PROFESSIONAL
JULY/AUGUST 2019
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 SUMMER ISSUE! But is the sun shining on the trade? TECHNICAL TIPS AND CLINICS ‘HOW TO’ GUIDES AND BEST PRACTICE ADVICE BUSINESS ESSENTIALS AND TRAINING UPDATES
Contents Regulars 5
Features
NEWS & VIEWS TROUBLESHOOTING
10
CLUTCH CLINIC
13
BELT FOCUS
16
TECH TIPS
21-24
BUSINESS & TRAINING
26
MECHANEX MONTHLY
29-34
SPECIAL REPORTS
45
PIT STOP
74
GIVEAWAYS
75
WHAT’S NEW?
Editor’s Picks 29
PREPARING FOR A QUANTUM LEAP How next generation computer processing will unlock a new automotive world
32
GIVING NEW LIFE TO AN OLD CLASSIC Restoring a 1913 Type 22 Bugatti
37-44 STEERING & SUSPENSION
53-60 EXHAUSTS & EMISSIONS
8
34
VOLUME 20 ISSUE 7 JULY/AUGUST 2019
63-72 TOOLS & GARAGE EQUIPMENT
BRIT AND DETERMINATION PMM meets the race engineer behind the inspirational Team BRIT
Total Average Net Distribution 66,675 1st January 2018 – 30th June 2018
47-51 FILTERS
PMM JULY/AUGUST 2019 1
VIEWPOINT
Editor
Our survey says…
ALEX JUGGINS Editorial Assistant BEN LAZARUS Digital Manager DANIEL CROSS 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, Watford, Herts, WD24 4YF. Tel: Watford (01923) 237799 Fax: (01923) 246901 E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk Website: www.pmmonline.co.uk Facebook:/ProfessionalMotorMechanic Twitter: @pmmmagazine Copyright © 2019
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n case you missed it, last month’s issue featured a link to the PMM reader survey. With the industry moving at such a pace, we felt it was high time to canvass the opinion of the readers to find out if we’re still striking the right chord. Perhaps of equal importance, though, is the fascinating appraisal of the industry that the survey provides – after all, it’s not often that such a large pool of garage owners and technicians get the chance to say what they really think. Many of the questions in our survey were designed to evaluate the current state of the repair market, and whilst a lot of the data collected merely served as confirmation of what we already know, some of the questions certainly served up some interesting results. In answer to ‘Which of the following areas do you plan to invest in?’, the two most popular results by far – out of a list of 11 options – were ‘Diagnostics’ and ‘Hybrid & “These figures are Electric vehicles’. Clearly, this is symptomatic indicative of a drastic shift of the changing nature of vehicle repair, and away from traditional shows that readers are waking up to the fact that being able to understand, interrogate and marketing methods, but it diagnose increasingly complex vehicle systems does seem that old is becoming vital. fashioned ‘word of mouth’ Of course, investment in new technology must go hand in hand with training, which is still the preserve of many brings us on to another enlightening section of PMM readers, based on the the survey. A concerning 34% of respondents comments section of that claimed they attend training courses only once a year, or even less frequently than that. The particular question!” biggest barrier to most garages attending more regular training, according to the survey? Time away from the workshop. Is it time for the industry to re-think traditional training models? Changes in marketing and self-promotion are another interesting case in point to emerge from the survey. Indeed, over half of respondents claimed that they now use Facebook to promote their business, while 18% use Twitter and 11% represents the early adopters of Instagram. These figures are indicative of a drastic shift away from traditional marketing methods, but it does seem that old fashioned ‘word of mouth’ is still the preserve of many PMM readers, based on the comments section of that particular question! Finally, we asked readers what they see as the greatest threat to their business. With ‘Political and economic uncertainty’ a close second, the most popular response was ‘Changing technology’, which is perhaps no great surprise. However, provided you are one of the garages that also stated that they are planning to invest in new technology, and assuming you are willing to explore new ways to learn and train, this threat can unquestionably be turned into an opportunity.
Alex Juggins
Have a good month and enjoy the issue. Associate member
Editor The publishers and editor do not necessarily agree with the views expressed by contributors, nor do they accept responsibility for any errors of translation in the subject matter in this publication.
Front Cover: © romaset/AdobeStock
PMM JULY/AUGUST 2019 3
GET YOUR DAILY FIX OF INDUSTRY NEWS AT WWW.PMMONLINE.CO.UK
NEWS
& VIEWS
IGA publishes 2019 Garage Work Provider Report
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he Independent Garage Association (IGA) has published its latest report into consumer facing websites that provide work to independent garages. The 2019 Garage Work Provider Report builds on the detail established in the 2018 report and features significantly more feedback and testimonials from independent garages. It investigates the wide variety of business models, fees and terms and conditions that consumer work provision websites use, and the comparisons within the report will prove to be invaluable for any independent garage considering whether to work with any of these types of businesses. Stuart James, IGA CEO, comments, “One of the major strengths of independent garages is their ability to provide a far more personal experience for the customer, building a relationship that often spans several generations of customers. These
third-party disruptors have a significant detrimental impact on the sector by placing themselves between the customer and the garage, “skimming” a fee from either the garage, the customer or both, with the potential to damage the brand identity of the garage. We consider it our responsibility to our members and the sector as a whole to ensure that garages are given the right information before they decide whether to engage or not with these third party organisations. “The IGA will continue to listen to and engage with its members and survey the marketplace to ensure that garage businesses are not subject to any detriment as a result of working with consumer work providers. “The IGA firmly believes independent garage businesses should continue to engage directly with customers and promote their own brand and image.”
Nine out of 10 technicians say technical expertise will be crucial for long-term future
N
© arthitou/AdobeStock
ine out of ten motor industry professionals believe working with technology will be an increasingly important skill for workshop technicians in years to come, according to new research by CitNOW. CitNOW, the automotive video specialist, found that 89% of those polled predict that technological know-how will be a requirement for technicians over the next 10 years. The study by CitNOW also identified the most likely technologies to enter the workshop, according to professionals themselves. Robotics (48%), remotely accessing and repairing software in cars (49%) and guided diagnostics (46%) were revealed as the most likely to become commonplace in the workshop over the next ten years. More than a third of industry professionals (34%) are also expecting the automated delivery
of vehicles via autonomous driving to enter the workshop, which could have significant implications for customer relationships. As the contact between technicians and customers changes, the use of personalised video to help establish regular remote touch-points and retain trust and transparency will be crucial for workshops and their customers. Alistair Horsburgh, CitNOW CEO, commented: “Technology is revolutionising the workshop as we know it, and technicians need a set of skills stretching further than traditional mechanical know-how in order to match this change. “As the workshop develops, customer-friendly tools like personalised video will be crucial for workshops, fostering healthy customer relationships through transparency and trust and being able to visually explain the more complex work required.”
PMM JULY/AUGUST 2019 5
NEWS
& VIEWS
FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE
Garages can reportedly earn £5,400 extra per month with management software
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arages using MAM Software's Autowork Online are earning as much as £5,400 per month from deferred work, according to the company. Thanks to a feature within the garage management application, a total of 9,977 jobs were recovered over the past 12 months, with a combined value of £1,856,677. Deferred work is a feature in Autowork Online that helps garages manage postponed jobs. Rather than deleting work that motorists decline, garages can use the software to defer the jobs until a later date, sending a customer a reminder via SMS or email to reduce lost sales. This feature can be used alongside the CarSide mobile and tablet app, which incorporates electronic vehicle health check and vehicle damage inspections to the software. Figures from the last 12 months show a total of 9,977 jobs have been recovered, with one garage recovering 28 jobs in a single month.
The top 100 users of the feature have recovered an average of 6.95 jobs per month, with the average job value registering at £189. This equates
to £1,314 in additional monthly income per garage. Southcombe Garage uses the deferred work module, which owner Ben Dix believes has
made a significant difference to his business. “We use deferred work alongside the CarSide app and day-to-day advisories,” Ben explained. “It allows us to estimate for specific work and then either implement the work on an existing job card, create a new job to be allocated, or to set up a reminder for us to contact the customer in the future to secure the work. This has been used to great success and has increased profit.” Nathan Fothergill, sales manager at MAM Software, commented: “Garages often fail to capitalise on work their customers have declined. “In many circumstances, nonessential work is deleted from the job card and forgotten. Our software allows garages to defer the work until a future date and create SMS text reminders to send to customers. More often than not, work is declined because of budget, so reconnecting with customers at a later date can reap significant rewards.”
TROUBLESHOOTING
A real head-scratcher Josh Jones recalls some ECU-related confusion from ‘back in the day’.
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while ago, I found myself dealing with a Fiesta 1.25 that had unfortunately failed its MOT test on the emissions aspect. Aside from this, it had a pretty much clean bill of health so it was a bit of a pain for the testing station as you may imagine. I had the pleasure of getting involved after the garage had fitted an upstream oxygen sensor in an effort to help the car through its test. Unfortunately, it was not successful. The first thing I did was take a look at the emissions test print-offs (I had printouts from multiple tests) and could see that, indeed, the issue seemed to be consistently related to air/fuel ratio, with the lambda calculation sitting on the high (lean) side of the 1.02 limit. This was occurring only in the increased engine speed tests – at idle the reading would settle in the pass range. The rest of the emissions composition looked
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pretty much in line with what I would hope for, with only trace amounts of hydrocarbons being detected, and good carbon monoxide conversion showing as well. I was quietly confident I was looking at a post cat exhaust leak; it certainly looked as if that would be the most likely outcome anyway. It would have made sense if extra oxygen was being introduced into the exhaust stream after the gas treatment system, and the fact that the fault occurred when the engine speed was raised only pushed me further
“I was quietly confident I was looking at a post cat exhaust leak; it certainly looked as if that would be the most likely outcome anyway.”
down this avenue of thought. I thought it wise to check for any DTCs or anything spurious in live data before carrying out a smoke test to check the integrity of the exhaust system. No relevant trouble codes were stored. However, when the engine live data was displayed, it showed something very odd. At idle speed the oxygen sensor seemed to be switching away nicely at about 1hz (just as I would hope a brand new one would with everything in order). Although good switching was taking place, I could see that short term fuel trim factor was stuck very high. My scan tool showed a positive figure of 25 out of a possible 50 (can’t remember if this was a percentage value or just a factor denomination but either way it was extremely high). Although the figure was high, the system still seemed to be within range and was able to cope with the adaption required, and fuel control was correct at that operating
©Tyler Olson/AdobeStock
point, hence the test pass at idle speed. When the engine speed was raised, the fuel trim rose even further and eventually maxed out. At this point the lambda voltage would bottom out, showing a slightly lean condition, just as the exhaust probe I had inserted was showing as well (as per the MOT test). Following these events, the fuel system tripped into open loop mode until the ignition was cycled, but no fault code was triggered. I found this very odd but it did show me that the exhaust oxygen sensors were in line with what the tailpipe emissions were showing. I need to mention that I did not have access to any long term fuel trim data on my scan tool; it simply was not listed. I am not sure if this was something to do with the age of the ECU I was dealing with (EECV for those of you can remember) but either way I had to work with the information I had at the time and chased the reasoning behind the unsettled fuel trim I could see.
“Had this fault occurred in something a lot more pricey and complicated, I would definitely have been sweating with the ECU call but it certainly showed me that you have to be pretty clued up on the plausibility of live data whenever you are viewing it.” Although sceptical (the car seemingly ran and drove perfectly), I thought this may have been caused by either some kind of fuel delivery restriction or an upstream exhaust leak, so I tested the fuel pressure available and smoke tested the whole system for leaks, including the intake side. Both tests showed no issues. I even tested the delivery rate of the injectors to rule out a fault with an individual injector, and secondary ignition traces showed no evidence of anything untoward happening in the combustion chambers. Another live data check using a different scan tool showed exactly the same outcome with regard to the fuel trim maxing out high. After a lot of head scratching, I was convinced the ECU was confused in some way, although to this day I can’t fathom why (feel free to get in touch and enlighten me) and felt I had ruled out all related variables as far as I was aware anyway. I found a replacement that was supplied with the relevant security components in order for me to be able to plug and play, and repeated the same live data checks. Fuel control was spot on and well within range at all engine speeds. I submitted the car back to the MOT tester without even doing another gas test, confident it would fly through, which it did. Out of pure curiosity I fitted the offending control unit to a courtesy car we had available at the time, and low and behold the fault was replicated. I can only presume that the mapping in the unit had somehow become corrupted. Had this fault occurred in something a lot more pricey and complicated, I would definitely have been sweating with the ECU call but it certainly showed me that you have to be pretty clued up on the plausibility of live data whenever you are viewing it.
CLUTCH CLINIC
HOW TO Replace the clutch on an Audi A1 This month, REPXPERT Alistair Mason replaced the clutch on a 2016 Audi A1, fitted with a 1.6L TDI engine that had covered more than 85,000 miles.
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udi launched the A1 into the UK market back in November 2010, and sales have reached close to 200,000. It is built on Volkswagen’s PQ25 platform, which is also used for the Volkswagen Polo and Seat Ibiza. Being Audi’s popular Supermini, with a repair time of just five hours and a requirement for only minimal workshop equipment – a two-post vehicle lift, engine support, transmission jack, clutch alignment tool and locking wheel bolt key – this repair is a good one for an independent workshop.
Step-by-step procedure First, place the vehicle on the lift, open the bonnet and boot, and disconnect the negative lead (Fig 1) from the battery in the boot well, but do not close the boot whilst the battery is disconnected. Before proceeding to the engine bay, slacken the front locking wheel bolts and both front hub nuts. In the engine bay, remove the plastic engine cover and air box assembly (Fig 2), then disconnect the battery connection to the air box carrier, and then remove the carrier itself. That provides good access to the top of the gearbox and bell housing area. Disconnect the gear change cables, and remove the clutch slave cylinder, leaving the
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hydraulic pipe connected. Detach the starter motor cable and unscrew the top starter motor bolt, before disconnecting the reverse light switch multiplug and removing the top bell housing bolts. Next, raise the vehicle lift to gain access to the underside and slacken the inner driveshaft joint bolts, then lower the lift to waist height and remove the front wheels and hub nuts. In addition, remove the N/S
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plastic wheel arch liner to give better access to the gearbox. Raise the vehicle lift once more and unscrew both bottom ball joints. The outer driveshaft joints can then be detached from the hub assemblies by pushing the hub assemblies outwards, before undoing the inner driveshaft joint bolts, removing the heat shield for the O/S driveshaft and driveshafts themselves.
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To aid the removal of the gearbox, it is best practice to remove the O/S driveshaft flange from the gearbox that is retained with an Allen bolt in the centre of the flange (Fig 3). Once removed, unscrew the lower starter motor bolt, remove the starter motor and disconnect the gear recognition multiplug (Fig 4). Next, detach the lower bell housing bolts, leaving two easily accessible bolts to support the gearbox, before removing the bottom pendulum gearbox mount. Alistair used two transmission jacks to support the engine and gearbox respectively, before using a ladder to gain access to the engine bay and remove the gearbox mounting bolts. Now, lower the gearbox and engine slightly, removing the gearbox mounting from the gearbox accessed from the N/S wheel arch (Fig 5). Finally, undo the last of the bell housing bolts and ease the gearbox away from the engine. Once clear, lower the transmission jack holding the gearbox and move it to a safe area.
Clutch replacement Remove the clutch assembly from the flywheel and inspect the back of the engine for any leaks, rectifying if required. Clean the
back of the engine and flywheel with brake and clutch dust cleaner, and as a solid flywheel is fitted, remove the glaze from the flywheel face using an Emory cloth and clean again with brake and clutch dust cleaner. Remove the release bearing from the gearbox and the release arm, closely inspect it for any wear, along with pivot point and release bearing guide tube (Figs 6 and 7), replacing if required, and clean the bell housing area with brake and clutch dust cleaner. Fit the release arm and bearing. If plastic/nylon runs on metal, no lubrication is required; if metal runs on metal, lubrication is required and a light smear of high melting point grease is best practice. Apply another light smear of high melting point grease to the gearbox input shaft splines, before mounting the new clutch plate onto them. This will confirm the clutch plate is the correct fit, and it will also evenly distribute the lubrication on the input shaft. Remove the clutch plate and wipe any excess grease. Ensure the clutch plate faces the correct component (Fig 8), and using a universal clutch alignment tool, align it with the clutch pressure plate and secure. Mount the clutch assembly onto the flywheel (Fig 9), before inserting, tightening and torqueing all clutch
bolts evenly and sequentially. Once torqued, remove the clutch alignment tool. Before refitting the gearbox, ensure all wiring etc. is clear of the bell housing area, so as not to get trapped, while also checking the gearbox alignment dowels are fitted to the engine and that the release mechanism in the gearbox is fitted and functioning correctly.
Gearbox replacement Place the gearbox on the transmission jack, bring it close to the engine and ease into position, ensuring it locates on the alignment dowels. When in position, fit two easilyaccessible bell housing bolts and tighten, refit all other components in reverse order of removal and torque all bolts to the manufacturer’s specification. After the battery lead has been reconnected, reset all electrical consumers. It is worth nothing that new hub nuts will be required, if the locking tabs break off during removal. Finally, as always, carry out a road test to ensure a quality repair. Information on Schaeffler products, fitting instructions, labour times and much more can be found on the REPXPERT garage portal – GO TO
www.rdr.link /AG001
PMM JULY/AUGUST 2019 11
BELT FOCUS
HOW TO Replace the timing belt, coolant pump and auxiliary drive belt on a Ford Fiesta In this month’s Belt Focus, REPXPERT Alistair Mason replaces the timing belt, coolant pump and auxiliary drive belt on a 2008 Ford Fiesta, fitted with a 1.25L petrol engine.
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he recommended replacement interval on this particular vehicle is 100,000 miles or 120 months, whichever comes first. The auxiliary drive belts on this engine are ‘stretch’ belts, which are fitted to about 10% of vehicles on the road today. Generally, they are used on smaller engines with a simple auxiliary drive system. In this instance, power assisted steering is fitted, so a second stretch belt is used. It is always best practice to replace the stretch belts after removal. The engine on this vehicle has been identified as an ‘interference’ type, so the likelihood of engine damage if the timing belt fails is very high. For this repair, a vehicle lift, engine timing/locking tool set, pulley counter hold tool, engine support and stretch belt installation tool, are required.
Step-by-step guide Firstly, before carrying out any work, disconnect the battery earth lead. Always turn the engine in the normal direction of rotation, unless advised otherwise by the vehicle manufacturer’s fitting instructions, and it is highly-recommended that the tensioners and idlers are changed when the timing belt is replaced. With the fitting instructions obtained from Schaeffler’s REPXPERT workshop information portal and technical bulletins checked, place the vehicle on the vehicle lift. Starting from the top of the engine, remove the complete air filter assembly (Fig 1). Next, disconnect the coolant expansion tank and power steering reservoir and ease towards the alternator. Raise the vehicle lift to gain access to the
í˘ą underside of the vehicle, then remove the splash-guard that protects the crankshaft pulley area and slacken the four water pump pulley bolts whilst the auxiliary drive belt is still installed – this helps stop the pulley turning. Next, remove the two auxiliary drive ‘stretch’ belts by simply de-railing them off the bottom pulley, and then insert a tool to guide them off the crank pulley. Rotate the pulley until the belt becomes free and can be removed. Once the belts have been removed, unscrew the coolant pump pulley bolts and
í˘˛ remove the pulley (Fig 2). The engine then needs to be supported, as the engine mounting has to be removed; in this repair, Alistair used a support that attaches to the front sub-frame. Lower the vehicle lift to ground level, remove the O/S engine mounting and the alternator from the engine block – it is worth noting that the stud can be detached to aid removal (Fig 3). Remove the engine mounting/alternator bracket, the upper timing belt cover bolts, the spark plug leads, and then the camshaft cover assembly.
PMM JULY/AUGUST 2019 13
BELT FOCUS
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crankshaft is against the locking pin. Lower the vehicle lift and fit the camshaft locking plate. With the crankshaft and camshafts locked, disconnect the timing belt tensioner bolt, the tensioner and the timing belt. Inspect the timing belt area for any leaks from the engine that could contaminate the new belt and rectify if required. Carefully remove the camshaft locking plate and, using a counter-hold tool (Fig 7), slacken the camshaft pulleys and replace the old bolts with new ones that come in the INA timing belt kit. Tighten them hard enough so the camshaft pulleys do not tip but the pulleys can still rotate.
í˘´ Rotate the engine until the camshaft locking plate can be installed into the camshafts (Fig 4), then remove it, raise the vehicle lift and unbolt the bottom pulley, which in this case was done by putting the vehicle in top gear and a second technician applying the foot brake. Once slackened, unscrew the crank locking pin blanking bolt and fit the crank locking pin (Fig 5), then, once located, remove the crankshaft pulleys (Fig 6).
í˘ˇ Now, replacing the coolant pump, drain the coolant into a suitable collection system. Once drained, remove the coolant pump – it is highly recommended to flush the cooling system at this stage – then clean off any coolant that is in the timing belt area. The coolant pump is sealed with a gasket; ensure the gasket and coolant pump fit correctly on the dowels (Fig 8). Next, replace the coolant pump bolts and torque to the manufacturer’s specification.
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í˘ś Unscrew the final timing belt cover bolts and remove the covers, before ensuring the
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Refit the camshaft locking plate and ensure the crankshaft is against the locking pin, before installing the new timing belt tensioner and torqueing to the manufacturer’s recommended torque. The next task is to actually install the timing belt. Starting at the crankshaft pulley, work in an anti-clockwise direction, finishing at the tensioner (Fig 9). The retaining pin in
í˘š the timing belt tensioner can now be removed and the belt is tensioned automatically. Raise the vehicle lift and refit the lower timing belt cover and the crankshaft pulley, and install with the new bolt found in the INA timing belt kit – three bolts are supplied at different lengths, so ensure the correct bolt is replaced. Tighten the crankshaft bolt to clamp the timing belt crankshaft pulley and check that the crankshaft is still against the locking pin. Lower the vehicle lift, check the camshafts are locked correctly, using the counter hold tool, semi-tighten the camshaft pulley bolts, remove the locking plate and torque the bolts to the manufacturer’s recommended torque, then re-install the locking plate to confirm the timing is correct. Remove the camshaft locking plate, raise the vehicle lift and remove the crankshaft locking pin, torque the crankshaft pulley bolt to the manufacturer’s recommended torque – a second technician may be required for this – then rotate the engine two complete revolutions and refit the crankshaft locking pin and camshaft locking plate to confirm the timing is still correct. Next, remove the locking pin and plate, and refit the crankshaft pin blanking bolt. Rebuild in reverse order of removal, remembering that when fitting the new stretch belts, always use the appropriate tool, so not to damage the new belts. Fill the cooling system with the correct specification, strength and quantity of coolant. After the battery has been reconnected, reset all electrical consumers, and, finally, carry out an extended road test to ensure all air has been removed from the cooling system. Information on Schaeffler products, fitting instructions, labour times and much more can be found on the REPXPERT garage portal – GO TO
www.rdr.link/AG002
Advertorial
TEST EVERY BATTERY To ensure a complete and thorough service, VARTA recommends performing a battery test on all vehicles coming into a workshop. With most vehicles entering the workshop just once per year on average, it is important for a technician to perform a battery test on the vehicle, even if the vehicle is not in for a battery-related job, as they likely won’t see it for at least another 12 months. With 40% of national breakdowns resulting from battery failure, there are many cars’ batteries not being checked until it is too late. Accurate testing can identify batteries in a poor condition and could result in a new battery being fitted, keeping your customers happy and on the road.
Battery in GOOD condition.
Battery requires ATTENTION, please speak to our battery expert.
0.8v
Battery in POOR condition, requires replacement.
Be confident informing your customers that it is ONLY 0.8V between test results being Green and Red. That’s LESS than a AAA battery (1.5V). Despite only a small difference in voltage, there is a HUGE difference in battery performance. For more information online,
GO TO
www.rdr.link /AG003
FIND
THE BATTERY ON THE CAR.
TEST
EVERY BATTERY THAT ENTERS THE WORKSHOP.
SELL
THE RIGHT BATTERY FOR EVERY VEHICLE.
FIT
THE BATTERY USING THE VARTA PARTNER PORTAL.
Did you know? VARTA makes one in three batteries globally, but with start-stop technologies (AGM & EFB) it is one in two!
MORE TESTING – EVERY VEHICLE – EVERY TIME.
TECH TIPS
AUTODOCTA í˘ą
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FORD KUGA – BOOMING/HUMMING NOISE FROM FRONT OF THE VEHICLE WHEN DRIVING AT SPEED FAULT: We have a 2014 Ford Kuga in for a service and the customer has complained of a booming/humming noise from the front of the vehicle when driving above 75mph (120 kph). We have heard the noise on a road test but we cannot recreate the fault in the workshop. Have any other Kuga owners reported this booming/humming noise before?
JAGUAR XE – ABS WARNING LAMP ILLUMINATED
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 garage problems that take up valuable garage time to investigate. In this regular column, Autodata’s Technical Team share their fixes to common problems raised through Autodata’s technical helpline, available to all UK customers.
FAULT: A customer brought in their 2016 Jaguar XE to us with the ABS warning lamp illuminated, and the trouble codes C0031 and C0034 stored in the ABS control module fault memory. We replaced both of the front ABS wheel speed sensors and the vehicle was okay for a while, but it has now returned to the workshop with the same trouble codes. Are you aware of any other possible causes before we replace the ABS wheel speed sensors again?
FIX: Yes, we are aware of a booming/humming noise that affects the Kuga model. The noise is due to excessive clearance between the windscreen scuttle panel and the windscreen. Temporarily seal the windscreen scuttle panel and windscreen using tape Fig 1.1. Road test the vehicle, and if the noise is no longer present, remove the tape and remove the windscreen scuttle panel. Thoroughly clean the mating surfaces of the windscreen scuttle panel and the windscreen. Apply a butyl sealing strip to the windscreen scuttle panel as shown in Fig 1.2. Refit the windscreen scuttle panel and ensure the butyl sealing strip is in contact with the windscreen. Carry out a road test to ensure that the booming/humming noise has been eliminated.
FIX: We have heard of the issue you have described and it affects all Jaguar XE models produced between 2016 and 18. The cause is water ingress into the front ABS wheel speed sensor due to water build up. To prevent water build up in the front brake back plate, a water drain hole will need to be drilled in an exact location on the rear of the front brake back plate. Use an alignment tool to ensure that the water drain hole is made in the correct position (Fig 2.1). Use a 6mm drill to make the drain hole, and ensure that the drill protrudes no more than 64mm from the drill chuck. Fit a new front ABS wheel speed sensor and repeat the procedure for the opposite side. This should rectify the fault.
For more information online, go to www.rdr.link/AG004
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BUSINESS
& TRAINING
TRAINING GROUND In the modern workshop, training and development is a crucial element in staying competitive and keeping up with technology. PMM offers a helping hand by providing details of some of the training and events that should be in your diary.
SCHAEFFLER’S INA AND FAG TRAINING DAY RECEIVES TOP MARKS Schaeffler’s latest training day has been rated ‘10 out of 10’ by one of the attending technicians, as delegates learnt about INA belt system and FAG wheel bearing technology, best practice, installation and problem diagnosis at the REPXPERT Academy in Hereford. Members were given some practical demonstrations before being set a number of tasks by REPXPERTs Tim Adams and Andrew Vaux. One invaluable session was how to accurately install an INA timing belt tensioner on either a VAG 1.9-litre or 2.0-litre TDi, using the INA-designed stud alignment tool to help avoid potentially expensive belt system failures. Tim and Andrew also showed the group how to change the timing belt on a Ford 1.8TDCi, illustrating how using best practice can help avoid system failure. The pair revealed that the method can also be applied to Vauxhall, Honda, Renault, VAG, Range Rover and Iveco applications. The delegates were also presented with INA front end auxiliary drive (FEAD) systems, incorporating multi-ribbed belts, overrunning alternator pulleys (OAP) and
overrunning alternator decouplers (OAD), as well as the INA crankshaft pulley decoupler fitted to BMW, Volvo and Vauxhall applications. Switching to FAG, the REPXPERTs gave practical demonstrations of the Hub 2.1 (Gen.2) wheel bearing, showing how to use the special tools that are required to guarantee a safe and correct installation. There was also a presentation about wheel bearing evolution, and how this humble part has evolved to help to reduce fuel consumption and emissions. One of the attending technicians, Gary Butler-Holmes, said: “It was a very good training day. I learnt a lot, and the course refreshed my memory on key factors. Highly regarded by all technicians – a 10 out of 10 from me.” John Hall added: “The two presenters certainly had a wealth of knowledge between them on the subjects and were more than willing to get stuck in. They not only discussed the topics but demonstrated them as well.”
VISIT TECHNICAL TOPICS TO IMPROVE YOUR DIAGNOSTICS GAME Technical Topics offers hands-on technical training in a training workshop. The courses are described by previous attendees as ‘real-world’, and the intention is that after attending the courses you will fix more cars – and faster. Courses are written, developed and delivered by Master Technicians. Technical Topics is an IMI Approved Training Centre. www.rdr.link /AG006
GO TO
REMAINING GARAGE INSPECTOR 2019 TRAINING DATES CARDIFF
2nd July DUBLIN
9th July BASINGSTOKE
3rd September For more information online, GO TO www.rdr.link /AG005
GO TO
www.rdr.link /AG007
PMM JULY/AUGUST 2019 21
BUSINESS
& TRAINING
Building a stellar reputation It can be hard to garner trust and confidence when working as a mobile technician. Customers can be put off by the lack of a permanent business premises and the possibility that if the work is not done properly, the technician could simply avoid contact once they’ve been paid. Stephen Dennis, Owner of Dennis Automotive Services, is fighting to prove that quality is worth paying for. Here, PMM finds out his story, and how using Checkatrade enabled him to build his mobile business.
O
f course, good work builds reputation and there is nothing like word of mouth, but building a strong base of repeat customers takes time. The question is: how do you quickly build a client base without resorting to working for next-to-nothing? Essex-based Dennis Automotive Services has found a way to enhance the word of mouth process while maintaining a profitable pricing structure, thanks to Stephen’s good work in marketing himself on Checkatrade. In just over a year, Stephen has built a 10/10 rating on Checkatrade – receiving 40% of his bookings through the trade directory from new customers. The company specialises in servicing and injector removal, which makes up the bulk of its work. By heading out to the customer’s place of work or home, Stephen can give the maximum convenience to his clients. However, this above and beyond service can sometimes put a strain on Stephen, and he recalled, “I was having some trouble with time wasters, people who wanted everything for nothing – something I’m sure every other
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technician experiences. It can take a lot of time to travel to jobs, so it’s much more of an issue for a mobile mechanic than a more traditional garage set up.” Stephen found that customers were often trying to drive down prices, citing competition from other mechanics, his lower overheads, and trust. When he decided it was time to grow, he purchased a new van and listed his business on Checkatrade. Stephen commented, “I wanted to expand, and I felt cutting out this wasted time would help me do that. My online profile means I can be more selective with jobs – I turn down a job a day on average because I can’t make it worthwhile for the customer or myself. “This allows me to work for people who are willing to pay a fair price for good work and means I can offer the best service possible and continue to build my online reputation. Checkatrade has created a bank of trusted reviews that I can refer to.” Unlike other platforms which involve bidding for leads – creating a race to the bottom in terms of price – Checkatrade claims to be a reputation builder which
encourages potential consumers to approach tradespeople based on the portfolio of work and reviews they have built up online. Customers are aware that to become a member, tradespeople have to pass a vigorous vetting process. More than 4.3 million reviews have already been posted to the online directory, offering honest and trusted feedback to the tradespeople – there’s a reason Checkatrade has an ‘excellent’, 9.1 TrustScore rating on Trustpilot. For more information online, GO TO
www.rdr.link /AG008
BUSINESS
& TRAINING
Standard fare
A
lthough there are a significant amount of standardisation bodies around the world, the main ones used in Europe are CEN – the European Committee for Standardisation – and CENELEC – the European Committee for Electrotechnical Standardisation – and the international ISO – the International Organisation for Standardisation. By far the largest is ISO, which was formed from an initial meeting in 1946 and officially founded in 1947 by a group of delegates from 25 countries. The 67 original technical committees of ISO came together with a unified goal of ensuring products and services are safe, reliable, and of good quality. Since 1947, ISO has published nearly 23,000 International Standards, covering almost all aspects of technology and business. Today, it has members from 164 countries, with around 135 people working full time at its Central Secretariat in Geneva, Switzerland. The first ISO standard was published in 1951 and was entitled ISO/R 1:1951.
So, what impact has ISO had on your business? In 1968, the organisation published its first standard on freight containers. Freight and packaging is one of the areas where it has been particularly active, changing the way goods travel across the world – significantly reducing the cost of transporting vehicle components and spare parts. In 1987, ISO published its first quality management standard. Standards in the ISO 9000 family have gone on to become some of the most well-known and best-selling standards, helping to create reductions in warranty claims by improving product quality. In 1996, the organisation launched its environmental management system standard, ISO 14001. The standard provides tools for companies to help them identify and control their environmental impact and has led to better recycling and environmental compliance. In 2005, ISO and IEC's joint technical committee, JTC1, launched ISO/IEC 27001, a management system standard on information security. As businesses become increasingly ©tashatuvango/AdobeStock reliant on information technology, securing
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Standardisation makes it easier and cheaper for garages to conduct their day-to-day business activities. Neil Pattemore discusses the complexity and importance of these standards within the automotive industry, and how they can influence your workshop whilst going unnoticed. the system and minimising risks becomes ever more important. When the European Committee requires a standard, they usually approach CEN, which aims to ‘foster the economy of the European Union in global trading, the welfare of European citizens and the environment by providing an efficient infrastructure to interested parties for the development, maintenance and distribution of coherent sets of standards and specifications’. CEN was founded in 1961. Its 34 national members work together to develop European Standards in various sectors to build a European internal market for goods and
services, and to position Europe in the global economy. CEN is officially recognised as a European standards body by the EU. In Britain, there is the British Standards Institute (BSI) Group, which was founded as the Engineering Standards Committee in London in 1901. BSI produces British Standards, and, as the UK's National Standards Body, is also responsible for the UK publication, in English, of international and European standards. BSI is obliged to adopt and publish all European Standards as identical British Standards (prefixed BS EN) and to withdraw pre-existing British Standards that are in conflict. However, it has the option to adopt and publish international standards (prefixed BS ISO or BS IEC). In response to commercial demands, BSI also produces commissioned standards products such as Publicly Available Specifications, (PASs), Private Standards and Business Information Publications. Some PASs are used in the bodyshop repair and breakdown sectors (PAS 120 and PAS 43 respectively)
So, how do standards come into being? Quite simply, they come from a new work item proposal (NWIP), which describes the scope and purpose of why a standard is needed. As long as there are no existing standards which may conflict with the NWIP,
and there is sufficient support from National Mirror Committees, then the process to create a standard can start. After it starts, it’s essentially a group of people working together to discuss and agree a document that defines the requirements to be followed and fulfilled by independent technical experts that have been nominated by the national mirror committee. These experts form a technical committee that is responsible for a specific subject area. They begin the process with the development of a draft that meets a specific market need, which is then shared for commenting and further discussion. The voting process involves the working group of the technical experts and the mirror committee groups. If consensus is achieved, then the draft is on its way to becoming a standard. If agreement isn’t reached, the draft will be modified further and voted on again. From first proposal to final publication, developing a standard usually takes at least three years. If it is then referenced in
legislation, this can add another three years before it is legally required and perhaps another three years before it is implemented; it’s not a fast process! In the automotive business, there are many standards, but some examples of how this impacts your workshop include the standardised OBD connector (ISO 15031), diagnostics over k-line (ISO 14230), the invehicle CAN networks (ISO 11898), diagnostics over CAN (ISO 15765), the standardised vehicle communication interface (VCI) that connects from the OBD port to the diagnostic tool (SAE 2534 or ISO 22900), the diagnostics embedded in a vehicle (Unified diagnostic services - ISO 14229), the increasingly common ethernet communication for Diagnostic communication over Internet Protocol (DoIP – ISO 13400), the calibration procedure of workshop equipment (ISO 17025), the safe functionality of air-con servicing units (ISO 13043), and the access to VM technical repair
and maintenance information (ISO 18541). Some newer standards reflect the changes in vehicle design and technology, such as Worldwide Harmonised On-Board Diagnostics (ISO 27145). The wonderful thing about standards is that there are so many to choose from! However, can you imagine how difficult and expensive it would be to connect and diagnose a vehicle if some of these standards didn’t exist? Next time you simply connect and read data from a vehicle, just spare a thought for all the technical experts who have spent so much time and effort creating a standard that makes all of this so easy. Believe me, standards meetings can be timeconsuming, often involving a lot of heated discussion to find consensus and ultimately an international standard – I can only hope that you appreciate their efforts. For more information online, GO TO
www.rdr.link /AG009
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 2 019 ! The UK’s only regional tradeshow dedicated to garage businesses is back again in 2019, with a fresh approach and a host of exciting new content.
2019 SHOW DETAILS Sandown Park, Esher, Surrey KT10 9AJ, 12th & 13th 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 2019, be sure to visit
WWW.MECHANEX.INFO, like us on Facebook and follow us on Twitter!
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Also returning this year, running alongside MECHANEX:
@MECHANEXShow
REGISTER FOR FREE TICKETS AT:
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FREE SEMINAR PROGRAMME
STEVE CARTER: EV & PHEV – keeping up with the pace of change and getting to grips with electric and plug-in hybrid vehicles THE DPF DOCTOR’S SURGERY – Darren Darling, founder of the DPF Doctor Network, shares his expertise PRACTICAL DIAGNOSTIC TECHNIQUES – Vehicle troubleshooting and fault finding in today’s aftermarket THE AFTERMARKET IN 2019 AND BEYOND – The IAAF’s Mike Smallbone discusses the threats and opportunities facing garages, and explains the valuable work that the Federation undertakes TALK OF THE TRADE – Back again in 2019, this ‘open forum’, featuring a panel of industry experts, 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! MOT UPDATE – The DVSA gets to the heart of the latest MOT regulations and news
SPECIAL REPORT
Preparing for a quantum leap AutoMate’s Harrison Boudakin reports on how next generation computer processing technology will unlock a new world of automotive and mobility innovations.
B
ack in 1975, when Dr. Gordon Moore famously predicted that the power of computers would double every two years, few would have believed just how prescient the founder and first CEO of Intel would turn out to be. However, nearly 50 years later, it’s almost too easy to underestimate the vast scale of change wrought on our world not only by the silicon chip, but also by the computers they power. Without them, of course, you wouldn’t be reading this article. More importantly, modern aeroplanes wouldn’t be able to fly, and your mobile phone would be nothing more than a useless sheet of glass. Money would effectively cease to exist; society as we know it would simply collapse. And, worst of all, you wouldn’t be able to start your car. One could argue, then, that nothing has done more to shape the last 50 years of human existence than the micro-processing might of computer technology. With silicon chips growing smaller but more powerful every year, we’re now beginning to approach
something of a technological watershed once again. Soon, scientists might tell us that the transistors in printed circuits have become so miniscule that they will begin exhibiting quantum characteristics. As they do, we’ll be introduced to a world of computing power so immense, it will re-revolutionise the boundaries of computation and data analysis,
“In simple terms, quantum computing allows scientists to bypass one of the most fundamental limitations in current chip design – that is, that today’s digital computers are designed to evaluate each data input individually, one after the other, until all the calculations are complete.”
and in doing so, change the world once more. In simple terms, quantum computing allows scientists to bypass one of the most fundamental limitations in current chip design – that is, that today’s digital computers are designed to evaluate each data input individually, one after the other, until all the calculations are complete. In effect, this caps their capacity to process very large masses of data at the same time, which presents a monumental roadblock in an age where big data sits at the heart of every endeavor, from social media to the driverless car. This shift towards the Big Data paradigm is spurring on the popularisation of quantum technology across all innovation and technology sectors. Not least the automotive space, which stands to benefit greatly from the possibilities of the quantum dimension, as engineers race to bring more connected, increasingly electrified and eventually autonomous vehicles to the market. Both OEMs and their arch-nemeses – the edgy, disruptive start-ups – recognise the extraordinary potential in this technology, and
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SPECIAL REPORT
each are doing what they can to explore what competitive edge they can gain. Bosch, for instance, recently purchased a stake in Zapata Computing, a Harvard University enterprise which aims to be the world leader in quantum algorithms. Bosch estimates that the demand for quantum-based software could tip into the billions in less than a decade. So, what specifically does quantum help the automotive industry achieve? Well, to begin with, it most certainly advances the engineering abilities of OEMs significantly. A quantum chip can be used to compute the best way to design an engine block to minimise weight. Alternatively, it can be deployed to calculate the most effective neural network design for a hybrid powertrain – the point is, where efficiency and tolerance limitations may previously have been reached using today’s digital processing technology, quantum smashes open the boundaries of progress once more. Then there’s the opportunity to expedite battery development for electric vehicles. The Volkswagen Group’s Principal Scientist, Florian Neukart, believes that advanced computers powered by quantum chips could help the company design batteries up to 40% more energy dense than today. Such an advance would unlock billions of dollars of potential revenue for any battery manufacturer, given how dramatically demand for cells will increase over the next decade and beyond. More immediately, the realm of vehicle data analysis presents the biggest chance for quantum reform. Already, companies such as D-Wave, in conjunction with Volkswagen, are using quantum processing to revolutionise traffic management and the mass movement of vehicles along particular routes. In 2017, the two companies collected traffic data from thousands of taxis in the Beijing metropolis, using quantum-powered software to precisely calculate the most efficient route for 418 vehicles travelling to Beijing’s airport. The
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“Both OEMs and their arch-nemeses – the edgy, disruptive start-ups – recognise the extraordinary potential in this technology, and each are doing what they can to explore what competitive edge they can gain.” study proved that engineers could solve realworld traffic problems by converting them into mathematical algorithms for quantum mapping. Those results represent the tip of an innovation iceberg. It’s not inconceivable that the same technology could one day be used to eliminate all traffic management infrastructure, including traffic lights, and enabling the roll-out of truly autonomous vehicles. Doing so would open up an extraordinary vista of opportunity to reduce or even eliminate the traffic jams that currently plague most – if not all – of the world’s great cities.
The Volkswagen Group, which claims to be ‘true believers’ in the quantum cause, has recently filed a series of ground-breaking patents in the US, for a variety of related applications. In one such patent, VW imagines a kind of urban ‘air traffic control’ system, which they refer to as quantum routing. Far from being an abstract harbinger of a distant future, it’s highly likely that VW would be able to monetise this bleeding-edge concept, particularly across the Asian regions, where cities are already dramatically more connected and technically-enabled than many Western centres. You’re probably wondering where this leaves the automotive aftermarket, or more pertinently, what immediate effect aftermarket professionals will feel as a result of quantum processing. Most likely, they’ll examine the effects of enhanced preventative maintenance and vehicle management software, where cars – be they privately, publically or fleet owned – will be monitored by quantum-powered software to better predict wear patterns and usage rates. This will enable them to map out more efficient servicing plans and maintenance intervals to reduce vehicle downtime. Beyond that, we can expect increasingly powerful on-board diagnostics technology, which will further improve the ability to interpret and respond to vehicle faults. In a nutshell, then, it’s easy to see why quantum really is one of the next great automotive watersheds – one of those turning points which helps turn the revolutionary ideas of today into the better realities of tomorrow. For more information online, GO TO
www.rdr.link /AG010
SPECIAL REPORT
Giving new life to an old classic
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or those that aren’t familiar with Jay Leno’s Garage, it is a hugely popular show that features rare classic cars as well as Jay’s own collection. Jay devoted an entire programme to the Bugatti and took it out with the owner of the vehicle, Alan Travis, for a long spin on the motorway. Alan was keen to discuss his story with us, and he said, “Our 1913 Bugatti had some
The team at Kalimex were amazed when the owner of a 1913 Type 22 Bugatti – worth several million dollars – contacted them in America to share an incredible case study about KSeal. The story became even more amazing when this fully functioning and completely restored car – having been fixed by K-Seal Ultimate – took centre stage on Jay Leno’s Garage. PMM found out more about the car, and the role that K-Seal Ultimate had in restoring the vehicle to its peak condition. porosity developing in the water jackets that cooled the cast steel cylinders. Since the Bugatti is hand-cranked, we really struggled with the first start each day. We had to deal with a half ounce or so in two of the cylinders that seeped in overnight. We had to get this repaired quickly and permanently before the issue worsened and we had a hydro lock condition. There are virtually no original parts remaining for the earliest manufactured Bugattis. “I chose K-Seal Ultimate because I had good luck with sealing the porosity in the
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cast iron cylinders in my 1906 Darracq when we were touring Australia five years ago. Since our 1913 Bugatti is the oldest road car going in North America and very valuable, I wanted to use the best engineered sealant available. I did not want to use any product that contained water glass. “To perform the repair, I first drained all the existing fluids. Since no engine built 106 years ago is that efficient with regards to water circulation, pure water was used instead of a water/antifreeze mix. Antifreeze expands with very little heat and therefore
does not thermosiphon as well as water. Although even the earliest Bugatti has a water pump, I wanted the highest flow-rate of water to stop sediment build up. K-Seal Ultimate had to do its work as quickly as possible. I wanted to refill the engine just before starting the engine so that very little water would enter the head. “I then started the engine and let it idle. After the water reached operating temperature for the best circulation, I added the bottle of K-Seal Ultimate. The porosity seemed to correct after 10 minutes, so I went on a 15 mile moderate drive. On my return, I let it cool down to a cold condition and removed all of the spark plugs about 12 hours later. I cranked the engine over repeatedly with dry paper towels over the spark plug holes and found no hint of moisture. “I then repeated the 15 mile drive over the next two days to make sure all hairline cracks were sealed. At the end of the third drive, I drained and flushed the hot water and K-Seal Ultimate. It had done its job! I then refilled the radiator with 25% antifreeze and 75% distilled water. “90% or more of the repair was certainly done in the first five minutes. The rest of my repair time was probably unnecessary, but any time spent driving an old Bugatti is always enjoyable! K-Seal Ultimate sure did the trick. Any time you can repair a priceless automobile with something in a bottle that is sold at your local Auto Parts Store you’re certainly winning.” Following his experience with the vehicle on his show, Jay Leno commented on the vehicle, “It was wonderful to drive, extremely mechanical and really, really nice. A real piece of history.”
A Few Facts about this rare Type 22 1913 Bugatti ■ Alan could only buy the car from its European owner on the condition that he kept it and restored it
GO TO
www.rdr.link /AG011
rear end
■ It was made in Germany in a small ■ The 1400cc engine is signed by Ettore Bugatti
■ It can reach 70mph ■ Alan has spent 1,800 hours restoring it to its former beauty, only outsourcing the body painting
■ Mr Bugatti decided that all Bugattis For more information online,
■ It has wire wheels and a clam shell
should be painted the same shade of blue as his wife’s cigarette packets
workshop with up to 20 staff crafting each Bugatti
■ The horseshoe-shaped radiator is attributed to the fact that the workshop also had horses and that it was more of a stable than a workshop
■ The dashboard is made from pure copper
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SPECIAL REPORT
BRIT and determination PMM talks to Al Locke, Race Engineer at Team BRIT, an inspirational motor racing team that consists of injured troops and disabled drivers. Al discusses his own background as well as that of the team, and explains the complexities of working on a vehicle on race day. PMM: Please could you tell us a little bit about Team BRIT? Al Locke (AL): Dave Player started Team BRIT in 2015. Our overarching aim is not only getting injured troops and disabled people into motorsport, but developing systems that allow them to be competitive. For our drivers, it’s a rehabilitation, and not just an individual rehabilitation; it puts a lot of these guys back into a team situation. Putting them back into an environment where they could work together towards a common goal was a big mental and physical boost for them; it brought a lot of them back out of their shells. PMM: As a Race Engineer, what duties do you perform on the day of a race? AL: My job is to oversee the engineering at the workshop and at the race meeting. My main focus when we’re at the meetings is the communication between the driver and the technicians. Typically, the driver won’t have a great deal of engineering knowledge or a particularly strong mechanical understanding of how the car works and handles. I translate the feedback I receive from the driver and couple this with the data that we’re getting from the car, to analyse the car’s performance for future reference and to see what may be going wrong with it. A lot of Race Engineers tend to not get physically involved, but I try to as much as I can.
“My main focus when we’re at the meetings is the communication between the driver and the technicians.” have to be a lot more resourceful. If you have a car coming in during the race with a gearbox fault, you don’t have the luxury of taking the gearbox out and examining it with time and space, and in a linear fashion. During a race, you have to pinpoint exactly what the fault is and if you can’t fix that fault, you have to think of a way around it. Typically, we won’t be doing any mechanical work on the car during the race unless there’s an issue that’s costing us a significant amount of time, which is a calculation that we make at the time by speaking to the driver and analysing the situation.
PMM: How different is working in a racing environment from an independent garage?
PMM: What’s your own background in the motor trade?
AL: The main difference is the speed; you have to be a lot quicker in racing, and you
AL: I originally started working on road cars as an apprentice in a garage. I was fortunate
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that the guy I was working for was experienced in dealing with race cars. Straight away I got the bug for it. After my apprenticeship, I didn’t feel like I had a big enough technical background to progress as far as I wanted to in the industry, so I eventually found myself doing a BSc in Motorsport Technology. I ended up working full time for a race team as a Race Mechanic, where I progressed to become the Race Engineer. Three years ago, I brought Team BRIT in as a client for the team I was working for at the time, so we were running the Team BRIT cars. As time progressed, I decided I wanted to go off and do my own thing in my own way. Around 18 months ago, Dave Player asked me to come to Team BRIT, so we set up our workshop at Dunsfold. PMM: What kinds of vehicles do you work on now as part of Team BRIT? AL: We started off in 2015 with the Golf GTI, but it didn’t really fit the mould for the kind of racing we aspired to get involved with. We wanted to develop more into longer endurance races, so we went onto competing in Fun Cup cars. These cars are part of a
control series; every car on the grid is identical, with the same engine, fuelling system, weight, etc. This allowed us to prove that the disabled drivers that we were working with were competitive, which completely normalises things for someone with a disability; it puts them on equal terms with whoever’s next to them. The control series also allowed us to prove the competitiveness of the hand controls that we had developed. We’ve developed hand controls that have everything on the steering wheel. There’s a paddle on the left which has the brake on, there’s a paddle on the right which
“I’m not sure if there’s enough investment in electric cars for motorsport to become a proving ground, but I think there will be in the future.” has the throttle on, and there’s a gearshift controlled by a switch on both sides. There’s a lot of technology that we’ve had to develop in order to conform to regulations and control certain gearboxes, so we’ve been pushing the technical boundaries. PMM: With the technological changes that the automotive industry is undergoing, how do you
see this affecting motorsport? AL: For now, the petrol engine is safe, but its days are numbered; the technology that is being developed on road cars is being filtered up to motorsport. Because there isn’t such a big market for the hybridisation and electrification of race cars, manufacturers are adopting road car technology. I’m not sure if there’s enough investment in electric cars for motorsport to become a proving ground, but I think there will be in the future. As electric technology develops, it will become more appropriate for the motorsport market.
STEERING
& SUSPENSION
A proven track record Shaftec explains that when it comes to sourcing safety critical components, such as those in braking and steering systems, you get far more value for money – in terms of quality, performance and longevity – with a remanufactured part than from a new import.
T
om Curtis, Shaftec’s Director, explains remanufacturing for those who aren’t up to speed. He says, “Let’s look at calipers. Price-wise, with goods arriving from factories across the globe, the caliper market is extremely competitive. Our biggest competitors now are those who import cheaper product from the East.” Many of these factories have unproven track records – meaning that nobody really knows how or where these parts are produced, nor what methods, materials or processes are used. Aside from the issue of component safety, for scale of economic viability and a quick sale, large batches of fast moving parts are produced. While this model may work to a degree, the UK car parc is growing in complexity every year, and is continuing to age; people are keeping hold of their vehicles for longer. In many cases, these mass produced, fast moving parts don’t fit older vehicles, meaning that to keep an older vehicle on the road, a remanufactured part is often the only choice when faced with buying from the main dealer – at significantly higher cost – or a second hand component, which goes against every safety rule possible.
Tom explains, “We need to dispel the myth that a remanufactured part is somehow inferior. It’s not. The only thing on a brake caliper which is remanufactured is a lump of metal,” says Tom. “Everything else is brand new. In fact, because vehicle manufacturers invest so heavily in research and design, they consistently improve on their component designs. So in some cases, a remanufactured part may have new accessories which are now superior to OE.”
At Shaftec, core is only remanufactured if it passes the stringent quality tests – namely that there are no cracks or weak points in the metal. Following the remanufacturing process, each and every part is thoroughly tested in exactly the same way as a new part would be – and then supplied with the same warranty as a new part.
Everything from sorting core, to reassembly and product testing – including pressure testing past normal working conditions – is all done under one roof at Shaftec’s 42,000ft² UK facility in the heart of Birmingham. As a TecDoc certified data supplier, Shaftec offers a range in excess of 5,000 remanufactured part numbers. In addition to its bread and butter remanufacturing business, Shaftec also offers a ‘Reman & Return’ service for unusual or niche pieces; remanufacturing a specific part sent in by the customer and returning it within a precise timescale. “If a garage can’t provide a niche part, they are going to lose business,” Tom explains. “And nine times out of ten, that customer won’t come back.” “For both affordability and environmental reasons, there is plenty of room for market growth of remanufactured calipers,” says Tom. “New calipers, particularly EPB calipers – which we also remanufacture in a choice of colours – are becoming more expensive. Put simply, remanufactured product represents excellent value without compromising on quality.” For more information online, GO TO
www.rdr.link /AG012
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STEERING
& SUSPENSION
Strut your stuff Delphi Technologies’ UK Marketing Manager, Julian Goulding, explains the importance of a timely and high-quality top strut mount replacement.
D
espite complaints about roads getting worse, consumers expect a high level of ride refinement and reduced NVH (noise, vibration and harshness) levels. NVH puts a substantial strain on a vehicle’s suspension and steering systems, with components suffering accelerated wear and negatively impacting the comfortable passenger environment offered by many cars on the roads today. Components such as wishbones, ball-joints and link stabilisers are relatively common failure points, but the top strut mount is often overlooked. Its cushioning effect can be severely compromised by a worn part, but symptoms tend to be missed or misinterpreted. Julian explains, “The strut mount isn’t just an integral part of the suspension; it also acts as a steering pivot, helping to provide a smooth and responsive ride. These two main purposes – insulating the strut from the
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vehicle, reducing noise and vibration, and acting as a steering pivot – make the strut mount as important as any other steering or suspension component. So replacement of worn parts and use of OE-quality mounts is absolutely crucial if garages wish to provide a service that exceeds customer expectation in terms of price, performance and durability.” Used with vehicles featuring the traditional Macpherson strut-type suspension, the top strut mount often contains a bearing, which enables the steering pivot functionality – if you turn the steering wheel from right to left, the strut pivots in the mount to control the angle and alignment of the wheels. When a vehicle is in use, it obviously puts huge stress through the top strut mount, namely because it has to take the full weight of the vehicle’s shock absorption and steering; the mount is constantly at work. This makes the component prone to wear and, ultimately, failure.
“A typical strut will go through millions of cycles in its lifetime – up to 1,750 times for every mile driven,” Julian continues. “Poor road surfaces and demanding conditions can make these cycles even more frequent and demanding.”
Symptoms and replacement Goulding explains that there are common signs that a top strut mount is ready for replacement, including clunking when driving or squeaking during low speed manoeuvres, uneven or accelerated tyre or shock absorber wear, excessive vibration, poor wheel alignment, and sub-optimal steering return. Of course, visual checks should complement any road tests, so make sure to check for
signs of corrosion, damaged rubber, or separation from the metal, which results in excessive movement in the strut assembly. The steering pivot can also be quickly checked for smooth and quiet rotation. Julian added, “The problems lie in that top strut mount replacement is not part of the traditional service schedule and they’re often overlooked during health-checks. Components should be replaced in pairs, ideally, to avoid jeopardising driver comfort and handling; if one side is worn, it’s a fairly safe bet that its twin will be in a similar state. Delphi also recommends replacing the top strut mount when struts or springs are being replaced to avoid labour-intensive replacement of what is a relatively low-cost part.”
OE quality Delphi is keen to highlight the importance of using components that are engineered using OE materials and manufacturing processes. “Offering customers a service that reduces
the risk of returns due to premature part failure or reduced performance is a significant competitive advantage,” says Julian. “Use of an OE-quality component maximises service intervals and promotes the feeling of value for money.” The company has recently added to its range of top strut mounts, which now features
over 100 part numbers and covers more than 7,900 popular applications in the aftermarket, including BMW Mini, Ford Fiesta and VW Golf, which is over 90% of European applications. Each component is manufactured using the same rubber compounds, plated steel, and bonding techniques as the rest of its rubber-to-metal range, providing what the company calls ‘the optimum combination of strength, flexibility and noise and vibration reduction, while ensuring a smooth and responsive ride’. Julian concludes, “To streamline the vehicle repair process and ease the lives of parts managers and technicians, Delphi provides all the necessary fitting accessories, as per the OE. This ensures that the risks of incorrect ordering or repair delays are dramatically reduced.” For more information online, including Delphi Technologies’ video tutorials and free technical tips, GO TO
www.rdr.link/AG013
STEERING
& SUSPENSION
IN PROFILE Complete Automotive PMM speaks to Graeme Stocks, Managing Director of remanufacturer, Complete Automotive.
T
he evolution of steering continues. The intricacies and complexities relating to electric steering in particular place a heavy burden on remanufacturers to be able to thoroughly and properly test a product. Gone are the days of a simple hydraulic remanufacture where all products fit into a very similar mould. The requirements for testing modern steering go far deeper. A remanufactured EPS product requires a mechanical and electronics overhaul; including PCB component replacement, reprogramming and even possible plastics repairs. An understanding of diagnostics and the software that helps the product communicate with the vehicle are essential. However, of most importance is a true road feel test. Whilst there are many test facilities available, there appears to be a distinct lack of understanding within the remanufacturing community as to what constitutes an effective, thorough and complete test. To showcase challenges faced by the remanufacturer, Complete tested a Ford Focus EPS steering rack with a commonlyused simulator. This equipment provides the user with a host of data. But what exactly does it test and is this enough to safely bring the product to market? As the test-rig is attached to the product
í˘ą and CAN-bus messages are sent and received, the operator is able to remove fault codes using a diagnostic scan tool and they are able to see communication occurring. The ECU, sensors and motor are all engaged, and, on this basis, we commonly see remanufacturers concluding that the product is ‘fit for purpose’ when in reality it isn’t. Unless the product is given a true road feel experience it simply cannot be deemed ‘fit for purpose’. Our test of the Ford Focus initially seemed successful. However, as shown in Fig 1, when the gaiter was removed it was evident that the mechanical element of the steering rack was poor. The rack bar was heavily
corroded due to a failed gaiter and water ingress. This product would have failed within a very short time on the vehicle. At Complete Automotive, we invest heavily in Research & Development. We invest in the right people with the right skills. We invest in technical software. We invest in hardware, 3D plastic printing machines, PCB design software, laser cutting equipment, bespoke tooling, high quality soldering / de-soldering equipment, multiple diagnostic scan tools. By far one of our largest investments is in the right test equipment which offers so much more to the operator, and end users, who want to fit our product with full confidence. At Complete, we can test a product, so that it actually thinks it is on the car. The product is given resistance, braking, speed signals, ice conditions, even special features from the vehicle such as City Mode, ASR, VDC are tested. Angle sensors are balanced accurately to reduce drift or creeping‌ every element of the product is tested to firmly understand that it is really ‘fit for purpose’. Accurate and comprehensive testing is only one part of the puzzle. With the right test equipment, anybody could simulate the performance of an EPS Steering product, but not everyone would understand the product sufficiently, or have the requisite skills to perform repairs. Mechanically, the steering is very similar to hydraulic steering racks, but to establish a failure on a PCB board requires a shift in the production processes and upgrading our skillsets. Understanding of a new product in the market, such as EPS, is difficult. The reason for this article is to raise awareness of what the consumer should expect as a minimum requirement, for their own piece of mind and for the safety of their customers. If you would like to know more about Complete Automotive, GO TO
www.rdr.link /AG014
PMM JULY/AUGUST 2019 41
ŠTomasz Zajda/AdobeStock
STEERING
& SUSPENSION
BEST PRACTICE Shock absorber replacement ZF Aftermarket takes us through its top tips when it comes to replacing shock absorbers.
I
Use OE quality replacements
t is recommended that three basic rules are observed when replacing shock absorbers:
â– Always replace in axle pairs, i.e. both
front or both rear shock absorbers â– Use original equipment (OE) quality
replacements â– Replace ancillary components of the
shock absorber assembly at the same time
Always replace in axle pairs The advice from OE manufacturers to always replace shock absorbers in axle pairs has been largely ignored by vehicle owners and workshops over the years, having been dismissed as a strategy to increase sales. The reality is that both shock absorbers on the same axle tend to do the same amount of work under the same environmental conditions and are subject to a similar degree of wear over time. Gradual deterioration of a shock absorber’s performance with wear generally goes unnoticed by the driver. However, under heavy braking or during avoidance
42 JULY/AUGUST 2019 PMM
í˘ą manoeuvres, there is a rough difference of 25% in damping force between a worn shock absorber and a new one on the same axle, which can lead to potentially dangerous consequences. The increasing complexity of newer steering and suspension designs means that minimising the variation in characteristics between components on the left and the right is even more critical in maintaining stability.
When advertising replacement shock absorbers, some manufacturers interpret ‘OE quality’ somewhat loosely in the descriptions of their products. In this case, it’s advisable to choose a brand that is actually supplied to the vehicle manufacturers as factory fitment. OE shock absorbers may have different specifications for each engine size within the same vehicle model line-up to compensate for weight difference, and they are occasionally ‘handed’ (different left- and right-hand specifications). By contrast, many aftermarket parts compromise by covering an entire model range with the same shock absorber part number.
Replace ancillary components at the same time In addition to new fasteners, three shock absorber-related items should be considered for replacement (Fig 1): the spring assister, commonly referred to as a bump stop, the gaiter, which protects the shock absorber piston rod from road debris, and the top suspension mount. There is no additional work involved; all of these items are removed
í˘˛ to gain access to the shock absorber. To simplify matters, ZF Aftermarket offers a Sachs service kit (Fig 2) to complement its OE shock absorber range. The kit contains the spring assister and the gaiter; top mounts are available separately.
Why is it important to replace these items? The spring assister is certainly more important than ‘bump stop’ suggests; it supplements road spring compression at a predetermined point to prevent the suspension from bottoming out. More than a simple buffer, the assister’s material properties and design determine its behaviour at a vital time when
í˘´
the suspension is approaching its operating limit. It’s a crucial part of the shock absorber’s function and when it wears or gets damaged, the original operating characteristics of the vehicle are compromised. Oil leaks from a shock absorber are a common reason for replacement. That leakage is likely to have been caused by road grit entering a split gaiter. When deposited on the shock absorber piston rod, it abrades the plating on the rod’s surface, causing roughness and creating the potential for corrosion. Either this and/or the grit itself tears the piston rod’s seal. Some of this oil and grit is retained by the spring assister, the structure of which subsequently degrades and attracts additional contaminants. Reusing this component on a new shock absorber is not recommended for obvious reasons.
í˘ł A worn spring assister may separate into multiple segments (Fig 3). If only part of the assister is re-installed on the new shock absorber, the spring could become coilbound under extreme compression, transferring its energy directly to the vehicle structure and damaging the suspension turret or hub carrier. Detached spring assister fragments can also become trapped between the piston rod and seal, causing oil leakage.
Top mount replacement ZF Aftermarket recommends that the top suspension mounts are renewed whenever the shock absorbers are replaced. The top mount is a compliant rubber-to-metal component joining the shock absorber to the vehicle body (Fig 4). It prevents suspension forces, noise and vibration being transferred to the cabin. Worn top mounts (Fig 5 & Fig 6) reduce optimum road contact, causing longer braking distances and compromised handling, as vehicle safety systems such as anti-lock braking and stability control programmes only function perfectly if all suspension components are in top condition.
í˘ľ
í˘ś
For more information online, GO TO
www.rdr.link /AG015
Advertorial
GOING DUTCH PMM gets to know Arnott Europe, a Netherlands-based specialist in air suspension replacement products. research and development in the company’s 6,000m2 facility in North America. Each and every product is thoroughly tested during the development, engineering and production process. Arnott employs a wide spectrum of tests and evaluations, from computerised shock dyno testing and proprietary air bladder leak testing, to countless miles on the road for realworld testing. With a trusted global network of premier distributors, Arnott products also have excellent availability in the marketplace.
ccording to Arnott, all of its aftermarket air springs are designed, assembled and tested in either the USA or the Netherlands. The new additions to the company’s range feature a multi-ply ContiTech air sleeve to ensure the best quality rubber, thereby extending their lifespan. High quality rubber is especially important since the rubber components are the fastest wear and tear parts in the air suspension system. In addition, heavy-duty crimping rings and CNCmachined aluminum top and piston or durable resin top mount and bottom piston are used. A protective dust cover is added to protect the air spring from debris. Almost all Arnott products come with extensive installation manuals and videos, to ensure a fast, easy and flawless installation.
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NEW ADDITIONS Among the latest introductions to Arnott Europe’s range are air springs for the Porsche Macan 95B chassis with auto leveling. Additionally, the company has announced that air springs for popular vehicle models like Audi A6/A7 C7 chassis and Mercedes-Benz C-Class W205 Chassis will be released soon.
MARKET COVERAGE Arnott offers nearly 350 aftermarket air suspension products, covering approximately 800 applications, including air suspension compressors,
air springs, Arnott-designed new air struts, remanufactured OE air struts, and coil spring conversion kits. Through the use of OE components and quality Tier 1 components such as leak-resistant seals, CNC-machined parts, premium brand rubber air sleeves, and VOSS air line fittings, the company says it delivers on the superior quality customers demand.
A FOCUS ON QUALITY Arnott’s state-of-the-art manufacturing and remanufacturing processes are driven by three decades of extensive
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For more information online, GO TO
www.rdr.link /AG016
PIT STOP
In need of a refuel? Garage gags What happened when the frog’s car broke down? He jump started it! Fancy a crack at a joke? Send us your (clean) attempts to pmm@hamerville.co.uk
Name the film
í˘ą Which country scored the first goal of the 2018 FIFA World Cup? A) Saudi Arabia B) Russia C) Egypt
í˘˛ Who was the Prime Minister of Great Britain at the start of the Second World War? A) Winston Churchill B) Neville Chamberlain C) Clement Atlee
Did you know? Alaska is the most northern, eastern and western state in the United States.
í˘ł What year did the Titanic sink? A) 1902 B) 1909 C) 1912
Answers to Answers to Quiz: 1) Russia, 2) Neville Chamberlain, 3) 1912 Answer to Name the film: Good Will Hunting
FILTERS
Addressing the knowledge gap Comline discusses what constitutes a high-quality oil filter, and whether technicians need to supply the OE part to guarantee performance.
D
irt and other contaminants are the primary reason for excessive engine wear and failure. The engine is a hotbed for potentially harmful particles; some of the most destructive occur from oil degradation. It’s also home to the tiny metallic fragments that result from engine component friction. In both cases, these contaminants are mobilised in oil, which helps spread them throughout the inner workings of an engine. This, in turn, causes further damage through abrasion and creates a downward spiral of wear and tear that can lead to complete engine failure. To ensure engine protection and safeguard performance, it is vital that the oil is changed regularly. It’s equally important to fit a high-quality oil filter that will remove harmful particles from the oil before it’s fed into the engine. Comline’s Filtration Business Line Manager, Povilas Borisas said, “The filtration product line is a cornerstone of our business and it has played a significant role in Comline’s rise to prominence since our foundation in 1991. “We have come a long way since then and our filtration expertise has developed significantly along the way. Looking specifically at oil filters, our range, which spans over 95% of the European, Japanese and Korean car parc, includes both traditional ‘spin on’ filters and the more environmentally friendly, paper-based Eco options, which are becoming more commonplace in today's modern vehicles. “Utilising premium raw materials, including media sourced exclusively from worldrenowned suppliers, heavy-duty stainless-steel base plates, durable silicone or nitrile butane rubber (NBR) seals, high-strength adhesives and more, our entire range is precisely manufactured to OE-matching specification in leading ISO compliant facilities.
The anatomy of a filter
“Our absolute focus on quality continues into our testing procedures, with each filter being subjected to rigorous checks, analysing pressure and temperature performance, impulse characteristics, rubber seal wear, and media configuration. This takes place during production, within Comline's own inhouse quality laboratory and in conjunction with the International Filtration Testing Services (IFTS), one of the world's leading filtration testing organisations. “It is thanks to this intense quality control process that we can confidently guarantee OE matching quality and full BER compliance across our entire range.” So, what is BER compliance, and why is it vital for consumers and the aftermarket? Mike Smallbone, Head of Membership Development at the IAAF, gave his insight, "EU Motor Vehicle Block Exemption Regulation 461/2010 mandates that motorists have the legal right to choose where their
vehicle is serviced and repaired without invalidating their warranty. Furthermore, they are also free to use parts of OE matching quality from BER compliant suppliers, such as Comline, providing they are correctly documented. “This is a fact that unfortunately is not widely known, with many motorists believing they must return their vehicle to the manufacturer for servicing to avoid invalidating warranties. This misconception not only results in consumers missing out on huge potential savings, but it also threatens the health of the independent aftermarket by preventing competition within the marketplace. “To address this knowledge gap, the IAAF, together with leading industry partners, has launched a regional pilot project for the ‘Your Car - Your Choice’ Campaign, which aims to provide clear and concise guidance on this important topic.” For more information online, GO TO
www.rdr.link /AG017
PMM JULY/AUGUST 2019 47
FILTERS
The power of
FOUR Meyle has strengthened its range of particle and activated carbon cabin air filters. Here, the company explains how an additional filter layer enriched with silver ions provides cabin filters with an antibacterial function to clean air in the car more effectively.
I
ncreasing air pollution exposes drivers and passengers to dangerous particles such as soot, and harmful gases such as ozone when driving. Air pollution caused by allergens, bacteria and fungi, which can form in the filter, further increases the health burden. With a third filter specification, the Hamburg-based manufacturer, Meyle, offers another solution for even cleaner air inside the vehicle: a special coating on the new biofunctional Meyle-Original cabin filter, which ensures that the driver and occupants are not only protected from dust, pollen, soot and gases, but also that bacteria does not enter the cabin. The fungicidal effect of the silver-ion layer also prevents the development of moulds, which can additionally strain the airways of the vehicle occupants and cause allergic reactions. The new cabin air filter consists of four layers that clean the air before it enters the vehicle’s interior:
■ Biofunctional layer: Has an antibacterial
effect and prevents mould fungus formation. ■ Activated carbon layer: Filters harmful
gases such as ozone (O3), sulphur dioxide (SO2) and nitrogen oxides (NOx). ■ Carrier fleece: Basis for the activated carbon layer and the biofunctional layer. ■ Particle filter layer: Filters dust, pollen, soot and dirt from the air. Especially for allergy sufferers, the use of the special filter with an antibacterial function can contribute to road safety; allergies, watery eyes and sneezing affect the driver and the passengers, and can cost important seconds in an emergency. Therefore, workshops should recommend that allergy sufferers replace the filters in good time, because the antibacterial and antifungal silver ion filter material contributes to a smooth ride.
Twice a year Meyle recommends changing the filter every 15,000 kilometres, or at least twice a year. Over the course of time, fine dust, soot, pollen or insects settle in the filter, and the functionality is gradually lost. In a dirty filter, the dirt particles react with the humidity inside the vehicle. The consequences include fogged windows, unpleasant odours, and additional exposure to allergens and bacteria. Especially in the humid months, the formation of bacteria and mould is prominent. Workshops can score points with their customers by providing information at an early stage. For more information online, GO TO
48 JULY/AUGUST 2019 PMM
www.rdr.link /AG018
FILTERS
Preventing
cabin fever With underperfoming cabin filters putting road users at risk, Hella Hengst explains why its cabin filters can provide drivers with a healthy solution to the dangers of contamination within their vehicles.
A
lthough Hella supplies workshops with the replacement solution across a number product groups, the company claims that its Hella Hengst filter programme provides customers with an original equipment (OE) option that sets it apart from its competitors. Within the range, which naturally encompasses all filter types, is a cabin filter range that is claimed to be in a class of its own and features market leading location information and fitting instructions. Hella Hengst is an OE supplier to many of the world’s vehicle manufacturers. The company’s cabin filters are recognised for displaying a combination of design innovation and special features. As a result, it claims that its products provide workshops with a comprehensive replacement cabin filter solution, available in both active carbon and anti-bacterial configurations.
multiple studies, this air typically contains up to five times more contamination from exhaust gases, pollutants and allergens, than the air at the roadside. Bearing in mind the harmful effects this contamination has on the occupants of the vehicle, which include the driver’s ability to concentrate, there is a direct safety correlation to the quality of the air within the vehicle. Therefore, not only will workshops be able to provide their customers with a positive healthcare message in terms of the importance of regular cabin filter replacement, but they will be given an opportunity to generate profit.
Informing customers As incomprehensible as it sounds, 540,000 litres of air can enter the cockpit of a vehicle for every hour it is driven and, according to
Catering for demand In addition to protecting the vehicle’s air conditioning system and filtering out fine dust and pollen, which is common to all new cabin filters, the company claims that its active carbon cabin filters not only collect even smaller dust particles, but also remove bad-smelling odours and hazardous gases such as ozone, smog and exhaust. However, to provide drivers with the ultimate protection from contaminants, Hella Hengst has developed the Blue.care antibacterial range. The range’s five element
construction adds a fifth level of protection over the active carbon series, in the form of defence against the threat of bacterial buildup in the system and therefore, within the vehicle itself.
Blue.care at a glance The elements within the Blue.care range comprise an electrostatic media with a prefilter function to keep out course particles, followed by a filter fleece, which increases its dust retention capacity. This is followed by the active carbon layer, which separates out vapours, odours and harmful gases such as ozone, nitric oxide and sulphur dioxide, plus meltdown medium, which filters out fine dust and micro particles down to incredibly small diameters. Finally, the bio-functional layer contains nonosilver, and provides the filter’s antimicrobial, anti-bacterial effect. The company claims that it is because of this that the Blue.care range is a leading solution for incar air quality; it essentially increases safety for the driver, their passengers and the wider community. For more information online, GO TO
www.rdr.link /AG019
PMM JULY/AUGUST 2019 51
EXHAUSTS
& EMISSIONS
Recovery time Designed to remove diesel particulate matter or soot from the exhaust gas of a diesel engine, it is inevitable that DPFs will need cleaning and servicing from time to time. DPF Recovery explains how the company can help.
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PF Recovery`s cleaning systems use the latest equipment to provide the full spectrum of cleaning services to industry standards. Liquid cleaning is carried out using the Flash Cleaner Machine, but air blast and thermal cleaning services are also provided, employing the FSX system. The Flash Cleaner Machine works by flushing the DPF with carefully calibrated, pressurised jets of water mixed with a Bioenzyme cleaning agent, totally removing all PM10 particulates (this is particulate matter which is 10 micrometres or less in diameter), oil and cerium residuals, but leaving any precious metal coatings unaffected.
The support on offer covers large fleets, to individual workshop requirements, with job specifications met in a timely and costeffective manner. In addition, if a DPF/SCR unit is beyond repair, DPF Recovery can provide a replacement service.
The cleaning process The Flash Cleaner Machine provides an effective solution for DPF cleaning, with a system which guarantees the complete removal of PM10, cerium and oil deposits without damaging the filter. The technology allows DPF Recovery to clean every kind of particulate filter for passenger cars (including Euro 6). The equipment is designed so that users can run the entire cleaning cycle (washing and drying) with one machine only, enabling the cleaning process to be faster and less expensive than alternatives. For ease of use, the Flash Cleaner Machine ensures DPF Recovery doesn’t have to cut, bake or weld the filter – nor does the filter need to be dipped into an ultrasonic tank and then put it into an oven. The DPF is simply placed into the machine, and the touch of a ‘Start’ button begins the process. When the cycle ends, the clean DPF is taken out and returned to the customer.
KEY BENEFITS ■ ■ ■ ■
■ ■ ■ ■
Total removal of PM10 residuals Removal of cerium residuals Removals of additional residuals Efficient cleaning of all of the types of particulate filter and catalyst Safety of the filter Preservation of the noble metals of the DPF and catalyst Easy, fast and inexpensive Environmentally friendly
For more information online, GO TO
www.rdr.link /AG020
PMM JULY/AUGUST 2019 53
©olando/AdobeStock
EXHAUSTS
& EMISSIONS
Chain reaction BM Catalysts discusses the efforts that are being made towards reducing emissions, as well as preventing the sale and fitting of catalytic converters and DPFs to vehicles that haven’t been approved to meet the relevant Euro Levels.
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ehicles and replacement emission control devices must meet specific standards for exhaust emissions before they can be offered for sale in the European Union and achieve Whole Vehicle Type Approval in accordance with EC Directives. In order to achieve type approval on the emissions levels for replacement emission control devices (catalytic converters and DPFs), performance and noise levels must be within calculated limits as prescribed by legislation. Replacement catalytic converters and DPFs cannot be approved to a lower Euro level than that of the original vehicle; if the vehicle is Euro 5, then the replacement must be approved to Euro 5 levels or it cannot be proven to meet emission standards. Identifying the correct emissions products for stockists and garage professionals is different, but changes made to the latest version of MAM do make it easier. The V9 update last mapped the Euro level that a supplier's part is approved for sale on against a vehicle’s registration number, which removed parts from the exact match search that were previously incorrectly listed as homologated for certain Euro levels. Therefore, the chances of fitting the incorrect parts are now vastly reduced.
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fail for the vehicle. Prior to With this change in place, these tighter regulations, experts we’re now starting to see the warned that the true figure of correct catalytic converters and vehicles driving without DPFs DPFs matched against the were in the thousands, leaving correct vehicles for the first many car owners at risk of hefty time. These improvements are fines and penalty points. set to be further refined with Accountability is a huge factor the release of Autocat v9.1 this in reducing vehicle emissions. summer. The update is expected Recent data pulled by Autocar to further develop the exact between May 2018 and match search function in Mark Blinston, Commercial Director February 2019 demonstrated relation to euro levels and will that there was a 63% increase in allow distributors to view a the number of emissions-related MOT vehicle’s MOT history through DVSA failures concerning diesel cars compared with records, giving garage professionals and the same period the year before. These kinds stockists further oversight over catalogue data of changes that are helping all along the accuracy. These updates are a positive move emissions chain, from motorists to motoring and the first in a long journey of improving bodies and garage professionals alike, to compliance in the emissions industry. better understand their role in reducing Whilst the correct cataloguing of vehicle pollution. aftermarket parts is complex and challenging, In order to create a lasting change to the perhaps the biggest shake up to the emissions market, it is important that everyone along market is the latest MOT changes. New the supply chain, even the consumer, does regulations were introduced to the MOT test their part to make sure they’re complying last summer, placing further emphasis on with regulations. If one link in this chain diesel emissions. The regulations require proves weak, we all fail. checks to the exhaust for visible smoke production and tampering or removal of the DPF. Any visible sign of alteration to the For more information online, DPF or smoke of any colour will result in a GO TO www.rdr.link /AG021
EXHAUSTS
& EMISSIONS
Six appeal
O
ver the years, I must have dealt with every DPF-related issue you could imagine, yet I still find the majority of customers telling me that their newly fitted DPF is faulty. After looking into the issue, I often find that the problem wasn’t the DPF, but actually an injector, pressure sensor, temperature sensor or EGR valve. Whichever component was at fault, there would always be a knock-on effect, with an increase of Particulate Matter (PM) resulting in carbon coating of the injectors, inlet, exhaust, EGR valves, or turbo. This makes the system unable to meet the required condition to activate the DPF regeneration process, ultimately ending in a blocked DPF. After looking at the cleaning products that are available, we produced our own additive to reduce the build-up of carbon on these components – the 6-in-1 DPF solution. Cleaning all of the relevant components and assisting the regeneration process, 6-in-1 has been a tremendous success, and has been supported by the industry, private endorsements, and recommendations. I have always been stunned by the amount of inaccurate statements that have been made regarding the cleaning power of certain fuel additives, especially in relation to the DPF. I have heard claims that when the vehicle gets to the correct temperature, the vehicle undergoes DPF regeneration and burns the soot to ash to lower the contents
Stuart Still, Technical Coordinator at European Exhaust & Catalyst (EEC), talks PMM through the company’s latest additive solution, and addresses a handful of misconceptions regarding the role of fuel additives.
inside the DPF. This is incorrect; carbonbased soot is formed by the incomplete combustion of fuel. When burnt, this soot turns into carbon dioxide gas; it doesn’t produce any ash.
Particulate Matter PM is produced when diesel is combusted within the engine. In perfect combustion of diesel fuel, carbon dioxide and water are the end products, but in reality, the incomplete combustion results in emissions that include carbon monoxide (CO), unburnt hydrocarbons (HC) and un-burnt carbon particles or soot, which form the main part of PM. PM also includes material derived from engine oils and other inorganic debris, which are known as ash. Unlike soot, ash cannot be burned away.
Diesel PM is the visible cloud of black smoke that, pre-DPF, used to appear from engine start-up and sometimes continued to appear when the engine was running. PM can be categorised into two groups: ■ Particles up to 10 microns (PM10) ■ Particles of less than 2.5 microns in size
(PM2.5) Although most diesel particulates are very small – more than 99% are in the sub-2.5 microns range and all are damaging to your health – they are carcinogenic. Therefore, functioning DPFs are important to the future of diesel. I have also seen additive manufacturers claim that their product removes both the soot and ash content inside the DPF. Removing the ash from a DPF without removing the unit from the vehicle by dissolving it would require a strong acid-based product. Another claim that has come to my attention is that a company’s additive is able to clean EGR valves, turbos, etc. Only additives containing a Fuel Borne Catalyst (FBC) will remove carbon from all components postcombustion. A fuel additive without an FBC would not survive the combustion process. We recommend a concentrated additive, such as 6-in-1, which contains a high tech FBC that is metallic but not iron. For more information online, GO TO
www.rdr.link /AG022
PMM JULY/AUGUST 2019 57
EXHAUSTS
& EMISSIONS
BEST PRACTICE Lambda sensor troubleshooting Denso explains why a proactive, ‘systematic diagnosis’ is best when it comes to lamda sensors.
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missions continue to be a significant concern for the automotive industry in the immediate and long term future. With public interest in emissions as strong as ever, Denso believes it is vital that the company provides technicians with ‘best practice’ advice when it comes to diagnosing faulty lambda sensors. European emissions standards were first introduced in 1992, and those regulations were the trigger for lambda sensors to become one of the most important components of the engine. Stricter regulations have since been implemented and, as has been well documented, motorists are more environmentally aware than they ever have been. As a result, the maintenance, diagnosis, repair and installation of essential car parts that optimise those emissions, such as lambda sensors, are now a vital part of a technician’s skillset.
Denso’s approach to lambda sensors Denso’s lambda sensors, part of its extensive engine management system range, are said to be trusted by European and Asian vehicle manufacturers (VMs), as well as by customers in the aftermarket. Denso’s lambda sensors became particularly popular with European VMs when ECU manufacturers took a different approach to the specifications of their control units, allowing flexible sourcing of oxygen sensors – resulting in the adoption of better components. As a result, lambda sensors’ popularity surged, and became the most reliable and costeffective choice amongst VMs in regulating basic and advanced engine performance and their emission reduction systems. Denso’s ties with Ford, which used to own various European manufacturers, enabled the company to become a supplier to Volvo,
Jaguar and Land Rover. Such was the success of those partnerships, these VMs still rely on Denso’s components to this day, long after Ford sold on those brands. The company now boasts partnerships with Renault-Nissan, GM, Ford and FiatChrysler, and supplies lambda sensors for many European-built models produced by Asian manufacturers.
Fault-finding With the vital job undertaken by lambda sensors inside a vehicle’s engine, technicians need to be ready when faced with them in the workshop. According to Denso, in order to save the engine management system from long-lasting damage, it is best to take preventative measures and stop any problem before it becomes an even bigger one. There are various warning signs of a faulty lambda sensor, which could be spotted by the motorist or via a diagnostic check. Typical symptoms include high fuel consumption, rough engine running or poor emissions performance. As part of Denso’s ‘best practice’ advice, technicians are urged to be proactive and perform a ‘systematic diagnosis’, which helps to provide a near fool-proof service and identify any lambda sensor defects: ■ Check service history: the first course of
action is to check for components that may have been replaced or incorrectly fixed during the last service. Technicians should also check if any connections were not refitted, or if the wrong parts have been used. Particular attention should be
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paid to anything which could affect lambda sensors, such as EGR valves, fuel injectors and exhausts. ■ Visual inspection: the underneath of the
bonnet should be checked for any leakage from the exhaust manifold. This process takes no time at all and could save hours of future labour time. ■ Diagnostic Trouble Codes: it is worth
checking for DTCs if this test hasn’t been carried out already. ■ Live tests: the exhaust system should be
inspected for leaks. The same goes for the sensor heater, which can be achieved by measuring the resistance at room temperature to exclude an open or short circuit. Live tests should then be done to measure the signal of the oxygen sensor. Close attention should be paid to the time it takes for the signal to give a reliable high-low oscillating signal and whether
Normal Condition
Si Poisoning
Pb Poisoning
the min-max values are normal or not. It is also possible that there is a faulty heater current supply from the ECU, which can be measured during a cold start. ■ Sensor inspection: the tip of the sensor
should be a dull grey colour. If discoloured to red, it may signal a contamination by fuel additives, which can block the sensor and prevent it from functioning properly. In addition, there may be damage to the wires and connectors to the engine management system, so these need to be checked, particularly when looking for signs of water intrusion.
Rich Condition
O2 Sensor Coolant Contamination
■ Engine management system inspection:
mass airflow sensors, thermostat and fuel injectors should all be examined for any signs of malfunction. Correct fault-finding should always conclude with the correct repair. Denso claims that, in the case of a sensor replacement, technicians should always select an OE-quality sensor that matches the company’s vehicle recommendations and install it by following the correct procedures. For more information online, GO TO
www.rdr.link /AG023
EXHAUSTS
& EMISSIONS
Under pressure Vehicle manufacturers rely on a host of electronic components to achieve cleaner combustion, but as these components have to operate in some of the most hostile environments of the vehicle, they are highly prone to failure. Elta discusses the exhaust-related components that generally fail most often and why they do so. Fuel vaporisers ě‘ź
Lambda sensors ě”°
DPF regeneration requires extremely high temperatures for soot to be removed from the DPF by combustion. When normal driving conditions do not allow for this temperature to be reached in the exhaust system, additional processes must be introduced to raise the heat. Traditionally, post-injection of unburned diesel fuel into the combustion chamber provides the catalyst and raises temperatures. However, this has been found to cause oil dilution, leading to premature engine wear or more frequent servicing. Fuel vaporisers go some way to solving this problem, lowering emissions whilst prolonging engine life. Rather than being injected directly into the combustion chamber, fuel is directed to the fuel vaporiser. The vaporiser then uses an integrated, electrically heated glow plug to evaporate the fuel before injecting it into the exhaust gas stream ahead of the catalytic converter/diesel oxidation catalyst. Following this, vaporised hydrocarbons are burnt on the catalytic converter, releasing energy from exothermal chemical reactions and raising the temperature before the DPF, allowing for regeneration to occur without oil dilution or the need for additional cooling.
Lambda sensors were first fitted to cars in 1977 to improve the efficiency of combustion engines and help to reduce harmful exhaust emissions, such as carbon monoxide. Lambda sensors operate by measuring the amount of oxygen in the exhaust. An efficient engine requires a specific amount of air and fuel in its cylinders at combustion, with the perfect ratio being 14.7:1 (14.7 parts air to 1 part fuel). The levels calculated by the lambda are sent as data to the ECU, which then determines how best to achieve the ideal mixture of air and fuel at combustion. Many will simply fail due to age. The lifespan tends to be 45,000 miles for an unheated sensor. However, a heated sensor can typically last closer to 100,000 miles.
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Exhaust gas temperature sensors ě‘ż The exhaust gas temperature sensor is a thermistor element fixed in cement to protect it from vibration. Changes in temperature affect the resistance, and this is communicated to the ECU as a voltage. Exhaust gas temperature sensors protect vital exhaust components from overheating and help to control emissions. They are also used in several combustion control processes in both diesel and petrol engines, including selective catalytic reduction, turbo boost, exhaust gas recirculation and DPF Regeneration.
Exhaust gas pressure sensors 쑼 The exhaust gas pressure sensor is a key component in the DPF regeneration process. The DPF traps particulate matter (PM) and soot, preventing it from harming the environment. The sensor monitors the pressure before and after the DPF, to identify a difference in pressure caused by a build-up of PM, before instructing the ECU to initiate DPF regeneration.
Exhaust gas recirculation valves Fundamentally, the EGR valve reduces harmful nitrogen oxides (NOₓ) emissions from the exhaust gas. This helps VMs to meet increasingly stringent environmental targets set by European Regulations. NOₓ is produced when combustion temperatures exceed 1,370°C and nitrogen begins to react with oxygen. The EGR valve helps keep temperatures below the NOₓ threshold by recirculating a
small amount of exhaust gas back through the combustion process. This dilutes the incoming air/fuel mixture and cools combustion temperatures, resulting in reduced NOₓ emissions. The most common cause of EGR valve failure is carbon deposits that cause clogging or sticking. The valve may stick open or closed. For more information online, GO TO
www.rdr.link /AG024
TOOLS
& GARAGE EQUIPMENT
CASE STUDY Oslo Court Garage Gemco recently fitted a range of Bradbury MOT Equipment at Oslo Court Garage in London. The company spoke with the garage’s Owner, Walid to find out why he chose this particular equipment for his somewhat unique workshop site.
O
slo Court Garage’s Owner, Walid,xplained, “Being a family run business, we understand the importance of trust, reliability and providing a friendly, professional service. We know we can tick all the boxes when it comes to customer care, which is why we’ll always go the extra mile to make sure our customers are satisfied and happy to come back to us for years to come. “At Oslo Court Garage, customer service has been at the core of everything we’ve been doing for the past 40 years. We care as much about your vehicle as you do. That’s why we aim to provide reliable, competitively priced services and repairs carried out by experts. “Of course, throughout our history we’ve learnt a lot and moved with the times. We like to think we know everything there is to know about every type of vehicle, but, at the same time, we also understand drivers, and the service they expect from a garage and the technicians that look after their vehicles.” Since 1980, Oslo Court’s Garage claims that it has been perceived as a specialist in Rolls Royce and Bentley, but they also work on other vehicles. Walid continued, “With a strong customer focus at the heart of what Oslo Court Garage
does, it’s essential that as a garage we keep up with customers’ needs and invest in new garage equipment that we can rely on. “In my years as a mechanic, I have relied on Bradbury garage equipment, from vehicle lifts through to brake testers. When it came to purchasing new equipment for my garage, I knew I wanted Bradbury equipment. “When it came to choosing new MOT equipment, the main obstacle we faced was space, as our site originated as an underground World War II bunker back in the 1930s. Height restrictions meant that we couldn’t have vehicle lifts in our garage. Therefore, a Class 4 pit was the best option for us.” In addition to the Class 4 pit, Gemco fitted a Bradbury 1040S ATL Class 4 Brake Tester (including an integrated Bradbury BRADCOMBI Combined Emissions Analyser), a Bradbury Pneumatic Pit Play Detector, a Bradbury BJB15RDE Jacking Beam, a Gemco Litecheck6DL Headlamp Aligner with laser and 3m rails, a MOTMIRRORS Pair of Convex MOT mirrors, a PDATL Pedal Depressor, and a BRMOTPACK1 B, which is a complete MOT starter pack, including a tool board, signage, a brake meter, a trailer socket tester, leak detection, and more.
“When it came to choosing new MOT equipment, the main obstacle we faced was space, as our site originated as an underground World War II bunker back in the 1930s.”
For more information online, GO TO
www.rdr.link /AG025
PMM JULY/AUGUST 2019 63
TOOLS
& GARAGE EQUIPMENT
ADAS made easy In part two of this series, Autel runs through the procedure for Adaptive Cruise Control System (ACC) calibration on equipped VW models, using the MaxiSys ADAS Tablet. Setting up the vehicle Set up and perform the calibration frame levelling procedure (this procedure varies slightly by vehicle and system): 1. Park the vehicle on flat and level surface with its front wheels pointing straight. Ensure there are no objects within 3m of the front of the vehicle. 2. Turn the rear axle steering straight. 3. Bring the vehicle to a complete stop, and turn off the ignition. 4. Ensure the vehicle is not carrying any load. 5. Ensure the vehicle’s coolant and engine oil are at the recommended levels and the fuel tank is full. 6. Close all doors and ensure all lights are off. 7. Adjust the tyre pressure to the recommended level. 8. Ensure the battery has sufficient power. 9. For vehicles with air suspension, activate ‘Jack Mode’.
Starting the calibration procedure 10. Attach the VCI to the vehicle and turn on the ignition. 11. Connect the diagnostic tool to the vehicle. 12. Tap ‘Diagnostics’, then the ‘VIN’ button on the upper left of the screen, to identify the vehicle model and the systems that it is equipped with. 13. Select ‘ADAS Calibration’ and perform the ACC calibration. The following tools are required for the next stage: ADAS calibration frame, reflector, mini reflector, two wheel clamps with laser attachments, hex wrench, tape measure. 14. Place the ADAS calibration frame. 15. Remove the grille on the ACC radar sensor (you may need to refer to the vehicle manual). 16. Note: if not mini reflector is present on
64 JULY/AUGUST 2019 PMM
í˘ą
í˘ł
í˘˛
í˘´
the sensor, attach a mini reflector on any flat surface on the radar unit. 17. Move the calibration frame in front of the vehicle. No pattern should be attached to the frame. 18. Rotate the fine-tuning bolt to align the marked lines (Fig 1) 19. Loosen the handle and rotate the finetuning bolt until the scale value is zero, and then tighten the handle to secure the crossbar. 20. Align the pointer on the sliding plate with the zero-marked line, and then tighten the bolt to secure the sliding plate (Fig 2). 21. Turn on the laser, and aim the beam at the front centre of the vehicle. 22. Adjust the height of the crossbar so that it is level with the centre of the front wheel. 23. Move the frame slowly to reach the specific distance between the vehicle and the crossbar sliding plate. 24. When the frame is in position, switch off the laser. 25. Rotate the bolts on the base until they are secured to the ground, but do not overtighten. 26. Attach the wheel clamps to the rear wheels and ensure they are firmly secured. 27. Insert the connecting shaft of the laser
28.
29.
30. 31.
32.
33.
into the clamp port. The laser calibration board should be facing the front of the vehicle. Turn on the attached lasers and adjust them so the beams light the rulers on each side of the crossbar cover plate. Loosen the handle and rotate the finetuning bolt until the rulers on each side of the crossbar plate have the same value lit by the laser (Fig 3). Tighten the handle to secure the crossbar, and lift the cover plates on each end. Adjust the attached wheel lasers to control the up and down movement of the reflected laser beam. The reflected beam must shine on at least one of the scale boards. Rotate the bolt left or right until the scale values lit by the reflected beam are the same on each side (Fig 4). Now the calibration frame is parallel to the vehicle. Close the cover plates on the crossbar, switch off the lasers on the wheel clamps, and remove the clamps from the wheels.
To watch the instructional video for this procedure, and to see the next stages of the process, GO TO
www.rdr.link/AG026
TOOLS
& GARAGE EQUIPMENT
PRODUCT TEST Pull-back rapid-action ratchet One of PMM ’s most trusted product testers, Des Davies, give his opinion on Laser Tools’ pull-back rapid-action ratchet.
I
was asked to test two of Laser Tools’ new Pull Back Ratchets, with a ⅜'' drive. One was the Laser 7377, a 230mm ratchet, and the other was the 7376, which was slightly bigger, at 350mm. In terms of comfort and appearance, both felt comfortable and looked like good quality tools, with a nice, fine gear ratchet that worked well in general use. When I tested them in areas where there was limited space for access – which is between the component and the body where there isn’t enough space to swing a conventional ratchet – the tools were useful and, on the whole, worked quite well. The 3/8” inch drive spins more than 360˚ with a simple pull of the pull-back grip on the handle, which is a very useful asset when access is limited.
TECHNICIAN: Des Davies GARAGE: Top Gear Motor Services
“The 3/8” inch drive spins more than 360˚ with a simple pull of the pull-back grip on the handle, which is a very useful asset when access is limited.” When using the tool, first loosen the fastener, nut or bolt, and pull the grip to remove it with ease. This ratchet cuts the time taken to remove and replace these components and fasteners when compared with a conventional ratchet. To change direction, simply push the drive-post through, reattach your driver and start tightening. The ratchet works well when it’s used to dismantle an engine component or replace the smaller fasteners. If the fasteners are corroded or stiff, then it’s very difficult for this type of ratchet to do its job properly, and it did struggle; I couldn’t pull the handle at all. I found the shorter ratchet easier to handle and to use with the smaller fasteners, whereas the longer ratchet was better when access was limited and I couldn’t swing or move the ratchet due to the clearance available. In conclusion, I would say that the tools are very useful, especially when there is limited access in your working environment. For more information online, GO TO
www.rdr.link /AG027
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TOOLS
& GARAGE EQUIPMENT
BEST PRACTICE Making battery checks a year-round staple We are used to hearing warnings about battery failure in the colder months; as the temperature drops, battery failures start. However, the damage is not caused by the cold – that’s just the trigger. Lack of ongoing maintenance and increased pressure on batteries from onboard electronics are the big factors that lead to a damaged battery. Therefore, it’s a good idea for battery checks to be included in year-round services and checks – and Ring claims to have just the kit to help make battery analysis quick, easy and useful for you and your customers. Under pressure The way drivers use their cars has changed, and as a result, car batteries are under more pressure than ever. The average battery life has become shorter, as energy required for onboard electronics has increased, car trips have become more frequent and shorter, and cars are left unused for longer periods of time. When they aren’t being used, batteries naturally self-discharge. These days, the average car spends about 80% of the time parked at home, is parked elsewhere for about 16% of the time and is only actually in use (moving) for the remaining 4% of the time. It takes roughly eight hours of continuous driving for the alternator to fully charge the battery. Therefore, if the battery infrequently
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receives a full charge from a long drive, strong crystalline deposits can form on the negative plates and consequently prevent the battery from charging properly. This process, called sulphation, will begin occurring when the state-of-charge is less than 100%. 80% of all battery failure is related to sulphur buildup on the plates, causing the battery to die. As well as cars being used for shorter trips, the power demands on the battery have changed over time. The battery is designed to supply a sudden burst of power to the ignition, not for providing energy for electronics and other devices for a prolonged period, which is increasingly how car batteries are being expected to perform. Besides, the alternator generates electricity
and charges the battery when the engine is on. So, operating lights, radio, charging phones and other electronics when the car is idling puts unnecessary pressure on the battery and can damage it in the long run. The cost of a replacement battery could be high for a customer, especially as more and more vehicles have stop/start technology. In fact, 90% of vehicles manufactured in 2019 will be fitted with AGM or EFB battery types, and by 2020, 30% of those will enter the independent aftermarket, equating to around 900,000 vehicles. A replacement EFB or AGM battery can be a costly repair for drivers, and with only 30% of batteries currently sold lasting over 48 months, a lot of drivers will have to pay the price.
Quick, thorough checks All these factors suggest that a battery check could help prevent a breakdown at any time throughout the year. There’s a simple way to carry out tests that present the full picture of a battery’s health. With a single piece of kit, you can offer a comprehensive battery analysis to help put a driver’s mind at rest or spot any problems quickly. The Ring RBAG700 Battery Analyser is a comprehensive battery analysis tool that not only performs a range of diagnostic tests, but is easy and quick to use. The microprocessor control can analyse and test the battery capacity without applying a load, providing fast, accurate results on batteries up to 1700CCA. A low range setting is also included for testing motorcycle batteries. Batteries can be tested in or out of the vehicle and reverse polarity protection is built in. RBAG700 will not only test the battery
cranking performance, but also the alternator (including a diode ripple test), starter and earth system, providing a complete health check of the battery system to help mechanics diagnose potential faults.
Its intuitive graphical interface and integrated printer make it simple to share results with colleagues and customers. As well as the instant print out, a full report can be produced via the PC link and custom icon-driven software. This software enables the printed reports to be customised to show the garage and vehicle details. The unit tests a broad range of vehicle batteries, including lead acid, gel, AGM, EFB and calcium, as well as start/stop and smaller motorcycle batteries. Temperature compensation gives more accurate results, and it includes alternator diode ripple test function. It can store up to 80 vehicle’s test results at once, allowing multi-vehicle testing before downloading data, which makes it ideal for large dealerships and workshops. For more information online, GO TO
www.rdr.link /AG028
TOOLS
& GARAGE EQUIPMENT
Partnership approach EDT Automotive tells PMM what it has to offer UK garages, and explains its partnership system.
E
DT Automotive says it is rated as the number one car care service company on Trustpilot, with a five-star 9.9 out of 10 rating. On top of this, the company is the sole supplier of the engine contaminant extraction system in the UK. David Homes, CEO of EDT Automotive said, “We chose Trustpilot as it is the most significant independent customer review site, helping us to differentiate ourselves from our competitors and receive unaudited live customer feedback.”
The business EDT claims that its partners have a clear understanding of the company’s ability to generate profit, and that its offerings aren’t an extra cost to their business; they add to their bottom line and subsequently improve customer satisfaction. The EDT system gives garages something in their armoury that no other business local to them can offer, helping them maintain the advantage over their competitors.
The customer relationship EDT claims that its customers are its passion; they motivate the team to exceed their expectations, and ensure they leave the business happy and with a smile on their face. EDT’s partners want to deliver the best possible service using the latest technologies available to them. Proactive garages like Regency Autos in Cambridge, Strathearn in Aberuthven, and Jackson Phillips in Leighton Buzzard are successfully promoting EDT’s advantages, and Bartons Garage in Devon even includes an EDT treatment with every service, as it fully understands that the customer deserves the enhanced benefits of a treatment that standard servicing alone will not provide.
Forward thinking The industry is forever changing, and EDT knows that its partners assess where their business stands and what is needed going
forward to constantly evolve. Motorists are keeping their cars for longer, so garages are needed to maintain them. Along with the more stringent MOT regulations on emissions, diesel MOT emissions are worrying the diesel owning public, and MOT failures for emissions are becoming more commonplace. The EDT system removes the abrasive particulates from the oil system that cause engine wear and premature engine failure, and in doing so, it protects and extends the life of the engine, allowing customers to keep their cars on the road for longer.
Become a partner EDT is looking for likeminded partners across the UK who are keen to offer something completely unique. With no capital outlay or onward consumables costs for the carbon-busting system, EDT offers partners a pay as you use model, working
closely with each garage to get them into profit within the second month. According to EDT, its services provide customers with fuel savings of up to 26%, reduced emissions, restored power of up to 6 BHP, improved torque of up to 7ft/lb, extended engine life and enhanced driveability, with a smoother, quieter and more refined delivery of power. The system works by heating and pulsing a light mineral oil in and around the oil system, breaking down the carbon, sludge and harmful residue that conventional servicing leaves behind, then vacuuming from the sump via a one micron filtration system, leaving the engine oil system clean and ready to receive its new oil. For more information online, GO TO
www.rdr.link /AG029
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TOOLS
& GARAGE EQUIPMENT
Leading lights
PMM: Why should technicians care about the bulbs they are fitting in cars? Andy Savva (AS): My one golden rule is that technicians should always look at their workshop through the eyes of their customer. Therefore, checking and changing car bulbs is much more than just a routine job. Car bulbs give the technician the chance to better satisfy customers and, at the same time, create additional profit. The first step to remember is to always change car bulbs in pairs. The reason is simple; if one lamp is broken, the second one will probably also fail within a short period of time.
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As an automotive aftermarket business expert, Andy Savva, The Garage Inspector, has supported many garage owners in taking their businesses to the next level. Now in his guise as Philips’ Car Lighting Brand Ambassador for the UK and Ireland, Andy tells PMM why using quality headlights is good for business. So, changing bulbs in pairs offers the customer lighting reliability, and also prevents the possibility of additional cost and effort for the workshop; it stops the customer from coming back with another lamp fault. It is also worth checking that the customer is happy with the lights they have been using before putting any new lights in, as well as whether they’re satisfied with how their lights have been working at night and throughout bad weather, as a large amount of traffic accidents happen at night or during bad weather conditions. It’s also worth looking at the age of the driver, because as we get older, more light is necessary in order to see things well enough to drive safely. Therefore, having the clearest vision of the road at all times is crucial for
both safety and comfort. Philips claims that its car lighting portfolio offers a range of highly technical quality car bulbs, all of which produce more light than the industry standard. PMM: How important is the quality of the headlamp? AS: Repeat business is obviously vital in sustaining a profitable garage. Therefore, the quality of the products a technician uses is paramount. Whether we’re talking about technology such as halogen, xenon or the latest LED solutions, Philips’ car lighting products have always been able to produce the quality equipment that the automotive industry requires. It is therefore no surprise that
“I have found that Philips’ lamps work for a long period of time without me having to stop to recharge them.” Philips’ automotive lighting products are used in a third of the world’s cars. All Philips halogen car bulbs use quartz glass, which results in several important benefits, including a stronger glass that can withstand thermal and mechanical shocks better than standard toughened glass, as well as more pressure, which means the bulb can actually produce more light. All Philips bulbs offer an UltraViolet (UV) shield to protect the modern plastic optics used by car manufacturers. As a result, the headlight unit will not deteriorate from inside as it would do if it had lamps installed that only use toughened glass.
In addition to the quality of the glass, the material and the exact position of the filament is crucial for optimum light on the road. Philips claims that its bulbs are produced and rigorously tested to ensure superior beam length and correct positioning, which guarantees comfort and safety not only for the person driving the car, but also for drivers of oncoming traffic, as they won’t suffer the discomfort of glare in their eyes. The company’s lighting products have been invented and developed to offer even more or whiter light – nowadays up to 150% more. Of course, the greater the light produced by the car bulb, the further the car driver can see, and so the person behind the wheel can both react faster and drive safer. All of these various technologies ensure a longer lifetime for Philips car bulbs, and development in halogen car bulbs is still ongoing. Even today, big car manufacturers are still using Philips halogen and xenon car bulbs for their new models. PMM: How important is it to use professional workshop lamps? AS: Technicians have to solve a variety of complex problems every day, but sometimes the biggest challenge isn’t diagnosing the fault, it’s having the space, light and dexterity to put it right. When working on customers’ cars, the technician can’t afford to make mistakes. With this in mind, I would recommend ensuring that there is good and reliable light focused on the right area. The entire range of Philips professional workshop lighting is equipped with high-quality LEDs for bright and comfortable light. The Philips lamps produce a natural bright white light, which is very comfortable for technicians, enabling them to carry on through their day without straining their eyes and becoming tired as result of working. In
fact, the company’s three latest models even have dimmable lights with a memory option in order to allow technicians to create their optimum lighting condition. I have found that Philips’ lamps work for a long period of time without me having to stop to recharge them. In fact, when fully charged, Philips workshop lamps can last up to 12 hours, meaning a technician will be able to work a full day with a fully charged lamp. And when it’s needed, lamp recharging is really quick. Philips workshop lamps are designed for professional use, so they need to be extremely robust and flexible, and they are! The lamps are highly resistant to dust, oil, water and shocks. Strong magnets and integrated hooks allow the technician to use the workshop lamps wherever they like, meaning that they can use both hands for the job that they are working on. Most workshops will have a variety of jobs to do on a car and Philips’ range addresses this need. The penlight model is ideal for short inspections. There is a smaller lamp for headuse and various hand-held models for daily work. The Philips range also includes projectors if you need more light. There’s even a modular system with extremely bright white light to give you the effect of working in daylight while allowing you to illuminate several different spots at the same time. For more information online, GO TO
www.rdr.link /AG030
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The best things in life are free... Check out the fantastic freebies on offer this month. To enter the prize draw, and to see what other competitions are currently running, go to
WWW.RDR.LINK/AG031
1
5
DIGITAL TESTER KIT
GIFT SETS
Draper Tools’ new 6-48V Automotive Digital Circuit Tester Kit is compatible with most vehicles, including cars, motorcycles, commercial vehicles, trailers, boats and agricultural machinery. With an easy-to-read LCD digital display, the interchangeable connectors’ ‘plug and play’ feature provides easy manoeuvrability. Insulated for testing on 6/12/24/48V DC, this five-piece comprehensive kit includes a long and short probe, a wire piercing probe, and a heavy duty insulated earth clip, making the kit ideal for most testing applications. It’s supplied in a heavy-duty storage case, so it is perfect for any garage.
To celebrate the launch of the new JLM Lubricants website, Kalimex, the UK distributor of JLM products is offering PMM readers the chance to win five JLM gift sets, comprising a thermal drinks mug, a matching writing pad, a pen, JLM gloves and a USB charger. The navigation on the new JLM website is led by a 3D car. By clicking on various parts of the car, a mechanic can find what they’re looking for in seconds, with enough easy-to-access technical information for every product. The JLM product range is endorsed by Darren Darling, founder of The DPF Doctor Network. Darren puts all new JLM products through their paces.
10 POLO SHIRTS The last few weeks of warmer weather offer a glimmer of hope that the Great British summer might just be on its way. To celebrate, transmission, braking and steering supplier, Shaftec, is giving away 10 polo shirts. The company says that the shirts are made of 100% cotton, and that they will make the perfect addition to a technician’s summer wardrobe.
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3 FUEL ADDITIVE BOTTLES Lucas Oil has a selection of single shot-sized fuel additives to give away to three PMM readers. When added to service menus, the deep clean treatment solution helps to control petrol engine emissions and subsequently keeps service prices competitive. This 155ml bottle is a single shot-sized solution from Lucas Oil’s problem solving additives range. Other 155ml sizes include Diesel Deep Clean, Safeguard Ethanol Fuel Conditioner and Octane Booster.
WHATS NEW?
■ TORQUE RANGE ■ RESET FUNCTIONS DENSO’s vehicle inspection tool, e-Videns, has been enhanced with the addition of vehicle reset functionality. It now features options for service interval resets and diagnostic trouble code resets. The update enables technicians to access the same reset functions available with OE equipment, eliminating the need to switch to other reset equipment. Available when the reset license is activated and e-Videns inspection results are saved, a vehicle reset stores all relevant servicing information in the cloud, printing data in both customer and repairer reports. A reset is required on most vehicles following maintenance work. GO TO
J&S has released a new range of torque wrenches. The company claims that its Trident Torque Master range is a high quality, high precision and affordable selection of Torque Wrenches. The expansive range includes a pocket sized ¼” Drive 5-25Nm Torque Master 25 as well as a ¾” Drive 150-750Nm Torque Master 750. The knurled anodised aluminium handle offers great grip and an ergonomic feel while ensuring it will survive in the toughest of garage environments. GO TO
www.rdr.link /AG033
www.rdr.link /AG032
■ CONTROL ARMS AND COATED BRAKE DISCS COMLINE claims that its Control Arms CCA1288L and CCA2288R work seamlessly to keep the high-end BMW X5 and X6 firmly planted to the road. Offered as part of the company’s ‘Total Control’ steering and suspension range, these control arms are fully backed by a three year, 36,000-mile warranty. As part of Comline’s steering and suspension range, the control arms will be subject to strict quality control procedures and exhaustive testing cycles, which include checks for full tension, compression and hardness, weld penetration, life performance, and corrosion resistance.
■ CORDLESS TOOLS BAHCO has extended its range of professional hand and air powered tools by introducing Orange Energy, a collection of 14 cordless automotive tools with power strong enough to tackle any vehicle task. These tools enable automotive professionals to work more efficiently, without cables or hoses getting in their way. Tools in the new range are ideal for professional, heavy duty tasks. They include impact wrenches and drivers, one with quick release hex drive, a ratchet wrench, keyless chuck drill drivers, a reciprocating saw, a greaser, a sander/polisher and an orbital angle polisher. GO TO
www.rdr.link /AG034
The company has also strengthened its range of coated brake discs, adding a raft of new references to its line-up. These newcomers, which span the European, Japanese and Korean car parc, include discs catering for both popular mainstream and premium high-end vehicles. Comline claims that its coated discs offer far superior levels of protection from unsightly corrosion in comparison with traditional oilbased painted products. The discs are manufactured within the company’s self-proclaimed world-class production facilities, utilising raw materials that are specifically selected for optimum hardness, tensile strength, structure and chemical composition. GO TO
www.rdr.link /AG035
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WHAT’S NEW? MORE INF O Just type in www.rdr.lin k followed by the uniqu e code shown to get straight to more info .
■ IMPACT DRIVER
■ RANGE EXTENSIONS WAIGLOBAL has released extended ranges of rotating electrics, window regulators, wiper motors, ignition coils and MAF sensors. The breadth of the company’s product range has been exhibited with more than 120 new parts being added to its portfolio within the past year. The range includes new alternators and starter motors, with WAI insisting that they have been produced via the use of premium materials. GO TO
www.rdr.link /AG036
LASER TOOLS’ four-piece 3/8"-drive tool is designed for removing seized, corroded and over-tightened fasteners. The hammer force is combined with the impact driver’s turning action, and it gives user more control, letting them line up the tool precisely. The kit also comes with an air-hammer adaptor and, when combined with the flexi-head handle, this becomes particularly useful. Using the adapter will allow users to remove stubborn bolts and fasteners with the extra power of the air hammer; the combination is particularly suitable for suspension components. GO TO
www.rdr.link /AG037
■ CATALOGUE ■ LOW VISCOSITY LUBRICANTS CHEVRON LUBRICANTS has released two new formulated low viscosity lubricants under its Texaco Havoline brand. The new Texaco Havoline ProDS MG SAE 0W-20 and Havoline ProDS VB SAE 0W-20 formulations are developed according to the specifications of major OEMs and are made with high-performance synthetic base oils and additives. They are specifically designed to provide effective protection for the latest generation of vehicles that are equipped with engines that deliver low consumption and low emissions. GO TO
www.rdr.link /AG038
The new Automotive Range catalogue from KNIPEX features hundreds of tools that are ideal for mechanics working in tight spaces. New products featured in the Automotive Range catalogue include the lightweight Pliers Wrenches, with each model replacing a whole set of spanners, and the powerful Knipex Cobolt S, which, despite being 160mm in size, slices through bolts, nails, rivets, wire and more with ease. The catalogue also features the Wire Rope Cutters, which are made of ball bearing steel and require 30% less physical effort compared to wire rope cutters of the same length. GO TO
www.rdr.link /AG039
■ MEMBERSHIP CARD Industry body, the INSTITUTE OF THE MOTOR INDUSTRY (IMI), has launched the 2019/20 membership card for IMI members, with the support of Alphera Financial Services and Auto Education Academy. IMI members can use the card to demonstrate their commitment to the IMI’s ethical working practices and standards. Alphera’s sponsorship of the new membership card follows its partnership with the IMI to offer its new Finance and Insurance accreditation scheme. Also sponsoring the 2019/20 IMI membership card is Auto Education Academy, which offers structured automotive training to help businesses train technicians at all levels. GO TO
www.rdr.link /AG040
■ ELECTRONIC HEADLIGHT BEAM TESTER Designed by CAPELEC’s design office engineers, the CAP2600 Workshop headlight beam tester boasts a variety of innovations, including: lighting safety diagnosis, printing of pre and post diagnosis reports, multi-zone implementation, and Matrix technology compatibility. The product can be used in many workshop sectors, can be connected to the internet, has three operating modes, and is usable within minutes. GO TO
www.rdr.link /AG041
WHAT’S NEW? 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.
■ TYRE VALVE CONNECTOR
■ ONLINE LEARNING PLATFORM GS YUASA has launched GS Yuasa Academy, an online battery training platform. The company claims that the service is the first system of its type for comprehensive online battery training. Aimed at improving customer service, reducing warranty returns and maximising battery business potential, it provides over 20 certified courses tailored to different job roles. Designed for individuals and organisations alike, GS Yuasa Academy provides valuable knowledge and skills. Training content is delivered in dynamic video format and courses feature downloadable support material. GO TO
www.rdr.link /AG042
PNEUMATIC COMPONENTS (PCL) has launched the Air Connector, a facelift version of the PCL CO2 connector. The Air Connector, which is suitable for use on commercial vehicles, cars and motorbikes, has been designed to make tyre inflation easier on modern vehicles which feature larger alloy/steel wheels and more intricate designs that make the valves more difficult to access. Manufactured using zinc alloy, aluminium and brass, the Air Connector boasts a vice-like grip and easy operation with a thumb-push release button. It can also be rotated to achieve greater grip. The range comprises standard straight connectors, as well as 90-degree connectors, for greater manoeuvrability and to get to hard-to-reach valves. GO TO
www.rdr.link /AG043
ADVERTISEMENT INDEX
AC Tronics Ltd ................................................................ (page 23)
Ivor Searle ........................................................................ (page 59)
Alfa Distribution Ltd ...................................................... (page 78)
J & S Products Ltd .......................................................... (page 77)
Apec Brakes Limited ...................................................... (page 28)
Jack Sealey Limited ........................................................ (page 62)
Armored Auto UK Limited ............................................ (page 70)
Johnson Controls Batteries Ltd ...................................... (page 15)
Arnott Europe .................................................................. (page 39)
Kalimex Ltd .................................................................... (page 49)
Arnott Europe .................................................................. (page 44)
Kalimex Ltd .................................................................... (page 25)
Autel ................................................................................ (page 17)
KYB UK .......................................................................... (page 46)
Automotech Services ...................................................... (page 70)
Liqui Moly ...................................................................... (page 55)
Bailcast ............................................................................ (page 43)
Maha UK ........................................................................ (page 65)
BM Catalysts Limited ...................................................... (page 20)
Mewa .................................................................................. (page 4)
Chicago Pneumatic .......................................................... (page 66)
Morris Lubricants ............................................................ (page 56)
Clean Diesel Technologies .............................................. (page 50)
Philips Automotive Lighting ............................................ (page 35)
Complete Auto. Aftermarket Solution Ltd ...................... (page 36)
Polybush .......................................................................... (page 40)
Contitech Power Transmission Sys Ltd ............................ (page 9)
Powerprobe UK .............................................................. (page 65)
CTEK Sweden ................................................................ (page 12)
Ring Automotive .............................................................. (page 66)
Delphi Automotive ............................................................ (page 7)
Robert Bosch Ltd .................................................................... (obc)
Denso Europe .................................................................. (page 76)
Schaeffler (UK) Ltd ................................................................ (ifc)
Ecomotive ........................................................................ (page 61)
Shaftec Automotive Components Ltd .............................. (page 40)
EDT Automotive Ltd ...................................... (page loose inserts)
Sogefi Filtration .............................................................. (page 50)
Elta Atomotive Ltd ............................................................ (page 6)
SP Diagnostics ................................................................ (page 65)
Euroflo ............................................................................ (page 52)
The Race Group ................................................................ (page 2)
FAI AUTOMOTIVES PLC ........................................ (page18-19)
Tool Connection .............................................................. (page 69)
Federal Mogul Ltd .......................................................... (page 31)
Total UK Limited ............................................................ (page 59)
HFE Signs & Banners .................................................... (page 50)
Walker Products Europe .................................................. (page 56)
Hickley Ltd ...................................................................... (page 46)
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PMM SERVICING ■ REPAIR ■ DIAGNOSTICS ■ MOT THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS
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