Professional Motor Mechanic September 2025

EDITOR’S PICKS

Welcome to September’s issue of Professional Motor Mechanic! It’s been a while since the last issue and in that time, I’m going to assume you’ve spent the summer like I have: Listening to Oasis, seeing Oasis live and just generally thinking a lot about Oasis. But, alas, the summer is drawing to a close and it’s time to get back to the grindstone. Luckily for you, we have some fantastic articles to see you through the transition into autumn. On page 29 we have a new regular column from garage owner Tim Benson, sharing his secrets to running a successful garage. On page 62 MOT Juice are back to keep you updated on the latest changes to the MOT. Challenges with mental health are something that affects us all to some degree and we take a look at some positive steps you can take to improve it on page 32. Lastly, turn to page 50 for an introduction to a company you might not have come across yet. Now, some might say I should start doing some writing!

Editor

KIERAN NEE

Digital Manager

KELLY NEWSTEAD

Group Manager

ROBERT GILHAM

Senior Account Manager

ALEX DILLEIGH

Magazine Designer

GEMMA WATSON

Group Production Manager

CAROL PADGETT

Production Assistant

CLAIRE SWENDELL

Distribution Manager

KARL CLARK

Subscriptions

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

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Copyright © 2025

BLACK CATS AND BROKEN MIRRORS

Sportsmen are, by rule, a superstitious bunch. Like life out on the sea, time spent on the pitch or on track brings you to the very limit of what you can achieve physically. Once you reach the limits of peak fitness, tactical ability and team spirit, there will always be one irrefutable factor you can’t train your way past: chance. Chance can bring a violent storm on the sea. It can send your perfectly executed shot into the arm of a fellow teammate. It can be another driver’s crash ahead of you, throwing you off your best lap yet. So how to defend yourself against the unpredictable? Well, you could do like Bobby Charlton, whose belief in being the last out on the pitch even got in the way of him accepting the captaincy. Or you could be like Lewis Hamilton who used to carry a lucky conker in his race suit... until he lost it, that is. The amount of lucky (and unwashed) pairs of underpants that have graced the F1 track is also astronomically high – who would have guessed that unwashed underpants would go hand in hand with a sport dominated by young men?

The question is, do you, as a garage owner, keep any good luck charms around the workshop? Do you stick rigidly to any rituals that you believe will auger good things? What can you do to keep away the customers with an ongoing battery drain and a desire to quibble over every penny? What can you do to attract the customers who want a regular service and don’t argue when you tell them their car needs preventative work done? I once met a garage owner who dropped a cup of takeaway coffee one morning as he entered the workshop. That day he received a phone call which led to him regularly servicing a large fleet of vehicles. Easy money, as he put it. Now, he ceremoniously begins each day by pouring out a small amount of coffee on the floor in the hope that the good fortune of that day will repeat itself. Beyond the dubious luck it brings, it has developed into a daily ritual which the entire team enjoy and depend on. If for some reason the coffee isn’t poured (for instance, if the boss is too busy, stressed or angry), everyone knows it’s going to be a bad day. In that way, it has become a self-fulfilling prophecy.

There isn’t much room left for superstition these days. Everything has been spreadsheeted and analysed to the point that luck or fortune have been completely discredited. And, yet, I can’t help but feel that a lot of what happens does come down to mere chance. Look at cars themselves. You do everything you can to keep it running well, but at the end of the day, you can’t control everything. For all you know, a day after getting your suspension sorted and new tyres fitted you could turn the corner and hit the mother of all potholes and find yourself back to square one. I suppose there are two sides to chance – sometimes the customer’s bad luck is your good luck. The only thing to do is to soften the blow by telling the customer those magic words: “You’re lucky you came to me instead of the guy down the road!”

KieranNee

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PMM NEWS

NEWSIN BRIEF

■ Glasgow-based turbo remanufacturing specialist, THE TURBO GUY, HAS EXPANDED ITS TRADE-ONLY BUSINESS SOUTH OF THE BORDER, following the acquisition of Turbocharger Service in Huddersfield.

■ With over 266,000 miles on the clock and a price tag just under £5,000, a recently acquired TESLA MODEL S P90D RECENTLY STARRED IN AN EPISODE OF THE YOUTUBE SHOW THE LATE BRAKE SHOW. Presenter Jonny Smith turned to EV specialist Cleevely Motors in Cheltenham to get under the skin of the high-mileage bargain.

■ Garage Services Online has welcomed the Competition and Consumer Protection Commission (CCPC) in Ireland issuing a warning to the motor industry following reports that CONSUMERS ARE BEING DISCOURAGED FROM USING INDEPENDENT GARAGES for servicing and repairs.

Costs to go up for garages as precious metal prices soar

BM Catalysts, the UK’s largest independent manufacturer of Catalytic Converters, DPFs and Front Pipes, is urging the aftermarket to prepare for renewed cost pressure as raw material prices rise sharply once more.

Ongoing volatility across all three platinum group metals (PGMs) – rhodium, palladium, and platinum – is driving up the cost of production, which is expected to necessitate pricing adjustments across the company’s catalytic converter range in the coming months.

While rhodium remains the most expensive of the three, recently trading at over £18,000 per troy ounce (more than ten times the price of gold), both palladium and platinum have also seen significant price increases in 2025.

All three metals are critical to the operation of catalytic converters, which use combinations of these elements to reduce harmful pollutants from vehicle exhaust emissions. “The aftermarket cannot ignore that PGMs – especially rhodium, but also palladium and platinum – make up to 90 per cent of the total production cost of a catalytic converter,” explains BM Catalysts. “Pricing is therefore directly tied to the fluctuating value of these essential raw materials.”

Demand for catalytic converters is expected to remain strong, yet supply of PGMs – especially rhodium and platinum –continues to be restricted. More than 80 per cent of the world’s rhodium supply originates in South Africa, where production is regularly disrupted by power shortages and ongoing political instability.

As PGM prices spike, so too does criminal activity. The UK is again seeing a surge in catalytic converter thefts, particularly from hybrid vehicles, which tend to contain higher concentrations of PGMs and are more accessible. Insurers and police forces are reporting rising claim levels and damage incidents.

BM Catalysts advises workshops, fleets and independent garages to remain vigilant and proactive. “Theft prevention is a critical issue when metals are at a premium,” the company adds.

“Unlike the speculative price bubble of 2008, today’s pricing is underpinned by structural demand, not just market sentiment,” BM Catalysts notes. “We anticipate this environment of elevated pricing to remain for the foreseeable future –and while short-term corrections are always possible, sustained cost pressure is now the new normal.”

“The UK is again seeing a surge in catalytic converter thefts, particularly from hybrid vehicles, which tend to contain higher concentrations of PGMs and are more accessible.”

BM Catalysts is calling on distributors, motor factors and garages to communicate openly with their customers about the drivers behind potential price changes. “These are not supplier-led increases – they are part of a global commodities shift affecting every emissions product manufacturer,” the company explains.

With PGMs continuing to dominate the cost of production, the aftermarket must plan accordingly. That means focusing less on up-front price and more on total product value – quality, reliability, warranty support and availability – particularly in the emissions control sector, where failure can cost far more in the long term.

For more information from BM Catalysts WWW.RDR.LINK/ABW001

PMM NEWS

NEWSIN NUMBERS

43 %

of drivers told FixMyCar that the cost of repairs and maintenance is their biggest bugbear, whilst 1 in 6 have voiced frustrations with a lack of clarity around repair pricing.

3 OUTOF 5

Drivers have indicated to Marketing Delivery that they would prefer to book their MOT early if given the option.

4.83 %

The decline in automotives parts sales seen in the UK in 2025 so far, according to Factor Sales.

5.4 %

OEM margins in the first quarter of 2025, 40 per cent down from 2021.

Hydrogen training launched by Delphi

Delphi Academy has reinforced its position as a leader in vehicle technician training with the addition of a hydrogenpowered Toyota Mirai to its fleet of training vehicles.

As one of the most advanced hydrogen fuel cell vehicles on UK roads, the Mirai brings cutting-edge technology to the workshop floor, giving technicians invaluable hands-on experience with realworld fuel cell systems. It’s a milestone moment for Delphi Academy and a powerful signal of where the aftermarket is headed.

“The Toyota Mirai is a standout example of hydrogen innovation,” said Luke Garratt, UK Technical Services Manager at Delphi. “It allows technicians to work directly with the systems that are shaping the next

generation of clean transport. Integrating it into our Hydrogen Level 2 and forthcoming Level 3 qualifications means we’re not just talking about the future, we’re delivering it.”

For more information

WWW.RDR.LINK/ABW002

Autotech Connect is fighting cyber crime

Autotech Connect has unveiled its Cybercrime Audit service designed to help independent garages identify and understand growing digital risks. With cyberattacks escalating globally, this proactive initiative offers the automotive aftermarket an essential shield, focusing on prevention through awareness.

According to the UK Government’s Cyber Security Breaches Survey 2025, 43 per cent of UK businesses, equating to approximately 612,000 organisations, experienced a cybersecurity breach or attack in the past 12 months. Over 560,000 new cyber threats are now discovered every day and 81 per cent of UK businesses targeted by cyberattacks are small and medium-sized enterprises. Therefore, cybercrime is one of the fastest-growing threats to the automotive aftermarket. As the sector becomes increasingly reliant on connected tools, cloud-based systems and digital infrastructure, garages are being exposed to risks that many still underestimates.

Darren Dowling, client services director

at Autotech Connect comments: “Most independent garages aren’t aware of how exposed they are. These businesses rely on a growing range of connected technologies, from EV charging points and diagnostic tools to customer-facing apps and cloudbased software, but few have the defences in place to match.”

Autotech Connect’s nationwide programme of cybercrime audits has been designed to identify vulnerabilities before attackers do. These audits provide garage owners and workshop managers with a clear, evidencebased picture of their digital exposure, across everything from hardware and email security to employee awareness and cloud app usage.

The 32-point audit evaluates a workshop’s digital infrastructure across several critical areas. It includes vulnerability assessments of routers, firewalls, and firmware, as well as checks on IT setup and performance, such as patching and system updates.

FOR UP-TO-DATE NEWS, SIGN UP FOR OUR WEEKLY E-NEWSLETTER. SIMPLY SCAN THE QR CODE

Family values keeping independent garages going strong

Independent garages and tyre retailers are remaining busy in a challenging market, with family values, community engagement and high levels of professional and personal service ensuring many enjoy a backlog of order books.

That was the overwhelming message from the inaugural Point S UK Committee meeting, representing its 300+ network of members. It demonstrates that independents are bucking the trend nationally, as many franchise networks announce cutbacks, closures, and consolidation.

With a revitalised team, engaged members and the shared ambition to become the largest UK independent network by 2035, the atmosphere was buoyant with plenty of optimism for the future of independents. The event gave the Point S membership an opportunity to feedback, covering topics including the national growth strategy, planning, and marketing.

Despite a challenging market, members reported that Point S’s strong supplier and partner network was aiding business upturn, in addition to the benefits of being part of a shared, but fiercely independent network.

Ali Yilmaz, managing director of Point S UK, said the event was a great opportunity to collaborate with members and share some of the network’s recent achievements, including being named third in the 2025 Tyres & Accessories tyre retail ranking.

He commented: “It was inspiring to see the energy, engagement, and alignment among all our members during our first ever committee meeting. From strategy to execution, everyone brought valuable perspectives to the table – showing that we are not just on the same page but moving forward together with purpose and passion.

For more information

WWW.RDR.LINK/ABW004

DATES FORTHE DIARY

■ 12TH SEPTEMBER: The BIG Awards, Hilton Birmingham Metropole

■ 4TH OCTOBER: Classic Jap Fest at Goodwood

■ 18TH OCTOBER: The Blend at the Eastside Rooms in Birmingham

■ 7-9TH NOVEMBER: National Classic Motor Show at the NEC Birmingham

■ 11-12TH NOVEMBER: Mechanex at Sandown Park, Esher, Surrey

PMM NEWS

NEWSIN QUOTES

“ I am very excited and proud to be joining the IMI at such a critical point for the automotive industry and our members. I look forward to ensuring that our members’ interests are robustly represented and that we continue to grow the IMI’s influence and portfolio of services to meet the requirements of a fast-changing automotive landscape.”

Nick Connor, on his appointment as the latest chief executive officer of the IMI.

“ Summer's perfect storm of increased vehicle usage, rushed repairs and social media-driven DIY culture creates ideal conditions for counterfeit parts to enter our workshops.”

Neil Gibbs, head of network at ERCS, on the risk of fake parts entering workshops during the summer.

“ With this new incentive, the starting gun on the future of automotive servicing has been well and truly fired. It is time to get off the fence and gearup or risk being left behind with an ever-dwindling customer-base.”

Strong words from Andrew Bates, MD of Straightset, on the recent government announcement of discounts on new EV sales.

Filters win green award

The global premium brand MANNFILTER has been awarded the 2025 PARTSLIFE Environmental Award for its more sustainable filters with woodbased impregnation.

The ceremony took place on 17th of June at the PROTOTYP Automuseum in Hamburg. In the “Circular Economy” category, the brand impressed with its innovative approach: use of the renewable raw material lignin in filters, which conserves resources and sustainably reduces the ecological footprint of series products.

MANN-FILTER will donate the award's 3,000 euro prize money to the German Forest Protection Association. The nonprofit association has been committed to protecting and preserving forests since 1947.

“This award means a lot to us. It shows that our commitment to greater sustainability in filtration is recognised and appreciated. For us, the use of environmentally friendly materials such as renewable raw materials is not a trend,

“This award means a lot to us. It shows that our commitment to greater sustainability in filtration is recognised and appreciated.”

Marian Anton, business development manager at MANN+HUMMEL.

but a matter close to our hearts. At the same time, it is an award for the great work of our entire project team and the outstanding collaboration with our cooperation partner Gessner. It motivates us to continue on the path we have taken and to make our solutions even more environmentally friendly,” says Marian Anton, Business Development Manager at MANN+HUMMEL.

For more information WWW.RDR.LINK/ABW005

Parts platform reaches 50,000 listings

ifndautoparts, the new dedicated parts buying and selling online marketplace, continues to make makes waves in the automotive aftermarket. It has now reached the 50,000 mark of parts listed on its system and will soon boast more than 1,000 individuals who have registered accounts on the system.

A number of campaigns by the ifndautoparts team, targeting parts sales operations in a variety of sectors in the aftermarket, following on from successful appearances at several high-profile motoring events in the first half of the year, have led to this influx of companies and individuals signing up to list parts on the ifndautoparts site.

In some cases, this has meant adding several thousand parts to the ifndautoparts platform from single sources and the number of parts on the system has risen

exponentially – and continues to do so.

“The positive reactions we received from people who understood quickly that there was something they could benefit from through ifndautoparts is something really excellent. The events we exhibited at brought us both trade and public sellers who want to be part of what we are doing. The fact that such a wide variety of people are now working with us, reinforces our belief that we have an offer of true value,” explains ifndautoparts director, Mick Lunn.

ifndautoparts is now in the process of onboarding various larger sellers and has needed, therefore, to up its capacity to quickly absorb large numbers of parts onto its system, which it is in the process of doing.

For more information

WWW.RDR.LINK/ABW006

TROUBLESHOOTER

Why was the 2006 BMW 650i’s battery draining?

PMM’s petrol-powered private investigator, Ben Johnson, steps out of the shadows to solve the mysterious case of the battery who died a hundred times.

When a 2006 BMW 650i Coupe shows up with a dead battery, it’s rarely just a case of the flat battery blues. Especially not when it’s been shipped halfway across the world from America. No one battles the mighty Atlantic over an empty juice box. But of all the BMW specialists, in all the towns, this one had to roll into mine. Its owner sheepishly explained: “It keeps going flat overnight”. Of course it does.

As with every modern BMW, the first step was to pull the fault codes – and that means all of them. And what did I find among that numerical line up? The usual suspects of course. No CAN bus faults anywhere, but I did find multiple faults on the MOST bus, pointing to a communication failure. I was determined to make this four-wheeled renegade talk.

Then, I ran BMW’s energy diagnosis routine, which narrowed it down to two suspects:

■ The CAS (Car Access System)

■ The instrument cluster.

That gave me the shortlist.

With no time to waste, I went straight on to the diagnostics. The entire MOST bus (that’s BMW’s Media Oriented Systems Transport) was stone cold. Dead. No comms from anything. The CCC (Car Communication Computer), the master unit

for the network, wasn’t responding at all. The fault codes that mention ring break or other issues related to this system usually refer not to a physical fibre optic cable breakage but rather a dead unit and in this case it was the CCC (Fig.2).

If you fancy scoping the K-CAN you might as well do it at the CAS.

“For two hours it sat there pulling 1.6 amps. Every time I wandered back over, same story. After two hours, it was time to dig into the front fuse box...”

But there was already a glaring clue staring me in the face this whole time: The gear stick light – still glowing away, even after locking the car. A breakthrough.

That’s the classic BMW tell-tale. When the CAS won’t sleep, the gear selector light stays on and so does your battery drain.

Before even thinking about pulling fuses, I grabbed the oscilloscope. I tapped into the K-CAN (body network) lines right at the CAS module itself (Fig.3). Everything looked above board. The bus would wake when I unlocked the car, then go as quiet as the Finnish forests in winter again about a minute after locking it (Fig.5).

Just to be absolutely sure, I repeated the test. I locked and unlocked the car two or three more times over the next 40 minutes, watching carefully. Every time, the K-CAN went back to sleep exactly as it should. I could now rule out any network chatter or rogue modules keeping the car awake.

So this wasn’t a CAN fault, after all.

Braking bad?

Having ruled out the network, I turned my attention to the brake pedal switch – a known CAS troublemaker on these cars. You see, on BMWs, the brake switch is a halleffect sensor. If it fails, it can keep the CAS permanently awake. I checked it. No faults. No current through the brake circuit holding anything awake. The problem wasn’t external to the CAS. I knew by now that the fault had to be within the CAS itself.

With the network and brake switch cleared, it was time to get physical. I poured myself a hot cup of joe and set to work. I went round to the boot – not to climb inside like a contortionist, but to get the amp clamp on the battery’s negative cable. I latched the boot over (so the car thought it was shut), left the lid slightly open, clipped on the clamp, and walked away, coffee in hand and, perhaps, a Danish pastry in the other. Now, we play the waiting game.

Blowing the case wide open

The instant I removed both fuses, the current dropped like a stone. Straight down to 0.050-0.060 amps (Fig.8). At last, the car was asleep.

Once I’d isolated those two circuits, I wasn’t taking any chances. I left the fuses out overnight to make sure nothing else was lurking. When I returned in the morning it was still pulling a textbook 50 to 60 milliamps. Job done.

Next, I stripped the CAS module down and back-probed every single pin. Everything external checked out, including the brake switch again. The only thing drawing current was the CAS itself. Internally faulty.

For two solid hours, it sat there pulling 1.6 amps. Every time I wandered back over, same story. After two hours of watching it sit at 1.6 amps, it was time to dig into the front fuse box.

First, I traced the feeds from the battery. Rear fuse box: dead. Front fuse box? That’s where the action was.

I started doing proper voltage drop testing across the fuses. Two stood out immediately:

■ The CCC, pulling 1.3 amps through a regular blade fuse.

■ The CAS, fed by a monster 30-amp maxi fuse: one of those industrial-looking brutes you need to pull with intent was drawing 0.3 amps (Fig.7).

I didn’t just rip them out straight away, though. I scoped, checked, and verified which circuits were drawing current. Then, finally, I pulled both fuses.

To be absolutely sure, I swapped in a used CAS unit from another car. Obviously, it wouldn’t start – wrong VIN, no key sync –but that didn’t matter. What mattered was whether the car would sleep. It did. Like a baby in its mother’s arms. No drain. Gear stick light off. Clamp reading stable. It was almost enough to bring a tear to this grizzled diagnostic detective’s eye.

But I wasn’t finished yet. I needed proof, beyond doubt that the old CAS was dead inside. I ordered a brand-new CAS unit, coded it in, programmed it properly. As predicted, it worked. The car went to sleep perfectly, with no more drain.

The CCC went off to Latvia for a refurb, came back fully working, and slotted back into place. MOST bus back online.

The sorry tale I am relating to you revolved around a rare case of double-drain. Double the drain, double the trouble:

1. The CCC pulling over an amp.

2. The CAS silently draining the rest.

Either one would flatten the battery. Together, it didn’t stand a chance.

So how did I uncover the deceptive duo? Through luck? Think again. This wasn’t luck. No miracle software update. No wild guesses. Just patience, proper testing and some solid coffee-fuelled troubleshooting.

Jobs like this remind me that not everything is a coding issue or a software glitch. Sometimes, hardware just fails. But failure isn’t final – not for cars or people.

And sometimes, the best tools are a meter, a scope, a Danish pastry and a bit of good old-fashioned stubbornness.

Coming to the end? I’m only getting started!

If you ever find yourself knee-deep in the electrifying hellhole that is a battery drain –you know the type, the one that laughs darkly in the face of your multimeter, mocks

your wiring diagrams and drains not just the car’s battery but your very will to live… here's my advice: do what I do. Push it. Yes, physically shove it into the darkest, most cobweb-ridden corner of the workshop. Throw a dust sheet over it if you're feeling fancy. Tell the customer, calmly, with the serene confidence of a Buddhist monk, that it'll definitely be ready in "about a month." Then, and here’s the important bit, get straight back to the quick jobs. You know, brake pads, oil changes, wiper blades. The sort of work that actually pays.

Because, let’s face it, most customers haven’t got the faintest idea how complex fault finding actually is. They think it’s just “plug it in, mate.” Plug it in!? Oh yes, because clearly that £9.99 eBay OBD dongle is going to solve a parasitic drain that’s been festering in the depths of the car for three years!

And managers? Don’t even start me on them. They’re worse. They’re the sort who stand there, hands on hips, asking why you’re not “just fixing it.” As if you’re purposely dragging it out to practice your yoga breathing over the wiring diagram. No, they don’t get it. They’ll never get it. And do you know why? Because thinking doesn’t show up on the bloody time clock. Now, where did I leave that Danish?

KNOW YOUR PARTS

How important are OE parts?

BorgWarner is stressing the importance of OE parts for the aftermarket.

If you want your car to run well and last longer, the quality of the parts matters.

BorgWarner, a leader in vehicle technology, provides advanced products – like ignition systems, diesel cold-start technologies, dual clutch modules, and exhaust gas management – that go beyond basic replacements. These are just a few highlights from their wide range. With many more options available, BorgWarner helps keep your vehicle running smoothly in today’s ever-changing automotive world.

Diesel cold-start technologies

Cold starts are a critical moment for diesel engines, especially in harsh climates. BorgWarner’s diesel cold-start technology ensures reliable ignition and reduced emissions from the very first spark. With approximately 300 glow plug types –including advanced Pressure Sensor Glow Plugs (PSG) and Instant Start Systems (ISS) – the company covers over 90 per cent of the European vehicle market. Developed in close collaboration with OEMs and manufactured in Western Europe, these components meet the highest standards of durability and performance, making them a trusted choice for professionals across the continent.

Ignition technologies

Ignition systems are the heartbeat of any combustion engine, and BorgWarner’s range is as comprehensive as it is advanced. With over 500 ignition coil types – including pencil coils, multi-spark systems, and coils with integrated electronics – the company covers more than 90 per cent of the European vehicle fleet. These components are developed in close partnership with leading vehicle manufacturers and produced in state-of-the-art facilities across Europe, Asia, and the Americas. The result? Reliable starts, optimised combustion, and lower emissions, every time.

Dual clutch transmission solutions

Transmission technology has undergone a revolution – and BorgWarner has been at the heart of it. The company’s DualTronic dual clutch systems, originally developed for high-volume OE applications, are now available in the aftermarket. These modules combine the fuel efficiency of manual transmissions with the smooth shifting of automatics. With eight systems covering some of Europe’s most common vehicle types, BorgWarner’s dual clutch modules

“As emissions regulations tighten worldwide, BorgWarner’s EGR systems are helping vehicles stay compliant.”

offer OE-grade fit, function, and reliability. For workshops, that means fewer comebacks and more satisfied customers.

Exhaust gas management solutions

As emissions regulations tighten worldwide, BorgWarner’s EGR (Exhaust Gas Recirculation) systems are helping vehicles stay compliant without sacrificing performance. The company offers a full suite of EGR valves, coolers, and modules tailored for both high- and low-pressure systems. Designed and manufactured in Germany and Portugal, these components feature patented anti-contamination technology, corrosion resistance, and compact designs. By reducing NOx emissions and improving fuel economy, BorgWarner’s EGR solutions are paving the way for cleaner, more efficient mobility.

BorgWarner’s commitment to the aftermarket goes beyond parts –it’s about partnership. With a global network, harmonized pricing, and a growing REMAN program for sustainable remanufactured components, the company supports its customers with the tools and technologies they need to succeed. Whether you're servicing combustion engines or preparing for the electrified future, BorgWarner delivers OE competence that drives your business – now and in the future.

TROUBLESHOOTER

Ford Transit Connect & 2001 BMW E46

The team at the ALLDATA Info Centre has recently solved two vehicle problems for garages.

FORD TRANSIT CONNECT

During ALLDATA’s recent Repair Excellence Event at Shaikly Motor Company Limited, Adam from Adam Green Motors in Scotland revealed how ALLDATA Repair helped his workshop save valuable time – when faced with an issue involving not one but four Ford Transit Connects, which all experienced faults related to the temperature sensor. While the technicians knew the sensor was located somewhere under the bumper, they didn’t know exactly where, so their initial plan was to remove the bumper to find and inspect it – but Adam intervened, taking a data-driven approach.

2001 BMW E46

Replacing a broken window on a 2001 BMW E46 requires careful preparation and a solid understanding of the vehicle’s specifications. Frameless windows, in particular, can be challenging; without accurate data and step-by-step instructions, the process becomes time-consuming and error prone. Having the correct procedure, therefore, is essential for a safe, efficient and precise repair.

Solution

Solution

Adam continues: “I went straight to ALLDATA Repair to check the exact location, and, to my surprise, there was an OEM diagram of the front-end assembly of a Ford Transit Connect.”

The diagram clearly showed that the sensor was mounted to the bottom left corner, accessible by removing the undertray – not the bumper! By following the OEM instructions, Adam’s team completed the repair in just 30 minutes – a task that could have taken two hours using a ‘trial-and-error’ approach.

Adam added: “Having access to OEM diagrams, exact component locations and correct procedures make a huge difference to diagnostics and repair efficiency.”

Adam even offered a tip to other users: the ability to rightclick and open preliminary tasks in a new tab – he said: “I can quickly check all the necessary steps and ensure we follow the exact procedure, without flipping back and forth.”

First, the groundwork needs to be done in accordance with the OE standard – to correctly remove and replace the windowpane. This is done by removing the sound insulation of the front door, which is done to gain access to the relevant components.

Next, for vehicles with side airbags, it is essential to adhere to the safety precautions to protect the system. Furthermore, particular care must be taken when removing the window glass; a left-handed screw must be loosened clockwise – the opposite way to a standard thread. Additionally, when removing the glass, be wary of damaging the rubber ring.

For convertible models, the door window glass may have an Aquapel coating, which is indicated by a white dot on the glass. This coating needs to be protected during installation.

This is a detailed and patient process, one that should only be carried out cautiously and with original data and instructions by the technician’s side.

FOR MORE INFORMATION OR TO SIGN UP FOR A FREE TRIAL OF ALLDATA simply scan the QR code

BEST PRACTICE

The importance of A/C compressors and condensers in vehicle air conditioning systems

Valeo is keeping professional workshops ahead of the game when it comes to thermal management.

The compressor is responsible for circulating refrigerant through the air conditioning system. It compresses low-pressure refrigerant gas into a high-pressure, hightemperature state before sending it to the condenser. If the compressor fails, the entire A/C system loses its ability to cool, leading to discomfort for the driver and potential damage to other components.

The A/C Condenser: heat dissipation for efficient cooling

The condenser works like a radiator, cooling down the high-temperature refrigerant gas and converting it into a liquid state. It plays a crucial role in regulating the system’s temperature and overall efficiency. If the condenser is clogged or leaking, it can lead to overheating, poor cooling performance, and increased strain on the compressor.

Common issues

Compressor failures – Can result from refrigerant leaks, contamination, or lack of lubrication. Symptoms include unusual noises, reduced cooling, or complete system failure.

Condenser malfunctions – Often caused by debris buildup, corrosion, or leaks. Signs include overheating, weak airflow, or reduced cooling efficiency.

Refrigerant cycle disruptions – If either component is compromised, the entire A/C system becomes inefficient, leading to increased energy consumption and potential vehicle overheating.

Regular maintenance of compressors and condensers is essential to:

Ensure A/C efficiency: Wellmaintained components improve cooling performance and fuel efficiency.

Prevent costly repairs: Early detection of wear and leaks helps avoid major system failures.

Extend component lifespan: Keeping the system clean and well-lubricated reduces strain on the A/C system.

Valeo releases free EV air conditioning training

Valeo Service UK has released a new free training module on its Valeo Tech Academy platform, offering technicians a clear and accessible introduction to the key principles behind battery electric vehicle (BEV) air conditioning systems.

Temperature, solar, and humidity sensors feed data into the electronic control unit, which works with the inverter to modulate compressor speed and protect against voltage spikes and overheating. Understanding how these systems work, and how to diagnose faults, is now essential for workshops.

Presented by Valeo technical trainer Stewart Lynch, the session explores the evolving role of vehicle air conditioning systems, highlighting not just their impact on cabin comfort but also their critical function in battery thermal management.

“When it comes to EVs, air conditioning isn’t just about keeping the cabin cool,” Stewart explains. “It plays a key role in regulating battery temperature, which is essential for performance, safety and longevity.”

The course breaks down the core differences in compressor technology. While internal combustion engine vehicles use belt-driven compressors lubricated with PAG oil, BEVs rely on electrically driven compressors powered by the high-voltage battery. These offer greater precision and energy efficiency, thanks to sensor-driven input and inverter-based control.

Available on Valeo Tech Academy, the new module forms part of a growing library of free and IMI-certified training. The platform covers a wide range of topics from traditional maintenance and repair to hybrid and electric vehicle systems, as well as advanced driver assistance systems (ADAS).

Courses feature interactive, gamified content designed to make learning more engaging and effective, with pre- and postassessments enabling technicians to monitor their progress and measure skill development.

Technicians can also find additional resources on the Valeo Tech Assist website, including fitting guides and technical bulletins – all available at no cost. Plus, those fitting Valeo products can scan barcodes to earn rewards through the Valeo Specialist Club, redeemable in the Valeo online shop.

BEST PRACTICE

Tightening wheels safely

Although it may appear to be a relatively simple task, tightening wheel bolts often in fact causes headaches and unwanted problems. Febi explores the science behind tightening and offers its best practice advice to workshop technicians.

Wheel bolts are still the traditional joining elements for wheels, brake discs and wheel hubs. Although a lot has already been written on this topic, and attachment of the wheel by means of bolts is self-explanatory, problems continue to occur regularly in practice. The risks associated with a wheel that is tightened too much or too little are frequently underestimated. It is imperative to bear some aspects in mind to avoid them as far as possible.

What is the pretensioning force?

The bolted joint of the wheel should absorb all dynamic loads (especially vibrations) during normal driving with the result that the bolted assembly (wheel-brake disc-hub) behaves like a single component. For this to occur it is necessary to generate a pretensioning force that is defined as the required force in the axial direction when tightening a bolt. The torque with which the

pretensioning force of the bolt is applied during fitting generates a tensile force in the thread which leads to elastic elongation of the bolt and contraction of the wheel rim.

In this case, imagine the bolt as a tension spring and the joined components (wheel hub, brake disc and wheel rim) as a compression spring. The elastic expansions or compressions of the individual components lead to the frictional grip occurring between the elements being maintained under all the loads arising.

Parameterssuchastighteningtorque,friction in the thread, material condition and dimensions of the bolt as well as its strength rating having an effect on the pretensioning force.

Example:

The pretensioning force for a wheel bolt

If the pretensioning force is too low

If the wheel bolt is tightened with a torque that is lower than that specified by the vehicle manufacturer, the required pretensioning force will not be achieved. This leads to vibration of the components under load. The consequence may be loosening of the bolt and, in the worst case, loss of the wheel. The pretensioning force changes when a wheel bolt is tightened several times. The surface of the thread is stressed each time it is tightened or loosened, which increases the friction in the thread and under the bolt head. The torque wrench releases sooner than specified due to the increased friction value. As a result, it is no longer possible to achieve the vehicle manufacturer’s envisaged pretensioning force at the junction between wheel, hub and bolt (see graph).

The friction value increases enormously in the case of rusted, dirty or damaged wheel fastenings and the result here, of course, is a sharp drop in the pretensioning force (Figs.1&2).

If the pretensioning force is too high

M12x1.5 of strength rating 10.9 tightened with 120 Nm corresponds to approximately 57,000 N – that’s around 5.8 metric tons! It is only possible to speak of professional fitting if all the parameters have been taken into account.

It may be assumed in the case of wheel fastenings that are tightened without using a torque wrench that the bolt will be overtightened. This leads to elongation of the wheel bolt or to compression, particularly of alloy wheels. As a result, it is no longer

possible to build up the required spring action. This is referred to as “plastic deformation” (Fig.3).

In the case of wheel fastenings that are lubricated subsequently, the friction decreases enormously with the result that the wheel fastening is pretensioned too much even when using a torque wrench. In the worst case, the bolt shears off.

Fitting tips

■ You must adhere to the vehicle manufacturer’s recommended tightening torques

■ Use only torque wrenches which ensure that the specified torques are complied with exactly

■ The bolts must be replaced if there is any rust, plastic deformation or damage to the threads

■ Check the threads of the wheel hub for dirt and corrosion, replace if damaged Clean corroded wheel contact surface

■ Check that the contact surface of bolt and rim are free from dirt, oil and grease and any damage

■ Tighten wheel bolts evenly and in the correct order. It is imperative to comply with the manufacturer’s specifications. Never use impact wrenches when tightening. Do not use any oil or grease

KNOW YOUR PARTS

Re-refined base oils

David Valentyne, aftermarket sales manager discusses the new generation of environmentally sustainable engine oils.

Demand for products that combine high levels of performance with strong sustainability credentials is growing, both from industry and from vehicle owners. Fortunately, technological advancements made in recent years mean that premium lubricants can now be produced from used oil without compromising quality.

As part of this shift and its broader netzero ambition, TotalEnergies acquired Finnish company Tecoil in 2024 to accelerate the use of re-refined base oils (RRBOs) in its premium lubricant range. Tecoil operates a 50,000-tonne-per-year production facility and has developed a circular economy network for collecting used lubricants across Europe.

The integration of Tecoil will significantly enhance the use of RRBOs in high-end lubricants and help to develop the EV3R range.

What

are RRBOs?

RRBOs are base oils made from used engine, hydraulic or industrial oils, which would otherwise be classified as hazardous waste. The “re-refining” process treats used motor oils to give them properties comparable to the best virgin base oils.

With around 40 million cars in the UK requiring engine oil, there is roughly 150-250 million litres of lubricant circulating on the roads today. Much of this oil is drained and collected during routine maintenance and can, in theory, be regenerated into new lubricants. Historically, RRBOs were considered inferior to virgin base oils. But thanks to improved re-refining techniques, they now span not only Group I oils categories (used

in older engines) but also in higher end Group II and Group III categories suitable for most modern vehicles.

Today, RRBOs are a credible, highperforming alternative to virgin oils.

What’s driving the take up of RRBOs?

Waste oil management has been regulated in Europe and the UK for many years. While incineration was once common, recent legislation (such as the Waste Framework Directive) has shifted focus toward recycling – and circularity.

Currently, around 82 per cent of theoretically collectable waste oil across Europe is successfully collected, and 61 per cent of that is regenerated. This is a marker of the maturity of the modern RRBO market, but there is significant room for growth –with regenerated base oils representing approximately 8 per cent of annual base oil production in the EU.

Led by the GEIR (European Waste Oil Re-refining Industry Association), there have been discussions around whether specific targets should be set in Europe for waste oil collection and regeneration and this may spark further growth in the industry.

UK is committed to increase sustainability and circularity (the government recently set up a ‘Circular Economy Task Force’ for instance). With aftermarket businesses already required to comply with waste oil management legislation and an increasing number of carbon footprint and energy efficiency measures in place, RRBOs are set to become an increasingly important cleaner and greener solution for UK workshops.

Behind the scenes

The Tecoil facility in Hamima, Finland, is cutting edge. It uses the regeneration chemical process to remove contaminants, dirt, water and particulates from waste oil, followed by advanced treatments to produce high-quality base oils. Impressively, the entire process is fully powered by green hydrogen produced on site.

This regeneration process achieves a 12x saving on CO2 emissions compared to virgin oil refining and produces the highest quality API Group II/II+/III base oils. The process can be repeated indefinitely, creating a potential “closed loop” system for engine lubricants.

This has enabled TotalEnergies to bring to market the EV3R range. For example, Quartz EV3R (introduced in 2024) is Europe’s first engine lubricant made from 100 per cent premium regenerated base oils and supplied in 100 per cent recyclable containers.

It’s part of the SUSTAINera RECYCLE initiative by Stellantis (ex-PSA) and it’s approved compatible with Peugeot, Citroën, DS, Opel, Vauxhall, Renault and Volkswagen engines, while also meeting the technical requirements of Mercedes Benz specifications.

Quartz EV3R 10W-40 is a prime example of how modern RRBO technology is able to deliver superior performance that meets the needs of OEMs while providing sustainability benefits rights across the lubricant supply chain – from production through to ongoing maintenance.

With proven technology, growing regulatory support, customer demand and market innovations, RRBO lubricants have moved from niche to normal.

KNOW YOUR PARTS Dual-clutch transmissions

Network Vehicle Solutions gives readers of PMM a brief rundown of the benefits and drawbacks of a dual-clutch transmission.

Adual-clutch transmission (DCT) is an advanced type of automated transmission that uses two separate clutches for odd and even gear sets. Unlike traditional automatic or manual transmissions, a DCT can preselect the next gear, enabling smoother and quicker gear shifts without interrupting power flow. This results in improved fuel efficiency, faster acceleration, and a more engaging driving experience, especially in performance and sports cars. DCTs are widely used by manufacturers like Volkswagen (DSG), Ford (PowerShift), and BMW (DCT).

Despite its benefits, the DCT has several common faults. One major issue is jerky or rough gear shifts, especially at low speeds, due to the clutch engagement characteristics. This can be particularly noticeable in stopand-go traffic. Another problem involves premature clutch wear, often resulting from aggressive driving or poor calibration of the transmission control module (TCM). Some models also suffer from overheating, particularly in hot climates or during extended use in traffic, which can trigger limp mode or damage internal components.

In addition, electronics and sensors associated with the DCT system, such as the mechatronic unit, are prone to failure and can be costly to repair. Owners have reported lag or hesitation when shifting, often due to software glitches or faulty actuator systems. Furthermore, unlike conventional automatics, DCTs require specific transmission fluid and regular maintenance; neglect can lead to early failure. While DCTs offer performance benefits, they can be complex and expensive to repair when faults occur, especially out of warranty.

Watch. Car repair on screen

YouTube

Ed Cockill from Uckfield Motor Services reviewed the Kane Five Gas Analyser for the PMM Youtube channel.

Faultdiagnosis

1. We’ve got a Mini in with a misfire problem. Let’s start by plugging the probe into the exhaust and turning the engine on.

2. You can hear it audibly misfiring. Let’s check the live data coming through onto the machine.

3. Immediately the hydrocarbons have shot up and the CO level is very high, which says to me straight away that it’s running rich. This indicates there’s an ignition problem of some kind.

4. After a bit of testing under the bonnet, we found that the coil pack on cylinder one was faulty, I’ve swapped in a good one and the car now sounds a lot better.

5. Let’s double check now with the emissions analyser. This time, I’ll check the live readings through the mobile app, so I don’t need to be close to the exhaust.

6. I can see now everything is back within the parameters they’re meant to be in.

Verdict

There’s no other machine that does aircon on the market and it also does fan speed and humidity, so that’s great. What's good about this machine is that all within one system you can see lots of readings at the same time. It can really help with aircon diagnosis, especially if you've got something like a blockage or a weak compressor or something along those lines that you're struggling to diagnose.

TO WATCH THESE VIDEOS AND THE OTHERS ON THE PMM YOUTUBE CHANNEL SIMPLY SCAN THE QR CODE

LIFEIN AN EV GARAGE

There’s a growing problem in the automotive aftermarket that’s being ignored and it’s going to bite hard if we don’t get ahead of it: EV battery repairs.

While EV battery packs are incredibly reliable overall, when things do go wrong, the issue is usually at a modular level. It is of course possible to replace individual cells or modules, but only if you can get hold of them.

Right now, there’s virtually no structured supply of used, tested battery modules available to independent workshops.

What we need is a specialist aftermarket operation that breaks down EV battery packs, accurately tests and labels modules by state of health, and makes them available for resale to the trade. Not only would this help keep vehicles on the road, but it would also support a more circular, sustainable supply chain.

Without this, we’re all going to struggle. You can’t just swap a brand-new module into a high-

mileage pack. Charge and discharge rates won’t match, and you risk further damage. What we need is access to compatible, aged components and we need them reliably, at scale.

I’ve always said independent garages have a genuine chance to get ahead of main dealers on EVs. Dealers are still figuring out how to work on these cars properly. Many lack the skills, equipment, or mindset.

That’s a huge opportunity for independents ready to step up, and I know many have. But here’s the catch: without a reliable supply of tested battery modules, that opportunity will slip through our fingers.

At Cleevely Motors, we’ve had to build our own stock and break packs ourselves to keep up. But that’s not realistic for all garages.

The bottom line? If we don’t solve this battery supply issue, some independents will miss out on one of the biggest growth areas in automotive repair.

So, who’s going to step up?

Show review: Autopromotec

Pride of the aftermarket

The PMM team recently flew to Bologna for the 60th birthday of the Italian aftermarket trade show, Autopromotec.

Back in May, the PMM team were fortunate enough to be flown over to Italy to attend Autopromotec. It was the 30th iteration of the biennial event, meaning six decades have passed since the inaugural show, when it appeared as SARP (or the Exhibition of Tyre Retreading Equipment), a show primarily dedicated to tyres.

The show is supported by madeinitaly.gov.it as well as the Ministero degli Affari, that’s the equivalent of our Department for Trade. It’s worth nothing that this association between Governments and trade shows is a common feature of trade shows on the continent. One might wonder what the UK’s own homegrown trade show, our very own Mechanex, might look like if the UK Government felt as proud of its aftermarket sector as the German and Italian governments do.

Coming a week after another deflating home display from Ferrari in Imola, a stone’s throw from Bologna, you might expect a weary look on the faces of the Italian delegates. But in an area of the country where red wine and cured meats are so abundant, it’s hard to stay sullen for too long. What’s more, the record numbers the show received meant there were big smiles all around. So let’s take a quick look at some of the numbers. 97,348 people visited the show, with an average of 24,337 each day over the four days. This gives it the highest average daily attendance of

any automotive trade show in Europe.

So it’s a big show for Italian workshops, right? Well, yes that is correct but what might surprise you is that it’s also a big show for international visitors. In fact, 17 per cent of visitors were from abroad –131 different nationalities attended the show, in fact. We came across many foreign visitors, including several who had flown over from America to source garage equipment. Italy, and therefore Autopromotec, is renowned for its cutting edge garage equipment.

At the welcome press conference Sylvia Gotzen from FIGIEFA spoke to international journalists about “our common right to repair”. From Ireland to Bulgaria, Portugal to Finland, FIGIEFA has operations stretching across most of Europe – even our own recalcitrant corner.

The EU is now finding itself in a new

geopolitical context, giving the European aftermarket a renewed focus on competitiveness. “The hidden champion of the automotive industry” needs, argues Gotzen, to fight harder than ever to be heard and to be recognised as the “significant contributor” that it is within the wider European economy. How to achieve that? Well, Gotzen suggests, we can start by going through a rebrand. The “aftermarket” no longer: Meet the Vehicle Lifecycle Industry. Rolls off the tongue, right? Well, if Independent Aftermarket didn’t exactly clarify things for the outside world, at least this new moniker mentions vehicles.

ANFIA, the Italian version of the IAAF, also discussed the importance of tackling counterfeiting activities and stopping the import of fake products from other countries.

Gianmarco Giorda, managing director of ANFIA, spoke about the challenges facing the industry, including new technologies, right to repair, competition from abroad. Among the tools we can use to face those challenges are exhibitions, like Autopromotec.

There is immense value in having the top companies and expertise from across the industry in one room (or, in this case, many rooms). It’s up to you to take notice and engage with those companies around you that have something that could improve your business.

THE SECRETS TOASUCCESSFUL GARAGE

Tim Benson is the owner of multi-award winning Oldfields Garage, opened by his parents in 1991.

At Oldfields Garage we’ve always believed the heart of a good garage is its values. Trust, honesty and a personal touch.

But if the last few years have taught us anything it’s that those values can and should co-exist with digitisation. Post Covid even customers we’d have assumed were “old school” now expect and enjoy a digital journey.

We’ve seen it firsthand. Mrs Jones who is in her 70s and has been coming to us for years used to pop in and chat

at the counter before deciding on work. Now she authorises her repairs online, watches explainer videos we send and thanks us for making things clearer. That shift is happening across the board. You can’t afford to ignore it.

For many independent garages the fear is that digitisation will dilute the personal service that sets us apart from the main dealers. In my experience the opposite is true if you do it right. Digital tools should support your customer experience not

replace it. At Oldfields we still greet everyone by name but we also offer online booking and SMS updates and it’s usually the customers you’d least expect who are most impressed. We see that in our feedback surveys.

People want transparency and control. They’re used to doing everything else online from groceries to GP appointments and we can’t pretend our industry is different.

But what we must hold onto is the ethos behind it all: helping customers make informed decisions, keeping them safe and making them feel valued.

We don’t chase technology for its own sake. We adopt it when it genuinely improves trust and convenience. That’s how you stay relevant while staying true to your roots and it’s something every independent can do with the right mindset and a willingness to learn.

To contact Tim email him at consulting@oldfieldsgarage.co.uk

PMM and Pico Technology are on the lookout for this country’s rising talent this year, with a series of articles highlighting the brilliant work being done in colleges and workshops to close the aftermarket’s skills gap. This November, PMM and Pico Technology will crown the most deserving automotive learner as PMM ’s Top Talent of 2025

A MESSAGETO GARAGES: START RECRUITING NOW!

James Mackay, director of Autotech Academy, has an urgent message to those workshop owners dragging their heels when it comes to apprenticeships and young recruits.

Across the UK, a new generation of vehicle technicians are ready to step into the world of work. With Level 2 and Level 3 qualifications in Light Vehicle Repair and Maintenance under their belts, these young individuals are emerging from colleges with enthusiasm, fresh knowledge and a strong desire to begin meaningful careers in the motor trade. Yet despite their readiness, too many face a familiar and frustrating bottleneck: a lack of opportunity.

The skills shortage across the automotive industry has been well documented. Employers nationwide are feeling the pressure of unfilled vacancies. According to the Institute of the Motor Industry, there are currently around 13,000 unfilled roles across the sector, with technical positions making up most vacancies. Yet, while the demand is undeniable, the routes into employment remain unclear for many newly qualified professionals. This disconnect between the supply of trained vehicle

technicians and the availability of entry-level roles represents one of the sector’s most pressing challenges. Young technicians, often having spent up to three years in full-time college education, are eager to put their skills to use. But without structured pathways into workshops, they risk being left behind. It’s a paradox: a workforce in need of talent, and talent in need of a start.

The experience dilemma

One of the most significant barriers these individuals face is the lack of practical, in-garage experience. Employers seek candidates who can hit the ground running, but how can someone gain hands-on experience without first being given the chance to work in a live environment? This catch-22 situation means many newly qualified technicians are turning to apprenticeships – after completing college – as a last resort to gain access to the trade.

It’s a concerning trend. If we don’t make space for young talent, we risk losing them altogether, not just from our own businesses, but from the sector entirely. And in today’s competitive labour market, other industries are waiting with open arms.

An untapped opportunity

Despite the challenges, this wave of newly qualified talent represents a golden opportunity for automotive employers. These young people arrive in the industry with the core skills, theoretical grounding, and, importantly, no ingrained habits or preconceptions. This makes them highly adaptable and well-suited to businesses looking to build a loyal, skilled workforce from the ground up.

By offering structured early-career experiences, whether through apprenticeships, internships, or trainee roles, employers can develop technicians in line with their specific workshop standards and brand values. With the right

mentoring, this raw talent can be transformed into long-term assets, reducing turnover and future-proofing operations.

With the next cohort of college leavers set to qualify this summer, the timing for action couldn’t be more critical. Employers who move quickly will have the pick of the brightest and most motivated individuals – those who are passionate about the trade and hungry to learn. Delaying risks missing out on these candidates altogether.

The truth is the future of the automotive industry depends on who we bring into it today. Investing in young people isn’t just a short-term fix to plug staffing gaps, it’s a long-term strategy to safeguard the health and sustainability of the entire sector.

For decision-makers across the industry, the message is clear: open the door now, or risk watching this vital stream of talent disappear down other avenues. We cannot afford to let that happen.

LE ARNER NEWS

APPRENTICESHIP CENTRAL AND SCHOOL OF THOUGHT COLLABORATE

Apprenticeship Central and School of Thought are combining their strengths to help tackle one of the biggest challenges facing the automotive industry: attracting, inspiring and retaining the next generation of skilled talent.

Apprenticeship Central specialises in bridging the gap between interest and action – working directly with businesses to recruit, place and retain high-calibre apprentices. With a deep understanding of employer needs, training provider networks, and learner support, Apprenticeship Central is focused on making apprenticeship recruitment simpler, more effective, and supportive for both businesses and young people.

“There’s no one-size-fits-all solution to the skills crisis,” said Eleanor Baker Barnes, Apprenticeship Central. “We believe the only way to create real change is by combining awareness, access and action. School of Thought are doing valuable work at the awareness stage, and we’re pleased to support young people as they take the next step into employment.”

PMM’s RISING TALENT COULD YOU BE OUR TOP TALENT?

PMM and Pico Technology are calling on colleges, workshops, technicians and apprentices to tell us about yourself or someone you know that has excelled as a Rising Talent.

Whether you have overcome issues, succeeded in your college exams, impressed your employer, gone above and beyond in your role with customers –whatever it may be, we want to hear your story!

We’ll be choosing the entrant that has impressed us the most and presenting them with their award at this

November’s MechanexPMM Live and the winner won’t be walking away empty handed!

Pico Technology is offering the winner of this great competition an amazing 4-Channel PicoScope kit, worth £2,365! Not only will the winner take the kit, but they will also bag a day’s training at Pico’s HQ. Not bad!

So how to enter?

Entering this competition is easy. Simply scan the below QR code or go to www.rdr.link/ABW016, enter your details and write a short paragraph about why you or your chosen nominee is a top talent. Good luck!

CASTROL HELPING WORKSHOPS WITH RECRUITMENT AND SKILLS DEVELOPMENT

Castrol has launched two new recruitment and skills development initiatives in partnership with the IMI and ProVQ, an IMI-accredited training provider. Through the new partnership with the IMI, workshops that are part of the Castrol Service Network can now feature their job vacancies as ‘Castrol Featured Jobs’ on the IMI's popular ‘find a job’ webpage, which attracts tens of thousands of monthly users. Company branding and logos are shown alongside the listings for enhanced visibility. To list a job, workshops must submit a detailed job description, including location, salary information, benefits and application details directly to the IMI. The listing is then uploaded within 24 hours.

Castrol and The Race Group are also partnering with ProVQ, an independent, IMI accredited training provider offering high-quality apprenticeship training to students within the Castrol Service Network. The goal is also to reduce the recruitment burden for businesses within the Castrol Service network by pairing them with capable apprentices. The scheme will include high-quality training and assistance with applications for government funding.

Your wellbeing.

Ben’s top tips for better mental health!

1. INCREASE YOUR PHYSICAL ACTIVITY

Exercise is not only good for our physical health, but our mental health too. Exercise also releases endorphins which makes us feel good and is great for improving mood. Aim to do around 30 minutes of exercise per day, whether that’s just a walk or something that really gets the heart pumping!

2. STAY CONNECTED AND KEEP IN TOUCH

There’s nothing better than catching up with someone face to face, but that’s not always possible. You can also give them a call, drop them a note, or chat to them online instead. Keep the lines of communication open: it’s good for you!

3. BE IN THE PRESENT

If we take time to be aware of ourselves and be in the present moment, noticing our own thoughts and feelings, and the world around us, we can gain a better perspective. Sometimes this is known as being more mindful.

4. BOOSTING RESILIENCE

When there are changes, or anticipated changes, it can be unsettling. Building resilience is essential to help us not only cope with change but bounce back quicker.

5. TAKE TIME OUT

Life can be stressful, especially during uncertain times, and juggling work and family responsibilities can take their toll. It’s important to take time to unwind from your stresses – whatever that means to you. That could mean doing anything that relaxes you, such as going for a walk, listening to music, reading or watching your favourite comedy.

What can you do for your mental health?

This month PMM is focussing on a topic that affects us all: mental health.

Meet the runner: Louis Tunmore, MAHA UK

“I was suffering a little bit with anxiety and depression after a couple of things happened in my private life and a good friend suggested rather than seeking counselling and all that kind of thing thatmaybe joining the gym would be a good idea.

“After using the treadmill for a few months I was getting a little bit faster and remembering that I used to run on the road as a kid I thought I'd give it a try and since I've been running on the road I've not looked back really.

“I attended a ParkRun and saw a lot of people I used to work with, even people who don't know you come up and chat and you get to be a familiar face. I've definitely caught the bug and it's a cheap hobby. I'm really enjoying it.

“Everyone else has been supportive and I’ve received a lot of remarks about the change in my attitude and the change in how I look as well. But it’s important to remember you run for yourself. I think it's made me more analytical not just of the data I get from my run but just about everything in life I just give things a bit more thought now before I panic.”

Watch Louis discuss running on MAHA UK’s YouTube channel, simply WWW.RDR.LINK/ABW018

Making a difference: First Step Trust’s Claire Leon

“At First Step Trust, we run a social enterprise and innovative training that create real work opportunities for people facing barriers due to mental health difficulties, learning disabilities, long-term unemployment or experience with the justice system.

“Through SMaRT, our Socially Minded and Responsible Trading garage, individuals gain hands-on experience in genuine working environments, building skills and confidence with guidance through our work placement.

“What sets FST apart is the way we treat people, not as service users but as colleagues. Everyone is part of the team, whether they’re working on vehicles, handling customer service, or managing finances. Our inclusive approach has a meaningful impact in helping people recover a sense of purpose and belonging.

“We’ve also brought innovation through our virtual reality training, which gives people the chance to develop industry-standard skills in areas like health and safety, EV awareness, and servicing procedures in a safe, accessible way. This technology-driven approach allows individuals to build confidence and competence before stepping fully into the workshop environment.

“We are proud to be accredited by the Institute of the Motor Industry and to partner with Halfords, who provide apprenticeship opportunities for participants progressing through our programmes. We also work closely with the Palmer Foundation, who support apprenticeship and college funding to help individuals take that crucial next step into sustained employment.

“The motor trade is often fast-paced, output-focused, and not well equipped to support individuals with complex needs. We need to look beyond gaps in CVs or a lack of formal qualifications and start recognising potential, attitude, and the value of lived experience, and provide people with the opportunity to learn. We’re calling for more trauma-informed workplaces, flexible training routes, and a willingness to give second chances.

“Workplaces also require a commitment to reducing structural and cultural barriers, while recognising that support and high standards can co-exist; mental health awareness needs to be implemented in everyday practice. Line managers should be equipped to have informed, supportive conversations and respond to challenges with flexibility where appropriate. Practices such as phased returns, reasonable adjustments, and open communication help create an environment where individuals can maintain performance while managing their mental health.”

Listen. Inside the PMM Podcast

Talking ADAS

Hi Iain, can you tell us about your history with ADAS?

I’ve been in the motor trade all my life in various guises and working for some big suppliers along the way. Prior to this, I was working for a worldwide equipment company doing diagnostics and ADAS and it gave me a good grounding. I saw an opportunity and took it. So I used that experience to build a business from a ground up.

How did we get to this point where we have what we now call ADAS?

So let’s go back to the 80s before it was an advanced driver assistance system, it was just a driver assistance systems and that included things like ABS and cruise control, really basic sort of crude systems on cars. They only really become advanced in around the early to mid 2000s, when you're looking at the

bigger car manufacturers like Audi and Mercedes introducing radars and cameras onto cars, onto their luxury models, things like the Audi A8 and Mercedes S-Class models. And they stayed like that for a little while.

Then it sort of all changed around 2012-2013 when the Volkswagen Golf, one of the most popular cars on the road, decided they were going to stick radars on their cars. And since then, it's really gone through every car manufacturer there is. Now, there aren’t many cars on the road you'll see without some form of ADAS.

I understand there are different levels.

Currently most car manufacturers are at Level Two autonomy. There are some car manufacturers now

In this month’s episode of the PMM Podcast, host Kieran Nee catches up with A1 ADAS’ managing director Iain Molloy to discuss all things ADAS.

are claiming to have Level Three autonomy, but they’re not your mainstream cars.

So Ian, how many cars then, currently on the road in the UK, actually have some level of ADAS?

So this year, 2025, we're seeing around about 20 per cent of cars having Level Two autonomy. In 2030, I think they’re saying it’s going to be around 40 per cent mark, so it’s doubling within the next five years.

Quite a lot then, and actively growing. What has the reception been

to ADAS then among drivers?

Drivers are probably still unaware about all these gadgets and buttons in the car and I think it's been really down to the poor handover technique from some car manufacturers when it comes to new cars and what all of these features are about. And when there's an issue, that’s the only time they get to know that those systems are fitted. Because a lot of the time you can't see that these systems are fitted. It's only when there's a warning that maybe comes up in the dash that something isn't working correctly as it should do. And then they

Drivers are probably still unaware about all these gadgets and buttons in the car and I think it's been really down to the poor handover technique from some car manufacturers”

refer into the handbook to see what actually is wrong with their car, then they contact specialist companies like ourselves to try and rectify the fault with it.

Yeah, I think quite a lot of drivers, as soon as they get in a car, they want to start turning all these things off. Absolutely, yeah they do, you know, they’re there for a reason, but they see them as bit of an inconvenience or an annoyance. In fact, that little orange light keeps flashing every time I go over that white line, or especially when I don't put my indicator on, yeah, yeah.

Well they've come a long way though, haven't they, I remember maybe five or six years ago

you'd be driving something and as soon as it came within a metre of the white line the car would shudder and freak out. It's lot smoother now.

It is a lot smoother and again it really depends on what car manufacturer you're working with. You know, some are quite aggressive still but I think the sophistication is definitely advanced and from where it was even five years ago.

The sophistication of the ADAS systems has advanced. Have garages kept a pace? What are they saying about ADAS?

I think they’re more in tune with it. When I first started talking about ADAS to garages over 10 years ago, it was like, this is

never going to catch on. This is just a fad. It isn't for me. Now they're a lot more in tune with it. However, I think there's still a little bit of misunderstanding around when and where the system should be calibrated or rectified. I think there's still a preconception out there, it only needs to be fixed if there's a light on the dashboard.

And will it ever come to a point then as ADAS does become more and prevalent in cars and we take each step towards autonomy that if

something does go wrong there'll be a legal ramification on the garages?

There’s always going be a liability at the end of this and if you do something to the car and it affects the safety system on a vehicle, if that vehicle then does go on to have an accident, the insurance companies are going to be looking for somebody to blame. Which is a good reason to make sure that you cover yourself. So whether it's doing it yourself, or you use a trusted partner like ourselves, do it and do it right.

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This month’s FEATURES...

BATTERIES & IGNITION

39 You never know when a RollsRoyce is going to appear on the forecourt. Be prepared, with Autoelectro

40 Ecobat is reminding workshops to support the battery during diagnostic work

43 Can aftermarket spark plugs trump the OE version? Denso thinks so

44 Ignition goes beyond just the spark. NGK’s Becca Knight explains

46 Banner Batteries is getting you prepared for winter

47 Mythbuster: AS-PL clears up whether the alternator can overcharge a battery

ENGINES & TURBOS

49 Troubleshooting loose shaft nuts with Carwood

50 The ECU Testing story so far

52 Revealed: The top five turbo mistakes you might be making

54 Take a look at Nissens’ turbo offering

56 JLM discusses liquid solutions to turbo issues

MOT

59 Comline’s brake products for the MOT season this year

60 TRW’s braking range for the aftermarket

62 The latest changes to the MOT process explained by MOT Juice

Next month…

In the next issue of PMM we’ll be looking at brakes & clutches, remanufacturing, oils, lubricants & additives and tyres, wheels & alignment.

A car that alternates between alternators? That’s exactly what Autoelectro has come across in a super-rare example of a passenger car engine with two alternators: the Rolls-Royce 6.7 V12.

Going for the DOUBLE!

Autoelectro has made a notable discovery: the Rolls-Royce 6.7 V12 engine, found in the latest Cullinan, Phantom and Ghost models (2018-onwards),requirestwo alternators! While some heavy-duty trucks, commercial vehicles and public service vehicles have required two alternators for some time, for a standard passenger car, one alternator is usually enough – but, for the latest Rolls-Royce 6.7 V12 engines, that is not the case.

During a routine new-torange exercise, which results in at least two new part numbers being released every week, AEG1647 was introduced; however, Autoelectro’s production and cataloguing team later identified another OE number with identical vehicle details but differing specifications.

Why use two instead of one?

Upon some research, it transpires that there are also two batteries fitted to the same engine. It was discovered that one is used for traditional vehicle electrical systems, while the other is for specialised equipment. Autoelectro believes the latter is likely tailored to the unique requirements of high-end Rolls-Royce technology –luxury items like fridge, wine cooler, heated and cooled seats, televisions and ‘ambient’ lighting.

Curious about the discrepancy, Autoelectro procured an OE version of the alternator and conducted a detailed reverseengineering process. This investigation revealed a key design feature of the engine: it utilises two alternators, one mounted on the left side and the other on the right. Consequently, Autoelectro developed and introduced a new part number (AEG1689).

Notably, during the same investigation, Autoelectro’s experts spotted that older RollsRoyce 6.7 V12 engines – fitted only to 2003-2017 Phantom models –also have two alternators fitted; however, those are both water-cooled alternators. Autoelectro’s data shows that they are the same alternator (AEK2864), but because there’s such a high electrical load, two alternators are needed to manage it.

Contrastingly, the alternators mounted onto the older Phantom line up on top of each other; whereas, on the newer 6.7 V12 engines, AEG1647 and AEG1689 are fitted on opposite sides of the engine and are not

water cooled – they are air-cooled and have vast air ducts attached to the rear to help with cooling and ventilation for heat dissipation.

The evolution of Rolls-Royce alternators

Interestingly, Autoelectro’s investigation also uncovered that a different Rolls-Royce 6.6 V12 engine from 2009 – used in models like the Wraith, Ghost and Dawn – was fitted with an air-cooled 220A alternator (AEK3692). This led Autoelectro’s engineers to conclude that the latest 6.7 V12 engine design took the best parts from both the previous 6.7 and 6.6 V12 engines.

By using two air-cooled 180A alternators (AEG1647 and AEG1689), it is possible that Rolls-Royce developed a solution to ensure optimal performance and efficient ventilation, eliminating the need for water-cooling systems.

While the automotive aftermarket may not see many Rolls-Royce 6.7 V12 engines with two alternators fitted to them, this example from Autoelectro is not just a fascinating insight, but it also demonstrates the commitment and techniques the remanufacturer will go to in order to further expand its range, availability and pedigree in rotating electrics.

The importance of BATTERY SUPPORT

Reflecting the fact that diagnostic procedures are now a fundamental part of vehicle servicing Ecobat Battery is highlighting the need to actively support the battery when they are running diagnostic processes.

Due to the fact that many diagnostic processes and associated software updates can take several hours, maintaining the correct voltage in the electrical system is vital to perform them successfully. This therefore requires a stable source of power, at the correct voltage, to be constantly supplied to the vehicle’s electrical system.

Naturally, to supply the necessary power requires the right equipment, which is where Ecobat Battery is steering the conversation, and alongside its primary automotive sector charging partner, CTEK, is providing them with the extra information they need, specifically highlighting the dangers of de-rating.

What is de-rating?

De-rating is the process by which electronic equipment reduces its output capacity to prevent overheating or protect internal components from damage due to excessive load or temperature conditions, and in the workshop, this phenomenon can have a significant impact. When chargers or battery support units de-rate, they may fail to provide

the stable voltage required for critical vehicle operations. This can lead to disrupted diagnostics, aborted ECU programming, or malfunctioning electronic systems.

Given the sensitive nature of modern automotive electronics, avoiding de-rating during servicing is crucial. This underscores the need for high quality, reliable battery support units that can maintain their output even under demanding conditions.

Investing in reliable battery support systems ensures that technicians can carry out diagnostics, software updates, and complex repairs without the risk of voltage drops. A stable and consistent power supply prevents unnecessary disruptions and protects sensitive vehicle electronics.

So, when selecting a battery support unit, workshops should only consider units that maintain a stable voltage, even under heavy loads, and prevent heat buildup that could lower output and disrupt operations. In addition, the unit must be designed to handle diagnostics and ECU programming, and provide a precise voltage control, to protect sensitive vehicle electronics.

The sheer number of electronic components now utilised in vehicles has made stable voltage a critical factor in workshop operations. From the infotainment system to ADAS (advanced driver assistance

systems), virtually every aspect of modern vehicles relies on a stable electrical supply. Voltage fluctuations during servicing can corrupt data, damage sensitive components, and lead to unwanted extra costs.

These combined factors position the CTEK PRO120 as the ideal solution to these important issues, as it is a high performance battery support and charging unit that delivers up to 120A of stable power without de-rating, even under demanding conditions. This ensures uninterrupted support for diagnostics, ECU programming, and complex vehicle repairs.

Key features of the CTEK PRO120 include advanced adaptive charging technology, user-friendly controls, and robust construction built to withstand the challenges of a busy workshop. Thanks to convection cooling technology, it can deliver consistent power output, making it a reliable tool for ensuring stable voltage, that’s needed to protect sensitive vehicle electronics.

As can be seen, safeguarding diagnostic procedures is now a necessity, but alongside this reality is the fact a battery performs best when it’s in peak condition. Therefore, the combined benefits of competently undertaking complex diagnostics while also reducing the likelihood of battery failure, is great for customers and helps raise the reputation of the workshop.

Supporting Teslas

In common with every electric vehicle, the ultra-popular pre-2022 Tesla range, incorporates a 12-volt battery to power the vehicles essential low voltage systems such as the lights, heating and touchscreen display, as well as the door locks and alarm. It also powers the vehicle’s onboard computer and diagnostic systems and plays a role in starting the main high voltage battery pack.

The reasons behind this inclusion are straightforward as it allows the manufacturer to not only use a safer, low voltage current for those systems that keep the vehicle operational should the high voltage battery become discharged, but it also offers it a far more cost effective solution to use standardised components also used by other manufacturers that produce combustion powered vehicles, alongside their hybrid and EV models.

dependent on its usage, even the best cared for example will eventually fail at some point and these Tesla batteries are no different.

Evidence from the market suggests that the typical service life is between three and four years. However, the cyclic nature of the electrical loads and usage patterns when fitted in an EV, particularly if the vehicle is often used for short trips drawing heavily of multiple systems and accessories, can leave it in a discharged state, increasing the likelihood of premature failure.

too can have a negative impact on battery life and lead them to fail.

This, however, provides the independent service and repair sector with an opportunity to benefit from the growth in EV sales, and for those partnering with Ecobat Battery, the UK’s largest battery distributor, specifically these pre 2022 Tesla applications.

Somewhat surprisingly the Model 3 and Model X both rely on a traditional lead acid battery, a B24 and B19 type respectively, whereas the Model S uses a U1 type AGM.

Despite the advances in EV technology, batteries still have a finite lifespan and over time they will degrade and fail. Although the service life of a 12-volt battery in an EV application is not predetermined, but

Further risks arise when the weather is extreme, whether that’s when it’s excessively hot or subzero, and if there are charge related issues or the owner is inclined to maximise the vehicles range between recharging, these

Irrespective of the model however, Ecobat Battery includes the original equipment fitment battery in its extensive range, so before surrendering a pre 2022 Tesla to the dealer, independent workshops should first assess the condition of the 12-volt battery and if that’s the issue, providing they use the correct protocols for working on the vehicle, they can order a situatable replacement from one of the company’s many customers, and benefit from the opportunity provided by this popular range of EVs.

Adding some extra SPARK

Denso is a prominent original equipment manufacturer with a comprehensive aftermarket product range, which includes spark plugs that it argues not only match, but often exceed, the performance and durability of many OE products.

Upgrading standard nickel spark plugs with Denso’s advanced iridium plugs can not only bring an older vehicle’s ignition system up-to-date, but is also an effective and inexpensive method of both combatting a failed MOT emissions test and ensuring the lowest possible levels are passed into the atmosphere.

The company’s twin tip (TT) spark plugs, for example, improve the combustion process to the level of a new model, which means that an older vehicle can perform better and more efficiently. The Iridium TT is exclusively designed for automotive applications, while the Iridium Power is intended for non-automotive uses, but both feature a patented 0.4mm iridium centre electrode, for optimal performance.

The reason behind these performance improvements is that Iridium Power and Iridium TT spark plugs are designed and engineered to provide more effective fuel/air ignition in the engine’s combustion chamber. They are usually achieved with a lower initial voltage requirement, which places less stress on the ignition coil, so more energy remains in the coil. This enables the ignition system to perform better under more demanding operating conditions, such as under full load acceleration.

Looking at the various improvements these upgraded plugs deliver, power and torque outputs are an obvious starting point. Upgrading from nickel spark plugs to iridium spark plugs can provide measurable increases in these areas. A study has shown that there was an increase in power of 3 per cent and 4 per cent respectively, by using Iridium Power and Iridium TT spark plugs, compared with the standard nickel type spark plugs. The figures for torque improvement were similarly impressive.

These improvements are made possible by use of finer electrodes, with the Iridium TT having a ground electrode of just 0.7 mm diameter and the centre electrode even smaller at 0.4 mm. These finer electrodes provide less masking to the flame and significantly reduce flame quenching, compared to larger nickel electrodes. The flame is therefore able to grow more quickly, effectively burning more of the fuel and providing a more efficient combustion that produces more power. When it comes to fuel consumption and exhaust emissions, upgrading from nickel spark plugs to iridium spark plugs can have an equally impressive effect. enabling the fuel to be used more efficiently during acceleration and high load conditions. Again, the graph below compares Iridium Power and Iridium TT spark plugs with the standard nickel type spark plugs and reveals the improved fuel consumption that was achieved for the same amount of energy produced by the engine (kWh). This reduction in the consumption of fuel required to produce the same vehicle performance, also results in reduced CO2 emissions, because the fuel is burned more efficiently within the engine rather than in the exhaust.

Driveability is another major concern to motorists, so upgraded spark plugs that can overcome engine misfiring issues and improve the smoothness of the engine, is a great benefit to the overall driving experience.

By upgrading to a higher performance spark plug such as the Iridium TT, the increased ignitability they provide due to their smaller electrodes, reduces the chance of misfires, which then helps the engine run more smoothly when idling. With fewer misfires and a smoother running engine, less fuel is wasted into the exhaust, which means less unburnt fuel passes into the exhaust thus reducing emissions of hydrocarbons and carbon monoxide. The smoother running engine also allows the idle speed to be lowered, further reducing fuel consumption and emissions.

In short, upgrading standard nickel spark plugs with Iridium Power and Iridium TT alternatives brings a wide range of benefits that results in a solution that outperforms the original and makes them the ideal choice for engine performance improvements.

Build Your IGNITION ECOSYSTEM

How often do you hear it? “I just need new spark plugs.” It's a familiar request in workshops up and down the country. But while spark plugs often take the spotlight, they’re just one part of a much bigger performance picture. The ignition system isn’t a bunch of standalone parts - it’s a tightly integrated ecosystem. One that thrives on balance, precision and quality.

Petrol engines rely on a chain of ignition events that must happen in perfect sequence to deliver smooth, efficient power. A healthy spark is vital, but it doesn’t happen in isolation. If you’re only replacing plugs and not considering the rest of the ignition chain, you could be missing the opportunity to deliver peak performance and increased revenue, while increasing the risk of customer complaints.

The weakest link

The ignition system’s job is to generate and deliver a high-voltage spark to ignite the airfuel mixture in the combustion chamber. It starts with the coil generating the voltage, which is passed through ignition leads (where fitted) to the spark plug. The spark plug then does the business of delivering a high-energy spark with perfect timing.

But here’s the issue: that chain is only as strong as its weakest link. You could fit the most advanced spark plugs on the market, but if the ignition coil is underperforming or the leads are deteriorated, your spark quality

Niterra UK’s marketing manager, Becca Knight explains how ignition system maintenance is about more than just a spark.

will suffer. That means poor combustion. That means misfires. That means increased fuel consumption, higher emissions and poorer performance. In an age where efficiency, drivability and emissions matter more than ever, overlooking part of the ignition system is a false economy. Each component relies on the next. That’s why it’s time to start thinking in systems, not in parts.

More than just spark plugs

At Niterra, we’ve spent decades advancing ignition technology under the NGK brand. It’s why NGK spark plugs are trusted by drivers, workshops and vehicle manufacturers around the world. But we’re not just spark plug specialists, NGK is a favourite aftermarket brand that offers the full ignition

package: coils, leads and plugs all designed to original equipment quality and precisely matched to the demands of modern engines. NGK ignition components are engineered to work in harmony. Our ignition coils are developed to deliver the exact voltage required by our leads, which are in turn designed to transmit that energy with minimal resistance to the spark plugs. And when you’re using NGK precious metal spark plugs, such as our Iridium IX or Laser Platinum products, that energy is delivered when it’s needed, generating a powerful and consistent spark even under tough operating conditions. These plugs offer exceptional benefits such as durability, improved engine efficiency, reduced misfires, longer service life and optimised emissions.

A balanced system reduces stress on each component. A correctly functioning coil won’t overwork the leads, and quality leads won’t restrict current or cause misfires at the plug. That means longer life, greater reliability and more stable ignition events across the rev range.

Craft your ecosystem

So what does this mean in practice? It means thinking about what you’re fitting and why. If you’re working on a customer’s ignition system, consider the whole eco system. Replacing worn spark plugs is a great start. But if the coil or leads are past their best, those new plugs won’t get the voltage they need to perform.

Recommending the full ignition system doesn’t just make sense technically, it makes sense commercially too. Educating your customers on why additional component replacement is worthwhile helps you build trust and improve workshop revenue, without compromising integrity. A customer who understands that one failing lead can quickly impact the rest of the system is more likely to approve a more cohesive replacement than risk a return visit after unsatisfactory vehicle MPG.

Offering an NGK-matched set of plugs, leads and coils allows you to deliver a complete, OE-quality solution under the bonnet. That means better long-term results, fewer comebacks, and a clear value-add for your customer. It’s professional, proactive servicing, and it pays dividends for your business.

WORKSHOP TIPS:

Building a balanced ignition system

■ Check the chain: If you’re replacing spark plugs, inspect the condition of the leads and coil too. Signs of wear or arcing mean it’s time for a full replacement.

■ Avoid mixing brands: Combining parts from multiple suppliers may meet basic compatibility but won’t deliver the same performance as a system designed to work together.

■ Upsell with honesty: Use simple explanations to help customers understand the benefits of replacing all components in the chain. A small investment now avoids bigger issues later.

■ Use OE-quality parts: NGK ignition components meet or exceed manufacturer standards for precision, performance and durability.

■ Stay ahead of the curve: Modern engines are more demanding than ever. Investing in the right ignition components is an investment in customer satisfaction.

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Start preparing now for COLDER MONTHS

Banner Batteries discusses the importance of planning ahead for winter.

In today’s automotive landscape, quality isn’t just King – it’s essential, especially when it comes to lead-acid starter and auxiliary batteries. Why? Because these batteries are no longer just about starting a vehicle –even electric vehicles rely on them. They now power a host of critical onboard systems, from adaptive headlights to tire pressure monitoring, making reliability non-negotiable.

This is why leading vehicle manufacturers demand only the best, turning to brands like Banner for their outstanding performance. With a reputation built on excellence, Banner’s lead-acid batteries are the preferred choice for an elite lineup of original equipment manufacturers, such as: Audi, Aston Martin, BMW, Mercedes, Porsche, Rolls-Royce, and Volvo –to name a few.

From Start-Stop AGM and EFB technology to auxiliary power, Banner batteries are trusted to deliver where it matters most. Simply put: ‘Everything starts with a Banner Battery!’

“Top-tier battery performance doesn’t stop at installation.”

Testing and charging

Top-tier battery performance doesn’t stop at installation. Garages and workshops must stay equipped with the latest tools to monitor and maintain battery health –both as a duty of care and to ensure optimal vehicle performance. Here again, Banner leads the charge.

Battery testing is the first line of defence during any vehicle service, and Banner’s BBT HD1+ tester is built for the task. Designed for car, truck, and motorcycle batteries, it measures voltage, internal resistance, and charging-starting performance for both 6V and 12V systems. With its rugged rubber housing and lightweight design, the BBT HD1+ is engineered for precision testing –right down to temperature compensation –without straining the battery.

On the charging front, Banner’s latest Accucharger 15 A and 25 A models set new industry standards. These chargers feature a multi-stage charging process that maximizes battery life and performance. With seven charging phases, a powerful 16V boost function, and maximum charging currents of 15 A or 25 A, these units ensure batteries are always operating at peak efficiency.

Mythbusters

WHAT YOU’VE HEARD:

The alternator can overcharge the battery.

WHAT WE’VE HEARD:

Sorting out fact from fiction in the workshop

The task of the alternator is to convert mechanical energy into electrical energy. It serves as a power source in vehicles, responsible for charging the battery and covering the vehicle’s electrical needs. Its proper functioning is therefore essential for the overall performance of the vehicle. If the headlights appear excessively bright or bulbs frequently burn out, attention should be paid to the voltage generated by the alternator.

Excessive voltage is hazardous to the battery’s lifespan. Prolonged operation of an alternator producing such voltage may lead to battery damage.

“A properly functioning alternator never supplies the battery with a voltage that is considered excessive. Under normal operating conditions, the voltage measured at the alternator terminals may vary between 13.4 V and 14.5 V. Measurements taken at engine speeds above 1600 rpm should be regarded as reliable,” says Bolesław Jarosiński, production engineer at AS-PL. The voltage value depends on engine speed, electrical load, and battery charge level. The higher the speed and the lower the load, the closer the voltage gets to the maximum value. A higher voltage reading does not necessarily indicate a faulty alternator. In some alternators, voltage output may also be influenced by the condition of the vehicle’s electrical system or the operation of an external controller.

An alternator fault causing excessive voltage output is relatively rare. It may result from an occasional alternator rotor malfunction, such as a short to ground at one end of the rotor winding. A malfunctioning voltage regulator is also a possible cause. Other alternator faults usually lead to reduced output in terms of charging voltage and current. Like most technical devices, alternators contain wear-prone components. Monitoring their condition helps avoid unexpected failures during travel.

GET IN TOUCH

Heard something interesting in the workshop (or even the pub) lately and wonder how much truth is in it? Give us a shout and we’ll do our best to sort out the fact from the fiction. Email us at pmm@hamerville.co.uk

Troubleshooting turbos: LOOSE SHAFT NUTS

Get to grips with loose shaft nuts in your turbocharger repairs. Carwood is here to help.

OE-approved remanufacturers like Carwood use special tools and procedures to torque tighten the shaft nut to the vehicle manufacturer’s exacting specification. So, if it becomes loose or spins off altogether, it is almost certainly due to another issue on the vehicle – just like most other turbo failures. That’s why it’s important to always understand why the turbo failed in the first place, and fix it, before fitting a new one. If not, you risk a repeat failure, costing you and your customer time and money.

What is a loose shaft nut?

The shaft nut, also known as a locknut or impeller locknut, secures the shaft assembly. In most cases the shaft nut has a left-handed thread – the opposite direction to the rotation of the shaft – so under normal conditions, the nut should tighten. However, if the rotor seizes, or there is any kind of resistance, inertia will cause the compressor wheel to continue spinning on the shaft and undo the nut, which can then be sucked into the compressor wheel. At speeds still over 50,000 rpm, this can result in catastrophic damage within seconds of the turbo starting.

What causes loose shaft nuts?

Although not as common an issue, loose shaft nuts can be caused by several issues:

■ Overspeeding causes the compressor wheel to expand outwards, but also become shorter. This eases the tension on the shaft, and the shaft nut spins off.

■ Worn or damaged bearings can cause the compressor wheel to rub up against the housing –over time this can loosen the shaft nut

■ Foreign object impact damage to the

turbine and/or compressor wheel can result in an unbalanced turbo shaft, causing wheel to housing contact and potentially the locknut to work loose

■ Restrictions in the oil feed pipe at full boost can cause the bearing system to lock against the shaft, which can cause the shaft to seize –as well as potentially causing the shaft to snap, the inertia can undo the shaft nut

is clean and object free – fit new air filters and replace other components, as necessary

What are the signs of a loose shaft nut?

Several signs can indicate a loose shaft nut –these include:

■ Unusual noise from the turbo whilst driving

■ Loss of power and performance

■ Chipping or pitting to the leading edge of the compressor wheel caused by the nut bouncing around in the turbulent air as the wheel spins

■ Impact marks around the inside of the air intake bore due to the shaft nut bouncing around in the turbulent air

■ Fractured compressor blades and/or completely burst compressor wheel

How to prevent turbo failure due to a loose shaft nut?

■ Follow the manufacturer’s recommended service intervals to keep both the engine and turbo in good condition

■ Change the oil and fit a new oil filter when replacing the turbo – remember to use the correct grade and quantity of oil

■ Correctly install the turbo following bestpractice guidelines

■ Check that the entire air induction system

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■ Always fit new oil feed pipes when replacing or refitting the turbo

How to resolve turbo failure due to a loose shaft nut?

Fortunately, by following some simple, bestpractice advice, the risk of a loose shaft nut can be minimised:

■ Remove the turbo and locate the shaft nut and any broken wheel blades

■ Inspect and clean the entire oil supply and return system for broken wheel blades –this may require the removal of the sump, oil pump and internal oil feed and return lines. Replace components where required

■ Remove the intercooler and check for fragments of broken wheel blades –clean or replace, as appropriate

Whilst this may add additional expense to your customer’s bill, it is far more cost and time-effective than having to fit another turbo, and potentially an engine, when they return with the same issue soon after. So, remember to always diagnose and fix what caused the original unit to fail, before fitting a new turbo.

COMPANY PROFILE

The story of ECU Testing

Now celebrating its twentieth year in business, ECU Testing handles hundreds of ECU repairs a day from its facility in Derbyshire. But the story didn’t start with hightech test benches, purpose-built labs, or a multinational client base. It began in the mind of a teenager on a Derby council estate.

Growing up in a household where money was tight, Roger Bagg left school at 13 with one goal: to become an auto electrician. “Somebody told me, if you want to make money in cars, go into electrics,” he says. “In the mid-90s, most cars were mechanical, with carburettors and pointsbased ignition systems. But they were just starting to bring in ‘black boxes’, which took over the management of the engine. These were the first ECUs. Taking care of them was a bit of a dark art. A computer was now running the engine and no mechanic knew how to deal with it. If you could do it, you were some kind of a local genius.”

As cars started to evolve from purely mechanical systems to increasingly complex electronics, Roger saw an opportunity. Working in a garage by day, Roger enrolled in college to study Electronics and Microprocessing in the evening. Quickly, he moved from tuning engines, carburettors and old-fashioned mechanical engine systems to

becoming an expert in ECUs. Word spread and the garage soon developed a reputation as a specialist in the Midlands.

As the garage became known for its diagnostics expertise, the technology was still relatively new. So much so, that there were only two companies that would supply or repair ECUs. They were overpriced, unreliable, and slow to be repaired – if they could be repaired at all.

Roger explains: “We were seeing more and more control units in cars: ABS, body control, handling, communication, gearboxes, infotainment. Demand was growing, but the two suppliers just couldn’t keep up. We would send a part off, it could often take two weeks to come back, and there was only a 50 per cent chance it would actually work when we got it back. The quality wasn't there and the time frames weren't ideal.”

Roger wanted to build a business that would do things better, with high quality, quick turnaround, no-nonsense pricing and honest customer service.

The turning point

Starting the business with no backing, no equipment and no premises, Roger made do. The first step was to remove a unit from his kitchen, leaving a piece of exposed worktop which would become his basic test bench (much to his wife’s delight!). With a rudimentary electronics rig, a microscope and a soldering iron, ECU Testing was born. After teaching himself to repair a few control units with common failures, Roger set up a website and started offering the service online.

Using early SEO techniques and a marketer's mindset, Roger built a website packed with educational content. “Mechanics would search things like ‘ABS light on Audi A4’ - and I made sure ECU Testing showed up every time. It was an online business first and foremost, but I also built up a lot of partnerships with local garages, who came to me because I was fast and reliable. Before I knew it, I was repairing ECUs for 18 hours a day,” he says. Demand skyrocketed. Within a year, Roger quit his day job and started hiring.

From the outset, ECU Testing stood out for one thing: its unmatched ability to reverse-engineer the latest ECU faults, often years ahead of the competition. Even in the early days, Roger focused on creating a dedicated R&D team, a turning point that solidified ECU Testing’s reputation. He explains: “We don’t try to fix everything – we focus on what matters. We’re first to market with 70-80 per cent of new rebuilds.”

Today, the business operates from a stateof-the-art, 30,000 square-foot facility in Derbyshire. The 80-strong team includes dedicated quality assurance and technical support teams, alongside an industry-leading R&D department. This team of technical experts designs and builds state-of-the-art remanufacturing equipment, enabling advanced investigations into faulty control modules. Custom-built hardware-in-the-loop testing rigs replicate real-world driving conditions –including load, heat, and vibration – to uncover hard-to-detect faults reported by customers.

“From the outset, ECU Testing stood out for one thing: its unmatched ability to reverse-engineer the latest ECU faults.”

Roger continues: “Every unit we rebuild is re-engineered to eliminate the fault and original manufacturing flaws. We have a 0.2 per cent defect rate. We’re confident in our processes and want our customers to be too, so every unit comes with an unlimited mileage lifetime warranty as standard.”

More than 700 phone calls come into ECU Testing each day. Most are from mechanics needing help. The advice is free. “Nine times out of ten, they’re calling for advice. The team is happy to walk people

through diagnostic and troubleshooting steps. If they need to, they send the unit in.” The human-first approach continues online, where ECU Testing offers detailed diagnostics guides and explainer videos based on real search trends. “We’ve always educated the market. And that builds trust.”

Sustainability by design

ECU Testing is committed to being a responsible business. Every ECU repaired avoids the need for manufacturing a new one, dramatically reducing CO2 emissions. Additionally, over 70 per cent of each unit is reused, resulting in minimal waste. The company has also recently invested in a vast solar farm, located on the roof of the building. In addition to powering the entire facility, the solar panels also feed the grid, further offsetting ECU Testing’s carbon footprint.

From a single worktop in a Derby kitchen to a business that handles repairs for thousands of vehicles, ECU Testing’s story is one of relentless focus on quality. Roger’s vision - born from frustration and fueled by curiosity – has grown into an industry-leading company. And as vehicles become ever more complex, ECU Testing remains committed to a simple promise: to stay at the forefront of the industry, keep drivers moving, support mechanics, and demystify technology –one control unit at a time.

The top 5MISTAKES made when installing a turbocharger

Are you making one of these five errors when installing your customer’s turbocharger?

Read these top tips from Melett to find out more.

Turbochargers have transformed modern motoring, significantly boosting the power and efficiency of internal combustion engines. By using exhaust gases to drive a compressor, turbocharged systems deliver improved fuel economy, making them an increasingly popular choice for vehicle manufacturers. However, while the technology offers clear benefits, installing a turbocharger is a complex process that demands precision, technical expertise, and attention to detail.

Anyone who has worked with turbochargers understands that even the smallest installation error can lead to serious, costly engine damage. Issues such as restricted oil flow, mismatched gaskets, or leftover contaminants can not only reduce performance but also result in permanent failure.

In this article, we explore the five most common mistakes made during turbocharger installation and offer practical advice on how to avoid them.

Installing a turbocharger involves far more than simply replacing a component. It requires a full diagnostic assessment of all systems connected to the turbo, including the lubrication, intake, and exhaust systems. Each of these must operate flawlessly to ensure the new turbo functions properly and reliably. Even the slightest deviation from optimal conditions can lead to poor performance or shorten the turbo’s lifespan.

The process also demands specialist tools and a strict adherence to the manufacturer’s guidelines. For example, incorrect bolt torque or misalignment of the oil inlet can lead to leakage or blockage. That’s why it’s critical that the installation is carried out by a qualified, experienced technician.

THE TOP FIVE MOST COMMON TURBO INSTALLATION ERRORS

1 Improper sealing of joints

A frequent mistake is the use of silicone sealant on turbocharger oil connections. While it might seem like a quick fix, silicone is completely unsuitable for this application. It can break away and block oil passages, leading to bearing seizure and often total turbo failure.

Professional installation should always involve a high-quality gasket kit and gaskets designed for the specific model. These provide a secure seal without contaminating the oil system. Gasket alignment is also vital; even a small offset can restrict oil flow, resulting in leaks and accelerated wear.

2 Failure to remove safety caps

Transport plugs are designed to protect the turbo’s internal components during shipping

and storage, but they must be removed before installation. Overlooking these caps, especially by inexperienced fitters, can completely obstruct oil flow. This kind of oversight leads to immediate catastrophic failure of the turbocharger. To avoid this every part should be carefully inspected before assembly to ensure that all transport plugs and safety caps are removed. A final visual check before engine start-up is always a smart precaution.

3 Contaminants left behind from a previous failure

When a previous turbocharger has failed, it’s essential to thoroughly clean the surrounding systems before fitting a replacement. Debris from damaged bearings, metal shavings, and rotor fragments can remain in oil lines, intercoolers, or intake pipes and will quickly compromise a new turbo if left unaddressed.

A proper installation process includes flushing oil lines, cleaning the intercooler, and replacing vulnerable components if necessary. Many workshops now use specialised cleaning agents to eliminate even the smallest contaminants.

4

Neglecting the oil system

The oil system is critical to both lubricating and cooling the turbocharger. Neglecting oil changes, using the wrong type of oil, or ignoring low oil pressure can severely reduce the turbo’s lifespan. Before fitting a new turbo, always replace the oil with fresh lubricant that meets the vehicle manufacturer’s specifications. A new oil filter should also be fitted to ensure

a clean flow of oil. It’s essential to confirm that both the oil feed and return pipes are clear and unblocked, and to check the system’s oil pressure before restarting the engine.

5

Failing to identify the root cause of previous failures

Replacing a turbo without identifying why the original failed is one of the costliest mistakes. Issues such as faulty injectors, clogged air filters, blocked exhausts, or defective EGR valves can all contribute to premature turbo failure and will quickly damage the replacement unit if not addressed. To avoid this, a full diagnostic check of all interconnected systems should be conducted. By correcting root problems, whether that’s a

restriction, a leak, or a malfunctioning component, you ensure the long-term performance of the new turbocharger. It’s also worth reviewing other engine systems that could indirectly affect turbo operation.

Each of these installation mistakes can lead to expensive and avoidable turbocharger failures. Taking care during fitting, using quality components, and maintaining related systems are all essential to reliability and performance. It is also important to remember the long-term business impact that installation mistakes can have, such as damage to reputation, costly warranties, and loss of future business. Remember: the turbocharger is at the heart of an efficient engine, so invest the time and attention to get it right. FOR MORE INFORMATION MELETT simply scan the QR code

An AFTERMARKET solution

Nissens Automotive discusses its turbo offering to the automotive aftermarket.

Despite the rise in the number of electric vehicles, turbocharged internal combustion engines remain dominant in the service and repair sector. In fact, industry forecasts project a 10 per cent plus growth in the turbocharger market by 2030, with the independent aftermarket expected to account for more than 50 per cent of the replacements, within a decade. Driving the growing demand are stricter emissions regulations, the prevalence of downsized engines and the increasing complexity of turbocharging technologies.

In this vibrant market, Nissens Automotive has positioned itself as a leading provider of premium aftermarket turbochargers. The company offers a reliable, high coverage solution designed to meet the needs of independent workshops, and the distributors that supply them. Over the past seven years, Nissens has refined its turbo programme through rigorous research and development, field testing, and strategic commercial planning, ensuring a product that delivers performance, durability, and ease of installation.

Ease of installation

For workshops and the technicians undertaking turbocharger replacement, technical support and ease of installation are key considerations, as these factors provide them with extra confidence and help them to carry out a full and thorough repair.

As a result, another ingredient within the complete Nissens offering is recognition of the critical role of technical support in the successful installation and maintenance of turbochargers. The company therefore provides a comprehensive range of technical support services, including a dedicated turbo hotline, e-learning modules, live learning sessions and technical marketing materials. These resources are designed to equip professional technicians with the knowledge

and confidence necessary for proficient turbo installation, maintenance, and troubleshooting.

Furthermore, 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 product 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. In addition, each is safeguarded by robust packaging to ensure their maximum protection both on the shelf and in transit.

As a result, the installation process is made seamless, allowing technicians to achieve a successful installation on the first attempt, which is the most cost-effective solution for the workshop and its customers.

Development

Nissens takes a distinctive approach to developing its aftermarket turbos. This process involves significant investment in research and development, meticulous testing, and thorough field examinations. By leveraging in house expertise and collaborating with external institutes, Nissens ensures that its turbos meet

the highest standards for performance, reliability, and durability. The result is a product that not only matches, but often exceeds the qualities of the original turbo, earning the prestigious Genuine Nissens Quality stamp, a guarantee of reliability throughout the engine’s lifespan. Furthermore, Nissens remains a leader in aftermarket parts innovation by using high quality materials in many of its turbo models to ensure compatibility with modern, highperformance engines.

For instance, turbos designed for engines that operate under extreme combustion temperatures due to stringent emissions requirements and lean combustion for enhanced fuel economy utilise advanced, heat-resistant alloys such as D5S and 1.4848. Additionally, some Nissens truck turbo models feature highly durable titanium compressor wheels, while high-end engine turbos are equipped with advanced electronic actuators.

Technical advice

Among many technical tips and advice, 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 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.

As mentioned, 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), combine to provide workshops with a reliable repair solution that is straightforward to install and matches the performance of the original unit.

Feedback

Workshops and distributors across Europe have been applauding the Nissens turbo programme. The positive feedback concerning reliability, ease of installation and competitive pricing underscores the company's commitment to delivering high quality products that meet the needs of the aftermarket.

As the demand for turbocharged engines continues to grow, Nissens stands ready to meet the challenges of the evolving market, ensuring that aftermarket professionals have the products, technical insight and support they need to succeed.

LIQUID ASSETS

JLM Lubricants UK takes a look at the hard life turbos are sometimes subject to and proposes a liquid solution before any drastic measures are taken.

There’s no doubting the tenacity of the diesel turbo. With good maintenance, they can last up to 200,000 miles. However, add a dose of neglect into the mix and you’d be lucky to get half that number, before that turbo delivers its last gasp.

Premature turbo failure is not attributed to one act of poor maintenance, such as dirty or old engine oil, for example (although that’s high on the list of reasons for failure). Oil contamination and clogging, excessive exhaust heat, general wear and tear with bearings and seals, naturally degrading over time, can all be brought to bear on the demise of the turbo.

Worryingly, workshops are now reporting turbo failures due to cheap aftermarket parts being used – the motorist engaged in a spot of online buying to cut a few corners, adding up to a hefty bill when they eventually bring their trusty diesel into the workshop, for a proper fix. In some cases, a replacement turbo. The symptoms of a turbo on its way out include excessive blue or black smoke from

the exhaust, loss of power and a high-pitched noise, equivalent to whining. Sometimes oil has entered the intake or intercooler. But the owner can no longer ignore the fact there’s a real problem, which only the professional motor mechanic can fix.

“The question is, can liquid tools help maintain the turbo in a diesel engine and prolong its life?” asks Mike Schlup, head of JLM Lubricants UK. “The answer is undoubtedly, yes. In the last 12 months we’ve seen a significant rise in the number of workshops buying JLM Lubricants’ products for this purpose and placing repeat orders. Preventative maintenance with a good quality injector cleaner will help reduce the contaminant load on the turbo. But if problems begin to become evident then the Diesel Turbo Cleaner, or Diesel Extreme Clean fuel additives will directly target contaminated turbos helping to remove embedded soot from the vanes. These multifunctional liquid tools also benefit the fuel and exhaust system, including the DPF, to further improve performance and reduce contamination throughout the vehicle. Another top seller is JLM’s Engine Oil Flush. This cleans aged and dirty engines oil systems removing sludge and soot-based deposits. In the long return this also benefits the turbo helping to extend the life of the part and cut costs for the motorist. Finally, the JLM Turbo Pre Lube with its fully synthetic MoS2 formula, provides superior lubrication for new and refurbished turbos by preventing oil starvation in the crucial seconds of

operation immediately following installation. You wouldn’t run an engine without first adding oil and the same applies to the turbo.”

JLM Diesel Intake Extreme Clean Toolkit

Pro with the two step fluids

This pro only kit is the solution for a dirty engine that can no longer breathe freely. It cleans the air intake, combustion chamber, intake valves, gas valve, injectors and variable turbo vanes of a dirty diesel engine via the air intake. It’s much more powerful than an additive in the fuel tank and the simple delivery system means a professional mechanic can offer a cost effective but powerful engine cleaning service to their customers which in turn adds additional value to their business.

15 months ago, JLM launched their Liquid Tools campaign. For the modern, diagnostics driven workshop it’s no longer a case of ‘should we use additives?’ more a case of, ‘which additives can we stake our reputation on?’ Top tier additives with an audit trail, laying bare their recognised testing credentials and with powerful active ingredients, are playing a vital role in the workshop.

They’re an important part of the repair over replace movement and, products over parts. Cheap untested products still line the shelves of supermarkets where they’re bought with the weekly shop, or they can be found in the bargain buckets of the automotive stores. Top tier technicians are more concerned about the credentials of a product and its provenance – where it came from, and what it delivers, than they are in the lowest price.

Tried and TESTED

The MOT is not just a tick-box exercise – convert the potential, urges Comline.

For some motorists, the MOT is a yearly stress test – a necessary but often dreaded inspection. But for independent workshops, it’s more than just another task on the ramp: It’s an opportunity to guarantee safety, build trust and grow revenue. Comline Group is confident the MOT can be a business driver –and here’s why. While MOT test fees are capped – currently £54.85 for a car – they still bring in a consistent, reliable income. Plus, with an ever-growing vehicle parc, which at the end of 2024, reported the Department for Transport, stood at 41.7 million, this will only increase MOT demand. With the average age of a vehicle almost 10-years-old, according to the RAC, and older cars likely to have higher failure rates, therefore needing repairs, this spells good news too.

Last year, the RAC also revealed that suspension, braking, lighting and tyres are among the most popular failure items on an MOT, so could independent workshops look to introduce discounts or packages for both the MOT and next service? Ensuring all the safety-critical items are ready for the test.

Press repeat

Providing a great service, fair pricing and follow-ups can all build loyalty and increase the potential of repeat business. Many customers perceive the MOT as a tick-box exercise, so if a workshop becomes a motorist’s go-to, that trust can lead to discretionary work in the future and referrals to friends and family. Even in the competitive and valuable age of digital marketing, ‘word-of-mouth’ remains a powerful tool!

An important part of a ‘great service’ is offering a dependable, high-performing and consistent product line – and at Comline, it has the MOT essentials to support both the independent workshop and motorist.

Parts support

From pads and discs to filters and tie rod ends, Comline offers an array of MOT essentials that help workshops meet demand and take advantage of what the MOT test can lead to.

Comline’s products are, they claim, designed, manufactured and tested to perform long after the motorist drives away from the workshop. There’s great availability too, with the range on offer comprising 14,000-part numbers, including 100-plus for electric and hybrid vehicles. This is supported by its 130,000sq.ft headquarters. Operating 24/7 and thanks to its rapid and efficient AutoStore picking system – delivering 95 per cent availability across 7,500 parts – Comline offers next-day delivery and same-day collection for those nearby.

Each component is rigorously tested to meet the high standards of European manufacturing, including a 900-hour salt-spray corrosion resistance test and over one million fatigue cycles for steering and suspension. It’s why the firm backs its range with a 36month or 36,000-mile warranty – and why its warranty rate sits at just 0.13 per cent.

Comline’s brake pads are engineered with exclusive friction materials and crafted from premium components, manufactured in some of the world’s leading facilities. Integrated Noise Control Technology and testing that exceeds R90 regulations ensure confident, consistent stopping power.

The brand’s coated discs feature a specialist anti-corrosion finish that not only looks good but also simplifies installation. And with calipers made exclusively from new cast iron or lightweight aluminium, they deliver dependable performance and precise fitment every time.

From oil and air to cabin and fuel, every Comline filter is built inside audited production facilities and manufactured to exacting brand standards. Each unit is produced in line with ISO 9001, ISO 14001 and TS16949 certifications.

What happens afterwards?

Comline provides tailored resources that aid workshops in staying competitive and deliver outstanding service. Technical insights and installation tips to troubleshooting guides, Comline keeps workshops well-informed. It also has a marketing portal – full of promotional materials, digital content and special offers – substantiating the point about workshops attracting and retaining customers.

The MOT then may be a routine requirement for motorists, but for independent workshops, it represents a far greater opportunity. It can build trust, generate repair and service revenue, and create longterm customer relationships. With a growing vehicle parc, ageing cars and common failure items that align with core workshop services, there’s clear potential to convert this annual check into a business driver.

And with a tested product range, complete with high availability and comprehensive support, Comline allows workshops to make the most of every MOT.

ZF Aftermarket’s TRW brand offers the market’s broadest braking range with over 18,000 parts.

BRAKING RANGE

With over 18,000 braking components, the TRW range is the most comprehensive on the market, offering OE quality solutions for every passenger vehicle type, from conventional to hybrid to electric. The TRW portfolio includes discs, pads, calipers, actuation systems, hydraulic components and all necessary accessories. These are designed to work seamlessly together, ensuring a perfect fit the first time, faster installation and higher workshop efficiency. This is all fully supported by access to expert training, fitting tips and technical support via ZF [pro]Tech to improve workshop efficiency. TRW’s unparalleled product coverage includes 98 per cent of the European vehicle parc for brake pads (including 100 per cent coverage of the top 20 electric vehicle models in Europe), 96 per cent for discs, as well as 93 per cent for calipers.

At ZF Aftermarket, the manufacturing focus for TRW braking parts is strongly rooted in Europe. For example, 100 per cent of brake pads, calipers and boosters are produced in European facilities. These dedicated production facilities, coupled with advanced R&D centers in Germany, Spain and the Czech Republic, ensure that every component is developed and built to the highest standards of safety, quality, and durability. For example, TRW brake pads feature COTEC coating for up to seven meters shorter stopping distances during bedding-in, DTEC technology that reduces rim dust by 45 per cent, and ultra-lownoise variants to meet evolving vehicle needs.

TRW brake discs are coated as well, using high-performance surface technologies that protect against corrosion and deliver longlasting visual appeal. Manufactured to precise OE tolerances, they ensure no more than 10μm thickness variation and 30μm runout, minimising vibration and maximising safety.

As an OE partner to over 55 major global automotive manufacturers, ZF delivers TRW braking systems for more than half of all rear axle systems worldwide, from the OE factory to the aftermarket. That same engineering legacy underpins every TRW aftermarket part.

All TRW components are end-of-line tested using in-house software and hardware, a level of quality assurance unique in the market. TRW is also leading the way with sustainable production and remanufacturing efforts, such as pre-filled calipers and support for circular economy practices.

EV offering

TRW is a front-runner in electric mobility, offering pioneering solutions such as the Electric Blue brake pad. Scoring 9/10 Noise, Vibration, and Harshness (NVH) rating, these are engineered to address the specific needs of electric and hybrid vehicles and are supplied complete with fixings and rubberized accessories for noise damping. These innovations reflect ZF Aftermarket’s broader approach to supporting customers across the lifecycle of the vehicle helping to Maximize Uptime by delivering reliable, future-ready solutions.

TRW’s heritage includes some of the most important advancements in braking, from the Colette brake caliper to the first 4wheel ABS, to the pioneering Electric Blue brake pads. Now, TRW is shaping the future of mobility with innovations like the Electric Brake Booster (EBB) – enabling vacuumfree braking for autonomous vehicles, the Integrated Brake Control (IBC), smart slip control with no vacuum needed or the Electro-Mechanical Brake (EMB) nextgeneration brake-by-wire technology

“TRW is more than a braking brand. With over a century of experience and a future driven by intelligent technology, it is delivering a premium braking universe that’s enabling our customers to grow, adapt and thrive in a rapidly evolving market” Wittig concludes.

DVSA introduces SELF-ASSESSMENT FORMS

MOT Juice updates readers of PMM on the latest changes to the MOT process.

Over the past few months, Authorised Examiners across the UK have started receiving the DVSA’s new VTS SelfAssessment form – a key part of the updated MOT compliance review process that officially came into effect in April 2025.

The form is part of the DVSA’s move to streamline onsite reviews by replacing or supplementing some of the traditional admin checks with an off-site, self-declared assessment. The form is being emailed directly to the AE listed in the MOT Testing Service (MTS) and must be completed within 14 days. It asks the AEDM to confirm compliance in several key areas:

■ Regular completion of Quality Control (QC) checks

■ Up-to-date equipment calibrations

■ Regular reviews of TQI and Test Log data

■ Actions taken in response to any issues identified

■ Declarations around testing standards and site conditions

If concerns are raised, a follow-up on-site visit maybetriggered.While thenewform introduces an additional step in the process, businesses are generally finding it quick and manageable – provided their systems are in order.

TQI and test log reviews

TQI (Test Quality Information) is a monthly dataset that shows how each tester’s results compare to national averages –particularly failure rates by component. It’s used by the DVSA to assess testing quality, flag anomalies, and identify potential risks. Reviewing their TQI data helps testers ensure they’re consistently applying the correct standards, and highlights where additional training or guidance may be needed.

Test log reviews, typically carried out by Site Managers, are arguably the most important compliance task of all. These checks help confirm that MOTs are being conducted properly: on-site, within appropriate timeframes, and in line with DVSA requirements. They’re essential for spotting red flags such as unusually fast test times or MOTs being completed off-site.

While AEs aren’t expected to carry out these reviews personally, they are responsible for ensuring they’re being done regularly –and the self-assessment form now asks them to confirm this.

Help available

MOT Juice has been gathering feedback from clients who’ve already completed the new form. The overwhelming consensus? With a centralised quality management system in place, the process takes just minutes.

“We’ve heard from dealer group AEDMs who have had to submit multiple forms already, and they’ve all said the same thing: having a centralised system makes it so easy,” said Barry Babister at MOT Juice.

“Because MOT Juice tracks everything in one place, our clients aren’t chasing bits of paper or pulling reports from multiple sources,” Barry added. “Some have completed six self-assessments last month alone. But with a system like ours, they

know exactly what’s happening at each of their sites - and can back up every response with clear, accurate records if ever questioned by the DVSA.”

For businesses without clear oversight of MOT compliance the introduction of this form is a timely reminder: with increased scrutiny from the DVSA, improving your quality management processes has never been more critical.

Onsite reviews simplified

According to the official announcement, most VTSs will still receive periodic onsite visits from examiners. As these checks will be much quicker, they will now also be carried out during other routine VE visits (e.g. signing off a newly qualified tester).

However, VEs will now focus more on test quality and basic compliance checks, rather than an in-person deep dive into systems, processes, and paperwork.

The DVSA’s revised approach is designed to reduce admin burden and improve focus on testing processes, allowing VEs to visit more sites and concentrate on whether vehicles are receiving the correct test result. At the same time, AEs remain accountable for maintaining key compliance standards through effective day-to-day oversight.

What’s new IN THE WORKSHOP?

Product Spotlight

OSRAM launches a 3-in-1

LED inspection light kit

Original equipment manufacturer and renowned lighting specialist, OSRAM, has introduced a brand new inspection light that has three separate attachments, creating an innovative 3-in-1 solution for a variety of tasks.

Coming in a handy and compact case, the LEDinspect 3-in-1 inspection light kit (LEDIL417) is the first of its kind in the OSRAM portfolio. Included are three attachments for the lamp: a standard torch attachment, a thin inspection lamp attachment; with two hinge positions, which rotate 180° and 230° respectively, and a gooseneck light attachment, that can bend and twist to illuminate hard to see locations across the whole car.

The same handle base is used for each of the three attachments, with each having four lighting modes, high, medium, low and flash. There is a magnet on the handle base for hands free working and the end of the gooseneck light attachment is also magnetic, which is helpful if the user needs to retrieve screws or

small objects in hard-to-reach places.

The key benefit of the OSRAM 3-in-1 kit is its adaptability within the professional workshop environment, whether that’s using it as a simple light source to direct light into tight spaces or to see round a bend, the 3-in1 will accommodate every need. The light kit comes with a two year OSRAM guarantee and is rechargeable via USB-C.

OSRAM’s lighting marketing manager, Terri Clark, commented: “We are finding more and more professionals are wanting products that have multiple uses and functions. Introducing our 3-in-1 inspection light kit is sure to suit the needs of many professionals across a variety of sectors, as it’s quick and simple to switch between the different attachments, giving lots of flexibility for them to choose which light source they need for each task.”

WANT TO KNOW MORE?

FOR MORE INFORMATION ON OSRAM WWW.RDR.LINK/ABW034

MESSAGE US YOUR PRODUCT RELEASES OR YOUR FAVOURITE PRODUCTS AT PMM@HAMERVILLE.CO.UK

Low SAPS engine oil

Exol Lubricants has widened its coverage for Ford, Opel, Citroen, Peugeot and more following the release of Optima C3 LSPC 5W-30, its latest new-generation, fully synthetic low SAPS fuel economy engine oil.The product has been specifically formulated by Exol for use in a variety of modern petrol and diesel engines where Stellantis FPW9.55535/03 is specified.

engines made by Stellantis. These include the 1.5 litre BlueHDi (DV5R) diesel engine manufactured before February 2023, 2.0 BlueHDi (DW 10) and 2.2 BlueHdi (DW12).

It is also suitable for vehicles using the 1.2 litre PureTech (EB Turbo Euro 6.1) petrol engines, with a number of vehicles from Citroen, Peugeot, DS, Fiat and Alfa Romeo.

Green lubricant

Optima C3 LSPC 5W-30 is suited to multiple engines deployed across many

Digital caliper measurer

Quick, precise, and built for real-world use, the Laser Tools’ Digital Brake Disc Caliper (part number 9129), is designed to take the hassle out of brake disc inspection. Whether you're carrying out a routine service or a safety check, this smart digital tool allows for fast, accurate measurements. They are fitted with

specially designed caliper jaws that allow them to fit over any wear lip or corroded edge running around the outside of the disc; this lets an accurate measurement to be taken from the true braking surface.

FOR MORE INFORMATION

WWW.RDR.LINK/ABW036

New braking range

HELLA has officially launched its range of premium brakes into the UK aftermarket, marking a significant expansion for the brand after more than a decade of braking success across Europe.

Developed to meet the demands of busy workshops, the braking lineup goes well beyond pads and discs, positioning HELLA as a true one-stop braking solution. It additionally includes calipers, drums and shoes, master and wheel cylinders, and wear indicators, and is complemented by HELLA electronics such as brake-by-wire pedals and ABS sensors.

HELLA brake pads are engineered to OE standards, using over 200 friction material components. Constructed with powdercoated steel backplates and high-shear adhesive, they feature application-specific chamfers and noise grooves to ensure quiet, consistent braking.

FOR MORE INFORMATION ON HELLA

WWW.RDR.LINK/ABW037

When it comes to engine oil, colour rarely tells the full story, but NEOL Lubricants is an exception. The company’s high-performance formulations owe their distinct green hue to something more than branding: it’s the natural result of NEOL’s CuGlide™ technology.

Unlike conventional lubricants, NEOL products derive their colour from a key active ingredient - a copper additive. This gives the oil a vibrant green tone reminiscent of emerald, turquoise, or even classic British racing green, a visible marker of the innovation beneath the surface.

CuGlide™ is a pioneering copper-based anti-wear additive that sets NEOL apart in a crowded market. While traditional lubricants rely on legacy friction modifiers and detergents, NEOL’s copper chemistry forms a highly durable tribofilm - a microscopic protective layer that reduces wear and restores surface defects in engine components.

“CuGlide™ is more than just a performance enhancer,” explains Leyla Alieva, CEO and Co-Founder of NEOL Lubricants. “It’s a rethinking of how engine protection works at a molecular level. The colour is a byproduct of the chemistry - not a dye - which is why we say NEOL is ‘naturally’ green.”

FOR MORE INFORMATION

WWW.RDR.LINK/ABW038

Here is a useful summary of all the adverts that appear in this issue of Professional Motor Mechanic Each is listed with its page number and a direct URL that will get you straight to the relevant online information

Autotech Recruit ..............................................(page 63)

www.rdr.link/ABW100

Autowave Ltd ....................................................(page 53)

www.rdr.link/ABW101

Bailcast ............................................................(page 25)

www.rdr.link/ABW102

Banner Batteries ................................................(page 45) www.rdr.link/ABW103

Bilstein ........................................................(page 2/IFC) www.rdr.link/ABW104

Borg Warner ......................................................(page 48)

www.rdr.link/ABW105

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

www.rdr.link/ABW106

Clarios/Varta ....................................................(page 38) www.rdr.link/ABW107

Dayco Europe ....................................................(page 42) www.rdr.link/ABW108

Denso Europe ....................................................(page 20)

www.rdr.link/ABW109

Draper Tools Ltd ....................................(page 068/OBC) www.rdr.link/ABW110

Ferdinand Bilstein UK Ltd ..................................(page 4) www.rdr.link/ABW111

Ferdinand Bilstein UK Ltd ................................(page 11) www.rdr.link/ABW112

Impact Diagnostics ............................................(page 17) www.rdr.link/ABW113

Kalimex Ltd ......................................................(page 63) www.rdr.link/ABW114

Klarius Products Ltd ........................................(page 63) www.rdr.link/ABW115

Mann & Hummel (UK) Ltd ................................(page 6) www.rdr.link/ABW116

Mechanex ..........................................................(page 57) www.rdr.link/ABW117

MS Motor Parts Direct ......................................(page 27) www.rdr.link/ABW118

Pro-Align Ltd ....................................................(page 20) www.rdr.link/ABW119

Ring Automotive ..............................................(page 42) www.rdr.link/ABW120

SIP Industrial Products ......................................(page 12) www.rdr.link/ABW121

Snap-On Diagnostics ........................................(page 58) www.rdr.link/ABW122

The IMI ............................................................(page 29) www.rdr.link/ABW123

VLS (UK) Ltd ..................................................(page 23) www.rdr.link/ABW124