Professional Motor Mechanic September 19

PROFESSIONAL

SEPTEMBER 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

POWERING THE FUTURE How is battery technology keeping pace with the demands of the connected car?

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

Contents Regulars 7-8

NEWS & VIEWS

10-12

TROUBLESHOOTING

14

CLUTCH CLINIC

17

BELT FOCUS

18-24

TECH TIPS

29-32

BUSINESS & TRAINING

34

MECHANEX MONTHLY

37-38

SPECIAL REPORTS

78

GIVEAWAYS

79

COMPETITION

80-81

WHAT’S NEW?

VOLUME 20 ISSUE 8 SEPTEMBER 2019

Features

41-51 BRAKES & CLUTCHES

Editor’s Picks 30

REPLACEMENT PARTS – WHAT CHOICE DO I HAVE? Neil Pattemore delves into the ongoing battle over vehicle part specifications

38

56

53-62 BATTERIES & IGNITION

TESTED ON THE TRACK PMM reports from the German Grand Prix

73-76 TYRES, WHEELS & ALIGNMENT

POWERING THE ELECTRONIC REVOLUTION How vehicle design has driven the progress of battery ‘smart charging’

65-70 ENGINES & TURBOS Total Average Net Distribution 66,675 1st January 2018 – 30th June 2018

PMM SEPTEMBER 2019 3

VIEWPOINT

Editor

Meeting the challenge

DANIEL ARON Assistant Editor BEN LAZARUS Digital Manager KELLY NEWSTEAD Group Advertisement Manager ROBERT GILHAM Advertisement Manager ALEX DILLEIGH Magazine Designer GEMMA WATSON Group Manager OLIVER SHANNON Group Production Manager CAROL PADGETT Production Assistant CLAIRE PICTON Distribution Manager KARL CLARK Publisher BRYAN SHANNON Subscriptions

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

EUROPE and OVERSEAS 1 year (11 issues) £50 Airmail 1 year (11 issues) £65 Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts, WD24 4YF. Tel: Watford (01923) 237799 Fax: (01923) 246901 E-mail: pmm@hamerville.co.uk Sales enquiries: pmmsales@hamerville.co.uk

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o doubt many of you will have noticed a small change to this Editor’s Viewpoint page. Yes, there is a fresh face staring out at you from the photo just to the right of this column! My predecessor, Alex Juggins, has moved on to test his talents in pastures new, and I have picked up the mantle in his place. It is a phenomenal opportunity to be at the helm of a publication that is so established within the industry, and I am chomping at the bit to help steer PMM through the inevitable challenges that the future of the UK’s automotive aftermarket holds.

As this is my first opportunity to put my thoughts down on paper, it strikes me that the challenges I face as the Editor of PMM pale in comparison to those facing the UK’s army of independent garages. Without tapping into too much combative rhetoric, it appears that as the design of cars changes, more and more strain is placed on independents to keep pace with the movements of the vehicle manufacturers (VMs).

For example, I was recently shown around a lubricant manufacturer’s production facility and one of the main points pressed on me by the hosts was that in recent years, there has been a significant rise in the number of oil grades. This has come about due to VMs restricting the specifications used on the cars being produced. No longer is there a one-grade-fits-all solution, which means garages are now burdened with storing a multitude of different lubricant containers just to be able to deal with the variety of vehicles coming through the door. Don’t get me wrong, I am not suggesting that this is a deliberate move by the VMs to push out the independents, as I feel that establishing an ‘us versus them’ mentality is counterproductive. However, it is a challenge and one that needs to be addressed.

PMM’s regular contributor Neil Pattemore discusses these issues in greater depth on page 30, as he maps out the areas of the industry that are most likely to be affected by these specification restrictions. Naturally, the discussion covers the ongoing battle for access to in-vehicle data via the OBD port, but this is not the only frontier. Through the specific categorisation of ADAS components as ‘security’ parts, the VMs may also be able to hold back crucial information from independents on how to service this aspect of the modern vehicle.

So, there are obstacles appearing at every turn, however, all is not lost. Even now we are seeing the aftermarket adapting to meet these challenges head on. Take Ross Kemp from Scantec Automotive as an example. On page 10, he outlines his innovative approach to a couple of diagnostic cases that highlight exactly why it’s important to make the most of all assets available to an independent garage. Ross’s views are worth a read and even if you don’t necessarily agree with them, it’s intriguing to hear about the methods being used to cope with our changing industry.

Now, I am sure many readers will have some strong opinions on this line of discussion, so please do get in touch via pmm@hamerville.co.uk, as I would be delighted to hear from you.

Website: www.pmmonline.co.uk Facebook:/ProfessionalMotorMechanic

Otherwise, enjoy the issue and have a great month.

Twitter: @pmmmagazine

Daniel Aron

Copyright © 2019 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 SEPTEMBER 2019 5

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NEWS

& VIEWS

REPXPERT member wins VIP weekend at Brands Hatch REPXPERT member Eddie Nazarov of Chapmans Auto Centre in Coventry has become the first INA Torque Challenge Champion after demonstrating his skills at Automechanika Birmingham.

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chaeffler bearing specialist, Tim Adams, came up with the idea for this fun competition, but he also wanted to convey a serious ‘best practice’ message about the importance of using the correct tools and torque settings when replacing belt system components.

Tim said, “If a tensioner stud is installed by guesswork, without using a torque wrench or accurate torque settings, a

premature failure of the entire belt system becomes almost inevitable.

“We decided to demonstrate to technicians, in a simple and fun way, why a simple understanding of torque settings is really important. This knowledge will help them to save no end of trouble in the future, as well as time and money for both them and their customer.”

After getting some hints and tips from Tim, visitors then had to tighten up five tensioners and pulleys using a standard wrench with a hidden torque adapter displaying the results. The best four performers on each morning and afternoon of the show took away a torque wrench, with Eddie winning the grand prize of a VIP DTM weekend for two.

Ben launches annual Impact Report 2018/19 Automotive industry charity, Ben, has just published its annual Impact Report 2018/19, which highlights the positive impact its support has had on automotive industry people during the year.

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he report highlights that over 3,000 people contacted Ben’s helpline for support, with over 13,000 accessing online support content.

There was a 29% increase on the number of cases managed by Ben’s support services team.

The report shows that 91% of employees in the automotive industry have been affected by a health and wellbeing issue in the last year. Sleep and stress in the workplace are the most commonly reported issues that impacted the health and wellbeing of automotive employees in 2018, with 64% reporting to have suffered with

poor sleep and 57% having reported stress.

The charity has continued to help more and more people with mental health issues, representing 52% of all helpline enquiries, compared to 29% in 2017/18.

New online self-help support content on topics such as anxiety and depression proved popular, providing tips, advice and signposting to people in need.

During the year, Ben organised counselling sessions for 433 people, with a total of 1,359 sessions provided, and helped people in need access £529,000 worth of benefits that they were entitled to. In addition, just under 100 people went through Ben’s life coaching and mentoring programme, with 97% reporting positive progress.

“Sleep and stress in the workplace are the most commonly reported issues.”

PMM SEPTEMBER 2019 7

NEWS

& VIEWS

FOLLOW THE LATEST BREAKING STORIES ON TWITTER @PMMMAGAZINE

©Angela/AdobeStock

BBIF urges aftermarket to help promote battery industry Shoddy Bristol MOT tester prosecuted

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n 3rd July 2019 at Bristol Magistrates Court, Paul CourtChandler, 47, of Pretoria Road, Patchway in Bristol, was found guilty of fraud when he admitted logging into the account of his former employer, Stockwood Garage, and falsely issuing 25 MOT certificates.

He admitted that none of the vehicles had ever been to the garage printed on the certificate and therefore had not had the brakes, emissions or underside checked, which are all mandatory in an MOT test.

Andy Rice, DVSA Head of Counter Fraud and Investigations, said, “DVSA’s

priority is to protect everyone from unsafe drivers and vehicles.

“MOT fraud is a serious issue. It puts potentially dangerous vehicles on the road.

This is why we’re now using artificial intelligence and expert analysis to interrogate MOT records and pick out potentially fraudulent or incompetent tests.”

For the first and second offences, a total of 52 weeks in prison was handed down, suspended for 24 months. For remaining offences, there was a custodial sentence of 26 weeks, suspended for 24 months to run concurrently.

Paul was also made the subject of a 12-month community order with 150 hours of unpaid work.

The judge ordered him to pay a contribution towards prosecution costs of £1,200 together with a victim surcharge of £140. He also was banned from being an MOT tester by DVSA.

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he Product Enforcement Team at the Office for Product and Safety Standards, part of The Department for Business, Energy and Industrial Strategy (BEIS), convened with representatives of the BBIF to address them on the subject of misrepresentation of batteries, giving a brief outline of how the unit had been set up and was now operating, including how the system operated when an issue was raised.

The current processes for reporting and dealing with instances where batteries in particular might be

©Sashkin/AdobeStock

A Bristol MOT tester has been successfully prosecuted by the DVSA after he carried out substandard MOTs in a layby in Keynsham.

The British Battery Industry Federation (BBIF) is calling upon the automotive industry to join its ranks and lend support to its campaign after meeting with Government to discuss misrepresentation of batteries.

misrepresented were outlined and members present were invited to seek clarification on various points.

In particular, concerns were expressed regarding mislabelling of batteries, an over-rating of capacity on automotive batteries, misrepresentation of performance and type of technology of batteries, and the apparent lack of penalties imposed for contravening regulations.

It was agreed that greater compliance would be achieved if it were obvious that penalties would be imposed for infringing regulations. The outcome of the meeting was the agreement between both parties to work closely together to ensure compliance across the marketplace.

Bookmot.com launches On 22nd July, www.bookmot.com went live. The platform is an end-to-end solution for vehicle owners to book their MOT’s directly with the garage of their choice.

8 SEPTEMBER 2019 PMM

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t is designed to be very easy to use with customers simply entering their postcode into the search bar to generate a list of garages, starting with the nearest location. From there, they can choose a garage and specify the exact date and time they want to book. The platform is designed

to reduce the need for any calls, emails and general back-and-forth between garage and customer, allowing technicians to concentrate on their work and ensure a steady flow of jobs coming through the door.

Most notably, there is no monthly fee, no setup costs, no transaction fees, and it’s free of charge for the first 12 months – then £199+VAT per year.

TROUBLESHOOTING

BEST of BOTH worlds Scantec Automotive’s Ross Kemp explains how two specific cases highlighted the benefits of independents having access to both aftermarket and manufacturer diagnostic tools.

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s a diagnostic specialist, I have long advocated the use of genuine manufacturer diagnostic tools and the associated technical data, workshop manuals, wiring diagrams and test plans. I have also been known to be occasionally critical of some aftermarket offerings.

Recently, I have seen discussion surrounding the use of manufacturer’s test plans – which are commonly built into manufacturer diagnostic tools – and their limitations; they have the potential to lead you completely astray. This has led me to reflect on the whole ‘manufacturer vs aftermarket’ tooling situation, and I think that a few jobs we have been involved in recently demonstrate why independent workshops truly have the ‘best of both worlds’.

We were recently tasked with carrying out some ESP system diagnostics on a 2004 Mercedes W204 C-Class for another workshop that ran an aftermarket diagnostic tool. The vehicle was presented to them with a permanent ESP warning message, and they were able to correctly diagnose the ESP system and extract a permanent fault code that related to the front N/S wheel speed sensor circuit. They promptly sourced and

10 SEPTEMBER 2019 PMM

fitted a replacement sensor, cleared down the faults and retested the vehicle. It was at this point that they discovered that they still had a fault permanently present relating to the same sensor, so our assistance was requested moving forward.

On reading the job card and vehicle history, I took my usual approach of forming a diagnostic strategy based on this being a static KOEO circuit fault, with my strategy catering for possible connector, wiring and/or ESP module faults. On connecting the dealer diagnostic tool and carrying out a quick fault scan, I was presented with a fault code relating to the front left WSS circuit.

However, on reading the fault code and entering the test plan, I was presented with big bold red text that stated: “When replacing either front wheel RPM sensor – they must always be replaced in pairs.”

Following this text, the test plan also pointed me to an official TSB, which gave further details, listing all relevant fault codes and reiterating the fact that both must be replaced in pairs.

Following the replacement of both sensors, all permanent faults were cleared and normal service was resumed.

Had we not had access to the manufacturer’s diagnostics, test plans and TSBs, we could have followed my initial thought process of gaining access to the ESP module, testing wiring, and then thinking about a faulty and highly expensive ESP module. In this case, the aftermarket tool could or would have sent us astray, costing us many hours of unnecessary testing.

On the flip side, we were once asked to work on a BMW 7 Series that highlighted the limitations that manufacturer tools sometimes provide. The workshop that sent us the vehicle only ran the manufacturer tool and therefore, did not have access to any aftermarket offerings.

The workshop was tasked with the diagnosis of an air conditioning fault, and they had correctly and promptly diagnosed the A/C control module as the source of the issue.

They sourced and fitted a new A/C control module, and connected the manufacturer tool in order to carry out programming and Ross Kemp

coding. What they discovered was that no matter what they tried, they simply could not code and program the new module, and came up against multiple error messages. It was discovered that at some point in the vehicle’s life, a second-hand control module had been fitted to the vehicle.

Due to the limitations of the manufacturer tool, it was simply not possible to proceed with any programming or coding to any module on the vehicle whilst this secondhand module was fitted. The second-hand module was, however, perfectly functional, and caused no other issues to the vehicle’s functionality or fault codes to be logged.

As expected, the owner of the BMW was not happy to pay for two expensive new control modules, so the workshop approached us to see if we could assist.

As an independent, we do not have the same limitations placed on us as a franchised dealer would. We are able to source and use not only the genuine dealer tools, but aftermarket generic and specialist tools that

allow functions that are simply not available to dealer workshops.

In the case of the BMW 7 Series, we had two options. We could either simply code the new A/C module (effectively bypassing the restraints of the manufacturer tool), or we could correct the data in the second-hand module that was previously fitted. We chose the second option to prevent this issue from occurring again if the vehicle ever required

future coding and/or programming.

This highlights why, as independents, we truly have the best of both worlds when it comes to diagnostics. For me personally, it is about both having access to everything that brings value to the diagnostic process, and knowing what tools to utilise and when.

For more information online, GO TO

www.rdr.link /A H001

TROUBLESHOOTING

Slightly off target Anthony Pickering explains how his approach to a troublesome Seat Toledo was initially slightly off target, but all came good in the end.

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he title may not seem relevant at first glance, but after reading this I promise it will make that little bit more sense. I was asked to investigate a glow plug light flashing, engine MIL and a DPF warning on a Seat Toledo 1.6TDi 2014 plate. According to the customer, the MIL and glow plug light came on first, then after a few miles (and days), the DPF warning also came up on the dash.

First test I performed was to verify the fault, and establish that all three lights were on. The next step was to read the trouble codes stored from a global vehicle scan and report all faults (even the ones that were not tied to the complaint). Fig 1 shows the codes stored within the engine ECU. When faced with multiple codes, I like to try and work out which ones are ‘causes’ and which ones are ‘effects’. From these, I decided that if the intake air temperature is outside of a specified range (the ‘cause’ of the issue), then it is highly likely that the DPF is being prevented from regenerating, which may also have some tie-in with a coolant pump running (the effects resulting from the ‘cause’).

This being the initial diagnosis session, my first plan of action was to investigate the live data. On inspection, it registered an intake temperature reading of 21ËšC, which seemed

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12 SEPTEMBER 2019 PMM

í˘ą plausible, and a DPF loading of around 30%.

From this information I knew that the DPF was partially blocked and probably required some form of regeneration – the intake temperature though was OK at present. It was time to look a little deeper.

Looking at a wiring diagram and the component information, I established that the intake temperature sensor was part of the boost sensor. This sensor had four wires, a 5V supply, a ground and two signals.

When I checked the signal voltage on the inlet temperature signal at the sensor, a plausible 1.5V (approx.) was present at the sensor, which was roughly what I expected to

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see (1 to 2V was the expected output from experience of these sensors. If you’re ever in doubt, test a known good if available).

At this point, I could have looked at the engine ECU and checked the voltage, but I decided on a slightly different approach as the ECU was buried (and if I did need to go to the ECU, further charges for investigations would be needed).

Following the wiring harness, I wriggled a few easy-to-grab points and just below the coolant pump, if I stressed the harness at that area, the signal voltage dropped to 0V on occasions and the live data changed to -40ËšC, as shown in Fig 2 and Fig 3. Fig 4 depicts

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the area I wriggled to make the drops occur.

At this point, I knew that the intake temperature code was correct, and the approximate location of the wiring concern.

Seeing the voltage drop to 0V, I knew the issue was with the signal wire and not the shared ground. If the ground had a fault, then the signal voltage would have risen (possibly to near 5V). Also, the coolant pump could be heard operating intermittently while creating the fault.

After gaining authorisation for further investigation, I stripped the loom outer cover around the area highlighted. To my disappointment there were no wiring issues visible. Back to the wriggle test. Then, with the harness open, I wriggled the wiring. This showed no issue. Moving to the right, I started getting the drop outs. There was a multiplug just off the gearbox, and after wriggling this, the fault became obvious. The signal wire on the other side of the multiplug was almost broken! This multiplug was not

“When faced with multiple codes, I like to try and work out which ones are ‘causes’ and which ones are ‘effects’.�

í˘ľ secured very well, so where I was wriggling initially was moving the plug slightly and opening and closing the signal wire (Fig 5).

After a few minutes performing wiring repairs to meet manufacturer guidelines and another wriggle test with no drop outs, the intake air temperature and lack of coolant

pump operation – the ‘cause’ – had been fixed.

The ‘effect’ fault with the DPF was caused by the intake temperature issue – the engine ECU needed to know the intake temperature for a regeneration to take place. The fault was preventing regeneration from being performed.

For the DPF, I initiated a drive cycle regeneration with a scan tool, and completed a 20 minute drive to drop the soot loading to around 4 to 5%, which is an acceptable level.

With all the codes erased, none of them returned after a second road test.

To sum up, I was in the right area but slightly missed the target in relation to the exact location of the wiring issue with the wriggle test.

For more information online, GO TO www.rdr.link /A H002

CLUTCH CLINIC

HOW TO Replace the clutch on a Ford Transit This month, after the customer reported clutch slip, REPXPERT Alistair Mason replaced the clutch on a 2011 Ford Transit 2.2 TDCi front-wheel drive, which had covered more than 130,000 miles.

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ord released its first generation Transit to the UK market in 1965, and the model has received many facelifts along the way to today’s fourth generation. More than eight million Transits have been sold worldwide, making it the third bestselling van of all time, and it has also been the bestselling light commercial vehicle in Europe for the last 40 years.

With this in mind, with a repair time of just over three hours and 45 minutes and only basic workshop equipment – wheel-free vehicle lift, engine support, transmission jack, clutch alignment tool and torque wrench – required, this is a good repair for any independent workshop.

Step-by-step procedure With the vehicle placed on the ramp, disconnect the negative battery terminal located under the driver’s seat, slacken the front wheels and hub nuts, open the bonnet and remove the interior air duct (Fig 1) for better access to the top of the gearbox.

Next, remove the upper section of the top gearbox mount and detach the hydraulic clutch pipe at the connection close to the

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14 SEPTEMBER 2019 PMM

support bracket (Fig 2).

Disconnect the gear change cables from the selector mechanism, remove the cables from the support bracket and stow them away from the gearbox, before finally undoing the upper bell-housing bolts.

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Raise the ramp to gain access to the underside of the vehicle and drain the gearbox oil. Whilst draining, lower the ramp to waist height, remove the front wheels and hub nuts, then raise the ramp and refit the drain plug.

Remove the lower gearbox pendulum mounting, unscrew the bottom ball joint nuts (Fig 3) and separate the bottom arms from the hub assemblies.

The N/S driveshaft can then be removed from the hub assembly and levered out of the gearbox. Disconnect the centre bearing mounting for the O/S driveshaft. Once removed, release the driveshaft from the hub assembly and then remove the O/S driveshaft from the gearbox. It is worth noting that a punch or lever may be required to release the driveshafts from the gearbox.

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Next, remove the engine speed sensor assembly – as the senser could get damaged – and the reverse light switch multiplug, whilst being aware of the multiplug positions, as these can easily get swapped around. Following this, remove the front wiring loom bracket and lower the bell housing bolts, leaving two accessible bolts to hold the gearbox, and then support the engine using a transmission jack or an engine brace.

Afterwards, remove the gearbox mounting in the engine bay, and lower the engine and gearbox assembly. Once the gearbox mounting is accessible, remove the bolts and mounting (Fig 4). Support the gearbox using a second transmission jack, undo the final two bell housing bolts, ease the gearbox away from the engine, and, once free, lower the gearbox and remove it from the vehicle.

With the clutch now fully accessible (Fig 5), undo the six clutch retaining bolts, remove the cover and clutch plate assembly; in this instance, the dual mass flywheel (DMF) was replaced. Flywheel bolt torque values and test data are easily available on the new REPXPERT app (Fig 6).

With the new DMF mounted, degrease the clutch surface on the DMF and clean the back of the engine to remove the old clutch dust, as this can contaminate the new clutch and the DMF.

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Clean the bell housing of the gearbox, remove the old concentric slave cylinder (CSC) and mount the new one, ensuring the bolts torque correctly. Lightly smear some high-melting point grease on the gearbox input shaft splines and mount the new clutch plate, as this will confirm it is the correct fitment. Also, evenly distribute the grease on the input shaft, remove the clutch plate and wipe off any excess.

Now, mount the new clutch onto the flywheel. Ensure the clutch plate is the correct way around, which can be indicated by ‘Gearbox side’ or ‘Getriebe Seite’. Always use a clutch alignment tool. Being a selfadjusting clutch (SAC) – identified by the three yellow springs – it is highly advised to use a SAC mounting tool (Fig 7), in order to remove any risk of de-adjustment

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or twisting during the mounting process.

Always ensure that the clutch bolts are the correct length, tighten the bolts evenly and sequentially, and always torque to the manufacturer’s specification.

Before refitting the gearbox, it is always best practice to flush the old clutch fluid out of the system and replace it, so as to not contaminate the new CSC and possibly deform the seal.

Ensure that the two gearbox alignment dowels are located correctly, and that the pipes and cables are clear of the bell housing area, then mount the gearbox onto the transmission jack, align it with the engine and ease it into position. Once located onto the alignment dowels, insert two bell housing bolts and tighten, and rebuild in reverse order of removal, remembering to replenish the gearbox oil.

In this instance, the clutch was gravity bled; by opening the bleed nipple, the fluid ran through until clear of air before the nipple was retightened. If you’re using some assistance from the clutch pedal to bleed the clutch, always allow the system to stabilise before re-pressing the pedal, as there is a risk of ‘over-stroking’ the system.

After the battery lead has been reconnected, remember to restore all electrical settings. Finally, carry out a full road test to ensure a quality repair.

Information on Schaeffler products, fitting instructions, labour times and much more

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can be found on the REPXPERT garage portal – GO TO

www.rdr.link /A H003

– or the recently-launched REPXPERT app

PMM SEPTEMBER 2019 15

BELT FOCUS

BEST PRACTICE Timing belts, tensioners and tools Gates explains how comebacks and common installation errors are being reduced with a focus on appropriate tools and specific fitting instructions.

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n the latest series of Gates technical workshops, the Gates Technical Training and Support Team is providing mechanics around the UK with logical explanations for premature timing belt failures often considered as ‘mysterious’.

Synchronous Belt Drive Systems (SBDS) from two engines with different ‘automatic tensioners’, different belt tension setting procedures and different sets of precision tools have been catching the attention of mechanics on a regular basis.

The engines involved are:

■Renault 2.2dCi, 2.5dCi engines –

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2000 onwards â– Ford 1.8 TD, TDCi, TDDi (all eight-valves) Technicians sometimes compromise the job by failing to allow engines to return to ambient temperatures. Another common error is to assume that automatic tensioners require no specific tension setting procedures. Without these procedures, automatic tensioners cannot perform effectively and efficiently.

Belt design and construction Ahead of discussions about the specific installation and belt tension-setting issues, it is worthwhile providing some context by briefly discussing the design and construction of all Gates belts.

The internal ‘s’- and ‘z’-twisted tensile cords contribute not just strength, but also balance and deliver stabilising qualities to the synchronous belt. These combine to help keep the belt centralised on the pulley.

Precise belt tension is the key to retaining the

central position. It is this that ensures efficient overall performance of the SBDS.

Renault 2.2-2.5 tensioner and setup Fitted to Renault Espace, Laguna, Master and Traffic models, these engines are also a fixture of some Vauxhall and Nissan ranges. In each case, precise timing belt tension is established through a two-stage process. A Camshaft Locking Tool is required (GAT 4760B) to set the precise tensioner position (Fig 1). With the tool in place, the position is set by means of a lever arm on the locking tool itself. When the lever arm is level with the top of the locking tool, high tension has been achieved.

Note: This is only the desired initial tensioner position.

commencement, the engine must be at ambient temperature. Locking and setting tools from the Gates Professional Tools Range (GAT 4830 and GAT 4304) are also recommended for the job.

Vital steps in the fitting procedure include locking the crankshaft and flywheel, locking the camshaft (rear of the engine) and loosening the camshaft sprocket while holding it in place so it’s free to rotate on the taper. This is important because otherwise the top span of the belt cannot be tensioned.

Other important steps include: â– Rotating tensioner anticlockwise â– Lining up indicator with the centre of the

slot â– Bolt torque = 50Nm â– Rotating engine manually (through almost

six revolutions)

The Camshaft Locking Tool is then removed and the engine rotated manually, through a specified number of revolutions.

The Camshaft Locking Tool is now replaced and the correct installation tension is set by aligning the raised edge of the lever arm. It must be level with the top of the tool.

Both stages are essential to the procedure.

Completion of both stages is the only way that installation tension can be achieved.

Ford 1.8 TD, TDCi, TDDi (all eight-valves) Frequently installed on models such as the Ford Galaxy from 2009 and the Ford Mondeo from 2012, advice from the Gates Technical Training and Support Team is that at

Re-inserting the crankshaft pin, then rotating the engine to Top Dead Centre completes the automatic tension setting procedure – as long as the indicator remains in the centre of the slot.

For more information online, GO TO

www.rdr.link /A H004

PMM SEPTEMBER 2019 17

TECH TIPS

AUTODOCTA í˘˛

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PEUGEOT 3008 – ENGINE MALFUNCTION INDICATOR LAMP (MIL) ILLUMINATES WHILST DRIVING

PORSCHE 911 – KEY REMOTE CONTROL OPERATIONAL RANGE POOR

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: FAULT: We have a 2016 Peugeot 3008 2.0 diesel in the workshop and the customer is complaining of the engine malfunction indicator lamp (MIL) illuminating when driving. The trouble code stored in the fault memory is P008B, which relates to the fuel system. Do you have any ideas where to start to fix this car?

A customer of ours with a 2003 Porsche 911 is complaining that the key remote control operational range is poor and he has to be very close to the car before the doors lock or unlock. There are no trouble codes stored in the fault memory and we have replaced the key remote control batteries. Can you help?

FIX: FIX: Yes, Peugeot 3008 models with 2.0 diesel engines up to 29/05/17 (RPO 14812) suffer with the fault you have described. The problem is likely due to damaged or incorrectly fitted low-pressure fuel pipe seals.

Inspect the low-pressure fuel pipe seals between the fuel filter and the high-pressure fuel pump for damage (Fig 1.1). If the lowpressure fuel pipe seals are damaged, they are not available separately and the entire lowpressure fuel pipe will need replacing. Erase trouble code. Carry out road test to confirm the fault has been rectified.

Yes, we are aware of the fault you have described, which affects 911 models 2001-04.

The fault is due to key remote control signal interference caused by incorrect routing of the key remote control signal receiver aerial lead. Locate the signal receiver aerial lead in the LH A pillar. Shorten the signal receiver aerial lead by 100mm (Fig 2.1). Carefully remove 130mm of the top layer of insulation from the signal receiver aerial lead (Fig 2.2).

Fix protective strip (available from the Porsche parts department) between signal receiver aerial lead and wiring harness ensuring the signal receiver aerial lead is facing the vehicle interior (Fig 2.3). This should rectify the fault.

For more information online, go to www.rdr.link/AH005

18 SEPTEMBER 2019 PMM

TECH TIPS

The DPF Doctor’s surgery Darren Darling returns to discuss a particularly problematic Audi A3 with a suspected DPF-related issue.

Vehicle:

Audi A3 2.0 TDI 170BHP

2007 BMN engine

Issue:

Suspected DPF problem and

vehicle displaying fault codes P2463 and P0299

T

his low mileage Audi was booked in with us after being recommended by the customer’s regular garage. The DPF warning light had been coming on frequently, as had the engine management warning light. As always, diagnosing the problem started with speaking to the customer, in order to find out some history of the car, the problem and how the car has been driven. The customer informed us that numerous DPF regenerations had been carried out, but the problem would still reoccur after a couple of weeks.

So, we decided to take a look at the car and see what was going on.

Our initial fault code scan showed that the car had two fault codes logged; P2463 DPF soot accumulation and also P0299 Turbocharger underboost. Although fault codes are a very small part of diagnosing the vehicle, they do give us some direction.

We carried out our full DPF assessment and verified that all sensors were functioning correctly. We found that there was excessive soot accumulation in the DPF, with differential pressure readings of 42mb at idle and 87mb at 2,500rpm. Although the pressure was excessive, it wasn’t significant enough to cause a low boost pressure issue, so we looked at a low boost issue that was causing the DPF to load up, not the other way round.

Our next step was to check for any visible boost leaks and to carry out a smoke test.

20 SEPTEMBER 2019 PMM

To find out more about joining the DPF Doctor network, go to www.rdr.link/AH006.

The results showed that we didn’t have any boost leaks. We then moved on to testing the vacuum system for any leaks, which showed nothing unusual. There was no issue with turbo control, so we took the car on a road test to log the boost pressure. We made great progress because it was clear that after analysing the boost logs, we had sticky turbo

vanes. We consulted the customer and showed them the ‘evidence’, presenting them with the available options. We decided to treat the sticky turbo vanes using the JLM Diesel Intake Extreme Clean toolkit, as in the past this product produced good results.

This process took around two hours to complete. Following this, we logged the boost pressure again. At this point, we had the correct boost pressure, and the underboost fault did not return during the road test. Although we had excessive DPF pressure, we wanted to wait and see what would happen now that the vehicle could regenerate without loading up again quickly. On an extended road test, the car successfully completed regeneration and the DPF pressures were much healthier, at 6mb when idle and 47mb at 2,500rpm. We didn’t have to clean the DPF at all.

Job done!

For more information about the range of products available from JLM, go to www.rdr.link /A H007.

TECH TIPS

ELECTRIC AVENUE

HEVRA’s Pete Melville once again delves into the latest developments in hybrid and electric vehicle maintenance. In this issue, he discusses heating and air conditioning systems.

A

ir conditioning has become the mainstream on cars since the 1990s, and of course, a car with a premium price tag and showcasing the latest technology can’t be sold without it. Traditionally, a refrigerant compressor is driven by a belt from the engine, and an electromagnetic clutch allows the compressor to be disconnected when the pressure is outside the limits, when full engine power is demanded, or when the driver switches it off. In recent years, this has been replaced by the variable displacement compressor on many cars, which controls the flow of refrigerant similar to a suction control valve on a high pressure diesel pump.

When a hybrid engine stops, there is no way to drive the refrigerant compressor. The first generation Toyota Prius avoided this particular problem by keeping the engine running when the air conditioning was on.

This rather inelegant solution was much improved on the second generation car, by the addition of an electric refrigerant compressor.

An air conditioning compressor draws a similar amount of power to a starter motor, so when running for long periods it’s far more practical and efficient to run this from the high voltage system than attempt a 12V supply. Toyota’s system uses a three-phase

22 SEPTEMBER 2019 PMM

motor, powered by an A/C supply from the inverter. There’s no need for a clutch, because of course the car can spin the compressor’s motor at whatever speed it desires.

These days, air conditioning compressors tend to have built-in inverters, so are fed by a fused high voltage DC supply, and internal circuitry operates the motor, typically on a LIN network.

So, what about heating? In the case of a hybrid vehicle, we have the same source of waste heat as traditional cars, so our heating system is largely conventional, save for an electric pump to circulate coolant when the engine is hot but not running.

Electric cars are different, as the big source of waste heat is no longer available. A heating element can be used for cabin heating. In some cases, this is fitted directly in the heater box, similar to a fan heater. It’s

more common for the heater unit to be located under the bonnet, and liquid coolant to be pumped around a heater matrix – although slightly less efficient and requiring more parts, this does keep any high voltage wiring out of the interior.

Another solution to cabin heating is to use a heat pump. This uses the existing air conditioning components with a few extra parts (typically a second condenser inside the car, and a few electrical valves) in order to pull heat into the car, rather than pulling it out. The heat is normally sourced from the outside air, sometimes in conjunction with waste heat from power electronics cooling.

Electric heating and cooling gives us numerous other benefits. If you leave at the same time every day, you can set a timer to pre-heat or pre-cool the car ready for you to leave. If the car is plugged in, this power can

be drawn from the mains, so not only is your windscreen clear and your car a comfortable temperature, but your battery is still fully charged as well. Some models also use the air conditioning system as part of the battery cooling system, which of course uses further valves to direct refrigerant to the required part of the circuit.

From a servicing point of view, the most important thing to be aware of is the variation of different systems and how it works on the car you’re working on. Even a regas is not as

straightforward as it once was – normal air conditioning oil conducts electricity, which doesn’t go down well in an electric compressor, so as well as using the right oil, it’s essential to flush all machine pipework to ensure no contamination. Many models also have specific procedures for regassing to ensure that valves used for battery cooling or heat pumps are in the correct position – if the valves are shut, you may only be regassing part of the system!

HEVRA SUPPORTS INDEPENDENT GARAGES WITH HYBRID AND ELECTRIC VEHICLE SERVICE AND REPAIR, HELPING WITH MARKETING, TECHNICAL SUPPORT, TOOL HIRE, TRAINING AND REGULAR NEWSLETTERS AND ARTICLES. FOR MORE INFORMATION, GO TO WWW.RDR.LINK/AH008

TECH TIPS

BEST PRACTICE Radiator installation Denso’s technical guru, Mike Sadler, offers his top 10 tips for radiator installation.

T

he radiator is at the heart of the engine cooling system, releasing the heat extracted from the engine into the atmosphere. Traditionally, the radiator is located at the front of the vehicle, near to the air intake, in order to exploit the dynamics of speed while the car is on the move.

Radiators fitted within vehicles that are equipped with an A/C system will, typically, be larger and more powerful, in order to dissipate the heat discharged by the condenser; however, Denso’s radiators are small and light to offer greater heat exchange.

This is possible because the radiators are co-developed with the company’s A/C division to deliver improved efficiency; for instance, a Denso radiator with a 0.2m2 front surface features more than 6m2 of cooling surface on its fins.

Hot tips for radiator installation When it comes to radiators, technicians should remember key aspects to the installation process. Denso’s technical guru, Mike Sadler, reveals his top 10 tips:

í˘ą Check that the part number is correct via cross-referencing.

í˘˛ Before installation, inspect the new part carefully, including the size and fitment of ancillary parts, such as caps, switches and sensors.

24 SEPTEMBER 2019 PMM

í˘ł Carefully examine the radiator hoses and connections, and then replace any with new OE-quality parts where necessary. Failure to do so can cause radiator malfunction. The most common problem is coolant leakage, resulting from defective or worn seals.

í˘´ Thermostats and caps are also susceptible to faults. These are usually due to inherent defects in the radiators, but faults relating to OEM and matching quality replacements are rare.

í˘ľ Avoid inferior alternatives. This may sound like simple advice, but research has shown that buying cheaper will cost more in the long run, as too often cheaper can mean inferior quality.

í˘ś Be careful to avoid physical damage while handling and installing.

í˘ˇ Don’t forget to inspect any defective radiator mountings – bushes and rubbers – which can be easily repaired before installing the radiator.

í˘¸ Coolant antifreeze concentration is also subject to certain regulations, as outlined by the vehicle manufacturer (VM). When fitting a new radiator, be sure to check that the correct concentration has been used.

The Denso range Delving into the range itself, Denso’s thermal components range comprises radiators (1,200 part numbers), intercoolers (130 part numbers), cooling fans (200 part numbers), cabin blower fans (180 part numbers) and heater cores (70 part numbers).

í˘š As the radiator releases heat, which is exchanged from the engine into the air, check the performance and operation of the electric cooling fans after the new radiator has been installed.

ě?… If in doubt, check the VM guidelines. VMs provide best practice information and procedures for each vehicle it manufactures.

Block Exemption legislation ensures this information is freely available to technicians.

For more information, GO TO

www.rdr.link /A H009

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.

JLM ACADEMY LAUNCHES WITH DPF DOCTOR FOUNDER DARREN DARLING AT THE HELM The JLM Academy has launched – the brainchild of Darren Darling, founder of The DPF Doctor Network. A roster of industry respected trainers is on-board including Darren and Andy Savva, The Garage Inspector.

Darren said, “The JLM Academy is the realisation of a long held ambition.

As the brand ambassador for JLM Lubricants, I took my initial thoughts to Gilbert (JLM Lubricants’ founder). He responded with such enthusiasm that within a few months here we are, ready to deliver!

“The Academy is just 20 minutes from Newcastle Airport making it an easy-to-reach destination for countries in and beyond Europe. The brand new facility offers a clean and comfortable environment where we can deliver our automotive training for up to 12 people at a time. It’s kitted out with various diagnostics’ equipment, workshop data, specialist testing tools and two training vehicles – petrol and diesel engine. The team of trainers include Callum Lee (from The DPF Doctor), Steve Scott (Simply Diagnostics), and David Massey (Autoinform).”

Courses on offer include DPF diagnostics, diesel fault-finding, grass roots electrical testing, oscilloscope

training and Adblue troubleshooting. A range of courses on JLM product training is also available.

Training kicks off with an intensely practical two-day training course delivered by Darren and Callum – Tuesday 10th September and Wednesday 11th September. It covers the JLM product range with a special focus on fault-finding, DPF problems and DPF cleaning. The JLM Diesel Extreme Intake Cleaning Toolkit will be demonstrated with attendees encouraged to participate and get their hands dirty. In addition to a generous goodie bag and a certificate, attendees at all training courses will receive a detailed course workbook.

Darren concluded, “This training course covers the most popular JLM workshop products. We will put them into action using our test vehicles.

Attendance at these workshops will be open to all JLM Distributors, their motor factor stockists, and mechanics – subject to places of course. We’ll be offering exclusive DPF Doctor Network Training at the Academy too. If you’re a DPF Doctor you can attend!”

RETAIL MOTOR INDUSTRY (RMI) DATES FOR THE DIARY Upcoming RMI Regional Training Events OAKHAM

Tuesday 10th September BRIDGEND

Tuesday 17th September HEMEL HEMPSTEAD

Tuesday 15th October www.rdr.link /A H011

GO TO

NEXT GARAGE INSPECTOR TRAINING DATES BASINGSTOKE

Tuesday 3rd September CHESTER

Tuesday 24th September CRAWLEY

Tuesday 8th October For more information online, GO TO

www.rdr.link /A H010

GO TO

www.rdr.link /A H012

PMM SEPTEMBER 2019 29

©malkovkosta/AdobeStock

BUSINESS

& TRAINING

Replacement parts – What choice do I have?

T

he aftermarket exists to provide vehicle owners with choices concerning how their vehicles are diagnosed, repaired, serviced and maintained. The vehicle owner can choose to use the vehicle manufacturer’s ‘authorised repairers’ or alternatively, the vehicle owner can use an independent workshop that may use a different diagnostic approach and subsequently offer a different repair method.

Euro 5 legislation includes the requirement for vehicle manufacturers to provide the design and functionality criteria to replacement part manufacturers to allow them to manufacture alternative replacement parts, but only for emissions-related OBD parts. Equally, there are many replacement parts which require type approval, such as windscreens, headlights, tyres and most recently, brake components.

However, increasingly, the ability to make the choice of how a vehicle is diagnosed and repaired is coming under threat, not from the vehicle owner’s perspective, but from the independent workshop’s ability to offer a choice to the vehicle owner.

30 SEPTEMBER 2019 PMM

Neil Pattemore gives his take on the difficulties that garages will likely face as evolving vehicle design and VM control over specifications restricts what independents can offer their customers.

What is changing?

The changes are being created by four key aspects: the impact of cybersecurity on vehicle design, the automation of in-vehicle systems, the subsequent liability of the vehicle manufacturer for the functionality of the vehicle throughout its life, and the increasingly bespoke parts needed for today’s vehicles, which are difficult for the replacement part manufacturers to match. Whereas the technical specification and functional requirements for emissions-related parts must be made

available by the vehicle manufacturers, this does not need to be done for many other replacement parts for the vehicle.

A good example of this is engine oil, which is increasingly engine-type specific.

It’s difficult for the aftermarket lubricants industry to offer a direct equivalent to the vehicle manufacturer’s original engine lubricant. The engine oil must deliver engine protection at higher temperatures and pressures, and offer advanced hardware protection over the lifetime of the oil in the engine, whilst being in a more chemically constrained environment, at lower viscosity levels and over a broader range of operating conditions. This creates the problem of matching the technical specification of the original engine oil. Workshops can also be exposed if they conduct work on a vehicle which is still under warranty and a subsequent engine fault occurs. So, by withholding the specification of their oil, vehicle manufacturers can create a situation where only their lubricants/fluids can be used.

A similar scenario is also happening with ADAS components. Vehicle manufacturers are

claiming that only their original parts can be used, and that these parts can only be fitted by their authorised repairers. To ensure that this process is followed, the parts are coded and the corresponding ‘system configuration code’ is only made available to their main dealers.

Some vehicle manufacturers have gone a stage further and re-classified these ADAS components as ‘security’ parts, which will bring them under the vehicle manufacturer’s ‘cybersecurity management system’ that is currently being developed in the UNECE vehicle type approval regulations in Geneva.

This scenario will only worsen with the development of the fully autonomous vehicle.

With the tightening of ‘product safety’ legislation, vehicle emissions requirements, and automated vehicle systems, the type approval of replacement parts may increase.

This wouldn’t be a problem if there were test methods for these replacement parts to be type approved, but in most cases there aren’t, so testing becomes very difficult and expensive.

“Whereas the technical specification and functional requirements for emissions-related parts must be made available by the vehicle manufacturers, this does not need to be done for many other replacement parts.”

Also restrictive is the access to the vehicle and its data. Today, the first vehicles to have their OBD port closed off to multibrand diagnostic tools have reached the marketplace. If you want to conduct diagnostics, reset the service light or re-code a replacement part, an electronic certificate is needed. This requires registration with the vehicle manufacturer and the use of personal details to access the certificate at the time you want to work on the vehicle; the vehicle manufacturer will know who you are, where you are and what vehicle you are working on.

These certificates are also likely to have ‘rights and roles’ allocations, defining what work you can conduct, which, allied to the coding of parts, or the functionality to recode, re-configure or re-flash software, will

also mean that certain parts and actions will be controlled by the vehicle manufacturer.

With ‘connected vehicles’ enabling vehicle manufacturers to directly contact the customer when the vehicle indicates that work is required, the vehicle manufacturer can create and propose their own service offers with their own parts without the driver having to do much more than consent to the offer. Independent workshops won’t even be aware that the vehicle needs to be serviced or repaired.

All in all, when it comes to the choice of replacement parts, the business models of yesterday may look very different to those of tomorrow.

For more information online, GO TO

www.rdr.link /A H013

BUSINESS

The

& TRAINING

NEXT generation

Automotive apprenticeships provide a viable alternative to traditional study methods, offering learners the chance to achieve recognised qualifications on the job. PMM caught up with four learners from Skills Group, a South-West based provider of apprenticeships, to find out why this next generation of mechanics entered the sector and what their training means to them.

DYLAN STUDDEN I’m completing my Level 2 Light Vehicle and Maintenance Repair apprenticeship at K&M Car Sales Ltd in Tavistock on Dartmoor.

I always liked cars and work on them in my free time. I wanted to turn this interest into a career, so I chose an apprenticeship to gain hands-on experience, and make use of an excellent opportunity to learn on the job with industry experts.

Since beginning the apprenticeship, I’ve definitely become more independent and my industry knowledge has increased massively. I am confident working on a range of vehicles, and I am now skilled enough to carry out work on my own car!

JACK SMART I’ve always enjoyed taking things apart and putting them back together again, so the automotive industry really appealed to me. I train with Skills Group three days a week and then spend the other two days working at Bill Lomas Motor Services just outside of Plymouth. The best thing about an apprenticeship is that it allows you to pick up new skills while working on the job. You encounter the same variety of problems that a qualified mechanic comes across, whilst learning how to solve them under a professional’s guidance.

In the future, I would like to continue developing my knowledge across the board, so that I become multi-skilled in the industry.

SAM COLLARD When I was at school, I couldn’t stay focused in a lesson as I preferred practical work. I started A-Levels but that wasn’t the best route for me, so I decided to pursue an apprenticeship instead. I’ve always been interested in cars so knew the automotive industry would suit me. I’m now working on my Level 2 Light Vehicle and Maintenance Repair apprenticeship and am enjoying the variety of work and the opportunity to work with tools every day.

Since starting the apprenticeship, I’ve become far more confident. I’ve developed my people skills through interacting with customers on a daily basis. I also have the opportunity to work on a variety of cars, which means my experience is wide-ranging.

CONNOR JO HOOPER I’m currently working on an Automotive Study Programme with Skills Group – a full-time course that prepares me for an apprenticeship. The course is a great way to get experience before starting an apprenticeship, as it offers the chance to do a work experience placement with a top local garage. I’ve learnt how to handle hazardous materials, PPE, and how to use equipment properly and safely. At the end of the course, I’ll start an apprenticeship feeling more confident and armed with basic industry knowledge. My favourite aspect of working in this industry is the satisfaction you feel when you get the job done. In the future, I’d like to specialise in engine and bodyworks as those are the areas that interest me the most.

For more information online, GO TO

32 SEPTEMBER 2019 PMM

www.rdr.link /A H014

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!

MECHANEXShow

Also returning this year, running alongside MECHANEX:

@MECHANEXShow

REGISTER FOR FREE TICKETS AT:

WWW.MECHANEX.INFO BIG NAMES ALREADY SIGNED UP FOR SANDOWN

MECHANEX SEMINAR TIMETABLE DAY 1 – 12TH NOVEMBER

DAY 2 – 13TH NOVEMBER

10:30 – STEVE CARTER: EV & PHEV

10:30 – STEVE CARTER: EV & PHEV

11:30 – DARREN DARLING: THE DPF DOCTOR’S SURGERY

11:30 – DARREN DARLING: THE DPF DOCTOR’S SURGERY

12:15 – TALK OF THE TRADES

12:15 – IAAF: THE AFTERMARKET IN 2019 AND BEYOND

13:00 – DVSA: MOT UPDATE

13:00 – DVSA: MOT UPDATE

14:00 – JOSH JONES: PRACTICAL DIAGNOSTIC TECHNIQUES

14:00 – JOSH JONES: PRACTICAL DIAGNOSTIC TECHNIQUES

SPECIAL REPORT

COMPANY PROFILE Making connections PMM meets Diagnostic Connections, the newly formed diagnostics specialist supplying Autocom, TOPDON, PicoScope and OSCA equipment into the UK aftermarket.

I

n the wake of this year’s Automechanika Birmingham, Diagnostics Connections has picked up considerable momentum within the UK aftermarket. Many PMM readers will be surprised to hear that they probably already know Diagnostic Connections, but don’t realise it. The story begins towards the end of March 2019, when diagnostics supplier Tecno Diagnostics stopped trading as a result of a buyout by a large American corporation.

Unwilling to let down the company’s loyal customer base, current joint directors Tom Johnson and Chris Corns formed Diagnostics Connections to continue the work that they had put in over the 10-year period they had each worked for Tecno Diagnostics.

As it is today, Diagnostic Connections is the UK’s official authorised distributor for Autocom and TOPDON diagnostics systems, as well as supplier of brands such as Pico and OSCA. Using their extensive and wellrenowned network of distributors, Tom and Chris distribute across the UK to those garages and workshops looking to source diagnostic equipment from those who are experts in their field. To accompany the network of distributors, there is also a nationwide sales team of experts that visits and supports customers wherever they may be, to solve whatever troubles customers may have with the operation of their diagnostic equipment.

Customer support is where Diagnostics Connections really comes into its own. The company has the technical expertise to offer support whenever it is needed – after all, the needs of the customer are the very foundations of the business. There are a number of ways those in need of assistance can get in touch: via phone by calling 07825 249249 or 07948 485941, via email info@diagnosticconnections.co.uk, or perhaps most impressively, via the TeamViewer Remote Support system.

TeamViewer is essentially a remote system that allows the experts at Diagnostic Connections into the customer’s workshop without having to physically be there. Rather than a technician trying to explain a specific problem over the phone, TeamViewer enables the company to see exactly what the problem is via video, and guide the technician through an equipment troubleshooting process should it be necessary.

When asked about the customer support aspect to the

company, Director Tom Johnson, explained, “We view this area of the business as the offering that sets us apart. The quality of technical support we provide to our customers is crucial to how we want the business to be perceived, and to be honest, it’s what we want to be doing. Chris and I set up Diagnostic Connections because we enjoy what we do. And, it is as simple as that really.

“Diagnostics is one of the fastest growing areas of the automotive industry as vehicles become increasingly complex, so I can only see us continuing to move from strength to strength.”

To find out more about what Diagnostics Connections can do for you, GO TO

www.rdr.link /A H015

PMM SEPTEMBER 2019 37

SPECIAL REPORT

Tested on the

I

t is peculiar to think that the same engine oil formula you may have just used in your last job is also coursing through the power unit of a Ferrari SF90 capable of churning out over 1,000bhp. Yet, this was the point that was made time and time again as Shell and Scuderia Ferrari representatives explained the cohesive nature of the two companies’ racetrack research.

The relationship was described as one built on ‘co-engineering’ and communication. One side of the partnership would always know what the other was doing. If changes are made to the race car, then Shell would be informed immediately to ensure that the lubricant in use would be able to cope with the adjustment. Collaboration between the racecar and lubricant engineers plays such a crucial role in remaining compliant with FIA

38 SEPTEMBER 2019 PMM

Shell has been in partnership with Scuderia Ferrari ever since the inaugural FIA Formula One World Championship race in 1950. But this is only part of the story. Behind the scenes, there is a trialling process for technology that makes its way onto the road. To understand what this involves, Shell invited PMM to the Hockenheimring ahead of the German Grand Prix.

(Fédération Internationale de l'Automobile – the federation in charge of F1 motor racing standards) rules that Shell now has its own fuel and lubricant laboratory within the Scuderia Ferrari F1 motorsport camp.

However, all this was explained over the course of the two-day trip to the famed Hockenheimring racetrack, as Shell welcomed motoring journalists from across Europe to find out exactly what goes on behind the scenes.

Day One – ‘From track to road’ After settling in and a period of time to at least partially recover from the early flight, we headed off to get our first insight into how the research Shell carries out at the racetrack finds its way onto roads across the globe. To help communicate this information, the event organisers had recruited some of the brightest engineering minds from within Shell’s motorsport division: Jochen Lach, the project leader for Shell’s engine oil development with Scuderia Ferrari, and Daniel Bernicke, marketing expert for Shell Helix motor oil.

Jochen began by explaining why motorsport is the perfect environment to test products that may eventually make their way into mass production: “Everything that happens to your normal road-going car also happens to the machines you see racing in F1 – except the effects are so much more pronounced should something go wrong. The stress that an F1 power unit and the accompanying engine oil are put under is far greater than those of normal vehicles, which allows us to test our products in the most

Jochen Lach

extreme environments.

“After every race, we take an oil sample, analyse the amount of wear within the oil (this consists of tiny fragments of metal that have broken off from the engine during operation), and then collate this data back at our laboratory in Hamburg. By repeating this process, we gradually gain an idea as to how the oil is interacting with the power unit, and how we can improve the formula should we need to. Eventually, this process allows us to develop an oil for road-going vehicles.”

Having touched upon a number of the most pressing issues within the lubricant industry – engine downsizing, the rising popularity of the turbocharger, and the proliferation of oil grades – the technical discussion came to an end as we were needed elsewhere.

Given the nature of an F1 driver’s job, Sebastian Vettel is hard to pin down.

Therefore, we were delighted to find out that we would have a press briefing with Vettel, as well as Mattia Binotto, Scuderia Ferrari’s team principal, and Jochen, later on that day.

Despite his focus on racing, Vettel still appreciated the importance of having this close partnership between Scuderia Ferrari and Shell: “The work the Shell team does allows us to see inside the engine and anticipate anything that may come around the corner that we wouldn’t want to see. The tests act as a kind of alarm system that flags up problems within the vehicle that could potentially prevent me from achieving my

ultimate goal – winning races! This being said, I think there has only been one incident in the last five years, which was in testing, not even during a race. This speaks volumes about the quality of the collaboration between Scuderia Ferrari and Shell.”

And with that, Sebastian was shepherded out of the room to prepare for the following day’s practice sessions.

Day Two – Trackside Day two and with temperatures soaring to 40°C, we made our way to the Hockenheimring to take in the first two practice sessions of the German Grand Prix.

The sessions are designed to give the drivers an opportunity to test out their vehicles, and familiarise themselves with the track and all it has to offer. After the first practice session, we were led into the race paddocks and the Scuderia Ferrari pit to view the workings of the F1 team during a race weekend.

Here is where the collaboration is at its most apparent. As part of the pit layout, Shell has its own race day laboratory that constantly tests and monitors the engine oil and fuel used in the Ferrari car. Paul Johnson, Shell’s Trackside Analyst, was happy to explain what goes on within the confines of the lab: “During each practice session or race,

we take a sample of the engine oil, both before and after. This first allows us to show the FIA that the lubricants we are using comply with the rules, but also enables us to tell exactly which engine parts are wearing and which are not.

“This is all done through metallurgy; analysing the metallic content of the oil. The difference in the oil between the time it goes into the engine and when it comes out is considerable, and shows just how extreme an environment the lubricant is working in.

However, this is also the sort of environment that allows Shell to test new concepts and new components, eventually bringing them to the end consumer.”

Leaving the laboratory behind us, we went to watch the final practice session of the day and experience the end result of what Shell and Scuderia Ferrari work so hard on. With the SF90 power units speeding around the circuit, something that Jochen Lach had said earlier on in the trip sprang to mind: engine oil no longer appears to be a supplement to the rest of the mechanical components that work hard under the bonnet. Instead, it is now more appropriate to view engine oil as an integral part of vehicle production. It is no longer an afterthought, but a component as important to the construction of a vehicle as a clutch or even the engine itself. This certainly appears to be the direction in which lubricant development is heading, and in what ways this will affect the aftermarket, it’s too soon to tell. However, if F1 is the proving ground for new automotive concepts, then perhaps it will generate an answer soon enough.

For more information online, GO TO

www.rdr.link /A H016

PMM SEPTEMBER 2019 39

BRAKES

& CLUTCHES

Manufacturing matters REPXPERT Alistair Mason discusses why manufacturing standards matter.

O

EMs design, engineer and produce clutches to the strictest material and quality standards available. Whilst price is and always will be a factor, quality, availability and value-added services also play a crucial part when it comes to technicians selecting the components they choose to fit. Good technicians always want to complete the job first time to ensure their reputation remains intact amongst their customers.

‘Make an informed decision’ Technicians should make an informed decision as to whether they fit an OE standard clutch from an approved supplier, or one from an unapproved source that may not include all of the components required.

Schaeffler’s objective is to deliver a ‘complete repair solution’, with everything needed to carry out a professional repair in one box. From an LuK perspective, that means technicians receive a complete clutch kit, including every ancillary component, free technical information, direct one-on-one telephone support, live and online training opportunities, and a range of special tools to ensure each installation is carried out correctly.

material and manufacturing standards. Below are examples of some of the problems that can occur: ■ Clutch lining compounds can vary in quality,

affecting the life of the clutch, clutch friction and clutch lining strength at high rpm.

■ The cushion springs in between the two friction surfaces should be manufactured to exact specifications and tolerances for each unique vehicle application. Generic cushion springs used in some products can affect clutch operation and refinement.

■ In a damped clutch plate, the springs in the centre hub are perfectly tuned for each application, effectively absorbing torsional Alistair Mason

vibration emanating from the crankshaft.

They are designed to protect other components from damage caused by this vibration, giving the vehicle a more refined drive, all of which can be compromised if lesser springs are used.

■ The splines in the centre of the clutch plate need to be made from a precise grade of steel. Too hard, it may wear the gearbox input shaft splines; too soft, the splines may fail.

■ The design of the clutch pressure plate is matched to the vehicle, with the strength of the diaphragm spring accurately calculated to deliver consistent clamp load and pedal weight/feel.

■ The strength of the materials used needs to be exact, as any distortion will affect clutch operation.

Clutches from non-OE clutch producers are primarily designed to replicate the original units; however, without access to the precise material specifications and engineering tolerances demanded and expected by the VM – how can they be expected to achieve exactly the same performance, reliability and durability characteristics of the originally fitted parts?

Spot the difference Inferior clutches can affect performance and reliability due to compromises made in both

For more information online, GO TO

www.rdr.link /A H017

PMM SEPTEMBER 2019 41

BRAKES

& CLUTCHES

The sum of its parts ACtronics explains why technicians should look to remanufacturing when confronted with faulty ABS pump motors.

I

t is very difficult to find a vehicle without an ABS unit on it these days, unless it happens to be a classic car or from a manufacturer that produces less than 500 vehicles a year.

Since 2004, ABS has been a requirement on vehicles within the EU and is an incredibly important feature of the car. Its basic function is to bring the vehicle to a controlled stop without the wheels locking, therefore causing the vehicle to skid.

For the ABS unit to limit or prevent the number of vehicle skids, the wheel speed sensors determine whether one wheel is travelling faster or slower than another, and then go on to send this information to the ABS ECU via CANbus signals.

If this happens, the ABS ECU activates the ABS pump, so that the wheels do not lock and start to skid, especially in adverse weather conditions.

The main brands There are two major ABS brands that have managed to tie in the majority of mainstream manufacturers: Bosch and ATE. It is relatively easy to identify which brand is in use on a particular vehicle – part numbers beginning with ‘10.0...’ are usually ATE, whereas Bosch generally begins with ‘02...’.

The ATE MK61 is the more common ABS unit and can be found on almost every make and model of vehicle from manufacturers Vauxhall, Renault, Ford, BMW and VAG (Audi, Skoda and VW to name a few). However, there can be many reasons why an ABS unit fails, with the ATE MK61 increasingly the more common unit seen here at ACtronics.

42 SEPTEMBER 2019 PMM

ATE MK61: Common faults One issue we see a lot is on BMW vehicles.

Often the ATE MK61 will develop fault codes 5DF0 and 5DF1. These relate to the pump motor being faulty, because the component has become worn or seized.

A single pump motor of an ABS unit operates dozens of times per second, and over many years could lead to the pump motor failing, like any other moving part would.

If the pump motors fail, the ABS unit will not be able to maintain pressure on the ABS system, which could result in the brake calipers becoming stuck or inoperative.

A reman solution As the pump is integrated into the ABS unit, the individual parts are unavailable to purchase separately, which leads to the next viable option being remanufacturing. For some mechanics and industry professionals, the subject of ‘remanufacturing’ is considered taboo, due to a lack of understanding around the topic.

However, it is often a cheaper alternative to buying brand new. Remanufacturing means the components known to fail inside a

particular unit can be replaced, rather than having to purchase an entirely new part.

When a 5DF0 and 5DF1 fault code is reported, we test the ABS unit on our Vision 6 testing machines. This equipment allows our technicians to play the same CANbus signals to the unit that would be on the vehicle, which means the technician can activate the pump and produce an amperage draw on the pump.

Learning from experience Here at ACtronics, we have developed specialised techniques that allow us to access the internals of the pump, but also remove and replace the pump on the unit with specialised brackets, without damaging either the block or pump in the process.

Being able to offer a cost-effective remanufacture for the garage and the end customer is many times cheaper than a new unit. We are also in the position where we can provide a two-year warranty on all remanufactured parts over the usual standard one-year on new parts. We like to think this gives that extra peace of mind to our customers.

For more information online, GO TO

www.rdr.link /A H018

BRAKES

& CLUTCHES

BEST PRACTICE Electronic parking brakes: brake pad replacement Textar teamed up with celebrity mechanic, Edd China, to develop a range of best practice training videos for mechanics. Here, the company discusses best practice procedures when changing brake pads on vehicles with an electronic parking brake.

T

he electronic parking brake (EPB) is now a common feature within most cars, meaning attention must be paid to it when replacing pads on newer model vehicles. The evolving technology has seen an increase in errors when changing the pads, resulting in injuries to those working to replace them on a vehicle.

Electronic parking brakes offer a more comfortable, reliable ride, and significantly boost the vehicle’s overall safety. The implementation of EPBs means that there is a lower possibility of stalling the engine; drivers will have better control when moving away on a hill start. With the benefits of an EPB system, it comes as no surprise that it is

becoming a standard fit in most vehicles.

However, there’s only one method to correctly change the pads on cars with an EPB. To safely and correctly change the pads on a vehicle equipped with an EPB, an

electronic service tool must be used to help calibrate the brakes. Through a diagnostic command, the park brake is opened and is inoperable. Once this procedure has been completed, it is safe to work on and the pads can be removed.

Having the ignition on and the driver’s door shut does not open the mechanism. All this does is put the park brake into the ‘off’ position, as though in normal use. However, in this condition, incidents have been noted where vehicle doors have been opened during repair work, causing the electronic parking brake to activate, closing the brake and trapping the fingers of the technician working on the vehicle’s brakes.

PMM SEPTEMBER 2019 45

BRAKES

& CLUTCHES

Important points to note When the caliper has been opened, you may still need to manually push the piston back, just as you would with a front caliper, before fitting the new pads. Ignore the fact that there may be keyways on the face of the piston. You should never try to manually wind back the piston.

Without the correct use of specialist equipment, the rear brake will be seriously compromised, making it unable to function correctly. The incorrect use of specialist equipment could also lead to a braking imbalance and serious damage to the brake caliper. This will not only impact the braking performance, but will ultimately affect the pocket of the customer or the garage, as it will need replacing or fixing.

Always use non-conductive grease on the pads and moving parts. Textar recommends using its Ceratec Advanced Lubricant to grease the pads, as it’s a non-conductive product. Other greases may use copper, which can negatively affect the vehicle’s ABS. After re-assembly

“Without the correct use of specialist equipment, the rear brake will be seriously compromised, making it unable to function correctly.” and closing, it is essential to perform the calibration sequence. This sets up the air gaps correctly and the torque setting on the electric motor for when the parking brake is fully applied. Without calibration, the ‘monitoring’ functions will not operate correctly.

There is an increased amount of pressure on garages to turn cars around quickly.

However, trying to find shortcuts can often lead to serious injuries and cause more work in the long-term. As the automotive industry continues to evolve, it is more important than ever that garages keep ahead of best practice procedures.

For more information online and to view Edd China’s best practice video, GO TO

www.rdr.link /A H019

BRAKES

& CLUTCHES

Silent operation Stefan Bachmann, Head of Meyle’s Brakes and Drivetrain Product Team, gives PMM the lowdown on brakes, driver types and noise.

PMM: Brake pads are not always the same, so which factors and driver types can be distinguished when it comes to brake pads?

Stefan Bachmann (SB): When it comes to brake pads, we distinguish between the ‘classic’ and the ‘sportier’ driver. The classic driver places a lot of emphasis on comfort, whereas the sporty, ambitious driver attaches greater importance to performance. We have developed the Meyle-Original and Meyle-PD product lines so that we can offer a suitable product for both driver types. While the Meyle-Original brake pads focus on the lowest possible background noise for the ‘classic’ driver, the Meyle-PD brake pads focus on performance for sporty driving and tight response. With the new ‘next generation’ Meyle-PD brake pads, we have succeeded in combining the best of both worlds by developing both performance-oriented and lownoise brake pads.

PMM: What kind of trends and developments does Meyle observe?

SB: We note a clear trend towards sensitive perception of sounds. This development is easy to understand, especially in relation to electromobility. By eliminating engine noises, the driver becomes more sensitive to noise in the vehicle, so previously unnoticed brake noises can now be perceived as disturbing.

Last but not least, the increasing demand for emission reduction should also be mentioned.

Brake dust development plays a key role

48 SEPTEMBER 2019 PMM

Stefan Bachmann

here, and we will focus our research and development activities on this in the coming years. These requirements, combined with better or constant performance of the brake pads and discs, represent a particular challenge for the industry in the coming years.

PMM: Are noises during braking particularly bad? Which factors and components can be influenced in product development to minimise brake noise?

SB: A squeaky brake does not mean a broken brake pad or disc. First and foremost, it must be said that there are actually brake systems with mechanical wear contacts. Instead of a message in the cockpit about the wear, a squeaky noise sounds when braking. As a rule, the sportier the brake pads are, the more they tend to squeak. In the case of ‘sporty’ drivers, higher loads can result in stronger vibrations between the brake pads and the brake disc, which can be perceived by the driver as disturbing or squeaking in certain frequency ranges. In addition, ‘neighbouring’ components such as control arm bushings can

wear out, and the vibration is then transmitted in the direction of the last component of the overall suspension – the brake.

Nevertheless, a squeaky brake can also mean that there is a fault in the brake system or that incorrect brake components have been installed.

PMM: What are ECE certifications and what do they mean for Meyle brake components?

SB: The ECE certification is based on EU regulations that define quality standards for different components. The product range for brake technology in the independent aftermarket is regulated throughout Europe by the ECE R90 standard. Foreign regulations are also based on this standard. According to this directive, every new brake component must be tested for function and quality by independent institutes before series production starts. The results are then transmitted to the responsible state authorities after the parts have been tested. If everything has been successfully passed, the authorities issue corresponding certificates to the parts manufacturers.

For more information online, GO TO

www.rdr.link /A H020

BRAKING NEWS IT’S ALL IN THE COATING Comline introduced its range of coated brake discs back in 2016, proudly announcing that, every new-to-range disc would benefit from this extra layer of protection.

Today, 80% of Comline’s brake disc range is coated, a feature that delivers benefits to both the technician and motorist alike. But, what makes Comline’s coating different and why should it be favoured over more traditional painted options? We talk to Dr Keith to learn more…

Covering all angles First and foremost, Comline’s specialised coating is water-based as opposed to oil-based and, as such, it can be applied to the entire disc and not to just the hub and outer disc edge.

Dr Keith

50 SEPTEMBER 2019 PMM

COMPETITION! For a chance to win one of five Comline body warmers, please answer this simple question: Comline offers a vast range of brake discs, but what percentage of its range is coated?

This is significant for two reasons.

The first reason benefits the technician. Given the nature of the water-based coating a Comline coated disc can be fitted ‘straight out of the box’ without the need for any time-consuming degreasing. This may seem counterintuitive as many would assume all protective substances would need to be removed from the friction surface prior to fitment. However, thanks to its properties, Comline’s coating is removed from the friction surface with the first few applications of the brakes. This

process has no impact on performance meaning a Comline coated disc delivers immediate, reliable braking.

Secondly, our unique formulation, which is applied to the entire brake disc, has been proven to offer far superior levels of protection from unsightly corrosion vs traditional oilderived painted options. An essential feature for owners of vehicles fitted with alloy wheels where the presence of a rusty disc can negatively impact the appearance of the car. Rigorously salt-spray tested for over 220 hours, Comline coated discs remain pristine mile after mile.

GO TO

www.rdr.link/AH021

to submit your answer and enter the draw!

NEW TO RANGE Comline has recently strengthened its all makes, coated brake disc portfolio by adding a raft of new references.

All in stock and available for immediate delivery, the latest list of newcomers caters for a variety of makes and models, and includes notable introductions serving some of today’s most popular vehicles.

This includes: ADC2880V and ADC2881 serving to the segment-leading Ford Fiesta (2017-onwards); ADC2930V and ADC2933V catering for the high-end Jaguar F-Pace (2016-onwards), XE (2015-onwards) and XF (2015onwards); ADC2981 designed for the Honda HR-V (2015onwards) and ADC2983 which applies to both the Hyundai Tucson (2015-onwards) and the Kia Sportage (2015-onwards).

BRAKES

& CLUTCHES

Serve and

PROTECT Elta Automotive looks into the role of the brake shield and why it’s ill-advised to dismiss the part as unimportant.

Serve…

Although seen on a daily basis, brake shields – sometimes referred to as dust covers, back plates or splash panels – are generally ignored by technicians during a regular service and repair. Perhaps the only exception is when they are removed on the misconception that without them brake cooling can be improved or benefit the vehicle’s aesthetics.

However, as vehicle manufacturers are always exploring ways to cut costs and reduce kerb weight, the fact that they fit brake shields means there is a requirement to do so.

Although they are relatively simple in design and made from pressed aluminium, this doesn’t undermine their importance.

Brake shields serve to protect the braking system, as well as steering and suspension components, from heat, dirt and debris that would potentially reduce their normal lifespan.

...and protect Looking in more detail, the shield protects the brake discs, pads and hoses from dirt and dust contamination produced by both the road and the friction material. In turn, they also contribute to the protection of hot discs, by reducing the amount of sudden cold water that can splash them and cause them to warp

or crack. The final element from a braking standpoint is the protection of electronic components such as ABS and brake sensors and their associated wiring, from heat and debris.

Without the brake shield, steering and suspension components would become caked with brake dust, which is a significant cause of corrosion. When on the surface of these parts, the metal filings in the brake dust can oxidise and this can begin to compromise the integrity of the metal.

Rubber parts such as bushes and protective gaiters, or the rubber on shock absorbers for example, can also suffer as the material is prone to drying and cracking, generally as a result of excess heat.

When do they fail?

The primary causes of failure are usually as a result of corrosion, due to prolonged exposure to moisture and road salt. Damage from driving over large debris, potholes or in the event of an accident is also a likely cause.

As an inexpensive part that plays an important role in prolonging the life of more costly components, Elta recommends that brake shields are replaced at the first sign of damage, thereby ensuring the vehicle has the protection it needs, while presenting a professionally finished job.

MOT advice On older vehicles with drum brakes that have components mounted on them, the MOT manual states they should be inspected for ‘presence and security or brake back plates, wheel cylinders and calipers’ and rejected if ‘a brake back plate, wheel cylinder or caliper securing device is loose, missing or excessively deteriorated’. Disc brake shields/plates on the other hand, are not affected by the MOT unless they are hindering braking performance.

For more information online, GO TO

www.rdr.link /A H022

PMM SEPTEMBER 2019 51

PMM SERVICING ■ REPAIR ■ DIAGNOSTICS ■ MOT THE TRADE MAGAZINE FOR SERVICING AND REPAIR PROFESSIONALS

For all the latest industry news, products and technical information from the trade magazine for technicians and garage owners.

w ww.pmmonline.co.uk Professionalmotormechanic

@PMMmagazine

BATTERIES

& IGNITION

Modern-day difficulties

B

attery fitment is becoming more complex for workshops and installing a replacement battery on a new vehicle can take well over an hour. This is due to the increasing number of batteries being installed in difficult-to-reach places, such as under the seats or behind panels inside the cabin. The number of steps to change a battery is therefore increasing, as removing seats and panels takes time, not to mention the operation of diagnostic equipment for reprogramming the battery to the Battery Management System (BMS).

For example, take a Volkswagen Touareg.

It now takes 28 steps to remove the old battery and install the new replacement battery, taking 72 minutes! So, don’t be afraid to charge a customer for labour time on these types of time-consuming battery jobs.

Models old vs models new As you can see in Fig 1, some vehicle models have particularly complex fitments due to the accessibility and location of the battery.

When you compare this to an older vehicle’s battery change, which could take five to 10 minutes, you can see why charging additional labour time is required.

Clarios, the global battery manufacturer behind the VARTA brand, estimates that as of 2020 every third car that enters a workshop will be equipped with start-stop technology. This presents workshops with a new challenge when it comes to changing a car battery. Here’s why‌ type first time, will keep your customers happy and on the road, helping you to avoid costly repeat repair work. If in doubt, consult the vehicle handbook or you can check the VARTA Partner Portal – www.rdr.link /A H023 – to ensure you’re fitting the correct battery technology.

Importance of testing every vehicle

Enhanced Flooded Batteries (EFB) have been designed to cater for increasing electrical demands; fitting a traditional flooded battery will not provide the power needed to accurately engage the start-stop function or cope with the additional vehicle starts. Plus, onboard electrics are all commonplace on the latest vehicle types, which is certainly not true of 20 years ago.

Are AGM and EFB really needed?

Many drivers are surprised when a replacement battery for their vehicle with a start-stop system costs more than was expected. However, when you look at the power a battery is required to provide on these new vehicle types, it is easy to see why. Absorbent Glass Mat (AGM) and

Like for like When replacing an old battery, it is important to replace like-for-like or like-for-better technologies, and not to fit a conventional lead acid battery to a vehicle with a start/stop system. Fitting the correct battery technology

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 on average once a year, it is important for a technician to perform a battery test on the vehicle, as they likely won’t see it for at least another 12 months – even when it’s arrived for an unrelated job. With 40% of national breakdowns occurring as a direct result of battery failure, there are many car batteries not being checked until it is too late. Through accurate testing, technicians can identify batteries that are in a poor condition and prevent issues further down the line.

For more information online, www.rdr.link /A H024

TecDoc

Manufacturer

Model

Complexity Reason

Start-Stop

Battery Location Approx.

Replacement Time

26563

Audi

Q7 (4LB); 2006; 3.0 TDI quattro (176kW/ 240PS)

Complex battery build in

Optional

Under passenger seat

72 Min.

32012

BMW

Mini Clubman (R55); 2006; John Cooper Works (155kW/ 211PS)

Accessibility of battery

Yes

Battery Engine compartment. Windscreen

113266

Volvo

Volvo S60 II (134); 2010; 2.0 D5 (165kW/ 224PS)

Accessibility of battery

No

Engine compartment.

But hard to access

30 Min.

11393

Mercedes

Mercedes-Benz CLS (C218); 2011; CLS 5004-matic (218.391) (300kW/ 408PS)

Accessibility of battery

Yes

Engine compartment.

Windscreen

24 Min.

22474

Smart

Smart for two Coupe (451); 2007; 1.0 (451.331,451.380) (52kW/ 71PS)

Complex battery build in

Yes

Under foot compartment of passenger side

18 Min.

í˘ą

27 Min.

PMM SEPTEMBER 2019 53

BATTERIES

& IGNITION

Micro-hybrid battery technologies

A

s many in the industry acknowledge, the days of simply selling and fitting a standard automotive 12V lead acid battery are almost gone. Today’s landscape is very different, and this has been dictated by the introduction of micro-hybrid vehicle technologies, by which we are referring to start-stop and brake regeneration emission control systems designed to reduce CO2 output levels.

First introduced on high volume production vehicles in 2009, systems such as these led to the development of technologically advanced and modified forms of the conventional flooded lead acid battery – namely AGM (Absorbed Glass Mat) and EFB (Enhanced Flooded Battery). It is at this point that the one-size-fits-all rule began to wane. Quite simply, a start-stop car requires a start-stop battery. Should a standard battery be fitted, then it will experience damage and lose its capability to power the vehicle within a few months. Furthermore, an AGM powered battery can only be replaced by an AGM, whereas an EFB can be upgraded.

Russell Shea, Business Development Manager at Banner Batteries, outlines what you need to know about micro-hybrid battery technology.

stop system with the detailed data evaluation of the battery and accurate control of the alternator output. The BMS uses information from a battery monitoring control module to measure and evaluate the physical battery variables of: ■ ■ ■ ■

Temperature Voltage Charging current Discharge current

The BMS control module calculates numerous battery parameters based on the data transmitted from the battery monitoring sensor and adapts the charging system accordingly. The data obtained by the sensor and processed by the control module allows the charge current, as well as the charge voltage, to be adapted to the charge and operating state of the battery.

So, with replacement batteries having different charging requirements to those that have reached the end of their serviceable life, the BMS must be reset when the battery is replaced to prevent the use of an incorrect charging strategy, which could result in:

Battery finder Against this backdrop and given that different cars require exacting battery technologies, most OE manufacturers have developed their own online system designed to make finding the optimum replacement battery for a specific vehicle quick and easy. At Banner’s portal – www.bannerbatteryfinder.co.uk – site visitors simply need to enter the relevant vehicle registration into a number plate-shaped window and the search facility does the rest.

Also featured is a login section within the website that can be personalised using a customer’s own branding, the aim being to deliver a unique and bespoke user experience.

And, whilst the new online portal is cross platform compatible, be it on a computer, laptop, tablet or mobile device, a buttonshaped plug-in dongle remains available, which can be used to launch the homepage automatically on a computer or laptop screen.

The search results not only display the relevant battery for the particular vehicle in question, they also detail additional

54 SEPTEMBER 2019 PMM

information in the form of the relevant part number, capacity, power rating and suggested selling price (SSP), including VAT. A further click presents users with a table of extended technical information, such as the battery’s dimensions, layout, engine compartment location and an estimated time for fitting. What’s more, for those with login access, there are also comprehensive guides to full fitting details.

Battery management systems Whilst having confidence in selecting the correct battery for the vehicle in question could not be more straightforward, this isn’t the end of the story. With an increased number of modern cars featuring a battery management system (BMS), it is imperative that this is reset at the time of replacement.

A BMS is designed to adapt the vehicle’s charging strategy based on battery status. The aim is to increase the availability of the start-

■ ■ ■ ■ ■

Loss of start-stop system functionality Increased CO2 emissions Increased fuel consumption Loss of non-critical system functionality Premature battery failure

If a vehicle has a suspected battery or charging system fault, and to ensure alternators are not replaced unnecessarily, it is essential that accurate charging system testing is carried out.

Due to the variations in the alternator output, based on the charge and operating state of the battery, it is not possible to accurately test the output from the alternator using traditional methods. The only way to accurately test the performance of the alternator is to interrogate the circuits connecting the control module and the alternator using an appropriate oscilloscope.

For more information online, GO TO

www.rdr.link /A H025

BATTERIES

& IGNITION

The groundswell of technological advancement in passenger cars requires new thinking about powering and charging vehicle electrics. AutoMate Training delves into smart battery charging technology to investigate why we need it and how it works.

Powering the

ELECTRONIC REVOLUTION

I

n the modern age, software, advanced sensors and sheer processing power have replaced – to a large extent – hard, mechanical ingenuity at the forefront of technological progress. This is especially the case in the automotive world, where key symbolic pursuits – autonomy, electrification and connectivity – are driving an astonishing pace of development, limited only by the bounds of computing power and the confines of human imagination.

For automakers, change is now approached differently, whereby a new, highly-demanding and tech-savvy customer base is turning the market into an innovative frenzy, where the latest in mobile, navigation, safety and entertainment technologies are coordinated.

In the modern market, there are downsized, highly-efficient turbo engines that are increasingly augmented by mild-hybrid drive, with cylinder shut-down on demand and startstop technology for maximum efficiency.

Advanced, computer-controlled automatic transmissions, with nine and even 10 speeds, occupy 90% of the market, and Bluetooth connectivity is regarded as a basic right.

Then, there’s the on-board safety net.

Today’s vehicles consist of active safety systems to such a degree that even modest vehicles are now verging on the realm of semi-autonomy.

56 SEPTEMBER 2019 PMM

Clearly, then, this profound richening of technological content across the car parc is beneficial for consumers. However, for automakers, the task of filtering these systems into their line-ups presents a major challenge.

For example, in an industry where weight-saving is paramount due to strict emissions standards, the burden of equipment can wreak havoc on the scales. It also requires intense durability testing to ensure the longevity of fragile electronics in even the harshest terrain.

And then there’s the sheer load placed on the vehicle’s electrical system. While many vehicles continue to run 12V systems with lead-flooded batteries, going forward, lithium batteries will undoubtedly be popularised as manufacturers look to support ever greater loads with smaller, lighter cells. We’re also seeing a dramatic rise in the number of

vehicles fitted with secondary 48V electrical systems, designed to support a power-hungry gamut of technologies like mild-hybrid drive, e-turbocharging, active suspension and so on.

Already, cars as commonplace as the Hyundai Tuscon and Mercedes-Benz C200 feature these 48V sub-systems as standard, and we can expect a glut of followers to hit the market in the next 12 to 24 months. From a service and maintenance perspective, this rapid development presents a number of vital challenges, particularly in the area of charging.

Indeed, in the same way the term ‘smart phone’ has come to replace ‘mobile phone’, the phrase ‘smart charger’ is increasingly prevalent in the automotive aftermarket.

Compared to an old-style, linear charger, ‘smart chargers’ offer a new level of control, monitoring and functionality for technicians, better-equipping them to deal with complex vehicle electrical systems and technology.

As we know, in its most basic form in a lead-flooded battery, charging is intended to regenerate the active materials from lead sulphate formed during the discharging process, known as ‘sulphating’. In the process of a battery discharge, sulphate ions from the electrolyte react with the lead electrodes to form lead sulphate. Upon recharging, these compounds dissolve with the sulphate ions returning to the electrolyte.

Older-style, constant-current charging maintains a pre-selected current until a specific voltage has been obtained at the battery. Without careful monitoring and control of the charger, however, overcharging and overheating in the battery can occur, causing long term damage or immediate battery failure. In short, this traditional technology is now outdated, so it’s not recommended for use on today’s batteries.

On the other hand, ‘smart chargers’ have the ability to communicate with the battery during the charging process, allowing them to regulate the pace and strength of the charge in accordance with the prevailing battery level, temperature and so on. They achieve this most commonly by operating in a series of stages, so while each type of battery chemistry needs to be dealt with in a slightly different way, they can all be charged, maintained and rejuvenated by a smart battery charger. To understand how, it’s crucial to explore the different phases of the smart charging process.

To start the charge, a high frequency voltage pulse assists in the regeneration of a deeply discharged battery. This method of pulse charging can also help reduce the excessive sulphate crystals that may have formed on the battery plates during its discharged state.

Next, the soft start phase tests if the

battery can actually accept a charge. This step prevents charging proceeding when the battery has an internal fault, something that wouldn’t happen with a regular, linear-style charger.

Once it’s confirmed the battery can accept a charge, the main charging stage commences.

It’s during this phase that the charger operates at its maximum output, current and voltage – until the battery reaches 80% of its capacity.

After this bulk charging stage, smart chargers will automatically begin to reduce their current output as the battery approaches maximum capacity, whilst still maintaining the required voltage. Only when a predetermined current level is reached will the next stage commence.

The next step is for the charger to test if the battery can hold a sustainable charge. It’s at this point that the charger will determine whether the battery is in good condition, and those that cannot hold pre-determined charge

may need to be replaced.

Most chargers also allow you to select an extra program known as ‘Recondition’.

During this phase, the voltage increases to create a controlled gassing in the battery.

Gassing mixes the battery acid and gives back energy to the battery, making this a critical step for batteries that require rejuvenation.

Additionally, smart chargers also feature float phases, which maintain the battery voltage at maximum level by providing a constant voltage charge, while a ‘pulse phase’ is designed to monitor the battery voltage and give a pulse occasionally to keep the battery topped up.

Finally, a ‘pulse maintenance mode’ allows batteries to naturally self-discharge to a certain level, before being fully charged again. Not only does this avoid the risk of overcharging, but as the battery is being cycled as it would in a vehicle, the lifespan of the battery is extended considerably.

Understanding these phases is a crucial part of any exploration of smart charging technology, and speaks to the increasing complexity of once-simple maintenance and repair processes.

For more information online, GO TO

www.rdr.link /A H026

BATTERIES

& IGNITION

‘Preventative maintenance is key at this time of year’ In readiness for the changing of the seasons, ignition specialist NGK is urging workshops to recommend to owners of diesel cars that they replace their glow plugs now.

D

iesel has undergone a huge amount of change in recent years, but although technology has moved on, the glow plug is essentially doing the same job that it has always done: raising the temperature inside the combustion chamber so that stable combustion is achieved.

Unfortunately, replacement data is unavailable as glow plugs are not a service replacement item in an engine, and no mileage or time recommendation for changing the component is provided by the vehicle manufacturers.

NGK advises the replacement of sets of glow plugs as we enter the cold months and works closely with its distributors to make sure they always have the right plugs in stock to cope with increased winter demand.

The winter months are the key selling period for glow plugs and motor factors have begun stocking up in preparation to ensure they don’t miss out on any sales opportunities.

Mark Hallam, Marketing Manager, NGK Spark Plugs (UK) Ltd, said, “Preventative maintenance is key at this time of year and we recommend that drivers of diesel vehicles replace their glow plugs now in preparation for the cold winter months.

“Factors, distributors and garages are fully aware that their glow plugs sales spike in winter.

NGK area sales representatives can also help our customers stock the right profile of glow plugs to ensure they fully leverage the sales opportunity. They can also provide on-site product training using our cataloguing data and training portals.”

Mark continued, “Reliability is key to our success. Vehicle owners can be confident that their engines are fitted with glow plugs that meet or exceed vehicle manufacturers’ specifications. This ensures improved

drivability during engine warm up and the ever-important reduction of emissions – thanks to extended post-glow capability.”

NGK recommends the fitment of glow plugs manufactured to OE specification and says ‘budget’ alternatives should be avoided. Tim Howes, Deputy General Manager – Supply Chain & Technical Service, NGK Spark Plugs (UK) Ltd, explained further, “Because the glow plug is now a vital part of the engine management system, it has never

been more important to ensure that technicians are fitting the correct specification part. You cannot go for a ‘budget’ alternative nowadays because the engine management system can pick up very quickly the fact that it is incompatible with the engine management system and OBD. “The OBD system will find fault with the item if it is not to the correct specification and the performance of the vehicle will suffer. My advice is always fit a plug that was manufactured to OE specification – as all NGK plugs are.”

For more information online, GO TO

www.rdr.link /A H027

PMM SEPTEMBER 2019 59

BATTERIES

& IGNITION

Battery mismanagement Battery maintenance is a process that remains very much reactive rather than proactive within the automotive industry. To convince technicians that this is the incorrect approach, Rotronics has looked into how both consumer and workshop behaviour affects how and when batteries are charged, and the resultant impact and opportunities that exist.

T

he snap-shot data in Fig 1 has been collated across several different workshop segments, whereby batteries have been tested as part of interim or planned maintenance at the point of entering the workshop over a three-year period.

The data highlights that of the 1.5m test results taken from all industry segments, 41% (646,397) of batteries require attention, with 22.8% of these requiring charging alone.

Based on this analysis, this equates to around one in five of all vehicles entering a workshop having a battery that requires charging, and that one in 10 has a battery that requires replacement.

In a similar vein, an independent survey of tests carried out by a major automotive garage network over a three-month period (Fig 2), showed that of the 1,100 sample tests recorded, 74% of batteries tested required attention. Furthermore, 23% simply required charging to bring them back to a healthy serviceable state.

In addition, the survey showed that there was a replacement opportunity of over 40%.

What does the data tell us? í˘ą It doesn’t matter how efficient the

vehicle’s charging system is or the type of vehicle, batteries require additional maintenance charging if they are to

Industry perception Based on the research that Rotronics has carried out on the state of battery management in the automotive industry, the company has landed on the following conclusions: â– Both workshop technicians and consumers

í˘˛

â– â–

â–

perform efficiently and prevent risk of vehicle breakdown. í˘˛ On average, over 40% of vehicles on the road have batteries requiring maintenance or replacement. í˘ł There is a significant opportunity to offer consumer charging services as part of routine maintenance, that not only protects warranty, increases customer satisfaction and extends the serviceable life of batteries, but can generate additional revenue by offering a battery charging service.

â– â–

have little understanding that vehicle batteries require charging to keep them healthy The assumption is that a battery either works or it doesn’t There is a belief that a vehicle’s charging system will fully maintain and charge the battery from flat, and simply keep the engine running for a period of time Some believe charging a battery takes too long, and is dangerous, and needs to be carried out in well-ventilated areas with the battery disconnected form the vehicle Workshops are under the impression that battery charging is not cost effective Many workshops possess a charger of some form, but often use them only when they are either carrying out diagnostic work, or if a vehicle fails to start

To support independent workshops drive a more cohesive and proactive approach to battery sales and maintenance opportunities, Rotronics has developed a management portal named ROBIS. Linking this with Midtronics’ CPX900 battery diagnostic testing platform, the comprehensive management reporting system provides instant visibility of how proactive testing can increase battery sales and customer satisfaction.

Linking this to regional and national statistics, workshops can compare how their performance measures up against the industry, and more importantly, ensure all staff are on-board with the programme.

For more information online,

í˘ą 60 SEPTEMBER 2019 PMM

GO TO

www.rdr.link /A H028

BATTERIES

& IGNITION

Traction Charger has a close relationship with motorsport racer Tommy Bridewell, with Tommy eyeing a podium position at the British Superbike Championships 2019. Here, PMM checks in with him on how the season is progressing and why he uses Traction Charger’s battery chargers for his bike.

Charging to VICTORY

T

ommy has a new lease of life for the sport after working with his new team, Oxford Racing Ducati.

This season, he has connected with his new vehicle, a Ducati V4R F, a rare bike that matches Tommy’s unique abilities and love of speed.

Compared to the older V-twin Ducati, it’s had a complete overhaul. In principle, it is the same as a V-twin, but it has a V4 engine, which means four pistons instead of two, allowing up to 16,000rpm.

As part of Traction Charger’s sponsorship of Tommy, he uses the MPL10 Battery Charger, which makes up an essential part of his race mechanical strategy.

Tommy commented, “To save performance on the bike, we have a very lightweight battery that doesn’t hold much charge, so we need to charge the bike’s battery between every test. This means that as soon as the bike’s back in the workshop, we hook it up to the charger. At this point, we connect the bike to the race diagnostics to work out what worked and what could be better, and the MPL10 gives us the constant voltage we need so we don’t loose any valuable data during this period.”

He continued, “It’s also great to know that the battery will automatically switch over to conditioning once it’s fully charged, which

62 SEPTEMBER 2019 PMM

means that there is minimal downtime and we can concentrate on what matters.”

The MPL10A has a patented sulphation recovery programme which automatically switches to conditioning mode when it’s finished charging, so the team get the absolute maximum out of the battery’s ability.

Tommy concluded, “We use our charger in the workshop at home when we’re not on the track. It’s so versatile that it works for both everyday use as well as for the highest performance you can get on a Superbike; it’s capable of managing both. It’s a great piece of kit!”

The MPL battery charger The MPL battery charger from Traction Charger is available in 12V, 10A, 20A, 50A and 24V. The full features are: ■ Patented sulphation recovery program ■ Short circuit shutdown without blown fuse ■ Reverse polarity protection ■ Soft start current control ■ Fast constant current bulk charge ■ Three-stage charging: CI-CV-Float ■ Constant voltage float/standby ■ Proportional timing – minimal gas emission ■ Independent overrun timer ■ Accurate zero-crossing voltage sensing ■ Flexibility; matches almost any battery specification ■ MPL10 & 20 both available in UK, Euro and 110V versions ■ OEM approved The MPL is suitable for use on AGM, GEL, calcium and lead acid battery types. Although featuring sophisticated charging methods, it is very simple and safe to use. Batteries can be left connected indefinitely at the end of charging.

For more information online, GO TO

www.rdr.link /A H029

ENGINES

& TURBOS

TECHNOLOGY SPOTLIGHT Torsional vibration dampers (TVDs) As engines develop, so do the demands placed on the TVD. Dayco explains exactly what’s changing.

M

odern engines are designed to deliver the optimum combination of power and torque, alongside fuel efficiency and minimal exhaust emissions.

This objective often comes at the cost of high levels of engine vibration, which is generally intensified by the significant pressures present in the engine’s combustion chambers, especially with diesel units.

This vibration is transmitted through the crankshaft and therefore has a significant impact on the engine’s power transmission drive systems. To reduce this problem, Dayco engineers have developed a range of torsional vibration damper pulleys, or TVDs, which it manufactures as OE for many vehicle manufacturers, but now also for the UK aftermarket.

Generally installed directly to the crankshaft, the damper reduces the circular vibrations that cause wear on many of the engine’s components.

Naturally, the FEAD (front end auxiliary drive) system is a principal beneficiary, which increases the durability of the entire engine, but also improves comfort for the vehicle’s occupants.

As with every wearing part, problems can occur and the damper can lose its efficiency or sometimes even break, which obviously increases the risk of failure in other parts of the engine’s drive systems.

To avoid these problems, dampers should be checked for signs of wear, such as

abnormal noises, unpleasant vibrations or even steering oscillations, at every 40,000 mile interval or when replacing the auxiliary belt. However, as a matter of course and irrespective of the signs, Dayco suggests that they are changed every time the timing belt is renewed.

However, technicians must be aware however, that in order to check the damper correctly, it needs to be removed from the engine because the back, as well as the front, needs to be examined to fully assess its condition. In addition, whether it needs to be replaced or not, if its fixing bolts are designed to stretch on initial fitment, these must be

THE USUAL SUSPECTS The UK’s most popular reference is for the 2.2 and 2.4L TDCi powered Ford Transit and Tourneo manufactured between April 2006 and August 2014, which is Dayco part number DPV1210K and comes with replacement bolts as standard. When it comes to passenger car applications, Ford again comes high up in the rankings, this time the 2.0l Di/TDDi/TDCi and 2.2L TDCI engines used in several versions of the third generation Mondeo between 2000 and 2007 and the 2.0L TDDI engine used in the mark IV between 2007 and 2010, DPV1041K, which also comes with replacement bolts.

changed, as they will no longer meet their design tolerances if reused.

There are three types of damper that, depending on the application, are generally installed: the simple, double, and decoupler.

The simple damper is integrated within the FEAD system. Its single rubber element provides sufficient vibration reduction for applications with standard NVH (noise, vibration and harshness) requirements.

The double damper encompasses two rubber elements within its metal parts, which are designed to absorb vibration at different frequencies. This type of damper is for use in applications that generate high power and increased NVH, such as modern diesel engines.

Although the decoupler damper still incorporates a rubber ring, the damping function is carried out through metal springs, as opposed to solely relying on its rubber element. It is used on the latest generation engines with greater power and enables the FEAD system to cope with high mileage and adverse conditions, particularly for applications that feature a BSG (belt start generator) function for their start-stop systems.

For more information online, GO TO

www.rdr.link /A H030

PMM SEPTEMBER 2019 65

ENGINES

& TURBOS

HOW TO Check V-belt pulley alignment Laser Tools provides a step-by-step guide on how to use its multi V-belt pulley alignment tool.

M

ulti V-belts are commonly used on the auxiliary drive systems on modern motor vehicles. It is important to ensure that all the pulleys are correctly aligned, to avoid premature belt wear and ensure maximum belt life. This new multi Vbelt pulley alignment tool provides an easy visual check of pulley alignment.

The tool comprises an alignment pointer and a marked alignment checking segment.

These are designed to fit snugly into the Vgrooves of the pulleys on the crankshaft, auxiliary components (alternator or air-con compressor, for example) and tensioners.

When the tool is set up in equal positions on the two pulleys being checked (typically, two V-grooves in from the outer edge), looking down the straight, silver-steel alignment pointer gives an instant visual confirmation of correct (or otherwise) alignment.

The tool quickly picks up on common misalignment problems, such as parallel misalignment, angular misalignment, and pulley runout. Again, the pulley alignment tool gives a clear visual indication of the amount of misalignment or run-out.

í˘ą

It’s always a good idea to double-check by moving the segments onto a different location on the pulley wheels (Fig 3). This follows the same procedure for checking auxiliary pulleys and tensioners; two grooves in and everything’s lining up.

Now, let’s have a look at some common misalignment problems.

Parallel misalignment Parallel misalignment is where the pulley is quite straight, but it isn’t aligned correctly to the adjacent pulley (Fig 4). Place the segments two grooves in on each pulley and you can clearly see the misalignment.

Double-check by positioning the segments on the different part of the pulleys and we get the same result (Fig 5).

í˘˛

í˘´

Now, place the smaller plastic alignment segment onto the pulley to be checked.

Again, place it two V-grooves in. Look down the length of the steel alignment rod and check that it lines up with the markings on the alignment segment (Fig 2). In this instance, the pulleys are in alignment.

í˘ľ

í˘ł Angular misalignment First, assemble the tool by pushing the steel alignment rod into the larger, plastic main segment. This is magnetised to fit snugly into the V-grooves of the pulley. Count two Vgrooves in from the forward edge (Fig 1).

66 SEPTEMBER 2019 PMM

Angular misalignment can occur if the auxiliary component is not mounted correctly.

Mount the tool segments as before, and as you can see (Fig 6 and 7), the tool clearly does not line up correctly.

gives a clear visual indication of the amount of runout (Fig 8).

Maximum runout should be less than half a rib or V in 150mm. In the example below (Fig 10 and 11), it’s more than that.

í˘¸

ě?…

í˘ś

Pulley runout can also occur due to worn or damaged bearings, which manifests as excessive bearing float or play (Fig 9).

í˘ˇ

ě?ˆ

í˘š

Pulley runout Pulley runout is when the angle of one pulley in relation to the other pulley is changing.

This is usually due to a bent pulley shaft or a bent pulley. Again, the pulley alignment tool

For the full video, GO TO

www.rdr.link /A H031

ENGINES

& TURBOS

What’s the deal with Direct Injection?

G

DI is a key technology in the latest generation of gasoline vehicles, and is designed to deliver improved performance, increased economy, and enable the current trend in engine downsizing.

Modern GDI systems feature low pressure and high pressure circuits, with an electric fuel pump supplying a high pressure pump (HDP) with gasoline at around 6 bar. The HDP compresses it up to 200 bar and feeds it to the fuel rail, where high pressure injectors push precise quantities of perfectly mixed fuel directly into the combustion chamber.

Bosch discusses its complete Gasoline Direct Injection (GDI) proposition, which includes parts, diagnostics and training.

Growing service market By the end of 2019, there will be around four million cars on UK roads with direct injection gasoline engines, and this number is expected to double within a few years. To meet rapidly increasing demand, Bosch has created a GDI service solution for the automotive aftermarket, including components developed for racing teams, diagnostic solutions and industry training.

Workshop top tip When installing spark plugs in GDI engines, the alignment of the side electrode in relation to the spray nozzle is critical. Installing the correct spark plug with the right tooling and torque is

Gasoline Direct Injection I

also crucial for optimum engine function.

Morten Jensen, Bosch Product Specialist for Gasoline, Europe North, said, “The GDI car parc is growing fast and, with our motorsport and OE credentials, independent workshops look to Bosch for parts, equipment and training. Unlike the previous generation

Product Technology

of passenger car gasoline engines, which allowed for only an approximate mixture of gasoline and air, GDI enables an extremely precise blend, with optimised and variable spray timing under different load conditions.”

Bosch ESI[tronic] 2.0 and training Today’s technicians expect more than just control unit diagnostics, whether for passenger cars or commercial vehicles. Intelligent troubleshooting and support for rapid repair and maintenance according to the manufacturer’s specifications are the new standard, and Bosch claims that these requirements are met with ESI[tronic] 2.0 Online.

The diagnostic software guides users through the process, and the Experience Based Repair (EBR) functionality provides instant access to known faults and reliable solutions.

In terms of training, Bosch’s VSG11 Gasoline Direct Injection System Diagnosis course promises to significantly improve technician efficiency. On successful completion, technicians will fully understand a typical Bosch GDI system, and be able to use serial diagnosis and oscilloscope data to quickly determine the required system or component repairs.

The course forms part of a comprehensive modern vehicle technology Training Programme, designed by Bosch specifically for independent workshops in the UK. For further details on the Gasoline Injection Systems training courses, and other courses in the Bosch range, www. rdr.link/AH032.

Mark Heard, Bosch Marketing Manager for Europe North, said, “With the fastgrowing GDI vehicle parc, independent garages investing in the right training and equipment are set to make healthy profits and win business. Our ESI[tronic] platform includes detailed service instructions for GDI components, while our KTS tools just keep getting better.”

For more information online,

Direct-injection fuel circuit

GO TO

www. rdr.link/AH033

PMM SEPTEMBER 2019 69

ENGINES

& TURBOS

Too HOT to handle Melett outlines the basics when it comes to overheated turbochargers.

What is overheating?

Overheating is a term used to describe components that have been subjected to abnormally high exhaust temperature or insufficient cooling.

Discolouration of shaft

Causes ■ Hot shutdown ■ DPF issues, such as regeneration, resulting

in increased exhaust gas pressure and temperatures, which lead to overheating of the turbine side of the turbocharger ■ Remapping, chipping or over-fuelling

■

■ ■

Signs ■ Discolouration at the hot end of the turbine

■

wheel, spreading along journal bearing area ■ ‘Heat soak’ from the turbine side of the

turbocharger through to the compressor

■

Discolouration of internal parts

side, causing discolouration to the turbine shaft and bearing housing Discolouration of internal components, including thrust washer and flinger; occasionally, without evidence of wear Collapse (loss of tension) to turbine-end piston ring Carbon build-up in the oil feeds and piston ring area Abnormal or excess wear to turbine-end piston ring and groove Turbine blades appearance being uniformly curved downwards

Excess wear to turbine-end piston ring and groove

■ Small sections or edges of the turbine

blades being fractured/partial loss of blades

Prevention ■ Check the DPF is in good working

condition ■ Ensure there are no leaks in the cooling lines ■ Give the turbocharger time to cool,

particularly after long journeys or harsh driving conditions For more information online, GO TO

www.rdr.link /A H034

TYRES, WHEELS

& ALIGNMENT

ADAS MADE EASY

FIG 1

Autel ADAS VW Night Vision (NV) System calibration

T

ere are four primary reasons why a NV system requires calibration: if a NV camera, bumper or radiator grill is replaced or installed; the vehicle chassis is adjusted; the height of the vehicle is changed; or the NV camera’s position on the vehicle has changed.

씰 Adjust crossbar height until level with

centre of front wheels 씰 Move frame to reach required distance

씰 씰

Vehicle preparation Set up and perform the calibration frame levelling procedure by following these steps: 씰 Park vehicle on a flat and level surface with front wheels pointing straight 씰 Unload, and ensure coolant and engine oil are at recommended levels and fuel tank is full 씰 Apply parking brake, close doors and turn off lights 씰 Adjust tyre pressure to recommended value 씰 Ensure vehicle is kept in a cold state 씰 Check battery for sufficient power. If not, connect a battery charger 씰 Ensure NV camera is in position (near front grill or vehicle emblem) with unobstructed view 씰 Replace the protective window of the NV camera if damaged

씰 씰

씰

씰

씰 씰 씰

씰

Calibration stand setup 씰 Attach VCI and diagnostic tool to vehicle 씰 Tap Auto VIN button in top-left of screen

씰

씰 씰 씰 씰

to read vehicle ID number, identify vehicle model and equipped systems. Confirm, then select ‘ADAS calibration’, and finally, select ‘Night Vision System’ Place calibration frame on level floor in front of vehicle – no pattern board should be attached (Fig 1) Rotate fine-tuning bolt until marked lines align Loosen handle and rotate bolt until scale value is zero, then secure the crossbar Align sliding plate pointer with marked line. Tighten bolt to secure Turn on laser and aim at front-centre of vehicle

씰

between vehicle emblem and crossbar sliding plate, keeping laser spot centred Ensure both sides of crossbar are equidistance from centre of front wheels Turn off laser once positioned, then rotate bolts on base until lightly touching ground Securely attach two wheel clamps Insert connecting shaft of laser into clamp port and ensure laser calibration board faces front of vehicle. Then tighten bolt (Fig 2) Turn on lasers attached to rear wheels and adjust until point hits rulers on each side of crossbar cover plate Rotate fine-tuning bolt until rulers on both sides have same value lit by lasers. Then secure crossbar Lift cover plates on both ends of crossbar Adjust lasers on rear wheels to control down movement of reflected lasers Reflected laser must shine on scale board of laser-coordinated board on at least one side (Fig 3) Rotate centre bolt left/right until scale values lit by reflected beams are same on both sides – now calibration frame is parallel to vehicle Close cover plates on both ends of crossbar. Close lasers on wheel clamps then remove

FIG 2

FIG 3

FIG 4 씰 씰 씰 씰 씰 씰 씰

NV calibration 씰 Install NV calibrator on crossbar sliding 씰 씰 씰 씰 씰 씰

plate Rotate bolts on base of frame, referencing bubble level to ensure crossbar is level Tap ‘OK’ button on tablet (Fig 4) Plug included power cord into port on NV calibrator and turn on power switch Tap ‘OK’ button on tablet Turn on laser by pressing toggle switch on NV calibrator Adjust crossbar height until laser is in line

씰 씰 씰 씰

with centre of NV camera Tap ‘OK’ button on tablet Slide NV calibrator to centre of crossbar to align pointer with marked line on frame Turn off laser Press button on top of NV calibrator for two seconds until buzzer beeps intermittently Wait 20 seconds and LED will light green Turn on vehicle ignition Rotate knobs of NV camera to correct role angle ±0.5° of NV camera A message will appear on tablet if role setting is correct Tap ‘OK’ button on tablet to initiate auto calibration A message will display to say adjustment is complete Tap ‘OK’ to read fault memory of the NVS control unit again

For more information online, GO TO

www.rdr.link /A H035

PMM SEPTEMBER 2019 73

TYRES, WHEELS

& ALIGNMENT

Proof is in the profit PMM: In general terms, remind us why wheel alignment is so important to a workshop’s profitability?

PMM speaks to Pro-Align’s Jamie Taylor who explains how wheel alignment can help boost workshop profitability.

Jamie Taylor (JT): Wheel alignment continues to be one of the most profitable services that workshops can offer. With ongoing efficiency improvements, modern alignment systems are capable of helping workshops achieve profit margins of around 88%, whereas the likes of brakes and tyres typically achieve just 49% and 16% respectively.

What’s more, the number of opportunities available through alignment is huge. Our research found that nine out of every 10 cars on the road suffers from some form of misalignment, so it really is an opportunity not to be missed.

PMM: So, is it simply a case of installing some equipment and watching the money roll in?

JT: No, not at all. Having the right equipment simply gives you the capability to increase your customer service levels and profits. There are many other elements to consider and get right but, in my opinion, the most important aspect for achieving a fantastic return on your wheel alignment equipment lies in how workshops can use it to improve their transparency, which leads to long-term customer satisfaction.

PMM: Why is transparency so important?

JT: Historically, the motor trade has not done a great job promoting itself! There are countless examples over the last 20 or 30 years of garages being stung in ‘rip-off’ investigations. The impact of this is that many motorists simply don’t trust garages.

However, when performed correctly, wheel alignment can significantly change this perception. It’s unacceptable for workshops to simply recommend some alignment work to customers or try the hard-sell approach.

These approaches simply don’t work and

74 SEPTEMBER 2019 PMM

only build up further levels of mistrust. The customer needs to understand why the work is being recommended and advised, and some systems can even help with this.

With Hunter wheel alignment systems, for example, results can be communicated using an easy-to-understand colour-coded printout, which can also be sent directly to customers’ email inboxes or smart phones.

PMM: What’s the best approach that you’ve seen in improving wheel alignment ROI? JT: The wheel alignment printout that is generated by Hunter systems undoubtedly plays a massive part in increasing alignment sales and ROI, but there are other aspects, too.

An alignment check should be performed as part of a basic vehicle health check that every vehicle entering the workshop goes through. When the check takes around 70 to 90 seconds with a system like the Hunter Elite TD, why wouldn’t you include this?

Some of the most successful workshops

I’ve seen include the check within their vehicle assessment and simply deliver the results to the customer as a value-added service. No scare tactics are needed – simply offer friendly advice and let the customer go away and think about things. Schedule a call back and more often than not, the customer will have pondered the misalignment results and understood that it makes sense to have the work done.

PMM: Does this approach really work?

JT: Absolutely! Investment in a high-end wheel alignment system could be as much as £30,000 but I’ve had customers who have recouped this investment within just three months. After that, all alignment income is pure profit! I have another customer who generates around 180 paying wheel alignment jobs per month at an average cost of around £60, just from one wheel alignment system!

For more information online, GO TO

www.rdr.link /A H036

TYRES, WHEELS

& ALIGNMENT

Time’s up for

With the use of 10-year-old tyres in the commercial vehicle sector under pressure, how long will it take before the authorities turn their attention to the passenger car market?

GiPA, the automotive aftermarket intelligence organisation, digs into the facts and figures surrounding the issue.

N

ew laws banning older tyres on ‘large vehicles’ to improve road safety could be introduced later this year. If supported, they will be coming into force at the beginning of 2020. Tyres aged 10 years or older would be banned from use on buses, coaches, lorries and minibuses in new proposals.

The consultation on the new proposals directly follows a campaign led by Frances Molloy, whose son died in a coach crash caused by a 19-year-old tyre in 2012. Her work with the ‘Tyred’ campaign led to the consultation being launched. There is increasing evidence that tyre age affects the safety of tyres. So, where does this leave the passenger car market?

In most European countries, tyre motivated workshop entries are amongst the most expensive operations, coming in just behind crash repair jobs. In the UK however, it is one of the cheapest workshop entry types. Fig 1 shows that tyre-motivated workshop entries in the UK are on average 29% cheaper than the average cost in the EU5 markets.

“The cost savings of using part-worn tyres can quickly be overshadowed by the safety risks put on the driver and others, when not taking care in selecting quality tyres.”

GiPA overview on part-worn tyres The proliferation of part-worn tyres is well established at a national level. Tyre changes should occur in the UK around every 20,000 to 25,000 miles according to driving behaviour, demonstrating the high frequency of this operation. In fact, according to industry body TyreSafe, as many as 5.5 million used tyres alone are sold in the UK every year, and GiPA believes that over half of these are used for passenger cars.

76 SEPTEMBER 2019 PMM

The part-worn tyre industry in the UK has had some deflationary impact on the tyremotivated workshop costs relative to other EU-5 markets. Because of this, some players with higher overheads, such as franchised dealers, struggle to compete as they offer new high quality tyres only – their challenge being to find the right balance between an attractive price and not selling at a loss.

Although drivers are becoming more involved in the tyre replacement process, we can see they are not well informed about the tyres they are using. In 2018, 87% of drivers did not know the legal tread limit in the UK. What is even more worrying is that out of drivers who purchased part-worn tyres in 2018, only 11% of them knew the limit. This was 15% for drivers purchasing new tyres.

This is concerning as the primary reason drivers quoted for changing their tyres in another survey carried out in 2018 was that they noticed their tyres were worn. This suggests that the tread was potentially dangerously low to have caught the attention of drivers. The second most common reason was a puncture. These are both reactionary and not preventive, suggesting a strong need for more common tyre checks to prevent issues arising.

A staggering 97% of fast-fits/tyre dealers/franchised dealers said they offer a free diagnostic check when drivers go to their workshops. This gives repairers ample opportunity to inform drivers of the importance of tyre maintenance, and how to spot signs that their tread is fading. Making drivers aware of the consequences of not meeting the limit can also help change behaviour.

í˘ą

Difference in EU-5 tyre motivated cost of workshop entries (%)

The pros and cons of part-worn tyres The only advantage of part-worn tyres is that they cost less than brand new tyres.

Some part-worn tyres are shipped over from Germany, where the minimum legal tread depth is 3mm. In the UK, it’s 1.6mm, so a part-worn tyre imported from Germany should still have plenty of tread left and perhaps a couple of thousand miles still to run. For tyre suppliers, this is a good commercial opportunity to re-sell cheap imported tyres. However, consider this: If somebody has removed a set of tyres from their car, they have done so because they no longer consider them to be safe. Part-worn will generate less grip, particularly in wet conditions. That means a car will have less traction, breaking grip, and cornering capability. The cost savings of using partworn tyres can quickly be overshadowed by the safety risks put on the driver and others, when not taking care in selecting quality tyres.

What’s next?

As an organisation, GiPA welcomes the consultation on the new part-worn tyre proposals, due to its willingness to support road safety. The NTDA (National Tyre Distributors Association) has now recommended extending these restrictions to cover passenger cars as well.

GiPA’s 2019 driver survey demonstrates that drivers in the UK are not as informed as they should be about the tyres they use on their cars. Too often drivers wait until the tyre tread is dangerously low before changing their

tyres, suggesting they do not perform regular checks often enough, and when they are, probably are not performed correctly by the driver. This should be done by a professional who can explain the process to them.

Whilst a blanket ban on all part-worn tyres may be viewed as an overreaction from tyre dealers and drivers, a better enforcement of existing regulation is needed, as well as the implementation of new regulation.

For more information online, GO TO

www.rdr.link /A H037

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/AH038

20 POLO SHIRTS, MUGS AND NOTEPADS Behr Hella Service is giving lucky PMM readers the chance to win Behr Hella Service polo shirts, mugs and notepads.

Behr Hella Service provides more than 7,700 part numbers, covering 20-plus product groups, and claims to be the partner of choice for both the passenger car (PC) and commercial vehicle (CV) sectors alike. Being in this position has naturally enabled the company to grow its portfolio, with new-to-range product additions being regularly introduced.

1 PAIR OF PLIERS For the simple opening and closing of click clamps, Knipex has developed a special version of its Hose Clamp Pliers (models 85 51 180 C/85 51 250 C). The pliers have rotating jaw inserts and a slim head design that gives fantastic accessibility – the clamps can be in any position, and you can still reach and manipulate them. The pliers offer great leverage, so clamps can be opened and closed again comfortably and easily with minimum effort. The pliers also have a serrated jaw, which can be used to gently detach fuel hoses, vacuum pipes, suction nozzles and many other applications.

Win at www.pmmonline.co.uk

Question of SUPPORT GYS is providing one lucky reader with the chance to get their hands on the company’s latest battery support unit, the GYSFLASH 121.12!

When ‘engine off, ignition on’ work is undertaken on a vehicle, it is essential that a constant power supply is maintained. This will prevent loss of data and avoid the potential for costly damage to the ECU during diagnostic work, software updates, and module reprogramming. While this work is in progress, the vehicle’s electronic systems are operating from the battery alone, so choosing the right battery support unit to maintain battery charge is essential.

To meet the demand for the ever-increasing constant power supply required for this work, GYS, Europe’s leading manufacturer of battery charging equipment, has launched its most powerful and technologically advanced battery support unit to date.

The battery support units in the GYSFLASH PRO range have outputs of 30A, 50A, and 100A. The latest addition to the range, the GYSFLASH 121.12 CNT FV has a powerful 120A output, and can be used in one of four operating modes – diagnostics, charging, showroom and tester. Vehicle manufacturer specifications determine the vehicle’s

voltage requirements from a battery support unit. The GYSFLASH 121.12 CNT FV can supply 12 to 14.8V, which is easily adjustable by the user in 0.1V increments.

And now, GYS has introduced connected technology, meaning the charger can be connected to a keyboard to enter customer, vehicle or battery details; a barcode scanner to identify the battery (if it has a bar code attached); a printer to report battery charging data; and it is now able to receive software updates, and where there is a demand for changes in charging curve, to meet specific vehicle manufacturer requirements.

Lithium battery manufacturers to develop and meet this requirement. The GYSFLASH 121.12 CNT FV is supplied with 5m heavy-duty cables and connectors. A range of accessories are also available for the GYSFLASH PRO range, including a trolley, wall support unit, and heavy-duty case. This new machine has already generated a high level of interest from garages and the wider diagnostic community.

What can you win?

GYS is putting forward one GYSFLASH 121.12 battery support unit worth £873 + VAT.

How do you enter?

To be in with a chance of winning, all you have to do is

In addition to its advanced battery support unit capabilities, it is an extremely sophisticated battery charger, suitable for charging all lead acid battery types, as well as the latest generation of Lithium (LiFePO4) batteries, offering advanced protection for vehicle electronics, ensuring it is safe to use over extended periods. It is important to note that Lithium batteries require a specific charging curve. GYS has worked with

GO TO www.rdr.link/AH039 and

answer the following question: What is the power output of the GYSFLASH 121.12?

A) 110A B) 120A C) 130A Deadline for entries is 10/10/2019. T&Cs apply.

See website for details.

PMM SEPTEMBER 2019 79

WHAT’S NEW?

■ COMPOSITE BRAKE ROTORS Ferodo has launched a new composite rotor range that reduces weight by up to 30%, helping to enhance vehicle efficiency and improve braking performance. As a result of extensive R&D, the advanced rotors feature a high carbon cast iron surface area and aluminium bell. The range provides OE-quality components for a comprehensive range of BMW passenger vehicles.

■ START-STOP BATTERY TESTING PACKAGE Following some detailed research, Ecobat Battery Technology (EBT) discovered that nationally, 43% of garages turn away start-stop battery replacement. This may be because technicians consider start-stop replacement too complicated and the necessary equipment too costly.

However, the number of start-stop vehicles entering the workshop is only going to continue to.

Addressing the problem head-on, EBT has developed One Box, a solution that consolidates all the equipment needed to test and install start-stop batteries into a single package to provide workshops with an easy route to access the profit potential, which would typically be charged at more than £185 per installation. With the One Box package and a little training to ensure technicians get the very best from the equipment, garages will find that fitting these batteries correctly is not a complicated process.

The components brought together in the One Box bundle, include a battery analyser to accurately assess the condition of the existing battery, a NOCO charger and OBD lead to support the vehicle’s ECU/data storage during the replacement process, and a battery validation tool to ensure the new AGM/EFB battery is correctly assimilated into the vehicle’s battery management system. However, the package can be also be supported with signage and point-of-sale material, to allow garages to fully promote their start-stop replacement capability to motorists. www.rdr.link/AH040

■ GEARBOXES Ivor Searle has expanded its all-makes range of gearboxes for cars and light commercial vehicles. Costing up to 40% less than OE, the latest additions to the the Ivor Searle manual transmission portfolio include applications for Fiat, Ford and Land Rover vehicles, as well as Renault, Vauxhall and Volkswagen. www.rdr.link/AH041

80 SEPTEMBER 2019 PMM

The composite brake rotor range is initially available across 17 part numbers suitable for many popular BMW models, with more expected throughout the year. All components retain OE rotor specifications, ensuring direct compatibility for models ranging from the 1- to 7Series, including GranTurismo models and the Z4 roadster. www.rdr.link/AH042

■ DIAGNOSTIC OSCILLOSCOPE Pico Technology has launched the PicoScope 4823, its first eight-channel oscilloscope for the automotive market. The PicoScope 4823 oscilloscope is ideal for those involved in advanced diagnostics, training or vehicle design.

The eight channels allow multiple sensors, actuators and CAN/CAN FD signals to be monitored at the same time at up to 80MS/s. It’s ready-configured for automotive probes and includes more than 150 guided tests. The PicoScope 4823 is an oscilloscope for the expert user with complex problems to diagnose. www.rdr.link/AH043

■ DPF CLEANING DPF Recovery recently displayed its new Evolution Flash Cleaner for the first time. Existing customers, new prospects and industry stakeholders were quick to praise the new kit. The Evolution Flash Cleaner is modelled on the same technology as its larger stablemate, but in a more compact footprint.

DPF Recovery showcased the original Flash Cleaner machine on its stand at Automechanika Birmingham 2019, but it also introduced the Evolution machine, which is specifically designed around a smaller footprint, making it ideal for garages and workshops that want to offer in-house DPF cleaning services. www.rdr.link/AH044

MORE INF O Just type in www.rdr.lin k followed by the uniqu e code shown to get straight to more info .

■ VIBRATION CONTROL PARTS

■ WHEEL ALIGNER

Corteco has announced additions to its offering of vibration control components and repair kits in OEM quality. The company’s range now covers more than 27,500 types of vehicles. All products are designed to meet the highest quality standards and are manufactured using the latest production methods.

Draper Tools is keen to continue offering its customers a comprehensive automotive range and has introduced its new Digital 3D Four Wheel Aligner, which uses high-resolution cameras to provide technicians with advanced alignment readings and chassis setup information. It features a four-wheel system that gives increased accuracy to a multitude of suspension and steering requirements, which is essential for advanced vehicle stability systems.

Vibrations often arise as a result of ageing components or poor quality vibration dampers. These vibrations don't just affect driving comfort; unwanted vibrations can spread throughout the vehicle and cause damage to the engine and other components. www.rdr.link/AH045

■ INDUSTRIAL WIPES

The Wheel Aligner is simple to operate, guiding technicians through the measuring process, ensuring that cars operate with maximum efficiency, comfort and safety. On top of that, it offers free automatic system updates, free vehicle data updates and free technical assistance. www.rdr.link/AH047

MEWA is launching its full-service industrial wipes solution in England, and is offering a risk-free, one month trial to allow businesses to see the benefits in practice.

Developed as the superior alternative to traditional, disposable cleaning cloths, MEWA’s model eliminates the problems of hazards and waste in environments where the cleaning of oils, coatings, greases and solvents is critical. Firms operating out of facilities such as printing premises, repair shops and metal working plants will be able to see how adopting a managed rental approach to cleaning textiles means the complex, costly and time-consuming disposal of dirty cloths need no longer be a problem. www.rdr.link/AH046

■ EXHAUST MOUNT Polybush has worked in conjunction with Japanese performance brand Tegiwa to design and manufacture a replacement for the Honda DC5 exhaust mount, which is now sold exclusively on Tegiwa’s website.

The 41AW exhaust mount is reported to outlive and outperform the original equipment part and due to the design of the product, can be fitted easily by hand. A feature of the mount is the Tegiwa branding, which differentiates the mount and makes it instantly recognisable. www.rdr.link/AH048

ADVERTISEMENT INDEX

ACtronics Ltd .................................................................. (page 21)

J & S Products Ltd .................................................................. (ibc)

Apec Brakes Limited ...................................................... (page 40)

Jack Sealey Limited ........................................................ (page 36)

Armored Auto UK Limited ............................................ (page 70)

Johnson Controls Batteries Ltd ...................................... (page 55)

Autel ................................................................................ (page 25)

Kalimex Ltd .................................................................... (page 58)

Autodata .......................................................................... (page 11)

KYB UK .......................................................................... (page 31)

Automotech Services ...................................................... (page 75)

Mann & Hummel UK Ltd ............................................ (page obc)

Banner Batteries .............................................................. (page 63)

Mewa ................................................................................ (page 68)

BM Catalysts Limited ...................................................... (page 16)

Mobiletron UK Ltd .......................................................... (page 58)

Bowmonk Ltd .................................................................. (page 47)

Morris Lubricants ............................................................ (page 67)

Chicago Pneumatic .......................................................... (page 77)

NSK UK Limited ............................................................ (page 64)

Comline Autoparts Ltd ...................................................... (page 4)

PMTech (Anglia) Limited .............................................. (page 78)

Comline Autoparts Ltd .................................................... (page 50)

Pneumatic Components Ltd ............................................ (page 75)

Continental Automotive Trading Ltd .............................. (page 47)

Ring Automotive .............................................................. (page 61)

CTEK Sweden ................................................................ (page 63)

Robert Bosch Ltd ............................................................ (page 19)

Dayco Europe .................................................................. (page 33)

Rotronics Battery Management Solutions ...................... (page 23)

Delphi Automotive ............................................................ (page 9)

Schaeffler (UK) Ltd ................................................................ (ifc)

Denso Europe .................................................................. (page 81)

Shaftec Automotive Components Ltd .............................. (page 46)

Exedy Clutch Europe Ltd ................................................ (page 44)

SIP Industrial .................................................................. (page 72)

FAI AUTOMOTIVES PLC ........................................ (page 26-27)

SP Diagnostics ................................................................ (page 47)

Federal Mogul Ltd .......................................................... (page 43)

TMD Friction UK Limited .............................................. (page 49)

Gates Power Transmission .............................................. (page 28)

Traction Charger Co Limited .......................................... (page 57)

GYS Limited .................................................................... (page 61)

Verification of Lubricant Specification VLS (UK) Ltd .. (page 13)

HFE Signs & Banners .................................................... (page 58)

WD-40 Co.Ltd .................................................................. (page 6)

Ivor Searle ........................................................................ (page 78)

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82 SEPTEMBER 2019 PMM