.CO.UK
©Jevanto Productions/AdobeStock
75% surge in ‘staycation’ road trips highlights car safety chasm The number of UK motorists looking to ‘staycation’ this year has rocketed by 75% as Brits scramble to rescue their summer holidays, according to online search analysis carried out by comparison site, BookMyGarage.com.
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ith the Government’s sixmonth MOT extension during COVID-19, and an admission that basic safety checks are not made before setting off on long journeys, millions of cars are potentially unroadworthy. More than a quarter (27%) of motorists fail to check the condition of their tyres and over half (58%) admit they don’t make sure that their car lights are working properly, according to data from 9,000 BookMyGarage customers.
Annually, one in three vehicles fails the MOT with 10% due to dangerous faults. The firm also analysed the number of people using the search term ‘road trip’ and found that it had been used 75% more in April 2020, compared with the same period last year. The increase in searches was by far the biggest for the same period in the last five years. After Prime Minister Boris Johnson announced that hotels, campsites, theme parks and zoos could reopen from 4th July, one British holiday park owner – Hoseasons – reported a massive surge in interest, with bookings being taken at a rate of one every 11 seconds. The Government’s automatic six-month MOT extension – which ended on 1st August – meant that approximately 80% fewer vehicles did not have their annual roadworthiness check completed in April.
NEWS
& VIEWS
Ben launches new virtual challenges inspired by Formula 1 Automotive industry charity, Ben, is launching its first ever series of virtual challenges, as part of Bring It On 4 Ben. The first of the charity’s virtual challenges to run this year, Formula Ben Silverstone VGP, started on 2nd August and is inspired by the Formula 1 British Grand Prix at Silverstone.
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fter the last few months of uncertainty, the Formula Ben Silverstone VGP will help automotive people get back on track, funding vital support which is needed now more than ever. To take part, each participant needs to complete the length of the Grand Prix, a total of 190 miles, by exercising in their own way to raise vital funds for Ben. Participants choose how they complete the challenge, for example, by walking, cycling, running, swimming, or even by playing basketball, wrestling, trampolining – or a mixture of whatever they like!
Participants have eight weeks to complete the challenge which ends on 30th September. Those taking part will also be able to see their location on the Silverstone circuit and track their progress as they complete the 52 laps of the British Grand Prix. As well as raising vital funds to support automotive people, the Formula Ben Silverstone VGP also aims to help people improve their physical and mental health & wellbeing during this challenging time. In addition, taking part in the challenge offers people the opportunity to connect with others and be involved in something fun, while supporting Ben to help automotive people get back on track for good. Registration costs £15 per person and each participant will receive a Ben T-shirt. On registration, participants can download an app, link it to their fitness tracking device and join the leaderboard for some healthy competition! To sign up to the challenge, WWW.RDR.LINK/AS001
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NEWS
& VIEWS
FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE
Power Probe Europe rebrands to Prologics Power Probe Europe Ltd has rebranded to Prologics Europe Ltd.
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Autotech Recruit CEO joins IMI TechSafe Sector Advisory Group
aving managed the European arm of Power Probe Inc for over 14 years, Nick Pinder, Managing Director of Prologics Europe, recently launched a fully independent brand with a new line of advanced automotive tools. Prologics
Europe will continue to supply spare parts and accessories for Power Probe products and will offer a repair service on selected tools, but will also offer independently developed tools including: the Ultra Probe, the VR Probe, sensor test lead sets, breakout boxes, and automotive test meters – plus much more! The company looks forward to continuing to support its customers and partners with new lines of advanced tools. If you need any further information, visit the Prologics Europe Ltd website at WWW.RDR.LINK /AS002
Gavin White, CEO of Autotech Recruit, has joined the Institute of the Motor Industry’s (IMI) TechSafe™ Sector Advisory Group to help drive forward the Electrified Vehicle Professional Standard.
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fficially endorsed by the Government’s Office for Low Emission Vehicles (OLEV) the IMI’s TechSafe standard offers vehicle technicians a way to certify their EV competence through IMI accredited training. The standard complies with Electricity at Work regulations, enforced by the Health & Safety Executive (HSE). The advisory group, which is chaired by IMI’s CEO, Steve Nash, is made up of key figures across the motor sector, including manufacturers, vehicle repair groups and
8 SEPTEMBER 2020 PMM
dealers. Through collaboration, this platform provides a valuable opportunity for industry experts to comment on, and shape the future of the growing electric vehicle sector, while safeguarding vehicle technicians. “As electric vehicle sales rise, we are witnessing increasing demand for EV trained vehicle technicians,” commented Gavin. “However, we have a duty of care to ensure our technicians have the necessary skills to work safely on these vehicles.” “The development of the TechSafe standard is a crucial step forward in the adoption of electric vehicles, and I am delighted to be part of the Sector Advisory Group.”
“The IMI’s TechSafe standard offers vehicle technicians a way to certify their EV competence.”
Weld tests and ATA assessments now available Stanners Equipment would like to advise customers that it has taken the necessary COVID-19 safety protocols to enable the company to do on-site ATA and weld testing assessments.
“S
ince July we have been successfully carrying out BS
weld testing and ATA accreditation and re-accreditation at our customers’ premises,” said John Stanners, Director of Stanners Equipment. “All our trainers are adhering to social distancing, hand sanitisation and wearing the correct PPE to assure the safety of our clients and technical team.” Stanners is approved by the IMI to do A0M009, AOM030, AOM133 and 106 testing and certification. Call 01670 514133 if you are interested in this opportunity for your business.
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TROUBLESHOOTER
The BMW knocking noise problem PICO Technician Steve Smith takes PMM readers through the following case study that looks at a known and documented issue surrounding a knocking noise from the steering column area of a BMW.
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will start by first clarifying that this issue was captured at the ‘check for technical bulletins’ stage of the diagnostic process, and so the case was quickly closed as no further diagnosis was required. However, given the nature of the fault, I saw this as a great opportunity to demonstrate how to objectively locate intermittent knocking noises – a process that is usually time consuming and potentially expensive to diagnose. So please read on!
VEHICLE INFORMATION Manufacturer: BMW Model: 320D M Sport xDrive Touring (RH-Drive) Year: 2013 Model code: F31 Engine code: N47 2.0L 4-cylinder Transmission: 8-speed automatic Mileage: 114,823 miles Failed part: steering rack “thrust piece repair kit”
Customer’s description The customer reported a knocking noise that could be felt and heard through the steering column when ‘rocking’ the steering wheel back and forth. Whilst the symptom had been present for approximately six months, it did not affect the performance or handling of the vehicle. The customer also reported an intermittent knocking noise from the suspension when driving at low speeds over speed humps.
Technical description Verifying the customer complaint is an essential step in the diagnostic process and luckily, the above steering knock could be replicated with a stationary vehicle. An interesting point to note here is that the knocking noise was evident only with the engine off, i.e. without the intervention of electric power steering (EPS). With the engine running and EPS active, no knocking noise could be produced. The following video demonstrates the symptom above: WWW.RDR.LINK /AS024 Given the vehicle in question is equipped with stop-start, there are times during a typical journey where the EPS is inactive during engine cut (whilst stationary). Any
input into the steering wheel during this ‘stand-by’ period would generate a knock prior to engine restart commanded by an EPS ‘load’ request signal (prompted by the movement of the steering wheel). You may well ask, why is this an issue? You could argue it’s simply wear and tear given the mileage of the vehicle. There may be some merit in that question but with complaints of knocking noises surrounding steering, we must err on the side of caution. This may be an early indication of something more sinister such as a worn steering column intermediate shaft universal joint (UJ) or interconnecting spline, both of which have safety implications. Road-testing the vehicle confirmed no drivability issues such as excessive play or tight spots in the steering system and the self-centring action seemed to be functioning as normal. Regarding the additional customer complaint of an intermittent knocking noise from the suspension over speed humps, occasionally I could produce a similar knock to that felt/heard from the steering column as the right-hand front wheel rides over the
“I saw this as a great opportunity to demonstrate how to objectively locate intermittent knocking noises – a process that is usually time consuming and potentially expensive to diagnose.”
10 SEPTEMBER 2020 PMM
speed hump. My opinion of course is subjective and requires qualification and so the best course of action is to resolve the steering knock and retest over speed humps post steering fix.
Diagnosis With the customer complaint verified, the vehicle’s ID and specification were confirmed. No additional or non-genuine accessories were installed that could influence the performance of the steering or suspension The customer interview highlighted typical tyre replacements and wheel alignments associated with the mileage covered by the vehicle, but no repairs had been carried out to the steering system. The basic inspection confirmed no visible signs of damage to the suspension or steering components, including the alloy wheels and tyres. Prior to diving in here, taking a step back and checking for technical bulletins (recalls and campaigns etc.) is paramount. This is where we struck gold thanks to a swift Google search accompanied with numerous YouTube videos demonstrating our exact steering concern. The following forum post WWW.RDR.LINK /AS025 describes both the fault above, the parts required and the journey taken to resolve the concern, along with a relevant BMW Dealer Bulletin ‘No.22/2018’. Ironically, I could not find this information on two major technical information sites!
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[Blue] Channel A: RH front caliper bolt [Red] Channel B: RH front chassis
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[Green] Channel C: LH front caliper bolt [Yellow] Channel D: LH front chassis
Possible causes For this procedure there is no need to list possible causes based on the information above, however we must bear in mind that we also have an additional complaint of a suspension knock when driving over speed humps.
Speed hump knock detection road test
The action plan The action plan is predominantly governed by accessibility, probability and cost. Once again there is no action plan required as we know the fault condition and the repair required, however, why not gather objective data to qualify the fix suggested in the dealer bulletin whilst also trying to capture our intermittent speed hump knock? To recap what we have learnt so far: â– Knock from the steering column when
rocking the steering wheel with EPS inactive â– Intermittent knock from the right-hand front
suspension when driving over speed humps â– Integrity of steering and suspension
components confirmed as good â– A known fix exists for the steering column
knocking noise For those lucky enough to own an NVH Advanced kit (with a 4-Channel PicoScope), they have the distinct advantage of placing an accelerometer or microphone at strategic points about the vehicle in order to locate the source of our offending knocking noise. Now we apply the technique of connecting accelerometers at differing points about the front of the vehicle but inform the NVH software that we have connected microphones. This enables playback within the NVH software to ensure we have indeed captured an offending knock noise, rather than exporting the data and listening to the accelerometers within a media player.
Accelerometer mounting locations
From the first impression of the capture (Fig 1), it would appear we have an excessive response from the RH and LH front suspension as the vehicle rides over the speed humps. This is to be expected as here we witness the characteristic behaviour of the suspension in relation to the chassis (note the roadwheels will rise and fall within the wheel arch). I have placed a marker at 193.22 seconds in the capture to denote the point at which a single knock noise was heard inside the cabin whilst driving over speed humps What I would also like to bring your attention is the response of the accelerometers when we hide channels A and C and focus on channels B and D (Fig 2). If we playback the audio of the sound recorded by the accelerometers attached to the LH and RH chassis, we have captured the knock which is more prominent in the RH front chassis. Based on the above, a further road test was carried out to determine the response of the suspension in relation to the chassis when riding over speed humps. Once again, we employed the PicoScope (note that the accelerometer positions remain in the identical locations). As we can see in Fig 3, the red and yellow channels (B and D respectively) respond almost identically confirming the chassis movement to be equal as the vehicle rides over the speed hump. The black and purple waveforms are math channels derived from subtracting the movement of the suspension from the movement of the chassis: A-B and C-D. What I find interesting here is that the relative suspension motion (of the offending RH side of the vehicle) highlights both an increase in amplitude and frequency relative to the LH side. Could this be poor suspension damping then?
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TROUBLESHOOTER
í˘´ í˘ł At this stage (if nothing else) we have qualified the following: â– A knock does exist when driving over speed humps, it can be heard (and seen) with the greatest clarity within the RH front chassis â– The vertical acceleration of RH road wheel is greater and at a higher frequency than the LH front wheel! â– The vertical acceleration of the LH and RH chassis are the same when riding over the speed humps
Returning to the steering knock With the vehicle stationary (engine off) and the steering wheel rocked back and forth (EPS inactive), we repositioned the accelerometers and captured the following data using our NVH software (Fig 4). Without doubt, based on amplitude alone the accelerometer connected to the RH front subframe responded to the highest level of energy generated by the knock, however amplitude can be deceiving. The mass to
[Blue] Channel A: RH Front subframe [Red] Channel B: RH Front chassis
which the accelerometers are attached will differ from one location to another on the vehicle. Imagine how an accelerometer would respond to energy travelling along a thin section of steel plate compared to a thicker section of the vehicle chassis of greater mass. To be fair, in this example, all accelerometers are connected to components of similar mass (chassis and subframe), so the amplitude captured here can be considered a realistic indication of the origin of the knock. A superior way to qualify amplitude is to measure the response time of each accelerometer to the knocking noise – the first responding accelerometer being the closest to the source of the noise. What better tool to measure response time (with a zoom facility) than PicoScope? In Fig 5, we conclude that not only was the accelerometer connected to the RH subframe exposed to the highest energy level, it was also the first to respond to the knock that generated this energy and so closer to the offending component.
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[Green] Channel C: LH Front subframe [Yellow] Channel D: LH Front chassis
To summarise ‘response time’, we are evaluating the time taken for the energy (generated by the knock) to propagate throughout the vehicle structure.
The response order First: RH Front subframe Second: LH Front subframe Third: RH Front chassis Fourth: LH Front chassis It should come as no surprise that a knock originating from the RH front subframe should also be detected 460.2Âľs later in the LH front subframe, as both accelerometers are connected to the same component. Note, however, it does take time for the energy to travel along the steel work and dissipate throughout the vehicle. This phenomenon can be seen in the response time of the red accelerometer connected to the RH chassis, which is late to respond to the knock even though the RH front subframe is bolted to the RH front chassis. We must remain mindful of the above characteristics when locating knocking noises; whilst we may be convinced in our mind (subjectively) that a knock originates from the location where it can be heard most prominent, it does not mean to say that is the location of the knock!
READ THE NEXT ISSUE OF PMM TO FIND OUT HOW STEVE SMITH DISCOVERS THE LOCATION OF AN INTERMITTENT KNOCKING NOISE
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CLUTCH CLINIC
HOW TO Replace the clutch on a Škoda Roomster This month, Charles Figgins, Technical Marketing Manager at Blue Print, replaced the clutch in a 2006 Škoda Roomster, which was fitted with a 1.2L TSi engine and a five-speed manual gearbox.
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he vehicle was reported to have an issue with the smoothness of its clutch pedal operation. This required the gearbox to be removed and the clutch inspected to diagnose the fault and fix it.
Gearbox removal Once in the workshop, open the bonnet and remove the battery, battery tray and air cleaner assembly to provide access to the top of the gearbox. This will reveal the gear selector, clutch slave cylinder, starter motor, and gearbox mounting (Fig 1). First, unclip the gear selector cables from the selector levers. Then, remove the three retaining bolts from the cable bracket, and put the cables to one side. Next, carefully remove the plastic clip retaining the relay lever. Following this, remove and unbolt the selector lever. With this lever removed, the starter motor can be taken out. This provides extra clearance when removing the gearbox. The lever shaft has a master spline – when it comes to refitting the lever, it can only be fitted in one position (Fig 2). Then unbolt and secure the clutch slave cylinder, followed by the reverse lamp switch wiring harness, leaving only the gearbox retaining bolts to be removed. Following this, support the engine with an engine brace before removing the two bolts that hold the gearbox mount in place. Then, raise the vehicle to a working height. Remove the front wheels. Then, remove both lower suspension arm swivel joint retaining bolts. Free the joints from the hub assemblies, and cover with a plastic cap to protect the rubber boot and thread from any potential damage (Fig 3). Follow this with the left-hand wheel arch liner.
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Unbolt the inner driveshaft joint retaining bolts. The driveshafts can then be pulled free from the drive flanges to provide ample clearance for the removal of the gearbox. Wrap the exposed driveshaft joints in a plastic bag to stop any grit from entering the joint until they are ready to be refitted (Fig 4). Working underneath the vehicle, remove the exhaust hangers, followed by the rear gearbox mounting and the lower gearbox shield. Then, remove the upper gearbox retaining bracket and the lower gearbox retaining bolts. The engine and gearbox should then be lowered to an appropriate position, and the mounting bracket removed. With the gearbox supported, the last retaining bolts can be removed, and the gearbox lowered from the vehicle.
Clutch replacement The clutch pressure plate and disc should then be removed from the flywheel and inspected. In this case, 80% of the material was worn and would have needed to be renewed soon. Upon inspection of the release bearing, it had become worn and sticky during operation; this was the root cause of the stiff operation of the clutch pedal (Fig 5). The conclusion was that the clutch kit required replacement. Blue Print clutch kit ADV183056 was used. Included in the kit is a pressure plate, disc, release bearing, release lever and a guide tube.
“When fitting the new pressure plate and disc, it is essential to make sure that the contact surfaces of the pressure plate are positioned correctly.�
Clean and inspect the flywheel for any heat spots or cracks before fitting the new pressure plate and disc. When fitting the new pressure plate and disc, it is essential to make sure that the contact surfaces of the pressure plate are positioned correctly and that the clutch disc lining is aligned and fitted fully against the flywheel before the retaining bolts are inserted. The six pressure plate bolts should be tightened diagonally and evenly to ensure even contact and to prevent any damage to the pressure plate centring hole and flywheel centring pins. Turning our attention to the release mechanism, the two bolts to remove the clutch release arm should be taken out, complete with the guide tube and bearing. This will reveal the input shaft seal, which needs to be inspected for any oil leaks. Clean the surface area before fitting the new parts. Grease the pivot points, and install the new release arm, bearing and guide tube.
Tighten the retaining bolts and rotate the new release bearing until the catch pegs can be pushed into the release arm. Conduct a test to check the smoothness of operation (Fig 6). Then refit the gearbox to the engine, using some of the retaining bolts to hold it in place, followed by the gearbox mounting bracket. The engine should then be raised using the support brace and put back into position. Refit the gearbox and exhaust mountings. Then, fit the driveshafts, suspension joints and wheels, ensuring all fixings are tightened to manufacturer specifications. Working from the top of the gearbox, refit the gearbox mounting and remove the engine brace. Refit the starter motor and wiring harness for the reverse lamp switch. Then, reassemble the gear selector levers while all mating surfaces are cleaned and lubricated with grease – this will help improve the smoothness of operation. Reconnect the clutch slave cylinder, selector cables, air filter and the battery. The clock and the one-touch window operation should then be reset. Finally, test the clutch operation and carry out a road test. FOR MORE INFORMATION ON BLUE PRINT AND ITS RANGE OF COMPONENTS, WWW.RDR.LINK /AS003
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BELT FOCUS
HOW TO Replace the timing belt on a Ford Focus II The technical team at Dayco details how to replace the timing belt on a Ford Focus II 1.6L TDCi using the KTBWP9140 Dayco Kit.
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s replacing the timing belt requires the removal of the auxiliary belt, Dayco recommends that in addition to replacing all of the primary system’s components, technicians check and change the auxiliary components at the same time if necessary.
Procedure As with all primary drive system jobs, always check the timing marks before removing the timing belt and ensure that the work is undertaken when the engine is cold – ideally, the vehicle will not have been run for at least four hours. Also rotate the engine solely via the crankshaft pulley and in its correct direction of rotation – neither the crankshaft nor camshaft should be rotated completely with the timing belt removed. Unplug the connector to the electric radiator fan, and, after making a note of the radio code, disconnect the battery. Remove the cowling from within the front wheel arch of the driver’s side to expose the auxiliary belt system. Then, slacken the auxiliary belt tensioner with a spanner, and hold the tensioner in position with a suitable 6mm diameter pin (Fig 1) in order to take off the belt. Remove the tensioner, followed by the damper pulley, but refit the bolt to enable the engine to be rotated to locate the timing marks.
“As with all primary drive system jobs, always check the timing marks before removing the timing belt and ensure that the work is undertaken when the engine is cold.�
16 SEPTEMBER 2020 PMM
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Disconnect the RPM sensor plug and remove the lower screws of the timing case. From above, move the coolant reservoir to one side to gain access to the engine mount, which, once the engine has been suitably supported from below, needs to be removed along with the engine mount flange. Then remove the upper half of the timing case, which allows the bottom half to be removed and exposes the timing drive system. Rotate the crankshaft so that the hole in the pulley for locking tool 303-734 is at 12 o’clock (Fig 2). Then insert the pin. Following this, insert locking pin 303-732 through the pulley of the fuel pump, followed by the camshaft locking pin 303-735 in the hole at 10 o’clock, to lock the camshaft pulley in its timing position. The crankshaft timing must be carried out with locking pin 303-732 also inserted into a hole in the engine block (Fig 3).
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Detach the RPM sensor and the timing belt guide. Loosen and remove the bolt and the timing belt tensioner, followed by the timing belt. Replace the idler with the new one from the Dayco kit KTBWP9140 and tighten the nut to 35Nm. Now remove the water pump, and, ensuring that the cooling system has been flushed through and no debris is present, install the new Dayco water pump, complete with its seal, but without any sealing compound. Attach the new tensioner from the kit, taking care to position the slot between the lug on the block as shown (Fig 4). While observing its direction of rotating arrows, install the new HT timing belt, starting at the crankshaft pulley, with its slack section facing the tensioner. Remove the pin for the tensioner and, using an Allen key, rotate the tensioner anticlockwise to tension the belt correctly, before tightening the bolt to 25Nm. After removing all of the locking tools, rotate the
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engine through 12 complete revolutions and check the timing. The correct belt tension has been achieved if the tensioner is still positioned as indicated (Fig 5). Repeat the process if necessary. Refit all of the components in their reverse order, but check the crankshaft pulley and replace if necessary, using Dayco DPV1068; the fastener for this should be tightened to 30Nm and 180, and the auxiliary belt tensioner APV1076 should also be used. However, Dayco recommends that the auxiliary belt 6PK975 is always replaced. Finally, refill the cooling system, start the engine, and check for leaks. Ensure that the radiator fan is operating correctly. Then, once the engine is cold, recheck the fluid levels. FOR MORE INSTALLATION GUIDES AND ADVICE, WWW.RDR.LINK /AS004
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TECH TIPS
BEST PRACTICE Freshen up on air suspension Arnott Europe, the air suspension specialist, provides PMM readers with a refresher on best practice for working on air suspension systems as business starts to pick up pace once again. Safety and preparation When working on the air suspension system, ensure that you wear protective glasses, hand gloves, and ear protection. Ensure that the pressure has been released and that the power supply to the compressor is disconnected before disassembling the air hoses and components.
Visual checks Several issues can be diagnosed visually. If, for example, a vehicle drops more than 2.5cm overnight, this indicates a leak in the system. If the car is lower in one corner, or the car is not levelled, this can also be caused by a defective valve block. A burnt-out compressor can be confirmed by smell and the colour of the metal body. Brown-coloured labels on the compressor unit are also good indicators.
without any precautionary measures. Some systems automatically recognise that the car is jacked and retain the desired amount of pressure in the air springs.
Inflation Never fully lower the car with the lifting device when the air suspension system is depressurised, as the air spring could unfold incorrectly, and the crimp ring may dislodge. The relay could get damaged, or the compressor could burn out in its attempt to pressurise the system to the operational level. The air springs should be mounted the way they came out of the box. Do not stretch them or pre-pressurise them, as during inflation they could fold out incorrectly and get damaged.
cause of a non-functioning air suspension system, but rather the consequence of a large leakage in another part of the system. Therefore, making the correct diagnosis is crucial. Check all lines, connections, and air springs for leaks after the compressor is working again.
Struts and shocks Critically inspect the air suspension strut or shock absorber for oil leakage when replacing a leaking air spring. Oil deteriorates the rubber of the air bellows and drastically lowers the lifespan of the part. If the shock absorber is no longer performing its task properly, the air spring overworks and will get damaged quickly.
Diagnostic tools
Depressurising Depressurising the system can be done either at the compressor or the air bellow side. Never fully remove the air fitting all at once, instead remove it gradually to relieve the pressure. Depending on the vehicle’s make and model, a diagnostic tool may be needed to activate the solenoids to depressurise the air bellows. You can recognise this by the presence of a connector on the air spring.
Jack mode Check if the vehicle features a ‘jack mode’. If present, use it to prevent the air being released from the bellow when jacking up the car. If not present, the car can be jacked
18 SEPTEMBER 2020 PMM
Tightening the VOSS connector VOSS connectors usually do not need tightening, and doing so may damage the thread and cause air leakage. Always respect the manufacturer’s torque specifications, as over-torqueing can result in damaged or broken threads.
Don’t just replace – find the root cause Always replace the relay when mounting a new compressor. Often, the relay has become ‘sticky’, causing the new compressor to continuously operate. This will eventually lead to a burnt-out compressor. Remember that the compressor is usually not the actual
After the test drive, ensure that no fault codes are re-entered into the system. Check the height sensor parameters with a diagnostic tool and adjust if necessary; this ensures the correct height at each corner of the vehicle, enabling the system to respond correctly to inputs when driving. Additionally, perform a wheel alignment when the shock absorber or strut is replaced. Always perform a dealer software update if this is required in the installation manual. Ignoring this will cause the compressor to not work as it should, potentially leading to a burnt compressor. FOR MORE INFORMATION ON ARNOTT EUROPE’S RANGE OF AIR SUSPENSION COMPONENTS, WWW.RDR.LINK /AS005
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TECH TIPS
Back-to-back BULLETINS Throughout lockdown, HELLA’s technical team has been working overtime answering the queries of troubled technicians. Here, the experts highlight two areas of particular concern.
Vexing Vauxhalls HELLA’s technical team has received an increase in queries about insufficient engine power relating to certain Vauxhall models, such as the Astra, Zafira and Meriva. The team has discovered that this symptom is often related to the exhaust gas recirculation (EGR) system. They have found that the engine warning light tends to come on in Vauxhall models fitted with the engine code Z16XEP. After further investigation, the following diagnosis and repair procedures have been revealed to help technicians resolve the problem. If, when undergoing a diagnostic test, the insufficient engine power symptom occurs in line with the following list of fault codes, a clogged or blocked EGR channel is the probable cause.
■ P1300 – Fuel tank empty
In order to eliminate a defect with the EGR valve, technicians should run a check on the periphery of the EGR system. If no errors are found there, technicians should do the following: ■ Read out the error memory and delete all existing fault codes ■ Dismantle the intake manifold as per the manufacturer's
specifications ■ Clean the EGR channels in the intake manifold with the
appropriate tools ■ Fit the intake manifold as per the manufacturer's
specifications Fault codes: ■ P0171 – Mixture too lean ■ P0300 – Misfire on multiple cylinders identified ■ P0301 / P0302 / P0303 / P0304 – Misfire identified on cylinders 1/2/3/4
■ Read out the error memory and, if necessary, delete all the
existing fault codes Finally, a test drive should be carried out and the error memory read once again.
Fuel pump frustrations Another area of concern that the HELLA technical team has highlighted is the fuel pump and the common misdiagnoses that technicians may fall foul of. The main cause of fuel pump failure is contamination, which can be initiated by dirt and debris entering the system when refuelling or from using poor quality fuel. Driving frequently on a low fuel tank can also accelerate wear on the fuel pump, due to debris on the bottom of the fuel tank being disturbed and entering the pump. However, technicians should be aware that more than half of all fuel pump replacements are the result of misdiagnosis, which is why HELLA recommends double checking the area to ensure that changing the pump is the correct course of action. Electric fuel pumps operate at higher speed and draw less current than older style pumps and the complexity of modern engines means that several vehicle systems can disable them. Components and technology that would not normally be
associated with the fuel system such as security systems, drivetrain and oil/fuel pressure switches, now have the ability to render the fuel pump inactive, which can often result in misdiagnosis. The symptoms that indicate that the fuel pump may need replacing are: ■ ■ ■ ■ ■ ■
Difficult, or non, starting Extended engine cranking Immediate or intermittent stalling Rough idle Poor acceleration Severe engine lag
If any of these symptoms appear, technicians should investigate the fuel system and check for any faults. FOR MORE INFORMATION ON THE HELLA RANGE, WWW.RDR.LINK /AS006
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GIVEAWAYS
The best things in life are free... Check out the fantastic freebies on offer this month. To enter the prize draw, and to see what other competitions are currently running, go to
WWW.RDR.LINK/AS007
∞ USB SMART BUTTON Yuasa, the UK brand for vehicle and industrial batteries, is giving workshops nationwide a free USB smart button. The innovative buttons are perfect for busy workshops. They simply plug into a device’s USB port and when pushed, provide ultra-fast access to Yuasa’s industry leading trade battery lookup site: fit.yuasa.com. Yuasa’s system is powered by GS Yuasa’s powerful database. It claims to find the exact battery on every occasion, helping technicians save valuable time and money, whilst boosting their own customer service and reputation. fit.yuasa.com is more than just a battery lookup system. Once the correct battery is found, users can download detailed fitting information. This includes the battery location on the vehicle, accurate fitting times and the location of the OBD (on-board diagnostics) port if appropriate. This is complemented by full, OE level step-by-step fitting instructions that can be viewed on screen or printed for convenience. Although the system can quickly look up batteries via a vehicle licence plate or VIN, an effective alternative is the cross-reference tool. This allows mechanics to cross reference OEM and competitor part numbers to the equivalent Yuasa battery, making battery replacement even easier and more convenient. Automotive batteries are only part of the story though. fit.yuasa.com also includes an extensive range for all vehicle applications such as motorcycle, commercial vehicle, leisure, marine, garden and many more.
5 BOTTLES OF ENGINE SHAMPOO Castrol has launched a new a pre-oil change treatment, Castrol Engine Shampoo, and in an exclusive offer is giving away five bottles to lucky PMM readers. The product reduces harmful sludge deposits by up to approx. 85% in petrol engines, as shown by tests at the Castrol Technology Centre. Engine sludge builds up over time and is not removed during a standard oil change. It can clog vital oil passageways, reducing the power, efficiency, and overall engine life. The new product can be used safely in both petrol and light diesel engines, as well as in motorbikes and light commercial vehicles. One bottle of Engine Shampoo is effective for vehicles that use 3L to 6L of engine oil. It is recommended for use at every other oil change, mainly for older and high mileage vehicles. However, it can also be used for new vehicles as a preventative measure. Engine Shampoo helps to maintain engine power and efficiency by dissolving and flushing out sludge during the oil change process. The application takes 10 minutes prior to servicing and can happen anywhere that the car can be safely parked. After the engine has warmed the oil, it is switched off and 300ml of Engine Shampoo is added. The engine is then switched back on and left to idle for 10 minutes. The sludge transfers to the engine oil, which is then drained with the engine off, and the filters are replaced. This process maximises the cleanliness of the engine internals, ensuring the new engine oil can perform at optimal levels.
22 SEPTEMBER 2020 PMM
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& TRAINING
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BUSINESS
Focus on Facebook In the second article of a two-part series, Hayley Pells of Avia Autos, explains why Facebook has become a crucial tool for marketing her garage business.
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ocial media platforms dominate internet usage and are the third most common reason for accessing the internet (the first being to find goods/services, the second to use online banking). It is therefore worthwhile understanding how each of these platforms operate and which one your client base prefers to engage with.
At Avia, we have had great success with Facebook and discovered that it is an easy platform to manage as a team. Shifting trends mean that different platforms will reach different demographic groups, but with 44.84 million users in the UK accessing Facebook, not having at least a presence would now be considered as strange as not having the free line in the Yellow Pages in the 1980’s. Although it is relatively simple to set up, there is a bit of leg work involved to get results.
Content creation Creating the page can be completed with little experience. You need to have a personal Facebook account and then you create the page using the online guides. Relatively simple, Facebook is eager to show you how to construct the page. Having an active page on the platform will increase your digital presence, thereby increasing the likelihood of you appearing in search results for the types
24 SEPTEMBER 2020 PMM
of servicing you offer. All this being said and done, the leg work really kicks in when you try to maximise your potential ‘reach’ through the platform. You need to load content that is interesting and drives engagement with your digital space. At Avia, we share posts from our day, the cars that we find exciting, motorist hints and tips, along with changes to our services or any special or seasonal offers that we might have. Content can get confusing; this is an area where many businesses start to come awry. The users of Facebook do not wish to be bombarded with advertising so simply throwing up capitalised strings of words declaring that you have a special offer will quickly reduce your exposure on timelines. If it isn’t interesting to read, Facebook has a sophisticated algorithm to maintain its position as a preferred platform and your
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HOW TO BE SOCIAL MEDIA SAVVY DOS
✓
©Thaspol/AdobeStock
✓ ✓ ✓ offering will simply not get airtime. Whereas if you offer content that is engaging, Facebook and the users themselves will expose your content to more users; this is what ‘reach’ refers to.
Stay consistent Engaging content achieved, the next hurdle is consistency. Here, if you are more digitally confident, you can start to employ third-party platforms or use the Facebook platform to ‘schedule a post’. The benefit of this is that a dump of content followed by an absence will not get the platform to work well for you. Little and often is the key. Here, we mainly access Facebook through smartphones. The camera functionality of the phone makes the point, shoot and upload process a minor interruption to the working day. We have a ‘social media space’ in the workshop that is kept clear of equipment and is brightly lit – it also has a large Avia logo for the better display of the cars that visit us.
Don’t fear video Video content can be daunting and would perhaps be more suitable for when confidence is increased. Pictures will get more engagement than simple text and Facebook recognises this. The platform has therefore enabled moving animations (GIFs) and the ability to put up coloured backgrounds to your text, even if this is at the expense of the text. At Avia, we have found that linking posts to
our YouTube channel, particularly about our coronavirus procedures, is very useful for increasing traffic and for communicating to our customers what changes they should expect when they come to visit us. Avia looks after its Facebook pages inhouse and you can certainly do this too. When it comes to the look of the pages, remember to use colours that reflect your existing branding, or use the opportunity to pick some that you can repeat throughout your posts. Tell the story of your business and include your customers in your journey. It is important to not merely exist to be selfserving; offering hints and tips to your customers on how they can look after their car, as well as other relevant content, is a good habit to get into. Only once you have built a stream of content should you start sprinkling in announcements for flash sales or special offers if this is the strategy you wish to employ. Another method is to offer a focus on a marque or repair when they are appropriate, which can be effective for seasonal work such as winter tyres or air conditioning. In summary, internet use continues to increase and the number one use for this connectivity is to search for a product or service. This trend will only benefit those businesses that are visible to the consumer, and Facebook is an exceptional way for a garage business to showcase the expertise it offers. So, if you have not already – it is time to get social.
✓
Invite people to like your page to get the ball rolling Post regularly Post content that is interesting and sincere Reply to those who engage with you Remember to put in contact details, opening hours and where you are!
DON’TS
✘ ✘ ✘
✘
✘
Limit the self-serving posts Refrain from bad language and offensive content Take negative engagement out of the public space, reply to their complaint with a polite offer of a phone call or email Avoid clickbait and churn. Clickbait is a derogatory term for something that needs to be opened (clicked) to access the content, churn is excessively sharing material with nothing meaningful to add to it Resist getting caught up in ‘likes’ – the number of people that see your posts will far exceed the number of people that take a positive action (Like or Comment). The same is true for the number of followers, keep it meaningful and don’t sweat about not having big figures
TO FIND OUT MORE ABOUT AVIA AUTOS, WWW.RDR.LINK /AS008
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PROFESSIONAL MOTOR MECHANIC
MECHANEX
The regional Tradeshow for aUTo  rePair Professionals
R FO SS CK INE BA S BU
THE LIVE EVENT FOR ALL GARAGE BUSINESSES
All the latest in diagnostics, parts, tools and equipment
NEXT SHOW Sandown Park, Surrey: Tuesday 2nd & Wednesday 3rd March 2021 SAFELY DOES IT An extensive risk assessment programme has been carried out to ensure Mechanex is a safe and well-ordered environment for all visitors and exhibitors. Enhanced measures include: l Non Touch Entry l Hand Sanitising Stations l Contactless Payments
l Visitor Flow Management l Trained Operations Teams l Regular Thorough Cleaning
Register for free at www.mechanex.info
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& TRAINING
©tong2530/AdobeStock
BUSINESS
As the DUST settles The UK went into lockdown as a result of the COVID-19 pandemic back on 23rd March, and although life is now returning to some form of normality, the aftermath of lockdown has affected all corners of the automotive industry. WhoCanFixMyCar.com sheds more light.
W
ith driving limited to essential travel for several months, issues were bound to arise in cars sitting stagnant on drives across the UK. Garages anticipated the usual repair suspects when it comes to cars parked up for long periods of time – car batteries and brakes. However, the change in driver behaviour coupled with the Government’s MOT extension scheme has had a huge impact on both the repairs completed since lockdown began and now during the recovery period.
What happened as the UK began locking down? As expected, mid-March saw a rapid decline across all job categories as the UK began facing the realities of the pandemic. The decline, however, bottomed out quickly and remained stable for much of the lockdown period for the majority of job categories. The repair type which recovered the quickest since March is car batteries. Given the long periods of time that cars have recently sat still, this stresses the importance of good car maintenance during periods of limited use. A few days into lockdown, on 25th March, the government announced its MOT extension scheme, meaning that MOTs due to expire after 30th March were granted a sixmonth extension. This has since been capped, with those due from 1st August onwards now having their original due date. In terms of how this has affected the number of MOT jobs, WhoCanFixMyCar.com found that they rose initially in mid-March, then declined rapidly once the extension came into effect.
Job trends since the pandemic
Car repair and servicing trends since lockdown
MOT jobs peaked only once towards the end of June, when the news that the extension would be ending 1st August was announced. Now that MOT extensions have been capped to 1st August, there has been a slow increase in job numbers, although we expect to see a surge throughout the summer.
cause being that drivers are returning to work. Additionally, numbers for brake jobs have increased, most likely due to fact that they are a common fault which requires remedial attention. Mobile mechanics were hugely popular during the pandemic’s peak, yet now they are underperforming in comparison to in-house garage repairs. This diminishes the hypothesis many had that mobile would become the ‘new normal’. Time will tell how the pandemic continues to affect the automotive world. It looks likely that job numbers will continue to rise to reach pre-Covid numbers for the time being. However, how long that trend will last remains unclear. It is clear, however, that car repairs are making a comeback.
How have things changed throughout the recovery period? Moving out of lockdown and having passed the first peak, jobs have since recovered, being 3.3 times higher than at their lowest point (at time of writing). This indicates that drivers are now more comfortable with visiting garages and having repairs carried out than they have been in recent months. Things, therefore, appear to be on the up for those who work in automotive repairs. There has been a substantial rise in clutch and heavier mechanical work compared to other job categories. There could be many reasons for this, with the most probable
FOR MORE INFORMATION ON WHOCANFIXMYCAR.COM AND ITS SERVICES, WWW.RDR.LINK /AS009
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BUSINESS
& TRAINING
What I’ve LEARNT in 30 years Rob Ward, the man behind the RWC Training Centre, has been in the automotive industry for three decades, from bodyshop apprentice to accredited trainer. In this exclusive interview, PMM asks him about what he’s learnt in that time, and where he thinks the sector is headed. PMM: Can you give us a brief overview of your career to date? Rob Ward (RW): I was fortunate to secure a two-week work experience slot and Saturday job at SC Gordon Ltd, a Rolls Royce and Bentley specialist coach builder in Luton. My love of cars and these high-end motor vehicles in particular, propelled my interest enormously and ignited my career-long desire to learn. I attended college to complete a body and paint apprenticeship, which was followed by eight to nine years of moving between local bodyshops to gain experience. I then took the bold step into education and coincidently took the position of my old college tutor who had moved to another teaching department within the college. I ran the paint and body apprenticeship courses for 16 to 19-year-olds. Soon after, I gained my adult teaching qualifications, which was a steep learning curve given that I was only in my 20s myself. 20 years on, training and education is still my thing.
28 SEPTEMBER 2020 PMM
PMM: What is your current position? RW: I own an automotive training company that I started in 2009. Initially, as Rob Ward Consulting, I delivered management consultancy and skills training for bodyshops, but as with many businesses, directions change as different opportunities come along. The business now delivers training for large national automotive organisations as well as small independent garages. In 2018, we opened an IMI Approved training facility, and Rob Ward Consulting became RWC Training Centre.We deliver training and qualifications across the breadth of the motor industry sector with particular attention to the latest vehicle technology. PMM: What are the main technological changes you’ve seen in the industry over the years? RW: Vehicles have changed beyond anything one could have imagined at the time I joined the industry 30 years ago. I can remember
when electric windows and headrests were optional extras. My time working on models like the Vauxhall Cavalier or Nova back in the 1990s are still clear in my memory, but even I couldn’t have predicted the revolution we are in right now with electric cars and self-driving technology becoming commonplace right before our eyes. The vehicle manufacturers wait for no one. They invent, design and develop new technology even before the aftermarket has a chance to get to grips with the new tech. ADAS is a good example of this. This clever tech has been in development for years, and yet so many garages are still unaware today of how it works and what needs to be done when these systems require calibration. PMM: What is the greatest challenge facing the industry right now?
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RW: Technology within the motor vehicle is accelerating faster than we can imagine. If we do not continuously educate ourselves, then the motor vehicle will literally leave us behind. My advice is act fast. Try to stay ahead. Get learning by getting your head into the stuff which you don’t really understand. It’s what makes us future-ready. Our ethos at RWC is to learn more ourselves and then deliver this to our customers; this is the key to remaining future-ready. PMM: What about COVID-19? This will surely have a profound effect on the industry. RW: Because of its global scale and the affect it has had on people’s lives and their health, COVID-19 has and will continue to have a considerable impact on the industry. It is incomparable to any previous period in my career. That said, it’s not all disheartening news. Some businesses have thrived
through this period, and we have all had the opportunity to refocus. For RWC, it is still early days in term of emerging from lockdown, but the change has helped me set out what I want my business to look like as it grows. I also find myself embracing this rare opportunity to almost start up again. I am really enjoying the challenge of building the business back up, firstly to what it was before lockdown, but mostly to what I think I can make it into.
PMM: If you could change one thing about the industry, what would it be? RW: I would change the lack of legislation. How can it be OK for anyone to start up a garage business? Fixing and repairing cars with no experience, no licence and no qualification to their name? Cars are now complex machines and are dangerous if not repaired correctly. The EV revolution is upon us, and all businesses that come into contact with this technology are putting people’s lives at risk if they are not trained in its safe handling. I love this industry enormously, but it will be a better place the day that all those within it are trained and prepared to do their job safely. FOR MORE INFORMATION ON THE COURSES AVAILABLE AT THE RWC TRAINING CENTRE, WWW.RDR.LINK /AS010
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BUSINESS
& TRAINING
ASSESS every angle
T
he COVID-19 crisis and Government-imposed lockdown has had a serious impact on the UK economy, as small trade businesses struggle to keep their doors open and continue trading, despite not all being categorised as ‘essential services’. With some losing their entire revenue overnight, business owners are contemplating selling their business in a bid to recoup some of the lost earnings. However, no matter how difficult the situation might be, snap decisions should be avoided at all costs, as there are buyers looking to take advantage of the situation and secure established businesses cheaply.
Avoid rushing in If you are adamant that selling your business is the right decision, then you should exercise caution when dealing with issues like due diligence, warranties, indemnities and price adjustment mechanisms, so that the terms of the deal are fair.
“No matter how difficult the situation might be, snap decisions should be avoided at all costs, as there are buyers looking to take advantage of the situation.”
30 SEPTEMBER 2020 PMM
Selling a business can be a painful process, especially when the reason for the decision is out of the owner’s hands. That’s why Neil Jones, Head of the Corporate and Commercial team at Ansons Solicitors, has set out exactly what you should consider if you find yourself in this situation. Given the current uncertainty of the situation, there will be buyers who try and alter terms of the deal after it has been agreed. This should be avoided where possible, as it will usually be to the detriment of the seller. Ultimately, the buyer is investing in the long-term viability and potential in the business, which must be reflected in the terms of the deal. If it was in the process of being negotiated before the outbreak, then the buyer may wish to revise the deal. Sellers can take steps to protect themselves, like asking for more payments up-front to avoid the risk of deferred payments, as the current volatility could impact the buyer as much as it does the seller. Any seller would need to go through the disclosure process again in order to mitigate the risk of any claims and revisit any relevant warranties in the agreement in light of Covid, in case they should be amended or qualified.
Simple steps If you’re sure you want to sell the business, then it’s important to follow a set of clearly
defined steps, including securing the positions of employees, minimising personal tax liabilities and deciding what expert advice is needed. When taking on expert help, it’s crucial that the professionals you choose have the experience needed to deliver a positive outcome within your sector. A clear division of responsibilities and an agreed fee structure should also be in place, with both written down. From there, it’s about securing the best deal possible. This can involve tidying up loose ends, selling under-used property or equipment, positioning major purchases or implementing strict stock management and credit control measures to maximise working capital and create a stable, longer term financial pattern. Currently, sellers are more likely to be approached directly by buyers keen to offer a valuation that maximises their chances of securing the business as cheaply as possible. The seller must evaluate the status of the buyer as carefully as they would normally to understand if they can fund the purchase.
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Although the current climate may encourage sellers to fast-track due diligence, this could play into the hands of many buyers, who want you to rush through the deal. During the COVID-19 lockdown and the likely economic uncertainty to follow, it’s only natural buyers may place increased emphasis when performing due diligence, on aspects such as insurance, supply chain risks, business continuity and employee health and safety policies.
Ensure transparency From the seller’s perspective, it’s important to be open and transparent, as this will help you build up trust with potential buyers and protect against future claims if information was not fully disclosed. Sellers should rely on their expert advisors to fully interrogate the details of any offer, which these advisers will view dispassionately. With any deferred pricing mechanisms or earn-outs, the seller needs to ensure they are fully covered with reference to COVID19’s impact on their business. The buyer may predict a business slowdown over the next six months and attempt to structure a deal based around continued pre-Covid earnings during that period, which may result in that earn-out being unachievable. The seller needs to be clear about what a realistic prospect for future trading is (allied to their own ability to influence that trading post-sale) with clauses in the sales agreement reflecting that reality. Selling might be the only option for some business owners but they must exercise caution. COVID-19 has created market conditions where speculators feel they can grab bargains, but wise sellers can still structure any agreement to ensure the business they have worked hard to build is not undervalued. FOR MORE INFORMATION ON ANSONS SOLICITORS, WWW.RDR.LINK /AS011
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BATTERIES
&
IGNITION
A window of
OPPORTUNITY As lockdown eases, vehicle inspections have started to rise again, so PMM has teamed up with Rotronics to help you maximise battery management opportunities as life begins to get back to normal.
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ince March, Rotronics has had a surge of enquiries from consumers who are looking to charge their own vehicles. This is an excellent opportunity for independent workshops, who can provide a test and charge package for their customers. This is prime time to invite customers into the workshop for a battery check, and from there work on providing a maintenance program, providing good service and the option of an upsell, if appropriate. Ken Clark, Managing Director at Rotronics, explained, “Vehicles are not being used as much as they were before the Coronavirus, and batteries will definitely need attention – the best care option for your customers’ vehicles would be to offer a threemonth battery check. “We know from the significant increase in enquiries that consumers are much more aware that their vehicle batteries have suffered and need help. Some ideal testing products for you to use are the CPX900, the MDX655P Start/Stop and the MDX545P. Meanwhile, the best chargers to assist your customers are the CTEK MXS25 and Pro25, which can be found at WWW.RDR.LINK/AS012.”
Final checks If a battery has been left for any amount of time, it is important to take the reserve capacity into consideration, especially due to the recent increasing demand of stop-start technology. As workshops ease back into full operation, it is important to conduct a check of the battery stock. Rotronics warns against neglecting the batteries on the shelves during these checks, as these need to be inspected and charged before fitting if they have been lying in wait. This is also a great time to look over all battery-related equipment; be sure to check the condition and suitability for use, clean grease and grime from the terminals, and watch out for any wear and tear. Power packs should also be on charge at all times. If you need any advice on how best to care for your equipment, go to WWW.RDR.LINK /AS013.
A helping hand Rotronics has just launched a brand-new website. The improved site has been redesigned and developed to ensure that your online experience is as easy as possible. In addition to enhanced aesthetics and functionality, the new website is home to a range of new features, including:
■ A one-stop-shop service centre for your
aftersales needs ■ Videos on how to use individual products ■ A resource centre, filled with user guides
and manuals ■ Battery tips and Q&As with our experts
A 'return on investment' (ROI) calculator is also featured within the product pages. It has been carefully developed to show customers the estimated number of weeks that it will take to make their money back after investing in battery management equipment for their workshop. Once on a product page, simply enter the number of vehicles that enter your workshop, select a battery tester and battery charger of choice, plus a few other details, and you will be presented with an estimate breakdown of both monthly and annual revenue generation opportunities. FOR MORE INFORMATION ON ROTRONICS, ITS NEW WEBSITE AND THE ROI CALCULATOR, WWW.RDR.LINK /AS014
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BATTERIES
& IGNITION
Fighting the
GOOD FIGHT Despite the focus on engines when it comes to air quality, the humble battery remains an integral component in the fight against emissions. Russel Shea, Business Development Manager at Banner Batteries, explains.
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he phrase ‘beauty is only skin deep’, is usually associated with how a person’s character is far more important than how they look. However, it also has its place in the field of automotive parts, nowhere being more important than the car battery. Why? Because this essential component is far more than it ever used to be. It is not just a means of providing starting power, but so much more. So, let us consider exactly how much power a modern car requires and, to make this more compelling, compare it to that of a typical three-bedroom semi-detached family home. The figures are quite simply staggering; the power consumption on the domestic front is approximately 10,000W per day, and the car is not far behind, with a daily usage of 6,500W. And if you find this hard to believe, Fig 1 demonstrates the plethora of onboard features that the humble battery is required to power – 31 in this instance! Demand for delivering more power has therefore resulted in manufacturers developing the current generation of starter batteries that continue to lead the field – EFB (Enhanced Flooded Battery) and AGM (Absorbent Glass Mat) or Valve Regulated Lead Acid (VRLA) batteries. However,
despite having been in existence for several years, there is still some confusion about AGM and EFB batteries in terms of the role that they play and what needs to happen when they are replaced.
Legislation drivers These battery technologies are here to stay, not just because of their ability to deliver power above and beyond – the eco-initiatives that governments are implementing to meet EU legislation makes them essential. The current EU legislation on emissions targets was passed in 2009, and saw vehicle manufacturers commit to cutting average CO2 emissions from new vehicles to 130g/km by 2015 and 95g/km by 2020. Legislation discussions have stated figures of up to 250₏/gram of CO2/km may be charged based on the manufacturer’s average fleet emissions, which exceeds the legislative level for the time period between emission reduction targets. This charge will be applied to every vehicle sold by that manufacturer. It is against this backdrop that OE battery manufacturers continue to work closely with vehicle producers to deliver power solutions
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that not only exceed automotive power output requirements, but also adhere to emissions targets. In order to deliver on these two fronts, the focus remains on OE battery manufacturers to produce a solution that is designed to exceed a normal life expectancy – this means using only components of the highest quality.
Advanced eco-initiatives OE-manufactured batteries of the EFB and AGM type are proven to perform well both within the car and with regards to the environment. Now, with more eco-initiatives mushrooming to help drivers save fuel and reduce vehicle CO2 emissions, the importance of deploying battery technology of the highest quality is set to remain of prime importance. Recent eco-initiatives centre around tyre pressure monitoring systems (TPMS), low rolling resistance tyres, gearshift indicators, and new radical technologies that include electronic camshafts and electronic valve timing systems that allow the engine tune to be optimised to driving style. Whilst these latest technologies may be some way off from impacting the automotive aftermarket, AGM and EFB batteries are here to stay. It is therefore wise to start adopting a philosophy of stocking and recommending a battery solution where you know the real beauty lies beneath the surface. FOR MORE INFORMATION ON BANNER BATTERIES AND ITS RANGE OF PRODUCTS, WWW.RDR.LINK /AS015
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BATTERIES
& IGNITION
TRAIN to gain To complement its ONE BOX battery testing solution, ECOBAT has developed a video and online assessment to equip technicians with the skills to confidently install stop-start batteries.
F
ollowing the successful launch of the ONE BOX stop-start battery testing and installation solution at Automechanika Birmingham last June, ECOBAT Battery Technologies (ECOBAT) has further developed its offering with the release of its free stop-start battery training, assessment and certification. The first element is a comprehensive and easy-to-follow YouTube video hosted by ECOBAT’s own Christopher Jones – WWW.RDR.LINK/AS035. The video provides viewers with a step-by-step guide that takes them through the assessment, removal, replacement and validation processes and introduces them to the four parts that make up the ONE BOX package, with the express aim of enabling technicians to confidently tackle stop-start battery replacement. Once they have viewed the video, technicians can now undertake the online
assessment – WWW.RDR.LINK/AS036 – that covers not just the removal and installation process, but information concerning the battery and the stop-start system, to discover whether they have achieved the necessary score to have passed. Due to the importance of following the correct procedure, the assessment has a low margin for error, but provided the technician has demonstrated they have understood and crucially, can replicate the process, they will pass and can move onto certification. By visiting the company’s website – WWW.RDR.LINK/AS037 – the successful applicant can then download their certificate, availible in a choice of branded Lucas, Numax or multiple (joint Exide/Lucas/Numax/VARTA) or non-aligned formats. They are then in a position to put into practice their new-found knowledge to the benefit of the motorist and workshop alike.
“Irrespective of what the vehicle is originally booked in for or whether it is or isn’t equipped with a stop-start function, testing provides an instant sales opportunity.”
36 SEPTEMBER 2020 PMM
The video in detail The donor vehicle for the video demonstration is a 2011 VW Passat BlueMotion Tech diesel, and the first step is to carry out an assessment on the condition of the battery, for which Chris uses the EBT780 battery test tool. This vital piece of equipment allows users to understand the true condition of the battery, and as the onscreen result can be printed and given to the owner, it’s easy to demonstrate whether it needs to be replaced or is still fit for purpose. Battery testing is a principle that ECOBAT recommends technicians conduct on every vehicle that enters the workshop because battery related issues are still the most common cause of vehicle breakdown. Therefore, irrespective of what the vehicle is originally booked in for or whether it is or isn’t equipped with a stop-start function, testing provides an instant sales opportunity. If the battery has failed the test and needs to be replaced, then the next tools required from the ONE BOX kit are the charger and the OBD port connector lead. Together they provide a supply feed of power to the vehicle’s electrical systems when the battery
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is disconnected and removed, and ensures that any memory functions are not lost or have to be re-entered at the conclusion of the work. Naturally, whether the vehicle is fitted with a stop-start system, which will require either an absorbent glass mat (AGM), enhanced flooded battery (EFB), or is designed for a traditional SLI (starter, lights and ignition) version, identifying the correct replacement for the application is paramount. In order to do so, technicians simply need to enter the vehicle’s registration number into the ECOBAT battery finder and the appropriate battery from VARTA, Lucas or Numax will be shown, along with its fitting times and installation instructions. Once the supply feed has been established, removal of the battery begins by disconnecting the lead to the negative terminal followed by the positive, whereas installation of the replacement starts first with the connection of the positive lead and then the negative.
Although some stop-start-equipped vehicles are fitted with a self-diagnosing system and do not require the replacement AGM or EFB battery to be validated, many popular vehicles from a total of 24 manufacturers do, which is where the final tool in the ONE BOX package, the EBT420 validation tool, comes into play. With the new battery installed, the charger and OBD connector can be removed and the EBT420 validation tool plugged into the OBD port to begin introducing the new battery into the vehicle’s battery management system and returning the charging algorithms to their default settings, as well as turning off the dashboard warning lights. The process is very straightforward as the tool does the work –
after inputting the brand and part number, the technician is led through a series of screens that simply needs them to authorise each step to ensure the system is correctly set and the battery is performing as it should. As Chris states at the conclusion of the video: “replacing AGM and EFB batteries is as simple as that”. It is a clear message that workshops need to grasp to unlock the massive potential still available to independents up and down the country.
FOR FURTHER DETAILS ON ECOBAT’S ONE BOX SOLUTION, WWW.RDR.LINK /AS016
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BRAKES
& CLUTCHES
TECHNOLOGY SPOTLIGHT ‘Brake-by-Wire’ The Italian automotive brakes systems manufacturer Brembo has a long history in designing the latest technology for braking applications. With its finger on the pulse, its most recent introduction, the ‘Brake-by-Wire’ system is set to take the EV and hybrid world by storm. PMM finds out more.
‘B
rake-by-Wire’ is a wet/dry system. Dedicated aluminium high performance calipers, each powered by an electrohydraulic actuator, are found at the front. The rear calipers are electromechanically actuated and therefore don’t require brake fluid. The brake pedal is completely decoupled in normal operation. This means that there is no physical mechanical link between the calipers and the brake pedal. The brake pedal, instead, functions as a simulator. A sensor in the pedal, upon being pressed by the driver, transmits a signal to an ECU, which then drives actuators to control the rear and front calipers. The brake pedal is completely decoupled because such systems are the only ones that allow VMs to move to the higher levels of
automated driving. On top of this, a completely decoupled brake pedal is necessary to afford optimum use of regenerative braking on hybrid and electric vehicles. When a vehicle slows down, electric motors are used to recharge the batteries which in turn generate a certain deceleration. This deceleration alone, however, is not always enough, particularly for high deceleration stops. It is, therefore, necessary to add the effect of friction braking to regenerative braking. The seamless combination of these two braking methods ensures optimum regenerative braking, which in turn maximises energy recuperation.
How ‘Brake-by-Wire’ works step by step ■ Just like in a traditional hydraulic braking
system, ‘Brake-by-Wire’ is operated by pressing the brake pedal ■ When pressed, the pedal’s travel sensor detects the pedal’s position, immediately communicating the relevant braking information to the ECU ■ Simultaneously, the ECU processes this information, sending a command to the actuators
■ The electromechanical hydraulic actuator
converts this command into caliper hydraulic pressure/clamping force, slowing or stopping the vehicle ■ Should any element of the ‘Brake-byWire’ system experience a malfunction, any anomalies will be detected, and the non-functioning part bypassed. In this scenario, the architecture of the actuators in the wheels enables the braking system to automatically reconfigure itself. The system continues to operate through the devices that are functioning, guaranteeing deceleration that is superior to what is required by law (2.44 m/s²) ■ In the event of a total loss of electricity, the conventional hydraulic safety system will take over for the ‘Brake-by-Wire’ system, enabling the braking system to operate on the front wheels
FOR MORE INFORMATION ABOUT BREMBO’S ‘BRAKE-BY-WIRE’ SYSTEM, WWW.RDR.LINK /AS017
PMM SEPTEMER 2020 39
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BRAKES
& CLUTCHES
BEST PRACTICE Effectively measuring runout All technicians are aware of the importance of checking disc brake runout and routinely carry it out, but how can this be made easier and more concise in garages? Scott Irwin, Head of Technical Training at Textar, discusses how discs should be fitted to provide accurate runout measurements.
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lthough brake replacement is a daily task for many technicians, there are certain elements of the process which require extra due care. It’s always good for garages to take part in refresher courses to ensure that everyone is up to date with best practice techniques. This is something Textar takes very seriously and we carry out regular garage visits to ensure best practice is utilised. However, one process that is often overlooked is testing lateral runout. To accurately test runout, a DTI gauge is required to give a precise reading on how much movement there is once the brake disc has been fitted back onto the hub. Placing the gauge around 15mm below the outer edge of the disc is recommended to achieve a more
40 SEPTEMBER 2020 PMM
reliable measurement. Runout should not exceed 0.07mm, any reading above this can have damaging consequences to the entire braking system and cause vibrations through the steering wheel and brake pedal, something which could result in a returning, unsatisfied customer if they’re experiencing this when driving. It’s essential that a runout test is conducted with diligence. The hub must be cleaned down properly for the disc to sit flush and all rust and build up should be removed. The disc must be secured to the hub using the manufacturer’s torque settings, and it’s here some problems may arise. The bolts need to be tightened to make sure there’s as little movement in the disc as
possible, but most mechanics will reach for spare bolts to do this. These can damage the wheel bolts and cause scoring on the brake disc itself too, which can lead to problems when the wheel next needs removing. These bolts need to be kept in good condition as they’re playing a key part in holding the braking system together. One way to eradicate this danger is to reach for a conical washer as opposed to a spare bolt. The shape of these washers encases the wheel nut to avoid causing damage to the bolt head, and they are the perfect form to lay flush against the disc too. They provide the ideal solution to measure runout as accurately as possible, with the disc
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sitting as tight to the hub as it can. Then a DTI gauge can be used to check lateral runout effectively. Another key problem technicians encounter when working on this area of a vehicle is brake judder, usually caused by disc thickness variation (DTV) which occurs when the thickness of the brake disc is not even. This can stem from improper practice when it comes to cleaning the braking system. A hub cleaner should be used to remove any deposits, while taking care not to damage the hub itself. Taking the time to properly clean the system to remove any braking and road debris can prevent a number of faults and flaws and using a DTI gauge along with conical washers can provide an accurate runout reading. These more specific measurements can save an abundance of time for a technician. Instead of a trial and error approach where it’s hard to tell if poor results are based on
the tools used or uneven surfaces, this can be eliminated as a cause so the technician can quickly get to the root of the problem. In an industry where downtime can cause issues with backlogs of jobs and consequently income loss, it’s imperative that mechanics are made aware of these specially designed tools and processes so they can continuously perform to a high standard, ultimately helping with customer loyalty and retention. For any garage, it’s essential to conduct a thorough job when undertaking tasks such as brake replacement. While these jobs may appear simple, planning them properly will save time and ensure vehicles are leaving and not returning with complaints. TO FIND OUT MORE ABOUT TEXTAR’S RANGE OF BRAKING PRODUCTS, WWW.RDR.LINK /AS018
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TYRES, WHEELS
& ALIGNMENT
HOW TO Replace the wheel bearings on a Ford Fiesta REPXPERT Alistair Mason provides a step-by-step guide on how to replace the front and rear wheel bearings on a 2012 Ford Fiesta.
T
he front wheel bearing is a standard Generation 1 that requires a press to remove and replace the bearing in the hub assembly, with the ABS encoder ring incorporated into the bearing. In contrast, the rear wheel bearing is as a Generation 3, bolton module that incorporates the mounting plate, bearing, wheel flange and ABS encoder in one unit, which is simply bolted on. With around two million Ford Fiesta and Ka models that use these bearings on the UK’s roads, this makes a good and likely repair for any independent workshop.
Front wheel bearing replacement The time needed to complete this procedure is 1.2 hours. With the vehicle placed on the lift, slacken the wheel and hub nuts, raise the lift to waist height, and remove the wheel. Take off the brake calliper carrier assembly and secure it, so as not to strain the flexible brake hose. Then, remove the brake disc, hub nut, and, carefully, the ABS sensor (Fig 1). Detach the track rod end, bottom ball joint, and the two bolts that clamp the hub assembly to the suspension strut – the hub assembly can now be removed whilst easing the CV joint out of the hub assembly. With the hub assembly removed, the drive flange now needs to be pressed out. Support the hub on a press, and using suitable press plates and diameter mandrel, press out the drive flange (Fig 2). The bearing inner race will probably stay attached to the drive flange, which can be pressed out later. Then remove the retaining circlip, support the hub in the press, and press out the bearing (Fig 3).
42 SEPTEMBER 2020 PMM
Inspect the hub assembly for any wear or damage that may compromise the repair and, if required, clean the bearing and circlip area with a wire brush. Remove the bearing inner race from the drive flange using a suitable tool or puller (Fig 4). To ensure that the new bearing is installed the right way around, a bulletin is packed in the component box, which indicates that the black bearing face is on the inside, closest to the ABS sensor. This can also be confirmed using a detector card (Fig 5). Press the new bearing into the hub assembly but ensure that you press on the outer race of the bearing, so as not to damage the bearing internally. When the bearing is fully in, remove from the press and fit the new circlip supplied (Fig 6). Now, press the drive flange into the new bearing. With the hub assembly placed on the press, support the underside inner bearing race with a mandrel or press tube, align the drive flange squarely, and press the flange into the bearing until resistance is felt. Fit the hub assembly back onto the vehicle in reverse order of removal, fit the new hub nut supplied in the bearing kit, and torque all nuts and bolts to the manufacturer’s specification.
Note – remember to press the brake pedal before moving the vehicle, as the front calliper has been removed and may need resetting.
Rear wheel bearing replacement The time needed to complete this procedure is 0.8 hours. Slacken the wheel nuts, raise the vehicle to waist height, and remove the rear wheel. Then remove the two Torx headed bolts that retain the rear brake drum and the rear brake drum. Using brake cleaner, clear the brake dust from the brake assembly (Fig 7). Accessed through the large holes in the hub flange, remove the four Torx head bolts that hold the wheel bearing module to the axle (Fig 8). These bolts can be tight, so use a lubricating or penetrating oil where possible. Once the bolts have been removed, ease the bearing module off of the alignment dowels and remove (Fig 9). Clean the brake backplate area as required and mount the new bearing module onto the dowels (Fig 10), using the new bolts supplied in the bearing kit. Tighten in an even manner and torque to the manufacturer’s specification. Install the brake drum and rear wheel and press the brake pedal to reset the rear brake. Finally, carry out a road test to confirm the completion of a quality repair.
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INFORMATION ON SCHAEFFLER PRODUCTS, FITTING INSTRUCTIONS, REPAIR TIMES AND MUCH MORE CAN BE FOUND ON THE REPXPERT WWW.RDR.LINK /AS019 – GARAGE PORTAL, OR THE NEW REPXPERT APP
044_PMM_SEPT20_Layout 1 04/08/2020 12:13 Page 44
TYRES, WHEELS
& ALIGNMENT
CASE STUDY Wheels keep turning Despite the recent economic uncertainty, there have been a number of success stories around the country that continue to serve as a shining example of best practice to the service and repair industry. One such example is Middlesbrough-based Bespoke Tyre and Auto Care.
44 SEPTEMBER 2020 PMM
D
espite being located in one of the most economically challenged towns in the UK, Bespoke Tyre and Auto Care regularly attracts customers, including private individuals and franchised dealers from far away locations such as York and Leeds. Often they require tyre and wheel servicing work on high-end motors including Ferraris, Mercedes and Bentleys, to name a few.
Equipment no-brainer As Geoff Smith, father of Managing Director David Smith, explained, the equipment within the workshop has played a key role in helping them establish their enviable reputation: “Having had experience of Hunter alignment and servicing equipment from a previous business I was involved in, we knew we had to have it again right from day one – it was a real no-brainer! As far as I’m concerned, it’s the best equipment in the industry by far. From its speed of use, to ease of use and its quality, nothing else comes near.” Given the current economic climate, Geoff recognised the reluctance of other workshops to invest in such equipment, but it’s a decision he believes has stood the business in good stead: “It was a substantial investment in the Hunter equipment, but after seeing it at the SEMA trade show in the USA, I just
knew it was the way forward. It pays to invest in the best and that’s what we’ve become known for. We look after the equipment so that we get good use out of it, which then generates revenue for the business.” With the bewildering choice of workshop equipment available, deciding on what equipment to buy is not always an easy one for any workshop owner. However, for Bespoke Tyre and Auto Care, the decision was a relatively easy one, and decided to invest in the Hunter system from sole UK supplier Pro-Align.
What to choose? So, David and his team equipped the workshop with a selection of systems on offer from Hunter. For wheel alignment, they selected the Hunter HawkEye Elite TD which was paired with the integrated Hunter RX-45 lift. Meanwhile for tyre work, they selected the Hunter Road Force Touch diagnostic wheel balancer and the Hunter Revolution, fully automated tyre changer.
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From a technical and operational perspective, David recognised the advantage of equipping the business with Hunter equipment throughout. “The set-up of the Hunter aligner is very quick,” he explained. “It’s really easy to use and never complicated, which means it’s also very efficient, which is good for both us and the customer. We only want to perform the work once and avoid having to do things again because of incorrect readings or other mistakes. “To help with this, we have the fully integrated RX-45 lift. This ramp works in conjunction with the aligner. They talk to each other and automatically perform tasks such as locking and unlocking the turn plates which can speed things up further. “Of course, it’s not just the equipment alone. You’ve got to have the knowledge of how to use it and how to integrate it properly into your business, but it is like a comfortable pair of shoes! It just works and makes things so easy.
“Other workshops considering equipment investment should also think about the aftersales support – backup for the equipment is very important too. We have our machines serviced and calibrated regularly but generally our machines have been faultless. The build quality is good and in the odd event you do need a spare part, they’re normally readily available and can be delivered straight away.”
Looking ahead Looking to the future, David and his team are tackling the wider economic crisis head on and are well-advanced with their plans to
open a second site. Hunter equipment is firmly on the agenda again, only this time, David is looking to enhance things further with additional investment in the recently launched Hunter Quick Check Drive and Quick Tread Edge systems. Summing up about his alignment and tyre servicing equipment, David concluded, “From the outside, it’s hard to see why the Hunter systems carry a price premium, but as soon as you see them operating in a workshop environment, it’s easy to understand. Anyone considering such an investment would be welcome to visit us up at Bespoke Tyre and Auto Care and see for themselves how the equipment can help transform a workshop.” TO FIND OUT MORE ABOUT PRO-ALIGN’S RANGE OF HUNTER EQUIPMENT, WWW.RDR.LINK /AS020
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ENGINES
& TURBOS
Understanding the concept The Nissens Training Concept, or NTC, is an online platform containing technical knowledge about engine cooling and air conditioning components. If you are a professional technician in need of some practical guidance for a particularly tricky job, the NTC may hold the answer. PMM finds out more.
A
s it stands, the platform consists of four categories:
■ Self-learning modules ■ Webinars, i.e. online training conducted
by professional trainers ■ Knowledge tests after live training sessions ■ Library of technical articles and bulletins
The platform is being constantly developed. New functions and features are added, and the library of course contents is regularly expanded with new modules. Recently, an interactive A/C systemrelated game was added as an interesting form of combining entertainment and education.
Self-learning courses The self-learning training modules are the part of the platform that currently attracts the most users. These modules are courses on specific topics relating to a given car system or component. They combine the transfer of important technical information along with excellent graphics, photos, videos and a background speaker helping to effectively convey the content. The modules are available in three main theme categories: AC (Air-Conditioning) – vehicle air-conditioning system EC (Engine Cooling) – engine cooling system EEF (Engine Efficiency and Emissions) – turbocharged and exhaust systems The courses are also divided into three knowledge levels, depending on the learning complexity. Taking the course, i.e. navigating through its content, is very intuitive and
46 SEPTEMBER 2020 PMM
involves using a few simple buttons. Most importantly, the knowledge contained in the module is transmitted in a simple, accessible way, and thanks to the help of multimedia, understanding of the issues becomes even simpler. This is very important because many technical procedures can require a broader look at many other aspects (e.g. the failure’s root cause, troubleshooting) and related systems in the vehicle. In addition, users can return to any of the already read content any time and replay it as many times as they would like. Each module ends with a short summary test that checks whether the user has acquired the most important information. Correct answers, within a specified minimum, ensure that an official Nissens training certificate, signed by company management and the training department, is issued. The training can be started at any time and place and from any type of device, including a phone, although for the best experience and easier reception it is recommended to use a tablet or computer. All platform content, including training modules and webinars, are operated via a web browser.
Get started today
SIGN UP HERE:
Using the NTC WWW.RDR .LINK/ platform is easy and AS021 intuitive. You will need to register once as a user to get started. Remember, when entering the data that your name and surname and company name will be included in the same form on the certificates issued later. Using the special access link, enter your registration data and follow the instructions you will receive by email. After the first login and after accepting the site’s privacy policies as required by law, you will see the user panel. Depending on the access received, the main categories will display the contents available to you, i.e. training modules or planned webinars. You can also download the certificates you have been granted at any time. Regardless of the place and field of your work in the aftermarket, the technical knowledge offered by NTC courses are incredibly useful. TO FIND OUT MORE ABOUT NISSENS’ RANGE OF PRODUCTS, WWW.RDR.LINK /AS022
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ENGINES
& TURBOS
What’s in a name? The technical department at First Line has received a number of enquiries regarding the replacement of vehicle torque mounts, and on more than one occasion there has been some confusion over the name of this part. Here, the company hopes to clarify the role of the component and the many names used to define it.
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ngine mounts play a vital role in securing the engine to the chassis and absorbing the vibrations from the engine. Torque mounts are typically located at the rear of the engine, particularly on front wheel drive transverse engines, and are designed to control engine movement generated whilst driving. Therefore, they are under constant stress, especially on vehicles with stop-start technology or increased torque that is commonly found with smaller modern turbo engines. As a supplier of replacement mounts and bushes, First Line has found that many original equipment designs fail prematurely, resulting in an increase in popularity of several references, particularly the following six: ■ Nissan Qashqai (2007-2014) – FEM4116 ■ Vauxhall/Opel Vivaro, Renault Trafic,
Nissan Primastar (2003-2015) – FEM4112 ■ Ford Focus I, Tourneo Connect, Transit
Connect (1998-2013) – FEM3564 ■ Alfa Romeo MiTo, Fiat Grande Punto,
Punto Evo, Vauxhall/Opel Adam, Corsa (2006-present) – FEM3951 ■ PSA C2, C3, DS3, 1007, 2008, 207 (20022017) – FEM3831 ■ Ford Mondeo (2000-2007) – FEM4164 However, when it comes to identifying these
components, technicians can find it confusing, as torque mounts are referred to by so many alternative names. First Line has highlighted the most popular: ■ ■ ■ ■ ■ ■ ■ ■
Torque restrictor Stabiliser bar Torque rod Engine mounting Engine support Anti-torque link Rod supper Dog bone
It is important for technicians to keep up to date with the different names that these components have, as a misunderstanding can lead to the supply of the incorrect part or a
technician trying to resolve a problem in the wrong area of the engine.
Available range First Line offers a comprehensive range of more than 900 rubber and hydraulic engine mountings, with the company continually adding more references to accommodate demand. These include new model applications, as well as developing technology, such as the latest design of electronically controlled hydro mountings. TO FIND OUT MORE ABOUT FIRST LINE’S RANGE OF ENGINE MOUNTINGS, WWW.RDR.LINK /AS023
PMM SEPTEMBER 2020 47
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WHAT’S NEW?
■ TURBOCHARGERS
■ INTERIOR SANITATION MACHINE
Melett has launched three turbocharger units, suitable for a variety of vans and cars. The first turbocharger fits the 2.2L diesel engines found in the Citroen Relay, Fiat Ducato and Peugeot Boxer vans. The second unit is suitable for a range of Renault 1.5L diesel models including the Captur, Clio and Kangoo. The third model is another van turbocharger, developed for the Volkswagen Crafter 2.5D.
Engine decontamination specialist EDT Automotive has added the Interior Sanitation Machine to its portfolio. The machine offers an anti-bacterial deep cleaning process that kills 99.9% of germs and bacteria.
WWW.RDR.LINK /AS026
■ BRAKE FLUID FBE050 DOT 5.1EHV brake fluid from Ferodo has been formulated to address the unique demands of hybrid and electric vehicles (EHV). Intermittent engagement of a vehicle’s regenerative braking systems can prevent proper heating of brake pads and discs. To absorb this added stress, EHV models need an enhanced brake fluid with high dry and wet boiling points. To accommodate this, the brake fluid offers the following features: High dry boiling point (274°C) High wet boiling point (184°C) Enhanced corrosion resistance Reduced conductivity Low viscosity (meets ISO 4926 Class 6) Meets and exceeds DOT 3, 4, 5.1 and 4LV specifications
■ ■ ■ ■ ■ ■
WWW.RDR.LINK /AS027
It atomises a superfine anti-bacterial mist that is dispersed inside the vehicle and throughout the heating and ventilation system. It even penetrates into fabrics, to work on carpets, seats, mats, and head linings. The treatment is certified as effective for long-term protection against viruses such as COVID-19. WWW.RDR.LINK /AS029
■ VEHICLE MAINTENANCE TOOL Launch has introduced an entry-level vehicle maintenance tool, designed for workshops that require an inexpensive back-up tool. The Creader S1 CBD Code Reader meets all current OBD/Eobd protocols. Up to four lines of available data can be displayed simultaneously on screen, and users can read and clear fault codes, carry out an I/M readiness monitor status test, view freeze-frame data when an emissions fault occurs, view and graph the data stream, save and review data, and benefit from the on-board monitor test. WWW.RDR.LINK /AS030
■ ELECTRIC WATER PUMPS
■ SOCKET SET
16 references have been added to the E-Cool brand by Gates, providing cost-effective new revenue streams for garages. Each part number is a complete solution. Among the vehicles covered by this extension are popular models from:
This set from Laser Tools, the Low Profile Bit and Go thru Alldrive socket set (part number 7799), is designed to take the selection of lowprofile bits and Go Thru sockets, which are also provided. The kit contains a 13mm flexi head ratchet ring spanner as well as 20 low profile bits
■ ■ ■ ■ ■ ■
Audi (A4, A5, and A6) BMW (Series 1-5 and X1-X5) Land Rover (Discovery and Range Rover) Porsche (Cayenne) Seat (Altea) VW (Golf and Scirocco WWW.RDR.LINK /AS028
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The nine sockets feature Laser’s unique Alldrive design that is capable of removing and tightening metric, AF, spline, and star fixings, and some Whitworth and BA sizes. WWW.RDR.LINK /AS031
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■ SAFETY RANGE New levels of protection against the ongoing threat of the coronavirus in the workplace are provided with the latest additions to the Visusafe range from Beaverswood. The freestanding tabletop screen dividers are designed specifically to segregate tables to ensure safety. Quick and easy to wipe down and clean, the product is 610mm high and comes in three width options to suit most application. White plastic urinal distance markers have also been added to help maintain social distancing measures in bathrooms. Also, newly available is a PVC high visibility waterproof gaffer floor marking tape. WWW.RDR.LINK /AS032
■ TIMING BELTS Continental has updated its range of timing belts for the automotive aftermarket with the addition of the CT1228 timing belt. It is intended for use in Peugeot and Citroen 1.2L engines built from the end of MY 2013 onwards. The timing belt runs directly in oil in some applications, which prompted Continental to further improve the belt’s material properties: The glass-cord tension members have an optimised, oil-resistant coating and are embedded in an HNBR rubber (hydrogenated nitrile rubber) cross-linked with peroxide. This improves material’s resistance to certain carbon compounds that can occur as a result of friction between crystallised impurities in the oil. WWW.RDR.LINK /AS033
■ MOTOR OIL Designed to be used by garages, Liqui Moly’s Profi Longlife III 5W-30 motor oil is suitable for numerous VW Group models as well as Mercedes, BMW, and Porsche. The oil is officially approved by Volkswagen (VW 504 00/507 00) and Mercedes (MB 229.51), and can also be used for BMW (Longlife04 up to model year 2018) and Porsche (C30). It also meets ACEA C3, API SN and CF specifications. WWW.RDR.LINK /AS034
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ADVERTISEMENT INDEX
AC Tronics Ltd ............................................................ (page 4)
Maha UK .................................................................... (page 43)
Autodata .................................................................... (page 29)
Mann & Hummel UK Ltd .................................... (back cover)
Ben .............................................................................. (page 45)
MechanEx .................................................................. (page 26)
Clarios ........................................................................ (page 32)
Morris Lubricants ...................................................... (page 34)
Dayco Europe ............................................................ (page 19)
Powerprobe ................................................................ (page 34)
Delphi Technologies Ltd .............................................. (page 9)
Robert Bosch Ltd ........................................................ (page 6)
Energizer Group Ltd .................................................. (page 23)
RoTronics .................................................................. (page 23)
Ferdinand Bilstein UK Ltd ........................................ (page 38)
Schaeffler (UK) Ltd .................................... (inside front cover)
FFED UK Ltd / Flexfuel ............................................ (page31)
Shaftec Automotive Components Ltd ........................ (page 41)
Jack Sealey Ltd .......................................... (inside back cover)
SP Diagnostics ............................................................ (page 49)
Juratek Ltd .................................................................. (page 20)
Supertracker ................................................................ (page 34)
Kalimex Ltd ................................................................ (page 45)
Traction Charger Co Ltd ............................................ (page 37)
Karnetic Ltd/Autel ...................................................... (page 13)
VLS (UK) Ltd ............................................................ (page 17)
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