Autotechnician magazine October 2025

The first 3 in 1 engine oil to meet the latest industry requirements of 3 very different OEM approvals: VW 508 00/ 509 00, BMW Longlife-17 FE+, and MB-Approval 229.72 in a single product.

The Castrol EDGE product range:

• Co-engineered with OEM partners*

• Approved for the next generation of OEM specs

• Meets the needs of the latest engines

Castrol EDGE 0W-20 LL IV

The first 3 in 1 engine oil to meet the latest industry requirements of 3 very different OEM approvals: VW 508 00/ 509 00, BMW Longlife-17 FE+, and MB-Approval 229.72 in a single product.

Inside: We focus on Diagnostics, Oils & Lubes, Turbos, DPFs & Cats, report from TechFest London, the IGA Awards and our Workshop Takeover, and much more!

Celebrating 10 Years of Autotechnician with the Diagnostic Support of PicoScope®

Dear Reader,

This month marks a special milestone – it’s been ten years since Paul Dearing and I launched our publishing company and released the very first edition of Autotechnician magazine. To celebrate, we’ve taken a slightly different approach. Rob Marshall reflects on the major changes the industry has seen since Autotechnician’s first edition, speaking with leading aftermarket suppliers about their memories and insights.

Inside, we also explore the evolution of diagnostics, oils and lubricants, DPFs and catalytic converters, along with the growing demand for turbo replacements and the parts and resources available to support workshops. You’ll also find a fascinating case study from Gareth Davies, coverage of TechFest London and the IGA BIG Awards, plus a behind-the-scenes visit to JRP Distribution in West Sussex.

Our team recently joined Matt and Claire Cleevely at their outstanding Cheltenham workshops for another round of technical training and hands-on problem solving – you can read all about it from page 10.

We hope you enjoy the issue. Here’s to celebrating the past ten years – and looking forward to an exciting future. We remain as committed as ever to supporting the independent aftermarket, and we look forward to the next chapter of the Autotechnician story, written together with all of you.

Nicola St Clair Editor

Nicola@autotechnician.co.uk

* View and download previous digital issues at: www.autotechnician.co.uk instagram.com/autotechnician_magazine youtube.com/@AutotechnicianMagazine facebook.com/Autotechmagazine

P6 Industry news

P10 Workshop Takeover delivers a technical feast!

P12 TechFest London 2025

P14 JRP Distribution visit

P17 Trade rates – Are they helping or hurting our industry?

P22 A decade on: What major changes have occurred, since Autotechnician burst onto the aftermarket scene?

P29 The evolution of diagnostics

P38 Oils & Lubes – Slick Shift

P43 DPS & Cats –A decade of keeping clean

P47 Case study: Unsuspecting complexities, Gareth Davies

P52 The ongoing domination of turbocharged engines

P58 Parts, Tools & Tips

illustration,

The Independent Garage Association celebrates landmark step towards accreditation

Following multiple days of extensive audits with the regulatory body, UKAS, and the Independent Garage Association, IGA, the recommendation for approval has now been received for the launch of the Security-related Repair and Maintenance Information (SERMI) scheme in the UK.

This enables independent garages to access critical security-related vehicle data, a domain previously limited to franchised dealerships only. After over a decade of tireless advocacy, the IGA says it has delivered on its promise to level the playing field for independent operators.

A revolutionary leap forward SERMI has been developed in close collaboration with the UK Government and vehicle manufacturers, and the European scheme has been adapted for the UK market by developing an annex system. This introduces a unified, centralised audit and certification process, enabling vetted independent professionals to securely access essential information such as key coding, ECU programming, and software downloads, without navigating multiple manufacturer systems.

Stuart James, Chief Executive, said, “We are delighted that after many years the scheme has finally come to fruition, really levelling the playing field. Subject to final documents being issued, we anticipate it going live this year. SERMI not only simplifies access to vital security-related data but also underscores the integrity and professionalism of certified garages. Participation in this scheme is crucial for the future success and competitiveness of independent garages.”

The IGA has championed this cause since 2009, pushing for fair access to manufacturer data and the right of independents to compete on equal footing with dealerships.

James concludes, “This is a bold affirmation of the crucial role independent garages play in our automotive ecosystem. This initiative represents a landmark victory for the independent garage sector. The IGA has set this up on a not-for-profit basis to ensure that the benefits of the scheme go directly to independent garages. We encourage all independents to seize this opportunity and join us in driving meaningful progress within the industry.”

IMI highlights urgent need for skills to keep pace with evolving technology

The Institute of the Motor Industry (IMI) has welcomed new research from the Society of Motor Manufacturers and Traders (SMMT) showing that workshops are investing heavily in training and equipment to service modern vehicles. However, the IMI has warned that the skills gap –particularly around electric vehicles (EVs) and Advanced Driver Assistance Systems (ADAS) – remains a critical challenge if the UK is to deliver on road safety and net-zero ambitions.

The SMMT’s latest Aftermarket Report found that more than 80% of workshops have already invested in EV and ADAS servicing capability, with many planning to boost spending over the next year. While this demonstrates strong industry commitment, IMI data suggests the workforce is still lagging behind the speed of technological change.

According to the IMI, just 28% of UK technicians currently hold an EV qualification – progress, but not enough to meet demand, which could outstrip supply by more than 25,000 trained staff by 2035. The gap is even greater for ADAS. Despite 77.6% of workshops reporting the capability to service these systems, only 3% of technicians are formally qualified, amounting to fewer than 8,000 individuals. With

ADAS now fitted to eight in ten new cars, the IMI estimates the UK will need more than 96,000 qualified ADAS technicians by 2032 to keep up.

Nick Connor, IMI Chief Executive, said: “It’s encouraging to see workshops investing, but our data clearly shows the pace of upskilling is falling short of future needs. The automotive workforce is the backbone of safe, sustainable mobility, and without the right qualifications, we risk compromising safety, undermining consumer confidence, and slowing the shift to greener vehicles.”

The IMI is urging government and industry to unlock unused apprenticeship levy funds and provide targeted support for smaller, independent garages, many of which face steep costs for staff training and new tooling. IMI’s TechSafe standards, alongside nationally recognised EV and ADAS qualifications, already provide a robust framework to help businesses demonstrate competence and keep technicians, employers and consumers safe.

“The aftermarket is making the right moves,” Connor added, “but to bridge the skills gap, investment in people is just as important as investment in technology. The IMI will continue to lead the charge in ensuring the workforce is ready for the vehicles of today and tomorrow.”

The Blend 2025 confirms full speaker lineup

The Blend 2025 has published its full programme of speakers ahead of the annual conference for independent garage owners and technicians on Saturday 18 October at the Eastside Rooms in Birmingham.

The programme covers a range of operational and technical issues. A joint session by Maisie Raine of The Race Group and Alex Vere of Garage Services Online will address the role of digital platforms in customer engagement and business development. Tim Benson of Oldfields Garage is set to present on improving professional recognition, outlining steps garages can take to become “award ready.”

Technical developments will also feature. Mark Webb of Garage Vitals will provide an overview of recent changes in OEM diagnostic tools, while Tom Cockings of Robert Cockings Motor Repairs will examine the balance between OEM and aftermarket diagnostics in terms of coverage, cost and suitability.

In addition, a panel discussion including representatives from automotive charity Ben, Garage Hive, and several independent workshops will explore approaches to workplace wellbeing, focusing on practical measures rather than theory.

The conference programme will run throughout the day, followed by an evening dinner incorporating The Blend Awards, which recognise achievement within the independent garage sector.

Some members of the

The BIG Awards 2025: A record-breaking night of celebration for the independent garage sector

The Independent Garage Association (IGA) marked a milestone in its history on Friday 12 September, as it hosted the 2025 British Independent Garage of the Year Awards (BIG Awards) at the Hilton Birmingham Metropole. The annual celebration welcomed more than 500 attendees –the largest audience since the event began – in a sold-out evening that shone a spotlight on the very best within the independent automotive sector.

Adding energy and humour to the evening, renowned comedian and impressionist Jon Culshaw served as host. His performance set the perfect tone for a night dedicated to honouring businesses and individuals who are raising standards in customer service, technical expertise, innovation, and community engagement.

Stuart James, Chief Executive of the Independent Garage Association, described the 2025 ceremony as a landmark occasion for the sector. “This year’s BIG Awards has been our most successful event to date – a sold-out room of over 500 people, a showcase of incredible talent, and a powerful reminder of the strength and unity within our

the winners…

sector,” he said. “The winners and finalists are raising the bar for excellence, and the announcements we shared tonight underline our dedication to building an even brighter future for independent garages across the UK. It was a truly unforgettable evening.”

The BIG Awards have grown rapidly since their launch, becoming an anticipated fixture in the automotive calendar. Designed to champion the achievements of independent garages, the awards recognise not only business growth and technical skills but also the values of trust and service that underpin the reputation of the industry’s finest. By highlighting innovation, customer commitment, and community impact, the IGA aims to demonstrate the central role independent garages play in keeping motorists safe and mobile.

A wide range of categories ensured that all aspects of the trade were acknowledged, from outstanding apprentices and forward-thinking workshop owners to businesses making a measurable difference within their local communities. This year’s winners stood out for their commitment to raising standards, embracing new technologies, and going above and beyond for customers.

*Autotechnician will be visiting Community Hero Award winners Britannia MOT & Repair Centre next month – check out our Winter issue, emailed on 14th November.

ACTRONICS is

Workshop Takeover delivers a technical feast!

Saturday 6th September once again saw the Autotechnician team descend on Matt and Claire Cleevely’s superb workshops in Cheltenham for another dose of technical training, presentations, and networking with a fantastic group of workshop owners, senior, and young technicians.

This year, VAG specialist and AT contributor, Gareth Davies, took a 2018 Volkswagen Transporter with super imposed faults on to work through as a group. Over to Gareth…

“I was really pleased to welcome back many familiar faces, and some new ones too, for us to work through the faults as a group. We covered a 5v reference circuit fault, whereby we simply had ‘5V reference circuit ‘C’ open’ as a DTC to go on. In addition, we had an ACC radar (ADAS) with no signal/ communication issue present.

“As a group, we used the manufacturer diagnostic tool (ODIS) and ALLDATA as a standalone counterpart to circumnavigate the faults, inspect wiring diagrams and dynamically create test plans, discuss logic, expected outcomes, and nonbiased hypothesis on what the faults could be. We were able to discuss at length the circumstances on how these faults can arrive on modern day vehicles, and the potential charge rate thresholds in our own garages when conducting tests and steps to provide sound conclusions and outcomes for customers.

“It was a superb session, I really enjoyed the interaction with all the delegates. The teamwork, discussing previous examples in their own workshops and the emotions/stressors that surround difficult diagnostic jobs, wrong steps and rabbit holes were useful to the delegates as well as me, the trainer! Thanks, and well done to all that attended.”

In association with:

“Thank you for a great day, I learnt something on each session and it was good to catch up with other attendees. Gareth’s talk was very helpful – I do diagnostic work constantly and another person’s perspective on this type of work is great. Ali’s Tesla session was excellent too and I gained so much information on the workings of the brand. I look forward to another event by yourselves.”

Mike Bell, Adams Garage

“Another amazing day learning, never too old to learn, worth every penny”

Adrian Smith, The Garage Warmington

“I thoroughly enjoyed the full day. I go to quite a lot of these types of events, because if you manage to take one thing away from it, it is worth it. Because of this, I see quite a lot of repeated content, but on this occasion the full day was a whole new learning experience. I particularly enjoyed the morning session where as a group we were solving diagnostic issues, looking at data, planning the next test, discussing expected results etc.

Thank you for a cracking event, and I'll definitely be putting my name down for the next one!”

Jon Stringer, Royton Car Repair

“I had a great time as always, it’s good to meet like-minded people, it’s all too easy to be in your own world within the garage environment for what seems like months on end with no opportunity to talk to others.

“Subject matter was on point and very relative to current trends, seeing a lot more of the public buying crashed/written off vehicles that they think they can repair or make a video out of, only to wave the white flag when they can't get to the bottom of the issue, i.e. the transporter with the missing CAN Bus relay that Gareth showed.

“The Tesla session was very informative; I have no issues with working on these vehicles but an unbelievable number of garages point blank refuse to work on them or even have them in for an MOT, so having a session like that for people that are a bit cautious will hopefully change their mind.

“Just this Monday I had a Model 3 in for a MOT, it had been to a dealership for some warranty work, the customer explained the MOT was due and asked if they could do it, the reply was ‘No we don’t carry out MOT’s’. The garages he spoke to in Exeter either refused to MOT the car or said their current equipment wasn’t ready for Teslas. The chap found us on the HEVRA website. It blows my mind that garages have this perception that Teslas are some sort of UFO.”

Nathan Beresford, NJB Automotive Services

Interactive Tesla Training

Ali Finch, of Cotswold Automotive Diagnostics & Training, alongside Matt Cleevely, delivered a 2.5-hour training session on the Tesla Model 3’s touchscreen service and diagnostic functions. Ali divulges details of this hands-on session…

“With Tesla setting the pace in EV development, technicians must gain confidence in using the vehicle’s built-in systems for routine servicing and fault-finding.

“The course blended live demonstrations with structured technician activities, covering TPMS resets, wheel and tyre configuration, jack and tow modes, wiper and brake service modes, and the vehicle’s integrated light test. Attendees also explored how to access alerts, check battery state of charge and range, and verify software versions and updates.

“Structured cheat sheets supported the practical exercises, helping technicians follow correct pathways and repeat the tasks independently. The session concluded with an open Q&A, highlighting where touchscreen diagnostics are effective and where Tesla Toolbox remains necessary.

“Feedback showed technicians valued the hands-on, interactive format, leaving with stronger confidence and practical skills to apply in the workshop. The course provided a clear, engaging introduction to Tesla servicing and demonstrated how touchscreen-based functions can be integrated into daily practice.”

Thank you to our enthusiastic guests, Autotech Training’s Peter Ivory for delivering his taster session on ADAS calibration, our sponsors who were on-hand to answer any technical queries and join in the fun, our wonderful hosts Matt & Claire Cleevely, and our trainers Ali Finch and Gareth Davies, who never fail to provide engaging, top-class content.

Email Nicola@autotechnician.co.uk to register your interest in future events and be the first to access tickets.

TechFest London 2025: Innovation, networking, and a celebration of all things automotive

TechFest London returned on 18 September for its second year at Wembley Stadium’s Green car park, an unconventional venue that set the perfect tone. The expansive space created an industrial, energetic backdrop that instantly brought the event to life, even as the first attendees trickled in. The organisers had clearly briefed exhibitors on the vision for the show: a festival-style gathering packed with interactive experiences, technical insights, and engaging displays designed to entice independent garages from London and the Home Counties to attend, along with colleagues, friends, and family.

From the outset, TechFest delivered a sensory feast. GSF Car Parts offered bite-sized training sessions inside a futuristic dome, free beer, curry, and other culinary treats were well received and a display of sleek and quirky vehicles, several of which were from GSF Executive Chairman Sukhpal Singh’s personal collection, delighted visitors, combining technical fascination with pure automotive passion.

The event drew a record turnout, with over 5,000 industry professionals, 80 leading suppliers, and numerous special guests attending. TechFest London 2025 was designed to bridge the gap between garages and suppliers, offering networking opportunities, exclusive on-the-night deals, and a comprehensive TechTalks programme. Visitors were also enticed along with free entry, free parking, a £50 business voucher, and thousands of pounds’ worth of prizes and giveaways.

Visitors praised the experience. Kaden Camilleri of Highview Garage in North Finchley described TechFest as “the best,” highlighting its broad appeal for business owners, mechanics, and anyone involved in the aftermarket. Santhirasegaram Uthayashankar, from High Autos in Willesden, said: “The atmosphere is cracking! There's a lot of suppliers here today and it's really nice to meet them in person - it puts a face behind all the parts that we buy and supply. GSF is definitely doing a great job supporting both their customers and suppliers.”

Technical education remained a central theme of the event. Delphi took centre stage, bringing the latest workshop solutions and expert guidance directly to technicians. Luke

Garratt, UK Technical Manager at Delphi, led a live session titled “What’s That Noise”, tackling one of the most persistent issues in garages: brake squeal. Attendees explored the root causes of brake noise and practical methods to minimise complaints, equipping technicians with strategies to deliver quieter, safer, and more reliable braking. Delphi Academy’s training highlights the sophistication of modern braking systems, which integrate advanced electronic controls.

The evening also marked the inaugural TechFest Supplier Awards, celebrating exhibitors’ creativity and impact. Winners included Delphi for Most Improved Stand, Comma for Best Stand, Yuasa for Best Innovation, Autel for Most Leads on the Night, and Sealey for Top Sales. The awards recognised the competitive yet collaborative spirit that underpinned the event.

Steve Horne, CEO of GSF Car Parts, said: “TechFest is bridging the gap between garages and suppliers, helping both grow their impact. Every detail is designed for the hardworking, independent garages we serve. Planning for TechFest 2026 is already underway. Watch this space!”

Sukhpal Ahluwalia, Executive Chairman at GSF, added: “For us, TechFest is all about being able to listen to the customers and what their needs are. We’ve gathered plenty of thoughts, ideas and feedback which we’ll implement and apply to the business. I’m so proud of team GSF for pulling something truly amazing together and leading the way in the aftermarket industry. Bring on 2026!”

Ultimately, TechFest London 2025 succeeded in blending education, networking, and celebration, creating a space where independent garages could learn, connect, and explore new technologies while enjoying a lively, festival-style atmosphere. Attendees left inspired, informed, and equipped with practical solutions to apply in their workshops.

https://gsftechfest.com

“The atmosphere is cracking! There's a lot of suppliers here today and it's really nice to meet them in person - it puts a face behind all the parts that we buy and supply."

THE UK's LEADING AUTO LOCKSMITH

EQUIPMENT SUPPLIER AND DISTRIBUTOR

Distributor highlights automotive accessories that could help workshops stand out from the crowd

Autotechnician was invited to JRP Distribution in Chichester, West Sussex to find out more about the automotive accessories it supplies to motor factors, buying groups and retailers, and the potential revenue opportunities available to workshops looking to go the extra mile for their customers.

JRP is a family-owned independent business founded by Jon Page in 1981 and now run by brother and sister Ollie and Kelly Page. Since then, the company has evolved from a regional supplier of automotive accessories in Sussex to a national supplier of over 4,000 products. Over the last five years, it has also increasingly served the DIY and general retail sectors.

At the media event, Sam Robinson of Simply Brands highlighted its range of wiper blades that brings the cost benefits of a typical China supplier with the quality and rigorous independent testing of OE manufacturers. He also introduced the new Invisible Glass ceramic wiper blade programme, developed by Stoner Car Care, which is a UK first – high endurance blades that have been independently tested to 2 million wipes, lasting 4 times longer than OE standard blades. The ceramic coating helps to protect the wiper blade rubber from UV & ozone rays, as well as protecting the rubber edge from premature wear. The silicone rubber element performs in extreme temperatures and also applies a rain repellent coating to the windshield, helping to maintain ceramic coatings on windscreens and repelling water from the glass, allowing it to simply bead off. A thorough clean of the windscreen before fitment, in addition to letting the blades run for 5 minutes on a dry windscreen, ensures longevity and the desired performance – Invisible Glass products and accessories are available to support this and would make a great upsell for customers who are out on the road frequently. More on this in our next issue!

Brands available through JRP Distribution factors & retailers

EcoMotive has a range of environmentally friendly products, developed in partnership with UK universities to prove efficiency. Top sellers include CleanDrive for petrol, diesel & hybrid vehicles to boost fuel efficiency by removing carbon deposits, and head gasket fix, GaskIt.

J-B Weld is a market leader in epoxy resins, adhesives and other specialist products. Products include bumper repair, fuel tank repair and a cracked windscreen solution.

Frsh is a luxury car air freshener company, standing out with its unusual designs, and has proved popular within Aldi and Halfords. One of its latest products is the Ultra Scents Can, which can last for 100 days.

Quixx products are designed for the DIY guru and are the pioneers behind the first headlight restoration kit.

Simply Brands is active across numerous market areas – of which the automotive aftermarket is its biggest. It has four different ranges under its brand, Automotive, Tools, Power and Cycling with more than 1,300 references across them.

American car care giant, Stoner Car Care, offers an enormous range of products with professional standards. It also owns the brand Invisible Glass, including its Rain Repellent, which is a durable hydrophobic coating that ensures water doesn’t stick to the windscreen for improved visibility.

Take a look at some of the products in action in an extended article at: https://autotechnician.co.uk/jrp/ https://jrpdistribution.co.uk/

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Trade rates –Are they helping or hurting our industry?

By Tina Drayson, Head of the Garage Section, IAAF

When we think of trade rates, most of us picture accounts with parts suppliers offering discounts, preferential pricing and perks for being in the trade. It’s the same across other industries: plumbers, electricians, and builders all benefit from trade accounts that make purchasing in high volumes more affordable.

But does this idea of trade rates apply when it comes to services we provide to one another as garages? In my view, no! Here’s why.

Take MOTs as a case study. It’s not uncommon for garages to offer MOTs to fellow garages at a reduced “trade” price. On the surface, this might look like collaboration. But when you break it down, the model raises serious questions.

From the buying garage’s perspective, they often want:

A discounted MOT fee.

Morning slots to allow same day repairs for their customer.

Free retests included.

Credit accounts with 30–60 days to pay.

Sometimes even collection and delivery.

From the testing garage’s perspective, this means:

Selling MOTs at a reduced price, reducing profits.

Losing valuable morning slots, delaying tests for their own retail customers and pushing work into the next day.

Absorbing the cost of free retests.

Chasing late payments, putting pressure on cashflow.

MOT fees are already capped, and that fee is out of our control. We all know it should be higher, yet we continue to undervalue the process. The costs of equipment are rising, with more and more connected devices required on new or replacement equipment. Tester training and annual exams are becoming more complex and we are all aware of the declining number of testers.

And here’s a critical point to understand. If you outsource an MOT, you can only charge your customer the same fee that you have been charged (VAT exempt). Anything on top must be VATable. A point that is often overlooked.

"...before continuing to offer trade rates, I would encourage every garage owner to stop and calculate the true cost. "

Now let’s look beyond MOTs. Many garages offer specialist services such as diagnostics, ADAS calibration, coding, or DPF cleaning to name a few. These services are often delivered to other garages more than retail customers. Should these highly skilled, equipment heavy, knowledge based services be discounted too just because you are dealing with trade? Of course not.

When another garage carries out specialist work for you, they are not just charging for time and parts. They are charging for the years of experience, trial and error, investment in training, and mastery of the skill. That expertise deserves respect and fair pay.

As an industry, we talk a lot about wanting the public to value what we do. But how can we expect customers to respect our profession if we don’t respect each other first? By demanding trade rates from one another, we devalue the very work we are trying to elevate.

Instead, we should pay the proper rate, pass it on to the customer, and stop dragging ourselves down. Collaboration in our trade is not about discounts, it’s about trust, respect, and recognising the worth of the services we each bring to the table.

A final thought from me, before continuing to offer trade rates, I would encourage every garage owner to stop and calculate the true cost. Factor in your overheads, the value of your MOT slots, the time lost on retests, the cost of equipment and training, the cost of all those hours spent learning a skill and even the impact on your cashflow. Then compare that against the reduced “trade” income you are receiving.

Are you genuinely making money or are you slowly eroding your profits? Can you honestly justify charging out at trade rates once you see the figures in black and white? If the answer is no, then perhaps it’s time to rethink whether trade rates have a place in our industry at all.

MAKING ENGINES PURR

Whether they’re a daily commuter or a petrol head in a cherished performance model, purring through the rev range is what every driver wants.

To achieve that, one of the most vital ingredients in the combustion process takes centre stageair. Controlled airflow is absolutely essential for accurate power delivery and for meeting strict emissions regulations. And integral to airflow is the throttle body.

Both petrol and diesel engines have seen throttle body design evolve over the years, and NTK’s new range gives you access to the three main types found across the UK vehicle parc:

Mechanical throttle bodies

The earliest design, operating purely through a physical lever arm with no sensor. These were common from the late 1980s and early 1990s and those vehicles can still be maintained to deliver smooth running engines and reduced emissions with NTK replacement parts.

Hybrid throttle bodies

Hybrid housing units combine a lever mechanism with a throttle position sensor. This type of throttle body unit spans the technological shift from purely mechanical to sensor inclusion and is mostly found on vehicles from the late 1980s but up to the early 2000s.

Electronic throttle bodies

The fully electronic design marked a big step forward for emissions control and performance.

Visit ngkntk.com/uk to see how NTK throttle bodies will help you get your engine ready to purr again.

With precise control of the butterfly valve governed by the ECU, this is the most common design, fitted to virtually all petrol and diesel vehicles since the 2000s.

One range, extensive opportunities

Every engine deserves to contentedly purr and thanks to the new NTK range of throttle bodies they can. NTK’s range covers all types so you can supply high performing, OE-quality throttle bodies for all vehicles, be they beloved classics or the modern family workhorse.

The brand new throttle body range joins a leading line-up of engine management-focused NTK products making it the go-to source for vehicle electronics. With new revenue opportunities aplenty, you’ll be like the cat that got the cream.

Celebrating ten years of Autotechnician Magazine

This year marks a very special milestone for Autotechnician – ten years of bringing independent technicians, workshop owners, and industry experts together through our pages. Since our very first issue, our mission has been simple: to inform, inspire, and support the independent aftermarket with trusted insight, technical guidance, and stories that celebrate the very best of our sector.

Of course, this journey would not have been possible without the unwavering support of our advertisers, whose belief in the magazine has allowed us to grow and innovate over the past decade. To every business that has partnered with us –thank you for standing alongside us and helping to keep our independent community thriving.

We are equally grateful to our loyal readers. Your passion for learning, sharing knowledge, and investing in your craft is what drives us to raise the bar with every edition. Your engagement has shaped the magazine into the valued resource it has become today.

And finally, our heartfelt thanks go to our contributors –the trainers, writers, and industry professionals who have shared their expertise, experiences, and insights with such generosity. Your voices have been the backbone of Autotechnician, helping to raise standards and inspire the next generation of technicians.

Here’s to the past ten years – and to the exciting future ahead. We remain as committed as ever to supporting the independent aftermarket, and we look forward to the next chapter of the Autotechnician story, written together with all of you.

"Here’s to the past ten years – and to the exciting future ahead. We remain as committed as ever to supporting the independent aftermarket, and we look forward to the next chapter of the Autotechnician story, written together with all of you."

Thanks for your support

Autotechnician would like to thank all the contributors and advertisers over the years and a special shout out to our supporters who got involved in the early days, including: ACtronics, Andy Crook, our friends at Chicane, BTN Turbo, Comline, Des Davies, Dayco, James Dillon, Ecobat, febi, First Line, KYB, Meyle, NGK, Primalec, Ring, Snap-on & ZF, we can’t list them all but thank you for all your support.

We would also like to thank our readers for the amazing comments we had had over the years praising AT and the job-useful content that we have shared. We don’t do it for praise, but it is nice to hear that the hard work and passion we have for the aftermarket is appreciated. Here’s to another 10 years of Autotechnician!

Congratulations to Owen Vehicle Services!

We discovered that Tim Owen established Owen Vehicle Services in Buckfastleigh, Devon back in 2015 and has become a trusted independent garage offering diagnostics, servicing, repairs, MOT preparation, tyre fitting, and balancing.

Tim tells us how his journey started out: “After leaving school, I didn’t really know what I wanted to do but I've always liked fixing things, I suppose. My dad spoke to a chap that owns a fairly large garage not far away and he offered me an apprenticeship, so I did a BTEC Level 4 at Bridgwater.” After a brief stint at a VW main dealer, Tim then worked at a garage closer to home but due to poor pay, he took a job in forestry and ended up maintaining the vehicles. He took up an opportunity to set up a repair shop for a local tyre firm and was encouraged by his partner Tracey to start up his own business, which he did in 2015. He worked as a mobile technician out the back of a Land Rover Discovery 1, and six years ago moved to a unit where

"A huge congratulations to all the team on your 10 years! I don’t think I’ve ever picked up a copy and just thumbed through it always such an engaging read with amazing content, here’s to many more great years!"

he built another two bays. He still works on his own but now employs his partner as office staff.

He tells us that despite tasks becoming trickier due to security gateways and restricted access to components, he still enjoys the job! Here’s to many more Tim, we hope you enjoy the bubbly and chocolates!

Tim would like to thank his partner Tracey, his parents for the use of their workshop, and Jon Lock, who taught him at the local garage.

Much has changed in the last decade and the aftermarket motor repair trade has adapted accordingly

A DECADE ON

What major changes have occurred,

since Autotechnician burst onto the aftermarket scene? Rob Marshall asks leading aftermarket professionals for their reminiscences.

Milestones, be it birthdays, or anniversaries, provide opportunities to stop our daily duties and recollect how things have changed. What were we all doing in 2015? What was being predicted? What has come true? What has not?

After all, 2015 was the futuristic year that Doc and Marty selected in their flying DeLorean. What if we could have borrowed the DMC-12 for an hour and skipped forward to 2025 to forewarn our past selves? What would you say?

Much has changed in a decade. At the turn of 2015, none of us would have known what Dieselgate, TikTok, COVID-19, software-defined vehicles and over-the-air updates even meant.

The elephant in the room

If a week is a long time in politics, a decade is several generations. Indeed, the UK's political scene has changed considerably since 2015. At the start of that year, we had a coalition Cameron-Clegg government and Scotland had only just voted narrowly to remain in the UK, much to the alleged 'purring' from Her Majesty (RIP). Regardless of one's personal views on the topic, the most tumultuous referendum was yet to occur: whether, or not, the UK should remain in the EU. German firm, Meyle, recalls that the 2016 decision that resulted ultimately in Brexit amplified operational and parts costs and dictated extra procedures. Even so, Meyle enhanced its UK operations within the last decade, including expanding its sales team to include travelling technical representatives, who provide product and technical training. Denso agrees that the most impactful changes for its business were related to Brexit, which resulted in many logistical changes within its warehouses.

Yet, Brexit has had some benefits. Instead of starting again with aftermarket type-approval rules, the British government took the easy route, by adopting European standards – although it made some tweaks. One such example was making LED conversion bulbs permissible for cars/ motorcycles made prior to 1986.

Even so, according to Ring Automotive, poor quality, nonroad-legal LED bulbs proliferate in the UK and this situation has resulted in subsequent road safety campaigns focussing on exterior lamp dazzle, where the issue of lights being too bright is confused with inappropriate bulbs. However, we must add that the publicity surrounding glare includes sealed OEM LED headlights and is not restricted solely to aftermarket bulbs.

Ring adds that this situation has resulted in some of its LED conversion bulbs being deemed acceptable for modern cars in some (but not all) EU nations but not road legal in the UK. Of course, back in 2015, the issue of glare was still an issue, not necessarily with LED conversion bulbs but illegal HID units being fitted into halogen lamps. Even so, British garages must not install LED bulbs to halogen lamps on post-'86 roadworthy cars and motorcycles.

First Line highlights the 'Right to Repair' movement as another defining theme of the last decade. It explains that the EU’s 2020 Circular Economy Action Plan and subsequent legislation have opened up access to repair information, spare parts, and diagnostic tools for independents, improving data availability for workshops and consumers.

Yet, it is not all rosy. febi finds that restricted access to parts and technical data for BEVs is one of the most significant challenges facing the independent aftermarket. This is

because, unlike traditional ICE vehicles, many high-voltage components are treated by manufacturers as 'captive parts,' available only through authorised dealer networks. This might be one reason why many members of the car-buying public and even parts of the aftermarket have been less than enamoured with the ambitions of our political elites.

A difficult transition

Not helped by the UK flip-flopping over the precise dates at which it will ban sales of new petrol and diesel cars (2030

at the time of writing), the switch away from pure petrol and diesel has been harder than even Westminster expected. Schaeffler reports that the sluggish uptake of electric vehicles has resulted in the UK car parc ageing, which has been positive for the aftermarket. First Line adds that the pandemic and a shortage of new vehicle stock have also reduced consumer appetite for new cars, resulting in older vehicles driving aftermarket demand. Of course, manufacturers prioritising the wishes of legislators, rather than customers, is also a critique levelled at the motor industry within the last decade.

Be that as it may, First Line acknowledges that not just BEVs but also hybrids have reshaped the aftermarket, because they require different parts and technical expertise. While highvoltage propulsion pre-dates 2015, one cannot deny that aftermarket high-voltage training has become essential for working on not just BEVs but also >48-volt hybrids. First Line's response is to support these popular models with OE-quality parts, including cars from Tesla and MG.

As the bilstein group sees that electric vehicles will impact the demand for more traditional parts, it has expanded its portfolio to include items such as brake callipers and drive shafts. Additionally, it has expanded its existing product lines to include electrified cars, including steering and suspension parts, because such components on BEVs are at an increased likelihood of wear and tear.

Schaeffler reveals that BEVs are driving dramatic advances in wheel bearing technology to cope with the high-torque demands of the latest electric drive systems. The firm

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Other systems have seen significant transformation. Air conditioning/HVAC has evolved from a purely cabin comfort accessory to one providing vital thermal management duties for the running gear of certain BEVs and hybrids. From an aftermarket workshop perspective, this has required not just knowledge of how to diagnose these more complex systems but also high-voltage awareness to manage the electric compressor. Denso reports that it has focussed on training so that technicians know the correct installation procedures. It also intends to introduce a range of aftermarket expansion valves soon, which it supplies to the OEMs.

From its perspective, Ecobat says that, while BEV growth might seem to be a direct threat to a 12-volt battery producer, this is not the case, because many BEVs possess a 12-volt lead-acid battery that is needed to activate 'Ready' mode and power the accessories. As these batteries appear to be vulnerable to charge-related issues, Ecobat argues that BEVs present an opportunity for its business, rather than a threat.

Other technology changes

Naturally, BEVs have not been the sole change. Advances in vehicle charging systems, to enhance efficiency and reduce tailpipe emissions, should not be forgotten. Ecobat reminds us that start/stop technology has become a standard function in almost every combustion engine-powered vehicle within the last decade and this has caused a significant shake-up in how aftermarket battery replacements are undertaken.

As traditional SLI (starter, light, ignition) batteries are incapable of sustaining multiple restarts, AGM and EFB batteries were developed. These new battery technologies are growing their aftermarket replacement share steadily, meaning that technicians have had to adapt to different replacement procedures, as demanded by battery management systems. By next year, Ecobat predicts that AGM and EFB batteries will comprise half of its replacement 12-volt battery market.

"Electrification is not the only technological change but it has influenced the decline of the traditional H-pattern gearbox. The last decade saw new models being offered with no manuals, especially since efficient double-clutch transmissions have been available from manufacturers other than the Volkswagen Group.

Schaeffler highlights the increased range of front-end auxiliary drive belt system products, designed to address complexities with hybrid engines, including stop/start functionality. These components include decoupling pulleys and omega-type tensioners that manage engine vibrations in the same way as a traditional DMF. Schaeffler reminds us that cooling systems have become more complex and those extra parts, such as auxiliary electric water pumps and thermal management modules, offer commonplace check-andreplace opportunities for workshops.

Yet, electrification is not the only technological change but it has influenced the decline of the traditional H-pattern gearbox. Indeed, the last decade saw new models being offered with no manuals, especially since efficient doubleclutch transmissions have been available from manufacturers other than the Volkswagen Group. The proliferation of automatics is attributable also to traditional epicycle-geared, torque-converter automatics becoming so efficient. This explains why one of the biggest developments at Meyle is the introduction of a 250-strong range of automatic transmission service kits. Schaeffler reminds us of new aftermarket transmission repairs that have opened up in the last decade, including 2CT clutch packs, upon which it has dedicated considerable resources towards training technicians. Consider also that most (if not all) high-voltage electrified

vehicles lack (or do not need) a manual transmission, the number of drivers undertaking an auto-only driving test is predicted to increase over the current 25%.

Diagnostics have changed, too. This is not just in relation to the battle with the connected vehicle, as OEMs become increasingly stringent with their gateway access. Pico Technology reports that, over the last decade, it has continued to watch dealer network challenges influence the independent workshop. It cites electric and hybrid vehicles as transforming the types of faults that garages are asked to solve. These include not only high-voltage battery systems but also Noise, Vibration and Harshness issues. Pico Technology reveals that it also witnessed a proliferation in communication network types within vehicles, with CAN FD, CAN XL, SENT, PSI5 10Base-T1S being commonplace. In response, Pico has evolved its hardware to include highvoltage PicoBNC+ probes and scopes, plus NVH and EV Diagnostics kits. Software-wise, PicoScope 7 Automotive has been designed to make diagnostics more approachable for new users, while offering the necessary depth that advanced technicians expect.

The driverless car

While electrification has been seen as a way of protecting human health, the autonomous car aims to get rid of the main cause of road traffic accidents: the driver. Intertwined with the

driverless car is ADAS – a suite of systems that are designed to take over from the driver and prevent an incident from occurring.

Encouraged by politicians and Euro NCAP, ADAS technology has expanded rapidly as standard equipment to even base model vehicles. Hella reports that, since 2022, all vehicles have been required to include a minimum ADAS level. Unfortunately, many of these systems do not work effectively, even when calibrated. Drivers and motoring journalists have voiced concerns with these Advanced Driver Annoyance Systems, many of whom switch them off. The recent incident of Euro NCAP awarding the ADAS-laden MG3 with four out of

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five stars, despite it suffering a critical safety failure of the front seat latch failing, suggests that too much emphasis on ADAS technology is, ironically, becoming counter-productive.

Even so, this cannot be an excuse for workshops not to calibrate these systems, each time the suspension geometry is affected, or adjusted. One would have thought that ADAS calibration would be seen as a great opportunity in the aftermarket, since the Insurance Industry Requirements (IIR) placed the responsibility onto the workshop from April 2021. Yet, many garages remain hesitant to conduct this work themselves, a situation not helped by calibration invoice values becoming a race to the bottom.

Even so, a variety of specialists can advise you. These include Hella, Bosch, Straightset, Mahle and A1 ADAS. Yet, with some vehicle hardware parts being available only through main dealership parts counters, or the OEM direct, some aftermarket companies are focussing hard on providing highquality alternatives, such as Mahle.

Behind the scenes

Virtually every quality aftermarket firm has invested heavily since 2015 to ensure optimum availability and speed of delivery. This includes benefiting from digital technology to enhance online parts catalogues, at the very least.

Schaeffler, First Line and the bilstein group acknowledge the significant consolidation in the aftermarket that has occurred over the last decade, at distributor, parts supply and customer levels. The bilstein group explains that larger buying groups and distributors have increased their scale, shifting the balance of power in the supply chain. Many firms have also developed their own brand labels to compete on price and retain profit margin. The bilstein group reasons that established brands (such as febi) have had to focus on areas where these private labels cannot, to survive. These include service, availability, and technical support.

Such firms have also responded to the post-COVID e-commerce boom, which is why First Line and the bilstein group, for instance, have introduced LCV parts into their ranges. Such companies are also reacting to demand changes, caused by the pandemic. First Line cites COVID as affecting MOT Testing, which has shifted the demand pattern. It also highlights the widespread MOT equipment failures that forced the cancellation of thousands of tests in Northern Ireland.

Some companies have also diversified their expertise into other areas. Since Osram acquired Ring Automotive, it has differentiated into a comprehensive automotive accessories provider, utilising its lighting expertise. This has led to a range of high-quality torches, inspection lamps, solar chargers and even dashboard and reversing cameras. Ring Automotive has also expanded its reach beyond automotive lighting

Number crunching: 2015-2025

UK Ecobat Battery delivers 500 batteries per hour, 40 hours a week, 52 weeks of the year

Denso is one of the top patent holders in the automotive industry, holding 38,000 globally

Ring celebrated its 50th anniversary in 2024 and won the Car Supplier of the Year Innovation Award from IAAF 2024. Osram celebrates its centenary this year

Schaeffler has delivered IMI-approved training to thousands of professional technicians

Since 2015, the bilstein group has launched more than 30,000 new parts

MEYLE’s training portfolio now includes 10 courses

In the last decade, First Line introduced more than 2,000 parts covering 360 EV applications, not including 4,000 parts covering over 450 hybrid applications.

Fighting fake and counterfeit parts has been a major challenge for parts manufacturers and suppliers, especially as online marketplaces have become so popular.

and, since 2015, has become a market leader in Tyre Inflators. Ring highlights how advances in battery technology have benefitted technician tools within the last ten years. One example of this is the miniaturisation of jump starters, such as Ring's Ultraboost, which are considerably smaller, lighter and more powerful than those of a decade ago.

The last decade has seen huge changes, both in our businesses and within society. The aftermarket has risen to its challenges, proving its resilience and importance to motorists and the UK economy. The next ten years will bring even more trials to test us – but we say, 'bring them on!'

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The evolution of automotive diagnostics

By Andy Brooke, CEO at Maverick Diagnostics

The Best of Times, The Worst of Times

“It was the best of times, it was the worst of times, it was the age of wisdom, it was the age of foolishness, it was the epoch of belief.” Charles Dickens wrote those words 175 years ago, but they could just as easily apply to the automotive diagnostics industry today.

Back in the early days, mileage adjustment specialists roamed the country, giving cars what was politely called a ‘haircut.’ Before digital dashboards, mileage could be wound back with tools as crude as knitting needles. Once digital systems appeared, things became more complex, but the game of odometer correction didn’t die — it simply evolved.

Today, however, mileage is stored across multiple ECUs, with mileage blockers still appearing in the market. To combat this, manufacturers log mileage in multiple places and MOT certificates now print annual readings, making tampering easier to spot.

What’s clear is that vehicle data has become one of the most protected assets. With legislation like cybersecurity UN R155, manufacturers retain rights to secure access to vehicle data for the full lifecycle. Vehicles now need protection not only from hackers, but from unauthorised repairers too.

From simple bulb testers to advanced CAN bus diagnostics, the trade has come a long way. Simpler days, yes — but today’s vehicles demand an entirely new level of expertise.

The Early Days — Crypton Tuners and Flash Codes

Does anyone remember the Crypton Tuner? A piece of diagnostic equipment so large it could rival a small car. It featured a glowing cathode-ray tube and more leads than a hospital ECG machine. It looked impressive, but its main purpose was simple tuning.

Then came flash codes — Morse code for vehicles. Systems like Jetronic would blink out fault codes, with each sequence pointing to a component, such as a faulty air mass meter. Crude, but effective at the time.

Soon, Lambda measurement entered the scene, with standalone testers used to measure exhaust gases. Then, the game changed again with the arrival of early plug-in diagnostic tools — precursors to OBD.

OBD-II and Standardisation

OBD-II was a revolution. Suddenly, a standardised connector and fault code format gave technicians access to a wide range of vehicle data. Trouble codes became structured: a letter plus four digits (e.g. P0300).

EOBD, the European version, followed, aligning requirements across regions.

Generic P0 codes applied across all manufacturers, while P1 codes were manufacturer-specific. For example, P0300 (random misfire) is universal, but P1336 could mean different things on different brands. Extended coding — the numbers beyond the basic code — provide more detail, but interpretation depends on manufacturer documentation.

OBD-II democratised diagnostics — but only to a point. Advanced coding, module access, and programming remained locked behind dealer tools.

Dealer Tools and Manufacturer Control

Once OBD-II gave everyone access to the basics, manufacturers doubled down on restricting deeper functions. Enter the dealer tools.

Tech 2 became the GM/Saab/Opel powerhouse, capable of reprogramming and adaptations. Mercedes’ STAR Diagnosis took things further, with a laptop-based system and subscription updates. VW Group independents found salvation in VAG-COM (later VCDS), which offered dealerlevel functionality at a fraction of the cost.

Ford IDS, BMW DIS/ISTA, and similar tools made full OE access possible — but only with expensive, locked-down systems.

Meanwhile, the aftermarket fought back with reverseengineered tools, clones, and independent platforms. These offered partial OE-level access, but carried risks of legality and reliability.

Then came gateway modules, acting as firewalls. Basic OBD data remained free, but coding and programming required paid OE portal access. FCA, Mercedes, and VW all adopted this model.

Remote programming services like Jifeline emerged as lifelines for independents. By connecting a car to a secure device, a remote OE-trained tech could perform programming or coding from anywhere in the world. It’s fast and keeps cars out of dealerships — but carries risks of cost, liability, and security.

The Connected Era

The connected era shifts diagnostics into the cloud. Cars are now rolling data centres, always online.

Tesla servicing and repair support

The integration of Tesla vehicle diagnostics into Bosch's ESI[tronic] system, provides comprehensive support for service and diagnostic tasks on Tesla models (Model S, X, Y, and Model 3). Tesla employs a unique diagnostic approach, and ESI[tronic] addresses this by enabling error message reading, performing vehicle functions, live streaming actual values, guided instructions, and logging all data and work performed. It also provides access to Tesla's original repair documents for troubleshooting and repairs.

The diagnostic process has shifted from traditional ECUbased methods to vehicle-wide diagnostics powered by High-Performance Computers (HPCs). This enables a complete vehicle state overview, supports adjustment and repair tasks such as brake pad replacement or 12V battery changes, provides access to live actual values, filters service tasks, and records data logs.

Original Tesla repair documents are fully integrated, with bi-directional linking to streamline task execution. For added flexibility, manuals can also be printed for offline use.

Through telematics, vehicles send fault data directly to the manufacturer, sometimes booking customers into the dealer before a driver even sees a light. OTA (over-the-air) updates add features or fix bugs remotely, making diagnostics an online-first process.

Cybersecurity laws like UN R155 and R156 enforce strict data protections. Independent garages must now buy subscriptions, logins, and certificates for access. Diagnostics has become pay-to-play.

Workshops juggle multiple subscriptions: FCA, Mercedes, VW, BMW, and more. Remote programming is now common but adds costs and dependencies.

For independents, the challenges are clear: Gaining data access on fair terms.

Building IT-level skills for EVs and ADAS.

Convincing customers not to default to dealer telematics.

The future points to AI-driven diagnostics, predictive maintenance, and self-repairing cars. The question is whether independents will be included or locked out completely.

Email: sales@maverickdiagnostics.com www.maverickdiagnostics.com

When it comes to connectivity, Tesla vehicles up to model year 2023 require a special adapter and cable to connect with KTS 560/590 diagnostic tools. From model year 2024 onwards, vehicles connect directly via the OBD interface without the need for additional cables. Ethernet connections are also supported through Tesla-specific adapters.

To support this, the Tesla Cable Kit provides a complete set of cables and adapters designed to ensure seamless connection between Tesla vehicles and diagnostic equipment.

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ALLDATA Repair embedded into daily routine

Shaikly Motor Company, an award-winning independent workshop based in Colchester, has been serving loyal customers since 1977. Nearly half a century later, Michael Shaikly operates a thriving business that has grown from humble beginnings into one of the most respected workshops in the country.

Michael has 14 skilled technicians, from enthusiastic technicians beginning their careers to vastly experienced master technicians, all of whom utilise ALLDATA Repair and its OEM repair data in their daily tasks – from preparation to handing the keys back to the customer. ALLDATA Repair provides instant access to instructions from 44 VMs, comprising more than 100 million articles, over nine million technical drawings and wiring diagrams with electrical connector views.

Every technician has their own laptop and ALLDATA Repair is used before a vehicle is even touched. This preparation begins with the front-of-house staff – when a customer books a job in, service advisors itemise the reported fault and use ALLDATA Repair to set realistic expectations. This ensures that diagnostic assessments and repair times are communicated transparently and that the customer fully understands the process before authorising work. Using the labour times provided prevents disputes, avoids wasted time and ensures customers trust the pricing.

The workshop recently received a Land Rover that had been repatriated from France. Based on the information provided by the customer, the vehicle was a non-starter and had been assessed by both an independent workshop and franchised dealer – but no solution had been found. The initial suspicion was that the vehicle had suffered a fuel pump failure, but without investigating and authorisation of the customer to conduct a Stage One Diagnostic Assessment, it would be incredibly difficult to offer an accurate diagnosis.

Michael said: “Because the injectors were difficult to access, accurately diagnosing a three-phase fuel pump system was nigh-on impossible. We needed a solution that would save time and give an accurate diagnosis. Possessing evidence would earn the customer’s trust and, in likelihood, ensure we were permitted to carry out the repair.”

They deployed its structured Stage One Diagnostic Assessment, which includes: A full diagnostic scan of the vehicle, Analysis of fault codes and live data, Review of relevant OEM Technical Service Bulletins and road test, where appropriate.

Shaikly Motor Company reported a 50% success rate in obtaining authorisation for the assessment, which costs £120.

Using ALLDATA Repair’s wiring diagrams, the team traced the circuit and quickly identified a suitable test area and plan. This process ruled out a pump failure without the need to dismantle components to access the fuel pump. Instead, the technicians were able to pinpoint the fault to the fuel pump control unit – a far quicker and easier repair.

The front-of-house team explained the plan; the customer authorised the process, and the technicians completed an accurate and efficient repair. The Land Rover was diagnosed and fixed within days, compared to six months of confusion abroad.

The difference is in the detail

By being able to illustrate repairs and labour times on a quote, Michael and his team are in a stronger position to deliver a better customer service. Michael summarised: “The power of ALLDATA Repair is allowing us to prepare for the job. If a particular window regulator needs attention, which we’ve never seen before, I encourage our technicians to look up and follow the process.

“Our front-of-house team will itemise the concern that the customer has and outlines the cost of that investigation, using information sourced directly from ALLDATA Repair. This means customers know exactly what we are testing, how we are testing it, and what it’s likely to cost – which builds confidence and trust before we even pick up a tool.”

For more information about ALLDATA Europe or request a free trial, visit www.alldata.com

Below: The team at Shaikly Motor Company, Colchester

A scalable diagnostics platform

Over the past decade, the demands on vehicle diagnostics have shifted dramatically. Increasing electronic complexity, new communication protocols, and the introduction of secure gateways mean that today’s workshops require far more advanced tools than the OBD scanners of the past could ever provide. Installers are now expected to deal with vehicles that are in many ways, computers on wheels, requiring equipment that delivers speed, accuracy, and coverage across a growing range of systems.

Topdon’s Phoenix series has been developed to answer these challenges head-on, offering a scalable platform designed specifically for professional workshops and fleet services. The range is tiered to suit different workshop needs, from accessible pro-level tools through to advanced platforms capable of OE-level diagnostics. Each step up in the series offers wider vehicle coverage, deeper service functions, and enhanced communication protocol support, giving

workshops the flexibility to invest at the right level while retaining room to grow.

Core capabilities include: Comprehensive all-system diagnostics with live data and active (bi-directional) testing; a suite of maintenance resets and service functions, expanding in depth across the lineup; ECU coding and programming, with higher models adding secure gateway access and cloud-based programming; compatibility with modern protocols including CAN-FD and DoIP, along with intuitive graphical topology mapping for faster fault tracing.

Many Phoenix units integrate with modular add-ons such as ADAS calibration tools, oscilloscopes, EV testing equipment, and thermal imaging, ensuring workshops can adapt to future technologies without needing to reinvest in entirely new platforms.

Email: info@topdon.uk

The future is here: Opportunities with secure gateway access, ADAS and AI

By Alex Gillbanks, Owner of

Thinkcar UK

Over the years, the way workshops diagnose and repair vehicles has undergone a dramatic transformation. What was once a world dominated by mechanical fixes, aided only by basic fault codes, has shifted into an era defined by softwaredriven systems, secure data gateways, and electrification. For independent workshops, this evolution represents both a challenge and an opportunity: the chance to deliver cuttingedge services, but also the pressure to keep up with constant technological change.

The Data Access Challenge

One of the most pressing issues in the aftermarket today is access to manufacturer data. Vehicle manufacturers are increasingly introducing secure gateways that restrict direct access to a vehicle’s systems. Technicians can no longer simply plug in a diagnostic tool and interrogate the data. Instead, they must navigate strict security protocols, obtain digital permissions, and often pay for access.

This shift risks leaving independent workshops at a disadvantage. Recognising this, Thinkcar has invested heavily in developing tools that offer secure gateway access across many vehicle marques. This ensures independents remain competitive and avoid losing customers to main dealers.

Programming and Remote Support

A decade ago, reflashing or reprogramming an ECU was a rare and specialist task. Today, it has become routine. This means technicians need not only the right hardware, but also the knowledge and confidence to manage online programming and coding safely and reliably. Mistakes can be costly, both in terms of time and customer satisfaction.

To address this, guided workflows, technical tips, and live support are becoming indispensable. Thinkcar offers remote technical support from its team of trained experts. Their specialists can log in directly to a customer’s device, help identify complex issues, and even walk technicians step by step through programming tasks. This remote capability is often the difference between completing a job on time or sending a customer elsewhere. The result is reduced downtime, higher first-time fix rates, and peace of mind that expert help is always available.

EVs and New Skill Sets

The rapid growth of electric vehicles is perhaps the most visible technological shift of the decade. With fewer mechanical parts, EVs promise lower wear, but for independent workshops, they present greater complexity. Diagnostics and safety procedures are more demanding, not less.

Technicians must now master battery management systems, thermal control, regenerative braking, and highvoltage components. Alongside investment in training and

equipment, workshops must implement strict safety protocols to protect staff working with high-voltage systems. EV readiness is no longer optional—it is essential for survival in the aftermarket.

ADAS Calibration and Space Constraints

Another major game-changer has been the rise of Advanced Driver Assistance Systems (ADAS). From windscreen replacements to suspension work or accident repairs, ADAS calibration has become routine. However, traditional calibration rigs often require a dedicated bay, an impractical luxury for many smaller independents.

Thinkcar’s Mobile ADAS solution helps bridge this gap by offering compact, portable calibration equipment. This enables workshops to bring ADAS work in-house without sacrificing space, ensuring customers are retained rather than referred elsewhere.

AI-Powered Diagnostics

Artificial intelligence is no longer a futuristic concept in diagnostics—it is already here. Thinkcar’s THINKTOOL 394 and THINKTOOL 399, both powered by built-in AI, are designed to make fault-finding smarter and faster. These tools automatically scan an entire vehicle, explain fault codes in plain language, and provide step-by-step repair guidance. By placing AI directly in a technician’s hands, Thinkcar reduces guesswork, improves efficiency, and boosts workshop productivity.

TPMS as a Growing Opportunity

Tyre Pressure Monitoring Systems (TPMS) have shifted from a niche feature to a legal requirement on new vehicles. For workshops, this makes TPMS servicing a daily reality. Thinkcar’s dedicated TPMS tools simplify the process of diagnosing sensor faults, cloning or programming new sensors, and resetting systems. With more vehicles entering the aftermarket with ageing sensors, TPMS is becoming not just routine maintenance, but also a profitable revenue stream.

Looking Ahead

The direction of travel is clear: vehicles will continue to evolve rapidly around software, connectivity, and electrification. Secure data access will remain a key issue, AI will grow in influence, and EVs will demand both specialist knowledge and safety-first practices.

For workshops, the key to success lies in adapting with confidence. By investing in the right tools, training, and technical support, independents can not only keep pace with technology but also unlock new business opportunities. The aftermarket is changing—but with the right strategy, workshops can thrive in this new era.

Adapting your workshop for Electric Vehicles

Pico states the rise of electric vehicles is prompting technicians to reconsider what's next but suggests rather than being a threat, it is a huge chance for workshops to grow, improve safety and secure their long-term success. While the basic principles of diagnosis—identifying and fixing faults—remain unchanged, the methods required for modern vehicles have advanced dramatically. Electric vehicles (EVs) in particular present unique challenges far beyond traditional issues like ABS or steering. Problems such as charging faults, insulation breakdowns, inverter failures, or battery contactor issues demand new skills and specialist tools. For workshops determined to stay competitive, investing in EV-ready diagnostic solutions is no longer optional—it’s essential.

The Power of Non-Intrusive Diagnosis

Efficient diagnostics depend on capturing and linking multiple signals in real time. This is where professional tools like the PicoScope excel, allowing technicians to evaluate system performance without dismantling components. Take a common scenario: an EV arrives with reduced range but no stored fault codes. A technician suspects regenerative braking may be the culprit. By using a PicoScope with a current clamp, they can safely measure the current flowing to and from the high-voltage battery, then compare it against accelerator and brake pedal positions. This data-driven approach quickly confirms whether regenerative braking is operating correctly. The result: faster resolution, less downtime, and greater customer confidence.

Diagnostics anywhere, anytime

Repairify delivers local, remote, mobile, and workshop services under a single umbrella. Its hardware includes asTech 8, an 8” diagnostic table that generates health reports and clears fault code and the All in One, providing aftermarket diagnostics and calibration services – with the added ability to plug into Repairify’s remote services.

The remote team supports workshops with complex diagnostics and ADAS calibrations, helping to cut technician time and reduce key-to-key turnaround. Its growing mobile fleet – set to almost double by the end of 2025 – will further extend nationwide coverage, enabling workshops across the UK to access specialist mobile and remote support.

It also has a 12-bay specialist workshop at its Luton headquarters, where a team of expert technicians manage the most challenging diagnostics and repairs. The workshop is currently working on a high number of Toyota vehicles which have been sent away from bodyshops for specialist diagnostic-related repairs following a surge in

Safety and Specialised Equipment

Of course, scopes are only one piece of the puzzle. Highvoltage systems bring serious safety requirements that demand dedicated tools. Zero-potential testing is the most critical step—confirming a vehicle is fully de-energised before work begins. A certified two-pole tester is vital, and forms part of the PicoScope EV Diagnostic Kit.

Once systems are powered down, insulation testing may be needed to verify repairs or uncover hidden issues. The kit’s insulation tester, capable of measuring up to 1000 V, doubles as a handheld multimeter. Its ability to store and export test data not only supports accurate troubleshooting but also provides clear records to prove repair quality.

The PicoScope EV Diagnostic Kit is designed for today’s EV challenges while remaining versatile enough to service older petrol and diesel vehicles. With a PicoScope 4425A, current clamps, and differential probes, it equips workshops for virtually any vehicle that enters the bay.

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targeted thefts. Repairify’s technicians have been able to trace the exact points of damage, replace individual pins and wire sections, and restore full electronic functionality – often saving customers thousands compared to main dealer solutions whilst ensuring the vehicle's security systems are properly reinstated.

Email: enquiries@repairify.com

SLICK SHIFT

Diverting his attention to lubrication, Rob Marshall looks at how engine oils, mainly, have evolved to protect engines that have become even more stressed than before.

Every technician appreciates that a mechanical component will not last long without its correct lubricant. While the engineering challenges of lower viscosities, aftertreatment system protection and increased specialisation did not begin within the last decade, all of these topics (and more) have been exacerbated.

Running hot and cold

Many of these changes have been a result of OEMs responding to legislative demands, especially those involving fuel economy and tailpipe emissions. Castrol explains that engine downsizing has been one of the most influential changes in the automotive lubricants market. This has driven demand for advanced, low-viscosity synthetic oils capable of withstanding higher thermal loads. The Verification of Lubrication Specifications (VLS) agrees, stating that these sophisticated engines are running at higher temperatures, while having to meet regulators' emissions requirements and vehicle owners’ need for performance. Turbocharged versions of these engines, especially, are also suffering from potentially destructive Low Speed Pre-Ignition, leading the oil industry to reformulate certain anti-wear ingredients.

As Castrol attests, hybrid vehicles have introduced fresh challenges. Cooler running means that oils have to provide full protection at reduced temperatures, as well as being exposed to greater contamination levels, such as from moisture, which hastens oil oxidation.

Valvoline concurs, adding that the requirement for engine oil to protect after-treatment systems, especially, has become more pertinent. This is one reason why many OEMs have created a long list of bespoke specifications. Compared with the industry standard ACEA standards, for instance, carmakers have introduced further requirements, resulting in superior formulations. This is especially true for the latest range of very low viscosity oils, which reduce engine drag and, therefore, fuel use and CO2 emissions. A problem with this is that garages are required to keep an impractical range of oils. Some blenders are helping, by developing oils that can meet multiple OEM specifications to help workshops simplify their oil stock.

Yet, even some of these OEM specifications do not remain the same. The VLS highlights VW 504.00/507.00 as an example. While the specification reference remains the same,

tests behind it have been updated. Therefore, lubricant manufacturers that blend an oil to OEM specifications cannot presume that, because a product meets a specification at a given time, it will continue to do so. Valvoline agrees, highlighting that there are trips for the unwary. For instance, using the same Volkswagen used to stipulate both 5W30 and 0W-30 viscosities for the VW 504.00/507.00 specifications. This has changed, because for Tiguan, Touareg and Transporter models, Volkswagen stipulates 0W-30. It is a small but important difference, especially as warranty rejects are the second reason why oil lookup services by vehicle registration have become more popular over the last decade. Many blenders have invested heavily in this area. Comma, for instance, reports that it has increased its product recommendation data, which has become such an important decision influencer that it has invested heavily in its application guarantee programme.

Quality versus cost

Even if you have chosen the correct oil, how do you know that the received product meets those specifications? Comma champions the UK effectiveness of the VLS, since it was founded in 2013, in ensuring that lubricants adhere to their claims. The industry body has grown in stature. In 2016, the VLS helped the Technical Association of the European Lubricants Industry create a complaint

BEV developments have also placed demands on the lubrication industry. Castrol says that BEVs have created new categories of aftermarket fluids, such as e-transmission lubricants, thermal management fluids and coolants to protect batteries and power electronics.

testing process. By 2020, it entered into a Primary Authority partnership with Trading Standards, making it truly an organisation with clout. The following year, a landmark case led to a change in the VLS's process to allow for advisories outside of an initial complaint. By 2021, the VLS was advising Australia and South Africa's lubricant industries. Last year, the VLS issued its first public safety warning concerning unsafe brake fluid.

The overriding advice to reduce the risk of problems is to choose trusted lubricant brands that have sufficient quality audits in place. Yet, this highlights the issue of price. A VLS survey showed that while most workshops ranked quality and suitability as the key factors driving product selection, some respondents ranked price as the most important consideration, just like many of their customers. Yet, using cheaper oils that do not meet the correct specification can damage emission control systems, accelerate wear in gears and bearings, and promote carbon deposits, leading to increased maintenance costs and, if left unchecked, eventual engine failure. Valvoline agrees, saying that as vehicles have increased in complexity over the past decade, the quality of lubricants has become a more prominent consideration but this must be weighed against price. Even so, a growing trend is seeing garages appreciating this and refusing to take chances on engine oil for modern cars.

Beyond product performance, Comma highlights that regulatory updates have driven additional advances, including plastic reduction in packaging, product carbon footprint measurements and increasing requirements to monitor and communicate product data – such as the

obligations of REACH (Registration, Evaluation, Authorisation and Restriction of Chemicals).

Recruitment challenges

The Race Group reminds us of the significant shortage of new talent over the last decade. It views the main causes as competition from other tech-focused sectors for skilled professionals, the industry's shift from traditional 'mechanics' to high-tech software, a lack of interest from young career seekers, the unavailability of quality training, misconceptions about the sector and an ageing workforce. It also attributes

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COVID-19 as accelerating a global shift to working from home, which is not possible for automotive technicians. Yet, rather than just talking about the problems, both The Race Group and Castrol did something about it. They have partnered with both the IMI and ProVQ to attract, train and manage government funding for apprenticeships within the Castrol Service network.

Looking to the future

BG Products remains grounded and states that a shift to full electrification will, logically, result in some casualties in the trade. Yet, this is not expected to happen for some time. There are also ripples in the new car scene. Some German OEMs are lobbying hard to repeal the Continent's 2035 ban and some manufacturers are reintroducing diesel engines to their passenger car range.

Castrol foresees millions of ICE and hybrid vehicles being on UK roads well into the 2040s, emphasising the need for high-quality lubricants. New emissions standards, such as forthcoming Euro VII, will place even greater importance on lubricants that can maintain low emissions performance over longer lifecycles. Valvoline agrees that ICE cars will not disappear overnight. While 0W-20 is becoming the new norm, it views thinner 0W-16, 0W-12, and even 0W-8 grades becoming more prominent in the near future.

Comma expresses delight in the relatively recent introduction of "too good to be true" brands being caught out over the last decade. It anticipates that this trend will continue. Since 2013 and, especially within the last decade, the VLS explains that the message around compliance is being heard but work still needs to be done. Non-compliance with stated

Verification of Lubricant Specifications is an independent trade body here to protect you by investigating performance claims made on lubricant products so that you and your customers can be assured that the oils you use are what they say and can do what is claimed.

If you have concerns about a lubricant, report them to us at 01442 875922 or admin@ukla-vls.org.uk

specifications remains the most frequent complaint but questionable OEM approvals claims, non-compliance with industry standards and low temperature properties are all on the increase. Looking to the future, the VLS is monitoring new additive entrants. While their chemicals might be cheaper, they might be neither tested, nor approved, as the published industry and OEM specifications require.

A disadvantage of modern engines as they age is the buildup of contamination in their fuel, air intake and lubrication systems. Quality additives, used properly, will have benefits. One welcome change over the last decade is that specified oil drain schedules are reducing. Valvoline reports that 10,000 and 12,000-mile intervals are now the norm.

Did you know?

The Duckhams brand celebrated its 125th anniversary in 2024.

Last year, Comma gave away thousands of sausage rolls to its workshop partners as part of the myComma programme.

JLM Lubricant's UK sales have grown by 500% over the last decade.

Valvoline is the official supplier for 'NAPA' branded engine oils.

Castrol has been in the space industry for over 60 years, including helping NASA’s Perseverance Rover explore Mars.

Ford and General Motors recommend BG fuel system cleaners on all of their North American direct-injection engines.

Additives

BG Products views the stricter Euro VI emissions standards as the most relevant legislative change since 2015, as well as the proposed ICE ban. This includes the introduction of E10 petrol in 2021, with its increased ethanol content. Kalimex and JLM Lubricants foresee an increased demand for ICE additives, as vehicle owners retain their perfectly suitable diesel and petrol vehicles for longer, because they are unable (or unwilling) to make the switch to a BEV. BG Products says that, paradoxically, the resistance to ICE by some motorists provides the garage trade with an opportunity to assist these customers to keep their ICE vehicles on the road for longer.

During the past decade, the quality of additives has improved significantly, reports JLM Lubricants. The requirements of modern cars have required a noticeable shift from budget additives for DIYers to more effective products that support professional technicians in their dayto-day servicing and repair activities. BG Products says that engine and after-treatment technical developments

since 2015, especially, have led to stronger awareness within the independent garage trade about contamination, especially soot. Customers, however, are taking a little longer to be persuaded that regular service regimes alone need augmenting to include an element of cleaning.

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The last decade has seen exhaust systems incorporate more emissions after-treatment technologies, particularly since Euro VI legislation was passed. Pictured is the twin-dosing AdBlue system, developed by the Volkswagen Group.

A DECADE OF KEEPING CLEAN

As emissions have driven motorcar development in the last ten years, Rob Marshall looks at how the aftermarket DPF and Catalyst scene has met the challenges.

While catalytic converters were mandated in the early 1990s, Diesel Particulate Filters were still relatively new to the aftermarket in 2015. While new cars had to possess DPFs by law (Euro V legislation) in 2013, the aftermarket had some experience with the technology, with some carmakers fitting them from the start of the century. Naturally, the aftermarket has become more familiar with these systems in the intervening years but it has had to grapple with new technologies, such as high and low pressure EGRs and Gasoline Particulate Filters.

Added complication but greater appreciation BM Catalysts says that modern exhaust systems are more complex, due to the proliferation of catalysers, DPF/GPFs, SCRs and the associated sensors and injectors. Kalimex says that the aftermarket repair trade has developed a greater appreciation over the last ten years of how DPFs work and which problems they encounter. Thankfully, the culture of gutting a DPF to solve a blockage is not as common as it

once was, because technicians are better informed about maintenance, diagnostics and repair.

Greater appreciation of the vital role that auto-dosing fuelborne catalysts play in reducing soot temperatures means that workshops know what to do, when levels run low, or faults develop. CDTi (Clean Energy Catalyst Technology) has found that budget brands have entered the market within the last decade, offering low prices but ineffective products. While available initially via online platforms, a worrying development saw some motor factors offering them to professional aftermarket repairers. CDTi, therefore, has strived to justify why using its UK-manufactured Pat Fluid is preferable to a budget alternative that does not work. This is not always easy, considering that many car owners place garages under cost pressures. Yet, with OEMs producing variations of fuel-borne catalysts, CDTi has responded to aftermarket demand for additive pouches, by introducing a PatFluid Bag range of eleven kits last year. Additionally, the company has developed

replacement fluid tank kits, due to so many of them being damaged physically.

BM Catalysts reports that the 2015 introduction of Euro VI resulted in many vehicles featuring SCR technology. This system has proven not to be especially reliable, owing to the number of disgruntled owners faced with repair bills totalling thousands of pounds. BM Catalysts attests that it has responded to the demand, by growing its SCR range, which covers over 90% of the cars on UK roads. Furthermore, BM Catalysts has acknowledged the importance of replacing DPF pressure pipes, which it can supply, too.

As DPFs are fitted to some Euro IV, all Euro V and VI cars, JLM Lubricants reports a 'huge' increase in demand for quality DPF-related products. These include in-tank DPF cleaning additives and refill fluids for on-board dosing fuel-borne catalyst fluids. JLM's two-stage on-vehicle DPF cleaning system has proven to be especially popular with workshops. JLM Lubricants and Kalimex attribute this to greater awareness in the trade surrounding DPF issues and cost of living considerations, where motorists have been attracted more to the firm's liquid-tool solutions, in preference to physical dismantling.

Changing times

CDTi agrees with prior comments from the bilstein group, First Line and Schaeffler that consolidation has been a major consideration over the last decade. Specifically, CDTi reveals that many buying groups and motor factor chains have opened larger national distribution centres. The emissions specialist reports that these major new operations have stricter rules for deliveries, meaning it has to evolve its operations accordingly to meet these expectations.

Aside from introducing new products, quality firms enhance their existing products, often without fanfare. Take JLM Lubricant's DPF Cleaner (J02210) as an example, which is the only product that uses cerium and platinum ingredients, instead of cheaper iron. Advantages include fewer ash deposits and a reduction in the risk of the DPF core melting.

Euro VI legislation has necessitated Diesel Emissions Fluid (AdBlue). While harmless to humans. Many issues are caused by overfilling and, because the electronics are situated above the AdBlue tank on some cars, spilt DEF does the circuits and contacts no good whatsoever.

BM Catalysts has grown its technical support, as exhaust systems have become more complicated. While JLM Lubricants' DPF product range is a little over ten yearsold, it has been augmented and reformulated, where necessary. The firm reports it has invested heavily in training programmes that focus especially on DPF issues for the motortrade. The pinnacle of this is this year's launch of the DPF Prime initiative.

What for the future?

One would have thought that emissions firms would be predicting their demise within the next decade but the opposite is true. With the average age of British cars increasing and stricter MOT emissions tests being certain, BM Catalysts predicts the demand for aftermarket emissions control devices to remain high.

However, those firms that specialise in diesel vehicles alone are more likely to feel the pinch, especially as the UK's new diesel passenger car market share fell from almost 50% to almost 4% in 2023. CDTi appreciates that the shift to petrol from diesel, and then (possibly) to BEVs will impact its business. Yet, the firm expects many private owners to retain their current diesel vehicles and, therefore, workshops will continue to require its products to keep them running. As diesel remains the dominant fuel for commercial vehicles, CDTi sees itself returning to the market from whence it originated. Furthermore, it sees a future in new additive development for alternative fuels, such as biodiesel.

While both JLM and Kalimex report that the UK governments' indecisiveness on environmental policies has made it very difficult for any automotive-related business to plan effectively, both firms remain upbeat. Even if the current ban on new petrol/diesel sales is not watered down, both firms envisage an increase in demand for JLM additives and DPF treatments, as motorists hold on to their diesel and petrol vehicles. As they view BEVs as unviable for many motorists for the time being, both Kalimex and JLM underscore their commitments to help top technicians keep their customers smiling.

Did You Know?

Within the last decade, BM Catalysts has acquired three new facilities.

While CDTi is known for its PatFluid fuel additives, its main business is supplying catalyst coatings for OEM and aftermarket catalytic converters and DPFs.

Since 2015, JLM Lubricants' products have cleaned almost a quarter of a million UK DPFs.

The last decade has seen significant developments in effective on-car DPF cleaning. However, off-car cleaning is useful for extreme soot blockages, or to remove ash. More firms are offering mail-order off-car cleaning, such as Carwood.

Unsuspecting complexities – nothing is ever what it seems…

By Gareth Davies, AAE FIMI, MD at Euro Performance

Not so long ago, we had what should have been just another job through the doors, that turned out to be something it really wasn’t, and after talking to others about these nightmare jobs, it seems they often start out anything but. There is the whiff of profit and job satisfaction at the beginning, but when the profit is possibly depleting due to time spent or complications faced, the mission is to find at least something to take away from the job or circumstance more than the value of the job.

A straightforward replacement right?

It began as any other ordinary day, the task in hand was to program and commission a new front radar unit on a 2018 Volkswagen Transporter T6. When questioned at point of booking, the customer reported the vehicle had been involved in a small front-end collision and the radar was damaged as a result. The radar had been replaced with a brand-new unit and bracket sourced from TPS, and the task was to commission the unit, calibrate with our ADAS gear and confirm the warning was removed from the dash with functionality restored.

Tool of choice on this job was Offboard Diagnostic Information Service (ODIS) the Volkswagen manufacturer tool. The reason being that I would have to perform safety/security related tasks, and this will require either the OE tool or a pass thru device. On initial inspection, I smirked due to the additional unrelated warning lights on the dashboard, but was undeterred – it’s an opportunity for us to educate the customer and offer solutions to all the faults and also legitimately generate more revenue, always a positive when a vehicle is put through the workshop.

After connecting the diagnostic tool to the vehicle, the first, and probably most important, reality check was to ensure the chassis number picked up by the tool matched the vehicle. Automatic ID is a function now built in to many scan tools, and for an awful lot of basic jobs, may not cause too much headache, but when attempting security related tasks with a manufacturer tool it is imperative they match otherwise, things will go very wrong, very easily. The scan tool interrogates a selection of control units for a stored VIN (vehicle selective depending on control unit and hierarchy) and then uses this to populate a block diagram of fitted (or possible fitted control units) to begin the scan. The manufacturer tool will use it as the base step for server query and build spec among many other security specific details. Having been burned in the past

where I did not exercise diligence, this immediately raised a red flag. As a technician you have two options at this stage, bow out and say for whatever reason the job isn’t for you (may be the sensible route) or continue cautiously to evaluate why, and then create a plan of action as to how it can be rectified/ worked around.

Undeterred, the curiosity in me proved too much so I began on the identified VIN vs the vehicle VIN. I was able to establish that several control units capable of VIN ID had the identified VIN stored vs the van’s. The issue this presented was trying to make new components stand up correctly when programming and adapting the module according to the VW server. In addition, when scanning the vehicle, I was able to see fault code entries which would allude to why the additional warning lights were present, see Figure 1. The warning lights were the ESP (vehicle skidding), the AdBlue remaining range with a yellow spanner in the highline display, and the ACC and front assist not available with an exclamation mark where the mileage reading is when switched on.

The ESP fault indicated an implausible reading from the steering angle sensor. I like implausible value faults as in theory the data should give you the answer, is it plausible or not? In this case, the reading with the wheel straight ahead (central position) was -360 degrees. By turning one rotation on the steering checking live data, it further decreased to -720, and subsequently in the other direction, so two turns from the position I was in it eventually got to zero degrees. For this element I was happy to attempt the fix as part of the assessment fee, and by returning steering to centre, loosening the steering u/j (which is nicely accessible on this model) I was able to carefully turn the steering one rotation

to take the reading back to zero degrees whilst detached. I reattached the u/j and cycled the ignition. Upon restarting the engine and carrying out a lock to lock the control unit sense check extinguished the light as the readings were plausible and the fault changed to sporadic. A score on the door, one light down!

At this point I carried out some TSB research and carefully consider the initial task in hand. How can I adapt the new ACC radar when I have two fundamental issues preventing this? One – the vehicle doesn’t appear to be what it should be, two – the control unit shows as no communication, isn’t found by the diagnostic tool and this explains the number of data bus missing message faults.

TIme for some basic checks

I decided to carry out some basic checks on the radar unit at this point, so I had enough meat on the bone for when I had a customer consultation. The radar has 4 wires, so in my experience before delving in to a wiring diagram I was satisfied that the expected values should be:

A power source – either 12v or 5v

A good ground – less than 200Mv drop across verified ground.

A pair of CAN bus communication wires, most likely the communication method of choice given vehicle age and known systems use. This is something gained from experience, you should always check if unsure using manufacturer data sources regarding network communication and topology.

Armed with the PicoScope, I set about taking some measurements. I had a stable nominal battery voltage (approx. 14.4v as I had a battery support unit connected) and

I used the ground at the plug. The reason for this, was to verify source ground vs battery ground. I set up a second channel measuring voltage drop from plug ground to battery/chassis ground as my verifier. Remember, capturing a good waveform by using battery ground for the channel is good, but the ground source at the component or actuator should be used as a bad ground can create the faults listed in question. My power source and ground checked out as good, my CAN sample was questionable. See attached capture for what I could see Figure 2

The image does show a CAN bus waveform and it does show something happening. What it shows is a Remote Transmission Request (RTR) and this is, for want of a better description, a CAN bus distress signal. The dip test if in doubt about what this message or waveform is, was to disconnect the module and further evaluate. What was evident was that the message disappeared. At this point I knew the message was being generated by the radar and that a communication issue meant the CAN network was compromised. I was satisfied that further testing would be required as stripping down and gaining access to the powertrain CAN would be a next step vs current fee job.

I had also found a TSB as part of my research for the Ad blue fault indicating a potential chafe on wiring above the tank and so armed with all of this decided it was high time to present current findings, revert to the assessment fee vs the pre estimated work the vehicle came in for and explore further steps with the customer.

What came to light after discussing the findings with the customer, was nothing short of astonishing. He stated that he had purchased the van from a salvage site to do up with what was perceived to be minor front impact damage. What he found when he got the vehicle home was a van that did run and drive, but the impact had pushed back on the front

engine mounting and cracked the engine block. As a result, he weighed up his options without any recourse from the agent, purchased as seen and tested. He found another virtually identical vehicle that was also damaged (it had been rolled) but this did start, drive and was confirmed as having an undamaged engine. He then proceeded of the course of a few weekends to line the two vehicles upside by side to swap the entire contents of the second van, to the original van. When I say entire, I mean everything. As an amateur, he believed the best and logical course for success was to swap the entire vehicle harness, dash, engine, gearbox, you name it, everything! No mean feat for a non-qualified or experienced tech (he had a polar opposite day job!), and to get it to what looked like a very pretty vehicle with, in some respect, very little faults prospectively was very impressive. However, I did explain that this was certainly the reason that the ID didn’t stack up, and faults such as the rear central locking entry were due to the one being a tailgate module and the other having barn doors.

We agreed terms of what I should be able to deliver in terms of results and functionality, and costs for the required work. I also agreed we would need some time to be able to do this stuff as it was left field of the normal play book.

'Least effort' place to start

Armed with fresh vigour about now knowing the whole story, and confident (that hero in us all as technicians to want to fix things) I set about trying to conclude the issues and get to the original task in hand. I pulled up wiring diagrams to look at the AdBlue issue first. Before getting into tank inspection and harnesses that run around and up and over, I decided that the fuse would be a great ‘least effort’ place to start. My basis for this was the fault code description. An open circuit if we think about it

logically is a circuit that is no longer complete. This could be for any number of reasons, but the main candidates being the component is open circuit (whether faulty internally or unplugged), the power is open circuit, the ground is open circuit. The other benefit to going straight to the fuse in this scenario is if it was blown, we could check for shorts at this convenient point as an additional test step. Upon checking the fuse box, I was surprised to find no fuse fitted, see Figure 3 – the Fuse Fairy, courtesy of Simon Parkinson, MOTOLEC Auto Electrical). Confirming there were two populated chambers (vs only one chamber so possibly an inaccurate diagram or not meant to be there). I also confirmed with a continuity bleep test that it appeared to be a complete circuit at face value. I checked for a short and there wasn’t one

"The customer and I agreed terms of what I should be able to deliver in terms of results and functionality, and costs for the required work"

present, so opted to fit the elected 15a fuse. Hey presto, after an ignition cycle the fault entry changed to sporadic and after clearing the faults from the control unit the AdBlue system message was no longer present on the dash. Two lights down!

I moved on to the more taxing challenge of the radar communication. I checked the wiring diagram and found that my point A-B checks revealed a connector in the wiring harness somewhere around the OSF chassis leg, and then onwards to a CAN bus Isolation relay or bus shut relay, see Figure 4. I had never come across one of these in my previous experience. Why would there be a need for a bus shut relay? The main reasons for this would be to stop network corruption from potentially an impact scenario, or to prevent the CAN bus being attacked. It then made sense, a radar mounted with quick and easy access from the outside, if not isolated, could be an easy point to manipulate the vehicle’s CAN bus network, i.e. theft.

Removing part of the OSF lower dash trims I was able to gain access to the e box where the relay SHOULD be. Once again, the electrical fairies had been in, the relay was not present. A quick wire check confirmed a bleep test positive to the radar via the CAN Hi and CAN lo connections. After checking the parts catalogue, this wasn’t as quick a fix as the relay in question was menial cost (under £30 from TPS) but specific and no eta back order. I decided for the purpose of a quick test to bridge the CAN connections using some meter leads with back probes on. NB Essential tip - Know your wiring! I

would always recommend checking the thickness of wiring as an obvious guide firstly but then consult your wiring diagrams to ensure you know the rating of the circuit. In this instance, I safely assumed the CAN lines would be low voltage and low current, see Figure 5

What could now be observed was a clear difference in the waveform, which was now displaying a correct CAN bus waveform and transmission, see Figure 6. The next observed change was with a cycle of the ignition to find that the previously non communicational ACC radar (ECU ID 13 Distance control) was now communicational and populated with a variety of fault code entries. We were now effectively at the theoretical start point we should have been for what the job was originally booked in for. A relay was duly ordered online where it wasn’t on backorder.

From here, the process was straightforward to parameterise the control unit online and remove component protection (the handshake required with certain control units connected to the immobiliser on VAG vehicles). I elected rightly or wrongly to make this all ‘stand up’ on the donor vehicles VIN identified by ODIS, as after all, the control units were from this. The only point this would become a problem in the future was if ODIS was being used with the vehicle at another independent or at a franchised dealership. It would be unlikely the vehicle would be presented at a dealer given its age at this point, notwithstanding most dealerships stance on Damaged repaired vehicles is a straight ‘no’ at point of booking in my experience.

The vehicle was prepared and 4-wheel alignment measured and corrected, which is vital step before carrying out most ADAS related calibrations. Once this was complete, I set about the static calibration of the radar using our ADAS calibration equipment, and all was well, with calibration passed. However, there was one final sting in the tail. Upon road testing the vehicle, feeling fairly pleased at my accomplishments and an always welcome warning free dashboard, the ACC wouldn’t work. The buttons all present and correct on the steering wheel were there, but nothing happened when I tried to arm the ACC and set the speed and distance. Then I made a crushing realisation – I had negated in my initial inspection (likely due to the amount of chaos from the original job description) that there was in fact traditional based lowline normal cruise control present on the left stalk for indicators and main beam. Hmmm… I road tested the vehicle again and this arm, works correctly and the green light illuminates and it holds my speed correctly.

I decided to check the vehicle PR codes and specification. Frustratingly, I found that neither vehicle was equipped with ACC. Yes, they had a front distance radar, but merely as a result of Euro NCAP standards it was there for the provision of front assistance and pedestrian protection, not automatic cruise control. DOH! I consulted with the customer and, at this point, given his overall ordeal from start to finish since buying this vehicle and his journey, he was looking to out the vehicle and stated the steering wheel would serve nothing more than a nice leather aesthetic piece.

Moral of the story? Never underestimate that one in 10year occurrence job, no matter how specialist a technician

or workshop you are. Removing bias and being as objective as possible I am finding is something that you do need to work at but does ensure clarity when looking at diagnostic conundrums.

On the note of it being a 1 in 10-year job, my sincerest warm wishes to all the team at Autotechnician on celebrating their 10-year success. Amazing achievement to all, here's to the next 10 years!

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First time, right installation

For workshops undertaking turbocharger replacement, technical support and ease of installation are key considerations, providing confidence to carry out a full and thorough repair. As a result, the company provides a comprehensive range of technical support services, including a dedicated turbo hotline, e-learning modules, live learning sessions, and technical marketing materials, designed to equip technicians with the knowledge necessary for proficient turbo installation, maintenance, and troubleshooting.

The Nissens' First Fit concept ensures that all the essential installation parts, such as gaskets, stretch bolts, and a syringe enabling the pre-lubrication of the turbo shaft, are included in the box. Other critical installation parts, like oil feed lines, are fully available in the programme to aid efficient turbo installation and ensure their long-term reliability.

All Nissens turbos are new units, manufactured from quality materials, which eliminates the need to return the old unit or pay the surcharge, a requirement that is typical with many remanufactured components. Each is safeguarded by robust packaging to ensure maximum protection both on the shelf and in transit.

Technical advice

Among many technical tips and advice available, is this example concerning the 1.6-litre PSA DV6 diesel engine, used in many applications, which providing it is serviced correctly and in accordance with the vehicle manufacturer’s (VM) schedule, is a solid and reliable unit. It is, however, particularly vulnerable to lubrication related issues if regular maintenance is ignored, or subjected to incomplete service where the oil filter has not been replaced.

Although turbo failure will naturally require its replacement, simply carrying out an oil and filter change and replacing the turbo, without finding the underlying cause, risks further turbo failure. So, in addition to highlighting the issue and providing the insight to allow workshops to complete a full and thorough repair, Nissens has four replacement turbo kits (two basic and two with additional parts, designated plus) for the various models of this engine.

Although oil degradation and contamination are generally the root cause of these turbo failures, a related issue is oil flow. The two problems are closely linked as the contaminated oil can block or restrict the lubrication channels and oil lines, disrupting the flow with carbon or soot deposits, or sludge that has built up in the oil.

Three other frequent causes of turbo failure on this engine are: DPF regeneration failure, often caused by a build-up in back pressure because of restrictions in the filter, foreign objects in the air intake/exhaust system and leakage in the air intake system, which can cause turbo over speeding.

Both the basic and plus versions of the kits are available for both DPF and non-DPF variants of the DV6 engine, with the basic kits (Nissens part numbers 9300908 and 9300909) containing the oil pick up/strainer, oil feed line, oil return line, oil return line flange and two banjo fitting bolts, whereas the plus kits (9300910 and 9300911) also come with two oil filters, plus their assembly gaskets, as well as vacuum pump and oil cooler gaskets.

These four kits, plus the two replacement turbos (93037 and 93061), provide workshops with a reliable repair solution that is straightforward to install and matches the performance of the original unit.

Explore the full range of support services at www. nissens.com/turbos and www.nissens.com/experts for technical insights.

Cost-effective repairs

febi supplies the trade with both new and remanufactured OE turbochargers from suppliers BorgWarner and Garrett, covering popular car and LCV models from Volkswagen Group, Stellantis, Mercedes-Benz, BMW and many more.

It offers turbo products for the latest vehicle models and boasts fast to market availability.

Reman turbochargers are genuine, professionally remanufactured to OE standards and often 20–50% more cost-effective than a new unit – with no compromise

Worlds apart –remanufacturing versus reconditioning

OE-approved remanufacturer Carwood supplies a wide range of remanufactured turbos for all makes and models, old and new, with coverage of the major OEMs – BorgWarner, Garrett, Mitsubishi, IHI, Mahle and Continental. It is also an authorised distributor of OE turbos for BorgWarner and Mitsubishi, and a Garrett reseller and provides a wide range of OE and OEmatching quality oil feed pipes, return pipes and other ancillary parts.

“All Carwood pumps, injectors and turbochargers conform to BS 8887-220:2010 standards and are backed by ISO 9001:2015 quality and ISO 14001:2015 environmental management certification,” explains Lee Jacobs, Head of Engineering – automotive.

“They’re remanufactured in-house by factory-trained technicians, using the very latest OE standards,

on performance – a cost-effective solution, particularly for vehicle over seven years old. Each unit undergoes a rigorous inspection and remanufacturing process at febi’s Turbo Competence Centre in Germany. Wherever possible, components are reused to preserve resources and reduce waste.

febi says it has simplified core management with a “Backin-Box” process. A credit note is automatically generated as soon as it receives the old turbo back in the original box.

equipment and test plans. So, for all intents and purposes, they’re new. And is why they come with an OE-matching warranty.”

Carwood machine finishes all turbo mating faces and taps and threads the holes. Most reconditioners won’t, causing warped surfaces and installation issues.

Its remanufactured fuel components for Bosch come with a Bosch QualityScan label, certifying they have been made to the OE’s exacting specifications. Units from other OEMs include a new correction code. And its turbos, a Carwood plate with serial number which links to job-specific data. All aftermarket products come in either Carwood or OEM branded packaging.

https://carwood.com

The comprehensive range provides over 2,100 turbochargers for passenger cars, LCVs, commercial vehicles, buses, agricultural and industrial vehicles and more than 1,500 accessories, such as mounting kits, oil feed pipes, charger intake hoses and complete turbocharger repair kits, where all of these and the turbocharger are available in one box.

Expanding ranges driven by new competence centre

On 1 September, the bilstein group opened its second Competence Centre in Germany. Following the establishment of the Clutch Competence Centre in Durmersheim in 2017, the new Turbo Competence Centre has now commenced operations near Cologne. The facility will serve as a hub for reorganising and expanding production and remanufacturing activities.

Looking ahead, the bilstein group plans to strategically expand its offering. “We will be adding further product groups to our range in the medium term. Our specialist teams have always embraced change proactively, and this is the approach we are taking in the Turbo Systems & Emissions division. There is still significant work ahead to broaden the product range, particularly in turbocharger systems and exhaust gas aftertreatment,” explains André Müller, Group Director in Group Category Procurement.

https://partsfinder.bilsteingroup.com/

Keep in mind…

A poor-quality turbocharger or improper repair can lead to higher NOx and CO2 emissions along with reduced power and torque. To avoid these negative effects on engine performance, engine management and fuel consumption, ensure use of quality parts!

BRANDS AT WE’RE STACKED WITH MORE

More parts, same Genuine service.

Get in touch with your local TPS Centre to place your order today.

Find your local TPS Centre at tps.trade

Bosch and Niterra boost ‘Brands at TPS’ parts expansion

TPS has expanded its ‘Brands at TPS’ parts offering by welcoming two new suppliers - Bosch and Niterra - with the new additions leading to the biggest range of products ever made available to its customers.

Brands at TPS’ was launched in the summer and has expanded the range of products available through TPS’s 83 UK Centres by partnering with industry-leading third-party brands renowned for producing high-quality mechanical parts.

Since the launch, ‘Brands at TPS’ has welcomed renowned aftermarket brands Mahle, SKF and ZF into the TPS product family, with Bosch and Niterra now joining them. Further suppliers will be added with Hella and Valeo, due to be on board by the end of the year.

TPS is initially offering up to around 2,000 third-party parts, with plans to increase this to over 10,000 as the ‘Brands at TPS’ range develops and new third-party brands come on board over the coming years

Brands At TPS suppliers:

Mahle - specialists in cleaner engines, it will supply parts for filtration

SKF - the world’s largest bearings manufacturer will supply wheel bearings, engine belts as well as steering and suspension

ZF - a global leader of tier one quality products, bringing braking, shock absorbers, steering and suspension through their sub brands: Sachs, TRW and LEMFÖRDER

Bosch - a household name that will bring engine belts, filtration and braking products

Niterra – a world leading aftermarket brand, they will bring spark and glow plugs, EGR valves, ignition coils and ignition leads and a comprehensive range of sensors

Hella - global experts in electronics, bringing engine electrics products

Valeo – TPS’s current Group-wide supplier of wiper blades, bringing even more of their range of fly wheels, clutch kits and hydraulics.

Catherine Baker, Head of TPS, said: “We are delighted to add Bosch and Niterra to ‘Brands at TPS’ and the products they bring into the range will further boost our parts offering to TPS customers.

“TPS will remain dedicated to Genuine as our primary offer, and that doesn’t change, but we can now offer a one-stopshop for our mechanical customers’ needs, including a wideranging selection of third-party branded parts.

“We also offer Quantum Oils and Consumables which are hugely successful and well loved by our customers.

“This new development means a wider range delivered through our existing network and helps to make TPS the parts supplier the aftermarket trade can trust for pretty much everything they require.”

As part of Brands at TPS’, Bosch will provide a full range of filtration products including oil, air, fuel and cabin filters - all of them with Volkswagen Group branded vehicle applications. There will also be brake pads, shoes and discs and a full range of belts and kits. Bosch are also looking at adding spark and glow plugs to the range in the future.

Niterra introduces its industry leading NGK brand into the ‘Brands at TPS’ parts offering. As the world’s leading spark plug manufacturer, Niterra produces over 1,000 different types of spark plugs, and these will be available in the range.

NGK glow plugs will also be available – another top-quality product that comes with the reassurance of a technology that Niterra has been developing since the 1960s. Further NGK products available through ‘Brands at TPS include EGR valves, ignition coils and ignition leads and a comprehensive range of sensors.

TPS is already the UK’s leading supplier of Volkswagen Group Approved Genuine Parts and with the new ‘Brands at TPS’ parts offering, customers will have even greater choice of quality parts to fit their Audi, SEAT, Škoda, Cupra, Volkswagen Passenger Cars and Volkswagen Commercial Vehicles models.

PARTS, TOOLS & TIPS

New products, fitting tips & technical advice to ease fault-finding and installation

Award Winning Workshop Launches DPF Training

Multi award winning family business, AJ Fleetcare, have launched a training academy, providing competitively priced learning for fellow technicians – starting with DPF training. It’s a move that has been welcomed by The Motor Ombudsman, on the basis that specialist technical training for independent garages is made accessible to the many, not the few, and further supports the drive for the highest level of service and work delivered to motorists, mirroring the primary purpose of businesses adhering to the Ombudsman’s Codes of Practice.

Founder, Alan Landale, said: “In the next 12 months, our training will extend beyond DPF fundamentals, into other areas that are presently under wraps. We’re starting with a full day workshop event on 28th November at our unit in Leeds, where we have ample room for up to 20 attendees. DPFs are big business, but for many workshops they’re either taking too long on cleaning a DPF, sending the DPF to another workshop or, as is more often the case, refusing the work. Our training will unlock a workshop’s potential. We’ve been cleaning DPFs for several years and have become renowned as the region’s go-to DPF experts. In the last six months, we have been converting our knowledge and experience into several accelerated learning modules that will lift the lid on what it takes to become a credible DPF specialist. We had such a positive reaction when chatting with technicians at Automechanika Birmingham, that it was not a case of do we launch an academy, but when. Our first pilot event sold out within 24 hours, so it’s full steam ahead.”

As part of the training, the team will cover the fundamentals of DPF cleaning, including how to identify a damaged DPF, the folly of forced regenerations, cleaning products to avoid and the importance of the diagnostic process. Front of house staff will also gain valuable knowledge because the AJ Fleetcare team will discuss the significance of DPF maintenance,

ADAS & EV training in Telford

Cotswold Automotive Diagnostics & Training, headed by Ali Finch, pictured at our recent Workshop Takeover, will be running an IMI ADAS Level 3 training course at EAC Telford on October 14 -15, an IMI Level 4 Electric vehicle diagnosis and repair at the same venue on November 12 -13.

Email cotstraining@outlook.com for further information.

explain the operation of the DPF, and will address common causes of blockages.

“We’re on a mission to educate, inform and inspire technicians, with time served, practical training, so they can realise the untapped potential of DPFs on their doorstep,” continued Alan. “We’ll demonstrate our procedure for addressing a blocked DPF, given we’re on a firm foundation with hundreds of case studies. The Academy is a longheld ambition and since winning The Motor Ombudsman’s coveted National Star Award last year, we’ve been exploring how we can share our blueprint for success.”

The team at AJ Fleetcare use the JLM Lubricants’ DPF professional toolkit and DPF cleaning and maintenance products. Commenting on this, Mike Schlup, JLM UK said: “We could not be more pleased that this award-winning team endorse JLM Lubricants’ products. The training academy they have launched fills a long-standing gap in the market for high quality expert training at an affordable price point.”

The next training event takes place on 28th November at the AJ Fleetcare Academy HQ in Leeds. To find out more, or to book your place, email training@ajfleetcareacademy.co.uk or call 0113 295 5839. Earlybird booking discounts are available.

UK drivers prioritise ‘good value’ in workshop recommendations

More than half of UK car owners now see “good value” as the most important factor when deciding whether to recommend a vehicle workshop, according to a new survey commissioned by Castrol.

The poll suggests that recommendations continue to play a significant role in influencing where motorists choose to take their cars. It found that 36% of drccc, indicating that value is not judged on price alone but also on perceived quality.

When asked what “good value” means, 53% of respondents pointed to workshops that avoid charging what they consider to be excessive amounts for jobs. That figure is up from 45% in a similar survey conducted in 2022, suggesting rising demand for transparent pricing.

Other factors also influenced recommendations – forty-six percent of respondents said they valued workshops that explain and seek approval before carrying out additional work, while 36% prioritised a convenient location. Clear communication was another recurring theme: 28% of motorists said they would recommend a garage that avoids using technical jargon.

Convenience-related services were also highlighted. Seventeen percent of drivers said they would be more likely to recommend a workshop offering a courtesy car, while 15% cited shorter waiting times at drop-off and pick-up as important.

Henning von Rheden, Brand & Comms Director for Europe at Castrol, said the findings reflect growing customer expectations around transparency and quality in vehicle servicing.

Castrol added that its network of Service workshops in the UK and Ireland offers measures such as oil guarantees, certification, branded clothing, marketing resources, and training.

To discover more or register your interest in joining the Castrol Service network, visit: https://www.castrol. com/en_gb/united-kingdom/home/partner-with-us/ branded-workshops.html

GSF introduces new product lines and promotions

GSF Car Parts is offering customers the chance to “Win a Break” with every Delphi brake pad purchase before 18th October. Trade customers have the chance to win thousands of instant prizes, ranging from coffee machines and Bluetooth speakers to power banks and tea break kits. There are also 20 European city breaks to be won too.

Customers will be given a scratch card with every set of pads purchased, which will reveal if they are eligible for a prize.

Expanded engine parts catalogue GSF now stocks an extensive range of BGA timing belt kits, covering 90% of the vehicle parc. Almost half the range includes a water pump which is always recommended to be changed at the same time to maximise reliability. Each timing belt kit comes with a three-year or 36,000-mile no quibble warranty for peace of mind.

Apec Adds 155 Components to Apec Red Braking Range

Apec has expanded its Apec Red braking range with the addition of 155 new components this month.

The latest update includes 132 brake calipers, 13 brake discs, one set of brake pads, three brake shoes and other parts, broadening coverage across a wide range of vehicle applications. All products come with a three-year or 36,000-mile guarantee.

Among the new releases are front brake calipers for the Toyota C-HR (2016 onwards), a rear brake drum for the Kia Picanto III (2017 onwards), and a rear brake pad set for the MG MG5 (2020–2025).

The Apec Red range is designed to support independent garages and automotive professionals with aftermarket braking solutions.

Further details are available on the company’s website: apecautomotive.co.uk.

Hardik Solanki, Senior Business Manager, GSF Car Parts, commented: “It’s crucial that timing belts are replaced in line with service schedules. Timing belt failures can cause serious and costly engine damage, so it’s important to fit a quality replacement.”

Meanwhile, Amtex has launched its aftermarket’s air suspension range in the UK, featuring over 400 parts, covering key components including air springs, air struts, ride height sensors, compressors, valve blocks, and adaptive ride shocks and struts, available exclusively from GSF Car Parts.

Kevin Rogers, Product Manager at GSF, commented: “Air suspension and adaptive ride systems can be expensive and difficult to source in the aftermarket. With this new Amtex range, we’re offering a smarter solution: competitively priced components that deliver OE-level performance and fit, backed by three-year/36,000-mile warranties.”

The launch complements its existing shock absorber and coil spring range.

THE CHASSIS EXPERTS

Schaeffler is a trusted technical partner of the automotive industry, delivering high-tech components and systems for original fitment by vehicle manufacturers around the world. We have used this OE know-how and engineering excellence to create our FAG steering and suspension range, which offers a genuine quality alternative to independent workshops. It is also the perfect accompaniment to our leading range of FAG hub repair solutions, which offers genuine OE quality at a competitive price. And, as always from Schaeffler, everything a technician needs to carry out a professional wheel bearing repair or hub unit replacement is in just one box, so you can simply fit and forget. FAG. The chassis experts.

www.repxpert.co.uk | https://vls.schaeffler.co.uk |

Castrol EDGE 0W-20 LL IV

The first 3 in 1 engine oil to meet the latest industry requirements of 3 very different OEM approvals: VW 508 00/ 509 00, BMW Longlife-17 FE+, and MB-Approval 229.72 in a single product.

Castrol EDGE 0W-20 LL IV

The first 3 in 1 engine oil to meet the latest industry requirements of 3 very different OEM approvals: VW 508 00/ 509 00, BMW Longlife-17 FE+, and MB-Approval 229.72 in a single product.