Professional Motor Mechanic January 2020

PROFESSIONAL

JANUARY 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

THE DIGITAL DECADE Will the next 10 years provide the answers to the aftermarket’s toughest questions?

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

Contents Regulars 7-8

NEWS & VIEWS

10

TROUBLESHOOTING

12

CLUTCH CLINIC

14

BELT FOCUS

16-24

TECH TIPS

26-33

BUSINESS & TRAINING

34-37

SPECIAL REPORTS

38

PIT STOP

60

MECHANEX MONTHLY

62-63

COMPETITIONS

64

WHAT’S NEW?

VOLUME 21 ISSUE 1 JANUARY 2020

Features

40-44 DIAGNOSTICS & ENGINE MANAGEMENT

Editor’s Picks 26

34

TIME WILL TELL To kick off the new decade, Neil Pattemore speculates on what the next ten years will hold

46-52 TOOLS & EQUIPMENT

CRACKING DOWN ON CAT THEFT PMM investigates the recent rise in catalytic converter theft

44

DIALLING INTO DIAGRAMS Steve Scott explains the role of wiring diagrams in the diagnostic process

54-59 WINTER SERVICE & LIGHTING Total Average Net Distribution 60,820 1st July 2018 – 30th June 2019

PMM JANUARY 2020 3

VIEWPOINT

Editor DANIEL ARON

Tipping point

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 CLAIRE PICTON 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,

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s we sit teetering on the edge of a new decade, seismic decisions are being made behind the scenes.

If you are an avid reader of PMM (which I bet you are if you’re reading this Viewpoint), you will no doubt have heard that lobbyists have been campaigning on behalf of the UK aftermarket for access to vehicle data for a good number of years. The decade we are leaving behind has seen the independent aftermarket relishing the protection of Block Exemption Regulation (BER), but this is up for renewal in 2023 – just three years’ time! And, unfortunately, a great deal could change after this point.

The VMs are not making it easy for us to secure the renewal of BER, and by extension, the longevity of the independent aftermarket. Their current proposition is the ‘extended vehicle’ concept, which Neil Pattemore explains in great detail on page 26. To briefly outline the ‘extended vehicle’, it is essentially shorthand for the remote monitoring of a vehicle’s health by the VMs. As you would probably guess, this idea affords the manufacturers considerable power, allowing them to dictate exactly who receives the data needed to repair a vehicle. When it comes to making that decision, who do you think they will favour: the independents or their own dealerships?

Many of you will already be finding it increasingly difficult to successfully carry out diagnostic processes on a modern vehicle. Some of you may have even invested in dealer diagnostic equipment, just so you can keep ahead of the competition. Ross Kemp of Scantec Automotive is one such business owner who believes that using dealer tools – as well as aftermarket tooling – is the only way to run a diagnostics business these days.

Ross explains on page 11: “Going back to the original fault code on the initial diagnostic scan of P22AA Heater of NOx sensor, I don’t feel at all confident that we could have correctly diagnosed and rectified this issue without the information obtained via the dealer tool.” As it turns out, there had been a modification to the part that needed to be replaced, and Ross would not have known this without the help of a dealer tool.

Whatever means you choose to employ when approaching diagnostics, what is apparent is that the repair market landscape has changed, with the next decade only set for more twists and turns. As the front cover suggests, it will very much be ‘The Digital Decade’. Not only will the tussle over data draw to a conclusion, but garages will have to accept that they will be spending less and less time ‘on the tools’, and considerably more time ‘on the computer’. I would advise making your peace with this idea, as it is hard to see any other alternatives.

Watford, Herts, WD24 4YF. Tel: Watford (01923) 237799

Enjoy the issue and have a great month.

Fax: (01923) 246901 E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk Website: www.pmmonline.co.uk Facebook:/ProfessionalMotorMechanic

Daniel Aron Editor

Twitter: @pmmmagazine Copyright © 2020 Associate member

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

PMM JANUARY 2020 5

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NEWS

& VIEWS

IAAF manifesto calls for action on fair digitalisation opportunities A European coalition has been pushing for the establishment of EU legislation by 2020 that would ensure a genuine digital level playing field for remote access to invehicle data and functions.

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he IAAF (Independent Automotive Aftermarket Federation) is urging the European Commission to introduce legislation that allows fair remote access to in-vehicle data and functional resources.

The coalition of European federations – representing groups such as parts distributors, independent garages, and component and equipment suppliers – argues that a legislative solution would not only enable innovation, but also improve customer choice in the automotive aftermarket.

The manifesto argues that independent operators need four key abilities – subject, where

relevant, to the consent of the driver or owner of the vehicle – in order to provide competitive services and digital solutions to their customers.

However, these would not be possible with the current model put forward by vehicle manufacturers; the ‘extended vehicle’ will channel all future communication and data access through the VM’s back-end server. This would prevent all other service providers from offering competing services to consumers, as only a small part of the vehicle generated data will be shared with independent service providers compared to the data available to the VM. Wendy Williamson, IAAF Chief Executive, said, “Legislation would ensure a competitive environment. It will be detrimental to motorists if the vehicle manufacturers are able to have a monopoly on access to the vehicle’s data/functions.

Legislation is needed to ensure a level playing field.”

The Motor Ombudsman upgrades its Garage Finder With an increasing number of people turning to zero emission car ownership in the UK, automotive dispute resolution provider, The Motor Ombudsman, has announced the introduction of a new search feature on its Garage Finder, to make it easier and quicker for drivers to find and identify a local accredited business that is able to service and repair electric vehicles (EVs).

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he latest upgrade to the popular online tool comes in response to the findings of The Motor Ombudsman’s recently commissioned YouGov survey of 1,903 UK driving licence holders.

The study found that, if drivers were to own an electric vehicle, 84% of people would not know of a local independent garage or car dealership where they could

take it for its annual service.

Bill Fennell, Chief Ombudsman and Managing Director at The Motor Ombudsman, said, “Sales of electric vehicles are fast gathering pace, and they all need to be serviced and maintained in accordance with the recommended manufacturer guidelines.

“Our research showed that there was an inherent need to make it quicker and easier for repairers to make motorists aware that they can service electric vehicles, and for owners to be able to easily find a business that they can take their car to.”

“If drivers were to own an electric vehicle, 84% of people would not know of a local independent garage or car dealership where they could take it for its annual service.”

PMM JANUARY 2020 7

NEWS

& VIEWS

FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE

Technicians delighted with first REPXPERT Academy LIVE event Schaeffler has hailed the first REPXPERT Academy LIVE event as a ‘fantastic triumph’ after welcoming more than 70 technicians through the doors of Lincoln College.

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t the event, held in partnership with the Institute of the Motor Industry (IMI), delegates participated in training sessions focused on timing belt drive systems, double clutch systems and modern thermal management systems, hosted by renowned REPXPERTs Andrew Vaux, Bob Carter and Alistair Mason.

REPXPERT Brand Ambassador, Andy Savva (aka The Garage Inspector), presented a well-received session that was designed to show workshop owners how they can ‘empower their business’. The classrooms were full throughout the day, with the REPXPERTs reporting high

8 JANUARY 2020 PMM

energy levels, excellent participation and enthusiastic discussions.

The Automotive Engineering team at Lincoln College, headed

by Pete Jackson, helped to chaperone the delegates to and from sessions, always meeting back at the workshop area ‘hub’ during breaks. Here, they networked over a tea or coffee, whilst checking out the Laser Tools and REPXPERT vans, or receiving an ADAS calibration demonstration from Hella Gutmann Solutions.

IMI Events Officer Georgia Foley along with her colleague Michelle Barrett, were also onhand to provide helpful advice and information to delegates throughout the day.

A draw was held at the end of the event, with IMI veteran, John Derek Milner, winning a Schaeffler Carrera race track and Oleg Buruian, from Tehos Motors, taking home a Leatherman Wingman multitool.

Bosch to acquire Unipart’s Autoparts Garage Programmes Bosch has announced its intention to acquire Unipart Group’s (UG) automotive aftermarket workshop programmes in the UK.

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hese programmes include the Unipart Car Care Centres (UCCC), a network of independently run garages, the KiS online garage management software, which helps to organise all daily workshop activities, and the Unipartner Consumer App. It is planned for all existing customer contracts to be transferred to Bosch.

“This acquisition perfectly fits with our growth strategy for the UK and Ireland,” explained Steffen Hoffmann, President of Bosch UK and Ireland.

“It is a significant step that increases our network of partner garages, and creates new sales channels for our automotive parts, diagnostics, and workshop services customers.”

Established in 1995,

Uniparts’ Car Care Centres is one of the most recognised workshop programmes in the UK. Bosch will take over the marketing support and training services for the garages.

The Unipartner app enables car owners to manage key aspects of vehicle ownership such as MOT, road tax, insurance, and servicing due dates to ensure they stay legal and safe. It also directly connects the consumer with the UCCC’s and Bosch Car Service networks at the touch of a button, for all service and repair needs.

Mike Ferris, Unipart International Managing Director, commented, “We’ve been working in close partnership with Bosch for many years on a number of joint initiatives. I am delighted that the Unipart Autoparts Garage Programmes will be transferring to a trusted business that will further develop the programmes whilst maintaining the needs of the garage and consumer.”

TROUBLESHOOTING

Two sides of the same coin Ross Kemp of Scantec Automotive has spoken in previous issues of PMM about how aftermarket tools are crucial to the diagnostics process. However, occasionally there is a need to seek out other alternatives. Ross elaborates.

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s a diagnostic specialist workshop, we carry genuine dealer tools alongside some specialist and aftermarket tooling to give the best possible options when it comes to diagnostics. In a previous article, I explained the necessity of having both. This time around, I would like to outline a recent diagnostic job that highlights the reason why we won’t carry out diagnostics on brands we don’t have an official dealer tool for.

We recently carried out some diagnostic work for another workshop that we think highlights, in no uncertain terms, not only how the technology in our trade is changing, but also how moving forward is going to become increasingly difficult for those who are not investing in dealer tools.

A recent example that comes to mind was a 2015 Mercedes E-Class that was brought to the workshop with the customer complaining of a lit engine malfunction warning lamp, but with no starting and/or drivability issues.

As per our normal procedure, we connected our Mercedes diagnostic tester to the vehicle and carried out a full/global diagnostic fault scan and documented our findings. The initial scan showed a fault logged in the engine’s fault memory displaying:

10 JANUARY 2020 PMM

P22AA – Heater of NOx sensor 2 has a malfunction.

A quick check of the circuit operation and some wiring checks against the official wiring diagrams confirmed very quickly that we did in fact have a failed NOx sensor. All fairly simple so far, you would think. Order a new sensor, reset faults, maybe even reset NOx adaptions – job done.

However, it might be worth pointing out that at this stage, we also checked for technical bulletins, as we were already aware of possible modifications to the NOx sensor that required software updates/changes to engine control module software. Yet, there were none listed, so you would presume that you are clear to order and fit a new sensor. You would be right to order a new sensor, as the fault code present and all testing confirmed the sensor had failed and required replacement.

However, without running the manufacturer’s test plan for faults via the dealer tool, you would be unaware of the modification to the sensors. This isn’t listed in technical service bulletins and to make matters worse, if you were to pick up the phone to Mercedes’ parts department and order a new NOx sensor, you would be supplied the original (unmodified) part with no mention whatsoever

of the modification, as the manufacturers’ parts system will only have one listing for the NOx sensors and that will be the part number currently fitted to the vehicle.

The official repair that only appears on the guided test routine via the dealer tool is as follows:

햲 Perform a retrofit of special equipment code ‘30o’ via Vdoc – requiring dealer tooling and official logins – essentially updating the vehicle specification on the Mercedes servers (Interestingly enough, once this had been completed, the idea was that the official parts server would then list the correct (modified) NOx sensor. However, in reality, we found the server actually updated almost straight away, with the parts system server taking some time to update. The parts department are unable to confirm the correct modified parts until this server update takes place. Luckily, as we had seen the issue before, we were able to order the correct NOx sensors without having to wait)

햳 Replace both NOx sensors – Yes both, as the operating speed of the sensors has been

modified, and therefore both sensors will be required

햴 Reset NOx sensor learnt values

햵 Carry out software update for engine, transmission & SCR modules – making sure that the special equipment code (in this case, code ‘30o’) had already been retrofitted, as not only does the software require updating, but the engine and SCR module updates would now also include the technical modification required when fitting the modified NOx sensors

햶 Clear all faults Going back to the original fault code on the initial diagnostic scan of P22AA Heater of NOx sensor, I don’t feel at all confident that we could have correctly diagnosed and rectified this issue without the information obtained via the dealer too – not to mention having access to Vedoc to modify the vehicle specification relevant to this modification.

Even if we had access to the correct modified NOx part numbers, unless we correctly modified the Vedoc server, each and every future purchase of a NOx sensor for this vehicle would include the wrong part number, which would in itself cause the vehicle to log NOx sensor faults.

And, even if we had access to a ‘dealer equivalent’ diagnostic tool that listed the technical aspects of this repair, I am certain we would still not have been able to carry out the correct software updates to include the all-important technical modification.

To find out more about the services provided by Scantec Automotive,

www.rdr.link /A L001

CLUTCH CLINIC

HOW TO Replace the clutch on a Vauxhall Movano This month, Schaeffler REPXPERT Alistair Mason replaced the clutch on a Vauxhall Movano 2.3 D, which has covered more than 140,000 miles.

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s is the norm with light commercial vehicles, the first job is to check the ramp’s weight capability and how much equipment is in the back of the vehicle. With little workshop equipment required – a vehicle lift, engine support, transmission jack, clutch alignment tool and cable ties to secure removed items – along with a scheduled time of seven hours, this is a straightforward job and is a great repair for any independent garage.

Step-by-step guide The Movano has an ‘over gearbox harness’ encased in plastic trunking. This can be fiddly to remove, but taking it away provides access to the gearbox bell housing bolts.

Whilst on the floor, disconnect the gear change cables and stow them away safely.

Unclip the slave cylinder hose and blank it using an old and modified extension pipe.

Disconnect the reverse light switch, then slacken the front road wheel nuts and driveshaft nuts.

Then, raise the ramp to a convenient height and remove the front wheels. Unclip the ABS lead and brake hoses on both sides of the vehicle. Undo and remove the two lower strut bolts, and carefully swing back the knuckle to release the drive shafts on both sides. Support the knuckle to ensure the hoses and leads aren’t damaged.

Next, raise the vehicle further and drain the gearbox oil into a suitable receptacle, then refit and tighten the drain plug and remove the centre tie bar (Fig 1).

Swing the engine forward to improve access. Remove the RH driveshaft centre bearing clamp (Fig 2) and both driveshafts, then unclip and disconnect the cable on the rear

12 JANUARY 2020 PMM

of the gearbox support bracket. Unbolt the rear bell housing bolts and unclip the drain hose.

With the engine supported from above, remove one of the gearbox support bracket bolts and lower the gearbox and engine slightly. Unbolt and remove any pipes attached to the gearbox mount (Fig 3).

Now remove the mount altogether, and stow and secure the A/C pipes clear of the gearbox. Cut the cable ties, securing the over gearbox harness lid, ready for removal.

Unclip and disconnect the gearbox, breather pipe, then remove the two bolts securing the harness box (Fig 4) to the gearbox and remove it to allow access to the bell housing bolts, whilst leaving the harness in-situ.

Remove the starter motor bolts and the rest of the bell housing, leaving the two nuts on special studs at the top (Fig 5).

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“With a scheduled time of seven hours, this is a straightforward job and is a great repair for any independent garage.�

Release the A/C hose front bracket (Fig 6) to allow the pipe to be moved further out of the way. Support the gearbox with a transmission jack and remove the gearbox mounting bracket (Fig 7), then the remaining bell housing nuts and the special studs.

Lower the gearbox safely, and clean any debris from the bell housing. Then, check for oil leaks, the condition of the input shaft bearing, and the shaft itself for damage.

Unclip the concentric slave cylinder (CSC) extension pipe, which may be useful for a future blanking plug. Unbolt and remove the CSC, carefully noting the gearbox seal (Fig 8) condition.

Refit the new CSC, taking care not to compress it prior to fitment. Make sure to use the original or new and correct bolts – don’t be tempted to replace them with something ‘similar’! Once completed, fit the new extension pipe, making sure the clips locate correctly.

Remove the clutch and test the dual mass flywheel (DMF) to see if it can be re-used or not. The maximum values for rock and freeplay can be found on the REPXPERT website or app. This vehicle is fitted with a self-adjusting clutch (SAC), so the clutch needs to be fitted with the LUK SAC tool to precompress the pressure plate assembly to the DMF. The tool kit also contains an alignment tool. Not using the tool is a common cause of

clutch judder or premature de-adjustment, which can lead to the job having to be repeated. Gearbox replacement is the reverse of removal, and clutch bleeding is straightforward.

Information on Schaeffler products, fitting instructions, labour times and much more can be found on the REPXPERT garage portal –

www.rdr.link /A L002 – or the recently-launched REPXPERT app.

PMM JANUARY 2020 13

BELT FOCUS

CASE STUDY How to prevent a broken adjuster Gates traces the cause of a broken adjuster to a common fitting error and provides the ideal solution.

Engine: Fuel: Year:

VAG 1.4, 1.6, 2.0L Diesel, common rail

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hen the Gates Claim Handling Department reported that installers at several different garages were experiencing the same problem, The Gates Technical Training and Support Team started an investigation. Adjusters on the same tensioner (part number T43245) (Fig 1) had cracked and broken during installation.

A T43245 is an automatic tensioner designed

by Gates, in association with VAG, for a wide number of models in the 1.4, 1.6 and 2.0L Cracked and broken adjuster common rail TDi diesel engine range. Both the Gates tensioner and the matching Gates timing belt (part number 5678XS) are tensioner in the correct position. When installed as OE parts in the Synchronous Belt adjusting the pointer, the locking nut (Fig 3) Drive System (SBDS) must not be too tight. It is vital that it T43245 pre-installation – round on popular models such is only ‘finger tight’ as prescribed in fitting hole, plus ‘hex’ hole as VW Tiguan, Audi A5 the fitting procedure. Once the Allen and Skoda Octavia. key has been inserted into the hex hole, it is turned in a clockwise direction.

This moves the pointer towards the Fitting ideal position, which is in the procedure centre of the window. Installers The T43245 is who have experienced the problem known as an eccentric say that cracking of the adjuster automatic tensioner occurs soon after the Allen key is because the round turned, and they report the tensioner ‘fitting’ hole is found in an as faulty. off-centre position, rather than in the middle of the tensioner (Fig 2). During installation, the Investigation tensioner is adjusted by means of an Allen Gates always takes a diagnostic approach to key that fits into the hexagonal or ‘hex’ hole. distinguish between a symptom and the root At the start of the installation procedure, cause of the problem. In this case, the the fitting hole is placed over the locating stud diagnostic approach identified both the source on the engine block. A locking nut holds the of the problem and a very simple solution.

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14 JANUARY 2020 PMM

Tensioner secured by nut (finger-tight)

In each case, the locking nut had been secured too firmly. Consequently, it rotated together with the adjuster, as the Allen key was turned. This puts a clamp on the adjuster, which means the resistance becomes too great and the adjuster cracks.

Cause

Turn the nut clockwise, until it is finger tight.

Hold the nut in position with an appropriate tool to prevent movement (Fig 4). Finally, rotate the adjuster with the Allen key to set the correct tension. The correct tension has been set when the pointer is in the centre of the window (also Fig 4).

Solution

When a part from an OE supplier appears to fail at installation, a manufacturing fault is often assumed to be the problem. But, intensive testing and an extensive series of rigorous quality checks during the manufacturing process concludes that faulty parts are, in fact, rare. Installation errors, as shown here, are often the more likely cause, and, in the case of tensioner T43245, the solution may be a simple fix.

Conclusion

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To see the full procedure, scan the QR code on the Gates PowerGrip™ Kit box. To sign up to www.rdr.link /A L003 receive all the latest tech tips direct to your inbox,

TECH TIPS

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í˘ą PORSCHE 911 – MESSAGE CENTRE DISPLAYS 'ENGINE FAN FAILURE, AVOID FULL ENGINE LOAD, DRIVING PERMITTED'

SUZUKI VITARA – RESONANCE OR ABNORMAL NOISE FROM THE REAR OF THE VEHICLE WHILE DRIVING

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: FAULT: A customer is complaining that their 2015 Porsche 911 has an 'engine fan failure, avoid full engine load, driving permitted’ warning message displayed in the message centre.

There are no trouble codes stored in the engine control module fault memory and we have pressurised the cooling system to check for leaks, but all seems to be OK. Do you have any ideas?

FIX: Yes, Porsche 911 models up to 20/05/16 suffer with the fault you have described. The problem is likely to be caused by an engine bay cooling fan motor failure due to moisture/corrosion. Check the engine bay cooling fan motors for signs of moisture/corrosion or seizure (Fig 1.1).

Replace the engine bay cooling fan motors as necessary. This should rectify the fault.

A customer of ours is complaining that their 2016 Suzuki Vitara has a vibration and an abnormal noise from the rear of the vehicle while driving.

We have visually checked the underside of the vehicle but have found no faults. We suspect the rear differential to be at fault, but are reluctant to replace it as it is an expensive part.

FIX: The fault you describe has been reported before on Vitara models with four-wheel drive. The cause of the resonance and noise is due to an unsatisfactory design of the rear differential mounting arm. A modified arm and a vibration damper are available from Suzuki parts department and are required to rectify this fault. Remove and discard the old arm. Fit the vibration damper onto the new rear differential mounting arm and tighten retaining nut to the correct torque of 18-28Nm (Fig 2.1). Fit the new rear differential mounting arm in reverse order of removal. Carry out road test to ensure the fault has been eliminated.

For more information online, go to www.rdr.link/AL004

16 JANUARY 2020 PMM

TECH TIPS

ELECTRIC AVENUE

The constant emergence of new battery technologies can be hard to keep up with.

To help, HEVRA’s Pete Melville runs through the differences between hybrid and electric batteries and their effects on range, discharging, and expenditure.

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irstly, I should point out that the vehicle’s electrical system, such as the lights, windscreen wipers, radio, door locks, and ECUs, are all powered by a conventional 12V system.

Although a very small number of hybrids feature a 12V alternator, the majority solely use a DC-DC converter to feed power from the traction battery into the 12V circuits. The traction battery is generally only used for driving the wheels, starting the engine (if fitted), and heating and cooling the cabin.

Although they both power a motor that drives the car, the function of a battery varies between electric vehicles and hybrid vehicles.

In a hybrid vehicle, the vehicle is powered by petrol or diesel while the battery is used as an accumulator to store energy from braking.

Despite an electric vehicle still using regenerative braking, the role of the battery is different: it is the vehicle’s entire energy source. A plug-in hybrid is a combination of the two, with the battery first being used as an energy source, and then gradually becoming an accumulator as the energy source is used up and the combustion engine takes over.

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Battery capacity is measured in amp hours (Ah), which we are familiar with from 12V batteries. A 20Ah battery can theoretically provide 20A for one hour, or 1A for 20 hours. To compare the battery capacities of different voltages, we can measure the battery energy in Watt Hours (Wh) instead. A 12V, 20Ah battery is 240Wh (12 x 20), and can provide 240W of power for one hour or power a 60W bulb for four hours. 1,000Wh is one kilowatt-hour (kWh), and this is what we measure EV batteries in – it also happens to be

the same unit as your home electricity meter.

Typically, a hybrid battery is approximately 1kWh. A plug-in hybrid is typically 8kWh, which provides approximately 30 careful miles of electric driving. EV batteries presently range from 14 to 100kWh. The size of the battery determines not only how much energy can be stored, but also the charge and discharge rate.

Battery charge and discharge can be measured in two ways; firstly in kW, how much electrical power is coming in or out, and secondly as a C rate, where 1C indicates a full charge or discharge in one hour. The C rate gives us a rate of discharge that we can compare between different battery sizes.

Let me give you an example. Two drivers pull into motorway services, one driving a Nissan Leaf, and the other a Tesla Model S. The batteries of both cars and both the drivers’ mobile phones are all at 20%. The Leaf plugs into a rapid charger, and starts charging at 48kW. The Tesla starts charging at 120kW. Both mobile phones plug into a socket and start charging at 10W. After fifteen minutes, all four batteries (the two cars and the mobile phones) are 70% full. The batteries are all charging at 2C; the 60kWh Tesla at 120kW, the 24kWh Leaf at

48kW, and the mobile phone 5Wh batteries at 10W. However, the Tesla has taken on 30kWh of energy, the Leaf 12kWh, and the mobile phones just 2.5Wh each. From this 15 minute charge, the Tesla can drive another 100 miles, while the Leaf can drive just 40 miles. This explains the importance of battery size; with the Tesla, not only is the fuel tank bigger, but the filler neck is as well.

The same is true when discharging. Most batteries will allow a discharge rate of 3-4C for bursts of acceleration. This gives the Leaf 80kW, but the Tesla’s battery can give 200kW at the same discharge rate. When driving at the same power, the discharge rate is higher on a smaller battery, which is why the plug-in hybrid Golf GTE has a battery cooling system for its 8.8 kWh battery, whereas the fully electric e-Golf doesn’t bother for its 35kWh pack.

If you want to think of electrical energy in terms of fossil fuel, a litre of fuel contains approximately 10kWh of energy. The cost is almost the same, with 10kWh of fuel or home electricity costing around £1.30.

To convert miles per kWh into miles per gallon, you can multiply by 45, so at four miles per kWh, my BMW i3 is doing the equivalent of 180mpg. By refuelling overnight at 8p per kWh, it’s the equivalent of driving a car that does 180mpg and buying fuel for 80p per litre.

hevra supports independent garages with hybrid and electric vehicle service and repair, helping with marketing, technical support, tool hire, training and regular newsletters and articles. For more information online, go to www.rdr.link/AL005

TECH TIPS

y er g r u s s r to oc D F P D e h T ’ In the latest rendition of The DPF Doctor’s Surgery, PMM welcomes a new contributor, Barry Lawson, who takes us through his process for diagnosing and curing a long-suffering Ford Kuga.

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t Ewan Lawson Motors, we’ve been actively involved in the DPF Doctor Network for three years now. We take great pride in solving a wide range of problems for our customers, so that they can get back on the road as quickly as possible.

One case that we encountered recently at our garage in Falkirk, Stirlingshire, was a 2010 Ford Kuga with 60,000 miles on the clock that had chronic DPF issues.

The customer informed us that he had been having DPF problems for over a year, and went on to describe how the engine malfunction message was appearing on the display and the car was lacking power.

Vehicle:

2010 Ford Kuga

Issue:

Engine malfunction message on display and lack of power

The DPF assessment The first stage in finding a solution is always gathering information, and this starts with a conversation with the customer. We found out that the car is predominantly used by the customer’s wife for her daily eight-mile round trip to work.

Additionally, the customer will take the car on a 300 mile trip once a month, when he makes his way down south for business.

Before these trips, he usually fills the tank, but it often runs at below a quarter of a tank.

We also discovered that the car had previously had a new pressure sensor fitted, with the customer telling us that it was “OK for a few weeks”.

From our point of view, these conditions would be likely to contribute to DPF problems, but it’s always best practice to look deeper, so we inspected the Per Clean Assessment to help pinpoint any other issues.

In this case, the following fault codes were present: P2002, P2463, P2452 and P2453.

To find out more about joining the DPF Doctor network, go to www.rdr.link/AL006.

20 JANUARY 2020 PMM

Using live data, we logged the running parameters for the DPF system, and during the road test we could see that the replaced pressure sensor was dropping out. After bringing the vehicle back to the workshop, we carried out some tests on the pressure sensor and quickly reached the conclusion that the sensor was faulty.

But, why had the sensor failed so soon after being replaced? Looking a little further into the DPF, we found extremely high back pressure at 2,500rpm, which is likely to have killed the new sensor.

During the assessment, we discovered two further faults that might have developed into

more serious problems if left unaddressed. This just goes to show why getting to the root cause of the ongoing DPF problem is always money well spent.

Before we fitted a new genuine Ford sensor, we carried out a JLM Extreme Clean to remove the carbon deposits building up in the inlet manifold, and we also applied The DPF Doctor 3-stage to reduce the high back pressure in the DPF. Once we were happy with the system, we fitted the sensor, which was then followed by an extended road test where we once again logged the running parameters. In this instance, we saw a regeneration of the DPF; proving that the system was now working correctly.

After all the technical stuff, the process finished just as it started: talking to the customer. Only this time, we were the ones offering useful information…on how to keep your DPF healthy!

ABOUT EWAN LAWSON MOTORS The Falkirk-based garage has been associated with the DPF Doctor for three years, although the company has been open since 1983. Barry is a partner in the company, after Ewan, Barry’s father, started the business 36 years ago. It remains a family-run enterprise to this day.

The decision to join The DPF Doctor Network was made because more and more DPF problems were starting to arrive in the workshop. At the time, the garage didn’t have any means of cleaning these DPFs, and didn’t really possess a good understanding of how the system works, which meant the garage was losing out on business.

Since joining the network, things have changed, and now these jobs are dealt with in the workshop. Barry explained, “We have been all over the country with the network: training events, open days, and more besides. It has enabled us to meet many people within the industry, which, in turn, has helped us grow our business. Due to this success, we have recently employed a new technician in the workshop, and have even taken on another unit. I believe this is all down to the decision to join the network.”

For more information about the range of products available from JLM, go to www.rdr.link/AL007.

TECH TIPS

BEST PRACTICE Remember the resistor Cabin blower resistor

Denso explains why technicians should not overlook the resistor when changing the cabin blower fan.

Cabin blower fan

CABIN BLOWER FANS FROM DENSO – FEATURES

C

abin blowers generate a flow of air, which passes through the heater, ventilation and air conditioning unit (HVAC) and into the vehicle cabin to cool or heat it. The amount of air generated by the cabin blower depends on the air permeability of the HVAC unit.

“One of the main reasons for a cabin blower to overheat is a dirty interior filter.”

The HVAC unit filters the incoming air, controls the temperature (heat or cool) and distributes the airflow inside the vehicle cabin. The HVAC unit can be operated manually or automated (climate control).

A lack of or weak airflow from the vents and/or inconsistent speeds are all signs of potential cabin blower fan failure, which would require replacement; however, other parts might also need attention. Denso’s technical experts advise that technicians keep in mind the connection between the blower

■ Specified to original equipment standards ■ Able to cope with extreme environmental conditions ■ Developed for each specific car and engine ■ Undergo rigorous testing procedures ■ Ensure ventilation efficiency while also reducing noise

motor, interior filter and resistor, for example.

One of the main reasons for a cabin blower to overheat is a dirty interior filter, which creates drag and lowers airflow – the resistor is cooled by the airflow.

Consequently, the resistor may become damaged or burned.

Therefore, Denso recommends that technicians always check the resistor and interior filter when replacing a blower motor after failure.

For more information on Denso’s range of www.rdr.link /A L008 cabin blower,

PMM JANUARY 2020 23

TECH TIPS

COMMON FAULTS Remote transponder issues Autoelectro has noticed a recurring problem with the remote transponders on certain vehicle models that many think is an issue with the starter motor or solenoid. With this not being the case, the remanufacturer has provided further clarity.

Vehicle models: Hyundai i30 2.0, Kia Ceed and ProCeed 2.0 2008-10

A

utoelectro’s technical researchers have discovered a problem that is both part and practice related. There is an issue with the Hyundai i30 2.0, Kia Ceed and ProCeed 2.0 2008-10 that is causing the starter motors to burn out due to excessive cranking. The part number affected is AEU1441. When turning on the ignition, an orange icon with the symbol of a key within a car should appear on the dashboard; this means the immobiliser has successfully recognised the chip in the vehicle key.

If the icon does not appear, the starter motor will operate but the vehicle will not start. Excessive cranking can cause the starter motor to ultimately fail and burn out.

The problem appears to be the remote

24 JANUARY 2020 PMM

transponder antenna on the steering column, which over time becomes hot and cracks.

The fault is often misdiagnosed as a faulty starter motor or solenoid. Check for the following defects on the starter motor you are replacing, as this may indicate the cause of the failure: ■ Blue colour on the gear shaft and pinion

area ■ Rattling inside the starter motor when

When ignition is turned on, this dashboard light should appear to denote that the immobiliser has recognised the chip in the vehicle key.

shaken, indicating components have exploded ■ Burnt smell from starter motor; varnish or

insulation leak ■ Damaged pinion teeth, or broken nose cone ■ Burnt/discoloured/melted broken wire from

solenoid to starter body or a shrivelled/burnt label If the starter motor you are replacing shows any of the above defects, then a vehicle fault needs investigating and rectifying before fitting the replacement part.

This technical bulletin, along with hundreds of others, is available to subscribers of Autoelectro’s website.

The website has proved popular since its launch last year, with the abundance of technical information a particular draw for visitors. For more information online, www.rdr.link /A L009

BUSINESS

& TRAINING

will tell

W

ith not just another year, but another decade looming, it might be useful to take stock of both where the aftermarket is, and where it is going.

I believe that we have never seen so much change in the automotive sector. This change is not limited to what we’ve seen in the last five years – it also includes the upcoming decade. Some of this has yet to impact the UK aftermarket, but it will, and when it does, these impacts will be significant.

The changes fall into two distinct but linked categories: vehicle technology and legislation. These are forcing big decisions across both the automotive sector and the political landscape, regardless of the ultimate outcome of Brexit.

These decisions will significantly affect the entire automotive sector, and, within this, individual businesses in the aftermarket, large and small. It is a complicated scenario, so to allow for a better understanding, I will first explain some of the background details so that the ’bigger picture’ is easier to understand.

The driving force The key elements of today’s aftermarket are driven by changes to vehicle design. This not only includes the growing sophistication of the software-centric in-vehicle systems, but also the new ways of communicating with the vehicle itself.

As vehicle manufacturers move towards automated systems, and, ultimately, autonomous vehicles, these developments require wireless software update capabilities to be successful. This has already begun with the ‘connected car’. The remote access to the invehicle data is being used to implement ‘predictive services’, to suggest service and repairs directly to the driver from the vehicle manufacturer. Today, the repair process starts

26 JANUARY 2020 PMM

At the precipice of a new decade, Neil Pattemore returns to give readers an insight into the uncertain future of the aftermarket, and what the next ten years might bring.

in the workshop, but if it begins to start in the vehicle, and you cannot connect to that vehicle remotely, how can you offer the customer a competitive quotation or workshop booking?

The vehicle manufacturers propose that you do so by using a system called ‘extended vehicle’, but to do so, garages need to declare the customer’s details, as well as the service they plan to offer, directly to the vehicle manufacturer. When this ‘extended vehicle’ system was recently assessed at the request of the European Commission, it showed severe limitations in the data available when tested against a case for remote diagnostics and functional testing.

“When this ‘extended vehicle’ system was recently assessed at the request of the European Commission, it showed severe limitations in the data available.”

Additionally, remote access introduces risks to cybersecurity, including hacking. In response to these risks, vehicle manufacturers are now designing their vehicles to fulfil cybersecurity requirements, which, in turn, are being discussed in the United Nations in Geneva, to allow the vehicle manufacturers to submit their vehicles for type approval. Their approach is to control or block all nonauthorised access to the vehicle, but who will

decide who is, or is not, authorised, and what access to what data may be permitted?

This leads to the question of what new legislation needs to be agreed and implemented in support of the aftermarket and other new service providers. Current Block Exemption and Euro 5 repair and maintenance information is based around ‘non-discrimination’ between workshops, and therefore doesn’t cover the requirements of remote access to the vehicle.

The vehicle manufacturer, therefore, is now able to control the access to the vehicle, its data, and subsequently the market, and becomes a service provider in its own right.

The legislator may have to make a ‘policy decision’ to either allow continued ‘nondiscriminatory’ competition in the new world of remote services, or to support the needs for cybersecurity of the vehicle and accept the distortion of the market that this will bring.

What’s next?

The European Commission has already conducted a number of studies to evaluate what possible technological solutions to this issue exist, their pros and cons, and their relative ability to support both competition and cybersecurity. It has not revealed its potential decision, and is likely to use an external consultancy to provide guidance for future legislative policy during the first half of 2020. It has recognised that something needs to be done in terms of legislation, but, as of yet, has not indicated what this might be, and whether competition and cybersecurity can realistically coexist.

On another level, the European Commission has recently announced the implementation of mandatory new safety technologies in European vehicles, to protect passengers, pedestrians, and cyclists. For cars, vans, trucks and buses, these include technologies that warn of driver drowsiness and distraction (e.g. smartphone use while driving), give intelligent speed assistance, aid reversing via camera or sensors, and record data in case of an accident. For cars and vans, this new technology includes lane-keeping assistance, advanced emergency braking, and crash-test improved safety belts. Specifically for trucks and buses, improvements in the direct vision of bus and truck drivers to remove blind spots are being made, as well as systems at the front and side of the vehicle that detect and warn of vulnerable road users, especially when making turns.

make spare parts identification and cross referencing much easier and more accurate.

Ultimately, there are some significant challenges that will require legislative support; new business opportunities for new vehicle systems, and the promise of new legislation, which, although may still be a little further away, will help the aftermarket when it does arrive.

For more information online, www.rdr.link/AL010

SERMI The Commission is also looking at introducing a new aspect to the longoverdue SERMI scheme, which is designed to provide independent workshops with access to ‘security related repair and maintenance information’. The new addition will add ‘illegitimate business activity’ to the scheme’s assessment criteria for independent workshops, in order to address the removal of DPFs and AdBlue system manipulation. This will both complicate and further delay the introduction of the scheme, and, although well intended, may not actually identify the real culprits who conduct this emission system manipulation.

On a brighter note, the new vehicle type approval legislation, which will protect the OBD connector and all of the data that must remain accessible through it, will come into force on 1st September 2020. ‘Electronically processable data sets’ will also

PMM JANUARY 2020 27

BUSINESS

& TRAINING

DIGITAL development In light of its recent launch, PMM was invited to try the GS Yuasa Academy, one of the first dedicated online battery training system available to technicians, workshops, and distributors.

M

odern day vehicles become increasingly advanced with each passing year. Demand for training, therefore, is growing, with more and more industry professionals wanting to increase their knowledge and develop their skills. However, many simply do not have the time to go out and attend physical training sessions. The GS Yuasa Academy offers a solution to this issue, allowing learners to complete courses in the comfort of their own office or home, at any time they feel is necessary. Featuring over 20 certified courses tailored to a number of industry job roles, Yuasa claims that the academy provides users with valuable knowledge and practical skills to further enhance business growth and battery potential.

To find out just how effective these are, PMM set out to try two of the beginner courses, ‘Basic Battery Operation’, and ‘Battery Health & Safety’. The website’s design was simple but effective, with every module clearly laying out the curriculum and key points for each lesson. What’s more reassuring is that the Yuasa website explains to users that the training is for learners of all experiences, including absolute novices.

28 JANUARY 2020 PMM

How we got on With that in mind, the first module, ‘Basic Battery Operation’, eases the user in by covering the absolute basics, clearly and concisely explaining what a battery actually is within a short video with just a minute long run time. The brevity of each lesson was both refreshing and helpful, allowing you to fully absorb the information in short chunks before moving to more advanced material. It would certainly suit the busy lifestyle of a technician, for example, by allowing you to complete modules at your own pace without having to clear your schedules. Furthermore, the content can be accessed on a range of devices, allowing you to complete modules on the go, or from the comfort of your own home.

After each section of the module, you are then asked to complete a three question quiz based on what you have just learnt. This was especially useful, as it’s vital to ensure that

“The system that Yuasa employs for its training academy ensures that no learner is neglected.”

the foundational knowledge of a subject is solid so that more advanced aspects of the subject can be fully understood later. At the end of the module, a lengthier, 20 question quiz is provided as a larger overview. You are then able to look over the results, and understand where you went wrong should there be any incorrect answers.

With many course revision quizzes, questions are often based on phrases taken from a specific section of the video or passage, but this system forces you to apply the knowledge that you have already picked up. The academy, therefore, appears to be just as focussed on application as it is on knowledge, with the second lesson, ‘Battery Health & Safety’, being just as informative and stimulating.

Everyone learns differently; some are visual learners, whilst others find that they absorb more information audibly, or kinaesthetically (physically). The system that Yuasa employs for its training academy ensures that no learner is neglected.

Each video contains engaging animations and visuals, from diagrams to physical demonstrations of best practice. This was particularly useful in linking the scientific

theory to practical application, and understanding the concept at this level will no doubt be useful when encountering any issues that can’t be solved with the help of a manual. Each video is narrated, sometimes by two instructors, which would aid auditory learners as well. Those who learn through reading and writing are also catered for; while the videos move very quickly, you are able to play the video as many times as you like, allowing you to take notes and wrap your head around the concepts in your own time. Kinaesthetic learners would also benefit from the physical demonstrations shown, as well as the animations.

Tackling the skills shortage It’s no secret that the automotive industry is facing a skills shortage. Education is vital to solving the issue, as is providing incentives to enter the industry. In many ways, the academy does both of these things; whilst

“The academy also has advanced lessons for a more experienced demographic, which cover a number of aspects, including auxiliary batteries, and replacement battery configuration.”

clearly educational, the brevity, conciseness, and quality of the modules may draw in prospective members of the industry who worry about training and time. Furthermore, the simplicity of the lessons helps to destigmatise intimidating subjects.

While PMM tried out the most basic modules, it’s worth noting that these courses aren’t just for novices. The academy also has advanced lessons for a more experienced demographic, which cover a number of aspects, including auxiliary batteries, and replacement battery configuration. Perhaps even more useful is the ‘New Product Knowledge’ module, which will keep users up to date with the latest technology; a must in an ever-evolving market.

To find out more about the GS Yuasa Academy and its courses, www.rdr.link /A L011

BUSINESS

& TRAINING

First through the doors Back in November, Lucas Oil Products (UK) delivered the first in a new series of seminars hosted by the Lucas Oil Academy. PMM finds out how it went.

8

6 students involved in engineering programmes at the Llangefni Campus of the Further Education College in Anglesey, Coleg Menai, were invited to be among the first to take part. The delegates were students from Levels 1 and 2 Passenger Car, Level 1 Heavy Vehicle as well as Level 3 Aeronautical.

“The Lucas Oil Academy is an extension of Lucas Oil’s grass roots to top rank performance strategy. It has been conceived as a way to help boost awareness among young people about additive technology at a much earlier stage of the automotive engineering learning process,” said Dan Morgan, Director of Sales and Operations at Lucas Oil Products (UK). The college has a developing relationship with Lucas Oil, and with over 1,000 students enrolled on a range of engineering related programmes, the academy provides an ideal opportunity for them to learn all about additive technology direct from one of the world’s largest additive manufacturers.

The Lucas Oil Academy programme looks at how problem-solving additives can be used to provide more environmentally friendly solutions to a range of mechanical issues. The message is that some parts do not always have

30 JANUARY 2020 PMM

to be replaced as soon as their performance begins to wane, and that additives can become useful toolbox accessories.

Dan Morgan added, “Additives can help to extend product life by protecting engine components from wear as a result of dry starting problems, for example. Fuel pipes and seals in older vehicles can also be protected from damage caused by more modern fuels that contain higher levels of ethanol.”

Arron Peel, Lecturer in Automotive Engineering at the Llangefni campus, said, “We are extremely grateful to the staff at

Lucas Oil for putting on these training sessions. It’s so important that students are given this kind of information, as they will be expected to make informed decisions about these types of products throughout their careers. This was also an excellent opportunity to take the lesson out of the classroom, and our students have already benefitted in so many ways.”

As the Lucas Academy programme develops, there are plans to involve students from other colleges. Meanwhile, some distributors have already expressed an interest in extending the programme to include groups of local mechanics as part of an additive roadshow.

To find out more about Lucas Oil’s training programmes,

www.rdr.link /A L012

BUSINESS

& TRAINING

Diagnostics: reaping what you sow The ever-evolving market and its technology may make committing to diagnostics seem daunting. Steve Scott, Founder of The SimplyDiag Network, suggests otherwise, explaining the value of diagnostic work and how to reap the rewards.

A

s a mobile diagnostician, I’m often asked my opinion on whether it’s possible to make a profit on diagnosis as a process in itself. My answer is yes, providing that the process follows effective, evidence-based test procedures, and the presence of a very clear charging structure that the customer understands.

I personally charge for the stages of the diagnosis rather than for the time taken. It’s not uncommon for me to arrive at a workshop for one job and be handed six sets of keys. Charging in stages, by vehicle, is extremely cost effective for my customers, as it allows their staff to concentrate on core products and services with good margins, whilst leaving the diagnosis to me. This way, their customer gets the best possible solution in the most efficient way.

I have a standard charge for initial assessment and non-intrusive testing using generic equipment and information. This sometimes develops into the need for intrusive tests using specialised equipment and information from the VM, as well as advanced oscilloscope tests and component removal. I charge separately for intrusive

tests with a very clear, pre-agreed end goal that leads to a diagnosis or fix.

If I were to charge by the hour, I’d make no money. I can honestly say that the majority of jobs result in a ‘no parts required’ fix. Wiring repairs, adaption, and component cleaning or adjustment are the most common repairs that I perform.

Software fixes with OEM tools or via VM portals are charged for separately, and quite often address issues that you wouldn’t expect.

In order to diagnose these, there has to be access to current TSB and OEM information.

The specialist moderators in the SimplyDiag Network play a massive part in getting to these pattern failure software fixes quickly for others as well as myself. They are brand specialists with valuable insight into brand specific issues. So, as a specialist, I rely on specialists – there seems to be a pattern developing!

A lot of emphasis tends to be put on the actual cost of equipment and information systems required to perform effective troubleshooting, but this couldn’t be further from the truth. In my opinion, charging for diagnostics isn’t really about the ‘tool’ but rather the skilled technician behind it, their knowledge, and experience.

This brings us to the crux of the matter; the actual cost of equipment, information and training. I firmly believe, as do many others, that specialisation is the way forward in order for us to thrive, make a profit, and satisfy customer demand. The advances in technology should be viewed as a big opportunity, rather than a threat. Buying the latest generic scan tool and one data system is simply not enough – we have more access to great training at a reasonable cost than ever before.

We also need to buy wisely; at the moment 85% of issues can be covered with generic tools and info, but that is changing rapidly. OEM equipment and information has never been more cost effective and readily available, not only from the VM portals, but via Tier 1 aftermarket providers as well.

Our future competition is not the aftermarket, but the OEM – that’s who we need to be investing and pricing to compete with. This makes the training we invest in the most important component to future success.

To find out more about Steve Scott and The SimplyDiag Network, www.rdr.link /A L013

PMM JANUARY 2020 33

SPECIAL REPORT

Cracking down on CAT theft The movement towards reduced emissions has no doubt had a positive effect on global air quality. According to the Manufacturers of Emission Controls Association (MECA), catalytic converters, for example, have reduced emissions by 10 billion tonnes in the US alone since their introduction in the mid-1970s. However, the mainstream use of catalytic converters has also birthed a new breed of crime: catalytic converter theft.

T

he catalytic converter reduces harmful emissions by converting toxic gases into less harmful ones within internal combustion engines. The modern converter sees the particular reduction of NOx emissions, which cause smog and poor air quality.

London Metropolitan Police has witnessed a rapid increase in catalytic converter theft: the first six months of 2019 saw a staggering 73% increase in the crime compared to the whole of 2018, and this number is expected to continue to rise as we enter 2020. But what makes these components so alluring to thieves?

All that glitters is gold The internal chemistry of the component uses precious metals such as palladium, rhodium, and platinum as the primary catalysts, and the value of these has grown significantly within the past 18 months.

34 JANUARY 2020 PMM

Ironically, one of the reasons for the sudden value increase of these metals is due to the demand from vehicle manufacturers, who are looking to produce catalytic converters themselves. According to metals merchant FJ Church and Sons, rhodium is currently worth £4,190 per ounce, and the value of platinum stands at approximately £700 per ounce. A converter can contain up to 7g of platinum, meaning that thieves can potentially make a profit of up to £175 from the platinum alone, depending on purity and extraction yield.

Thieves also tend to target hybrid vehicles rather than those with combustion engines.

This is due to the fact that hybrid vehicles process fewer emissions than traditional engines and have less to convert due to their partially electric power source, meaning that the catalysts in the converter are purer and therefore more valuable. Since the catalytic converter is installed externally and close to the engine, it is also easy for thieves to locate

and remove, using high power tools to remove the component in just minutes.

The prevalence of the crime has been well documented, and it’s worth considering that the risk and potential additional costs might deter prospective buyers of hybrid vehicles.

With EVs and HVs making up just 3.8% of the total UK car parc, the electric revolution has a long way to go. With the average cost of EVs and HVs still being more expensive to initially buy than the traditional combustion engine vehicle, there is a greater need for an incentive to make the switch to electric.

While some measures have been taken by VMs, there’s still plenty of work to be done to fully combat the converter theft issue.

There appears to be a lack of governmental response, and scrap dealers are urging for legislation that makes it illegal to pay cash for scrap parts, which would decrease the number of thefts by creating a paper trail that would inevitably lead back to the thieves.

©fongleon356/AdobeStock

SAGE ADVICE Despite this crime being on the rise, there are a number of strategies to avoid becoming a victim of catalytic converter theft.

These methods are endorsed by the London Metropolitan Police, and may be invaluable to your customers.

Property marking Etching a catalytic converter with a serial number will help police track a stolen converter to a specific injured party.

Obvious property marking may also deter thieves, as it makes it more difficult to sell to reputable scrap metal dealers, and easier to track back to them.

Welded bolts If the catalytic converter is a ‘bolt on’ type, it’s possible to have the bolts welded shut. This may only deter low grade thieves who are working with weaker tools, but may still act as a decent deterrent.

Catalytic converter protective sleeves Companies such as CatClamp offer catalytic converter locks. These can be expensive, with the newest model costing up to £350, but pale in comparison to the £1,000 fine that faces vehicle owners without converters. VMs are also beginning to offer these devices; Toyota, for example, offers the Catloc, which is priced between £200 and £250, including fitting.

Defensive parking Parking up against walls blocks access to the underneath of the vehicle, and can be a good deterrent for a thief looking for

a quick and easy job. This lack of access would at least slow them down, making them a less attractive target. This may be aided by the fact that VMs are beginning to take measures to deter theft with the positioning of the component. Honda, for example, has fitted Accord and Jazz models from 2008 onwards with a tray under the car, to make it harder for thieves to access the converter.

CCTV/alarms Investing in driveway alarms is also recommended, as they monitor in real time and can alert the police as well as the vehicle owner.

SPECIAL REPORT

Swedish industrial company, Atlas Copco, recently celebrated 100 years in the UK. To mark this impressive milestone, the company hosted a special event in the capital that was geared at looking ahead to the exciting technology trends heading our way.

PMM received the invite.

100 YEARS in the UK

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tlas Copco has marked its century of operations in the UK with a look forward at how industrial technology might evolve over the next 100 years. With the company’s equipment deeply rooted in the world of vehicle manufacturing, these predictions may very well have an effect on the wider automotive industry.

The celebrations were held in London’s The Shard. With the stunning city panorama as a backdrop, guests were welcomed with the history of how Atlas Copco was first established in the UK via a single sales office selling diesel engines at the end of World War I. Since then, the company has grown to become a large organisation, employing more than 2,500 people at six production centres and multiple sales offices across the country.

During that time, there have been many notable milestones. These have included the launch of the world’s first oil-free, rotary screw stationary compressor in 1967; the first compressor with integrated variable speed drive in 1994; and the launch of the VSD+ compressor in 2013. The company has also expanded through high-profile acquisitions, including the purchase of Chicago Pneumatic in 1987.

Now, Atlas Copco is looking forward to the next 100 years of operations in the UK at a time where megatrends such as digitalisation, electrification and artificial intelligence are set to transform the face of modern industry.

“We are proud of our long history in the UK, and the future looks very bright,” said Alex Bongaerts, UK Holdings Manager at Atlas Copco. “In our opinion, there has never been a better time to be operating in the industrial sector. Digitally enabled technologies are transforming the way we design, build and operate equipment such as compressors. Indeed, Atlas Copco hopes the next 100 years will be as successful as our first century of operations in the UK.”

“The company has grown to become a large organisation, employing more than 2,500 people at six production centres and multiple sales offices across the country.”

Guests at the 100 years of operations event heard how Atlas Copco had embarked on a significant process of electrification, with battery and hybrid products expected to reduce its carbon emissions by 50% by 2030.

“One of the major areas of emphasis going forward will be the continued drive towards sustainability, particularly in terms of the electrification of equipment such as mobile compressors and generators, lighting towers, and pumps,” said Bongaerts. “Traditionally, much of this type of equipment has been driven

by diesel engines, but in urban environments or events such as music festivals, there is a desire for cleaner and quieter performance.

This is resulting in the development of a wide range of battery-powered and hybrid products, which deliver reductions in carbon emissions. The future will require all of our products to be designed with a great deal of environmental consideration in mind.”

Atlas Copco described how technologies such as the Internet of Things – driven by the application of sensors, software and connectivity – would give industrial organisations much better visibility of their assets, delivering significant advances in areas such as remote monitoring and predictive maintenance.

The use of artificial intelligence, meanwhile, would allow equipment such as compressors to track and make process improvements autonomously as independent cyber-physical systems. This could ultimately lead to a situation where compressed air systems operate independently in their own right, making autonomous adjustments to pressure and flow to facilitate process improvements. The company also described how connected technologies such as virtual and augmented reality would transform the way that maintenance workers repaired industrial equipment, both in factories and out in the field.

For more information online, www.rdr.link /A L014

PMM JANUARY 2020 37

PIT STOP

In need of a refuel?

Did you know?

Garage gags A guy walks into a garage and says, "I'd like a fuel cap for my KIA." The mechanic thinks for a few seconds then says, "OK, that seems like a fair trade."

Fancy a crack at a joke? Send us your (clean) attempts to pmm@hamerville.co.uk

Name the musical

í˘ą Which American President issued the Emancipation Proclamation on New Year’s Day 1863? a. b. c.

Theodore Roosevelt Abraham Lincoln Thomas Jefferson

í˘˛ The month of January is named after which Roman god of thresholds and doorways? a. b. c.

Janus Jana Janua

í˘ł According to the Chinese calendar, what animal year are we entering? a. b. c.

The year of the Ox The year of the Rat The year of the Pig

Quiz answers: 1: B, 2: A, 3: B. Answer to name the musical: West Side Story

Our current system of time only came into place in 1582 with the Gregorian calendar, named after Pope Gregory XIII. It replaced the Julian calendar, in which the length of a year was 465 days and six hours, and had, over time, fallen out of sync with the seasons and equinoxes. To accommodate the introduction of the Gregorian calendar, ten days were erased from time – October 5 October 14 1582 has technically never existed!

DIAGNOSTICS

& ENGINE MANAGEMENT

Don’t let Pass-Thru pass you by

S

ince 2009, when EU regulation J2534 stated that all independent workshops must be provided with access to vehicle manufacturer (VM) data, independent garages have been able to access official software that aids the repair and maintenance of increasingly complex vehicles.

However, despite there being a sizeable opportunity for independent garages to rival main dealer service offerings via this legislation, the number of garages optimising its efficiency and financial gains is relatively low. The latest Pass-Thru capabilities are now readily available, but those independent garages and technicians who are using them are in the minority.

The consensus is that this is largely down to a lack of understanding – many are simply unaware that this is fast-becoming an essential piece of workshop equipment needed to service today’s technologically advanced vehicles.

Vehicle diagnostics expert, Delphi Technologies, believes that Pass-Thru technology gives independents the ability to not only enhance revenue and efficiently repair vehicles, but meet customer expectations, too.

40 JANUARY 2020 PMM

Pass-Thru diagnostic tools allow independent garages to access dealerlevel programming, but there’s still a lack of awareness on the benefits that they can bring.

“Our DS-Flash™ Pass-Thru technology ensures VM dealer networks are no longer able to keep lucrative servicing and repair work for themselves,” explained Paul Sinderberry, UK Technical Sales Manager, Delphi Technologies. “But importantly, it also allows those garages to handle the repairs themselves without having to call on a main dealer for assistance. This is what customers expect. When they see that their oftenpreferred local garage can’t complete the work without the support of a dealer, usually resulting in a longer, more costly repair, it can impact their future loyalty.”

He continued, “It’s a scenario that is likely to become even more commonplace as manufacturers equip their vehicles with

increasingly advanced software and electronics. The days of simply fixing an issue with a ‘plug and play’ replacement ECU are very much a thing of the past. In fact, there are already some vehicles where our Pass-Thru device is the only alternative to the dealer tool.

“For garages with Pass-Thru capability there’s also the potential for them to optimise revenue through other garages approaching them as a more cost-effective alternative to a main dealer.”

However, while Pass-Thru technology aims to tackle complex software issues, it can be surprisingly easy to master. With Delphi Technologies’ J2534 solution, it’s possible to have access to VM data from scratch in as little as three hours, excluding passing through any security checks that are imposed by manufacturers. For simplicity and ease-ofuse, all data can be accessed by one laptop that is widely compatible with manufacturers’ systems, negating the need for multiple laptops for different brands.

What sets Delphi Technologies’ solution apart is that it comes with essential training.

“It’s something that is vital for any garage looking to get the most from Pass-Thru technology. That’s why we provide on-site

“The days of simply fixing an issue with a ‘plug and play’ replacement ECU are very much a thing of the past.” setup plus training, including assisting customers with permission to access the data via VM web portals,” added Paul.

“Once operational, independent garage technicians can download and update software, as well as update digital service history records, to the same level as the vehicle manufacturer. This makes their job significantly easier and provides a main dealer service at an independent’s price.”

Garages pay a fee to vehicle manufacturers to access their data, with each employing their own payment schemes. Some offer a one-off payment or a ‘Pay as You Go’ option, where independents only pay vehicle manufacturers for the time they’re physically accessing vital information using the tool. This enables garages that are not single-brand specialists to provide dealer-level servicing and diagnostics across a far broader range of manufacturers than would have previously been possible.

Delphi Technologies’ DS-Flash™ Pass-Thru diagnostic tool kit is fully compliant with the vehicle manufacturer’s programming requirements, and is equipped with a DS-Flash™ VCI, cables, preinstalled toolbox software, and a robust laptop PC designed for the workshop environment. The PC is pre-configured for VAG Group, BMW, MINI, Vauxhall, Chevrolet (Europe), Toyota, Lexus and Jaguar Land Rover. It is also available with or without a battery support unit.

For more information on Delphi’s DS-Flash Pass-Thru diagnostic tool kit,

www.rdr.link /A L015

DIAGNOSTICS

& ENGINE MANAGEMENT

THE ADAS EFFECT These days, workshops have to take a different approach towards looking over vehicles, even in the most routine of services. With the increased fitting of Advanced Driver Assistance Systems (ADAS), to only look at ‘the usual suspects’ of oil, brakes, and steering is no longer enough.

B

asic service once-overs miss some major implications for road safety, so whose responsibility is it to check the ADAS health of a car? A minor bump, a windscreen change, or even a bumper removal can affect other repairs and impact road safety. The safety-critical ADAS sensors are embedded in the very fabric of a car, and must be accurately calibrated to allow the systems to function correctly.

ADAS is very high-tech, and to ignore it could be leaving a workshop open to potential compensation claims should the worst happen following an inadequate service.

A quick once over with a damp sponge?

Many indicated faults stem from dirty sensors, and these can be cleared with a simple clean-up. Is the blind spot warning not working? What about the light on the dashboard? Check the obvious first of all: the sensor module. The blind spot warning is a low-power radar, and the module is often covered with dirt or loose bodywork, or may even have just been dislodged. These are new service item checks that may not even be in the usual service schedule, but they are important to cover.

42 JANUARY 2020 PMM

A matter of angles To check the more advanced ADAS, the first step is a full wheel alignment check, but be sure to look beyond the obvious. Even with the basic correct ‘tracking’, there are many angles that can affect safety. A modern fourwheel aligner is the only tool that can cope with the checks needed in an industry with

technology that is constantly evolving. Even with the wheels straight and the steering wheel level, pay attention to cross camber, cross caster, and steering axis inclination.

Any discrepancies could indicate component damage, which needs investigation before ADAS sensor calibration.

ABS and stability control rely on measuring the steering angle, often with a sensor on the steering column itself. The steering angle is a core piece of information that almost every current and proposed ADAS fitment uses. If the ADAS computer receives incorrect or nonsensical data due to steering misalignment, it can de-activate almost every safety system on the car.

ADAS is a great opportunity to all businesses, but requires investment. Any workshop not aware of the implications for even routine servicing will soon be at a commercial disadvantage, or worse. How can a workshop offer a clean bill of health when the crucial safety equipment has not been checked?

Absolute Alignment offers cost-effective integrated alignment systems that future-proof workshops against new ADAS technology.

For more information on Absolute Alignment’s range of alignment systems, www.rdr.link /A L016

DIAGNOSTICS

& ENGINE MANAGEMENT

Dialling into diagrams PMM hears from Steve Scott, Founder of The SimplyDiag Network Ltd, on how to make the most of the data available to you when approaching a diagnostics dilemma.

I

t’s all too common these days to see requests for wiring diagrams on forums and chat groups from technicians that don’t subscribe to a Tier 1 information source. Systems, such as the Hella Gutmann Solutions’ (HGS) data system, are extremely affordable and can streamline the entire diagnostic process. There is now a responsibility for all workshops to supply their technicians with regularly updated and accurate information in order to diagnose faults accurately and supply customers with the best possible service.

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2007 Ford Ka 1.3i petrol vehicle – lambda sensor fault Fig 1 is a screenshot from HGS data. At first glance it may seem complicated, but once technicians understand the basic layout, it very soon starts to make sense. The diagram gives an overview of the engine management system and although it’s basic because of the year of the vehicle, it gives a lot of valuable information regarding the electrical circuit and test points without intrusive testing.

Here’s a list of those test points: A. Output from the engine management relay to O2 sensor heater circuit B. Fuse protecting O2 sensor heater circuits C. Power supply into O2 sensor heater circuit D. Engine control unit (ECU) controlled Ground (GND) to activate the heater circuit – constant or PWM (Pulse Width Modulation) controlled E. Fuse protecting Terminal 30 constant supply from battery to engine management relay Signal: as the name suggests, the evaluation side of the sensor sends its signal to the ECU GND: The ground completing the circuit for the evaluation/measuring side of the sensor Fig 2 clearly shows that there are two separate but integrated sides to the component; a heater side, which rapidly brings the sensor up to operating temperature

44 JANUARY 2020 PMM

í˘˛

and maintains it; and the sensing/evaluation or measurement part, which reads the oxygen content in the exhaust gases, converts that into a voltage and then returns it to the ECU. If technicians dissect the diagram and focus purely on the sensor itself, they have an opportunity to carry out four quick voltage measurements and one current measurement (if required) to satisfy themselves of the circuit integrity, thus avoiding costly component replacement for a simple blown fuse or poor

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connection. It also means that they do not run the risk of stripping the sensor threads when removing it unless absolutely necessary.

The critical test points are C, D, Signal and GND, and are all readily accessible on this vehicle without the need for significant dismantling to gain access to the connector.

Fig 3 gives a clue as to what technicians may find on the wires, as both the heater and Signal GNDs run through the ECU, and not to the main GND (T31).

They should find a Pulse Width Modulation (PWM) or Duty Cycle control on D and a GND, with possibly elevated voltage on the signal GND circuit to help shield noise.

Technicians should find the following when testing at the O2 sensor connector with it still secure (either back probing or piercing the wire with a good quality probe): â– C should be a constant supply with the

ignition on or engine running

â– D should be a PWM (square wave) GND

when the sensor heater is activated and when battery voltage is switched off or deactivated. This one measurement on this particular vehicle alone shows that the heating element inside the sensor is electrically intact. â– Key on with a cold engine, technicians would want to see between 450-650mV on the signal wire. Anything higher or lower would indicate further checks are required. â– The signal GND would normally be around 10mV on this vehicle. Again, there are variables, such as in certain circumstances when the GND voltage is raised to allow the ECU to differentiate between sensor output and electrical noise, although not in this case.

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â– Depending on what is found, zoom out,

â–

â–

These simple tasks: finding a diagram, a volt meter, a test light and carrying out the tests, are the first logical steps in gathering evidence for further testing. Here are the next phases:

â– â–

look at the bigger picture and test at points B, A and E for heater supply Pin 33 at ECU to check ECU control of the heater circuit and wiring integrity – a volt drop measurement is ideal An inductive current clamp can be used to see the actual current flow in the heater circuit (typically between one and two Amps) Volt drop test from Pin 44 to sensor for signal wire integrity Volt drop test from Pin 46 to sensor for

sensor GND integrity, with the circuit turned on and loaded For comparison, Fig 4 is a 2012 Vauxhall Corsa diagram, in colour with components highlighted. On the Hella Mega Macs 77, it’s fully interactive, so technicians can see actual, live values from the sensors and controllers on the diagram.

For more information online, www.rdr.link /A L017

TOOLS

& EQUIPMENT

BEST PRACTICE Brake tester winter tips Gemco, the sales and service equipment specialist, provides five tips for brake testing during the winter season.

W

hen it comes to brake testing, different site conditions can produce different results. With winter now upon us and the weather being as unpredictable as it is, there are a variety of factors that should be taken into account – both when preparing vehicles for test, and during the test itself.

햳

햲

The vehicle that is being tested needs to be positioned correctly in the rollers. Failure to ensure that the vehicle is positioned correctly could produce a false imbalance reading – and if both wheels on the test axle do not lock, this would result in a failed test.

Wheels making contact with standing water or an icy surface prior to entry onto the brake rollers can cause the maximum brake force value to be lower than it should be. In particular, if only one side of the vehicle makes contact with water or ice, the same

After a vehicle has undergone brake maintenance works, such as fitting of new linings, it is recommended that the vehicle is driven on the road to ‘bed in’ the foundation

Top tips to consider

46 JANUARY 2020 PMM

will apply, and a potential failure on imbalance may also arise. It’s not only water that can cause this; leaves and mud from the change of season that stick to the tyres would produce an even more inconsistent reading.

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“Any equipment with air supply may suffer from frost in very cold conditions.” brake system. This ensures that maximum efficiency during the test can be achieved.

햵 Applied handbrake test: on applying the hand brake, you must ensure that all of the air is exhausted out of the system to engage the spring break chamber prior to the commencement of this test. To avoid failure, this is particularly important, as some brake systems can exhaust slower than others, which results in the wheel turning where it would otherwise have locked.

햶 Ensure the gritted rollers of the brake tester are cleaned regularly, especially if you own a mobile brake tester, as these are mostly used

outdoors. In the winter months, mud, leaves from the roads and even ice will build up. A wire brush is the recommended tool for the job. An increase in the roller’s diameter due to surface material can result in a premature lockout. Additionally, the middle slip roller of the brake tester should also be cleaned regularly using a scraper.

Other equipment Your workshop may contain equipment such as vehicle lifts, steel pits, or a gas and air supply. Any equipment with air supply may suffer from frost in very cold conditions.

Moisture will always be within the air pipes, and this can freeze. Be sure to warm up the workshop or run heaters nearby, especially in the morning.

For more information on Gemco’s range of equipment,

www.rdr.link/AL018

TOOLS

& EQUIPMENT

A little

TLC The start of a New Year is a great time to look around your workshop and check that your equipment is up to scratch. Should it be looking a little worst for wear, Rotronics offers a way of bringing your old equipment back to life.

O

ld equipment might have been well loved and useful once, but worn cables and dirty clamps may leave it less than operational. Rotronics pledges to help revive some of the equipment that you may have lying dormant. The company is the UK partner for CTEK and Midtronics battery management technology and is an industry leader in battery maintenance and service solutions. Rotronics has an expert team of service and repair specialists that offers a

comprehensive repair service, which supports all Midtronics and professional CTEK charging platforms, the PRO Series, 25A and above.

Ken Clark, Managing Director of Rotronics, commented, “What never ceases to surprise us when we visit workshops is quite how much unused, but still essential, equipment there is lying around gathering dust.

“Often, the technicians don’t know where or how to get it repaired. The questions we always ask are: Is it broken? Does it add value? Do you know how to use it?

“If your tester or charger is showing any sign of fault or malfunction, don’t throw it away! We can help to provide a full repair with warranty, if the product is still in the warranty period.”

The Rotronics team want to ensure that your workshop starts 2020 in the best possible condition to service customers. Have a good look at your workshop equipment, are you able to look after and manage AGM, EFB and Lithium batteries? Is your testing and charging equipment serviceable?

Top tips Giving equipment a health check is paramount to ensuring that it provides the correct readings. Check for any cable wear

48 JANUARY 2020 PMM

and tear; are the clamps in good working order and are they clean? When was it last calibrated? Rotronics can break down the components and provide a quote for repair, with full warranty. There is a 24-hour turnaround option, so you will not be without your tester or charger for long periods of time.

Many manufacturers insist that testers should be calibrated each year to conform with audit procedures. To help you adhere to this, Rotronics offers a full calibration service for all testers, and strongly advises that you have your testers calibrated and verified every year. This establishes the accuracy and performance of your tester, and ensures that you are maximising sales opportunities, warranty claims, and audit conformance.

Another key area to consider is software; it is vital to ensure that you have the latest software on your testers to be able to support modern batteries, stop-start applications, and EFBs. A quick phone call to the Rotronics

“Giving equipment a health check is paramount to ensuring that it provides the correct readings.” team will tell you if there is an update for your tester, and will ensure you are up to date with the latest battery technology to support all types of vehicles entering your workshop.

If left unsolved, these problems can cause misdiagnosis, lost revenue streams, and dissatisfied customers. 40% of vehicles entering the workshop will have a battery that requires charging, and it is vital for technicians to be prepared for the queries this might bring; do you have the equipment, software and skills to cater to every type of battery? What plans do you have in place to look at this as an opportunity to increase customer service, through proactive charging?

Winter often has the biggest impact on

battery performance, and this is the time to make sure that you have a full arsenal of chargers to tackle the toughest of cases.

Ken Clark explained, “One charger per bay is good practice – we always see the best battery performance improvements in workshops that have one charger in each bay.

“We also need to be mindful about the winter climate – the batteries are having the toughest time of the year, with greater demands on electrical loads. If you have now increased your battery stock for the winter season, it is vital to have a stock charging process in place to make sure that they remain in optimal condition.

“Good practice would be to stock up on batteries, be aware that these batteries will discharge over time, and ensure that you check the voltage of the batteries on a monthly basis.”

To find out more about Rotronics’ repair services,

www.rdr.link /A L019

TOOLS

& EQUIPMENT

And the WINNER is…

T

he GYSFLASH 121.12 is the latest battery support unit from GYS capable of supporting the most demanding of vehicles during diagnostic and ADAS work. It is also a highly sophisticated battery charger, able to charge lithium as well as lead acid batteries.

The support unit also features connected technology via USB or DB9 sockets, enabling the connection of a printer, keyboard, and bar code scanner. Charging data can be downloaded via the USB port, which can also be used to upload future software updates.

Greg Ball, GYS Sales Director, randomly chose the lucky winner: Ashley Sivers, Owner of Sivtech Garage. Greg visited Ashley to hand over the GYSFLASH 121.12 in person, while discovering more about Sivtech Garage, and how the unit would benefit the business.

50 JANUARY 2020 PMM

The September edition of PMM featured the opportunity for one lucky reader to win the latest GYS Battery Support Unit: the 120A GYSFLASH 121.12. GYS Sales Director Greg Ball visited the winner to present the prize.

About the business Ashley started out on his own in March 2017 as a mobile mechanic operating out of a van.

He had always worked in the Storrington area but decided that working from a van wasn’t the best long term plan, and began looking for the current premises in December 2018.

After significant investment to get the site up and running, Ashley upgraded the reception area and installed the key equipment required for the day-to-day running of the garage.

With long days, hard work, and the support of Ashley’s wife Charlotte, the business gained momentum. There are now two additional mechanics, enabling the team to service between six to ten vehicles per day, and cover the ‘daily driver’ to high-end Range Rovers and Teslas. Ashley was keen to point out that Tesla owners often come to see if the garage is correctly equipped before bringing their car to him.

As a regular PMM reader, Ashley explained that the features and articles that he had read identified the need for a battery support unit. Despite never normally entering

competitions, he thought he would give it a go, given his need for such a unit.

Fully understanding the dangers of carrying out re-flashing work without the correct battery support, Ashley was simply not prepared to take the risk and often used other third party garages to undertake such tasks in the past. This added additional time and expense, but the new GYSFLASH 121 will allow Sivtech Garage to carry out this work in-house.

Ashley went on to explain, “I am looking to build a company that is fit for the future, so I will only buy the best. Although I enjoy buying equipment, it has to be the right product.

“Winning the GYSFLASH 121 battery support unit was a real surprise. It will benefit my company hugely in the years to come; particularly because it can be used for lithium as well as AGM/EFB gel and wet lead acid batteries. The fact that you can download updates really makes this unit future proof.”

For more information about the GYS battery support unit,

www.rdr.link /A L020

TOOLS

& EQUIPMENT

Raising STANDARDS To find out more about the process of designing vehicle lifts, PMM speaks to Boston Equipment about its new, smaller MOT lift that has been created in response to specific customer demands.

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n an industry where equipment is increasingly fabricated in low cost regions, Boston has successfully grown its business and built its reputation on supplying quality, user-friendly products manufactured in the UK and Europe. Located on the outskirts of London, the company not only sells, but installs and services garage equipment, it also designs and manufactures many products in its MOT range.

Boston has a rigorous approach to product development that starts with identifying customer needs. Feedback from customers highlighted the demand for a small but solid, reliable MOT lift that would meet DVSA regulations for garages with limited space.

Combined with reduced dimensions, the lift would also need to be compatible with a shallow 130mm recess to suit existing groundwork for ‘grandfather rights’ MOT stations replacing old lifts.

Having clearly identified the requirement, the design team at Boston analysed existing products in the market and looked at how these could be improved upon. This included extensive research into the weights and dimensions of Class 4 vehicles that would be tested on the lift, and critically, their wheelbase, track width, and wing mirror width.

52 JANUARY 2020 PMM

Boston Director Brad Calcutt explained, “Research and analysis is an integral part of product design. If skipped or rushed it’s likely to result in an unsatisfactory product.

By taking the necessary time here, we were able to maximise the design of the lift and position the built-in play detectors and turning plates in a manner that enables testing of longer wheelbase vehicles not possible on other lifts of comparable size. Furthermore, despite a narrower lift design, we were still able to integrate 630mm wide platforms to accommodate the track width of larger vehicles, such as the Ford Transit. This represents a significant increase of 70mm per platform compared to other lifts of the same

size and makes testing and repairing these types of vehicles much safer.

“Product safety, reliability and ease of servicing are all factors that impact the final design. Safety is a primary concern for any product, but when it comes to lifting equipment it is critical. We incorporate substantial safety measures in our lifts. One of these is to construct the lift using a higher grade of steel than specified in the design process. This means that should there be any inconsistency in the raw materials, the integrity of the lift would not be compromised.

“Hydraulics is also a fundamental part of a four-post lift, and it’s easy to compromise reliability if the area is not carefully

considered and designed. Lifting cycles may be short, but overloading electric motors affects the lifespan of hydraulic powerpacks.

To maximise performance and reliability in a cost-effective manner, medium pressure is required at the highest possible flow rate, without stressing the motor.

“Ultimately, a lift also needs to be easy to service and repair. Boston lifts are made to last and we have built our reputation on reliable equipment. Nonetheless, our products are designed to be easily serviced and repaired. As a company that carries out such work ourselves, we understand how important it is to leave enough space between components so they can be easily accessed and removed. This is a benefit not only for engineers working on the product, but also for the customer who doesn’t end up with an enormous labour bill. We also design using common components across the range. This too benefits the customer as it means these items are always in stock and our road

engineers will have them onboard even if called to a garage at the last minute.

“At all stages of development, the product is constantly refined until there is a single optimised design. At this point a prototype is produced to specification at the factory. The prototype serves two functions – to thoroughly test the design and safety features, and to assess the manufacturing process. To ensure product quality and safety, the lift is placed under far greater stress than it would be subjected to in an MOT station, with rigorous load and life cycle testing at 1.5 times the maximum load capacity. All aspects of the lift

such as the hydraulics and controls are also fully tested, and the manufacturing process is scrutinised to identify any issues or areas that need attention before production can be started.

“Ultimately, we set very high standards on products that we supply or design. In the long term, well-designed and manufactured equipment causes less stress, less downtime, increases productivity and delivers a better return on investment. With our industry experience, which includes operating our own testing and repair premises, we like to think that we understand the needs of garages and the demands of modern-day testing, and this knowledge is always at the forefront of our design process.”

Boston’s new B443 Class 4 MOT lift is available from January 2020. It has an overall width of just 2.79m and comes with a choice of two platform lengths: 4.4m and 5.3m. To find out more about this lift, www.rdr.link /A L021

WINTER SERVICE

& LIGHTING

What to do with your dead batteries?

As extended periods of freezing temperatures become more common, the number of vehicle batteries that fail significantly increases, producing larger volumes of ‘scrap’. There is strict legislation on how garages should handle and dispose of ‘end-of-life’ batteries, and the penalties for not adhering to the legislation are significant.

Why do batteries fail in winter?

Extreme cold can increase your battery’s rate of discharge, making winter a triple-threat to a battery. This becomes especially intensified after a relatively hot summer. Exposure to summer’s heat accelerates the chemical reaction in the battery, which determines its overall chemical life and also evaporates the water in the electrolyte, increasing sulphation.

Then winter arrives, and freezing, ‘sub-zero’ temperatures slow down the chemical reactions occurring inside a lead acid battery, further reducing your battery’s ability to perform. At the same time, a cold engine and sluggish oil demand more power, while high drain features like interior heating, heated seats and defrosting place extra stress on a battery.

Signs of a failing battery A battery won’t always warn you before it fails, but here are common signs to watch out for: ■ The start-stop system ceases to work (to

save battery drain) ■ Engine cranks more slowly ■ White or light blue corrosion on the case

or at the positive post

54 JANUARY 2020 PMM

■ ■ ■ ■ ■ ■

Battery is more than three years old Headlights dim yellow instead of white Electronic accessories fail Car horn sounds unusual Battery case swollen or cracked Smell of sulphur or rotten eggs

However, the only way to confirm properly whether a battery is failing is to perform a relatively simple battery test on every vehicle that enters the workshop.

Test every battery that enters the workshop It is recommended that all vehicles have their battery tested when entering the workshop.

On average, most vehicles today enter the workshop just once per year, therefore it becomes even more important to perform a battery test on the vehicle, even when the vehicle is not presenting with a battery related issue.

With more than 40% of national breakdowns occurring as a direct result of battery failure, many breakdowns could be prevented by performing a battery test, which would save drivers both time and a great deal of hassle! It is too late when the vehicle won’t start. Testing will identify any battery that is in a poor condition and should result in a new battery being fitted. Further to this, the workshop will ensure it gets the sale for the replacement of weak, failing batteries. Furthermore, a scrap battery at the end of its life is a valuable commodity that generates additional profit.

However, there is strict legislation in place to ensure that end-of-life batteries are stored, transported and recycled in a responsible and environmentally friendly way.

General guidance on battery waste legislation The regulations affecting the storage, transport and disposal of waste batteries are enforced by the Environment Agency (EA) in England and Wales, the Scottish Environmental Protection Agency in Scotland (SEPA), and the Northern Ireland Environment Agency (NIEA).

As a producer of waste batteries, garages have a duty of care to ensure that such waste is correctly stored on their premises and that it is being transported compliantly to its final destination for disposal or recycling.

Workshops must be able to prove that they have checked the credentials of their waste collection and disposal company, in order to be in full compliance with all current legislation.

The penalties for failing to comply with the relevant environmental legislation are severe: unlimited fines and/or imprisonment for up to two years.

BBL Batteries’ recycling programme Battery distributor BBL Batteries is positioned to advise on and answer any questions you may have regarding the compliant storage and disposal of waste batteries. The company takes its commitment to the environment very seriously. If batteries are not processed responsibly and end up in

landfill, the chemicals contained within them will cause pollution and contamination to the surrounding area as heavy metals such as lead or mercury and corrosive acids begin to leak into the soil.

As a producer of automotive batteries under the Waste Batteries and Accumulators Regulations 2009, Regulation 36, BBL Batteries is obliged to collect scrap batteries free of charge and within a reasonable time for treatment and recycling from final holders, such as garages, scrapyards, end-oflife vehicle authorised treatment facilities and civic amenity sites. The company is required to do this in any calendar year that new automotive batteries are placed on the market.

BBL Batteries can provide (if a certain volume is met) one or more recycling bins.

When these are nearly full, BBL will then arrange to come and collect them. The bins will then be sealed and BBL will process them. For smaller amounts of battery waste, contact any BBL branch where used portable batteries can be collected, free of charge, and recycled in line with the 2009 directive.

Which batteries can be recycled?

Lead acid batteries are the most common type of battery technology, and are in fact very recyclable and environmentally efficient if dealt with through the proper channels. The

majority of lead acid batteries can be broken down into materials that can be processed and then sent as raw materials directly to battery manufacturers to make new batteries. The lead (from the plates) and the polypropylene (from the cases) can be efficiently processed to a very high percentage (95%+) and used in the manufacture of new batteries. Even the sulphuric acid can be processed and made into everyday items such as gypsum, an ingredient used in the manufacture of plasterboard.

However, it is worth noting that there are an increasing amount of alternative battery chemistries reaching end of life, some of which can be unstable if not handled and stored correctly. To make matters more complicated, some of these alternative technologies appear in cases that very closely resemble lead acid batteries. This may cause serious problems from a safety perspective and so, if you encounter a battery you suspect is an alternative chemistry, such as lithium, then the advice is to determine exactly what the chemistry is and to take the necessary precautions to ensure safe storage and handling, and further down the line, safe recycling.

For further information on any of the topics covered above, www.rdr.link /A L022

PMM JANUARY 2020 55

WINTER SERVICE

& LIGHTING

WIPER wisdom TRICO has always encouraged technicians to offer their customers a free wiper blade check, whether their vehicle is in for a routine service, or a clutch replacement. While winter may be the obvious time of year to offer it, TRICO Senior Brand and Product Manager Sam Robinson insists that blades are not seasonal products, and that the offer should be ongoing.

A

n MOT evaluates the condition of the windscreen, as well as the wiper blades and washers that help to clean and wipe it. A vehicle will fail its MOT if its wiper blades are missing, insecure, or in poor condition; torn rubber, for example, is a common fault and reason to fail. For that reason, TRICO Senior Brand and Product Manager Sam Robinson said, “Predictably, this is the busiest time of year for wipers, as motorists prepare for a potential cold snap.

“However, we urge technicians not to take their eye off the ball and to push wiper blades

throughout the year – they’re a constant revenue stream for workshops.”

Sam believes that wiper blades are often a “forgotten product” among consumers, as they have “no definitive failure point”. Having them on display, either in the workshop waiting room or the reception area, is ideal for reminding customers that they might be due a change.

To build consumer confidence, technicians can offer some important maintenance tips.

Sam advised, “Throughout the year, whenever a motorist is washing their car, they should also wipe their wiper blades with a clean, damp cloth. They should also pay close

attention to the windscreen, cleaning areas at both the top and bottom of the wiper sweep, where heavy amounts of dirt can build up.”

Specific to winter, though, there is always one golden rule: “Don’t start or operate wiper blades on a snowy or frozen screen!

“Starting wiper blades on a frozen screen can completely tear the rubber from the blade, and trying to clear built-up snow or ice can put undue pressure on the motor, which can cause catastrophic effects on the complete wiper linkage and motor,” Sam added.

As an OE manufacturer and supplier, TRICO offers a number of solutions to make wiper blade replacement simple and easy for workshops. Exact Fit wiper blades, for example, can be replaced in as little as three seconds, whilst other ranges, such as TRICO Flex, offer consumers an upgrade to the latest beam blade technology.

For more information on TRICO’s range of wiper blades,

56 JANUARY 2020 PMM

www.rdr.link /A L023

WINTER SERVICE

& LIGHTING

PRODUCT FOCUS A duo of lighting products from Sealey Ahead of the holiday season, tool manufacturer Sealey released a number of new products into its range that would light the way into the New Year. PMM takes a look.

Rechargeable floodlight/inspection lamp docking station kit Sealey’s new rechargeable slim folding inspection lamp features 12 SMD LEDs that produce up to 500 lumens, and is operated by a rolling dimmer switch. The lamp has a variety of features that make it ideal for automotive applications; it can be used in confined spaces due to its 6mm minimum thickness; the arm can be rotated 180° and folded back; and the 1W SMD LED in the end can be used as a directional torch for targeting specific areas of a vehicle. You can also fold the lamp into a small and compact shape, so that it can be kept in your pocket. Last of all, it is suitable for hands-free operation due to three in-built magnets and a hanging hook.

The lamp is powered by a 3.7V 2.6Ah rechargeable Li-ion battery that lasts up to eight hours and comes included with a USB charging lead.

This product can be

58 JANUARY 2020 PMM

purchased individually as LED1801, or in the package of LED1801K. LED1801K, Sealey’s rechargeable floodlight/inspection lamp docking station is supplied as a kit that includes the following: ■ 2 x LED1801s ■ 5V-2A mains adaptor ■ 1m USB charging cable

When the inspection lights are docked, they can be charged using the two charging points with individual LED charging level indicators, or can be used as a floodlight.

Rechargeable head torch The head torch that was also released as part of the Sealey Christmas promotion has a hands-free 5W COB LED spotlight, with 40° angle adjustment. The dimmer switch allows the brightness to be adjusted from 20% to 100%, so can be tailored to a number of different jobs and situations. The main light has one switch with four functions: on, flash, auto sensor, and off.

Technicians are able to hold down the switch to enable auto sensor function, which will allow you to turn the lamp on and off simply by waving your hand in front of the light.

The rear of the head strap includes a red LED warning light, which can either flash or remain at constant illumination. As well as its lighting potential, the head torch has an adjustable headband and foam brow for additional comfort.

Finally, and as with the lamps included for the docking station, the head torch has a battery charging level indicator, and features a slightly different battery in the rechargeable 3.7V 2.2Ah Li-ion battery. The torch is also supplied with a micro USB charging lead.

For more information online, www.rdr.link /A L024

WINTER SERVICE

& LIGHTING

Batteries to beat winter With its wide range of powerful batteries, Bosch aims to guide workshops through the cold winter season.

The number one cause of breakdowns According to current statistics from the Auto Club Europe (ACE), problems with the battery have again proved to be the most common cause of car breakdown. The extensive equipment of modern vehicles with numerous electrical demands has enormously increased the stress on batteries. The consumption of air conditioning, seat heating, rear window heating, stop-start system, driver assistance systems, and servo assistance of steering and brakes is nowadays far above what the alternator can deliver.

In this situation, the car battery bridges the lack of energy. In addition, the battery is – by repeatedly charging and discharging on short distances, for example – extremely stressed. Workshops should therefore check the battery during the workshop visit. If necessary, the battery can then quickly either be charged or replaced.

“When choosing a new battery it is important to consider its performance and service life.”

Winter checks In the cold season, vehicle batteries are additionally burdened. Not only that, but low temperatures reduce their capacity. Winter is also a period of increasing power consumption. In fact, rear window and seat heating, lighting system, and fans often run simultaneously and at the highest level. During the winter check, technicians quickly find out if a weakened battery has to be replaced.

When choosing a new battery it is important to consider its performance and service life. With the S3, S4, S5, S4 E(2) and S5 A(3) the Bosch battery programme for workshops contains a particularly wide range of high quality types. In addition, using the universal battery charger BAT 645, workshops can reliably charge and test all types of lead-acid batteries.

‘Perfect partners to fully enjoy any kind of trip’ Just in time for the winter season, Bosch is supporting workshops with a battery campaign. Under the slogan: ‘Bosch batteries are the perfect partners to fully enjoy any kind of trip’, the qualities of Bosch batteries are becoming the focus for consumers.

To find out more about Bosch’s battery offering,

www.rdr.link /A L025

PMM JANUARY 2020 59

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!

COMPETITION

Zero to HERO Driver safety brand Road Hero is providing one lucky reader with a Road Hero kit, worth over £200!

The feeling of dread that you experience as you realise your vehicle has a puncture is an all too familiar one for many motorists. Thankfully, Road Hero has stepped up with a simple, tailored spare wheel solution to make sure that the next puncture is an inconvenience, rather than a show-stopper.

Punctures are nothing new, of course.

But what is new is that the vast majority of cars sold in the UK since 2012 don’t have a spare wheel fitted. On some cars it’s a costly option, but on many, you’re left with a can of foam and a great deal of hope to get you home. This is fine if you’re dealing with a simple nail in the middle of the tyre, but if it’s sidewall or rim damage that’s caused your deflation, then recovery service is needed.

Thankfully, it doesn’t have to be this way. Each Road Hero kit is precisely tailored for your car, and is specific to the model, year and body style. Inside the black bag is everything you’d ever

ABOUT ROAD HERO

need to swap your punctured wheel and be on your way in just a few minutes.

In 2012, vehicle regulations changed and manufacturers were no longer required to provide a spare wheel.

Since then, breakdown recovery companies have noticed a rise in breakdowns due to punctures and other tyre related problems. Road Hero was manufactured to help ease this issue and to help you get home safely.

The kit doesn’t just contain the spare wheel, jack, and brace that you might expect, though. Also included is a warning triangle, hi-vis vest, head torch, rain poncho, kneeling mat and even heavy duty gloves. So, if you find yourself dressed in your Sunday best during a downpour, you’ve got every chance of staying clean whilst being seen.

Road Hero is a product distributed

by Wheelwright, a company with strong roots in the automotive business. Since 1980, Wheelwright Ltd has been supplying steel and alloy wheels to the motor trade, and now Road Hero, which is available through the network of approved retailers.

The spare wheel itself is of the alloy ‘space saver’ type. Not only light in weight and easy to handle, it’s also compact in size, taking up the minimum amount of boot space. The tyres fitted are good for 50 miles at a top speed of 50mph, enough to get you to your destination.

It really is as blissfully simple as that; grab a Road Hero kit, keep it safe in the boot – and drive on.

How do you enter?

To be in with a chance of winning, all you have to do is GO TO www.rdr.link/AL026 and

answer the following question: How many miles can the Road Hero spare wheel last for at a top speed of 50mph?

A) 50 B) 30 C) 45 Deadline for entries is 10/02/2020. T&Cs apply.

See website for details.

62 JANUARY 2020 PMM

COMPETITION

LIQUI MOLY is providing one lucky reader with two boxes of Super Diesel Additive, containing 40 cans and worth £320.

It is the fate of every combustion engine: as soon as it is running, combustion deposits are created and get stuck on the inside of the engine.

This leads to the engine gradually losing performance, consuming more, and the risk of a breakdown increasing. The Super Diesel Additive by oil and additive specialist LIQUI MOLY is said to be able to put a stop to this and restore the original performance of the engine.

“The injectors are a critical component,” explained David Kaiser, Head of Research and Development at LIQUI MOLY. “In the case of injectors, the diesel fuel is sprayed into the combustion chamber as a fine mist. If encrustations form on the tiny openings of the injectors, then the fuel is no longer as finely atomised. It therefore does not combust as thoroughly.

“The result is that the engine performance level drops, fuel consumption rises, and the exhaust gas values become worse. Because this is a creeping process, the driver often doesn’t even notice it happening.

“Furthermore, injectors are high-precision, sensitive components that have to endure pressures of several thousand bars and carry out hundreds of precisely dosed individual injections per second – combustion deposits clog it up and ensure their failure.”

Are you feeling

LUCKY? ABOUT LIQUI MOLY With around 4,000 items, LIQUI MOLY offers a broad range of automotive chemicals, including motor oils and additives, greases and pastes, sprays and car care, glues, and sealants. Founded in 1957, LIQUI MOLY develops and produces exclusively in Germany.

There, it is the market leader for additives. The company sells its products in more than 120 countries and generated ¤544 million in sales in 2018.

protects the entire fuel system from corrosion and wear-and-tear. Thanks to its versatility, the Super Diesel Additive also offers protection for the engine, if the fuel quality should ever decline.

“Regular use of Super Diesel Additive offers the best cleaning performance,” said David Kaiser, Head of Research and Development. “This allows the engine to regain its original values – both in engine performance and consumption.

Expensive repairs can be avoided.”

How do you enter?

Money spent on repair can be saved if every 1,250 miles a can of Super Diesel Additive is added to the tank.

The ingredient is said to dissolve the encrustations on the injectors, thereby improving the spray pattern. This means the engine should revert back to its original performance and fuel economy.

To be in with a chance of winning, all you have to do is GO TO www.rdr.link/AL027 and

answer the following question: To maintain maximum fuel injector efficiency, Super Diesel Additive should be applied per how many miles?

A) 1,520

Alongside cleaning, Super Diesel Additive also offers two further advantages: it increases the cetane number and improves the ignition properties of the diesel fuel. It also

B) 1,500 C) 1,250 Deadline for entries is 10/02/2020. T&Cs apply.

See website for details. .

PMM JANUARY 2020 63

WHAT’S NEW?

■ ABS SENSOR KIT With the release of its ABS sensor kit, Meyle enables technicians to target the replacement of the defective ABS sensor and the sensor ring.

Up until recently, if an ABS sensor had been damaged by a defective sensor ring, it would have been necessary to replace the entire wheel hub, which is expensive for both the driver and the workshop.

The kit alleviates this problem, and is currently available for the following vehicles: ■ Audi A3.

■ VW Golf and VW Jetta.

■ SEAT Altea and SEAT Leon. The ABS sensor ring on OE wheel

hubs on these vehicles can be replaced separately using the kit.

■ AIR HOSE REELS Ideal for garages, PCL’s range of plastic air hose reels includes three sizes of reel with different lengths and diameters.

Each has an adjustable hose stop that can be halted in any position, enabling operators to alter the length of hose remaining outside of the main body. This is especially convenient when working further away from the hose body than anticipated.

All reels have built-in cleaning brushes to prevent dirt from getting back into the main body of the unit, which often causes the layering system to fail. www.rdr.link /A L029

www.rdr.link /A L028

■ TUMBLER POLISHER ■ ALLOY WHEEL STRAIGHTENER Autoparts has launched an Alloy Wheel Straightener. Available under the Ayce Systems Wheelrite brand, the product offers a quick and simple solution for straightening alloy wheels.

This machine allows buyers to quickly remove flat spots and buckles in the wheel, saving the expense of replacement. The device is ideally suited to specialists in alloy wheel repairs and tyre fitters.

The alloy wheel straightener is capable of handling wheels ranging from 10” through to 24”, and straightens wheels in 15 minutes. The working pressure in the machine gets up to 250 bars, and the usability is uncomplicated, with training provided. www.rdr.link /A L030

■ STEEL PISTONS Increasing pressures and high temperatures mean that modern engines have to meet tougher requirements than ever before. These requirements can be met more reliably by Rheinmetall’s smaller and lighter steel piston. They allow for combustion pressures of well over 200 bars, and peak temperatures of over 400°C. Rheinmetall now offers aftermarket steel pistons for the MercedesBenz OM 642.855, OM 642.873, OM 654.920 and OM 656.929 engines – spare parts in OEM quality. www.rdr.link /A L032

64 JANUARY 2020 PMM

This vibratory tumbler polisher from Gunson (part number 77159) is designed to clean and polish small metal components with a rapid vibrating action.

Small parts can be thoroughly cleaned and polished with the gentle cleaning action of the tumbler. The polisher is ideal for de-rusting, cleaning or de-burring metal parts that are up to 7” (178mm) long.

The tumbler bowl opening is 7.5” (19mm) in diameter allowing the easy addition or removal of items. The bowl holds a maximum of 2.27kg of parts and media (sold separately). www.rdr.link /A L031

■ COIL SPRINGS Lesjöfors has introduced 56 coil springs that cover 156 vehicle applications. The front and rear coil spring references cover the following models: Audi A1, BMW i3, Fiat 500, Ford C-Max and Transit, Mercedes-Benz CLA, Subaru Impreza, Toyota Camry and Volvo V40.

There are also eight gas springs covering the Audi S1 Quattro, S5 Cabriolet Quattro and Volkswagen Polo Cross. All springs are supplied with end fittings for ease of installation, with more than 1,600 part numbers available that cover a wide variety of European and Asian applications. www.rdr.link /A L033

■ THERMOSTATS

■ IGNITION COILS

Dayco, engine products and drive systems supplier for the aftermarket, has introduced thermostats to its portfolio.

A range of multicharge ignition coils, found in GDI engines, is now available from SMPE.

To aid in their identification and ensure they align with the correct application references, Dayco thermostats carry the prefix DT, followed by a four figure part number. They also feature a final letter – F, H or V – which refer to the thermostat’s type: flange, housing, or valve.

The role of the thermostat is to effectively control the flow of coolant around the cooling system and allow the engine to reach its optimum working temperature as quickly as possible. The thermostats are designed to efficiently accomplish this objective for all engine types, while also satisfying three key requirements: reduced fuel consumption, reduced emissions, and reduced wear and tear.

The construction of a multicharge ignition coil is different to a standard in that it has a single primary winding layer, allowing it to collapse easier due to its lower resistance, which in turn engages the secondary winding connected to the high voltage output of the coil.

As the initial spark is followed by several additional sparks, it allows for an extended spark duration that produces more spark energy, optimising combustion in gasoline direct ignition (GDI) engines. More economical injection is also achieved thanks to higher efficiency in the combustion process, minimising soot and particulate emissions, and therefore boosting fuel economy.

www.rdr.link /A L034

■ DIAGNOSTICS TOOL The X-431 Euro PRO 4, an advanced automotive diagnostics tool, has been unveiled by Launch, complete with a protective case and docking station.

The product comes with a two-year warranty and two years’ worth of free software updates. Key features of the PRO 4 include: ■ ■ ■ ■ ■

Manufacturer reset and service functions Service light/oil reset OBD II functionality Live data graphing The ability to save, share and print report sheets

Additional functions enable applications such as DPF checks and ABS brake bleeding. WiFi and bluetooth connectivity meaning monthly software updates are done at the touch of a button.

www.rdr.link /A L035

■ ELECTRIC WATER PUMPS Metelli has recently introduced electric water pump references, which can be installed on the BMW V6, with 2.5 and 3.0 litre N52 N53 petrol engines. The references are already available, and can be found on the Metelli website. These references are adaptable to the following OE codes: ■ ■ ■ ■

11517586925 11517563183 11517546994 11517586924

These engines are common, and cover a wide car parc that consists of 800,000 vehicles for 19 models.

www.rdr.link /A L036

www.rdr.link /A L037

■ TURBOCHARGERS Melett has supplemented its product range with the introduction of four turbochargers. The recent additions include a turbocharger for the 2.0 Ford C-Max, Focus, Galaxy, Kuga, Mondeo, S-Max and Volvo C30, S40 and V50 applications.

Elsewhere, another turbocharger covers 1.9 Audi A3, Ford Galaxy, Seat Leon, Toledo, Alhambra, Skoda Octavia and, Volkswagen Bora, Golf, Beetle and Sharan models.

For PSA applications, a turbocharger has been released for 2.0 Citroen C4 / C5 models, also covering Peugeot 207, 307, 308, 407, 508 and 607 applications. Finally, one more has been produced for the Ford Transit 2.4D. www.rdr.link /A L038

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.

PMM JANUARY 2020 65

ADVERTISEMENT INDEX

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

Hickley Ltd ...................................................................... (page 35)

Chicago Pneumatic Ltd .................................................. (page 29)

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

Autodata .......................................................................... (page 45)

Jack Sealey Limited ........................................................ (page 51)

Automotech Services ...................................................... (page 49)

Karnetic Ltd .................................................................... (page 17)

BM Cats .......................................................................... (page 22)

Launch Tech UK Ltd ...................................................... (page 41)

Bowmonk Ltd .................................................................. (page 57)

Maha UK ........................................................................ (page 19)

Castrol UK Ltd .............................................. (outside back cover)

Marathon Warehouse Distribution Ltd .............................. (page 6)

Clarios .............................................................................. (page 31)

Morris Lubricants ............................................................ (page 15)

Contitech Power Transmission Sys Ltd .......................... (page 11)

Powerprobe UK .............................................................. (page 57)

CTEK .............................................................................. (page 21)

Ring Automotive .............................................................. (page 47)

Dayco Europe .................................................................. (page 32)

Robert Bosch Ltd ............................................................ (page 25)

Delphi Diesel Systems Ltd ................................................ (page 9)

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

GS Yuasa Battery Sales UK Ltd ...................................... (page 39)

Trico Products Ltd .......................................................... (page 43)

HFE Signs & Banners .................................................... (page 57)

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