PROFESSIONAL
FEBRUARY 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
STRAIGHT TALKING PMM helps solve your steering conundrums step by step
Also inside... Reporting from the 2019 IAAF Annual Conference TECHNICAL TIPS AND CLINICS ‘HOW TO’ GUIDES AND BEST PRACTICE ADVICE BUSINESS ESSENTIALS AND TRAINING UPDATES
Contents Regulars 6-11
NEWS & VIEWS
12
TROUBLESHOOTING
16
CLUTCH CLINIC
18
BELT FOCUS
20-26
TECH TIPS
28-34
BUSINESS & TRAINING
37-40
SPECIAL REPORTS
43
PIT STOP
74
MECHANEX MONTHLY
77
GIVEAWAYS
78-81
WHAT’S NEW?
VOLUME 21 ISSUE 2 FEBRUARY 2020
Features
45-52 BRAKES & CLUTCHES
Editor’s Picks 28
ADAS AND THE AFTERMARKET Neil Pattemore answers some of the biggest questions surrounding the topic of ADAS
37
55-61 STEERING & SUSPENSION
WELCOMING THE NEW DECADE PMM reports on the 2019 IAAF Annual Conference
64
CUTTING THROUGH THE CONFUSION VLS provides clarity on the complex world of engine oil specifications
63-72 OILS, LUBRICANTS & ADDITIVES Total Average Net Distribution 60,820 1st July 2018 – 30th June 2019
PMM FEBRUARY 2020 3
VIEWPOINT
Editor DANIEL ARON
In conference
Editorial Assistant LAURA GUALDI Digital Manager KELLY NEWSTEAD Group Advertisement Manager ROBERT GILHAM Advertisement Manager ALEX DILLEIGH Magazine Designer GEMMA WATSON Group Manager OLIVER SHANNON Group Production Manager CAROL PADGETT Production Assistant STEPHANIE STAPLETON Distribution Manager KARL CLARK Publisher BRYAN SHANNON
Subscriptions
PROFESSIONAL MOTOR MECHANIC is a business magazine for firms and individuals involved in all aspects of the motor trade. It is published eleven times a year and is available nationally FREE to the trade through leading motor factors. It is also available through the post at a cost of £30. EUROPE and OVERSEAS 1 year (11 issues) £50 Airmail 1 year (11 issues) £65 Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts, WD24 4YF. Tel: Watford (01923) 237799 Fax: (01923) 246901 E-mail: pmm@hamerville.co.uk
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t the end of every year, the Independent Automotive Aftermarket Federation (IAAF) hosts its annual conference. For an editor of an automotive trade publication, the event is an absolute gold mine of information that would usually take a great deal of research and effort to procure in alternative ways. So, forgive me if by the end of this issue of PMM you are all ‘conference-d out’, but I’m pretty inspired by the whole affair – even though it’s been a month or so since the day in question. At first glance, it might seem like the IAAF Conference is not wholly relevant to independent garages and the technicians that work in them. You may argue that the topics discussed are at an industry level that will have very little bearing on those who man the aftermarket’s frontlines. Or, perhaps, when you see big names like ECP, or the DVSA, or WhoCanFixMyCar.com in the line-up, you think: surely these guys cannot be interested in what I’m doing in my little, three-bay garage miles away from Stadium MK (the conference venue), can they? Whatever the case happens to be, I would say that this aspect of the conference is changing. Nothing exemplifies this more than one of the standout speakers of the event: Hayley Pells of Avia Autos. Hayley took to the stage to let the attendees know exactly what is happening at garage level, and what can be done to make life easier for businesses like hers. As well as introducing herself and her business, she was keen to raise awareness of the issues that are affecting garages; issues like digital illiteracy, staff retention, attracting the younger generation, economic uncertainty, etc. It was an eye-opening seminar, and a rare occasion where an independent garage had the opportunity to voice its troubles, as well as successes, in front of industry figures that have the ability to make a difference. Such a coming together of the supply chain is a rarity, so it’s crucial that these instances are milked for all their worth when they do arise. I have often felt that one of the major problems with the UK aftermarket is that the left hand doesn’t know what the right hand is doing. The IAAF Conference, and the few similar events that also exist, are prime opportunities to remedy this problem. With the different corners of the industry communicating, networking and socialising, hopefully we will all develop as a result. Therefore, it is absolutely in your best interest to find out what goes on at these meetings, so please shed any preconceptions you may have and investigate! From a PMM perspective, we hope to hear more from Hayley as the year progresses – having spoken to her since, she is incredibly passionate about the aftermarket and has a huge number of subject areas she would like to talk about. But, for now, I urge you to turn to page 37, read about what happened at the 2019 IAAF Conference, and ruminate on what can be gleaned from the best and brightest within our industry.
Sales enquiries: pmmsales@hamerville.co.uk Website: www.pmmonline.co.uk Facebook: /ProfessionalMotorMechanic Twitter: @pmmmagazine Copyright © 2020 Associate member
Enjoy the issue and have a good month.
Daniel Aron Editor
The publishers and editor do not necessarily agree with the views expressed by contributors, nor do they accept responsibility for any errors of translation in the subject matter in this publication.
PMM FEBRUARY 2020 5
NEWS
& VIEWS
FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE
Searches for automatic cars double as more are added to used car market Automatic cars are soaring in popularity, with searches for them almost doubling in the last five years, according to research released today by AA Cars, the AA’s used car website.
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he increase in the number of searches expressly made for automatic transmission vehicles has risen from 9.9% in 2014, to 18.6% this year. More automatic vehicles have been added to the AA Cars website over the same period, rising by more than a third, from comprising 23.4% of stock to 32.1%. Since 2017, the number of used automatic vehicles offered on the AA Cars platform has jumped
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by 19.3%. These figures are only expected to grow, boosted by the popularity of electric cars, which are mainly automatic. The Society of Motor Manufacturers and Traders (SMMT) discovered that 40% of new cars registered in 2017 featured an automatic gearbox – double the proportion seen in 2007. James Fairclough, CEO of AA Cars, commented, “Automatic vehicles are being manufactured in greater numbers, but it is pleasing to see that drivers are responding positively to this added supply. “The increasing interest in electric cars is partly behind these figures, as the vast majority on sale are automatic and are gaining popularity in the used car market.”
Opel/Vauxhall Corsa-D tops Autodata’s 2019 UK list of most serviced vehicles In the UK, the most serviced car was the Opel/Vauxhall Corsa-D, which retained its first position from last year’s report. The Ford Fiesta (2013 model) moved up to second position from eighth, replacing the Ford Focus (2004 & 2008 model) which dropped to third position. The most serviced light commercial vehicle (LCV) was once again the Ford Transit (2006 model), and the most serviced motorcycle was the Honda CBR.
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s well as highlighting the most serviced vehicles, the report indicates some key trends in the automotive aftermarket sector. When all markets are combined, Ford was the overall most serviced manufacturer. However, a notable observation is the continued prominence of Volkswagen which is in first place as the most serviced brand in 55% of the countries surveyed. Ford was the most serviced brand in the UK.
In the UK, Japanese manufacturers continue to dominate the top 10 most serviced hybrid vehicles, filling nine out of the 10 positions with the Mitsubishi Outlander (2012 onwards) retaining its first position from last year’s report. The Nissan Leaf (Ze0) (2010-18 models) was in first place for the third report in a row as the most serviced electric vehicle. The Tesla Model S (2013 onwards), having not appeared in the top 10 in either of the last two reports, was in second place. It is also in second place internationally, demonstrating the continued rise in popularity of the Tesla marque across all markets.
Top ten cars – UK 1 2 3 4 5 6 7
Opel/Vauxhall Corsa-D (S07) Ford Fiesta ('13) Ford Focus ('04/'08) Opel/Vauxhall Astra-J (P10) Ford Fiesta ('08) Fiat 500/500C (07-) Opel/Vauxhall Insignia-A (G09) (08-17) 8 Ford Focus ('11) 9 Opel/Vauxhall Astra-H (A04) 10 Nissan Qashqai/Qashqai+2 (J10)
Manchester Crown Court has found five current and former directors and managers of Klarius cleared of any criminal activities, after being investigated by the Department for Transport.
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ll were formally acquitted and found ‘not guilty’, without the commencement of a trial. The Crown Court Judge referred to a “shambolic failure”, and ruled that no member of the team should stand trial. Klarius self-reported problems in 2014, and worked
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with the VCA through to the end of 2015 to rectify production and administrative issues. The VCA found no intentional misconduct, and praised the company for its co-operation. In his ruling, the Judge referred to individuals from two competitor companies who allegedly sought to make commercial gain from the situation. The Department for Transport indicated that it could not pursue the case, and invited the Judge to acquit all five defendants. Paul Schofield, solicitor for Tony Wilson, commented, “The ruling marks the end of a case that we have always maintained was completely misguided, unfair, and inappropriate.” Lawyer Anthony Barnfather also instructed in the case and said, “This is one of the most unjust prosecutions I have ever come across. “After years of being wrongly accused, the directors can now get back to business without a stain on their characters.”
The Vantage Leasing report shows prices have rocketed since the UK voted to leave Europe, with the average cost of vehicle maintenance particularly rising, according to figures published by the Office for National Statistics (ONS).
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ypical maintenance costs have risen since the UK voted to leave Europe. The average cost of replacement car tyres has increased by 6.4% since July 2016, while the cost of vehicle maintenance and repairs has jumped 9.2%. In conjunction, the price of new cars has also risen. In 2016, the on-the-road price of the Vauxhall Corsa 1.4i (75PS) Design 5dr was £12,480. In 2019, the same model cost £14,025 – a 12.4% increase.
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Crown court judge Higher maintenance acquits Klarius costs contributing directors to Brexit impact on motor industry
Automotive industry insiders argue that, faced with increased importing and raw material costs due to the falling value of the pound, manufacturers have raised list prices and reduced customer discounts in order to compensate. “Since the Brexit referendum, there has been a gradual but very tangible increase in the cost of running a car,” explained James Buttrick, Marketing Manager of Vantage Leasing. “With so much uncertainty around the details of the UK’s departure from the EU, the automotive industry has found itself one of the worst affected.”
NEWS
& VIEWS
GET YOUR DAILY FIX OF INDUSTRY NEWS AT WWW.PMMONLINE.CO.UK
Hella Gutmann Solutions celebrates success of diagnostic partnership Hella Gutmann Solutions (HGS) and online car repair marketplace, WhoCanFixMyCar.com, joined forces in August 2019 to provide motorists with the best diagnostic solution for their vehicles. Since then, the partnership has proved to be a resounding success.
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ella Gutmann Solutions (HGS) and online car repair marketplace, WhoCanFixMyCar.com, joined forces in August to provide motorists with the best diagnostic solution for their vehicles. Since HGS joined the website, 189 workshops now identify as a HGS professional, meaning they all rely on the company’s mega mac devices to safely and efficiently carry out diagnostic test procedures, with many also
performing camera and radar recalibration on vehicles equipped with advanced driver assistance systems (ADAS). Neil Hilton, HGS’ Head of Business Development, said, “It’s vital that workshops understand the importance of ADAS recalibration. With more vehicles now equipped with ADAS features as standard, the industry needs to prepare quickly and educate itself properly. “We’re pleased that we’ve been able to go directly to workshops and technicians through WhoCanFixMyCar.com, because many may not be getting the best information or even be aware of how serious ADAS recalibrating is. “While it’s an investment for any workshop, it’s certainly a worthwhile one to future proof their businesses.”
Neil Hilton, Head of Business Development at Hella Gutmann Solutions
8 FEBRUARY 2020 PMM
IGA’s BIG Awards drives the profile of independent garages Entries are open for the Independent Garage Association (IGA)’s inaugural British Independent Garage of the Year Awards (BIG Awards); a night to shine a light on Britain’s best independent garages.
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hortlisted garages will receive two complimentary tickets to the awards night on Friday 19th June 2020 at Hilton DoubleTree Milton Keynes, hosted by actor and comedian Hugh Dennis, as well as highprofile recognition from the IGA and business opportunities that will attract new customers and the best talent to their business. Entrants will be measured against highest standards, and the judging process will be independently verified including site audits and mystery shops, so shortlisted garages will truly be setting an exemplary standard for the rest of the sector. Stuart James, IGA CEO, said, “We know that the UK’s
independent garages are providing the best quality of service – now they are going to prove it. These garages are a cornerstone of the great British high street, quietly but consistently servicing and maintaining vehicles in their vital mission to keep the UK moving. “As the UK’s largest representative trade body for independent garages, we consider it a privilege to be supporting the sector by providing a platform for independents to shine and demonstrate how good we know they are.” Independent garages in the UK can enter online now at theBIGawards.org.uk. Allianz are the headline sponsor for the BIG Awards, with additional sponsorship from a whole host of industry suppliers.
NEWS SPECIAL
IAAF Annual Awards & Dinner 2019 a roaring success
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he sold-out event, held for the third year running at the DoubleTree by Hilton in Milton Keynes and sponsored by Alliance Automotive UK (AAUK), saw around 600 guests in attendance, uniting the aftermarket as it gathered under one roof for a special evening of plaudits and entertainment. IAAF President Terry Knox had the opening address for the evening, highlighting the varied and important work that IAAF does and thanking the membership for their support. IAAF Chief Executive, Wendy Williamson, followed this up by issuing a rallying call to the aftermarket, stating that despite all the changes and challenges in 2019, the IAAF will continue to fight for a prosperous and effective independent automotive aftermarket. Guests were kept thoroughly entertained throughout the course of the evening by the
Praise has been heaped on IAAF’s Annual Awards & Dinner 2019, with many calling it the federation’s ‘best event for years.’
string quartet Asteria and comedian, Alfie Moore, whose tales of his time as a policeman kept people laughing well into the night. Wendy Williamson, IAAF Chief Executive, said, “I have been overwhelmed by the enormously positive feedback at this year’s event. “The independent automotive aftermarket is very much alive and kicking, and we will take this positivity forward into 2020. Thank you to everyone that attended the event and for their ongoing support of IAAF.”
Mahle Aftermarket UK won the Car Supplier of the Year Award
The IAAF Annual Awards were also announced, with a few of the winners and runners up including: Car Distributor of Excellence Award (sponsored by DENSO Aftermarket Sales UK) Winner: Autosupplies Chesterfield Runner Up: Motor Parts Direct Car Supplier of the Year Award (sponsored by Elcome) Winner: Mahle Aftermarket UK Runner Up: GS Yuasa Battery Sales UK Service Supplier of the Year Award (sponsored by Fil Filter) Winner: Whocanfixmycar.com Runner Up: PG Automotive For more information online, www.rdr.link /A M001
Autosupplies received the Car Distributor of Excellence Award
PMM FEBRUARY 2020 11
TROUBLESHOOTING
It’s a marathon, not a sprint Pico Technology recently received a case study from Daniel Black, a US Mercedes Benz technician, which showed the process of diagnosing a Mercedes Benz Sprinter 906 suffering from a lack of power.
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he vehicle came in with the customer complaining that there was a lack of power; the CEL was illuminated and in the customer’s own words, “it feels like it has no boost�. Using the Xentry diagnostic tool, we found two fault codes stored. P14B100 and P190100 were stored in the CDI (commonrail diesel injection). We were not able to obtain any specific information on the criteria for setting these fault codes. We reviewed the freeze frame data and it was not particularly helpful at identifying the conditions that the fault was set under (Fig 1). The guided tests were run for both stored codes, with the guided test recommending replacement of the mass air flow sensor or inspection of the harness.
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Possible causes and remedy â– Check electrical lines and connectors
between control unit ‘N3/35 (CDI control unit)’ and component ‘B2/14 (Hot film mass air flow sensor)’ for short circuit, open circuit, loose seating, loose
Dynamic test of exhaust gas recirculation Test result ■The check was not OK ■Continue test with button ‘Continue’
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contact and damage using the appropriate wiring diagram. ■Replace component ‘B2/14 (Hot film mass air flow sensor)’. We decided to check the intake system for air leaks. During this test, two leaks after the mass air flow sensor were revealed. These were rectified with no change in operation. Next, we decided that a dynamic EGR test might reveal some helpful information. During this test, we found that the vehicle would occasionally stall and fail the test in all of the specified ranges (Fig 2). At this point, a known good EGR valve was installed for testing and the test was run again with no change in results. With no improvement, we searched for any technical topics related to these fault codes, finding a few cases relating to pins at the CDI for the
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EGR recirculation positioner (Y27/17) and the EGR recirculation cooling solenoid (Y27/13). The CDI was disconnected and pin tension was checked; all pins were secure and the CDI was reconnected. After this, the vehicle ran better and passed the dynamic EGR test in the upper ranges, and the engine would no longer stall (Fig 3). A test drive revealed that most of the power had returned, but the vehicle was still not at full power and the fault codes eventually returned. At this point, the electronic compression test was run and the results were very telling (Fig 4). With all but one cylinder failing, we proceeded to perform a manual compression test. Bank 1 (cylinders 1-3) were around 18 bar (261psi); bank 2 (cylinders 4-5) were below 12 bar (174psi) – the wear limit for this engine is 17 bar (246psi). A leak down test was performed on bank 2 with 8% leakage on cylinder 4, and 4% on cylinders 5 and 6. The extra leakage on cylinder 4 was found to be coming past the injector seal, but it was not enough to cause this loss of compression on bank 2. With good leak down readings, we were initially at a loss for what would cause a loss of compression.
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Dynamic test of exhaust gas recirculation Test result ■The check was not OK ■Continue test with button ‘Continue’
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Test result â– Throughput time of piston in power stroke â– The compression test was not OK â– A leak test must be performed on all cylinders as per the repair instructions
Hypothesis After thinking it over, I decided that a restriction on the intake side of bank 2 might explain the loss of compression and would still give us good leak down numbers. I decided to take in cylinder compression readings with the Pico Scope to get a better idea of what was going on.
Materials â– Pico Scope 4425 â– WPS500x Pressure Transducer Kit â– Glow plug adaptor
Procedure 1. Attached WPS500x to cylinder 1 glow plug range 1 2. Battery maintainer attached to vehicle 3. Fuel system disabled 4. Pico set to 200ms/div, sample rate 1ms, scale 500psi 5. Cranked engine until speed was stable
Results Right away we can see a clear difference in Cylinder 1
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peak compression and a distinctive pocket near the intake stroke on cylinder 4 (Fig 6); cylinders 5 and 6 were nearly identical. Using the measuring tools and comparing it to the known good cylinder (Fig 5), I revealed some very interesting information. Looking closely at the good cylinder, we can see a peak cylinder pressure of 269.8psi (18.6 bar). We can also see that the intake valve is opening approximately 362.9 degrees after compression TDC (Fig 7). Cylinder 4
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PMM FEBRUARY 2020 13
TROUBLESHOOTING
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í˘ˇ Comparing this to the cylinders in question, we see a peak compression of 183.2psi (12.6 bar) and the intake valve opening 422.8 degrees after TDC (Fig 8).
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í˘¸ Looking closely at the vacuum pocket, we can see that there is a significant vacuum on the bank 2 cylinders, approximately -11.2psi (Fig 9). Analysing what the Pico scope showed us, in particular the point at which the intake valve opens, I determined the intake valves on bank 2 were opening 59.9 degrees of crankshaft rotation (29.95 degrees at the camshaft) later than the intake valves on bank 1. This created the large vacuum and the reduced time to fill the cylinders; resulting in reduced compression (Fig 10). At this point, no major disassembly had been performed and we decided it was time to confirm the cam timing. Upon checking base timing, we confirmed bank 1 was in time and the intake cam on bank 2 was out of time (not the exhaust cam). As you can see in the picture (Fig 11), the intake cam lobe for
cylinder 4 (viewed from the rear) should be at a near parallel with the cylinder head surface. A rough estimate shows it is approximately 33.9 degrees off; we estimated 29.95 degrees with the Pico scope. Now for the root cause of this failure – the intake camshaft on bank 2 drives the high pressure pump via a gear. The intake camshaft on this engine is gear driven by the exhaust camshaft; as a result it spins anticlockwise. The drive gear on the exhaust camshaft is friction welded in place. We suspected that the high pressure pump had become locked up at one point in time, causing the friction weld to slip on the exhaust camshaft, thus resulting in a loss of intake camshaft timing. Once we removed the high pressure pump, we could feel a distinct difference in the effort to turn the pump, compared to a known good pump. Comparing the exhaust camshaft to the new camshaft, we could clearly see the change in relation to the cam lobe and the timing marks on the gear. I should note no gasoline could be detected in the tank, and a sample of the diesel was sent out for analysis to determine the cause of the high pressure pump failure.
“With one test we were able to pinpoint the cause and save countless hours blindly tearing this engine down.�
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ě?ˆ Conclusion The loss of airflow into the engine due to the cam timing was causing a loss of power, causing the EGR dynamic test to fail and setting the air mass codes. This test not only revealed the low compression, but clearly showed us that the root cause was in the mechanical timing. With one test we were able to pinpoint the cause and save countless hours blindly tearing this engine down. It would have been completely plausible for a technician to miss that the cam timing was off upon disassembly as well, resulting in even more time lost. For more information from Pico technology, www.rdr.link /A M002
CLUTCH CLINIC
HOW TO How to replace the clutch and dual mass flywheel on an Audi 2.0 TDI Quattro This month, REPXPERT Alistair Mason replaced the clutch assembly and dual mass flywheel (DMF) on a 2009 Audi TT 2.0 TDI Quattro, which has covered more than 85,000 miles.
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he customer reported that the clutch was slipping when accelerating, and a short road test confirmed that the clutch had reached the end of its service life and that a replacement was needed. With a recommended book time of seven hours and all repair information available through Schaeffler’s information portal, REPXPERT, this is a great repair for any independent workshop. Before starting the job, ensure that you have the following workshop equipment to hand; a twopost vehicle lift, engine support, transmission jack, clutch alignment tool and brake/clutch pressure bleeder. Technicians might also need a locking wheel bolt key and radio code.
Gearbox removal With the vehicle placed on the lift, open the bonnet and boot, disconnect the battery located in the boot, obtain the locking wheel bolt key and then slacken the locking wheel bolts on both front wheels. Working in the engine bay, remove the engine cover, disconnect the air mass meter and vacuum pipe, and then remove the air filter assembly and carrier, which will provide good access to the top of the gearbox. Remove the gear change cables, selector lever weight assembly and cable retaining bracket (Figs 1 and 2), clamp the flexible hydraulic clutch pipe, and then disconnect the pipe from the concentric slave cylinder (CSC) connection (Fig 3).
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Next, disconnect the wiring from the starter motor and detach the earth lead from the starter motor top retaining bolt. Then undo the top starter motor retaining bolt, disconnect the reverse light switch multiplug, and remove the top bell housing bolts. Raise the vehicle to gain access to the underside, and remove the engine undertray. Then lower the vehicle to waist height and remove both front wheels as well as the inner wheel arch liners. Following this, raise the lift and remove the alloy under guard framework (Fig 4). Remove the front driveshafts by unscrewing the hub nuts and spline bolts retaining the inner CV joints, and then release both bottom ball joints. Take away the transfer box from the gearbox and mark the position of the propshaft on the transfer box. Unclip the oil level sensor wiring loom from the retaining clip, disconnect the exhaust front pipe
sleeves, and remove the rubber mounting assembly. Next, undo the three 12-point bolts from the transfer box to cushion drive assembly (Fig 5) and remove the lower gearbox pendulum mounting (Fig 6). Ease the engine and gearbox forward and disconnect the propshaft from the transfer box and support as required. Drain the gearbox oil and then undo the O/S/F driveshaft flange using a long 6mm Allen key. Disconnect the transfer box retaining bracket bolts, and then the four main body securing bolts. At this point, the transfer box can be removed and secured. Then undo the lower bell housing bolts, leaving two easily-accessible bolts in position to retain the gearbox, and remove the starter motor. Support the engine using either a brace bar, sub-frame support, or second transmission jack. Then remove the gearbox mounting, lower the engine/transmission assembly to aid gearbox removal, support the gearbox using a transmission jack, undo the final bell housing bolts, and ease the gearbox away from the engine. Once clear, lower the transmission jack and place the gearbox in a safe area.
Clutch replacement Undo the six clutch retaining bolts (Fig 7) and remove the clutch cover and plate assembly. Upon inspecting the clutch plate, it was confirmed that the clutch had reached the end of its service life – the friction material had worn close to the rivets.
In this case, the DMF was replaced upon the customer’s request. With the DMF removed, inspect the back of the engine for any oil leaks and rectify as required. Clean the back of the engine with clutch and brake dust cleaner before mounting the new DMF. While doing so, insert the new bolts and tighten to the manufacturer’s torque specifications – available via both the REPXPERT website and app – and finally de-grease the clutch surface on the flywheel. Focusing on the gearbox (Fig 8), remove the CSC, inspect the bell housing area for any oil leaks and rectify as required. Clean the bell housing area, confirm that the CSC mounting surface is clean, mount it, and ensure the retaining bolts have been tightened correctly. However, do not operate or squeeze the CSC, as this could damage it.
“Before re-fitting the gearbox, it is always good practice to flush out the old clutch fluid and replace it with new fluid.� Apply a light smear of high-melting point grease to the gearbox input shaft splines, mount the new clutch plate onto them, and evenly distribute the grease. Remove the clutch plate and wipe off any excess grease. De-grease the clutch pressure plate surface, then, using a clutch alignment tool, mount the new clutch onto the DMF. Next, fit the clutch bolts and torque to the manufacturer’s specification. Before re-fitting the gearbox, it is always good practice to flush out the old clutch fluid and replace it with new fluid. Also ensure that the gearbox alignment dowels are located correctly.
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Information on Schaeffler products, fitting instructions, labour times and much more can be found on the REXPERT garage portal –
www.rdr.link/AM003 – or the REXPERT app.
PMM FEBRUARY 2020 17
BELT FOCUS
HOW TO Install a timing belt kit on a Ĺ koda Octavia The Dayco technical team runs through the procedure for installing the Dayco kit KTB819 on a Ĺ koda Octavia.
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n its launch in 2013, the 1.4L TSI (CHPA) that powered the mark III Octavia was the largest petrol engine in the Octavia range. The powerplant is used across several VAG models, so is likely to be familiar to workshops throughout the country. As replacing the timing belt requires the removal of the auxiliary belt, Dayco recommends that in addition to replacing all the primary system components, technicians should check, and if necessary, change the auxiliary components at the same time. This step-by-step technical guide will help technicians through the process, avoiding complications and ensuring a first-rate outcome. As with all primary drive system jobs, always check the timing marks before removing the timing belt and ensure the work is undertaken when the engine is cold – ideally, the vehicle will not have been run for at least four hours. Start by removing the plastic guard from underneath the engine and then, after taking off the front offside wheel, the lower part of the plastic cowling from inside the wheel arch. This will reveal the auxiliary belt system and by relaxing the tension on the belt with a spanner on the tensioner, the belt can be removed. Before disconnecting the tensioner, lock it by inserting a pin as shown (Fig 1). Remove the cap in the engine block used to close the hole into which the crankshaft timing tool will be inserted. Then disconnect the air intake to the filter box, take out the filter box and detach the pipes between the throttle and turbo, and the filter box and turbo, as well as the oil vapour recirculation pipe and the turbo air intake connector. Now, remove the water pump belt cover and the cover on the gearbox side of the intake camshaft, drain the cooling system and take off the upper cover of the water pump
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and the expansion tank, as the pump and belt should be changed at the same time. Detach the upper timing belt cover, which will expose the variable exhaust valve timing unit on the left and intake on the right, and then rotate the central crankshaft pulley screw clockwise and position the intake camshaft as viewed from the gearbox side (Fig 2). After disconnecting the ignition coil and removing the spark plugs, insert a screwdriver, which is long enough to touch the top of the number one piston at BDC, and rotate the crankshaft to its TDC (the screwdriver will rise by 35mm). Insert, and fully screw the crankshaft timing tool (T10340) into place and rotate the crankshaft until the shaft rests on the tool. Then fit the camshaft tool (T10494) and after making sure it is in the correct position, lock it with a screw.
Using special tool (T102475), remove the crankshaft pulley, followed by the lower timing belt cover and the two alternator retaining screws to detach it. Then take off the plate (Fig 3), support the engine appropriately from above, remove the top engine mount adjacent to the timing belt, and take off the central timing belt cover to access the tensioner and idler. After removing the cover of the left (exhaust) and the central cap of the right (intake) variable valve timing units, take off the tensioner and timing belt. Appropriately lock the valve timing units, remove the centre screws and the units themselves. Attach the new idler, Dayco ATB2637, and torque to 45Nm, and tensioner, Dayco ATB2636, ensuring it is fitted as shown (Fig 4), and then fit the valve timing units on the corresponding camshafts, but do not fully tighten their screws.
Fit the new timing belt, Dayco 941060, installing it clockwise from the crankshaft pulley via the tensioner, exhaust and then intake camshaft pulleys and the idler. Use the special tool (T10499) to move the needle of the tensioner to the right about 10mm beyond the fixed reference, and then back to the middle of the fixed reference as shown (Fig 5). Finally, tighten the tensioner fixing screw to 25Nm. Suitably lock the valve timing units and tighten their screws to 50Nm before removing the camshaft timing tools and temporarily refitting the crankshaft pulley to enable the engine to be turned through a few clockwise revolutions. Check the belt tensioner needle remains in the right position, and, using the crankshaft and camshaft tools, that the timing is still correct. If so, appropriately lock the valve timing units and tighten their screws another 135°. Now, remove the water pump with the belt drive and after flushing out the cooling system to remove any debris and cleaning the
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water pump facing, reposition the replacement pump with the new belt, Dayco 941094, at the same time. It is extremely important to follow the correct tightening procedure when reattaching the water pump cover, so first tighten the screws to 10Nm in the sequence shown (Fig 6) and then loosen by one turn. Put a hex screw in ‘A’, torque to 30Nm and hold the torque wrench in position while retightening screws 2, 1 and 5 to 10Nm and then 3, 4, 5, 1 and 2 to 12Nm.
Refit the components in reverse order of their removal, tension the crankshaft pulley screw to 150Nm + 180° and the crankshaft timing tool cap to 30Nm. The replacement of the auxiliary tensioner (APV3270) and belt (6PKI000) is also recommended. Finally, refill the cooling system, start the engine and check for leaks and ensure the radiator fan is operating correctly. Once the engine is cold, check the level of the fluid. To find out more about the Dayco range, www.rdr.link /A M004
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TECH TIPS
AUTODOCTA í˘ą
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TOYOTA VERSO – ENGINE MALFUNCTION INDICATOR LAMP WHEN DRIVING, WITH TROUBLE CODES P0101 AND P115D
VOLKSWAGEN SHARAN – VIBRATION AND NOISE IN PASSENGER COMPARTMENT AT APPROXIMATELY 1,200RPM
As one of the UK’s leading suppliers of technical information to the automotive aftermarket, Autodata has over 65 skilled technicians with a comprehensive understanding of those common problems that take up valuable garage time to investigate. In this regular column, Autodata’s Technical Team share their fixes to common problems raised through Autodata’s technical helpline, available to all UK customers.
FAULT: A 2015 Toyota Verso 1.6 diesel arrived with the engine malfunction indicator lamp illuminated and codes P0101 and P115D stored in the engine control module fault memory. We applied electrical contact grease to the mass air flow (MAF) sensor terminals and the vehicle was OK for a while, but has now returned to the workshop with the same codes. Are you aware of any other possible causes before we replace the MAF sensor?
FIX: Yes, from the symptoms you have described the fault is likely to be due to poor manufacturing of the air filter housing upper section. This fault affects Verso/Sportsvan models with the 1WW engine code. Remove the upper section of the air filter housing and then, check the fitment and condition of the air intake strainer (Fig 1). If the air intake strainer is loose or missing, renew the air filter housing upper section. Erase the trouble codes and carry out a road test to ensure that the faults have been rectified.
FAULT: We have a customer with a 2012 Volkswagen Sharan 2.0 diesel who is complaining of vibration and noise in the passenger compartment at approximately 1,200rpm. We heard the noise during the road test and it sounds like it is coming from behind the instrument cluster or fascia. We have visually checked around the instrument cluster/fascia area but cannot pinpoint the source of the noise. Can you think of any other areas of the vehicle to check?
FIX: Yes, this has been reported to us before – it affects Sharan models with CFFB engine code up to VIN 005199. The cause of the vibration is due to an unsatisfactory design of the air filter housing and intake air pipe assembly. Fit a modified air filter housing and intake air pipe assembly (Fig 2), and then carry out a road test to ensure that the vibration has been eliminated.
For more information online, go to www.rdr.link/AM005
20 FEBRUARY 2020 PMM
TECH TIPS
Foreign object damage to the turbocharger Frequent sources of foreign objects
BACKGROUND The turbocharger is a highly sophisticated and fragile component. It is a turbine-driven device that forces extra air into the engine’s combustion chamber, thus increasing engine efficiency and power output. The turbocharger operates in extremely demanding and tough conditions: up to 250,000rpm and 1,100°C of hot exhaust. At these high performance levels, improper working conditions as well as dirt and foreign objects inside the system can very easily damage the turbo.
Foreign objects enter the turbocharger either through the compressor, turbine or oil inlet. Below are some of the most common ways.
Compressor wheel Poor, worn or badly maintained air intake filters allowing particles through Damaged piping and connecting, allowing particles to enter the intake Gasket fragments entering the intake Parts from a previous turbocharger failure not fully removed from the system Foreign objects such as screws, nuts and bolts entering the new compressor as a result of negligence ■ Turbo overspeeding, causing the compressor wheel to break down ■ ■ ■ ■ ■
Turbine wheel ■ Debris from exhaust manifold, turbine housing or engine parts such as engine valve pistons
impacting the turbine wheel and the variable mechanism
PROBLEM The presence of any foreign objects inside the internal operation of the turbocharger can cause immediate and total failure of the turbo. Commonly, foreign object damage is caused by foreign materials entering the turbine, compressor, or bearing housing, thus impacting the rotating wheels and shaft.
Compressor wheel damage caused by foreign objects. The blades have been hit repeatedly, and the compressor housing inducer will also bear signs of hits by the foreign objects.
Compressor wheel with a missing blade or parts of it due to overspeeding. The overspeeding failure generates objects – the broken parts of the wheel – that will continuously destroy the turbo.
Foreign object damages visible on the variable geometry mechanism. Hardened particles inside the exhaust system have continuously hit the guiding vanes, causing grooves.
The turbine blades are hit by foreign objects and eventually combine with too high exhaust temperature.
Damages lead to a loss of efficiency and extra noise from the turbo, and, in the worst case scenario: a totally destroyed turbo. In severe cases of foreign object damage, it is common for the resulting fragmentation of internal components at very high speed to cause instantaneous and irreversible damage to the engine, exhaust system or intercooler. This can cause total engine failure and render a vehicle unfeasible for repair.
22 FEBRUARY 2020 PMM
■ Exhaust contamination by hardened, burned fuel and oil
particles, oil sludge, burned additives particles and other coked debris coming from the combustion
Signs of foreign object damage Look for the following signs when investigating foreign object damage: ■ ■ ■ ■ ■
Noise from the turbo during operation Loss of performance Chipping of compressor or turbine blades Pitting around the compressor inlet Pitting on the compressor blades
“Always ensure that the entire air system is totally clean and free from any objects, which may cause the damage to the turbo.” RECOMMENDED SOLUTION Always ensure that the entire air system is totally clean and free from any objects, which may cause the damage to the turbo. Any splits or gaps in the pipework can pull in unfiltered objects all the way from the air filter box to the turbo including EGR, manifold and engine breather system. Make sure to check that air hoses and connectors are intact and in good working condition. Using new gaskets helps to prevent the risk of gasket break up and to ensure a perfect seal is also beneficial. Additionally, the engine oil along with the oil supply and return pipes with fittings should be flushed, changed and thoroughly inspected for evidence of foreign objects. Always be sure to adopt a methodical approach to removing and cleaning every component after a turbo failure caused by foreign object damage or total breakdown. If you have any doubts, check the system again.
To find out more about Nissens,
www.rdr.link /A M006
TECH TIPS
ADAS MADE EASY A
Autel ADAS Volkswagen LDW Calibration
calibration of the Lane Departure Warning System needs to be carried out for a number of reasons. These are when:
씰 The front windshield camera is removed,
replaced or reinstalled 씰 The front windshield is removed, replaced
or reinstalled 씰 The chassis is adjusted 씰 The vehicle height sensor is relearned
Vehicle preparation Set up and perform the calibration frame levelling procedure by following these steps: 씰 Park the vehicle on a flat and level
씰 씰 씰 씰
씰 씰 씰
씰 씰 씰
씰 씰
surface with its front wheels pointing straight. Ensure there are no objects within 3m of the front of the vehicle Turn the rear axle steering straight Bring the vehicle to a complete stop and turn off the engine The vehicle should not be carrying any load (passengers or cargo) Ensure the vehicle’s coolant and engine oil are at recommended levels and the gas tank is full Close all doors and ensure that all lights are turned off Adjust the tyre pressure to the recommended value Please ensure that the vehicle battery has sufficient power. Otherwise, connect a battery maintainer and avoid battery discharge For vehicles with air suspension, activate ‘Jack Mode’ The windshield should be clean and the dashboard should be free of objects Ensure there is no reflection on the windshield (reflective objects can be covered with black cloth) Ensure the calibration area is well lit Attach the VCI to the vehicle and turn on
24 FEBRUARY 2020 PMM
FIG 1
the ignition (ignition on/engine off) 씰 Connect the diagnostic tool to the vehicle 씰 Tap ‘Diagnostic’, then ‘Auto VIN’ on the upper left of the screen to read the vehicle identification number and identify the vehicle model 씰 Select ‘ADAS Calibrate’, and tap the appropriate LDW calibration option Note: the vehicle manufacturer may market this system by another name, and these vehicle preparation measures vary by vehicle and system. Be sure to follow the specific instructions detailed on the MaxiSYS to ensure accurate calibration.
FIG 2
Tools required 씰 씰 씰 씰
Calibration frame Pattern board CSC0601/01 Two wheel clamps with laser attachments Tape measure
FIG 3
marked lines 씰 Loosen the handle and rotate the fine
Calibration stand set-up 씰 Move the calibration frame in front of the
vehicle 씰 The floor must be level, and no pattern
should be attached to the frame (Fig 1) 씰 Rotate the fine tuning bolt to align the
tuning bolt until the scale value is zero (Fig 2) 씰 Tighten the handle to secure the crossbar 씰 Align the pointer on the sliding plate with the zero marked line 씰 Tighten the bolt to secure the sliding plate
calibration frame is now parallel to the vehicle 씰 Close the cover plates on the crossbar 씰 Power off lasers on the attached wheel clamps and remove clamps from wheels
Lane Departure Warning System calibration 씰 Attach the specified pattern board onto
the crossbar and tighten the bolt to secure 씰 Rotate the bolts on the base of the
calibration frame 씰 Reference the bubble level to ensure the FIG 4 씰 Turn on the laser and aim the beam at the 씰
front centre of the vehicle 씰 Adjust the height of the crossbar so that it
씰
씰
씰
씰
씰 씰 씰 씰 씰
씰
씰 씰 씰
is levelled with the centre of the front wheel Carefully move the frame to ensure that the laser beam is pointed at the front centre of the vehicle Use tape measures to ensure that both sides of the crossbar are at the same specified distance to the centre of the front wheels (Fig 3) When the frame is in position, turn off the laser and rotate the bolts on the base until they are secured to the ground – do not overtighten the bolts Attach the two wheel clamps by placing the pawls outside the wheel rim, and tighten Ensure the wheel clamps are firmly secured to the wheels Insert the connecting shaft of the laser into the clamp port The laser calibration board should be facing the front of the vehicle (Fig 4) Tighten the bolt to secure the laser Turn on the attached lasers and adjust them so the beams are on each side of the crossbar cover plate Loosen the handle and rotate the fine tuning bolt until the rulers on each side of the crossbar plate have the same value lit by the laser Tighten the handle to secure the crossbar Lift the cover plates on each end of the crossbar Adjust attached wheel lasers to control
씰 씰 씰 FIG 5
the up-and-down movement of the reflected laser beam (Fig 5) 씰 The reflected beam must shine on at least one of the scale boards of the laser boards 씰 Rotate the bolt left or right until the scale values lit by the reflected beam are the same on each side of the bar – the
씰
씰
frame remains level. Loosen the height rulers so that it touches the ground Adjust the height of the crossbar to the height specified on the tablet Align the pointer with the corresponding value on the ‘B side’ of the height ruler Push the ruler back to the original position and secure it Ensure the vehicle ignition is on, and tap ‘OK’ for each of the four wheels Then measure the height from the base of the wheel to the top of the wheel, and enter the values in the spaces provided on the tablet (Fig 6) When the message displays that the calibration is successful, tap ‘OK’
For more information online on MaxiSYS, www.rdr.link /A M007
FIG 6
PMM FEBRUARY 2020 25
TECH TIPS
HOW TO Five steps to cleaning the cooling system After designing a specialist tool to aid in cleaning a vehicle’s cooling system, Meyle explains how this new piece of equipment can help with the flushing process.
T
horough and regular flushing is one of the decisive steps in the maintenance of cooling systems. Contamination, e.g. due to the incorrect use of sealing compound in the cooling system, reduces the cooling capacity in the long run, and can lead to premature failure of the water pump mechanical seal. However, even beyond this, proper flushing of the cooling circuit is the basis for a longer engine service life. Flushing should take place at the very latest when the water pump is replaced in order to remove particles that can be caused by corrosion or limestone. To help with this process, Meyle now supports workshops with a specialised tool. With this tool, the cooling system can be cleaned with the aid of water and compressed air – without aggressive chemicals and cleaners. To explain how this tool can help, Meyle describes how the engine cooling circuit can be cleaned in five simple steps.
Step 햲 Preparation
drained and the coolant expansion tank cleaned or replaced if heavily soiled. For environmental reasons, it is important to dispose of the waste liquid properly.
Step 햴 Flush the engine block
Step 햳 Flush the cooler
Remove the upper and lower radiator hoses on the radiator. The lower radiator hose should be thoroughly rinsed from bottom to top for about two minutes with the radiator cap closed using the Meyle tool. Administer short pulses of air into the system to increase effectiveness. The upper radiator hose can then be flushed from top to bottom until the outflowing water is clear and deposits have been removed.
Next, remove the radiator hoses. Using the Meyle cooling circuit flushing tool, the upper radiator hose should be thoroughly flushed until the outflowing water remains clear and any deposits have been removed. For this step, it is also the case that short pulsating air blows increase the effectiveness of the rinsing process. Meyle workshop advice: If the thermostat blocks proper rinsing, it must be removed for rinsing. In this context, the company recommends a general replacement of the thermostat.
Step 햵 Flush the heat exchanger
The engine must be completely cooled before starting. The old coolant should then be
26 FEBRUARY 2020 PMM
“Flushing should take place at the very latest when the water pump is replaced in order to remove particles that can be caused by corrosion or limestone.”
If possible, the circuit to the heat exchanger should also be flushed until the outflowing water is clear. As a general rule, flushing the radiator, engine block and heat exchanger removes deposits of corrosion, limestone and silicone seal residue from the cooling system. These can accumulate over many years and permanently impair the functionality of the system.
Step 햶 Refill the system
In the final step, all hoses, the drain valve and the thermostat should be reattached. You must check whether all necessary connections have been made again. The cooling system can then be refilled with the coolant specified by the manufacturer. The mixing ratio should, for example, be checked with a refractometer.
Finally, the system should be properly vented. A final check ensures that there are no leaks. Note: Disassembly and installation must always be carried out by trained personnel. Please follow the instructions of the vehicle manufacturer exactly.
pump bearing, which increases the reliability of the component. This allows the company to offer a 100,000-mile guarantee for all its water pumps, and a four-year guarantee for MEYLE-HD water pumps. The guarantee does, however, require the cooling system to be flushed before installation.
Meyle water pumps
Meyle TV
All Meyle-HD and the majority of all MeyleOriginal water pumps contain a wear-resistant SiC/SiC mechanical seal, and a robust water
All steps to the process outlined in this article can also be followed on the company’s YouTube channel in a short video tutorial. This shows how to clean the engine cooling system cleanly and safely with the Meyle cooling circuit flushing unit. This ensures that all components of the flushing circuit, such as the water pump, function continuously and reliably. For access to Meyle’s YouTube channel, www.rdr.link /A M008
BUSINESS
& TRAINING
ADAS and the AFTERMARKET More technology on a vehicle should mean more opportunities for independent garages. However, there are big questions that need answering when it comes to ADAS. Step forward Neil Pattemore…
A
dvanced Driver Assist Systems (ADAS) are not only becoming increasingly common, but European legislation is mandating a whole lot more; the European Commission recently announced that more ADAS functions will become mandatory from 2022 for all new type-approved vehicles. These will include: ■ Advanced emergency braking (cars) ■ Alcohol interlock installation facilitation
(cars, vans, trucks, buses) ■ Drowsiness and attention detection (cars,
vans, trucks, buses) ■ Distraction recognition/prevention (cars,
vans, trucks, buses) ■ Event (accident) data recorder (cars and
vans) ■ Emergency stop signal (cars, vans, trucks, ■
■
■ ■ ■ ■ ■ ■
buses) Full-width frontal occupant protection crash test – improved seatbelts (cars and vans) Head impact zone enlargement for pedestrians and cyclists – safety glass in case of crash (cars and vans) Intelligent speed assistance (cars, vans, trucks, buses) Lane keeping assist (cars, vans) Pole-side impact occupant protection (cars, vans) Reversing camera or detection system (cars, vans, trucks, buses) Tyre pressure monitoring system (vans, trucks, buses) Vulnerable road user detection and warning on front and side of vehicle (trucks and buses)
28 FEBRUARY 2020 PMM
■ Vulnerable road user improved direct vision
from driver’s position (trucks and buses) Quite a snappy little list, I’m sure you agree. Up until now, these systems have been designed to ‘assist’ the driver, but increasingly, they are establishing more direct control over the way that a vehicle reacts to certain situations. If there are any problems with these systems then technicians have more repair opportunities – so is there a down side?
“Up until now, these systems have been designed to ‘assist’ the driver, but increasingly, they are establishing more direct control over the way that a vehicle reacts to certain situations.” Who do you need to turn to? The fundamental problem is one of liability. The vehicle manufacturer needs to ensure that the ADAS systems fitted to the vehicle are working correctly, and therefore, that they are repaired correctly and the sensors properly recalibrated. Unfortunately, this raises a whole host of questions. Thatcham Research, the not-for-profit automotive research consultant, has published a guide to help workshops and other repair organisations to understand how best to approach the repair of ADAS systems – a fundamental part of this is to know your own capabilities! A PDF version of the guide is available here: www.rdr.link /A Mxxx
The guide also looks at the roles of both vehicle manufacturers and workshop equipment companies when it comes to providing the correct procedures when repairing ADAS systems and when they need recalibrating after other parts of the vehicle have been repaired. However, there is a certain element of ‘you don’t know what you don’t know’ in all of this. Although it varies across different manufacturers, many ADAS systems are often ‘options’, and therefore, two vehicles of the same type may have different levels of ADAS fitted, depending on what options were ordered when the vehicle was manufactured. The first and most important step is to find out what systems are fitted to an individual vehicle.
Troubleshooting This process may be possible by using a diagnostic tool to conduct a ‘global scan’ of the vehicle, but this will also require the software being both up to date and to have the latest ADAS system information. Although this is a good solution, it is not necessarily a 100% guarantee that all systems have been identified. The vehicle manufacturers may provide information on their websites, but this will probably require you to search through all possible systems of the vehicle, which is both time-consuming and expensive. The OEM diagnostic tool may provide an answer as part of its diagnostic test routine (e.g. a global scan), but this would mean buying and updating multiple OEM diagnostic tools to cover all the makes that come into your workshop – not an appealing thought from an economic perspective!
©ZinetroN/AdobeStock
The vehicle manufacturers are claiming that they have a direct product liability to ADAS throughout the life of the vehicle because these systems have a direct impact on vehicle control and safety. This has led the VMs to increasingly restrict the repair and calibration of ADAS systems to only their authorised repairers (i.e. main dealers), because it allows them to check whether the vehicle has been repaired correctly, as well as monitor who carried out the repair, what replacement parts they used, and whether the vehicle was properly recalibrated. Consequently, this new business opportunity for independent workshops is under threat.
ADAS and the aftermarket It all comes down to competence and being able to identify who did what work on a vehicle fitted with ADAS systems. There should be no reason why independent workshops cannot meet these requirements if they want to. But, the aftermarket needs to roll up its sleeves and fight for the right to repair and recalibrate ADAS systems! This is unlikely to happen unless the UK aftermarket unites to challenge these restrictions. So, what is needed? Fundamentally, independent workshops need to be able to demonstrate both competence and traceability for the work that they conduct on ADAS systems. There needs to be a framework through which workshops are verified and then registered via an ‘assessment body’ that then provides a
certificate/PIN that is used when accessing the relevant parts or reconfiguration codes via a vehicle manufacturer’s website or ‘trusted partner’ (e.g. a diagnostic tool manufacturer). These certificates/PINs could also be used when a recalibration of an ADAS component (e.g. a camera) has been made, by updating the online service record of the vehicle. The workshop would only be awarded the certificate/PIN if the technicians had the relevant training and equipment that ensured the required level of competency. As many of the vehicles fitted with ADAS systems are ‘connected cars’, the vehicle manufacturer could conduct an ‘over-the-air’ check to verify that the vehicle’s ADAS system is repaired or recalibrated correctly. Job done!
Necessary investment This may sound like a move towards ‘garage licensing’, but would that be such a bad thing? As vehicle technologies continue to increase, there is an inevitable increase in the investment required to remain technically capable and to be able to compete. If your customer is not confident in your abilities to
provide the necessary repairs at an acceptable price, then don’t be surprised if they go to someone else who can – and this will probably be a main dealer, even if they are more expensive. If your costs increase, then your prices must rise as well, but it will ensure that an equal level of competence also exists. Doing nothing is not an option. All workshops must invest to provide the ability to develop new business models for the diagnosis, repair and recalibration of ADAS systems. It is undoubtedly an opportunity, but it is one that can only be fulfilled if your customers are confident in your ability to conduct the work correctly. You then need to be able to record this, should an audit of what you did ever be needed. This will also ensure that you are mitigating your liability issues. Do not let the vehicle manufacturers gain a monopoly over the work on these systems. This would have dire consequences for the future of your business, and ultimately that of the UK independent aftermarket as a whole. For more information, www.rdr.link /A M009
PMM FEBRUARY 2020 29
BUSINESS
& TRAINING
TRAINING GROUND In the modern workshop, training and development is a crucial element in staying competitive and keeping up with technology. PMM offers a helping hand by providing details of some of the training and events that should be in your diary.
THE RMI ACADEMY OF AUTOMOTIVE SKILLS RELEASES DATES FOR UPCOMING EVENTS ■ Wednesday 19th - Friday 21st February
The Retail Motor Industry Federation (RMI) has recently released the dates for its upcoming range of training events. From MOT to electric vehicles, the day courses are the perfect opportunity to fine tune your skillset, so that you can keep up to date with pace of the industry. If you are interested in booking one of the courses listed below, please call the following number: 0845 305 4230.
This course costs £600 + VAT for RMI Members.
MOT Tester Training Level 2 (Class 4 & 7)
Southam ■ Thursday 13th - Friday 14th February
Runcorn ■ Monday 3rd - Wednesday 5th February ■ Monday 10th - Wednesday 12th February Southam ■ Monday 3rd - Wednesday 5th February ■ Tuesday 11th - Thursday 13th February Winchester ■ Tuesday 4th - Thursday 6th February ■ Monday 24th - Wednesday 26th February ■ Tuesday 10th - Thursday 12th March
Southam ■ Monday 10th - Wednesday 12th February
MOT Centre Management Runcorn ■ Thursday 6th - Friday 7th February ■ Monday 24th - Tuesday 25th February
REPXPERT ACADEMY LIVE TRAINING DATES BLACKPOOL 25th April WARWICK 3rd October SWANSEA 21st November The dates listed on this page are subject to change, so for up-to-date information,
Winchester ■ Tuesday 18th - Wednesday 19th February ■ Thursday 26th - Friday 27th March This course costs £375 + VAT for RMI Members.
www.rdr.link /A M011
UPCOMING TRAINING DATES FROM THE GARAGE INSPECTOR
Level 3 Hybrid Vehicle Repair Runcorn ■ Wednesday 11th - Friday 13th March
FLEET/GUILDFORD
This course costs £495 + VAT for RMI Members.
Southam ■ Tuesday 18th - Thursday 20th February ■ Tuesday 17th - Thursday 19th March
DUBLIN
Vehicle Technician Accredited Assessment (VTAA)
This course costs £600 + VAT for RMI Members.
LINCOLN/GRANTHAM
Runcorn ■ Monday 3rd - Wednesday 5th February
30 FEBRUARY 2020 PMM
4th & 5th February
11th & 12th February
25th & 26th February www.rdr.link /A M010
www.rdr.link /A M012
BUSINESS
& TRAINING
One for the record books MAM Software recently announced the upcoming release of TeamView, a new paperless job card and technician activity add-on for Autowork Online. As the roll-out phase gets underway, MAM’s Lead Product Owner, Chris Daniel, provides an insight into the module and the benefits it will bring to garages. PMM: What makes TeamView different to other modules? Chris Daniel (CD): We have wanted to release a paperless job card for some time, along with a feature that has the ability to track time spent on jobs and report on efficiency and productivity. However, it’s the workshop manager screen that makes TeamView unique. Not only does this allow a manager to assign and prioritise jobs for each technician, but it also provides real time updates on job status and progress, with customisable alerts when jobs are running late. PMM: Will the new application be difficult to use? CD: Not at all. We know that garages are busy places with enough new technology to keep up to date with, so we didn’t want to add to this. In particular, we wanted to avoid putting anything between the technicians and their normal workload, so we’ve spent a lot
32 FEBRUARY 2020 PMM
PMM: What else can it do? CD: We’ve been working closely with a number of customers to create the right functionality, and have incorporated a lot of their suggestions already. This includes the ability for the technician to mark which parts have been fitted, record oil type and capacity, mileage, and wheel nut locations. Planned time can also be set independently from the sold time, tasks can be split between technicians, and progress bars are able to be swapped from time spent to time left. of time making TeamView as intuitive as possible. Being fully integrated, jobs due will automatically appear on the manager view, and can be dragged to be assigned to technicians and into priority order. Technicians are able to view all of the jobs and vehicle details assigned to them, and can simply tap the start button when ready. Time spent on jobs and other tasks is then automatically logged for reporting purposes.
PMM: How much will it cost? CD: Initial pricing will start at just £25 a month, with a Pro version for larger garages being £50 per month. We believe the value of TeamView far outweighs its cost; we see these tools becoming essential in the modern automotive repair sector. We wanted to make them accessible to garages of all sizes by keeping the cost low, with no setup or upfront charges.
PMM: What do garages need to run TeamView? CD: TeamView is an add-on module which will be available for all versions of MAM Software’s Autowork Online, ECP Autowork Online, and KIS Online management systems. The manager view is designed to run on a standard PC with a large screen, while the technician’s paperless job cards can be used on any PC, tablet, or phone. PMM: What’s next for TeamView? CD: This is just the start – we'll be enriching the mobile app with extra functionality throughout 2020. At the top of the list is the ability to add quick parts and sundries to a job, to help track the true cost of those extra expenses. We’ll also be adding an upgraded electronic ‘Vehicle Health Check’ with images and video, which will replace the CarSide application and bring everything into a single application. We will also bring
integrated technical data into the app, so that technicians can access all the vehicle data they need directly from their job card. PMM: How do customers get TeamView? CD: Existing customers who have already registered an interest in TeamView are
being upgraded first. Other users will see details on screen within Autowork Online once the module is available for their version of the software. To find out more about Autowork Online or MAM Software’s wider range of products, www.rdr.link /A M013
BUSINESS
& TRAINING
A GREENER FUTURE for the aftermarket Times are changing, and with the world being more ecologically aware than it ever has before, what is the aftermarket doing to aid in this global cause? PMM talks to Denso to find out about what is going on at a supplier level.
I
n 2050, the global population is predicted to be as many as nine billion people. To handle all the CO2 and waste created, we will need the equivalent of four planets. But of course, we only have one. So, what can be done? In 2015, the United Nations adopted the Sustainable Development Goals (SDGs) and in 2016, agreed the implementation of the Paris Agreement. Governments around the world are striving to make changes to protect the environment. Corporations have an important role to play too – taking steps to contribute to the sustainable development of society at large.
How is Denso responding to this situation? Denso parts are used in cars and trucks all over the world. The company knows it bears great responsibility towards the earth’s environment and population. Throughout its history, Denso has developed advanced technologies and worked to minimise negative environmental and societal impact. Today, there are two important initiatives that set out how the company intends to become more sustainable: its Eco Vision 2025 and Longterm Policy for 2030. This article provides a brief overview of each, and highlights Denso’s key initiatives for a greener future.
Eco Vision 2025 Eco Vision is reformulated every 10 years, as a long-term commitment towards environmental management and policies
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pursued by the group (www.rdr.link/AM014). An Environmental Action Plan is formulated every five years to embody the commitments and environmental policies established in the Eco Vision. The vision for 2025 is based around three key targets: Energy 1/2, Clean x2, and Green x2. It aims to meet these targets by implementing 10 actions relating to product development, production sites, associates and management.
Energy Denso is aiming to cut CO2 emissions by half with technologies that resolve global warming, energy and resource issues. Product use represents the stage with the highest CO2 emissions in the vehicle lifecycle. To help prevent global warming, it is important to increase fuel efficiency through the use of lightweight designs in automotive parts and ensure high combustion efficiency; for example, the
Denso Corporation (Consilidation)
company’s new power control units and starter motors are smaller and more lightweight than previous parts. Within product development, the company will contribute to reducing CO2 emissions from vehicles through the development of new technologies and products that improve fuel consumption and are compatible with a variety of fuels. In addition, there will be implementation of energy management initiatives, which enable the recovery and reuse of heat energy emitted from vehicles and kinetic energy lost when decelerating. Thanks to energy-saving improvements, Denso is currently on track to reduce its CO2 emissions index to 50 by 2025. (Fig 1)
Clean x2 Denso wants to reduce the impact of environmentally hazardous substances, emissions and waste by half, as well as contribute to improved air quality by cutting vehicle emissions.
Denso Corporation (Non-consilidation)
í˘ą
Šartrachen/AdobeStock
í˘˛
Total participants: 7,930 people Trees planted: 21,341 Trees varieties: 24 (including Momi Fir, Cherry, Japanese Maple, Japanese Zelkova and Japanese Rosea)
products that help reduce environmental burden, such as products for electric vehicles, thereby aiming to decrease CO2 emissions. As part of its ‘peace of mind’ theme, it plans to also accelerate the development and promotion of products related to advanced safety and automated driving technologies.
Sustainable Development Goals One of the initiatives planned links to resource recycling via an expanding parts rebuilding business, which is focused on product reconditioning (rebuilding), parts reuse and material recycling. Through its efforts to minimise levels of waste (including chemical substances) and reduce the amount of water used within its factories, Denso has established a Safety and Environmental Management Standard, which is more stringent than the environmental regulations in the countries and regions in which it operates. This helps the company identify hypothetical environmental risks, such as environmental accidents, pollution, and legal violations. It is vital that its employees are fully engaged with its environmental goals, and the company conducts training and events in an effort to foster environmental awareness.
Green x2 Denso aims to double its green activities with programmes such as biofuel research and the creation of green spaces and communities. To minimise environmental destruction from resource extraction, Denso is focused on
the development of alternative fuels and raw materials using biological resources that carefully take biodiversity into account, including the commercialisation of a plantderived plastic radiator tank, working with businesses that make use of algae, and expanding research on biofuels. In cooperation with local communities, the company is engaged in the maintenance and preservation of ecosystems. The group as a whole has been working with local communities to promote the Denso Green Project since 2006, with the goal of restoring and preserving local environments inhabited by a variety of plant and animal life. (Fig 2)
Long-term Policy for 2030 The company’s Long-term Policy for 2030 sets out its goal for the future, its principles, the business environment and approach. The policy’s slogan is ‘Bringing hope for the future for our planet, society and all people’. Denso aims to continue to contribute to a sustainable society by providing value related to two key themes: ‘green’ and ‘peace of mind’. As part of its ‘green’ theme, The company plans to develop and promote
This policy sets out the main social issues that Denso wants to address (defined by the UN’s Sustainable Development Goals) and which areas of the business will be involved in working towards them. Key goals to be achieved include: 3. Good health and well-being: ensure healthy lives and promote well-being for all at all ages 7. Affordable and clean energy: ensure access to affordable, reliable, sustainable and modern energy 9. Industry, innovation and infrastructure: build resilient infrastructure, promote inclusive and sustainable industrialisation and foster innovation 11. Sustainable cities and communities: make cities and human settlements inclusive, safe, resilient and sustainable 12. Responsible consumption and production: ensure sustainable consumption and production patterns 13. Climate action: take urgent action to combat climate change and its impacts For further details, www.rdr.link/AM015
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SPECIAL REPORT
Welcoming the NEW decade With a theme centring on ‘how technology is set to change the aftermarket’, the 2019 IAAF Annual Conference set its sights on the decade ahead and addressed some of the industry’s most pressing issues. PMM reports.
A
fter another year of lobbying for the UK aftermarket, both at home and overseas, the IAAF held its Annual Conference at the home of the MK Dons, Stadium MK, in December, to highlight the major industry developments that lie just around the corner. As you will know, the aftermarket rarely stands still, and 2019 was no different. At an industry level, there was a great deal of change, even in the face of considerable political unrest. The uncertainty surrounding Brexit was a thorn in everyone’s side, with many businesses fluctuating between stockpiling and ‘waiting to see what happens’. A change of government leadership also took place, which saw Boris Johnson take up the reins with his promise of steering the UK through EU negotiations. (A week after the conference, Boris won the general election with a landslide majority as Parliament pursues further Brexit clarity.) From an aftermarket perspective and despite the difficulty in planning a strategy for navigating the political turmoil, development in automotive technology throughout 2019 remained constant. Thankfully, it was this subject and not politics that held centre stage at the conference.
TECHNOLOGY IN PRACTICE In tune with the conference’s technological theme, the IAAF introduced a new system for audience interaction. Rather than having a Q&A free-for-all at the end of each of the seminars, the organisers introduced the Slido app that attendees could download on their phones to submit questions for the speakers. Not only did this ensure that the seminar timings were stuck to, but also resulted in a broad variety of questions that benefitted all of those in attendance.
Welcome all! As is tradition, Wendy Williamson, Chief Executive of the IAAF, began proceedings with her opening remarks. She expressed the importance of ADAS and how its increasing popularity may cause garage owners to question where their business is headed, and whether it is in a position to tackle this advanced technology. Wendy went on to press home the point that those who want to adapt and thrive in the face of this challenge
need to monitor it and stay up to date with even the subtlest changes to this area. However, ADAS was not the only form of technology mentioned. Following on from the previous years’ discussions, Wendy touched upon the ongoing saga with the vehicle manufacturers (VM) and the aftermarket’s struggle for access to data. The VMs are now proposing that their ‘Extended Vehicle’ model is the best way to move forward, but this would severely limit the amount and depth of data available. The IAAF and FIGIEFA, the IAAF’s European counterpart, are campaigning hard for this solution to be reconsidered.
“When it comes to access to data, there needs to be a level playing field. We, as members of the automotive industry, must give motorists a choice.” Wendy Williamson Word from the frontline After the Head of Membership Development at the IAAF, Mike Smallbone, introduced the
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SPECIAL REPORT
morning series of seminars, the first to take to the floor was Hayley Pells of Avia Autos. After winning Automechanika UK’s Garage of the Year Award, the business has gone from strength to strength. Through her presentation, Hayley wanted to showcase exactly how a well-run garage should operate in this day and age, and what it takes to win such a prestigious prize. From health checks to community activities, Avia is a prime example of a garage that goes beyond simply being a place for automotive repair work. Hayley believes that if a business takes an interest in the community within which it resides, then the community will take care of the business. This is not to say that Hayley didn’t express words of caution about the state of the industry. Much like Wendy in the opening remarks, the need to stay up to date with the latest technology was fixated on. In fact, Hayley used the phrase “digital illiteracy” to describe the single, greatest threat to independent garages in the UK, and as a spokesperson for the independent, Hayley pleaded that this did not become systemic within the aftermarket.
Consolidation The attendees were then introduced to the new CEO of Euro Car Parts (ECP), Andy Hamilton, who delved into the somewhat controversial topic of consolidation. Andy set forth his vision of what the future of the aftermarket supply chain might look like. Access to parts will come from one or at least very few sources, or as Andy put it: “Going from a chain to a loop.”
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“The future of the supply chain will aim to provide a ‘frictionless driver experience’.”
a choice. From an ECP perspective, the company is no longer looking to be a ‘parts supplier, but rather a ‘service provider’, in order to keep pace with the changes that are occurring within the industry.
Andy Hamilton ADAS after coffee This would all be in an effort to ensure that there is a “frictionless driver experience” for independent garage customers. This led Andy onto the topic of dealerships, emphasising the idea that dealerships would be unable to cope on their own, and that, therefore, we need to be “champions of the independents” to ensure the survival of those businesses that are able to offer the consumer
Following a short coffee break, Dean Lander of Thatcham Research analysed the state of autonomous driving and what technology might be arriving in the not-too-distant future. He explained that it is not technological development that is preventing the move to Level 3 autonomous vehicles, it is legislation. Therefore, the aftermarket must ensure that it is able to provide repair solutions to those systems that are already incorporated into
씱 Richard Noble regales
conference attendees with stories of his quest for speed
modern vehicles, as more is to come. To light a fire under those in attendance, he used the 80s film ‘Planes, Trains and Automobiles’ to illustrate that the industry should not rest on its laurels: “Planes and trains have fully autonomous technology, so surely we will see the same for cars sooner rather than later?” From one technology to the next, Al Preston, Co-founder of WhoCanFixMyCar.com (WCFMC), was next to take to the podium. Over recent years, WCFMC has risen to prominence in the aftermarket, providing garages with access to customers that would otherwise have flown under the radar. The platform’s success has come through a constant push to adapt and develop; an attitude and ethos that continues to this day as WCFMC leads the charge for online service providers within the independent aftermarket. Al Preston spoke about how his company is starting to implement the use of AI within its system. By welcoming in this new tech, WCFMC is now able to provide its garage customers with an automatic quote generating system. It seems then, in some sense, that automation is already making its way into the aftermarket!
A story of thrust After lunch, the afternoon session of speakers began at breakneck speed with the keynote speech, courtesy of renowned speedster Richard Noble. Richard regaled the audience with tales of how his team of engineers managed to break the land speed record in the now famous vehicle, Thrust 2. At the time, Richard was the man behind the wheel, and took great pleasure in explaining what it feels like to travel at 650mph on land (this was the Thrust 2’s top speed, and when it was going at that speed it was “within 7mph of ‘take off’” – scary stuff).
“It was only later that I learned that at 650mph I was just 7mph away from ‘take off’ speed. Fantastic!” Richard Noble
Hayley Pells of Avia Autos provides firsthand experience of life as an owner of an independent garage
After stepping out of the cockpit and away from the wheel, Richard decided to set up the Bloodhound Project, which is still going to this day, albeit under different management. Once again, all of this in an attempt to go faster than anyone else ever has on land. After the Bloodhound takeover, Richard felt that he needed to direct his relentless energy towards a cause that the greater population would benefit from. Having learnt that the number of engineers in the UK was at one of the lowest figures it had ever been, Richard turned his attention to education. He was in the fortunate position where he was able to draw on his experience and contacts to host a number of events and create organisations that would appeal to the younger generations. Out of this enthusiasm was borne the Bloodhound STEM Education Project. Find out more at www.rdr.link /A M016.
Back to the aftermarket Following this entertaining interlude, the DVSA introduced its Market Surveillance Unit. Tasked with ‘Educating, Testing, Investigating and Enforcing’, the team is designed to ensure that the automotive sector upholds the law when it comes to the supply and manufacture of parts, emissions standards, etc. It is urged that should anyone within the industry know of any wrongdoing then they should contact the DVSA as soon as possible; reports are of course kept anonymous.
Mike Smallbone then ran through all that the IAAF had been doing in 2019, and what it had planned for 2020. As well as the industry briefings and continuing its ‘Your Car Your Choice’ campaign, the organisation will also be looking towards the commercial vehicle sector as it extends its reach and influence. This focus will centre on a CV committee that will discuss topics such as data charging by VMs and DPF type approval. As well as a CV specific industry briefing, there is also rumour of a targeted CV campaign, so watch this space. To conclude the day’s line-up of speakers, PMM contributor and FIGIEFA representative Neil Pattemore reported on what was going on at legislative level in the European Council. The fight to maintain free and effective competition in the aftermarket is very much ongoing, with talk of cybersecurity and the ‘extended vehicle’ concept being the main pinch points. Rest assured FIGIEFA and the IAAF are doing their utmost to ensure that the UK aftermarket continues to thrive. With seminar schedule concluded, President of the IAAF Terry Knox summarised the day’s events and wished everyone a happy and profitable 2020. And with that, the 2019 IAAF Annual Conference ended, with the frivolities of the IAAF Dinner in the crosshairs of all those in attendance. To find out more about the IAAF, www.rdr.link /A M017
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SPECIAL REPORT
LET’S HAVE A BALL! The week following the IAAF Conference, Ben, the charity dedicated to those working in the automotive sector, held its annual Ben Ball. PMM was lucky enough to get the invite.
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n Wednesday 11th December, hundreds of people from the automotive community gathered at the new home of Ben Ball, the iconic Camden Roundhouse. Although it serves as a meeting point for all corners of the automotive industry, one of the most important aspects to the evening was to raise money for the charity. This year, the event helped to raise a staggering £87,000 for Ben on that very night. Over 650 guests were hosted by Ben’s Chief Executive, Zara Ross, and Fundraising Director, Matt Wigginton. The evening
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included spectacular entertainment with Ben’s Greatest Show, a gospel choir, music from the band, Fully Funktional, and more besides. The audience enjoyed guest appearances from Mat Watson from CarWow and also Jonny Gould, renowned auctioneer and Channel Five presenter. Ben Ball is the organisation’s Christmas Ball for the automotive industry, which raises funds and highlights the vital work that Ben does. After 70 years, the look and feel of Ben Ball was refreshed this year to present its stunning new venue and the unforgettable Christmas experience for 2019.
The evening saw the automotive community celebrating the year with colleagues, networking in style and raising funds for Ben to continue providing lifechanging support to automotive colleagues. During the evening, it was announced that Ben’s 2019 Industry Leader Challenge (ILC), the Epic Thames Waterbike Ride, raised an incredible total of £273,360. This challenge involved Jon Wakefield, Managing Director of Volvo Cars Sweden; Tim Tozer, CEO of Allianz Partners UK and Ireland; and Darren Guiver, former Managing Director of Group 1 Automotive. The trio cycled over 170 miles in four days down the River Thames on selfpropelled water bikes through 45 locks. With an average of 12 hours in the saddle each day, it was quite the accomplishment!
The ILC baton was officially handed over to senior industry leaders who will form a group of up to 10 teams from well-known automotive businesses, who have pledged to take part in Ben’s ILC 2020: The Climb. An intrepid industry leader and a colleague from each company will climb Mount Kilimanjaro in October next year, to raise a record amount of money for Ben. Fundraising will run from January to December 2020, with an ambitious group target to raise £500,000. Three leaders from Ben will also be taking part in The Climb: Zara Ross, Ben’s Chief Executive, Matt Wigginton, Fundraising Director and Rachel Clift, Health & Wellbeing Director. Matt Wigginton said, “Ben Ball 2019 was an absolute stand-out event! We would like to thank everyone who came along to the Roundhouse to be part of something truly special and inspiring. With your support, we’ve raised a huge sum of money to help us continue providing life-changing support
across the automotive industry. Thank you to everyone for your generous donations; we couldn’t do what we do without you. “We were also delighted to announce next year’s ILC, The Climb, during the evening. Everyone has their own mountain to climb at some point in their life – no matter who you are, what you do or where you come from. We are slightly daunted, but we can’t wait to achieve something incredible in 2020 by reaching the summit of Mount Kilimanjaro, together with some of the industry’s most
intrepid senior leaders. There are still a couple of spots left for this incredible challenge so get in touch with me (matt.wigginton@ben.org.uk) if you would like to find out more. “Ben Ball is all about looking after our own in challenging times. Together, we continue to do something amazing to support our industry. We look forward to seeing you at the Ball next year and, with just 650 tickets, book now to make sure you don’t miss out. Save the date – 9th December 2020 – and contact the events team to secure your place: eventsteam@ben.org.uk/01344 298137.” A live auction, which included prizes generously donated by a number of companies inside and outside of the automotive industry, also helped to achieve this year’s fundraising total. To find out more about Ben and its upcoming events, www.rdr.link /A M018
PIT STOP
In need of a refuel? Did you know? The reason we celebrate Valentine’s Day is because of Saint Valentine, a Roman priest during the third century AD. Emperor Claudius II had banned marriage because he thought married men were bad soldiers. Valentine felt this was unfair, so he broke the rules and arranged marriages in secret. When Claudius found out, he was sentenced to death. There, he fell in love with the jailer’s daughter and when he was taken to be killed on 14th February he sent her a love letter signed “from your Valentine�.
Garage gags What happened to the frog who parked on the double yellow lines? “It’s car got toad!�
í˘ą What is unusual about the month of February? a. February is the only month that can pass without a full moon b. It is the month with the heaviest average global rainfall c. The days get shorter
í˘˛ On February 4th of which year was George Washington elected as the first U.S. president? a. 1777 b. 1782 c. 1789
í˘ł February 3rd is called ‘The Day the Music Died’ - what is this referencing?
Do you know what grinds my gears? “Clutch failure.� Fancy a crack at a joke? Send us your (clean) attempts to pmm@hamerville.co.uk
a. It’s the day Don McLean’s song ‘American Pie’ was released b. It’s the day Buddy Holly, Richie Valens, and the Big Bopper died c. It’s the day Elvis Presley died
Name the TV show
Quiz answers: 1: A, 2: C, 3: B Answer to name the TV show: Faulty Towers
BRAKES
& CLUTCHES
A word from the expert Schaeffler REPXPERT Alistair Mason explains how transmission system production has adapted to the structural changes in engine design.
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ngines are changing, so the clutch and transmission system is being adapted too. Manual gearbox cars are still very popular, so there is still a high demand for clutch repairs and replacements. The number of vehicles using self-adjusting clutches continues to increase, as they give the benefits of a lighter clutch operation with a consistent bite point and clamp load. However, we are now seeing the use of hydro-electric clutches in semi-automatic transmissions, where an electrical actuator controls hydraulic pressure to the concentric slave cylinder to operate the clutch. A position sensor is fitted to the slave cylinder to give feedback on the clutch position. Furthermore, most vehicle manufacturers (VMs) are now using double clutch systems. The main advantage is the gearchange speed – which can be as quick as 0.08 seconds! Because of this, when accelerating, drivers tend to hold the throttle in one position until the desired speed is reached, and then they lift slightly to maintain that speed. As a result, it is lot easier for the vehicle to run at Lambda 1 to aid emissions control and, because the gearbox is controlled by an ECU, it is always in the correct gear. The dry double clutch system is the most efficient, as there is no drag on the clutch.
Advice for sourcing parts
Make sure of maintenance
My first piece of advice in this area would be to fit quality parts from a known
Generally, the only maintenance required on the transmission system is to change the oil on automatic, wet double clutch and
constantly variable gearboxes. This is because the oil becomes contaminated as the clutch wears, losing its lubricating properties as it deteriorates, causing premature wear on associated components, and leading to expensive repair bills. Another area to look at, to ensure gearboxes are maintained properly, is the control unit software. VMs are constantly modifying software to optimise systems and prevent potential problems.
manufacturer – do not simply choose based on price. It is the workshop’s reputation at the end of the day, and if rectification work is required due to faulty parts, who’s going to pay? There’s also going to be an unhappy customer. I’d also recommend not ‘mixing and matching’ parts during a clutch replacement – use all components from just one brand, as they will be optimised to work together.
Tips and tricks Spend 10 minutes researching the job; special processes are becoming more common, which means mistakes can be costly. Software updates can resolve a lot of faults, so these are always worth checking before removing major components. Use the correct tools; tolerances are a lot finer these days and components are more sensitive. The tool will pay for itself if the job has to be done again. Technical bulletins are becoming more widely available on manufacturers’ websites, so it is always worth checking if there is one for your job, as this could save a lot of time and effort. For more information on LuK clutches, www.rdr.link /A M019
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BRAKES
& CLUTCHES
Grooves or holes? Why replace a standard disc with a drilled or slotted type? Brake systems specialist, Brembo, reveals the advantages of such a replacement and explains how to make the right choice.
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hen a customer’s car needs new brake discs, sourcing a compatible specification for the vehicle model is only part of the story. Upgrading from a smooth, standard disc to a machined option will also make a significant contribution to overall brake system performance, as well as the car’s appearance. “The grooves and hole patterns on certain brake discs deliver more than just looks!” explained Marco Moretti, Aftermarket Marketing Director at Brembo. “Every aspect of their design has a specific purpose. For example, compared to a standard disc, they give the pads better grip, drive out water in wet weather, and even keep the brakes cool. There are several different surface patterns on the market, but by understanding the advantages of the key types you can fit the best replacements for each customer’s needs.” Two of the most effective brake disc surfaces are those featuring grooved slots and cross-drilled holes. Each provides many common benefits in terms of braking performance and safety – but with some useful differences. Find out what vital jobs they do, with Marco’s handy guide:
Performance advantages
햲 Improved grip Cross-drilled holes or slots in a brake disc ensure greater grip between the disc and pad. They do this by making the disc’s surface less continuous, increasing its frictional force – known as the ‘friction coefficient’. This translates into a more immediate response when the brakes are first applied, and improves braking system efficiency overall.
햳 Continuous cleaning Another important advantage of disc holes and grooves is that they clean the pad of sediment during braking. By continuously scraping off old friction material as the pad wears, as well as any ferrous deposits left by the disc itself, only new pad material comes into contact with the disc.
햴 Expelling water and gas Wet discs can affect braking efficiency, but machined disc profiles can help rectify this problem. The holes in cross-drilled designs
break up the film of water that may form on the braking surface. Similarly, outwardfacing slots expel water build-up on the disc. This means that even in wet conditions, the braking system responds effectively as soon as the pedal is pressed. Holes and slots are also more efficient than plain designs at dissipating the gases that are released between the pad and the disc at extreme temperatures. These gases are produced when the resins used to make the pad material combust at high temperatures. This can reduce the friction between the disc and the pad, leading to a loss in braking efficiency known as fading. The cross-drilling or grooves in the brake discs allow these gases to be expelled more rapidly, restoring optimum braking conditions. Slotted discs offer optimum water and gas expulsion, so are often selected for the top-level motorsports.
햵 Removing heat In addition, slotted and drilled surfaces are better than plain discs at regulating temperature during braking. By channelling away the heat generated between the braking surfaces of disc and pad, they improve the
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BRAKES
& CLUTCHES
DRILLED DISCS: FIVE MISTAKES TO AVOID performance of the entire braking system. Drilled holes are even more efficient at heat dissipation than grooves, making it easier for heat to escape.
Good looks and visual check In addition, discs with grooves can provide workshops with a useful indication of wear. “Slots allow direct and immediate control of wear conditions. If any groove has totally faded, the minimum recommended thickness has been reached, so the worn disc must be replaced,� advised Marco. Marco also revealed that the pattern of holes or grooves can also bring another standout advantage for drivers: “Brake discs with surface profiles give cars a unique, distinctive visual look compared with plain ones. Crossdrilled discs are popular with enthusiasts seeking a sportier drive, as they give the wheel a more aggressive look. Slotted designs offer a more classic, elegant appeal.�
Cross-drilled brake discs might sound like a single, simple type, but beware – performance and quality levels can vary widely between manufacturers. Low cost drilled discs may even fail to meet current braking system safety standards. Marco shares his five tips for avoiding the pitfalls:
í˘ą Never ‘do-it-yourself’ Standard, smooth discs cannot be transformed into drilled discs by modifying them after purchase. Attempting to drill them is the most dangerous mistake that can be made. The structural changes required in drilled discs are very delicate and must be accompanied by appropriate testing to ensure safety. Modified discs are also no longer legally covered by warranty nor approved for road use.
í˘˛ All drilled discs are different One type of drilled disc does not suit all! The number, size and position of the holes in a drilled disc vary widely, and are specifically designed for each vehicle application. In Brembo Xtra discs, they improve performance without compromising resistance, according to the mechanical and heat stresses on the disc.
í˘ł Appreciate the importance of tests
Quality control Beyond performance and aesthetics, the choice of the brake manufacturer is the final key consideration. “Producing and testing profiled discs is a specialised job,� confirmed Marco. “The number, size and location of each hole or slot must be designed and machined precisely for each disc, in order to deliver the technical advantages without weakening its structure or wearing the pad too quickly. Bench and road testing in all driving conditions are also essential to meet each vehicle manufacturer’s safety, strength and durability specifications. Selecting a proven, OE quality specialist guarantees this outstanding performance.� With drilled and slotted discs providing many common advantages but excelling in slightly different ways, it’s crucial for workshops to choose the right product for each braking system, Marco concluded: “Replacing the discs with advanced surface options is the simplest way to upgrade any braking system. Selected correctly for each application and driver need, they will achieve more responsive and efficient braking in all conditions.� For more expert advice on brake system fitting and maintenance, www.rdr.link /A M020
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Be aware that some drilled discs on the market have not been tested for performance or duration at all, and others have only been partly assessed. Choose only those brands that have been subjected to full bench and road testing under the most extreme conditions, to meet the performance needs of the cars for which they are designed.
í˘´ Assess materials and ventilation Drilled discs replace original smooth discs that meet each application’s technical braking requirements. Their materials, ventilation, size and shape tolerances must also meet the same specifications. Some Brembo Xtra discs employ specially tailored materials and hole patterns to give even more resistance to thermal cracking and cooling in the sportiest uses.
í˘ľ Consider the pads Pads play a vital role in the performance, comfort and lifespan of the braking system, and perform even better when paired with higher performance discs. Follow the drilled disc manufacturer’s recommendations on which brake pad compounds are the best match to ensure optimum brake system performance.
BRAKES
& CLUTCHES
TOOLS for
SUCCESS Scott Irwin, Head of Technical Training at Textar, discusses how the right tools can speed up jobs, increase profit potential, and promote best practice, especially when it comes to working on braking systems.
T
he importance of investing in quality tools is a philosophy that should be at the forefront of every garage, especially when it comes to the braking system. It’s essential that the tools available are able to keep up with advancements in the automotive industry, whilst providing quick and easy solutions for technicians. However, stocking a wide range of tools can be an expensive process for garage businesses, so they need to be able to invest in the right ones. One way of doing this is by investing in a selection of quality kits – it can make a real difference to a garage’s processes and bottom line.
Taking the test Take a brake fluid tester as an example. Most drivers and mechanics are very familiar with the value of regular oil checks and changes, but the health of brake fluid is often overlooked. As brake fluid is hygroscopic, it absorbs moisture from the atmosphere either through the breather part of the cap, or via rubber components on the brakes themselves. This in turn reduces the boiling point of the fluid, rendering it dangerous to use and increasing the risk of complete brake system failure. Educating customers on the importance of brake fluid changes every two years and incorporating a brake fluid test into a routine service can increase intake and boost profit potential.
In a safe pair of hands While tools can help to boost revenue streams, they are also safety critical for some jobs. For instance, there are lots of misconceptions surrounding how to replace pads on a vehicle with an electronic parking brake (EPB). It is somewhat of a garage myth that turning the ignition on and shutting the driver’s door stops the mechanism from being released – in fact, this turns the parking brake to the ‘off’ position as it would during normal use.
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Choosing not to use an electronic service tool will not only result in poorly fitted pads, but can also be detrimental to the health and safety of the technician. Textar’s technical team has heard about incidents where vehicle doors have been opened during brake replacement work causing the electronic parking brake to be activated. This in turn closed the brake and trapped the fingers of the technician working on the vehicle.
Tools and efficiency Not only will using this equipment improve safety, but it can also be much more efficient to utilise these tools regularly to streamline and speed up jobs. The hub cleaner, for example, is a simple, yet extremely effective
Scott Irwin, Head of Technical Training at Textar
tool that cleans the hub quickly during the brake replacement process. When brake systems are not cleaned down properly, issues such as brake judder are more common, due to dirt particles interfering with brake processes. This is an area that technicians can overlook due to time constraints, especially if you have to clean this down by hand. A hub cleaner ensures that you follow the best practice of cleaning everything down, whilst getting the job done quickly and efficiently.
What does TMD offer? TMD Friction has a wide selection of tools specifically designed to make the brake replacement process easier and quicker. All tools are high-quality pieces of equipment used daily by its UK technical team at the company’s R&D site. With the technology used within cars constantly evolving, it is essential that garages keep up with these changes and offer services to cater to all vehicles, new and old.
“It’s essential that the tools available are able to keep up with advancements in the automotive industry, whilst providing quick and easy solutions for technicians.”
TMD Friction realises this, and has invested more than €30 million in research and development to create new products, all designed to improve efficiency and streamline procedures for technicians. For more information on TMD Friction’s range of products, www.rdr.link /A M021
BRAKES
& CLUTCHES
Why clean hubs matter TAROX, the high performance brakes manufacturer, has put together a series of technical articles that outline best practice advice for brake repair and maintenance. First up is the importance of a clean hub.
I
t sounds simple, but a clean hub-mating surface is of paramount importance. Thorough cleaning of the hub is essential as it ensures that the disc has a flat surface to mount to. The mounting surface must be clean, free from rust and burrs. This is especially important on older cars that may have seen improper disc changes in the past. When cleaning the hub surface you should be looking to achieve a bright metal finish before securing the disc to the hub. If the hub surface has dirt or rust present, the disc will not spin true, which will cause wear problems and reduced performance. Any lateral movement of the disc is known as ‘run-out’. Even very minimal runout at the hub face is amplified on the larger diameter disc face, and is the primary cause of brake vibration and judder. Excessive runout leads to uneven wear of the disc, which is eventually felt by the driver as vibration through the brake pedal. This usually occurs around 3,000 to 4,000km after installation. A common misconception is that this vibration is due to the disc being warped from overheating, but this is rarely the case. Almost all cases are caused by improper fitment – in fact, 90% of TAROX warranty claims relate to improperly fitted discs.
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Top tips for fitting
■ Remove any corrosion and dirt from the
Now that we have identified the problem, how can you avoid it? Here are a few points to remember when fitting new discs:
mounting surface on the hub using abrasive paper or a wire brush. A ‘metal bright’ finish is essential to avoid run-out and uneven wear – this is the most important point to take notice of. ■ Do not be tempted to paint or lubricate the disc to protect it from corrosion unless specified – TAROX discs come ready to fit without any prep work.
■ Remove the caliper from the hub. You can
keep the brake line connected, but ensure the weight is supported. ■ Never leave the caliper suspended from the flexible brake hose. ■ Unbolt and remove the worn brake disc. ■ At this point, check that the new discs are dimensionally identical to the old ones. It may be possible that the car has had different size brakes fitted at some point in its life – it is essential to find out if this is the case before the new discs are fitted, in order to return them and have suitable discs supplied.
■ Secure the new disc to the manufacturer’s
recommended torque. ■ Inspect the caliper for wear, ensuring that
all moving parts such as sliders and pistons are freely moving and working correctly. ■ Refit the caliper and tighten the bolts in line with the manufacturer torque settings.
■ There should be no need to modify the pads to fit – tapering or
any other modification to the pad is not recommended. ■ Avoid using copper grease when installing new pads, as it can
corrode alloy components. A non-metallic high temperature lubricant should be used. ■ If the brake hose has been disconnected, reconnect and bleed the brakes. ■ Before moving the car, pump the brakes to reposition the pads and ensure even contact. This settles the pads and ensures even wear.
Bedding in Now that the disc is fitted correctly, it is crucial to bed them in for optimum performance. Bedding in is the most important step to achieve the highest level of performance available for a set of discs. Improper bedding limits performance for the life of the disc. The flatter the surface the better the braking can be, but the pad must be given time to bed into the brake surface before being used to its full potential. Light braking is not essential, but avoiding premature overheating is – reiterate to your customers that they need to gradually get their new discs used to the pads, which requires some patience. Force can be placed on the brake pedal, but only at average speed and for short durations without continuous cycles to avoiding a build-up of heat. Unless there is an emergency, braking hard to a dead stop should be avoided where possible. After 300 - 500 miles of this progressive driving style, brake disc surface should be inspected. There should be a visible contact patch across the whole surface of the disc, with very little discolouring. Any colour on the disc should be from pad transfer to the disc, and not from heat. The colour should also be uniform across the full disc surface. To find out more about TAROX’s range of brake products, www.rdr.link /A M022
STEERING
& SUSPENSION
Don’t beat around the bush Steering and suspension specialist First Line aims to provide technicians with solutions to any component queries that they may have. Here, the company sheds light on subframes and their replacement bushes, following a surge in queries concerning problems surrounding the component’s installation.
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ubframes typically contain rubber and metal bonded bushes, and each subframe usually has a pair of bushes located at the front and rear of the frame. However, more complicated designs also exist in the market – some vehicles can have up to eight bushes in various locations. Bushes are a vital part of the suspension system, as they isolate vibration and road noise, increase driver comfort, and enhance
the vehicle’s handling. They are individually designed with unique positional voids and specific rubber shore hardness, meaning that there is no ‘one size fits all’ solution. When bushes become worn, they begin to display obvious symptoms such as clunking, creaking, and rattling noises, especially when driving over rough or uneven surfaces. In some cases, if the rubber bonding has detached, the subframe will move, usually at the back of the vehicle. FSK8051 – Placement
“When bushes become worn, they begin to display obvious symptoms such as clunking, creaking, and rattling noises, especially when driving over rough or uneven surfaces.” In many cases, the subframe bush is not available separately from the original equipment (OE) manufacturer, but as part of the complete subframe, meaning that workshops and vehicle owners have to make the choice to either replace the entire component at a high cost or use a reconditioned subframe. This results in more time and money being spent on repairs that aren’t necessary, especially if the only parts that need replacing are the bushes. First Line however, claims to offer a cost effective solution by supplying bushes separately. One example is the Honda Civic VIII 2005-12, where a new rear subframe can cost up to £1,000 or £150 for a reconditioned unit. However, the company provides an alternative replacement bushes (FSK8051), which can be fitted quickly and easily at a cheaper cost. First Line also recommends that all subframe bushes are replaced in pairs to ensure maximum efficiency and reliability. For more information on First Line’s range www.rdr.link /A M023 of bushes,
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STEERING
& SUSPENSION
Reconnecting with customers In 2019, Excel Automotive Group (EAG) relocated from its old facility in Barnsley to its new premises in Leeds. PMM paid the company’s new headquarters a visit, where the owner, Tony Bhogal, was kind enough to show us around.
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ven though EAG is currently a relatively small operation, in terms of its 12 members of staff, it was instantly apparent that what has been built in Leeds is not just for the present, but for the future. This was made abundantly clear by Tony, who took over the company in April, proposing that in five years’ time, he hopes to be in a bigger facility that is capable of stocking an even greater range of products.
This is not to say that this relocation is a stop-gap; the overarching purpose of the move was to improve the company’s access to a wider range of customers. From its new premises, EAG can utilise its van delivery service to supply factors with its array of products, with deliveries taking place across the whole of the UK. For local customers, there is a collection point within the facility that enables those within close proximity to collect their orders in a similar fashion to an Argos store – “like a trade version of click and collect”. This helps the company’s local factor community to overcome the problem of getting hold of parts on extremely short notice.
Raising awareness
Tony Bhogal (left), new owner of EAG, and Graham Masheder of Suplex (right) – EAG has recently agreed a deal to become the exclusive distributor of over 3,000 Suplex coil springs.
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As we were walking through the reception area, Tony spoke of his plans to boost the local community’s engagement with the new site, with a variety of upcoming promotions intended to attract local businesses. However, Tony was fully confident that the company was already “capable of meeting any customer’s needs”, and this was demonstrated as we walked through the door into the first of EAG’s two warehouses. Whilst the first warehouse was currently more of a holding area, the potential of what followed was impressive. With brands such as EAG, Suplex, Monroe, Dayco and Brembo, amongst others, the space is to hold around 7,500 parts, with more deliveries on their way. Suddenly, Tony’s vision of supporting his customers with their every need seemed
an even greater possibility. On the challenges of the last seven to eight months since the acquisition, Tony commented, “Since we took over, the last few months has been mostly about implementing the infrastructure for a successful business. Initially, the copper piping and the cabling was stolen, and everything needed re-wiring.” With this in mind, it is testament to Tony and his staff that they have still been able to put together an impressive assembly of brands to fill their storage facilities.
A one-stop shop Throughout the tour of the warehouse, Tony reaffirmed what appears to be the main ethos of the company under its new management: “To make sure that we have the range and the availability, not just the most popular part numbers.” In order to achieve this, EAG recently appointed Verne Wainwright as its Purchasing Manager, and Chris Haw as its UK Sales Manager. Meanwhile, Adrian Lamb continues to spearhead the day-to-day running of the business as Managing Director. Whilst emphasising that the company will still be catering for those interested in popular parts, Tony wanted to make it clear that the company is there to help its customers as best it can, offering a “one-stop shop for niche products”. Again stressing EAG’s commitment to its customers, Tony, when filling us in on the company’s ‘two-year no quibble’ warranty policy, explained, “We want to make sure that
we offer our customers a good service, as well as good support.” In the past, EAG-branded products have failed to service the company’s customers properly, and to overcome this issue under its new leadership, new EAG-branded product lines have been launched. “EAG is comitted to improving customer service and professionalism, underlined by us working towards ISO 9001, ISO 14001 and ISO 45001. We don’t want to saturate the market; we want to offer the right parts. Here, we have a focused, cost-effective range with good breadth and depth,” Tony added. This depth may even extend to remanufactured goods at some point in the future, with Tony refusing to rule out the possibility of stocking them – he insisted that it simply depended on demand. All-in-all, the company has spent a significant amount on this new site, with refurbishments costing over £250,000. Commenting on the company, Tony said, “It’s
a good, professional business. We are aiming to both meet and exceed expectations, and with our good, supportive suppliers, we have been able to ensure quality in the parts that we are selling.” This investment perhaps demonstrates the ambition of the ‘new’ EAG, and Tony added to this sentiment, claiming that: “If we decide we’re going to do something, we’re going to get on with it.”
will experience significant growth. Tony predicts that 2020 will be an “interesting” year, with the company – and its own-branded products – really “lifting off”. The aim for the year is to re-establish the business and inform its customers about its products, especially after what Tony described as “a particularly difficult few years, with EAG now having a point to prove.” With Tony and his staff at the helm, the company seems to be on a solid footing. The take-home message from our trip is that, above all, EAG is at the service of its customers; it wants to provide garages with the right range of products, and it wants to ensure availability for all of its parts. Taking this into account, it comes as no surprise that the company already has strong relationships across the country, and if it continues to grow under its leadership, new ones will surely come flocking.
Growth in mind With this in mind, there may be some expectation within the aftermarket that EAG
To find out more about EAG www.rdr.link /A M024
STEERING
& SUSPENSION
Steering clear of error Wayne McCluskey, Technical Training Manager at ZF Aftermarket, explains the straightforward 10-step procedure for replacing and coding the electrically powered hydraulic steering (EPHS) pump on a 2004-12 Ford Focus II.
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omprising a compact motor pump unit and conventional rack-and-pinion steering, the system operates independently of the combustion engine, which helps to reduce the vehicle’s fuel consumption. The part number for the replacement pump from the TRW range is JER113 (Fig 1). Fig 1: TRW’s JER113 replacement steering pump for Ford Focus
Replacement procedure
bolts, manoeuvre the pump out of its bracket and disconnect the electrical plugs – the pump can now be removed from the vehicle. Inspect the connector on the vehicle harness to ensure there are no signs of corrosion due to water ingress.
í˘´ Remove the offside headlight to gain better access for installation of the new pump.
í˘ľ Compare the electrical socket on the new pump with the plug on the vehicle wiring loom (Fig 2). If they match, connect the plug
í˘ą Remove the offside front road wheel and the inner plastic wheel arch lining. Remove the front under bumper plastic cover to improve access to the steering pump and its hoses/cables. Before proceeding further, compare the new pump with the one fitted to the car. Depending on the production year of the vehicle, a jumper cable may be required to adapt the connectors on the new pump to those of the vehicle wiring loom on later vehicles. This is supplied with the replacement pump and is also available from Ford dealerships, part number 1 466 590 (barcode 5M5T-14B271-AC).
Fig 2: Compare electrical connections on pump with those on wiring loom
directly to the socket on the pump. Later models have a different connector configuration, and in this instance, the wiring jumper delivered with the pump (Fig 3) must
í˘ł Remove the clamp from the return line using suitable pliers and pull the line from the pump reservoir. Unscrew the three mounting
58 FEBRUARY 2020 PMM
í˘ś Install the new pump in its bracket and secure with the original mounting bolts, torquing them to the vehicle manufacturer’s specification. Reconnect the return hose to the pump reservoir and clamp in place, then connect the high pressure outlet pipe and torque the union nut to its specified value.
í˘ˇ With the pump in position and all connections made, the system can be refilled and bled. Remove the filler cap from the pump reservoir and fill to the ‘MAX’ level mark with the vehicle manufacturer’s recommended fluid. Raise the vehicle until the front wheels are clear of the ground. Start the engine and immediately recheck the fluid level in the reservoir, as it may drop quickly. With the engine idling, slowly turn the steering wheel 10-15 times from left to right without reaching the steering limit. Keep a check on fluid level at all times, then top up to the ‘MAX’ mark and replace the reservoir cap when bleeding is complete.
í˘¸ Re-install the headlight, the inner plastic wheel arch lining, the under bumper plastic cover and any other components that were removed for access. Check and adjust the headlight aim as necessary.
í˘˛ Remove as much hydraulic fluid as possible from the pump reservoir. Unscrew the high pressure outlet pipe union and pull the pipe from the pump, catching any released fluid on a white cloth or paper towel for inspection. If the fluid contains dirt or metal swarf, the system should be completely flushed.
from the earthing point first, and use a new screw to ensure sound electrical contact.
Fig 3: A wiring jumper may be needed to convert the wiring loom on later vehicles
be installed. Connect the jumper between the socket on the pump and the plug on the vehicle wiring loom, and secure its ground cable to the earthing point adjacent to the pump installation. Remove any corrosion
Fig 4: Clear any diagnostic fault codes before coding the new pump to the vehicle
í˘š Clear any diagnostic fault codes before coding the new pump to the vehicle (Fig 4). In the case of pump JER113 described in these instructions, specific maps need to be loaded into the memory of the steering pump ECU using appropriate diagnostic equipment. From the diagnostic menu, load and activate the map corresponding to the vehicle.
ě?… Finally, take the vehicle for a test drive.
vehicle. A short description of the different programming steps that may be required after installation of electrical steering pumps, steering gears and steering columns include:
Calibration steering angle sensor After installing the column drive/steering pump, the steering angle sensor must be calibrated according to the vehicle manufacturer’s specification.
Set absolute steering position After installing the column drive/steering pump, the absolute steering position must be configured using a diagnostic system and by turning the steering wheel from one limit stop to the other.
Map selection After installing the column drive/steering pump, the corresponding pre-loaded map for the vehicle must be activated using a suitable diagnostic tool.
VIN programming Load/select map
After installing the column Fig 5: A yellow drive/steering pump, specific maps TRW parts labelling label indicates that parts must be coded must be loaded into the column explained to the vehicle drive/steering pump ECU memory When installing electric steering using a suitable diagnostic tool. After columns, steering gearboxes, or electroloading the maps, the map corresponding to hydraulic power steering pumps, the newly the vehicle can be activated in the column installed parts may require programming or drive/steering pump. calibration. TRW parts packaging includes labels that indicate this. A yellow label (Fig 5) indicates components that require coding to the vehicle. It may be necessary to calibrate the steering angle sensor, redefine the steering wheel position, or select a corresponding characteristic map. A QR code printed on the label directs the workshop to the required measures for particular part numbers. If a white label (Fig 6) is also on the packaging, once the component has been connected to a vehicle’s electrical system it cannot be used in a different vehicle without first being reprogrammed by TRW. If neither label is on the packaging, the component is a ‘plug and play’ item that needs no further programming after being installed in the
After installing the column drive/steering pump, the vehicle identification number (VIN) must be entered into the memory of the ECU, either manually or automatically, using a suitable diagnostic tool. For more information on ZF Aftermarket’s range of EPHS pumps, www.rdr.link /A M025
Fig 6: A white label indicates that the part cannot be transferred to another vehicle without first being reprogrammed by TRW
STEERING
& SUSPENSION
Airing the issue Air suspension specialist Arnott Europe has pulled together a collection of top repair tips for technicians confronted with air suspension issues. What are the warning signs?
Replacement pitfalls
Is there a warning light on the dashboard or does the car no longer sit level when stationary? If either of these signs are present, then there is likely to be an air suspension problem.
When replacing the air spring, you should also check the shock. If the shock leaks oil, the oil can leak into the air spring, causing it to wear out.
When inflating the air bag, it is very important to support the car with a jack. If this is not done, the air spring will become folded underneath the car, causing the air spring to set incorrectly. If the compressor is not functioning, the cause is usually a leakage. Technicians need to take care of this, otherwise the new compressor will break down as well, which the warranty will not cover!
There are relatively simple techniques that can be used to find a leak. For example, one simple trick is to find the problem with a water and soap solution.
The relay of the compressor must be changed. If not, there is a huge chance that the relay will become ‘stuck’, causing the compressor to continuously pump air. This will eventually lead to a burned out compressor. It is always good practice to replace air springs in pairs, and it is also worth making sure that there is nothing peculiar about a particular vehicle. For example, the rear air springs of an EClass must be replaced in pairs. Due to an improvement in the design, there is a resistance difference between Arnott and OE air springs, which means the Arnott and OE air springs cannot be used together. Applicable to: A-2724, A-2725, A-2726
“It is always good practice to replace air springs in pairs, and it is also worth making sure that there is nothing peculiar about a particular vehicle.”
Again, it is crucial to be aware of any modifications to part numbers. For example, the Land Rover LR3, LR4 and Range Rover Sport compressor needs a specific software update. Without this update, the compressor does not function well, and you will jeopardise the warranty. Finally, you should not need to tighten the Voss connecter. Should you do so, you can end up damaging the screw thread, which can cause the air spring to start leaking on the connection. For any further information on Arnott’s portfolio of air suspension products, www.rdr.link /A M026
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OILS, LUBRICANTS
& ADDITIVES
The advantages of advanced lubrication As engine design progresses, lubricant companies are being challenged to create oils that can handle increased pressure and deliver notable benefits for the vehicle and driver. Paul Beasley, Expert Technologist at Castrol, outlines five major benefits of advanced lubrication.
í˘ą Developed specifically for modern engines Engines have been changing since the early 2000s, getting smaller but retaining the performance of larger engines due to the adoption of turbocharging. These smaller engines work harder and have higher average efficiencies. This also means that they run at higher pressures, and to withstand this, oils need to be stronger. During every engine revolution, intense friction hotspots occur. Collectively, engine friction can waste up to 10% of engine performance. The use of the correct engine oil is therefore crucial in minimising lost engine performance. Newer products are specifically developed to meet the challenges of modern engines, physically transforming structure at a molecular level when under extreme pressure to help reduce friction and wear.
í˘˛ Maximise engine potential The formulation and performance of engine oils is highly regulated. In Europe, the body that controls specifications is the European Automobile Manufacturers’ Association (ACEA). The ACEA defines the basic requirements for oils in Europe and for European cars. For most automotive manufacturers, these represent a minimum expectation for all the key functions of a lubricant. Oil is becoming a critical part of maximising the engine’s potential and the highest possible fuel economy.
“Collectively, engine friction can waste up to 10% of engine performance.�
í˘ł Compatible with engine emissions after-treatment systems As far as environmental concerns go, nitrogen oxides (NOx) and emissions of particulate matter (PM) are some of the greatest hazards produced by vehicles. Control of these pollutants, and others, is mandated in European emissions laws. Although oil is not deliberately supplied to these systems, a small amount of oil is burnt in combustion. The oil combustion products will reach the after-treatment system, and the wrong formulation may adversely affect the way the system functions.
í˘´ Improved fuel economy Advanced lubrication can also offer fuel economy benefits. One way to make an engine more efficient with a lubricant is to make the lubricant thinner and lower the viscosity. This, however, comes with a downside: making the oil thinner may increase wear. Lower viscosity oils can help reduce friction and can therefore boost fuel
economy. However, the pressure to design thinner oils increases the demands on the additives used in the formulation. As the oil gets ever thinner there will be an increased danger of metal-to-metal contact which means that additives need to be specially formulated to protect the engine.
í˘ľ Protection against engine failure caused by LSPI LSPI (low speed pre-ignition) is a phenomenon that has arisen as petrol engine designs have moved towards increased turbocharging boost pressures and direct fuel injection. There are a number of factors that can influence LSPI, including engine oil. Engine tests for LSPI will soon be added to manufacturer specifications, and when they are, lubricant companies will be able to demonstrate the protection level required in order to gain approvals. In the meantime, a robust lubricant package will help to protect against engine failure caused by LSPI. To find out more about Castrol’s range of lubricants,
www.rdr.link /A M027
OILS, LUBRICANTS
& ADDITIVES
Cutting through the confusion PMM spoke to Andrew Goddard, Chairman of the Verification of Lubricant Specifications (VLS), about how garages can navigate the complex world of engine oil specifications.
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here is a great deal of confusion about the use of automotive lubricants. Engine oil is a complex, technical product, best understood by the garages and workshops responsible for servicing their customer’s vehicles, rather than actual motorists themselves. It is no secret that Original Equipment Manufacturers (OEMs) with large franchised dealer networks want to encourage their customers to have their cars serviced at their premises. OEMs have been known to include lubricants in their franchised dealers’ parts target to encourage the use of their branded oils.
Checking Levels
Page 170 of the PSA Peugeot 208 manual To highlight any possible incidence of anticompetitive practice by major automotive manufacturers, UEIL, the European Lubricants Association, has established a ‘Technical and Competition’ committee. The aim of the committee is to ensure that the necessary technical data for servicing and repair is freely available to the aftermarket, so that they can develop products that are suitable for use. So, when it comes down to topping up or replacing vehicle lubricants, just how helpful is ‘look in the manual’ as advice?
Working with what you have Page 171 of the vehicle owner manual
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Take the example of PSA and the manual for the Peugeot 208. The vehicle owner manual
says, ‘Oil specification: The oil must be the correct grade for your engine, and must conform to the manufacturer's recommendations.’ These recommendations, however, aren’t listed (Fig 1). On the next page of the vehicle owner manual (Fig 2), it states that the oil must meet the specification laid out in the manufacturer’s ‘Servicing and Warranty’ booklet, which comes with all new cars. In the ‘Servicing and Warranty’ booklet (Fig 3), the PSA specifications are listed alongside a recommendation to use TOTAL products. But what if your local retailer or distributor doesn’t stock TOTAL products, or you simply want to use another brand?
Lubricants: Recommendations
A helping hand Many major lubricant blenders have a database on their website where you can enter a car’s registration to find a list of recommendations and alternative engine oils (Fig 5). These databases are powered by the
The vehicle owner’s ‘Servicing and Warranty’ booklet Apart from simple viscosity, which we all know does not indicate the quality of the lubricant, very little else is provided in terms of technical specification to help garages choose an alternative to those listed. This could be due to the fact that both manuals must cover a wide range of different engine specifications and lubricant requirements. However, a simple table giving a technical specification in the back of the booklet would no doubt be helpful. In the workshop manual servicing schedule, PSA states that ‘an engine oil is defined by a grade – an approval according to the specification laid down by the ACEA – and one or more approvals according to the manufacturer’s specification.’ The grade of the engine oil is defined by the Society of Automotive Engineers (SAE), and according to the technical specifications of the ACEA standards, Peugeot vehicles need very good oil. Further down the page, Peugeot/Citroën finally makes a set of recommendations about which oil to use (Fig 4), which appear to be quite similar to those contained in the end user ‘Servicing and Warranty’ booklet for the vehicle owner. The recommendations are based on a brand name, and ACEA is not mentioned here despite having been mentioned previously. At the bottom of the table, a statement notes that owners can alternatively use ‘any other oil complying with Peugeot/Citroën/DS standards’, but what these might be is not mentioned, and no further reference is provided. There is also no link back to the
Peugeot 208, or the oil standard that is required by its particular engine. The servicing schedule then goes on to list countries by whether they are temperate, cold, or arduous. A listing is given for European fuel types, which links the standard engine type to the viscosity. There is still no direct link to ACEA standards, although the text does caution that C2 must not be used in engines manufactured earlier than 2000. It’s easy to see why motorists get confused when it’s complicated enough for educated mechanics to decipher. But there is help at hand in deciphering exactly which oil should be used for which car. Peugeot/Citroën/DS Recommendations Exclusive use of one of the following oils: ■ The TOTAL oils listed in the table below ■ All other oils complying with Peugeot/ Citroën/DS standards (Refer to the recommendations tables) The oils recommended byPeugeot/ Citroën/DS standards have characteristics that are superior to those oils defined by ACEA standards
Peugeot/Citroën recommendations
technical knowledge and expertise of large companies such as OATS in the UK, who plough through numerous owner manuals and service documents to identify the right products for your customer’s vehicle. PSA is by no means alone in how they present lubricant information. If they can retain a vehicle owner’s business within their dealership network, then it is beneficial from an economic and control perspective; they can quality assure the work, and pay their dealership at the same time. However, if the car is an older vehicle, perhaps out of warranty, and the owner wishes to have a choice in which lubricant to use as well as where they have their vehicle serviced, independent workshops and garages have a vital role to play. Using market general formulation or products from reputable brands and stockists, you can use the right lubricant which still meets the requirements of the manufacturer. Whilst the vehicle handbook might help you identify which one, VLS recommends you consult with your lubricant reseller or retailer, or use one of the comprehensive oil databases available, to ensure you make the right choice of lubricant for the vehicle. For more information on VLS, www.rdr.link/AM028
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OILS, LUBRICANTS
& ADDITIVES
MYTH BUSTER: Low Speed Pre-Ignition Low Speed Pre-Ignition (LSPI) is one area that often poses a lot of questions. Here, Donna Clarkson, Platform Manager for Automotive at Millers Oils, outlines what LSPI means, and how the issue of LSPI can be solved. PMM: What is LSPI? Donna Clarkson (DC): Low Speed PreIgnition (LSPI) is more commonly known as ‘super knock’ and relates to uncontrolled combustion. It occurs when oil on the cylinder wall mixes with freshly injected fuel and atomises. These two substances create a mixture that spontaneously ignites when compressed by the rising piston, before the spark plug fires. The resulting rapid, uncontrolled rise in pressure can cause irreparable damage to pistons, rings, cylinder heads and con rods, and can even lead to complete engine failure. LSPI takes place at large throttle openings and low to moderate engine speeds, such as when accelerating in a high gear but at a low rev count. PMM: Why has LSPI become a more common problem? DC: With increasing demand for passenger cars to become more efficient, vehicle manufacturers have engineered downsized
turbocharged engines as a means of reducing emissions and improving efficiency. However, due to the high combustion pressures involved in some vehicles, this has resulted in a continued problem with LSPI. PMM: Does LSPI affect both petrol and diesel engines? DC: LSPI is only a problem for petrol engines due to the different methods of ignition. Petrol engines are designed with a spark plug for ignition to give controlled combustion. Diesel engines rely on gas compression for ignition, so are not affected by LSPI. PMM: How is Millers Oils able to solve the LSPI problem? DC: Millers Oils has developed a new engine oil, XF Longlife LSPI 5W30, that uses the latest additive chemistry to compensate for the shortfall in engine design. This means it is possible to avoid the problem of LSPI and costly engine damage simply by using the correct oil.
XF LONGLIFE LSPI 5W30 PERFORMANCE PROFILE: ■ API SN ■ ILSAC GF5/API SN-RC (Resource Conserving) ■ GM Dexos 1 Gen 2 ■ Ford WSS-M2C946-A
PMM: What should a technician do when confronted with a vehicle that is showing signs of LSPI? DC: The engine will be knocking as described. If this is discovered, the technician will need to check that the correct oil is being used, meeting the specs listed in the article. Higher octane fuel tends to reduce LSPI events, so recommending Petrol Power Ecomax would also be advisable. LSPI can damage engine components, so poor compression test results could indicate serious engine damage. PMM: Are there any practical measures as well as preventative for LSPI? DC: It’s best to use high-octane fuel. It is also suggested that technicians recommend driving in lower gears to keep revs high when accelerating. And, of course, use the correct oil! To find out more about Millers Oils range of www.rdr.link /A M029 engine oils,
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OILS, LUBRICANTS
& ADDITIVES
INVEST to IMPRESS Morris Lubricants celebrated its 150th anniversary throughout 2019. To recognise such a momentous milestone, the company made a number of sizeable investments to further enhance its customers’ experience. PMM finds out more.
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he first of these anniversary investments saw the Shrewsburybased lubricants manufacturer invest in a new delivery fleet comprising a new lorry and a pair of doubledecker delivery trailers. The tractor unit and trailers now make deliveries up to three times a day to a distribution hub in the Midlands, from which Morris Lubricants’ products are distributed to customers nationwide. These new additions are to supplement its own fleet of DAF and Scania lorries to make specialist bulk load and hazardous product deliveries and collections from customers across the UK. Graham Fewtrell, Morris Lubricants’ Transport Manager, explained that, in the past, customers could wait for up to six days for their orders to be delivered when the company had its own fleet of 12 vehicles
servicing England, Wales and Scotland. In an age of next-day deliveries in the retail sector, the company decided to boost the delivery of its lubricant products to meet evolving customer expectations. The faster delivery service means that products spend far less time sitting on shelves waiting for despatch from the company’s Shrewsbury works, making the production and delivery process much more efficient. “The new delivery service was introduced in August, and the highest number of pallets
we have delivered to the hub in a month is 2,694 in October,” revealed Graham. “We are delivering an average of 100 pallets daily, which has definitely improved customer service and efficiency within the business. “Whereas in the past our drivers were delivering two loads per week, they are now delivering loads in the double-decker trailers to the hub up to three times a day, five days a week, between 6am and 6pm. This way, we can guarantee that all orders will be delivered within 24 to 48 hours.” Morris Lubricants’ Managing Director, Chris Slezakowski, said, “It’s very challenging to service all parts of the UK with a limited number of vehicles. That’s why we have called on the services of thirdparty hauliers who have at their disposal thousands of lorries to carry our deliveries to wherever they need to be. “We have also changed what our own fleet does. Our drivers now deliver bulk loads and hazardous products, make collections and cater to specialist orders that require particular attention.”
Stock reshuffle A new stocking policy has also significantly increased availability of products off the shelf. Until fairly recently, Morris Lubricants operated a ‘pull’ production system which responded to customer orders as the first priority. “Whilst this is an effective way to respond to demand, it can sometimes place strain on manufacturing, particularly during busy periods, which may result in stock imbalance,” explained Mr Slezakowski. “With around 3,000 stock keeping units (SKUs) available from our catalogue, we have a wide range of products to make to meet customer demand and it is not efficient to keep swapping from one product to another primarily because of incoming orders. “What we decided to do is to hold stock of products based on their demand frequency and produce stock according to a forecast. Whilst this is not a new concept, what is new is the way in which we categorise SKUs and the frequency with which we review the forecast. By combining market trends and seasonal demands, we are able to set production plans further into the future, and we have adjusted stock holding to suit. “There is a 92% probability that if you place an order with us, we will have that product in stock and, if it is not in stock, we will typically take no longer than 10 days to make it. With the exception of a few highly specialised products, such as those with a limited shelf life or those that require
temperature-controlled processing, we now offer a better delivery service across a wider range of products. “To improve efficiency, we have the benefit of our own fleet plus third party hauliers, and this transport system is working beautifully. Coupled with our new stocking policy, we are now more able than ever to meet customer demand. Further investments are underway to take us to an even higher level of service. “When added to our reputation for quality and innovation, we believe that we offer our customers outstanding value in today’s market.”
Moving towards automation Morris Lubricants has also made a significant investment in a bulk filling line at its factory in Shrewsbury. The installation of the new, digitally controlled line began on 1st November of last year and became fully operational just 17 days later. The installation, which also includes a pallet wrapping machine, ran smoothly, which meant that the company fulfilled all orders throughout the process. Six contractors helped the company’s maintenance team on the project, which was designed and managed by Steve Reading, Group Engineering Manager. “The new, semi-automated system has increased flexibility in transferring product within the oil works to our filling lines, and has bolstered the container filling speed,” said Steve. The new system transfers 20,000L of oil an hour to the filling line, where nine IVCs are filled in an hour compared to four-
and-a-half on the previous line. The new line fills barrels from 20 to 205L at 1,000L every three minutes. Managing Director Chris Slezakowski provided further insight: “The largest volume of product that we ship is either in tankers, delivery tanks or barrels. It accounts for 40% of our volume. “Our previous bulk filling line had been manually operated for many years, so we invested to introduce a faster, better controlled and lower energy line that is more easily managed. “We can now control the pumps more accurately, and the filling speed of 5L per second is double that of the previous line. We can fill a tanker in about 20 minutes when that used to take us an hour. “We can also measure exactly what has gone into the tanks or barrels with a high degree of accuracy, and power consumption has reduced by 50%. “The installation was well planned and executed, and we have managed to improve a significant part of our production The new filling line gives us better control, better traceability, better record keeping and faster sample inspection. “We are able to meet customer demand with speed and increased efficiency, which improves productivity, saves times and gives us an edge over our competitors.” To find out more, www.rdr.link /A M030
PMM FEBRUARY 2020 69
OILS, LUBRICANTS
& ADDITIVES
The
FUEL solution With the help of MS Motorservice, PMM provides some insight into the electric fuel pump, and the failures that may occur with this sometimes tricky component.
T
he reduction of emissions in passenger cars dominates public discourse, and there is increasing demand for the use of alternative drives. From an environmental perspective, repairing vehicles which have already been produced is likewise a useful option – after all, this saves the most resources. This particularly applies to the increasingly complex and precise fuel system on a car. Here, ultimately, fuel can only be reliably supplied, precisely dosed and combusted under the condition that the individual components are fully functioning. From the perspective of
performance and avoidance of emissions, damage should therefore be quickly repaired. In this regard, MS Motorservice offers a portfolio of repair solutions. The company provides fuel pumps, pump modules, sender units, system-pressure regulators, non-return valves, regeneration valves and canister purge valves from the Pierburg brand to the aftermarket. Pierburg fuel pumps, for example, have been meeting high quality standards of vehicle manufacturers for decades. Motorservice has approximately 400 of these fuel pumps and fuel delivery modules – which are used in almost every make of vehicle – in its product range.
Useful specialist tools However, there may be various causes for malfunctions in the fuel supply area. This is why experts initially recommend checking the fuel pressure and fuel flow. Motorservice has assembled a test kit especially for this purpose; it allows the flow rate to be measured without having to remove of the fuel pump. Be it blocked fuel filters, fuel filter sieves or lines, faulty fuel pressure regulators, fuel pumps or fuel nonreturn valves, leaking fuel in-tank modules, or much more, the fuel pressure test kit makes inspection a
70 FEBRUARY 2020 PMM
great deal easier for the repair shop. In the case of damage to the fuel lines, there is likewise a suitable repair kit for this available from the spare parts supplier. It has most common connections for fuel filters, fuel pump connectors and fuel pumps, as well as pipe sections and pipe connectors, including refill packages.
Demand based and gentle There are also suitable control units for fuel pumps for modern engine management systems. In the case of an unregulated fuel supply without control units, the fuel pump always delivers at maximum performance in the fuel tank. As a result, excess fuel flows back into the fuel tank via the return line. With regulated fuel supply on the other hand, the fuel pump is triggered by the fuel pump control unit with a pulse width modulation signal (PWM signal). Thus, demand-based fuel feed, with its significantly lower energy consumption, is a development which further enhances the efficiency of modern engines.
Electric fuel pumps – blocked pre-filter Most electric fuel pumps are flushed by the fuel, lubricated and cooled in the process. In the event of restrictions or blocks on the intake side, there is quite a high risk of dry running, which can very quickly lead to damage to the pump system. This explains why the fuel filter is always on the thrust side of the fuel pump, which results in the filter being located in the direction of flow behind the fuel pump (Fig 1).
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Many inline fuel pumps have a separator installed on the intake side (Fig 2). The separator provides protection from impurities, but if it is blocked by excessive dirt in the fuel, there is a risk of dry running here as well. This causes excessive operating noise and significant warming of the pump, followed by loss of power and engine misfires. It is important to note that the separator is not available as a spare part, however, it can be cleaned, as long as this is done carefully (Fig 3). Make sure you observe the safety regulations concerning the handling of fuel when you are cleaning the separator. Motorservice also offers a special C-filter that can be installed before the fuel pump to protect the pump from dirt and foreign particles. The same also applies for in-tank pumps. Here, too, the externally mounted Cfilter can become blocked. To find out more about MS Motorservice, www.rdr.link /A M031
ABOUT MS MOTORSERVICE As a sales organisation for Rheinmetall Automotive's aftermarket activities, MS Motorservice acquires a large proportion of its range internally from within the group, including the subsidiaries Kolbenschmidt and Pierburg. The internationally active spare parts specialist also has the know-how of a large international automotive supplier, which means customers benefit from products of OE quality.
OILS, LUBRICANTS
& ADDITIVES
PRODUCT FOCUS Special Tec AA 0W-16 engine oil Liqui Moly, the German motor oil manufacturer, has launched its new Special Tec AA 0W-16 to the market. PMM finds out more about this super-low viscosity engine oil.
‘‘I
t is the lowest viscosity oil that we have ever launched”, explained Tim Keller, Export Area Manager at Liqui Moly, when talking about the Special Tec AA 0W-16. It is suitable for selected models from Honda, Lexus, Suzuki and Toyota, as it is mainly the Japanese car manufacturers that stipulate a viscosity of 0W-16. However, up until now, this has been fairly uncommon outside of Japan, but this is gradually changing. “0W-16 oils are still very much a niche product but, technologically, they are very interesting,” explained Tim. “This is why we are already producing it, even though the revenue earning potential is still low.” Special Tec AA 0W-16 meets the requirements for API SN Plus + RC and ILSAC GF-5 and is suitable for selected models of Honda, Lexus, Suzuki and Toyota. The lower the oil viscosity, the less power the engine has to use to pump the oil. This lowers fuel consumption and emission levels
72 FEBRUARY 2020 PMM
accordingly. A low viscosity oil is one of the many tricks car manufacturers use to reduce emissions. A thicker viscosity 10W-40 used to be the most widely spread viscosity, today it is 5W-30 and increasingly more 0W-20. And now, 0W-16 has been launched. The challenge for oil manufacturers is to
develop an oil that has a low viscosity on the one hand, but also ensures the lubrication of the engine under extreme loads. The actual oil used in the motor oil cannot manage this because its viscosity is too low. It is the highly-developed additive packages that are mixed with the actual oil in the motor oil that keeps the engine lubricated. The showcasing of the Special Tec AA 0W-16 also sees a relaunch of the entire Special Tec AA series. This product line includes motor oils developed specifically for cars produced by American and Asian manufacturers. Each specification has an improved performance recipe and a new design. Commenting on the recent developments, Tim confidently remarked, “We have the right oil for nearly every car.” To find out more about the Special Tec AA 0W-16 engine oil from Liqui Moly, www.rdr.link /A M032
PROFESSIONAL MOTOR MECHANIC
MECHANEX
THE REGIONAL TRADESHOW FOR AUTO REPAIR PROFESSIONALS
B I G G E R A N D B E T T E R I N 2 02 0 ! The UK’s only regional tradeshow dedicated to garage businesses is back again in 2020, with a fresh approach and a host of exciting new content.
2020 SHOW DETAILS Sandown Park, 10th & 11th November It’s an unmissable opportunity to attend FREE seminars, sample the latest products on the market, and take advantage of exclusive show special offers. So, why not bring the full workforce along and make a day of it?
GET SOCIAL To keep up to date with all things MECHANEX in 2020, be sure to visit
WWW.MECHANEX.INFO, like us on Facebook and follow us on Twitter!
MECHANEXShow
Also returning this year, running alongside MECHANEX:
@MECHANEXShow
FIND OUT MORE AT:
WWW.MECHANEX.INFO EVERYTHING YOU NEED TO STAY AHEAD OF THE GAME The automotive aftermarket is evolving at an alarming rate, so it’s more important than ever that you stay on top of the latest technology, training, products and information available to your business. Attending MECHANEX – the only regional show dedicated to the specific needs of garages in the UK – is the perfect way to ensure that you are up to speed.
FREE SEMINAR PROGRAMME Essential technical and business information, tailored to independent garages, delivered by industry experts. The new-look seminar programme at MECHANEX, which is uniquely tailored to garage businesses, will cover a number of key areas – all of which are essential for staying competitive.
EMBRACING FUTURE TECHNOLOGY – Keeping up with the pace of change and getting to grips with electric and plug-in hybrid vehicles PRACTICAL DIAGNOSTIC TECHNIQUES – Vehicle troubleshooting and fault finding in today’s aftermarket TALK OF THE TRADE – Back again in 2020, this ‘open forum’, featuring a panel of industry experts and outspoken garage owners, is aimed at encouraging visitors to join the debate and have their say on a variety of industry topics. Got something to say? Don’t be shy!
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/AM033
1 INSPECTION LAMP DRAPER TOOLS is giving lucky PMM readers a chance to win a 7W LED Slimline Inspection Lamp, to help you get the job done during the darker months.
SGITVEAAWRAY
The lamp features an SMD LED torch built into its pivoting and swivelling head, allowing the light to be used in any 360° position. It is fitted with a handy dimming function, delivering a light output of between 70 and 700 lumens, a power indicator, a convenient magnetic base, and a hook for hands-free use. Perfect for long days in the workshop, the micro USB charger included with the lamp provides up to 15 hours of continuous use, with a four hour charging time.
6 SHOWERPROOF JACKETS
6 TRAVEL MUGS On the road this winter and need a travel mug to pop in the van? Workshop equipment supplier GEMCO has you covered. Perfect to keep alongside that handy flask of morning tea or coffee, the enamel mug is highly durable and ready for life on the road. The company claims to be the UK’s largest supplier of quality workshop equipment for both car and commercial vehicle workshops. As well as this, GEMCO operates one of the largest equipment service operations in the UK with over 100 dedicated engineers located across the country.
TRICO is offering showerproof jackets, perfect for technicians braving the cold and unpredictable conditions when checking and replacing wiper blades. Thanks to their style and comfort, they are also ideal to use during leisure time. Originally founded in the USA, TRICO is thought to be the first to manufacture the wiper blade back in 1917 and, with more than 100 years’ experience, it supplies vehicle manufacturers, distributors and technicians with quality wiper blades and systems. From the humble blade itself to wiper motors and washer systems, TRICO has been responsible for some major innovations.
PMM FEBRUARY 2020 77
WHAT’S NEW?
■ EGR VALVES Danish parts manufacturer Nissens has launched its latest product group extension. The EGR valves are part of the company’s ‘Efficiency & Emissions’ category, which was launched at Automechanika, and also includes intercoolers and turbochargers. Today, EGR valves are mounted in almost every new car, and together with the turbo, the new product category is undergoing rapid growth. The product is a technical component that requires deep knowledge and insight, which Nissens claims fits its approach to products. The EGR valve launch covers more than 30 part numbers, and the range will be expanded further to cover 70 models in 2020. The overall product quality, including finish, material and testing, is developed to match the high quality standard that the company claims it strives for. The EGR valves are part of Nissens ‘First Fit’ concept, which means they always fit the engine layout and the relevant connections smoothly. The company’s focus on the independent automotive aftermarket has enabled it to position itself as a leading independent aftermarket brand in Europe, Asia and the USA. It holds a strong position with buying groups, wholesalers and other aftermarket companies.
78 FEBRUARY 2020 PMM
It is also specialised in the production and supply of products within engine cooling and climate solutions, as well as the new product category of Efficiency & Emissions. As one of the leading independent aftermarket manufacturers of the thermal system components, Nissens Automotive has a broad product portfolio covering up to 95% of the European car parc, with more than 10,000 different product items. Its product range covers products from the fast moving to the more specialist parts of European, Asian and American vehicle brands. www.rdr.link /A M034
■ TYRE CHANGERS AND WHEEL BALANCERS
MORE IN FO Just type in www.rdr. link foll owed by the u nique co de shown to get straig ht to more info.
Since 1987, Supertracker has grown to be one of the UK’s leading wheel alignment equipment manufacturers. From its facility in Southampton, over 17,000 systems have been sold throughout the UK, with a percentage being exported around the world. Wheel aligners are an important part of any vehicle servicing set-up, and are a major contribution to a company’s profit line. The company’s wheel alignment equipment is used widely within the aftermarket, from the major national tyre companies, franchised dealers and independent service garages, to body repairs and tyre retailers. But now, in 2020, the company is expanding its range, and is branching out into the world of tyre changers and wheel balancers, to become CEMB’s sole UK distributor. The company is now aiming to become a ‘one-stop shop’ for wheel care, seeing to provide products of the highest quality. Trevor Lovesy, Managing Director of CEMB, commented, “Supertracker has a long-standing relationship with CEMB, which has been the market leader in Europe and most of the world for wheel balancers since they were first developed in 1952. “The company’s wheel balancers are recognisable for their excellent balancing performance, robustness and how user-friendly they are. CEMB is also a pioneer in the field of tyre changers, so has introduced the SMX range, which is manufactured in the company’s new facility in Italy. We are all very excited about this new venture.” www.rdr.link /A M035
WHAT’S NEW?
■ THERMAL MANAGEMENT
■ NEW YEAR PROMOTION
Denso has added 121 original equipment (OE) quality part numbers to its thermal management range. The latest references include 39 radiators, 76 condensers and six cabin blowers, which are linked to 342 OE numbers and cover an additional 2,300 vehicles.
Sealey’s New Year Sale promotion has launched, and is valid to the end of February 2020. It is packed with offers and discounts up to 71% off list price, and contains more than 400 products across 40 pages, such as 64% off of the AK285D Multi-Colour Socket Set.
The components, now available on the Denso E-Catalogue and TecDoc, cover a wide range of makes, models and vehicle types and includes the radiator for a Saab 9000 (1990-93) and condenser for the Suzuki Alto (1994-98), for example.
Information on the New Year Sale, other current promotions, and the 2019/20 Tool Catalogue, are available from your local stockist and online. www.rdr.link /A M037
www.rdr.link /A M036
■ WHEEL BALANCER ■ EMISSION CONTROL COMPONENTS Additions to Klarius’ range of emission control components include DPFs for the latest version of the Ford Transit. Exhausts have also been developed for popular Hyundai hatchbacks, BMW saloons, compact MPVs from Citroen, a Honda SUV and a Toyota hybrid. Building on its portfolio, Klarius has added an exhaust system to fit the Toyota Prius Plus 1.8 hybrid to the range. Other notable exhaust applications include the dependable 2006-2011 Skoda Octavia, the 2006-2011 Honda CR-V 2.2, and the Citroen C3 Picasso 1.6. The components also come with a two-year warranty and a ‘fit first time’ guarantee on all parts. www.rdr.link /A M038
■ SINGLE TIER WHEEL AND TYRE TROLLEY This trolley from BG Racing is suitable for both transport in the pit or paddock, and for storage back at the workshop. It is supplied with a pair of 1,300mm demountable, tyre-friendly round cross beams to reduce the marking of tyres, and a 1,300mm central top beam that provides added strength. An optional A-frame fitted with an M12 rod end and a rear towing frame are available separately (maximum towing speed of 5mph). It is recommended that aluminium wheels (BGR191P) are used for towing. www.rdr.link /A M040
80 FEBRUARY 2020 PMM
Static balancing ensures that a tyre is balanced around its circumference, even as it deforms with speed, temperature, and pressure. This reduces vibrations at high speeds and enhances tyre tread life. Gunson has introduced a static wheel balancer (part number 77162), to allow for quick and easy wheel balancing. Particularly suited to cross-ply and bias-belted tyres, the wheel to be balanced centres on a machined aluminium cone, allowing all types of wheels with 38mm – 101.6mm diameter centre holes to be balanced, the value of which is read using a fluid bubble level. The base is cast aluminium and includes wells for balance weights. www.rdr.link /A M039
■ WORKWEAR Stylish design and 37.5® fabric technology make these jackets and trousers from Snickers Workwear perfect for winter both on site and during outdoor leisure activities. The FlexiWork and ALLroundWork garments feature contemporary designs that focus on fit, comfort and freedom of movement. You’ll stay warm and dry in this layered clothing that’s robust, waterproof and windproof. The design and fabric combinations will keep your body in the optimum comfort zone as the conditions change in unpredictable weather. www.rdr.link /A M041
MORE IN FO Just type in www.rdr. link foll owed by the u nique co de shown to get straig ht to more info.
â– BATTERY-POWERED PLASTIC WELDER REPAIR KIT This rechargeable battery-powered plastic welder repair kit from Power-TEC (part number 92549) was developed to repair small to medium sized damages that could render a panel unusable. The tool is supplied with two types of attachment: a standard plastic welding tip and one fitted with a filler rod feeding tube. Usefully, by another change of attachment, it becomes a hot stapler, making the kit a complete solution for quick plastic panel repairs. The tool is rechargeable via a USB port on a PC, laptop, power bank or USB adaptor. An LED torch function is also included, and also indicates that the welding tool heat control is switched on. The kit also comes with a range of consumables which makes it instantly ready for use, including three sheets of stainless steel wire mesh (50mm x 100mm). www.rdr.link /A M042
â– SHEET METAL NIBBLER The nibbler is a common power tool used for cutting sheet metal, popular because it provides a much faster and less tiring alternative to hand tools. This example from Laser Tools (part number 7693) can be conveniently powered by your equipped cordless drill. With a lightweight aluminium body and composite handle, it is easy and comfortable to use. It has a smooth action that leaves the surrounding metal undistorted, and is suitable for both straight and tight curve cuts. Sheet steel up to 1.0mm thick can be cut with this tool, as well as stainless steel of 0.8mm thickness. www.rdr.link /A M043
ADVERTISEMENT INDEX
AC Tronics ........................................................................ (page 4)
Kalimex ............................................................................ (page 41)
Apec Brakes Limited ...................................................... (page 46)
Karnetic ............................................................................ (page 21)
Automotech Services ...................................................... (page 27)
KYB ................................................................................ (page 57)
Autotech Recruit .............................................................. (page 33)
Mann & Hummel .......................................... (outside back cover)
Bailcast ............................................................................ (page 59)
Millers Oils ...................................................................... (page 62)
Bowmonk ........................................................................ (page 79)
Morris Lubricants ............................................................ (page 73)
Clarios .............................................................................. (page 10)
Norbar Torque Tools ........................................................ (page 73)
Clean Diesel Technologies .............................................. (page 67)
Petronas Lubricants ........................................................ (page 76)
Comline Autoparts .......................................................... (page 49)
Powerprobe ...................................................................... (page 79)
Contitech Power Transmission System .......................... (page 23)
Remy Automotive ............................................................ (page 51)
Ctek .................................................................................. (page 53)
Revive Turbo Cleaner ...................................................... (page 71)
Delphi Automotive ............................................................ (page 9)
Ring Automotive .............................................................. (page 19)
Driv .................................................................................. (page 31)
Robert Bosch .................................................................. (page 15)
FAI Automotives PLC .................................................... (page 54)
Schaeffler ........................................................ (inside front cover)
Ferdinand Bilstein ............................................................ (page 44)
SIP Industrial .................................................................. (page 36)
Fueltone .......................................................................... (page 67)
Steigentech Michelin ...................................................... (page 60)
HFE Signs & Banners .................................................... (page 41)
Total ................................................................................ (page 67)
Jack Sealey Limited ........................................................ (page 42)
Traction Charger ................................................................ (page 7)
Juratek .............................................................. (inside back cover)
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