October 2026
The voice of the independent garage sector
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6 Top Awards
Top Awards glory is within reach
12 Spotlight
What really makes driving a thrill
www.aftermarketonline.net
50 The Aftermarket Quiz
Are you an Aftermarket Troubleshooter?
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3
Editor’s comment
The unintended cost of a
I
found an interesting
higher MOT fee turnover, and they are planning to
MOT centres
perspective on the MOT pricing
add another MOT bay in the future,
and offer £40
debate last week when I took
as they can accommodate more
food vouchers
my own car in for its annual
work.
with every
test. My local garage was booked
The garage is on the outskirts of
up, thanks in part to the demand
a city, so it has local competition,
something the
hike in September, so I had to find an
unlike some more rural MOT stations.
independent
alternative.
In fact, another unit offered MOTs
MOT
just a few doors down. That was the
businesses
slot with discounted its MOT fee to
owner’s main reason for offering
simply
£40; it was the first time I had used
a reduced price, he told me, to be
wouldn’t be able to compete with.
a garage that charged below the
competitive. But he said he made it
statutory maximum.
work. He was happy with how he was
don’t know. But supermarkets
The garage I was able to secure a
£80 MOT,
Is that likely to happen? I really
Thankfully, my car sailed through,
operating; it was profitable, and he
have a history of diversifying into
advisory-free, despite suggestions
said he was happy for it to continue
everything from mobile phones to
that some discounters make up the
as it was.
banking, so perhaps it isn’t such a
difference through additional work,
But it was his reason for thinking a
huge stretch. Either way, it was a
and so when I picked it up I wanted
fee increase might not be the silver
useful reminder that changing the
to see what the owner’s view was on
bullet it is sometimes made out to
MOT fee could have consequences
the pricing debate.
be that really caught my attention. It
beyond simply putting more money
raised an unintended consequence I
into the pockets of MOT stations.
hadn’t heard before.
Like most things in this industry, the
He wasn’t interested in seeing an increase and was happy with charging what he did. To give some context, it was a
He’s convinced that if there is a hike in the fee, then it will be
apparently simple solution might not be quite so simple after all.
good-sized independent with around
exploited by other retail businesses.
12 bays. The MOT work accounts for
His example was that one of the
Chris Callander
approximately 10% of the business’s
supermarket giants could open
Editor
Editor
Production Design
Published by DFA Media Group
chris@aftermarket.co.uk
production@aftermarket.co.uk
Chris Callander
Anthony Wiffen
192 High Street Tonbridge Kent TN9 1BE
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Head of Sales
Finance Department
Average net circulation July 2024 to June 2025
+44 (0) 1732 370 340
ISSN 2516-9149
Angela Lyus
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Managing Director Ryan Fuller
ryan.fuller@dfamedia.co.uk
Marketing Manager Hope Jepson
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Aftermarket is published 10 times a year and is sent free of charge to applicants meeting the publisher’s criteria. All others may subscribe at £60 per anum, £120 Europe and £150 rest of the world. While every care is taken to provide accurate information, the publisher cannot accept responsibility for any errors or ommisions, no matter how caused. All rights reserved. No part of the publication may be reproduced or transmitted in any form or by any means without prior consent of the publisher. The views of contributors do not necessarily represent the views of the publisher.
Copyright: DFA Aftermarket Media Ltd 2026.
SEPTEMBER 2025
For workshops, trust is built over time. NGK has earned its place in service bays everyday by being a name technicians know, rely on and fit with confidence. When the trust matters, familiar quality is a must.
NGK Ignition Parts. We’ve got your back.
NGK part selection has never been easier via the Niterra Part Finder at www.ngkpartfinder.co.uk
Contents
Subscribe to
News Top Awards glory is within reach
6
Two ways to support Ben this Christmas
8
NEW – Quick fixes
10
8
Spotlight What really makes driving a thrill?
12
Opinion Could manufacturer lobbying further extend the life of the ICE aftermarket?
13
Business Maximising the apprenticeship levy
12
16
Technical Diagnostic Doctor tackles a heater matrix fault
18
Testing with purpose, not guesswork
20
In focus Products
24
Rotating electrics
26
Lighting
32
ADAS
34
Batteries & chargers
38
Diagnostics
44
Plus On the move
49
The new Aftermarket Quiz
50
34
42
50
6
Top Awards news
Top Awards glory is within reach The finishing line is getting closer for the 2026 Aftermarket Top Awards, and after months of questions, assessments and challenges, the competition is getting serious.
F
or the technicians still in the running to be crowned Top Technician 2026, the next stop is the semi-final on 3 October at the Delphi Training Academy in Warwick. Reaching this point is an achievement in itself. The competition is designed to test entrants against some of the best people in the trade, and this year’s final ten have already come through several rounds to earn their place. So, congratulations to the 2026 Top Technician semi-finalists: Gary Brown (Arnold Clark), Brian Franklin (Franklin’s Autos Ltd), John Fountain, John Hall (John Hall Auto Electrician), David Harris, Nathan Jacobs (Snows Kia), James Leach (Diagnostic Specialists Wiltshire), Bryan Swales (Bryan Swales Auto Repairs), Kristopher Williams (Fords of Winsford), and Gordon Wright (Lamborghini). There won’t be much time for them to enjoy the achievement before the next challenge begins. At the semi-final, each technician will tackle five 20-minute live fault-finding tasks designed to test
diagnostic ability, technical knowledge and the ability to keep thinking when the pressure is on. And they shouldn’t expect the everyday faults they see coming through the workshop door. The challenges are deliberately unpredictable, giving the judges the opportunity to see how competitors adapt, make decisions and work through problems that may take them outside their usual experience. Good luck to all ten. Getting this far already puts you among some excellent company – now it’s time to see who can make that final step.
A fitting place to put skills to the test The semi-finals take place at the same venue that will host the 2026 Top Awards Finals on Saturday 14 November: the Delphi Training Academy in Warwick. Delphi has supported the competition with its venue, vehicles and judges since 2022, and the Academy is well suited to putting technicians through their paces. It offers more than 9,000sq ft of training space, with more than 15
modern vehicles covering a range of powertrains and systems, seven vehicle lifts, diagnostic equipment, tooling and tyre-fitting facilities. Aliya Lam, Country Director UK at PHINIA, said the Academy’s focus on practical learning makes hosting the competition particularly appropriate. “Hosting the Top Awards finals at the Delphi Training Academy is a real privilege for us,” said Aliya. “The competition represents everything we believe in at Delphi – technical excellence, continuous learning and giving technicians the opportunity to demonstrate what they can achieve.” Those who make it through the semifinal will return to the Delphi Training Academy in November, when the Top Technician finalists face a series of 50-minute live fault-finding challenges. Top Apprentice finalists will also tackle practical challenges, while the Top Garage finalists will present their businesses to an expert judging panel. The finalists in these two categories are due to be confirmed shortly. We’ll introduce the full line-up in the next
7
Top Awards news
issue of Aftermarket, alongside our full preview of finals day.
Come and see it for yourself This year you don’t need to be a finalist, judge or sponsor to experience the competition’s finals. For the first time, the Top Awards Finals are being opened to the wider aftermarket. Garage owners, technicians, apprentices and anyone else working in the trade are invited to come along and see what happens when some of the best people in the industry are put to the test. If you’ve ever wondered what Top Technician is actually like – or thought you might fancy having a go yourself – this is your chance to find out. But the day isn’t just about standing around watching other people work. A host of Top Awards partners will be at the finals showcasing products, equipment and technology and talking to visitors. The 2026 competition is supported by industry partners including Snap-on, TOPDON UK, VARTA, Delphi, JLM Liquid Tools, Garage Hive, OMODA & JAECOO, HELLA, Hofmann Megaplan UK, LKQ Euro Car Parts, Mechanic Mindset, Garage Services Online, Castrol and The Race Group. There should be plenty of opportunity to talk shop, pick up some ideas and catch up with other people from across the trade.
Breakfast is on HELLA Don’t worry if you arrive hungry. Ben’s Big Breakfast will be at the finals, sponsored by HELLA and served from a bright yellow American school bus
provided by Yellow Bus Catering. HELLA is funding the first 250 meals, with visitors encouraged to make a donation to automotive charity Ben. As well as grabbing some food, visitors will be able to find out more about the health and wellbeing support Ben provides for people working throughout the automotive industry.
And then there were winners… Once the tools are down and the judging is complete, attention moves to the DoubleTree by Hilton Coventry for the Top Awards Gala Dinner. That’s when we’ll discover who has done enough to take home the 2026 titles, with the winners of Top Technician, Top Garage, Top Apprentice, the Service Advisor Award
and the Ben Health & Wellbeing Award all revealed during the evening. Whether you’re supporting somebody competing this year, thinking about putting yourself forward in 2027, or simply fancy spending a day with other people who care about doing the job well, we’d encourage you to come along. We’ll have the full finalist line-up, news from the Top Technician semifinal and our complete Finals preview in the next issue of Aftermarket. In the meantime, for more details on the competition, the finals day, and how to book tickets for the gala dinner, follow the link below. aftermarketonline.net/toptechniciantopgarage
IS YOUR EQUIPMENT ENGINEER www.gea.co.uk
GEA ACCREDITED ENGINEER Name XX123456 Company XX123456 Discipline XX123456 Exp Date XX123456 ID Number XX123456
The Garage Equipment Association
The Upholders of Industry standards since 1945
GEA ACCREDITED? For peace of mind always use a Garage Equipment Association member. GEA accredited engineers work to an industry code of conduct. Your assurance their skills and knowledge have been independently assessed.
Ask your engineer for his accreditation card !
8
News
Driver survey highlights what builds garage trust
M
ore than eight in ten UK drivers trust the repair recommendations made by their garage, with new research highlighting the importance of clear explanations and upfront costs. A survey of 2,000 UK drivers, commissioned by Tempcover, found 83% trusted the recommendation made during their most recent garage visit. Long-standing relationships were particularly important, with 54% of those motorists saying they had used the same garage for years. Transparency also played a significant role, with 44% saying an upfront
breakdown of costs helped build confidence and 42% valuing a clear explanation of the fault. Only 5% doubted their garage’s recommendation. Among this group, 46% worried about being overcharged because they lacked the technical knowledge to judge the work themselves, while 17% said the explanation they received was too technical to follow. Cost surprises are another potential issue. Although 78% said their latest bill matched the original quote, a quarter had experienced unexpected costs on previous garage visits, underlining the value of agreeing additional work
before continuing. The findings also suggest garages do not necessarily need to compete primarily on price. Reliability and getting the job fixed correctly was the biggest priority for 42% of drivers, compared with 19% who put cost first. For garage owners, the message is straightforward: fix the vehicle properly, explain what’s needed in language the customer understands, be clear about costs and keep them informed if the job changes. Those basics can play an important part in building the longterm loyalty that the research suggests remains central to customer trust.
Two ways to support Ben this Christmas Automotive industry charity Ben is encouraging garages and businesses to support its work this Christmas through two festive fundraising activities – taking part in Christmas Jumper Day or buying the charity’s Christmas cards and gifts. Ben’s Christmas Jumper Day takes place on Friday 11 December, although businesses, teams and individuals can choose any day during the month. Garages can sign up, encourage their teams to wear a festive jumper and donate £3 per person. Alternatively, workshops can support Ben by buying its charity Christmas cards to send to customers, suppliers, colleagues, friends or family. Ben has produced Christmas cards featuring the motoring artwork of automotive artist Richard Wheatland for 37 years. This year’s collection includes seven designs, including a new illustration, Winter Service, alongside six previous designs. A range of Christmas gifts is also available. Money raised through both activities will help Ben provide practical, emotional and financial support to people working, or who have worked, in the automotive industry and their families. The charity says demand for its services has increased this year. Between April and June, it recorded 3,463 helpline touchpoints, up 8% year-on-year, while the number of support interventions increased 24% to 2,050. With winter bringing additional pressure from household bills and Christmas spending, Ben is encouraging the automotive community to help it continue supporting people experiencing financial, health and wellbeing difficulties. To support Ben this Christmas, garages can take part in Christmas Jumper Day and donate £3 per person (tinyurl.com/5t4vjc6p), or buy Ben’s Christmas cards and gifts (tinyurl.com/yn38ntaw). Anyone working, or who has previously worked, in the UK automotive industry who needs support can contact Ben’s free and confidential helpline on 08081 311 333 or use its online webchat.
OCTOBER 2026
www.aftermarketonline.net
9
News
Niterra renews its partnership with Scuderia Ferrari HP
N
iterra has renewed and expanded its long-standing technical partnership with Scuderia Ferrari HP through a new multi-year agreement, marking a new chapter in a collaboration that has spanned 30 years. For the first time, NTK oxygen sensors will join NGK spark plugs as part of the technical partnership with Scuderia Ferrari HP in Formula 1. As part of the expanded agreement, Niterra has also become an official partner of Ferrari Hypercar in the FIA World Endurance Championship (WEC), where the legendary 24 Hours of Le Mans represents one of motorsport’s
Damien Germès (right), President & CEO of Niterra EMEA, and Lorenzo Giorgetti, Chief Racing Revenue Officer at Ferrari. toughest competitive events. The partnership builds on a
relationship that began in 1996, and Niterra says it reflects the shared commitment of both companies to technical excellence, innovation and performance. “Extending our partnership with Ferrari and supporting both its Formula 1 and Hypercar programmes underscores our shared commitment to innovation, performance and technical excellence”, said Damien Germès, President & CEO of Niterra EMEA GmbH. “This collaboration accelerates the transfer of technology from the racetrack to the road, delivering tangible benefits to our customers while strengthening the global visibility of our brands.”
Win an SBxPRO jacket To mark the launch of its new SBxPRO range for trade professionals, Simply Brands has teamed up with Aftermarket to give two readers the chance to win an SBxPRO branded jacket. SBxPRO has been developed specifically for professional workshop environments, with the initial range covering products technicians use regularly, including direct-fit wiper blades and maintenance sprays such as brake cleaner, instant gasket sealant and EGR valve cleaner. Simply Brands says the launch is the first stage in the development of SBxPRO, with further products set to be added to the range. Two SBxPRO jackets are up for grabs, with two winners each receiving one jacket. To enter, simply answer the following question:
Which of these products forms part of the initial SBxPRO range? A) Brake cleaner B) Brake discs C) Shock absorbers Email your answer, along with your name and contact details, to competitions@aftermarket.co.uk, using ‘SBxPRO Competition’ as the subject line. Entries close on 31 October 2026. Two winners will be selected after the closing date and notified by email. www.aftermarketonline.net
OCTOBER 2026
10
Quick fixes… The Independent Garage Association (IGA) has confirmed that Allianz returns as the headline sponsor of the British Independent Garage Awards for 2027.
News
GSF launches Hot Streak with £3 million prize pot
G
GSF’s 14th new branch of 2026 has opened in Blackpool Technology Park in Bispham, Lancashire.
SF Car Parts has unveiled a huge line-up of rewards as its “Hot Streak” trade promotion returns. The prize pot is valued at £3 million, and customers can earn a range of rewards, including the latest tech. In addition, one lucky GSF customer will win the keys to a brand-new Range Rover Sport S. Running for ten weeks from 14th September to 21st November, each participating customer will have the chance to earn a choice of rewards including large-screen TVs, the latest game consoles, flagship smartphones, coffee machines and premium headphones and all items will be delivered before Christmas. Customers who regularly achieve their target will automatically be entered
NAPA Racing raised over £32,000 for Race Against Dementia at the Knockhill BTCC weekend in early August.
Schaeffler brings aftermarket brands under one identity
The AA has revealed that deer strikes cost businesses almost £350,000 in damages in 2025. Halfords Group has become one of the latest organisations to become members of The Independent Automotive Aftermarket Federation (IAAF)
Servicesure has expanded into Northern Ireland, welcoming Auto Pro Services in Craigavon as its first member. Alliance Automotive Group UK & Ireland (AAG) has acquired the Irish online retailer of car parts and accessories MicksGarage.com. Over 80% of UK motorists want new drivers to demonstrate basic tyre knowledge when learning to drive according to Bridgestone. Castrol become Chinese vehicle company Chery’s recommended aftersales engine oil and ancillary products partner across Europe. Delphi has become an Associated Partner of Brake as part of its commitment to raising awareness of braking safety OCTOBER 2026
Schaeffler is to bring its LuK, INA and FAG aftermarket brands under a more unified Schaeffler identity, with a phased global rollout beginning in the second quarter of 2027. The change will see Schaeffler become the main brand across packaging, advertising, brochures, digital materials and point-of-sale communications. However, the familiar LuK, INA and FAG names and logos will continue to be used as supporting brands. FAG will be the first to make the transition, with new packaging
into the prize draw for the Range Rover Sport S. Featuring a 3.0-litre 6-cylinder twin-turbocharged engine, all-wheel drive, the latest technology and premium materials. Hot Streak is open to all independent garages with a GSF trade account. To be included in the promotion, garages can register now via the GSF TradeHub (https://trade.gsfcarparts.com/ hotstreak) or contact their nearest branch for more information.
appearing from Q2 2027. Schaeffler says the FAG name will remain visible on the packaging to help maintain recognition during the changeover. Importantly for workshops and factors, the move does not mean changes to the products themselves. Schaeffler says product quality, specifications and part numbers will remain unchanged, along with existing business processes and online catalogues. LuK, INA and FAG branding will also continue to appear on the components. Maik Losleben, Head of Repair and Maintenance Solutions at Schaeffler Vehicle Lifetime Solutions, said the single-brand approach would simplify decision making for installers while retaining the recognition built up by LuK, INA and FAG. The company will also introduce common global product naming standards as part of the transition, with training and customer information planned ahead of each stage of the rollout. www.aftermarketonline.net
Advertisement feature
11
One access. Eight brands. All in one place. The new erWin went live in the UK in August. Here is what independent workshops need to know — and what to sort out before their current licences run out.
W
orkshops servicing Volkswagen Group vehicles have spent years moving between separate erWin sites, separate logins and separate licences, one set for each brand. That has changed. Since 20 August 2026 the new erWin has been live in the UK: one central portal, one shop, one login.
What the new erWin is erWin is the official Volkswagen Group online portal for repair, maintenance and diagnostic information. It is operated by Volkswagen Group Info Services AG and brings the previously brand-specific erWin solutions together into a single point of access. Eight brands are covered: Volkswagen Passenger Cars, Volkswagen Commercial Vehicles, Škoda, SEAT, Cupra, Audi and Bentley, plus diagnostic information for Lamborghini. From the portal, licensed users are guided into the connected professional systems of each brand, where the technical work is carried out. Licences run from one hour to 365 days and are brand- and topic-specific: an annual SEAT licence can sit alongside an hourly Škoda licence for the car that comes through the door once a month. You buy only the access the job in front of you needs. Two categories are live today: repair
and maintenance, and diagnostics with the ODIS diagnostic software. Training is marked coming soon — for now, training data runs through your importer.
What changes for your business The practical difference is administration. Your company registers once for a One Business ID account, and your company profile and users are then managed centrally in that single account. Licences are bought for the company rather than the individual and are valid company-wide. Several employees can work at the same time, each under their own licence, and one overview shows everything active across every brand. For workshop groups and multi-site operators, that replaces a set of separate brand logins with a single account.
What you need to do Register your company at erwin.vwgroupdatahub.com — ‘Log in’, top right. Twofactor authentication runs through an authenticator app such as Google Authenticator, Microsoft Authenticator or FreeOTP. Verification by SMS is not supported. Have your company details to hand: companies based outside Germany go through a verification process as part of registration. It runs in the background, so you can register, transfer your annual
licences and buy new ones while the verification is still under way. Your existing erWin stays available until 31 December 2026. Licences bought there can be used until they expire and annual licences can be transferred across, but new licences can only be purchased in the new portal. One point is worth sorting out early. For ODIS diagnostic licences the working context is still mandatory — but you now store it once under My erWin > My profile instead of entering it with every purchase. If you already work with ODIS, nothing has to be applied for: the number is on your Group Retail Portal account, top left, and reads like GBR12345V — country code, five-digit dealer number, brand letter. You hold one per brand; without a dealer number, ask your importer. Install ODIS before you buy: the licence period starts the moment you purchase.
Where to find the detail ● Transition information, rollout dates and FAQs: drivesomethinggreater. com/erwininfo/transition ● Registration and licence shop: erwin. vwgroup-datahub.com ● erWin support: contact form on the portal, Monday to Friday, 9 a.m. to 5 p.m. (Berlin time) One access. Eight brands. All in one place. The new erWin.
12
Spotlight
What really makes driving a thrill? Castrol has published the findings of a study looking at what actually makes driving exciting – and the results suggest it has much more to do with being focused and in control than simply going fast.
W
orking with UK neuroscience company Brainbox, Castrol put drivers through five very different experiences at the PalmerSport facility in Bedfordshire. While they were behind the wheel, or, in one test, sitting in the passenger seat, equipment monitored their brain activity, heart rate, skin response and eye movements. The driving ranged from tackling an off-road course in a Land Rover Defender and driving single-seat karts to getting behind the wheel of a McLaren Artura GT4 race car. Participants also drove a JP-LM race car, a Le Mans-style opencockpit two-seater sports prototype, before experiencing a high-speed run in the passenger seat with a professional driver in control. What the researchers found was that the thrill of driving appears to come from three things working together: physical
OCTOBER 2026
stimulation, how mentally engaged the driver is and their emotional response to what is happening. Get that combination right, and the driver can enter what researchers call a ‘flow state’, essentially that feeling of being completely absorbed in the drive, highly focused on what is happening and confident that everything remains under control. Perhaps unsurprisingly, driving the McLaren Artura GT4 produced the strongest overall response. Brain and body activity increased, but at the same time the drivers showed strong signs of concentration and control. The eye-tracking results were particularly interesting. When driving the McLaren, participants averaged 70 ‘apex-lock’ fixations per minute as they concentrated on the racing line. Their blink rate also dropped to just 2.5 times per minute, compared with a typical
resting rate of around 15 to 20. But the research also showed that speed isn’t necessarily what makes driving exciting. The karting session produced strong signs of engagement despite the much lower speeds involved, while even the slow off-road course generated a positive response. The difference became clearer when the participants swapped the driver’s seat for the passenger seat. During the high-speed JP-LM passenger run, the monitoring equipment picked up signs more closely associated with stress and anxiety than enjoyment. Instead of the concentrated gaze seen when participants were driving the McLaren, their eye movements became much more reactive. Blink rates increased to around 40 per minute and researchers recorded 190 separate eye fixations while the car was cornering. Heart rate didn’t tell the whole story either. Both fear and excitement can send it upwards, so researchers looked at the different measurements together to work out whether a participant was enjoying the experience or becoming overwhelmed by it. Dan Phillips, Co-founder and Director at Brainbox, said no single measurement defines the thrill of driving. Instead, it appears when physical arousal combines with mental and emotional involvement while the driver still feels in control. For anyone who enjoys driving, the overall conclusion probably won’t come as too much of a surprise. A fast car can certainly help get the heart going, but speed by itself isn’t enough. A twisting road, a kart track or even a challenging off-road course can provide plenty of involvement when the driver has something to concentrate on and feels connected with what the vehicle is doing. www.aftermarketonline.net
13
Business
Could manufacturer lobbying further extend the life of the ICE aftermarket?
R
BM Catalysts believes that as the automotive industry transitions towards zero-emission vehicles, growing calls from manufacturers for greater flexibility could have implications extending well beyond the new car market.
ecently, big-name manufacturers have written to the government in a bid to action a relaxation in the ZEV mandate that would allow highly efficient internal combustion engines (ICE), hybrids, plug-in hybrids, range extenders and combustion engines utilising green steel and sustainable fuels beyond the 2025 deadline. While the debate around the future of ICE vehicles is primarily focused on vehicle production and new car sales, the potential knock-on effect of these changes to the automotive aftermarket is something worth noting. If manufacturers, and indeed the industry in general, succeed in securing greater flexibility around the transition, it could mean that combustion engine technologies remain part of the new vehicle market for much longer than
currently forecast. In turn, this would expand the lifespan and commercial relevance of the ICE vehicle parc, creating demand for the components and expertise required to maintain these vehicles. Millions of petrol and diesel vehicles are already on European roads, and their presence will continue long after the sales of new ICE vehicles eventually decline. If hybrid, plug-in and range extender technologies remain a part of the new vehicle mix beyond 2035, the distinction between ICE and EV could become even less straightforward.
Supporting ICE technologies For emissions specialists BM Catalysts, this reinforces the importance of continuing to invest in combustion engine technologies while preparing for the shift in the vehicle car parc.
Mark Blinston, Commercial Director at BM Catalysts, said: “Even if the transition towards zero emissions accelerates, the existing ICE vehicle parc will require maintenance and replacement components for many years. If manufacturers are successful in securing a role for highly efficient combustion engines, hybrids and range extender technologies beyond 2035, that aftermarket lifespan increases significantly.” Modern petrol and diesel vehicles rely on increasingly sophisticated emissions control systems, with CATs, DPFs, GPFs and other components working alongside complex engine management systems to meet increasingly stringent emissions requirements. As vehicles remain in service longer, demand for correctly specified, durable, and compliant replacement components will remain critical. For the aftermarket, this creates opportunity but also a responsibility to maintain investment in product development and vehicle coverage. The potential evolution of the ZEV mandate raises an important question for the aftermarket: will a longer transition to zero emissions mean the industry supports the ICE vehicle parc longer too? For BM Catalysts, the priority is ensuring the aftermarket is prepared for whichever direction the vehicle parc takes, supporting the millions of combustion-engine vehicles already on the road, while continuing to develop the products and expertise required for an increasingly diverse automotive landscape. bmcats.com/news
14
Opinion
EV and hybrid servicing gap could define aftermarket winners and losers The UK aftermarket is approaching a tipping point, as the rapid growth of hybrid and electric vehicles begins to reshape what it takes to run a successful workshop. According to MAHLE, the shift is not just about new vehicle technologies, it’s about a complete rethink of skills, equipment and service capability, with those failing to adapt at risk of being left behind.
T
he traditional workshop model, built around mechanical repair, is giving way to a far more complex environment centred on diagnostics, software and high-voltage systems. The industry has already moved from purely mechanical work to on-board diagnostics (OBD) and high-voltage technology, a shift that is only accelerating as vehicle technology continues to evolve. This transformation is being driven by the rapid expansion of the hybrid and EV parc. While electric vehicles are often perceived as requiring less maintenance, the long-term servicing picture tells a different story. By 2030, there are expected to be 34 million high-voltage batteries in operation across Europe, with around 1.3 million requiring annual maintenance. With battery lifespans typically stretching between 10 and 14 years, the independent aftermarket is set to inherit a significant share of this work as vehicles move out of warranty.
Opportunities and challenges
thermal systems, the growing complexity of modern vehicles is also driving demand For workshops, this creates both an for Advanced Driver Assistance System opportunity and a challenge. Battery (ADAS) calibrations. diagnostics is fast becoming a core However, unlocking these opportunities service area, enabling technicians requires investment, not just in equipment, to assess battery condition and performance, and even predict remaining but in people. The modern technician is evolving into a high-voltage, IT-literate lifespan. At the same time, thermal management specialist, with formal qualifications now essential for working safely on hybrid is emerging as one of the most critical, and EV systems. Structured certification and potentially lucrative, areas of levels for high-voltage work reflect service in hybrid and electric vehicles. the increasing complexity and safety As electrification increases, so too does considerations involved. the demand for sophisticated cooling Andy Lees, Head of Western Europe systems to manage batteries, power at MAHLE Aftermarket UK, said: “The electronics and drivetrains. Both rising workshop of the future is already here, but customer comfort expectations and the there’s still a gap between where some technical demands of modern vehicles workshops are today and where they are driving a significant increase in need to be. Electrification isn’t something cooling requirements. that’s coming, it’s already in the This opens the door for workshops workshop. The businesses that invest in to expand into new service areas, from training, equipment and service capability battery cooling system maintenance to advanced air conditioning and heat pump today will be the ones that benefit as EV and hybrid demand continues to grow.” servicing. While, beyond powertrain and That investment extends to the workshop environment itself. Electrification is driving new requirements around infrastructure, tooling and safety, from insulated tools and personal protective equipment to EV-compatible lifting platforms and dedicated highvoltage work areas. So e-mobility must now be considered in every equipment decision.
Digitalisation Alongside these technical changes, digitalisation is reshaping how workshops operate and interact with customers. Paperless processes, automated vehicle
15
Opinion
check-in systems and real-time data sharing are becoming increasingly common, improving efficiency while enhancing transparency. Digital inspections, video health checks and integrated diagnostics are not only streamlining operations but also helping workshops identify additional work and increase revenue opportunities. Importantly, while some traditional service areas may decline, they are being replaced by higher-value, more technical work. EV servicing can command higher labour rates, reflecting the level of expertise required and the investment needed to support it. In this sense, the transition to electrification is not reducing opportunity; it is redefining it. For the aftermarket, the message is clear. The workshop of the future will not be defined by a single piece of equipment or capability, but by the ability to deliver a complete service solution, combining diagnostics, tools and technical support into a seamless offering. As Andy concluded: “Workshops don’t
Protecting you and your workshop
need to do everything overnight, but they do need a plan. The shift to hybrid and EV servicing is only going in one direction, and those who take steps now will be in the strongest position to grow as the market evolves.” With the pace of change showing
no signs of slowing, the gap between early adopters and those yet to act is set to widen, making the decisions workshops take today critical to their long-term success. www.mahle-aftermarket.com/eu/en
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Business
16
Maximising the apprenticeship levy
F
The IMI demystifies post-reform apprenticeship levy funding to help businesses bring new talent into the workforce
or many job roles across automotive – both technical and non-technical – apprenticeships have been an established and reliable route for employers to future-proof their business. And the Apprenticeship Levy has played a critical role in enabling organisations to tap into this important talent pipeline, providing funding support. However, on 1st August 2026, there was a shift in how the Levy could be accessed. With the skills gap continuing to be a major issue for the sector, the IMI believes it is vital that employers of all sizes understand how to get the most out of the new levy funding mechanism. This will mean clear career pathways can be offered so that the next generation sees the industry as a modern, technology-driven and futurefacing place to build their future.
Who pays into the levy – and who benefits? The levy applies to any employer with an annual wage bill over £3 million and is collected monthly through PAYE at 0.5% of the total annual wage bill. Whilst most SMEs in the automotive aftermarket,
including independent garages and bodyshops, do not have to pay the levy, they can still benefit from it and receive funding to cover training and assessment costs. For those contributing to the levy, the oldest funds in their levy account are spent first and, crucially, will expire if not used within 24 months for funds added up to 31 July 2026 and 12 months for funds added after this date. And that means unused levy contributions are quietly lost on a rolling monthly basis if there’s no active spending plan. But the good news is that levy-paying businesses can transfer up to 50% to another business if it will not be spent before expiring. And that means funds can be transferred to any other employer, not just connected companies, and is often used to support franchises or supply chain partners, for example. The government’s Levy-Transfer Matching (LTM) service connects levy-payers who have unused funds with other employers seeking additional support, to facilitate levy transfers. The reality is, though, that many large levy-paying automotive employers, including main dealer groups, OEM-
owned retail networks, and large fleet or leasing firms, let funds expire unused. For these businesses that do not need the full funding, this money is simply
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Business
wasted when it could be put to good use supporting smaller businesses in the industry who are urgently seeking to grow and develop their workforce. Changing this pattern and ensuring this wasted funding is utilised where it is needed could significantly change the trajectory of automotive skills gaps in the coming years.
Key changes to the levy The Autumn Budget (November 2025) confirmed three changes taking effect for new funds/starts from 1 August 2026: ● Fund expiry – previously, funds expired after 24 months; this is now cut to just 12 months ● Government top-up – the government used to add 10% on top of all levy payments; new funds will no longer be topped up ● Co-investment (levy exhausted) – previously, employers were required to pay just 5% of training fees where levy funds were shared – they are now required to pay 25% ● Non-levy employers – previously, smaller employers paid 5% of training fees for apprentices of any age. Now training for apprentices aged 16-24
is fully funded by the government, providing significant support for smaller businesses and school leavers alike ● From October 2026 – non-levy-paying SMEs will be able to claim a £2,000 cash hiring grant per new apprentice aged 16–24 on top of the fully funded training costs, further supporting smaller employers. The changes to co-investment are set to impact larger employers significantly. For example, an employer in the £9,000 funding band with an apprenticeship starting up to 31 July 2026 would pay just £450 towards training costs, whereas a business with an apprenticeship starting from August onwards will pay £2,250 – a five-fold increase.
How to maximise post-reform levy funding The IMI has a simple checklist for employers looking to hire an apprentice. It’s also worth keeping a note of this practical guidance on how to make the most of the available levy funding: ● Never forget the 12-month expiry date – funding should be carefully allocated
Levy-paying businesses can transfer up to 50% to another business if it will not be spent before expiring and spent within 12 months, or it will be lost without warning ● Transfer unused funds to support smaller partners – don’t let the money go to waste when it could make a real difference to a small business and bring new talent into the sector ● Make the most of fully funded training – non-levy-paying employers don’t need to pay a penny of the training and assessment costs for apprentices from now on, just the apprentices’ wages ● Apply for the hiring grant – launching this October, the £2,000 hiring grant could help smaller businesses tap into the multitude of benefits of apprenticeships more easily tinyurl.com/IMIlevy
18
Diagnostic Doctor
The Diagnostic Doctor tackles a heater matrix fault This month, the Doctor faces a heater matrix fault with an underlying cause that may easily have been missed. If you have a diagnostic dilemma for the Diagnostic Doctor to explore, head over to the Aftermarket website at tinyurl.com/DDoc1026 where you can share the details.
D
iagnostic Trouble Codes (DTCs) and symptoms do not always point directly to the root cause of an issue. Many faults can be misleading, influenced by servicing or assembly or related to known design or operational factors. Fast-Track Troubleshooter, available on supported Snap-on diagnostic platforms with current software, combines OEM information with experience-based repair knowledge to help technicians identify known fault patterns and make more informed diagnostic decisions. That is exactly what helped uncover the root cause in this case. The owner of a 2012 SEAT Leon 1.6L diesel complained of no hot air from
OCTOBER 2026
the car’s heater system, and that the blower motor was also inoperative. A pre scan revealed DTC B10BE 13 (Fresh Air Blower, Front – Open Circuit).
The glovebox and lower trim were removed to access the blower motor. However, a visual inspection of the motor and wiring showed no obvious faults. Power, ground, and continuity were then checked and found to be correct. So, the blower motor was removed for further testing, and with direct power and ground applied, the motor remained inoperative, confirming failure. The blower motor was replaced, and the rheostat was transferred from the original unit. A new pollen filter was also installed. After clearing the codes, the system was brought up to operating temperature and tested; heating performance initially returned to normal. However, a visual inspection of
www.aftermarketonline.net
19
Diagnostic Doctor
the coolant revealed significant contamination. On these vehicles, a silicate bag within the expansion tank is designed to prolong coolant life, but it is a known issue for the bag to burst, allowing debris to circulate and block the heater matrix. This was highlighted within the Troubleshooter Tips in my Snap-on diagnostic tool, and further inspection confirmed the heater matrix was restricted and required replacement. By applying simple diagnostic checks, such as comparing inlet and outlet temperatures, restriction can be confirmed quickly without
unnecessary disassembly. A common mistake in this situation is to replace the heater matrix without addressing the underlying contamination. If the system is not thoroughly flushed, debris can remain, and the fault can return. To prevent repeat issues: ● Ensure the cooling system is fully flushed ● Inspect or remove the silicate bag ● Replace the expansion tank where required
● Use the correct coolant specification Modern diagnostics is no longer just about testing components; it is about understanding how systems behave in real-world conditions. In this case, the Troubleshooter Tips provided clear visual guidance for this issue, something that can help technicians quickly identify the root cause and avoid unnecessary repeat repairs.
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20
Technical
Execute diagnostic plan: Testing with purpose, not guesswork In the latest article in our series from Darren Quinn of Mechanic Mindset, we explore the third stage in the ‘FIXDIT’ diagnostic framework: ‘eXecute Diagnostic Plan. Other articles in the series can be found on the Aftermarket Magazine website at tinyurl.com/AM-FIXDIT as they are published.
I
n the previous articles, we gathered the evidence and then inspected that evidence to build a logical theory. Now we reach the third stage: eXecute Diagnostic Plan. This is where thinking becomes testing. But the objective isn’t to test everything. It’s to perform the right tests, in the right places, and understand what the results mean.
Every test should answer a question It’s easy to become busy during diagnostics. Connect the scan tool. OCTOBER 2026
Check some live data. Measure a few voltages. Scope a sensor. Swap a component. Before long, plenty of tests have been performed, but are we actually any closer to solving the problem? Before carrying out any test, ask: “What question am I trying to answer?” If you can’t answer that, consider whether the test needs to be performed at all. A good test should confirm or eliminate something from your theory. If you suspect a component isn’t operating because it has lost its power
supply, for example, your test should be designed specifically to prove whether that supply is present and capable of carrying the required load. The measurement isn’t the objective. The answer it provides is.
Know what good looks like Before taking a measurement, you should also understand what result you expect. A reading of 12.2V might initially appear acceptable on a nominal 12-volt circuit, but what is the circuit doing at the time? What voltage should actually www.aftermarketonline.net
21
Technical
be present? Is the circuit under load? The same applies to oscilloscope waveforms, pressure readings, current measurements and scan data. Without knowing what good looks like, a measurement is simply a number. This is why technical information, wiring diagrams and known-good data are so important. They allow us to establish a pass or fail condition before the test is performed. Ideally, every test plan should answer three questions: 1. What am I testing? 2. What result do I expect? 3. What will I do next depending on the result? That final question is particularly important. A test should determine your next move, rather than simply adding another measurement to the job card.
The measurement isn’t the objective. The answer it provides is. area containing the fault becomes progressively smaller. The same principle can be applied beyond electrical circuits. When diagnosing a noise, you might first establish whether it comes from the front or rear, then left or right. On a network fault, a strategically chosen test point may help isolate one section of the network from another. Good diagnostics is often as much about proving what isn’t faulty as finding what is.
Divide and conquer
Choose the test to suit the fault
An effective diagnostic plan should also eliminate as much of the system as possible with each test. One of the simplest techniques is the half-split method. Imagine a component isn’t operating and there is a long electrical path between the power source and the component. Rather than checking every connector and section of wiring in sequence, choose a convenient test point somewhere near the middle. If the supply is good there, you’ve potentially eliminated everything upstream. If it isn’t, your investigation moves in the opposite direction. Repeat the process and the
Different faults require different testing techniques. Consider the three common electrical fault types: open circuits, short circuits and resistive faults. A continuity test might help locate an open circuit, but it can be misleading when looking for unwanted resistance. A circuit may show continuity with a multimeter yet fail when asked to carry current. In that situation, a voltage-drop test under load could provide far more useful evidence. This is why there isn’t one universal electrical test. The same principle applies to diagnostic equipment. Oscilloscopes,
multimeters, current clamps, pressure transducers, thermal cameras, smoke machines and scan tools all provide different information. The skill isn’t owning every tool. It’s understanding which tool and test will answer the question most effectively.
Don’t try to prove yourself right There is another important discipline at this stage. Remember the theory developed during Inspect Evidence? Don’t become attached to it. The purpose of your diagnostic plan is to prove or disprove that theory. A result that proves your theory wrong isn’t a failed test – it is valuable evidence that prevents you from continuing down the wrong path. When a test contradicts your expectations, stop and reconsider the evidence. Sometimes the quickest route to the fault is proving your first idea was wrong.
Diagnostic insight Before connecting any diagnostic tool, ask yourself: “What result would make me go in one direction, and what result would make me go in another?” If the answer is “I’m not sure”, the test probably isn’t ready to be performed.
FIXDIT takeaway Every test should answer a question. A strong diagnostic plan turns a theory into a series of logical decisions. Each result should either confirm something, eliminate something or determine what happens next. Once testing has identified the failure, however, the investigation isn’t finished. In the next article, we’ll explore ‘Determine the Cause’; moving beyond what has failed to understand why it failed. Because finding the failed component might fix today’s symptom. Finding the cause helps prevent tomorrow’s comeback. tinyurl.com/FIXDIT
www.aftermarketonline.net
OCTOBER 2026
Join Us at the Top Awards Finals Day on 16th Nov 2026
Finals Day is the pinnacle event of the Top Technician and Top Garage competition, bringing together the best in the industry. Open to all garages and technicians, this exciting day allows visitors to watch finalists complete their practical tasks and interviews, demonstrating their expertise and skills. The event also features supplier showcases, providing hands-on access to the latest tools and technologies, as well as informative seminars covering key industry topics. Whether you’re a participant or a spectator, Finals Day offers a unique opportunity to engage with the automotive community, learn something new and celebrate a dedication to excellence.
FREE TO ATTEND | SEMINARS | NETWORKING PRODUCTS & SERVICES In partnership with
14th November 2026 Double Tree by Hilton Coventry 18.15 - Late Guest Speaker Louise Davies Head of Concepts LKQ Euro Car Parts
Opportunity to meet some of the best minds in the sector and get in touch with the inside track on the business acumen that is driving our industry forward. Not only that, but you also get to do it over a beer and dinner, while you see who has won Top Awards 2026. If you have any questions about the event/awards evening please do reach out to us at toptech.topgarage@aftermarket.co.uk. In partnership with
Save your seat here:
24
Product focus
Save time with new transmission oil filter kits MANN-FILTER has introduced a new range of fully equipped automatic transmission service kits. At launch in September 2026, the range included 30 items, covering models from major European car manufacturers as well as selected Japanese brands, with more to follow later in the year. To save time, improve safety, and reduce error rates, the new kits include the correct filter and any accessories required by the application. When servicing an automatic transmission, important components are often missing, leading to avoidable delays and extra effort. “Our new MANN-FILTER kits for automatic transmissions solve this problem,” said Melanie Moreno, Product Manager at MANN+HUMMEL. Depending on the application, the kit includes a seal, drain plugs, magnets, mounting bolts and an oil sump. With all relevant parts included in a single set, incorrect orders are much less likely and unnecessary downtime can be avoided. At the same time, the risk of installation errors is reduced because no essential accessories are missing and everything is prepared for the specific service.
“Transmission oil filters are often considered a lifetime product on the market,” explained Melanie. “However, we recommend considering a replacement after about 80,000 kilometres, or at the latest when shifting becomes sluggish. With our new service kits, we offer workshops a worry-free solution.”
tinyurl.com/yfnjemhr
OSRAM updates inspection light range with PIVOT 700
OSRAM has introduced the LEDInspect PIVOT 700 inspection light, replacing the previous LEDInspect TWIST 450 in its range. The new model increases maximum light output, providing 700 lumens on its high setting and 280 lumens on low. It can be recharged via USB-C, with a stated charging time of three hours. Designed for workshop and other professional applications, the PIVOT 700 can be adjusted through 180° from side to side and twisted through 360°, allowing the light to be directed towards the working area. An IP54 rating provides resistance to water and dust, while magnetic mounting points on the base and back, together with integrated hanging hooks, provide options for hands-free use. The light also features a redesigned ergonomic grip and an orange casing intended to make it easier to locate in a working environment.
www.osram.co.uk OCTOBER 2026
Mobile oil drainer for cleaner and faster fluid changes
The new Laser Tools Oil Drainer with Extending Catch Pan has been designed to simplify fluid servicing, providing technicians with a mobile, high-capacity waste oil collection system that keeps the work area cleaner while making fluid recovery quicker and more convenient. Laser says it is ideal for use beneath vehicles on two-post and four-post lifts, featuring a 13-litre height-adjustable catch pan that extends from 1092mm to 1575mm, allowing it to be positioned precisely beneath vehicle drain plugs. Collected waste oil drains directly into the enclosed 30-litre storage tank, reducing the risk of spills and minimising workshop clean-up. The integrated oil level indicator makes it easy to monitor tank capacity, while the screw-top drain outlet allows the collected waste oil to be emptied safely and efficiently. www.lasertools.co.uk/Product/9392 www.aftermarketonline.net
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Product focus
The latest range additions from across the aftermarket The latest aftermarket range expansions have added new coverage across suspension, steering, rotating electrics, emissions and other key product categories. Arnott Suspension Products has expanded its suspension replacement range with 16 new products, comprising two rear air struts for Bentley Continental GTC applications, two electronic air struts for Audi A8, S6 and S7 models, 11 ride height sensors and a rear shock for the Porsche Macan. DRiV is expanding coverage for Chinese vehicle applications across its Ferodo, Monroe, MOOG and Champion brands, targeting up to 70% coverage in key categories by the end of 2026. Its expansion includes applications for brands such as MG, Maxus, BYD, Lynk & Co, Chery and BAIC across braking, shock absorbers, steering and suspension, ignition and filtration. Alliance Automotive Group (AAG) has introduced 303 DRI remanufactured steering rack references, covering 84% of the UK car parc. Manufactured by Borg Automotive, the range is available through NAPA Auto Parts stores and AAG affiliated members in the UK and Ireland. WAI has added 21 new references,
comprising five air-conditioning compressors, nine alternators and seven starter motors. New applications include the Mazda 2, electric Volvo EX30, Mercedes-Benz Sprinter 211D and BMW X5 xDrive40e. SELECT Automotive has added 26 window regulators covering front and rear applications. New coverage includes Citroën C4 and DS4, Mazda MX-5, Ford Ka and Mondeo models, together with first- and secondgeneration Nissan Leaf electric vehicles. First Line has introduced 56 new components, including 33 turbo hoses alongside cables, steering and suspension, cooling, wiper motor, braking hydraulics and lubrication additions. Applications include Dacia, Mercedes-Benz, Renault, Volvo, Jeep, Hyundai, Kia and Volkswagen Group models. Finally, BM Catalysts has added 16 emissions references covering 99 fitments and approximately 2.7 million additional vehicles across the European parc. The additions comprise six catalytic converters, eight diesel particulate filters and a gasoline particulate filter, with seven of the new references covering Euro 6 applications.
New borescopes extend inspection options TOPDON has expanded its diagnostic inspection range with the launch of the VIS002 and VIS002 UV borescopes, designed for inspecting tight, dark and difficult-to-access areas. Both models feature 210° two-way articulation and a 4.3-inch IPS colour display, while their heads and cables carry an IP67 waterproof and dustproof rating. Automatic overheat protection is included, and technicians can capture photographs and video during inspections, with a 32GB microSD card supplied and storage expandable to 128GB. The VIS002 uses a 5.5mm, 1MP probe designed to access confined spaces, including fluid lines and engine components. The VIS002 UV adds 365nm ultraviolet lighting alongside white LED illumination, allowing it to be used to locate fluorescent dye leaks and verify hidden security markings.
eu.topdon.com www.aftermarketonline.net
OCTOBER 2026
26
Rotating electrics
Finding the fault behind starter and alternator failures
Autoelectro’s Harnek Bhogal explains what the company learns from returned starter motors and alternators, the tell-tale signs technicians should look for and why finding the root cause matters before fitting a replacement.
U
nderstanding why a starter motor or alternator has failed can help technicians identify an underlying vehicle fault before fitting a replacement and reduce the risk of the same problem happening again. For Autoelectro, returned old cores provide an opportunity to investigate those causes. The Bradford-based remanufacturer tests, inspects and strips returned units, using the volume of components it receives to identify common failures and trends. “By analysing the volumes of returned old cores we look to identify common failures and trends to work backwards to determine the root cause which helps ensure the underlying fault can be addressed before a replacement part is fitted, therefore reducing the risk of the same problem happening again,” explained Autoelectro’s Harnek Bhogal.
Look beyond the alternator One of the most common alternator failures Autoelectro sees involves clutch or freewheeling pulleys that have seized or failed altogether. However, the company says this is more often than not caused by excessive lateral load. This can result from a tensioning or drive belt-related issue where pressure on the alternator pulley system becomes too great and, over time, causes the pulley mechanism to fail. Autoelectro says this can be misdiagnosed as a faulty alternator pulley or bearing. Harnek explained that when the company sees a pallet of old cores with the same failure, it is highly unlikely that they all had faulty pulleys; rather, they were fitted to the same vehicle engine with the same inherent tensioning issue. The removed component can also provide clues. Fine black dust on the front of an alternator casing indicates
the belt has been slipping on the pulley grooves as a result of a tensioning issue. If the alternator is physically wet when removed, Autoelectro says this indicates a leak somewhere in the engine, usually involving coolant, fuel, water or oil.
What burnt-out starters can reveal With starter motors, Autoelectro says the main issue it sees with returned old cores is units that have burnt out. This occurs when they become stuck in the engaged position, causing the starter’s internal components to become too hot and fail. The customer may report that the starter does not engage or simply clicks. Autoelectro says the underlying cause is more often than not a faulty ignition switch that leaves the starter wiring engaged, poor battery condition resulting in the starter having to work overly hard to crank the engine, or another issue such as a bad earth.
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Rotating electrics
The condition of the removed starter can provide further information. If it is physically hot to touch, gives off a burning smell or the shaft has turned blue from heat, Autoelectro says this indicates a starter that has burnt out. While damaged pinion teeth can result from the starter not being fitted correctly, meaning the teeth do not mesh properly with the flywheel.
alternator would have saved them many hours of labour by advising them of where to look in the first place.” The condition of the removed component can also highlight potential causes, including the signs of tensioning problems, leaks, overheating and incorrect starter fitment identified by Autoelectro.
Checks before replacement
Autoelectro has focused on starter motors and alternators since it was established in 1986. The company says specialising in these two product groups has allowed it to develop its technical expertise and understanding of the market. “By focusing on just two core products, we have honed our technical expertise and developed a comprehensive understanding of our market. This specialisation allows us to concentrate on four key pillars: offering a wide range, ensuring strong availability from stock, providing outstanding technical support, and maintaining complete oversight over our remanufacturing
Before condemning and replacing a starter motor or alternator, Autoelectro recommends checking areas including the tensioners, battery condition and vehicle fault codes. Harnek said: “It sounds obvious, but checking things such as tensioners, battery conditions and fault codes are important. We’ve had it in the past where parts have been returned to us with fault codes as evidence, but when we check the fault code, it relates to something entirely different and separate from the alternator. A quick Google of the fault code before the repairer even touched the
Building specialist knowledge
procedures,” said Harnek. Autoelectro says its product and application knowledge covers areas including mounting points, pulley types, terminals, plug layouts and softwarerelated requirements. Technical notes supplied with many products also highlight known vehicle issues and provide fitting advice or best practice information intended to protect against potential warranty issues. Further information is available through Autoelectro’s free-to-trade 1986 Dashboard (www.autoelectro.co.uk/ technical-support), which allows users to search starter motor and alternator applications covering vehicles from the 1970s to the present day. For Autoelectro, analysing returned old cores allows it to identify common failures and trends, work backwards to determine the root cause and provide information that can help technicians address an underlying fault before fitting a replacement. www.autoelectro.co.uk
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Rotating Rotatingelectrics electric
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Test starting and charging systems before winter bites As we head into the darker and colder months and the increased demand this places on vehicle charging and starting systems, WAI highlights the opportunity to get ahead of the game and offer your customers system checks before they cause problems.
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utumn brings a noticeable shift in the demands placed on vehicles. Lights are switched on earlier, heaters and heated screens are used more frequently, and mornings are made more challenging by the colder conditions. This seasonal change presents an opportunity for technicians across the UK to get in early with winter maintenance. Before the next shift arrives, workshops can identify weaknesses in a vehicle’s starting and charging systems, addressing them before they inevitably result in failure. Rotating electrics, including alternators, starter motors and associated components, play a vital role in keeping vehicles moving, working continuously to convert mechanical and electrical energy, helping vehicles start and supplying the electrical power needed to keep them running. When these components begin to fail, the consequences can quickly extend beyond a simple repair. The first signs of rotating electrics issues aren’t always obvious. For instance, a vehicle may still start but take slightly longer to crank. Lights may appear less consistent, a warning light may come on intermittently, or electrical equipment may not perform OCTOBER 2026
Vehicle electrical systems should not be taken for granted as expected. All of which can be blamed on the elements and not where the problem lies. However, as temperatures fall and electrical demands increase, an existing weakness can become a much bigger problem. Alternator failures increase exponentially during winter. Rather than waiting until a customer arrives with a vehicle that won’t start, technicians should see the months leading up to winter as valuable time to assess the condition of the starting and charging systems.
Increased electrical demands Seasonal conditions are, unfortunately, only part of the challenge. The electrical demands placed on modern vehicles have increased significantly as the industry has moved towards a more electrified future. Features such as heated seats, automatic lights and power steering all
contribute to the demands placed on the vehicle’s electrical system, making the condition of the rotating electrics increasingly important. For technicians, a seasonal inspection is therefore about more than simply checking whether the vehicle starts. It is about considering the overall condition of the starting and charging system and identifying whether the components can meet the demands being placed upon them. A component failure can have consequences beyond the repair itself. Additional labour, vehicle downtime and the inconvenience of returning customers can all increase the impact of a failed repair. Reliability, therefore, is an important consideration when selecting rotating electrics. For technicians, this provides reassurance that the replacement component is backed by a focus on quality and reliability. The transition into autumn is a useful reminder that vehicle electrical systems should not be taken for granted. As temperatures fall and electrical loads increase, weaknesses that have remained hidden during the summer can become much more apparent. www.waiglobal.com/eu_en www.aftermarketonline.net
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Rotating electrics
Looking beyond voltage in alternator diagnosis DENSO explains why modern charging systems can make alternator diagnosis less straightforward, and the checks technicians should make before deciding the alternator itself is at fault.
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lternator diagnosis has become more complicated as charging systems have evolved. On many modern vehicles, the alternator regulator communicates with the engine ECU, with charging voltage deliberately varied according to driving conditions, battery state and electrical load. Some systems can reduce charging during acceleration and increase it during deceleration to improve fuel economy. As a result, charging voltage on these systems can vary rather than remaining at the relatively constant level technicians may have expected from earlier charging systems. DENSO recommends taking a systematic approach to charging system diagnosis, starting with the battery. Before investigating the charging system, the battery and its terminals should be visually inspected and the battery fully charged. Open-circuit voltage should be approximately 12.6V or above, with a battery load test carried out if the voltage is satisfactory. A weak or defective battery can produce symptoms associated with charging system faults. The wider system should also be visually inspected. This should include checking the condition, alignment and tension of the drive belt, along with wiring, connections and alternator grounding. Connections should be clean, secure and free from corrosion, while the alternator should also be checked for physical damage, contamination or signs of overheating. Voltage-drop testing can be used to identify wiring and connection faults. On the positive side, DENSO advises measuring between the alternator B+ terminal and battery positive post with the engine running at around 2,000rpm
and electrical loads switched on. Voltage drop should be less than 0.2V. The negative side should also be checked by measuring between the alternator casing and battery negative post, where voltage drop should be 0.2V or less. Excessive voltage drop can indicate poor connections, damaged cables or grounding problems. Regulated voltage and alternator output current should also be measured with the engine running at approximately 2,000rpm, with major electrical loads switched on for the current measurement. The results should be compared with the vehicle manufacturer’s specifications. An alternator can also be tested on a test bench to determine whether its output is within its performance specification. DENSO says that if the test shows the alternator to be out of specification, it should be replaced. If its output is within specification, technicians should investigate the remainder of the vehicle’s charging circuit and other electrical circuits that may affect charging system performance, referring to the vehicle manufacturer’s service information for the appropriate procedures. For modern smart-charging and Stop & Start systems, DENSO says a scan tool is required to distinguish between system, ECU/regulator and alternator faults. Monitoring functions and active
tests can be used to determine whether the issue lies in the alternator or the control system. An oscilloscope can also be used to examine alternator ripple. A normal ripple pattern indicates correct diode and stator operation, while abnormal patterns can identify open or shorted diodes or stator winding faults. Modern alternator diagnosis therefore involves more than checking charging voltage. DENSO’s procedure covers battery condition, the belt drive, wiring and connections, voltage drop, regulated voltage and output current, as well as scan-tool testing on smart-charging systems and alternator ripple testing. www.denso.com/uk/en
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32
Lighting
LED retrofit bulbs: what can garages fit? LED retrofit bulbs remain a confusing area for workshops, with the current MOT rules restricting their use while new ECE-approved products are beginning to change the picture. OSRAM explains where things stand and what garages should consider when customers ask for an LED upgrade.
L
ED lighting is now standard on many new vehicles, but there is an important distinction between factory-fitted LED lighting and LED retrofit bulbs. Factory-fitted LED units are installed by the vehicle manufacturer and homologated with the lamp unit as a single piece. LED retrofit bulbs are aftermarket replacements for headlight and auxiliary lighting applications and are subject to different rules.
What does the MOT currently allow? According to OSRAM, nothing has yet changed in the UK during 2026 and the MOT test does not currently permit the use of retrofit LED bulbs in vehicle lighting applications, with some exceptions. Section 4.1.4 of the MOT test states that existing halogen headlamp units on vehicles first used on or after 1 April 1986 must not be converted for use
OCTOBER 2026
with high-intensity discharge (HID) or light-emitting diode (LED) bulbs. If converted, the headlamp must be failed because the light source and lamp are not compatible. “This therefore does permit the use of LED bulbs in cars pre-1986,” OSRAM said. The company also says LED bulbs can be fitted to single-source headlamp vehicles, such as motorcycles. Elsewhere in Europe, 28 countries, including Ireland, have approved OSRAM NIGHT BREAKER LEDs for specific vehicle types. But this approval has not been granted in the UK.
ECE-approved LEDs The position is developing, however, following approval by the UN ECE Committee this year of LED variants of H11 and C5W bulbs from OSRAM. The company has introduced the NIGHT BREAKER LED SMART ECE H11, which it describes as the first fully ECE R37 homologated LED retrofit bulb, and
NIGHT BREAKER LED C5W ECE, the first ECE R37-approved LED auxiliary bulb. “This means that these two bulb references are road legal on any vehicle in any country as they meet the ECE Reg 37 standard for vehicle lighting,” OSRAM said. “As the UK is a signatory to the UN ECE regulation, these two bulbs must be allowed to be used by consumers.” OSRAM says it is currently in discussions with the Driver and Vehicle Standards Agency (DVSA) and Department for Transport (DfT) to change the MOT test to reflect the approved use of these bulbs. “Therefore the MOT regulations are being changed so that if an ECE approved H11 or C5W bulb is presented at the test it can be passed,” OSRAM said. According to the company, ECEapproved bulbs will include an approval sticker, positioned near the lighting unit so it can be read during the MOT
www.aftermarketonline.net
33
Lighting
inspection. OSRAM hopes this will be an interim measure until legislation changes, with more ECE-approved LED bulbs expected in the coming years.
What should a garage do? “A garage should probably not fit any LED bulbs where they are to be used ‘on public roads’ as generally LEDs are only approved for use ‘Off-Road’ only,” OSRAM said. Instead, the company says garages can recommend ECE-approved halogen or HID upgrades. Where a motorist wants an H11 or C5W LED bulb, garages can also offer the new OSRAM ECE-approved variants. OSRAM says its LEDs state “Off-Road Use Only” on the packaging, except for the new ECE-approved products, which state “Street-Legal”. It says currently only H11 and C5W LED bulbs have an ECE approval standard.
When customers supply their own bulbs Garages may also encounter motorists who have bought LED retrofit bulbs online
reflector or projector may no longer focus the light correctly,” OSRAM explained. “As a result the beam cutoff can become distorted, allowing light to spill above the intended pattern.” OSRAM says early LED bulbs did not match the light output from a halogen bulb, meaning the reflector could not gather the light in the same way. This could result in an inaccurate beam pattern and glare, which is why LED bulbs were deemed for off-road use only. “This is still the case today with LED bulbs,” OSRAM said. “The difference being that the ECE-approved H11 and C5W LED bulbs developed by OSRAM produce light to replicate a halogen light output and so will work with the complex surface reflectors and put an accurate beam pattern on the road.” For now, the current MOT restrictions remain in place, while OSRAM is in discussions with the DVSA and DfT over changes to accommodate its ECEapproved H11 and C5W LEDs.
and ask the workshop to fit them. “The market is flooded with cheap, poor quality products that could cause damage to a vehicle headlamp,” OSRAM said. “We would not recommend garages fit cheap, no name branded bulbs from untrustworthy marketplaces.” OSRAM says that, at present, no other brand of bulbs has an LED ECE approval. If an OSRAM product is presented, it says garages should only allow the fitment of H11 or C5W ECE-approved LED bulbs. “If they present OSRAM H7 LED bulb, then they must educate the motorist on the rules and suggest valid upgrades,” the company said. OSRAM again notes the exception for pre-1986 vehicles and single-source headlamp vehicles.
Why can retrofit LEDs cause glare? OSRAM says fitting an LED bulb into a headlamp originally designed for halogen can alter the beam pattern because its optics were engineered around the exact size and position of a halogen filament. “When the light source changes, the
www.osram.co.uk
Available online or from your local LKQ/ECP Branch.
The three facts of light
#1
Check & Change
Be proactive – check all the lights are working correctly on your vehicle. Look for bulbs that are blown or flickering or dim and consider changing them before they burn out!
#2
Change in pairs
#3
Upgrade your vision
Be smart – headlights function best when both are working. Change them in pairs to ensure you get a balanced light on the road ahead.
Buy and fit genuine OE quality bulbs this lighting season. Don’t compromise the safety of your customers and the reputation of your business. With OSRAM bulbs, you can be sure you are buying and fitting quality assured bulbs that meet all the necessary regulations.
Be road ready www.aftermarketonline.net 17116 01 OSRAM Bulbs 190x130mm Aftermarket Mag.indd 1
Be innovative – upgrade your headlights for ones that are brighter and whiter such as NIGHT BREAKER® 220, meaning you can see further and react faster to dangers and obstacles on the road.
osram.co.uk/am OCTOBER 2026 07/09/2026 15:16
34
ADAS
Don’t defend the invoice. Explain the repair How can front-of-house teams explain ADAS calibration without turning every customer collection into an awkward conversation? A1 ADAS Group’s Richard Taylor answers the questions service advisors ask most often and shares practical ways to make those conversations easier.
O
ne of the hardest conversations at the service desk today isn’t explaining why a repair is needed. It’s explaining why the customer’s bill suddenly includes another £200 or more for something they’ve never heard of, can’t see and weren’t expecting. As more ADAS-equipped vehicles arrive in independent workshops, that conversation is becoming increasingly common. Yet research by the Institute of the Motor Industry (IMI) found that while 86% of drivers already have at least one ADAS feature on their vehicle, only 18% could correctly identify what ADAS is. For decades, motorists have been able to see what they’ve paid for. New tyres or brake discs are obvious. ADAS calibration is different. The value isn’t in something that’s been replaced, but in making sure technology already on the vehicle is working exactly as intended. Working with independent workshops
across the country every day, there are many questions we keep being asked. Let’s look at how you can best handle them
“Customers keep asking why ADAS has added another £250 to the bill. What’s the best way to explain it?” The biggest mistake is making ADAS calibration sound like an optional extra. Instead, explain that it’s the final stage of completing the repair properly. Modern vehicles use cameras and radar sensors for features such as autonomous emergency braking, lane keep assist and adaptive cruise control. If those systems have been affected during repairs such as a bumper removal, suspension work, or certain body repairs, they need recalibrating before the vehicle is returned. This isn’t about selling additional work. It’s about completing the repair to the correct standard and, where the vehicle manufacturer specifies calibration
following that repair, making sure those safety systems continue to perform as intended.
“I’m worried about overwhelming customers with technical jargon.” Customers don’t need to understand radar technology or calibration targets. They simply need to understand that the cameras and sensors controlling features such as emergency braking and lane assistance rely on extremely accurate positioning. Explaining that calibration is the final check before the vehicle is safely returned is usually all most customers need. How you say it is just as important as what you say. Don’t apologise for the process or make it sound like an awkward extra. Treat it as another professional stage of completing the repair, because that’s exactly what it is.
“Customers tell us there aren’t any warning lights on and the car drove perfectly before the repair. What do we say?” A dashboard that’s free from warning lights doesn’t necessarily mean the
35
ADAS
system is operating exactly as intended. ADAS relies on cameras and radar sensors being positioned with incredible precision, so a sensor can be slightly out of alignment without triggering a fault. It’s also entirely possible the vehicle drove perfectly before the repair. ADAS isn’t just there for everyday driving. It’s there for the unexpected moment when emergency braking or another driver assistance feature has to react in a fraction of a second. Calibration simply makes sure those systems continue to perform as they were designed to.
“What should I do if a customer refuses the calibration?” Nobody wants an awkward conversation about cost, but that conversation is far easier than explaining why a vehicle was returned without a required calibration. Think about what ADAS systems are designed to do. Autonomous emergency braking, for example, is
constantly calculating speed, distance and closing rates. If those calculations are compromised because a system hasn’t been correctly calibrated, that’s not a risk any professional garage should be prepared to accept. The customer’s safety comes first. Protecting your business is another reason to make sure every required stage of the repair has been completed and documented before the vehicle leaves your workshop.
“How can we avoid customers getting bill shock?” Start the conversation early. Don’t wait until they’re collecting the car. Before discussing the price, answer three simple questions. Why is it needed? Why now? Why are we doing it? Explain the reason before you explain the price. Once customers understand why calibration is necessary, the invoice
becomes part of the repair rather than an unexpected extra.
“Is there anything simple we can do that helps customers understand the value of the work?” Yes. Show them the calibration report. Many systems produce reports with diagrams showing the target positions and measurements used during the calibration. Customers don’t need to understand every figure, but they quickly recognise that this isn’t somebody plugging their car into a machine and pressing a button. It’s a measured, documented process carried out with precision by a qualified ADAS technician using manufacturer-approved procedures and equipment. You’re not asking the customer to simply take your word for it. You’re showing them exactly what was done. One simple change in wording can also make a surprising difference. Don’t say: “It’s just procedure.” Say: “It’s the difference between hoping those safety systems are accurate and knowing they are.”
“What’s the one thing every front-of-house team should remember?” Don’t assume customers know what ADAS is. We talk about it every day. Most motorists don’t. The best service advisors don’t sell ADAS calibration. They explain why it forms part of a professional repair. That’s an important distinction because you’re not trying to justify an additional charge. You’re demonstrating the standard your workshop refuses to compromise. a1adassolutions.co.uk
36
ADAS
Choosing the right ADAS calibration system for your workshop As ADAS calibration becomes a routine workshop requirement, choosing the right equipment is increasingly important. From physical and digital targets to mobile systems, diagnostics and reporting, workshops need to consider not just vehicle coverage, but accuracy, workflow and how the system will fit their business, as Hella Gutmann explains.
Surround view Blind spot detection
Emergency braking Adaptive cruise Pedestrian detection control Collision avoidance
Traffic sign recognition
Park assist
Park assist
Cross traffic alert
Parking assistance/ surround view Collision warning
Blind spot detection Surround view
A
dvanced Driver Assistance Systems (ADAS) are now the norm in most vehicles entering independent workshops, making camera and sensor calibration an increasingly essential workshop capability rather than a specialist service. As demand for calibration grows, investing in the right equipment represents a significant capital decision. However, selecting a system is not simply about choosing equipment that can initiate a calibration sequence. Workshops need to consider available space and vehicle coverage, while ensuring the system can deliver verifiable accuracy and compliance. One of the key considerations is how calibration targets are managed, positioned and stored. Physical and digital systems offer different
advantages depending on the type of work a workshop undertakes. For workshops considering ADAS calibration for the first time, modular physical systems, such as Hella Gutmann’s CSC-Tool SE, can provide a
cost-effective and scalable approach. High-quality modular frames feature spring-supported cross-members for simple, single-operator height adjustment, while low-profile base supports allow radar positioning and mechanical wheel clamps can integrate with four-wheel alignment systems. The modular approach also allows workshops to expand vehicle coverage as required, purchasing additional target panels as specific vehicle marques enter the workshop. For technicians working outside a conventional workshop environment, mobile calibration systems, such as Hella Gutmann’s CSC Mobile, offer greater flexibility. Compact physical systems can be transported in a van, providing multi-brand camera and radar calibration capability for mobile technicians.
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ADAS
At the other end of the scale, highthroughput workshops managing a diverse vehicle parc may benefit from digital target systems. Cloud-connected digital displays can present OE-conforming patterns dynamically, eliminating the need for dedicated target racking while allowing XXL formats for LCVs and commercial vehicles to be displayed without bulky multi-panel assemblies. Digital systems can also receive target updates through software as new vehicle models emerge, providing a flexible approach to managing changing calibration requirements.
Calibration Regardless of the system selected, however, calibration accuracy must remain a fundamental consideration. If a vehicle has uncorrected structural misalignment, incorrect ride height or chassis variance following a repair, even a marginal discrepancy can alter the physical relationship between the sensor and the road. Basic calibration equipment may complete the diagnostic sequence without identifying these errors, potentially leaving a sensor misaligned even after the calibration process is complete. Equipment should therefore actively enforce strict pre-condition checks before allowing the calibration routine to proceed. Verifying vehicle level, individual wheel thrust angle, tool distance and sensor height alignment ensures the vehicle geometry is checked before calibration begins. Guided alignment systems, such as Hella Gutmann’s CSC-Tool PRO, can provide live positional data to help technicians complete the setup accurately, reducing manual calculation errors and removing unnecessary guesswork from the calibration process. “Investing in ADAS capability is not a one-size-fits-all decision,” said Julian Goulding, Head of Garage Equipment at Hella Gutmann. “It is about choosing the right system that suits your specific workshop workflow. Look for systems that guarantee setup accuracy, integrate directly with multi-brand diagnostics,
The modular approach also allows workshops to expand vehicle coverage as required and provide complete, auditable proof of OE compliance.”
Integration Diagnostic integration is another important consideration. Calibration hardware cannot function effectively in isolation and needs to communicate directly with multi-brand diagnostic platforms throughout the repair workflow. The process begins with a diagnostic pre-scan, identifying stored diagnostic trouble codes, verifying sensor communication protocols and confirming vehicle readiness before mechanical setup takes place. The integrated calibration routine can then support static alignment, dynamic road-test calibrations and 360-degree surround-view procedures through a unified diagnostic interface. Remote diagnostic capability is also becoming increasingly important as newer vehicle models introduce secure gateways and electronic component protection. Access to live remote
diagnostic services enables technicians to complete complex module coding and gateway unlocks in-house, helping workshops avoid subletting these procedures to franchised dealers.
Reporting Alongside completing the calibration itself, workshops increasingly need to demonstrate that the correct procedures have been followed. Insurers, fleet operators and accident management networks are demanding greater transparency around repair standards, making comprehensive documentation an important part of the calibration process. Modern diagnostic and ADAS calibration equipment can automatically compile hard-copy or digital audit reports, linking the initial diagnostic scan, setup parameters, thrust-line measurements and final post-scan results into a permanent vehicle history record. As ADAS becomes an increasingly routine part of vehicle repairs, workshops now have more options when it comes to building their calibration capability. The right choice will depend on the type and volume of work being carried out, available workshop space, mobile requirements and investment budget. tinyurl.com/HELLAadas
38
Batteries & chargers
The 12V battery is still killing hybrids and EVs and the aftermarket needs to be ready
Data from Which?’s car reliability survey confirms something many in the trade will already recognise: the humble 12V starter battery is proving to be one of the weakest links in modern hybrid and electric vehicles. Battery supply company Veloris looks at what is behind the problem and how independent workshops can help their customers deal with the issue.
T
he survey, covering more than 63,000 owners between April and June 2025, found full hybrid owners four times more likely to suffer a flat or failed 12V battery within four years than petrol drivers, and EV owners more than twice as likely. Petrol and diesel sit at a comparatively benign 1.4% and 1.8%. By brand: Hyundai’s EVs top the table at 16.1%, Kia’s EVs at 7.5%, Toyota/Lexus full hybrids at 10.3% and 9.4%. At model level it gets starker; Lexus LBX (29.2%), Hyundai Ioniq
5 (27.3%), Kia EV6 and Soul EV (both 18.8%) fail at 10-20 times the rate of an equivalent petrol car.
Why these batteries are struggling The 12V units fitted as standard across this parc are conventional flooded lead-acid — excellent at cranking, poorly suited to what hybrids and EVs now ask of them. Keeping infotainment, telematics and DC-DC converter cycling alive while parked puts these batteries through repeated slow, shallow
discharge-recharge cycles rather than the brief high-current burst they were designed for. That cycling pattern drives acid stratification and early sulphation, and life expectancy drops accordingly. A Kia spokesperson told Which?: “In 2024, Kia issued an ICCU software update to improve charging of the 12volt battery and manage its voltage/ thermal behaviour.” Hyundai cited similar updates for the Kona and Ioniq 5 models. Toyota and Lexus, by contrast, point to a hardware issue (undersized
For the models named in the survey, here’s the direct replacement and, where the vehicle’s charging system supports it, the AGM upgrade:
Model
Fault rate
Direct replacement
AGM upgrade
Lexus LBX (2024-)
29.2%
LP202
LF202 / A10
Hyundai Ioniq 5 (2021-)
27.3%
LP027
LF027
Toyota Yaris Cross (2021-)
19.1%
LP202
LF202 / A10
Kia EV6 (2021-)
18.8%
LP027
LF027
Kia Soul EV (2019-24)
18.8%
LP079
LF012
Hyundai Kona Electric (2018-24)
16.7%
LP079
LF012
Toyota Yaris (2020-)
12.2%
LP202
LF202 / A10
Ford Kuga PHEV (2020-)
11%
LP079
LF012
Toyota Corolla Hatchback (2019-)
8.9%
LP079
LF012
Toyota C-HR Hybrid (2017-23)
8.3%
LP027 / LP079
LF027 / LF012
On Hyundai and Kia models, check for an outstanding software campaign before replacing the battery as without it, the fix may only last a few months. On Toyota and Lexus models, confirm charging system compatibility and battery location before offering the AGM upgrade; where either rules it out, an OEspec replacement plus a CTEK charger is the safer recommendation
Batteries & chargers
39
original-fit batteries) and have moved to higher-capacity units at the factory, with retrofit inspection and free replacement where affected.
AGM is the logical upgrade but not a universal one AGM handles cyclic, partial-state-of-charge duty far better than flooded lead-acid, making it the obvious upgrade but with two caveats worth checking first. AGM needs a higher charge voltage than flooded batteries. Some platforms accept an AGM fitment without issue; others won’t charge it correctly without a BMS update, if one exists at all. So it is important to check compatibility before fitting. AGM also dislikes heat: where the OE battery sits near a heat source, an AGM upgrade won’t deliver any real service-life improvement over the original. Where AGM isn’t a safe fit, the more reliable choice is a likefor-like OE-technology replacement, backed by supplementary smart charging rather than a chemistry change.
The upsell: smart charging Supplementary charging is also a straightforward upsell. A CTEK NXT5 alongside a replacement battery gives the customer a maintenance charger with a recondition mode aimed at reversing early-stage stratification and sulphation, whether the fitted battery is flooded or AGM. For fleet and vehicle sales operations, the CTEK CS ONE (second generation) is the stronger fit as its WiFi connectivity allows ongoing condition monitoring across a fleet, flagging batteries heading for failure before they strand a driver.
A stock-holding question for distributors This has a knock-on for distributors too. Ioniq 5, EV6, Corolla and Yaris variants are high-volume cars, and these fault rates mean 12V demand is running well above standard parc-based forecasting. Distributors risk under-stocking the lines, with accelerated turnover of both direct replacements and AGM upgrades; the latter typically carries lower stock depth than flooded or EFB equivalents. None of this is a defect confined to one manufacturer or technology; rather, it’s a reminder that the 12V system is under more strain in hybrids and EVs than it ever was in a conventional car. For the aftermarket, that’s not a problem. It’s demand. veloris.com
40
Batteries & chargers
Why battery testing should be routine Routine battery testing can help workshops identify charging issues and deteriorating batteries before they result in failure. Banner explains why a simple battery check should form part of the workshop routine.
A
s with most things in life, it’s very often a case of sticking to the simple things, and when it comes to one important aspect of life in the garage, this should certainly be the case. As most technicians will agree, battery testing is simply battery best practice. That said, it still seems to be a procedure that continues to be overlooked, and to the detriment of both the garage owner and customer. And for those who might need some persuading, here are some interesting facts to take on board as to why implementing a battery testing procedure makes sense. To start with, it is believed that nearly a third of cars that enter a vehicle workshop have a battery that is in need of recharging, with a further 10% that should be replaced. That means over 40% of vehicles that a garage services enter with an issue. So for whatever reason a vehicle is in a workshop, whether it’s routine servicing, MOT testing, diagnostics or repair, it makes perfect sense to undertake a voltage test and to check its battery’s condition. Not only does this show a duty of care to the customer, but it also
helps reduce the incidence of battery failure on the road, which is obviously the scourge of any driver. View it as a win-win. So it is here that the likes of Banner’s latest heavy-duty tester, the BBT HD1+, falls into the workshop critical piece of equipment category.
Simple step-by-step procedure Using the heavy-duty tester is a simple process following the correct procedure: ● Locate the battery in the vehicle. ● Connect the positive and negative terminals to the respective ones on the tester. ● The current battery voltage is displayed immediately. ● Select the battery type: Standard, AGM, GEL. ● Select the standard (EN Europe). ● Select the cold start current (Cold
Cranking Amps CCA). ● The ‘Charge & Check’ test result will be displayed. ● The result can be printed out directly. ● If required, charge the battery. ● Repeat the battery test. ● Reprint the test results. The BBT HD1+ can be used to test the voltage (including internal resistance in mΩ) and charging/starting status of 6V and 12V batteries – with temperature compensation – without overburdening the battery. Both new and used standard, AGM or GEL batteries can be tested, with full report information being displayed on the BBT HD1+’s internal, illuminated LCD display. The measured values can then be used by the technician to discuss the battery’s condition with the customer. All of the test information, such as the battery’s state of health and state of charge, can also be printed out using the integrated graphics printer. The tester can be programmed in eight different languages, and it incorporates a robust and heavy-duty clamp set, together with an overextended cable, a feature that makes it particularly useful when batteries are in inaccessible locations. Last but not least, software
41
Batteries & chargers
is also included for the logging of the measurement results on PCs.
Make it OE quality If the testing indicates the need for a replacement battery, choosing original equipment quality batteries such as those supplied by Banner helps ensure the vehicle leaves the workshop with both the driver and garage owner assured of unhindered performance in the months and years ahead.
Finding the correct battery fast Since the advent of AGM and EFB technology, using the optimum battery for the vehicle type is paramount. That’s why suppliers like Banner actively promote tools such as its online portal, www.bannerbatteryfinder.co.uk. This system is very easy to use: garage technicians enter the relevant vehicle registration, and the search facility does the rest. As well as displaying the relevant battery for the vehicle in question, supplementary information is presented in the form of the relevant
part number, capacity, power rating and Suggested Selling Price (SSP). So there you have it. Never fail to test; check for the correct battery for the
vehicle involved, and always choose original equipment quality. www.bannerbatteryfinder.co.uk
WHEN IT NEEDS FIXING TAPE IT. WIRE IT. SECURE IT. TIE IT. CONNECT IT. WITH RING CORE CONSUMABLES.
www.ringautomotive.com
/ringautomotive
17116 02 CORE consumables Aftermarket Mag ad 190x30mm.indd 1
07/09/2026 15:28
42
Batteries & chargers
12-volt Lithium-Ion battery pack for electric and hybrid vehicles
F
ORVIA HELLA has launched its first fully integrated 12-volt lithium-ion battery pack to address the increasing demand for a reliable and intelligent low-voltage power supply in electric and hybrid vehicles. By integrating lithium-ion cells and the battery management system, the battery pack is said to be able to reduce both weight and system complexity while also increasing the safety and reliability of the vehicle’s energy supply. The 12-volt battery pack uses stateof-the-art multidimensional algorithms that precisely measure current, voltage, temperature and other parameters. This enables highly accurate determination of both the state of charge (SoC) and the state of health (SoH) even under demanding real-world conditions and across the entire battery lifetime. Integrating lithium-ion cells and the battery management system into one subsystem also reduces the required
installation space and simplifies system interfaces. This enables simpler and more flexible integration into the vehicle architecture. In addition, the 12-volt battery pack is around 20% lighter than conventional lead-acid batteries. Together with a high-voltage DC-DC converter the 12-volt battery pack enables a redundant power supply for safety-
Portable lithium jump starter Ring has expanded its professional battery care range with the JUMPSTART PRO 3000 (RJST3000) portable lithium jump starter. The RJST3000 is 12V and 24V compatible and will jump-start all petrol
engines and up to 13L diesel engines, which makes it suitable for a wide range of vehicles, including heavy-duty trucks and tractors. The unit has been designed to be tough and simple to use, so jobs can be
relevant functions up to ASIL D. The highvoltage DC-DC converter initially supplies the 12-volt loads as the primary source from the high-voltage on-board network. If the high-voltage on-board network fails, the 12-volt battery pack will take over to ensure an uninterrupted power supply. www.hella.com/en
done quickly. The interface uses easy to navigate lights to signify the different modes and battery status. There is also a warning light that alerts the user if there is an issue with the connection. A solid light indicates reverse polarity protection, and a flashing light indicates temperature protection. Auto voltage detection ensures safe operation across different vehicle types. A boost function is able to revive completely flat batteries, reducing downtime for customers or fleets. The unit weighs just 3kg, making it easy to carry, while the built-in clamp holders are ideal for storage and keep the wires tidy and safe. Additional features include a bright LED light, which allows the unit to be used in varying light conditions. It can also be used as a powerbank, in case the user needs to charge their phone to call for assistance. www.ringautomotive.com
43
Batteries & chargers
Chargers feature innovative battery health support
C
TEK has launched the PRO Series of professional battery chargers and support units. The new range offers a selection of intelligent switch-mode chargers designed to provide stable battery support during diagnostics, software updates, vehicle demonstrations and other activities where modern vehicles place additional demands on their batteries. At the heart of the new range is CTEK’s MODESHIFT technology, which is said to automatically adapt the charger’s operation according to the vehicle’s
power requirements. When a vehicle requires additional power, for example during diagnostics, software updates or demonstrations, MODESHIFT provides stable battery support. When those demands stop and the vehicle returns to standby, the system automatically switches to intelligent charging and battery conditioning. This enables the charger to support battery health and keep vehicles ready for use without requiring the operator to manually change between charging and power-supply modes. The result is a more straightforward approach
to battery support, helping technicians and vehicle staff keep vehicles ready when they are needed. The PRO 1240 provides a dedicated 12V solution for passenger vehicles and workshop applications, while the PRO 2420 and PRO 2440 provide 24V capability for professional applications including trucks and other heavy-duty commercial vehicles. All three models feature fanless, convection-cooled construction, designed to deliver consistent full-power performance without derating during extended operation. “When developing the next generation of CTEK professional chargers, we spoke extensively with workshops, dealerships and other industry professionals to understand what they needed from a modern battery support and charging solution,” said Per Hultberg, Product Business Owner at CTEK. “The result is the PRO range. By combining switchmode efficiency, MODESHIFT technology and professional-grade durability, we have created a flexible solution that meets the needs of today’s professional environments while simplifying everyday battery support, charging and conditioning.” www.ctek.com
Veloris publishes first European catalogue Veloris has published its first catalogue under the company’s European-wide branding, covering its battery, charging and solar product ranges. The 184-page catalogue opens with automotive batteries from Bosch, VARTA, Exide, Lucas and Numax, as well as Tesla 12-volt batteries, supported by cross-reference and interchange information. Further sections cover commercial vehicle, vintage, leisure and motorcycle applications, along with specialist,
industrial and energy storage system (ESS) markets. The catalogue also includes charging products from Bosch, CTEK and Numax, alongside the Victron Energy range and a selection of solar products and accessories. Technical reference information covers areas including terminal designs and layouts, battery health and safety, and lithium battery handling. The catalogue is available to download from the Veloris website.
www.veloris.com
44
Diagnostics
Tracking down intermittent injector faults Intermittent faults can be some of the hardest to pin down, particularly when the evidence has a habit of disappearing during testing. Diagnose Dan takes a closer look at one such problem affecting VAG diesel engines, where uneven running and injector circuit fault codes can be traced to a fault within the injector itself.
A
Volkswagen Audi Group (VAG) vehicle fitted with an EA288 evo or EA897 Gen 3 engine comes into the workshop with the malfunction indicator lamp (MIL) on and the engine running unevenly at idle. The injector fault may be intermittent, with one or more of the following codes stored: P020100 – Injector Circuit, P020200 – Injector Circuit, P020300 – Injector Circuit, or P020400 – Injector Circuit. There may be some other clues too, including failed diesel particulate filter (DPF) regeneration or an extended cranking time when the engine is first started. One possible cause is an intermittent internal electrical failure within an injector, specifically involving the piezoelectric sensor built into the threepin solenoid injector.
What’s happening inside the injector? The Bosch three-pin solenoid injectors used in these engines feature integrated Needle Closing Control (NCC). Each injector has a piezo sensor positioned directly above the solenoid valve’s anchor pin. During the injection cycle, changes in fuel pressure within the valve control chamber create a mechanical force that is passed through the anchor pin to the piezo sensor. The sensor converts this into a proportional electrical voltage signal and sends it back to the engine control unit (ECU) through Pin 2 of the injector connector. This feedback allows the ECU to identify three important stages of the injection event. OCTOBER 2026
Needle opening is identified by a specific drop in pressure within the valve control chamber and a corresponding change in voltage from the piezo sensor. The needle return point is at the peak of the injector needle stroke, where sensor voltage increases as the valve armature closes. Finally, another increase in sensor voltage tells the ECU when the nozzle needle is fully seated, and the needle has closed.
The pressures involved are considerable. Maximum injection pressure is 2,200 bar on the 2.0-litre EA288 evo TDI and 2,500 bar on the 3.0-litre V6 EA897 Gen 3 TDI.
So, what happens when it goes wrong? The piezo sensor provides feedback from the needle closing event, which the ECU uses to regulate injection timing and quantity adjustment. If the internal sensor fails, the ECU www.aftermarketonline.net
45
Diagnostics
receives incorrect feedback from the needle seating and incorrectly adjusts the injection durations. The result is unstable injection events, which can cause rough running and poor idle quality. It can also lead to temporary injector deviation spikes. Importantly, these may disappear again during testing, which reflects the intermittent nature of the fault.
Tracking down the fault Once the fault codes have been confirmed, start by monitoring the injection quantity deviations. These should be as close as possible to within +/- 2 mg/stroke. In Figure 1, the problem can be seen on the Cylinder 1 injector. If the injection quantity deviations are outside specification, remove the multiplug from the injector and measure across Pins 1 and 3. In real-world testing, the resistance of the solenoid injector should be between 0.2 and 0.5 ohms.
Figure 1. The injection quantity on cylinder 1 is noticeably out of specification. If the resistance is outside specification, replace the component as necessary. Once the replacement has been carried out, perform the injector delivery and voltage calibration values using diagnostic tooling.
This case study is now documented in DDTSB bulletin ID UK-13341, along with around 14,000 other Technical Service Bulletins. www.diagnosedan.com
THERMAL MANAGEMENT AIR CONDITIONING AND ENGINE COOLING www.ms-motorservice.com
www.aftermarketonline.net
OCTOBER 2026
Diagnostics
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When one diagnostic tool isn’t enough Laura Hall, Managing Director at Maverick Diagnostics, explains why increasingly complex vehicles mean independent workshops may need to look beyond a single diagnostic platform and how combining aftermarket, OEM and pass-thru tools can help garages keep more work in-house.
M
odern aftermarket diagnostic tools are more capable than ever. A good multi-brand platform can provide extensive vehicle coverage, fast system scans, service functions, live data, actuator tests and, in some cases, coding and programming. However, no single diagnostic tool covers every manufacturer, model and function to the same depth. For workshops facing an increasingly complex vehicle parc, the question is no longer simply, “Which tool should we buy?” It is, “Which combination of tools will allow us to complete the work we want to keep in-house?”
Coverage does not always mean capability A vehicle appearing on a tool’s coverage list does not necessarily mean that every function is available. One platform might communicate with all the control modules on a vehicle but offer limited coding or programming. Another might provide excellent component testing but struggle with a manufacturer’s secure
gateway. Even coverage can vary between different models, model years and powertrains from the same manufacturer. Workshops therefore need to look beyond the number of manufacturers shown in the brochure. The more useful questions are: ● Can it access the systems we regularly work on? ● Does it support bidirectional controls and component activation? ● Can it perform the adaptations, calibrations and resets we need? ● Does it provide secure gateway access? ● Can it carry out coding, programming and security-related functions? ● What happens when the tool cannot complete a particular job? The phrase “dealer-level” is also used widely within the diagnostic market, but it does not always mean full manufacturer-level functionality. It may refer to the depth of general diagnostics available rather than providing access to every guided
test, programming process or online function offered by the manufacturer’s own system.
Aftermarket tools provide breadth For most independent garages, a capable multi-make aftermarket tool remains the most practical starting point. It lets technicians work across a wide range of vehicles without buying separate hardware and software for every brand. This makes it ideal for everyday diagnostics, servicing, faultcode reading, live data, testing and common repair procedures. Different platforms have different strengths. Some offer particularly good European coverage or secure gateway access, while others perform well with Asian vehicles, topology mapping, EV systems, component testing or advanced programming functions. This is why there is no universal “best” aftermarket tool. Autocom, XTOOL, Zenith, Topdon, Autel and other platforms can all be strong choices, but their suitability depends on the workshop’s vehicle mix and the work it
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wants to undertake. The right aftermarket tool can substantially reduce the number of jobs being turned away or subcontracted. Nevertheless, it should not automatically be viewed as a complete replacement for every manufacturer’s diagnostic system.
When OEM tools become worthwhile OEM tools offer depth rather than breadth. Systems such as BMW ISTA, Mercedes-Benz XENTRY, VAG ODIS, Ford FDRS and Stellantis WiTECH are developed for their respective manufacturer networks. They provide access to manufacturerspecific procedures, guided diagnostics, software updates, online coding, programming, and other functions that a multi-brand platform may not fully support. For a general workshop that sees a particular marque occasionally, investing in its OEM system may not be commercially justified. However, the calculation changes when a workshop specialises in a brand or regularly sends profitable work elsewhere because their existing tool is missing the required functionality. The purchase price of the interface is only part of the decision. Workshops must also consider software
Diagnostics
There is no universal “best” aftermarket tool subscriptions, account registration, security requirements, compatible laptops, updates, training and the time required to keep the system working correctly. An OEM tool can add valuable capability, but only when the workshop has the vehicle volume, technician knowledge, and support needed to use it effectively.
Where pass-thru fits Pass-thru provides a useful middle ground between multi-make diagnostics and purchasing a genuine interface for every manufacturer. An approved J2534 interface can allow a workshop to use certain manufacturer software without having to invest in the OEM hardware package for one brand. This can be a costeffective way to handle occasional manufacturer-level work or to test whether there is sufficient demand to justify investing in a dedicated system.
However, pass-thru capability varies between manufacturers. Access to diagnostics, coding, and programming depends on the individual OEM platform, not the interface alone. Pass-thru can work particularly well for occasional diagnostics, but regular programming may be slower or less straightforward than using the manufacturer’s genuine VCI. If a workshop frequently programs vehicles from one brand, the genuine interface will often provide a more efficient and reliable long-term solution.
Building the right diagnostic set-up For many workshops, the most realistic answer is a combination: ● A professional aftermarket tool for everyday multi-brand work. ● Selected OEM systems for the manufacturers the workshop sees most frequently. ● Pass-thru access for occasional dealer-level requirements. ● Specialist equipment for tasks such as oscilloscope testing, battery diagnostics, ADAS calibration or key programming. This does not mean every garage needs to buy multiple dealer tools immediately, as the investment should follow the work. Workshops should look at which vehicles they see most often, which jobs they currently outsource, and where diagnostic limitations cost them time or revenue. From there, they can add capability in a measured way, starting with the areas that offer the clearest return. Ultimately, the aim is not to own the most tools. It is to have the right combination of equipment, software, technical support and training to diagnose vehicles accurately and complete more work successfully. One tool may provide an excellent foundation. Increasingly, however, the most capable independent workshops are building a diagnostic strategy rather than relying on a single platform. www.maverickdiagnostics.com
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On the move
On the move
Diesel Technic appoints new Regional Sales Manager
G
lobal commercial vehicle spare parts supplier, Diesel Technic, has appointed David Mason as Regional Sales Manager. David joins Diesel Technic with a reputation for developing strategic customer partnerships across large territories, delivering sustainable commercial growth and identifying David Mason new opportunities across complex distribution networks. He has experience in business development, commercial negotiations and securing long-term customer agreements. David will work closely with distributors, commercial motor factors and vehicle specialists to strengthen customer engagement, unlock new business opportunities and support continued growth of the Diesel Technic and DT Spare Parts brands. Commenting on his appointment, David said: “I’m looking forward to working with our customers and distribution partners to support their growth while helping deliver the next phase of Diesel Technic’s ambitions across the UK and Ireland.
Our round-up of the latest industry appointments. Send your people and recruitment news to the editor: chris@aftermarket.co.uk
Schaeffler adds to its VLS UK team Ann-Marie Dean has joined the Schaeffler Vehicle Lifetime Solutions UK team, bringing with her more than 20-years of experience in the automotive industry, most recently as Country Sales Manager for Dayco UK. She will take on a combined role as National Account Manager and Product Specialist for the Ann-Marie Dean Schaeffler Vitesco portfolio and will become the go-to for any new Schaeffler Vitesco business, providing support to customers and the internal sales team. On the commercial side, Ann-Marie will be responsible for maximising sales of Schaeffler products within national account customers and developing business with the company’s strategic and specialised partners. She will also manage relationships with key stakeholders and identify opportunities to drive growth and increase sales.
Industry expert to head up new used car sales concept BookMyGarage, the comparison site for MOTs, servicing and repairs, has appointed automotive retail sector expert Alistair Jeff as head of its new used car sales concept, Toot Cars. Currently in the pilot stage, Toot Cars is designed to create a connection between vehicle ownership, aftersales activity and future vehicle purchases. By understanding the driver, the vehicle they own and where they are in their ownership journey, the aim is to help retailers present relevant replacement vehicles at the right time, moving beyond traditional inventory advertising to a more personalised customer experience. Commenting on his new role, Jeff said: “Toot Cars is being designed to explore how moments of aftersales engagement can create future vehicle sales opportunities. By better understanding when a customer may be considering their next vehicle, the concept aims to help retailers present relevant used car options at a more
useful point in the ownership journey. The focus is on rethinking how existing customer journeys – particularly around service, MOT and repair – intersect with wider Alistair Jeff ownership decisions. BookMyGarage co-founder, Karen Rotberg said: “As we developed the Toot Car concept, it became clear that Alistair’s experience across automotive retail, technology and customer engagement made him the ideal person to help bring that vision to life. His expertise will be invaluable as we continue to develop the proposition and explore the opportunity ahead.”
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In partnership with DiagnoseDan TSB
The new Aftermarket Magazine troubleshooter quiz Think you know your diagnostics? Put your fault-finding skills to the test with the Aftermarket Magazine Troubleshooter quiz.
E
ach issue, in partnership with DiagnoseDan TSB (DDTSB), we’ll give you a real-world diagnostic challenge. Study the evidence, work out what’s really going on and tell us what you think is causing the fault.
Get it right and you could earn something money can’t
buy: an Aftermarket Troubleshooter mug. Yes, a mug. But not just any mug. These are won, not bought and are only available to winners of the Aftermarket Troubleshooter quiz. So when it appears on your toolbox, desk or tea round, everyone in the workshop will
Each issue’s winner will also receive a six-month subscription to the DDTSB technical bulletin database,
know you’ve earned it.
(www.diagnosedan.com) worth €230 + VAT.
And there’s more than bragging rights at stake.
This issue’s challenge A 2019 Volkswagen Touran 2.0 TDI enters the workshop with the engine management lamp illuminated and an AdBlue system warning message displayed on the instrument cluster. The customer reports that the vehicle drives normally, with no loss of power. The technician finds: l Fault code: P20EE00 – SCR NOx Catalytic Efficiency Below Threshold (Bank 1), stored in the ECM. l Visual inspection shows no physical exhaust damage, external AdBlue leaks or crystallisation around the dosing injector or SCR catalyst converter. l An AdBlue quality check confirms the correct concentration of 32.5% urea. During an initial road test at a steady 80 km/h, live data shows: NOx Sensor 1 (upstream): 45 ppm NOx Sensor 2 (downstream): 72 ppm Under full acceleration: NOx Sensor 1: 854 ppm NOx Sensor 2: 317 ppm
Back in the workshop, the technician wants to eliminate a leaking or malfunctioning AdBlue injector as the cause of misleading conversion data. The AdBlue supply line to the dosing valve is temporarily clamped, and an extended overrun (engine braking) road test is carried out. The readings are: NOx Sensor 1 (upstream): 0 ppm NOx Sensor 2 (downstream): fluctuates between 32 and 45 ppm What is the most likely cause? A) Mechanically degraded or poisoned SCR catalyst B) Faulty downstream NOx Sensor 2 over-reading actual ppm C) Faulty upstream NOx Sensor 1 under-reporting actual ppm D) Crystallised or restricted AdBlue dosing injector nozzle
Think you’ve cracked it? Enter the Aftermarket Troubleshooter quiz online at tinyurl.com/ATQ1026 Entries for this issue close at 11.59pm on 31 October 2026. We’ll reveal the correct answer on the Aftermarket website shortly after entries close, together with an explanation of the diagnosis. The answer will also appear in the next issue of Aftermarket, and the winner will be contacted by email. Competition terms
One entry per person. The competition closes at 11.59pm on 31 October 2026. One winner of an exclusive Aftermarket Troubleshooter mug and a six-month subscription to the DDTSB technical bulletin database worth €230+VAT will be selected at random from all correct entries received before the closing date and contacted using the email address supplied with their entry. No cash alternative is available and prizes are non-transferable. The editor’s decision is final. By entering, entrants agree to their name and/or business name being published in Aftermarket and on the Aftermarket website if selected as the winner. Full competition terms and conditions are available on the Aftermarket website.
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