put a to being left behind! - midland vehicle components...2 your future, now put a to being left...

Technological Developments

Tools & Equipment

Training

Diagnosis & Fitting Tips

Your Future, NOW

Put a to being left behind!

from

Coventry 024 7664 4255Rugby 01788 569 468

@mvc02476@midland_vc

www.midlandvehiclecomponents.co.uk

Car image courtesy of Hyundai © 2018

Rugby 01788 569 468Rugby 01788 569 4682 Put a to being left behind!Your Future, NOW

Hyundai Kona Electrica family long-range EV

NOWThe Kona Electric is a pure battery electric vehicle. Two battery packs are offered, a standard (39.2kWh, 136bhp, range of 186 miles) and a long-range (64kWh, 204bhp, range of around 300 miles).

While home charging to 100% takes c.9.5hrs (i.e. overnight) a fast charge top up en route reaches 80% in under an hour, giving a further range of 240 miles for the 64kWh model.

Purchased with a government grant, the long-range version offers the range of a Tesla or a Jaguar I-PACE at less than half the price. More affordable, 0-60mph in 7.6 seconds and a top speed of 104mph along with its five seats make this a serious proposition for a one car family.

With 15-20,000 UK charging points, the age of the mass market pure battery electric vehicle is with us.

Hyundai Le Fil Rouge concept car

Our cover features the Hyundai Le Fil Rouge concept car, which heralds a new era for Hyundai design with the new theme of ‘sensuous sportiness’.

Translating as ‘the common thread’ Le Fil Rouge concept will be applied to all future Hyundai models, from cars and hatchbacks to saloons and 4x4s.

The design harmonises proportion, architecture and technology to create a distinctive new futuristic look. Its creator, Luc Donckerwolke (Exec VP and Head of Hyundai Design Center) aims to create vehicles with heightened emotional value and he certainly has the credentials, having designed some the world’s most desirable supercars.

Le Fil Rouge utilises the ‘golden ratio’ - a mathematical ratio found throughout nature that pleases the eye.

‘Light architecture' creates a dynamic forward motion effect, seamlessly blending the profile and ‘tube architecture’ which brings these exterior elements to the car’s interior.

The result - unmistakably Hyundai.

The Future

3Put a to being left behind!Your Future, NOWCoventry 024 7664 4255Rugby 01788 569 468Rugby 01788 569 468

Simply, the answer is “Who wants a future?”. The trickle of new automotive technologies into the aftermarket is turning into a flood. A tipping point is approaching. Independent garage owners and technicians will no longer be able to resist the demands of these new technologies, as they become increasingly common on their customers’ vehicles.

Action is necessary to ensure you can continue your career in vehicle servicing and repairs, if your business is to have a future.Most of us focus on what we are comfortable doing. For many years in the independent garage sector it has been possible to be successful by making only a few incremental changes. It takes effort to gain knowledge and skills to do something new - some are lucky and are more adventurous than others and find it an enjoyable challenge,

In many types of work as expertise advances, on-going regular training (even exams) are a requirement of the job. Keeping skills and/or knowledge up-to-date is necessary and those who fail to upgrade their competences may have to leave their profession.

Putting aside DVSA stipulated MOT training and perhaps F-Gas training, the independent garage sector demands no compulsory training. Meanwhile vehicle manufacturers (VMs) require that main dealership technicians attend regular courses to keep up with the latest technological innovations on their marques. As these developments filter through to the aftermarket there is plenty of training available but very little uptake.

Happily, some garage owners invest in their business and prioritise training for themselves and their technicians when the opportunity arises. There are good aftermarket garage associations that succeed in keeping more motivated members up-to-date. Across the aftermarket, though, the impact is small.

Independent garages are turning away work on hybrid vehicles, without exploring what is required to do it (or having been put off if they have made the effort to find out). But the effort to gain the knowledge and skills

for work on hybrids may be far less than is imagined. Investment in equipment may be minimal, particularly against this lucrative work that is only going to grow. Many workshops are unaware that they already own some of the tools or diagnostics which make work on hybrids possible.

Simply, if you want a future in vehicle servicing and repairs, you have to invest in learning new skills.

Future proofingAn oscilloscope is a powerful diagnostic tool in an independent garage. When we first offered the PicoScope product to customers we discovered that although most had owned one for years, few has the skills to use it. Our role was in training - helping customers to understand how to correctly diagnose many automotive faults.

As vehicles are increasingly powered by electrical sources (battery, hydrogen cell) it is hard to think of a limit to how useful an oscilloscope can be, enabling a technician to read electrical current patterns.

A basic oscilloscope training course takes only one day. An advanced course only one further day.

Think of the benefit to your business of taking just one or two days away from work for training each year. Picture you in 10 year’s time with all the knowledge and skills you would have amassed...Opportunities to grow your businessMost UK hybrid vehicles return to the main dealership for an oil change and service - inconveniencing customers who may have to travel miles, possibly losing a day’s work to do so. Hybrid technology is not new. Out of warranty vehicle numbers are growing rapidly, yet they are seldom seen in independent garages. The potential service revenue from these vehicles per garage is in the £’000s!

Air conditioning is standard on virtually all new production cars, whether conventional, hybrid or electric. R134a air con gas was superceded in new production vehicles by R-1234yf in January 2017, due to EU

legislation, and this change will be filtering through to the aftermarket, demanding new working practices.

Advances in assisted driving, thanks to new technology in wheel alignment systems, will generate increasing demand from customers in the aftermarket over time.

It is no longer possible to ignore the explosion of automotive technological developments and expect to survive in the independent aftermarket. In July 2017 the UK government confirmed it would end the sale of newly registered conventional petrol and diesel cars/LCV by 2040, to help to tackle reduction of roadside NOx. Even as you read this article, VMs are developing their hybrid and full electric technologies which will be coming to market well in advance of that deadline. Hyundai has already launched their Kona Electric, a pure battery electric vehicle. At under £30k (with a grant) a range of c.300 miles, 0-60mph in 7.6 seconds and 5 seats, it is less than half the price of a Tesla or Jaguar I-PACE and a serious option as a family car.

Technology is evolving at a rapid rate to meet the tomorrow’s requirements. The first Apple iPhone launched in only 2007. Now smart phones are commonplace globally. The rise of the smart car should be no surprise.

There is a role for the independent garage, but the opportunities must be grasped by the sector to keep up with the fast pace of technological change. It can be done. In this publication we have collected together information and products to help you become more familiar with technical advances already in the UK car parc and to offer an idea of what is coming. Our warm thanks to all those who have contributed to it.

At MVC we’re ready to help you take the steps necessary to capitalise on new automotive technologies, working in partnership to ensure your business thrives. Talk to us about training, parts, tools and diagnostics.

Talk to us about your future, because your future is...now.

Paul Middlicott, MVC

Is there a FUTURE?Is there a FUTURE? for independent garages in vehicle servicing & repairs

‘New Technology & You’ concept by Paul Middlicott, MVC. Design & production [email protected]. With warm thanks to all the contributors. Hyundai images © Hyundai 2018. E&OE.

4 Put a to being left behind!Your Future, NOW Rugby 01788 569 468

EU legislation requires vehicle manufacturers (VMs) to give independent operators easy, restriction-free, standard access to vehicle repair & maintenance information (RMI) under the “Euro 5” Reg (715/2007) and includes a communications standard to ‘Pass-through’ the information - ‘J2534’.

All VMs are required to provide J2534-1 access (communication between an everyday computer and a vehicle) to independent workshops throughout Europe, to update emissions-related ECUs. An SAE J2534 Pass-Thru device enables you go further, re-programming and updating, and in some cases diagnosing, vehicles with dealer level functionality.

Vehicle ECUs have become increasingly sophisticated over recent years – the demands of ever more sensors and actuators requiring them to become ever more powerful/faster. Vehicle software updating is one of the leading requirements for service and repair and may be the only way to fix some issues, including drivability, fuel economy, power loss/stalling, erroneous fault codes and mechanical actuators durability.

Up to 70% of vehicles now on the road require calibration software updates - pass–through / J2534 is not just a growing technology but rapidly is becoming an essential part of a vehicle repair.

What are J2534 and J2534-2? SAE J2534-1 defines ECU reprogramming of emissions-related ECUs (usually engine and transmission).

SAE J2534-2 defines optional features for J2534 to perform ECU reprogramming on non emission-related vehicle ECUs. Independent workshops have a way to reprogram all vehicle ECUs “using Pass-through / J2534” when the necessary protocol information is published by the VM.

VM’s views differ on the legislation. Some give minimum J2534 functionality. Others give up-to-dealer-level-access to technical information, vehicle diagnostics and programming, great for independent workshops who can use dealer level diagnostics WITHOUT the expense of purchasing separate dealer tools and potentially expensive annual software subscriptions.

Costs of Pass-through / J2534Pass-through / J2534 has two costs - the hardware (e.g. Delphi Technologies DS Flash) and the VM’s software subscription.

Most VMs offer pay-as-you-go instead of expensive annual subscriptions, so it can be profitable for the independent. Pay-as-you-go rates vary from £4.35/day (Toyota, Lexus), £10.45/hr for Vauxhall ECU programming to £26.82/hr (Jaguar, Land Rover). BMW is £5.22/hr, Audi £8.70/hr and Skôda £7.83/hr**.

Most VMs allow a user to continue using the software on a vehicle being diagnosed / programmed after the paid time has expired so long as the connection is maintained.

Which vehicles are included?The legislation includes all Euro 5 type

approved cars up to 2610kg (vans/HGV are later) so new models since 1st September 2009 and all vehicles from 9th September 2010.

Most VMs allow programming on older cars; some, like Vauxhall, as far back as 1996.

While Pass–through / J2534 is relatively new to the independent workshop, it’s here to stay. Of the c.75-100 million programmable modules (ECUs) on the road today, factory updates are available for over half of them. VMs are producing vehicles with ever more ECUs of increasing sophistication. Numbers will only increase.

Next StepsReading this article has started your journey into Pass-through / J2534. Next, purchase your Delphi Technologies DS Flash Kit and with Delphi Technologies support you will be ready to offer reprogramming and advanced diagnostics, to your customers and to other independent workshops.

It does require some cost and effort upfront, but you will reap enormous benefits over the long term as reprogramming becomes an essential part of your customer service and a lucrative source of income for your business, future-proofing your income streams.

For more information, please contact your local MVC branch.

*Society of Automotive Engineers

**Prices correct at 04/18

Included in our two Pass-through packages:

SV60012: includes 100amp battery support, or SV60123: without battery support

1TB Ruggedized Laptop

• easy installation of VM software without software conflict risk • up to 10 hours battery life from a single charge • only 30mm thick, weighing under 2kg

J2534 VCI

• full functionality with a rugged design & bespoke software • four LEDs offer user tool/vehicle status • robust serial connections & BMW cables

100amp Battery Support Unit (SV60012 only)

• adjustable voltage for different VMs • maintains set voltage under varying current loads • advanced battery charger for Lead Acid, GEL and AGM/EFB batteries (incorporates showroom mode)

Technical support

• Audi, BMW, Jaguar, Land Rover, Lexus, MINI, Seat, Skôda, Toyota, Vauxhall, VW (more to follow) • phone & remote PC support • digital service record support • free training course for two people per DS Flash

J2534 Toolbox Software

• real-time J2534 news/information • generic OBDII diagnostics • OEM web links • walkthrough documentation & video tutorials

Pass-throughThe time is right for your business

DS Flash

Understanding suspension bushes!

Bushes play a pivotal role in the steering and suspension set-up of modern vehicles, allowing the suspension parts to move freely, whilst at the same time, absorbing noise, shocks and vibration. Since a worn or damaged bush will negatively impact these functions, it’s important to inspect them regularly and replace whenever necessary. Here we give you the full picture on automotive bushes; what they do, how they’re made and why and how they fail, so on your next steering job you can be sure to get straight to the point.

What are bushes made of?

Although there are many diff erent designs, based on its location, function and application, most bushes consist of a metal outer, typically made from steel, aluminium and, in some cases plastic, and either a silicone or nitrile rubber inner. Given the high dynamic stresses they are subjected to, this rubber must be resistant to wear, extreme temperatures and contaminants. Because of this, there are also diff erent grades of bushes according to how soft or hard the composite rubber is. This is oft en referred to as the bushes ‘shore hardness’

What is a suspension bush?

To do its job, a car’s suspension must move up and down.

Whilst this a good thing for the vehicle’s ride and handling,

this movement can also transmit unwanted noise and

vibration through the chassis and into the cabin. Cue the

suspension bush! Used in steering and suspension parts,

such as control arms, stabilizer bars, ball joints, tie rods, shock

absorbers and strut mounts, chassis connection points and

engine and gearbox mounts, it provides a location point,

connecting other parts of the system together or to the

vehicle chassis. Just as importantly, it acts as a cushion,

controlling the amount of movement in the joints and

reducing road noise, vibration and harshness (NVH) for a

more comfortable and safe ride.

What are bushes made of?

What is a suspension bush?

To do its job, a car’s suspension must move up and down.

Whilst this a good thing for the vehicle’s ride and handling,

this movement can also transmit unwanted noise and

vibration through the chassis and into the cabin. Cue the

suspension bush! Used in steering and suspension parts,

such as control arms, stabilizer bars, ball joints, tie rods, shock

absorbers and strut mounts, chassis connection points and

engine and gearbox mounts, it provides a location point,

connecting other parts of the system together or to the

vehicle chassis. Just as importantly, it acts as a cushion,

controlling the amount of movement in the joints and

reducing road noise, vibration and harshness (NVH) for a

more comfortable and safe ride.

delphiaft ermarket.com©2018 Delphi Automotive Systems LLC. All rights reserved.

5Put a to being left behind!Your Future, NOWCoventry 024 7664 4255Rugby 01788 569 468

00 00

Pressure sensorsCharging and starting Sensors Actuators IgnitionCommunication networks System tests

PicoScope Oscilloscope Diagnostics

It’s widely recognized that a scope is an essential part of the diagnostic toolbox for the modern workshop. PicoScope is like no other scope, with features and benefits that make it the choice for the world’s leading vehicle manufacturers and aftermarket garages alike.

PicoScope software is amazingly easy to use and includes all the tools and features you would expect from a market-leading diagnostic scope. Over 150 Automotive Guided Tests are included within PicoScope, giving you the help you need to get started.

The Guided Tests give information on how to connect to and test a wide range of vehicle components with your PicoScope. They also include advice on how to read the waveform you’ve captured, an example of the waveform itself and component information.

Our Guided Tests make it easy to capture a waveform, revealing to you thecharacteristics of the electrical signals over time.

Remember PicoScope software is FREE to download, without yearly subscriptions or update fees.

You can do this...

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With more and more modern vehicles featuring emissions reduction technology such as start-stop, battery replacement has become more complex and time consuming.

On vehicles with start-stop technology it is essential the battery is replaced with one of the correct technology and specification. If a vehicle is fitted with an AGM Start-Stop battery then the replacement must also be AGM Start-Stop. The same applies to EFB products.

All you need to know about AGM and EFB batteries

Most modern vehicles come fitted with a Battery Management System (BMS) which must be reset through the on-board diagnostics (OBD) port to tell the vehicle when the battery has been replaced. Failure to fit the correct battery or reset the BMS can cause issues such as battery failure and complete loss of start-stop functionality.

On many new vehicles, the battery is not fitted under the bonnet and locating it can take time. The replacement process can also take far

more time than on standard ignition vehicles, with some vehicles requiring up to an hour and a half of work. Yuasa’s USB Smart Button, Online Battery Lookup and Yu-Fit Battery Configurator all offer a simple solution to save you time and money.

Yuasa’s online battery lookup tool fit.yuasa.co.uk is the industry’s leading battery lookup. It will identify the correct battery for the vehicle, and provide a wealth of information including battery location, estimated fitting time, reprogramming required indication and detailed fitting.

Yuasa’s award-winning Yu-Fit Battery Configuration tool is the ideal solution for reprogramming the battery management system on start – stop vehicles. It connects to the vehicles OBD port, and is quick and easy to use with robust construction.

“If a vehicle is fitted with an AGM Start-Stop battery then the replacement must also be AGM Start-Stop.”

AGM_EFB_Article.indd 2 03/05/2018 15:13:59

Rugby 01788 569 4688 Put a to being left behind!Your Future, NOW

A quantum leap in vehicle front lighting systems has taken place since 2003. Up until then, halogen

bulbs simply offered low/high beam and optional fog light. The technology has evolved constantly

since, utilising data from sensors throughout the vehicle to provide innovative lighting functions, accommodated

by changes to EU regulations (ECE R-123 and ECE-R 48).Xenon and LED light sources have increased visibility (and

thus driver comfort) with greater light intensity over the visible spectrum. Headlamp focus accuracy and reflector optics have improved. Electronically controlled light distribution of the beams adapts them to different driving situations. Called Adaptive Frontlighting Systems (AFS) common versions offer a range of benefits such as Fixed Bending Light (FBL) and Dynamic Bending Light (DBL).

Fixed Bending Light (FBL) An additional light beam lights on one side beyond a specified steering wheel angle. Road bend visibility increases by an additional lighted sector of 35°-40°, over a given vehicle speed range. The beam is supplied by an additional Xenon or LED source and reflecting surface in the headlamp. NB: This is not a Cornering Light. In a Cornering Light an extra 60° light beam is activated at high steering wheel angle and low vehicle speed. The light source is integrated into the headlamp (with additional parabola and bulb) or the fog light (extra reflecting surface, same bulb).

Dynamic Bending Light (DBL) DBL was authorized in 2003 for low beam to improve visibility on road bends at any vehicle speed (see Fig 1.). An electric stepper motor horizontally rotates the headlight module to an electronically controlled angle, depending on steering wheel angle and vehicle speed. DBL is almost always associated with a Xenon light source.A DBL system controller drives the headlamps according to sensor signals (steering wheel, wheel speed, yaw rate, front/rear ride height) via a body controller. Fault diagnosis is carried out with a diagnostic

tool for fault codes and live sensor data combined with active testing of the headlamp bending function. Technicians must disable the DBL function when adjusting headlamp orientation. If a vehicle has hydraulic suspension, the engine must be running when adjusting the vertical cut-off angle.

Full AFS FunctionFurther EU legislation in 2006 offered more front light functions. As well as low/high beam, a full AFS system has four new light beam control modes, activated in specific driving conditions:• motorway mode - dedicated beam pattern (improved visibility up to 120m over 115km/h) without dazzling other vehicles• town mode - wider beam pattern below 30 km/h, increasing pavement visibility & reducing hot spot dazzling effect• adverse weather mode - improves hot spots & reduced foreground light to avoid “mirror effect” on wet roads (see Fig 2.)• country mode - brighter/wider illumination of road sides

Valeo’s Full Adaptive Frontlighting System has a trifunction module producing three light beams: low, high and motorway. Combining this with a horizontal orientation mechanism and levelling adjustment device produces three further functions: town lighting, adverse weather mode and country beam.A full AFS lighting system controller drives the headlamps from vehicle sensor signals (wheel speed, windshield wiper motor(s) & rain and front/rear ride height) via a body controller. Current light testers check the standard low beam. Any lighting system malfunction of other beam modes activates a MIL and/or creates an electronic fault code.

Valeo BeamAtic®BeamAtic® is an innovative new camera-driven control system from Valeo. An Adaptive Driving Beam maintains maximum light except in zones occupied by other vehicles. Visibility is that of high beam but other drivers are protected from glare (see Fig 3.). Valeo BeamAtic® Premium adds to driver comfort and safety by automatically switching between high and low beams.In high beam, each headlamp generates a cone of light, illuminating the entire area. When another vehicle approaches or is approached, the system’s camera detects and locates it. A mobile shield masks the

Fig 1: Dynamic Bending Light

Fig 2: Conventional low beam versus AFS adverse weather beam

Low beam in adverse weather

Improved visibility with adverse weather beam

Right road bend

Left road bend

Coventry 024 7664 4255Rugby 01788 569 468 9Put a to being left behind!Your Future, NOW

beam area occupied by the other vehicle and tracks its trajectory. The other vehicle’s driver sees what appears to be low beam light and is not dazzled. The driver of the car with BeamAtic® sees normal high beam light and full road illumination.The system uses a video camera at the top of the windscreen, an ECU with powerful data-processing software and a specific light module for smooth light beam adaptation.

New Light SourcesIncreasingly common, LED and Xenon headlights offer more visibility and reliability than halogens. Xenon lamps (full name Xenon arc lamps) give light as an electric

current passes through an ionised gas mixture (including xenon) at high pressure (gas discharge). A bright white light results (close to natural sunlight) giving better visibility and driver comfort - twice as much light as a halogen in a longer, wider beam (see Fig 4.).

Xenon lamps consume 35W versus 55W for an H1 halogen bulb and are longer life (no filament).To reduce dazzle, given the more powerful light, a Xenon headlight includes automatic levelling (alters light beam orientation under different loads) and cleaning (reduces light diffusion from headlamp glass dirt). Technicians should check both of these systems when inspecting Xenon headlights.The Xenon lamp ballast at light ignition gives a high voltage impulse of c.20,000V (stabilising at c.85V, 42V for newer lamps). Technicians must protect themselves from high voltage discharges - disconnect the battery, then await complete ballast discharge.A Light-Emitting Diode (LED) is a semiconductor light source utilising the electroluminescence effect. LED lights are commonly used for Daytime Running Lights (DRLs), mandatory on new cars/LCV in Europe in 2011. LEDs offer a bright light with very high luminous efficacy (low energy consumption) and has introduced many styling opportunities.High quality optics and electronic control give LED front lights leading edge performance.Valeo’s OE Full LED headlamps (e.g. Ford Mondeo) include:• BiLED™ Module (BLM) - a dynamic beam light for low and high beam• Complementary LED Module (CLM) - an additional static low beam light• Daytime Running Light & Position Light (DRL/PL) module - LED, with a leading edge “flat guide” technology• Turn Indicator (TI) module - LED with “flat guide” technologyValeo’s PremiumLED technology is twice as efficient as Xenon and five times as efficient as halogen headlamps. LEDs have a lifespan far exceeding that of Halogen or even a Xenon. The colour of the light (equivalent to daylight) offers greater visual comfort.

Ask your local MVC branch about the latest lighting & the training to work with it

Full beam

Preceding vehicle

Fig 3: Valeo BeamAtic® Premium beam schematics

Oncoming vehicle

Vehicle approaching

Halogen Xenon

Fig 4: Road visibility with Halogen versus Xenon, low beam

Improved visibility with adverse weather beam


Only the correct start-stop battery can support the demands of a start-stop vehicle

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AGM_EFB_Article.indd 1 03/05/2018 15:13:55


VW 505 01

Confidence comes from within

Engine oil. How complicated can it be?

The ACEA European Engine Oil Sequences define minimum engine oil quality levels for European petrol, light duty and heavy duty diesel engines. The ACEA Oil Sequences are subject to continuous development to align with technology developments mostly driven by environmental regulations that translate into a need for engine oils that offer improved engine protection, fuel economy and longer drain intervals. With that comes an ever increasing number of engine oils, each unique in its own way and suitable for a different application to the next.

For example, these low viscosity oils are suitable for the latest technology vehicles. Despite all being 0W- grades, their properties and engine performance (in accordance with the relevant vehicle manufacturer’s requirements) can vary significantly, further emphasising that one oil doesn’t fit all.

Soot Thickening

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VW 508 / 509

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10

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6

4

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VW 506 / 503

VW 506

Soot Thickening

Wear

Sludge

PistonDeposits

OxidativeThickening


10

8

6

4

2

PSA B71 2312

PSA B71 2312

Soot Thickening

Wear

Sludge

PistonDeposits

OxidativeThickening


10

8

6

4

2

VW 504.00 / 507.00

VW 504 / 507

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Sludge

PistonDeposits

OxidativeThickening


10

8

6

4

2

C2-16

C2

Prolife 5W-30

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A low SAPS oil for modern VW-Audi group petrol and diesel vehicles operating under long life service regimes.

Official approvals: Approved under VW standard 504 00 and VW standard 507 00.

Syner G 5W-40

Fully Synthetic


PD Plus 5W-40

Fully Synthetic

For vehicles fitted with the VW ‘Pumpe Düse’ PD or unit injector engine operating on fixed service intervals and without exhaust aftertreatments.


Golf V 1.9 TDi (P-D) DPF [06->]Golf V 1.9 TDi (P-D) DPF 4Motion [06-08]Golf V 2.0 TDi (P-D) DPF (103kW, 125kW) [05->]Golf V 2.0 TDi (P-D) DPF 4Motion (103kW) [05->]

Golf V 1.4 16V TSI [06->]Golf V 1.4 (FSi), 1.4 16V (59kW) [03-09]Golf V 1.6 FSi [03-08]Golf V 2.0 FSi, Turbo, 4Motion [04-08]Golf V R32 [04-08]

Golf V 1.9 TDi (P-D) 4Motion [03-08]Golf V 1.9 TDi (P-D), 2.0 SDi (P-D) [03-08]Golf V 2.0 TDi (P-D), 4Motion [03-08]

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For a vehicle specific product recommendation backed up by our unique 100% Compatibility Guarantee, visit www.CommaOil.com.

BRA32

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To further emphasise the point, depending on engine, the MkV VW Golf could have three different engine oil recommendations.

VW 505 01

Confidence comes from within

Engine oil. How complicated can it be?

The ACEA European Engine Oil Sequences define minimum engine oil quality levels for European petrol, light duty and heavy duty diesel engines. The ACEA Oil Sequences are subject to continuous development to align with technology developments mostly driven by environmental regulations that translate into a need for engine oils that offer improved engine protection, fuel economy and longer drain intervals. With that comes an ever increasing number of engine oils, each unique in its own way and suitable for a different application to the next.

For example, these low viscosity oils are suitable for the latest technology vehicles. Despite all being 0W- grades, their properties and engine performance (in accordance with the relevant vehicle manufacturer’s requirements) can vary significantly, further emphasising that one oil doesn’t fit all.

Soot Thickening

Wear

Sludge

PistonDeposits

OxidativeThickening


10

8

6

4

2

VW 508 / 509

VW 508 / 509

Soot Thickening

Wear

Sludge

PistonDeposits

OxidativeThickening


10

8

6

4

2

VW 506 / 503

VW 506

Soot Thickening

Wear

Sludge

PistonDeposits

OxidativeThickening


10

8

6

4

2

PSA B71 2312

PSA B71 2312

Soot Thickening

Wear

Sludge

PistonDeposits

OxidativeThickening


10

8

6

4

2

VW 504.00 / 507.00

VW 504 / 507

Soot Thickening

Wear

Sludge

PistonDeposits

OxidativeThickening


10

8

6

4

2

C2-16

C2

Prolife 5W-30

Fully Synthetic

A low SAPS oil for modern VW-Audi group petrol and diesel vehicles operating under long life service regimes.


Syner G 5W-40

Fully Synthetic


PD Plus 5W-40

Fully Synthetic

For vehicles fitted with the VW ‘Pumpe Düse’ PD or unit injector engine operating on fixed service intervals and without exhaust aftertreatments.


Golf V 1.9 TDi (P-D) DPF [06->]Golf V 1.9 TDi (P-D) DPF 4Motion [06-08]Golf V 2.0 TDi (P-D) DPF (103kW, 125kW) [05->]Golf V 2.0 TDi (P-D) DPF 4Motion (103kW) [05->]

Golf V 1.4 16V TSI [06->]Golf V 1.4 (FSi), 1.4 16V (59kW) [03-09]Golf V 1.6 FSi [03-08]Golf V 2.0 FSi, Turbo, 4Motion [04-08]Golf V R32 [04-08]

Golf V 1.9 TDi (P-D) 4Motion [03-08]Golf V 1.9 TDi (P-D), 2.0 SDi (P-D) [03-08]Golf V 2.0 TDi (P-D), 4Motion [03-08]

VW 504 00VW 507 00

VW 502 00VW 505 00

For a vehicle specific product recommendation backed up by our unique 100% Compatibility Guarantee, visit www.CommaOil.com.

BRA32

10

To further emphasise the point, depending on engine, the MkV VW Golf could have three different engine oil recommendations.


In the automotive industry we look after our own.

Life can throw the odd curved ball no matter what stage of life you're at: money worries, illness, mental health issues, social isolation. It can create a downward spiral for you and your family. It's why Ben's here. At these moments our support and care services can be life-changing. Ever since there's been an automotive industry Ben has been helping its people and their loved ones keep life on track. Together we’ll tackle the challenges that get in life’s way and make sure they don’t, for life.

Here for the automotive

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Always here for youwww.ben.org.uk Helpline 08081 311 333

Find plenty of advice, online chat and self-help tools on our website, or talk to us on the helpline, free and in complete confidence, Monday to Friday 8am–8pm.


As with many technological developments, active suspension is complex and costly. KYB and PSA have jointly developed a new passive suspension solution that provides a great ride profile at lower cost for the Citroën C5 Aircross. Citroën calls the new passive shock absorbers Progressive Hydraulic Cushions - high performance at a competitive cost. Active suspension uses an onboard system to control the vertical movement of the individual wheels of a vehicle, relative to the chassis or vehicle body. In passive suspension, the road surface determines the movement.

The term ‘active suspension’ emerged in 1980s motor racing. The idea was developed in response to improvements in down force (the force which helps to keep a car on a road surface to allow greater speed). As down forces improved, race cars started to “porpoise” (tip forward and backward at speed) as they travelled across bumps in the race track surface, creating unpleasant conditions for the drivers and slowing the cars. Active suspension systems were developed by Lotus and Williams that were so successful that by 1993 they had been banned from Formula 1.

The Citroën C5 Aircross, equipped with its passive suspension Progressive Hydraulic Cushions, was launched in 2017. Reviews noted “an ultra-comfortable hatchback with a unique personality”, “suspension improving comfort with a moderate cost” and “improvements in comfort and overall refinement little short of astonishing”.

While active suspension is starting to become a reality in passenger cars, the secret of this revolutionary passive suspension concept is a Double Hydraulic Stops System. The total stroke of the shock absorbers is divided into three parts, for their unique characteristics:i) the working area around the center of the stroke, in which the conventional valving in the piston and the base valve provide the damping forces ii) the hydraulic rebound stop, close to the end of the rebound stroke, which provides extra energy absorptioniii) the hydraulic compression stop, near the end of the compression stroke, which provides additional energy absorption

This split into three parts allows the shock absorbers’ main valves to focus on comfort. The hydraulic stops take responsibility in more demanding situations which require sufficient energy absorption and a very flexible response.

The stops provide unprecedented comfort, giving what Citroën describe as a “flying carpet effect” over bumps and holes in the road.

Technical challengesTwo huge challenges in particular faced KYB in the development of this Double Hydraulic Stops System:

i) isolating the main damping by the shock absorber from the function of the hydraulic

stops - this was achieved by hydraulic and FEA calculations, verified by driving tests

ii) sufficient robustness in the components to withstand the harshest conditions

How it worksHydraulic rebound stop: • a reinforced plastic segment in the inner tube of the shock absorber is fed through a deformation that defines its working area • when the rebound washer contacts the segment, a new oil chamber is created, so that the oil can only escape the chamber through the aperture of the segment• the controlled flow of the oil out of the chamber generates a hydraulic force, tuned by adjusting the segment opening• the working area of the hydraulic stop is tuned by changing the inner tube deformation length

A similar principle is applied to the hydraulic compression stop:• a new oil chamber is created by the interaction of a polymer component in the shock absorber piston and a metallic tube press fitted in the base valve assembly• the polymer component incorporates slots for oil to flow, enabling tuning• to achieve the desired maximum effort, a pre-compressed additional valve is included in the base valve sub-assembly

The installation of the hydraulic compression stop enables the car manufacturer to simplify other suspension components such as the compression bumper, as well as to redefine some structural parts, because of the lower efforts that will be transmitted to the vehicle chassis.

KYB was able to develop a system that combines robustness with a wide tuning range, which provides the vehicle with a soft damping when comfort is demanded and with excellent handling when control is needed. It is important to highlight that these features are met with a passive system which assures an unbeatable response time and a competitive cost.

Watch out for KYB’s Double Hydraulic Stop System in forthcoming vehicles like the Citroën C4 Cactus.

While electronic solutions are often adopted to improve vehicle performance, mechanically engineered alternatives can be less complex and lower in costCASE STUDY: KYB Double Hydraulic Stops Suspension System


ENGINE MANAGEMENT LIGHT/FAULT CODESThe EML will appear on the dashboard if the vehicle’s emissions values fall outside of set parameters. The most common fault code relating to the Cat is code P0420. It is important to investigate the following faults before condemning the Cat:• Lambda fault• Air leak in the exhaust system• Retarded spark timing

EMISSIONS FAILUREWhen a vehicle fails an MOT emissions test, the blame is usually placed on the Cat. However the Cat can only convert the gases which pass through it. If the vehicle is running poorly, the Cat will become contaminated with unburned fuel and become unable to convert the gases efficiently. If the Cat is replaced without fixing the fault, it will likely pass the MOT test as the Cat is working at full capacity, masking any fault, but will likely fail the MOT test again the following year if the fault is not repaired.

OVERHEATINGOverheating is caused mostly by unburned fuel entering the Cat due to an engine misfire. Possible vehicle faults causing this are:• Faulty Spark Plugs• Distributor timing is out• Faulty Lambda Sensor• Faulty fuel injector system• Faulty Map Sensor

PLUGGED AND CONTAMINATEDIf a Cat becomes ‘clogged’ or ‘contaminated’ it will no longer be able to convert any gases. This is usually caused by one of the following reasons:• Incorrect fuel• Unsuitable fuel additives• Engine problems

If the Cat becomes totally blocked, the engine will fail due to the increased back pressure. Poor engine performance could be an indicator of this.

DIESEL PARTICULATE FILTERSWhen a DPF can no longer regenerate itself, a DPF warning light will illuminate on the dashboard. A garage would then look to performing Forced Regeneration, depending on the level of blockage. When a DPF becomes blocked, the cause is very unlikely to be the DPF itself as soot problems begin long before reaching the DPF.

THE 2 MAIN CAUSES OF A BLOCKED DPF ARE:• Unsuitable driving styles• Mechanical defects in other components within the engineReplacing a blocked DPF without correct diagnosis of the genuine fault will cause the new DPF to become blocked also.

DIAGNOSING THE FAULTThe following components are used in the control of soot combustion and therefore mechanical defects in any of the below can result in the DPF becoming blocked. • Air Mass Meter • EGR Valve• Heater Plugs• Swirl Flaps• Injectors

• Lambda Sensor• Exhaust Gas Sensor• DPF Pressure Sensor• Oxidation Cat• Turbo

EUROPE’S LARGEST INDEPENDENT MANUFACTURER OF CATALYTIC CONVERTERS, DPFs AND FRONT PIPES

ENGINE MANAGEMENT LIGHT/FAULT CODESThe EML will appear on the dashboard if the vehicle’s emissions values fall outside of set parameters. The most common fault code relating to the Cat is code P0420. It is important to investigate the following faults before condemning the Cat:• Lambda fault• Air leak in the exhaust system• Retarded spark timing

EMISSIONS FAILUREWhen a vehicle fails an MOT emissions test, the blame is usually placed on the Cat. However the Cat can only convert the gases which pass through it. If the vehicle is running poorly, the Cat will become contaminated with unburned fuel and become unable to convert the gases efficiently. If the Cat is replaced without fixing the fault, it will likely pass the MOT test as the Cat is working at full capacity, masking any fault, but will likely fail the MOT test again the following year if the fault is not repaired.

OVERHEATINGOverheating is caused mostly by unburned fuel entering the Cat due to an engine misfire. Possible vehicle faults causing this are:• Faulty Spark Plugs• Distributor timing is out• Faulty Lambda Sensor• Faulty fuel injector system• Faulty Map Sensor

PLUGGED AND CONTAMINATEDIf a Cat becomes ‘clogged’ or ‘contaminated’ it will no longer be able to convert any gases. This is usually caused by one of the following reasons:• Incorrect fuel• Unsuitable fuel additives• Engine problems

If the Cat becomes totally blocked, the engine will fail due to the increased back pressure. Poor engine performance could be an indicator of this.

DIESEL PARTICULATE FILTERSWhen a DPF can no longer regenerate itself, a DPF warning light will illuminate on the dashboard. A garage would then look to performing Forced Regeneration, depending on the level of blockage. When a DPF becomes blocked, the cause is very unlikely to be the DPF itself as soot problems begin long before reaching the DPF.

THE 2 MAIN CAUSES OF A BLOCKED DPF ARE:• Unsuitable driving styles• Mechanical defects in other components within the engineReplacing a blocked DPF without correct diagnosis of the genuine fault will cause the new DPF to become blocked also.

DIAGNOSING THE FAULTThe following components are used in the control of soot combustion and therefore mechanical defects in any of the below can result in the DPF becoming blocked. • Air Mass Meter • EGR Valve• Heater Plugs• Swirl Flaps• Injectors

• Lambda Sensor• Exhaust Gas Sensor• DPF Pressure Sensor• Oxidation Cat• Turbo

EUROPE’S LARGEST INDEPENDENT MANUFACTURER OF CATALYTIC CONVERTERS, DPFs AND FRONT PIPES

DIAGNOSING CAT & DPF FAULTSCats and DPFs are becoming commonplace in the aftermarket, but many independent garages shun valuable work associated with them, referring it onto the main dealer or a specialist. Work on newer technologies is more accessible than some independent garages realise.

The cause of a Cat or DPF failure is often a fault in a related component. An expensive replacement Cat or DPF may not be required! Rule out other issues by ensuring related components are operating correctly.

COMMON FAULTS OFTEN MISDIAGNOSED AS A FAULTY CAT OR DPF:


The advancement of battery technology and related vehicle electronics means the after-market professional now has to take additional care when carrying out previously simple tasks such as charging a battery, starting a vehicle or carrying out diagnostic work.

The presence of sensitive vehicle electronics introduces a new set of risks in particular if inappropriate equipment is used. In this environment the first requirement of any battery equipment is that of safety. It is necessary to ensure that there is no possibility of a dangerous voltage being able to pass into the vehicle system.

Historically this was less of a problem as that battery may have been removed before charging thus the vehicle was not connected and the charging equipment therefore could be simpler. With the many good reasons not to remove batteries from vehicles comes the requirement for the once humble battery charger to evolve to provide additional protection. Products are now available which offer this, some also providing protection from errors from polarity inversion and elimination of sparks when making the connection.

GYS supports this market by providing highly functional charging units designed to sustain a vehicles electrical system during diagnostic work, preventing disruption to the diagnostic process and protecting against potentially costly damage to sensitive electronics.

With the proliferation of battery types, GEL, AGM and EFB batteries there is the need for a charger to be able to charge each of these types correctly. With different

metallurgy and chemistry each battery type demands an appropriate charging curve (how current and voltage is managed/regulated over time to charge the battery) in particular for AGM stop start batteries it is critical to ensure that voltage does not exceed 14.8V. The old transformer constant current/metal box chargers cannot be recommended for AGM batteries.

GYS uniquely provides a universal mode on the majority of its battery charging units, which enables the user who does not know the battery to safely charge any battery including AGM Stop/Start.

As the complexity grows it follows that it now falls on the mechanic to take steps to ensure the battery type in each vehicle is identified, this is not always so simple and by definition adds time to the job and risk if an error is made. GYS offer the very best battery equipment which offer the functionality to remove the need for battery identification by operating a universal charging curve that is safe for each battery type.

If we move onto the subject of starting vehicles then we add more challenges and with the higher energy required to start a vehicle thus the risks grow too. However the same principles apply, products must be safe, be able to work with all the latest battery types and usefully take the identification requirement from the technician.

The new Startium range from GYS is a revolution in products of its type. The Startium uniquely offers the charging functionality of a high class charging unit along with the convenience of a powerful

starter with the safety features needed for modern vehicles. This product is a GYS market leader that is designed to solve all charging and starting problems in one simple and effective unit.

Complexity continues with the subject of battery support during key on engine off diagnostic work. Battery support units ensure that the voltage in the vehicle remains at a constant and sufficient level from mains supply where the battery would simply be unable to do this. Should the voltage drop (as the battery discharges) serious and costly problems can occur. The demands for current during diagnostic and programming operations grows with the growing complexity of vehicle systems with models now providing as much as 100A of support.

GYS have produced a useful Technical Guide to working with batteries that gives the necessary information to stay safe when working with the latest battery types.

Neil Pulsford, Commercial Director GYS UK Ltd.

WORKING SAFELY with the latestbattery types

IS YOUR GARAGE

MVC Is your garage working safely A4 Editorial i.indd 1 14/05/2018 16:51:05

Rugby 01788 569 46816 Put a to being left behind!Your Future, NOW

Observations for fitting.Constant demand for improvement in all aspects of performance has seen vehicle manufacturers (VMs) design brake pads for numerous applications that must be mounted directionally. Apec Braking offer replacement pads that perform in line with the original equipment.

Directional brake pads are different to traditional pads, so take care to fit them correctly to avoid adverse vehicle performance and customer dissatisfaction. As the saying goes “Do it right or do it twice.”

The key to correct installation is to understand how directional brake pads overcome the issues for which they were designed.

The purpose of directional padsThe brake system on a modern vehicle can take three years of research and development and VMs put a great deal of effort into reducing NVH (noise, vibration and harshness). Directional pads deliver two main functions; reduced vibration or chatter, and brake squeal or noise elimination.

Every vehicle on the road has undergone unique and extensive testing to develop a braking system particular to that vehicle; one that firstly ensures optimal braking efficiency and secondly offers advanced focused technology (such as directional pads) to enhance the driver’s experience.

Directional pads operate when a brake disc is rotating in a certain direction. While it might be assumed that this would improve thermal efficiency (reduced heat build-up and retention) which kills brake performance, directional pads do not necessarily improve the pad or disc’s ability to expel excess heat.

Fitting issuesTake care! There is no singular or conventional way a directional pad operates. VMs employ numerous methods which must be deciphered so that the directional brake pad is fitted correctly.

Read on to understand more...

Directional Pads.

Chamfer

Standard brake pads can be “pulled’ by the brake disc on application, which can lead to damage as well as poor braking performance and uneven wear. Chamfers offer a transitional edge between two vertices of an object and will likely be present on the leading edge of a brake pad, or on both edges of the pad. Chamfers are angled anywhere up to 45° generally and serve three main purposes:

- to induce even pad wear- to prevent the leading edge of the brake pad from lifting and being pulled away by the brake disc- to reduce noise

When installing brake pads with chamfers, keep an eye out for the angular edge of the friction material. If there is no arrow on the back of the pad and there is only one chamfer, then that chamfer needs to be presented at the leading edge where the pad first contacts the brake disc.

Shims

Almost all brake squeal is caused by oscillation between pads, caliper and discs. Through rigorous research and development, Apec Braking manufactures fixed or clip-on shims which are attached to the rear of each brake pad, to help locate it correctly within the caliper. These:

- reduce/prevent transmission and amplitude of vibrational forces or brake chatter, achieved with dampening material bonded to the pad assembly- add mass to the brake system, dampening vibration in the pad and calliper- can also act as a thermal barrier to ensure even temperatures across the pad, which translates into more consistent braking

Coventry 024 7664 4255Rugby 01788 569 468 17Put a to being left behind!Your Future, NOW

Shims featuring a half moon or crescent cut-out

Some shims feature a crescent or half moon cut-out. This allows the piston to push the brake pad at a desired angle, to reduce noise and create more unified and even pad wear. The example below of an old fashioned push bike’s braking system demonstrates the physics - the location of the half moon or crescent cut-out ensures the piston makes contact with the pad, forcing it against the wheel (or brake disc) at a desired angle, halting brake chatter.

More commonly, brake pads feature a simple metal hook that “screeches’ on contact with the brake disc. It should feature on the leading edge (so the indicator makes contact with the disc before the pad). If these pads are installed the wrong way around the indicator will not sound correctly and thus customers may increase the likelihood of damaging the brake disc as they run their pads below the minimum threshold.

To find the latest advice on workshop issues visit www.apecbraking.co.uk and search for Resources

The half moon may be accompanied by a directional arrow. If not, the cut-out is on the leading edge of the pad. It is vital that this crescent/cut-out runs horizontally across the brake disc, on the leading edge, to ensure even pad wear and the correct distribution of force across the brake pad surface. Pad oscillation is reduced, preventing noise.

If this type of pad is fitted in the opposing direction then noise is likely to result as the leading edge will contact the disc first, causing chatter, heard by a fitter or customer as a high pitch squeal.

Directional/wear indicators

Many brake pads feature wear indicators. For electronic versions best practice is to look at how the previous indicator was plugged in. A directional pad with an electronic indicator will likely only fit correctly in one direction (inspect the length/angle of cables).

Incorrectly fitted directional pads

A directional brake pad fitted facing the wrong direction reduces braking efficiency. Pads are more likely to squeal when applied.

To establish clues to how to orient directional pads, take the time to inspect both pads while removing them and the new pads that will replace them. Check if there is a Technical Bulletin regarding the part number. If it is the first time you have seen the car, then identify how the previous pads were fitted so that you can reverse engineer the process.

If none of these steps clarify how to fit the pads, look for chamfers, directional grooves, clip-on shims, half crescent cut-outs and wear indicators, as described above.

In the absence of any of these clues, call Apec’s technical support team on 01454 324644. They will identify the part number and advise how to fit the pads correctly first time.

It is vital to ensure that the customer’s vehicle is free from vibration, squeal and/or poor or uneven wear.

Wrongly fitted directional pads cost time and money

Wrongly fitted parts lead to unhappy customers, take a service bay out of action and use the time of the technician who has to diagnose the issue and fix it.

None of these are ingredients for good business.


Fitted on nearly all new production cars, air conditioning offers lucrative servicing and repair work for an independent garage

A/C systems have only moving component - the compressor. Oil circulates through the system, lubricating each component (condenser, evaporator, receiver drier/accumulator, expansion valve and hoses). Any debris or contamination will affect every component. To remove the debris, the oil must be removed, along with any oil film on any of the internal components. This procedure is called flushing.

Is a flushing system useful?Want to avoid repeat A/C system failures, upset customers and rejected warranty claims? A flushing system is highly recommended, more so now than ever, with refrigerant 1234yf systems being introduced. These often have sealed compressors, so oil levels cannot be checked and flushing will be necessary every time the compressor is removed.

Comply with compressor warranty restrictionsAlways follow the compressor supplier’s instructions to comply with their warranty restrictions. Compressors generally do not fail. If a compressor does fail there will be a reason which needs to be found and rectified. Avoid excess oil (the most common cause of repeat failure).

Examples of failed compressors due to contamination

Examples of blocked orifice tubes:

What happens if flushing is not done?Any contamination in the system could result in ongoing failures. Blockages can occur in expansion valves and orifice tubes (see below). Condensers are manufactured with very fine internal passes which can also block.

How to perform a flushUse a charging station’s flush procedure if available (note: recovery mode is not a flush).

Otherwise use a flushing kit (see examples alongside). When flushing, clean individual hoses and heat exchangers. The receiver drier and compressor cannot be flushed and must be replaced.

When to flush? Drain the oil whenever the compressor is removed to check its cleanliness. If the oil looks contaminated the system must be flushed. It is advisable to flush every time the compressor is changed to be 100% certain of the system oil charge (too much oil causes the compressor to liquid lock in a similar way to excess engine oil in a car).

A/C Systems: to flush or not to flush

Oil Contaminated with Dirt

Mobile Nitrogen Flushing Kit (41-50020)

Dry Air Flushing Kit (41-50014)

Call your local MVC branch to discuss flushing system options


PEM fuel cell technology underlies most hydrogen-fuelled automotive applications, but its no newcomer technology. Only two years into the reign of Queen Victoria, Welshman William Grove discovered how to produce electricity by reacting hydrogen and air. He called his device a 'gas battery'. It was 1955, over a century later, before his invention inspired the first PEM fuel cell that could produce electricity for propulsion on the move. Scientists at GE incorporated a proton exchange membrane (PEM) into a gas battery, fuelled by hydrogen and oxygen. NASA used PEM fuel cells in the early 1960’s to power systems on the manned Gemini spacecraft, in preparation for the moon landings.A fuel cell generates electricity by combining hydrogen and oxygen to form water (2H2 + O2 = 2H2O). A positive electrode (the anode) and a negative electrode (the cathode) are separated by a PEM (the electrolyte). Pure hydrogen is supplied to the anode where its atoms are stripped of their electrons (negative charge) by a platinum catalyst, The protons (positive charge) pass through the water-based acidic polymer PEM to the cathode, while the electrons travel in an external circuit, generating the cell’s electrical output. The electrons rejoin the protons at the cathode in the presence of a catalyst and oxygen. The reaction products are electricity,

water and heat. The only waste product is warm water. Each cell produces under 1.16V, so multiple cells are assembled into a ‘stack’.

Issues with hydrogen fuel cells While an apparently simple technology, hydrogen fuel cells offer challenges:

Challenge 1: Supply of the hydrogen fuel

A hydrogen fuel cell requires pure hydrogen to operate. While hydrogen is the most plentiful element in the universe, it is highly reactive and does not exist naturally in it’s elemental form. It forms strong bonds with other elements which take considerable energy to overcome (which of course underlies its value as a fuel in the first place). It is difficult and expensive to obtain. Electrolysis can be used to extract it from water (basically a fuel cell working in reverse) but this process must be powered by a substantial amount of electricity. To be consistent with the environmental arguments for powering vehicles with hydrogen, it is pointless to generate this power from anything other than renewables.

Hydrogen may be produced at the filling station and is pumped to the vehicle as a gas.

Challenge 2: Storing hydrogenWeight for weight, hydrogen offers more energy than petrol - 1 kg of hydrogen has the energy of 3.785 litres of petrol (which weighs roughly 2.72kg). However hydrogen’s volume is up to four times that of petrol and already-expensive production and storage costs rise as the volume is reduced. Around 50% of its calorific value can be used to compress it as a gas, with further energy required to store it in high-pressure tanks. Highly flammable and causing embrittlement of metals, this is an expensive fuel to handle and store.

Hydrogen becomes a liquid at 20.28 K (-252.87°C) and takes vast energy to cryogenically cool and store. Losses become significant as it easily escapes containment, boiling off and venting to the air.

Challenge 3: Using hydrogenHydrogen fuel cells are temperature sensitive - the water-based PEM electrolyte does not work with steam or ice. The characteristic multiple cooling ducts of fuel cell cars exemplify the need to disperse heat, while

engine starting in low temperatures is a major hurdle that Toyota claims to have conquered in the Mirai, down to -30°C.

Challenge 4: Direct current onlyA hydrogen fuel cell produces direct current while efficient vehicle drive motors are alternating current. Losses occur inverting the current. VMs such as Toyota and Hyundai are overcoming this challenge.

Why use a hydrogen fuel cell?Hydrogen fuel cells offer advantages over fossil fuelled internal combustion engines and battery driven electric motors

- pollution-free emissions: only drinking- quality pure water comes from the exhaust

- range: hundreds of kilometres from a single tank

- charging time: two or three minutes - roughly that of a petrol/diesel vehicle, considerably better than an EV battery

Hydrogen fuel cells are here to stayAs a technology with its roots in an invention in 1839, hydrogen fuel cell vehicles (HFCV) have taken their time but are finally here. Japan is championing the technology with huge investments in vehicle design from its VMs (e.g. Toyota Mirai, Hyundai Nexo, Honda Clarity) and filling station infrastructure.

Proximity to and distribution of hydrogen filling stations are still an impediment to ownership in the UK. Shell are providing stations but with less than 20 at the time of writing, the UK's network is sparse. Contrast this against 15,000 to 20,000 EV charging points.

The government is helping to fund infrastructure and Toyota are providing their Mirai vehicles to ‘captive’ fleets (based at a single depot or around a specific geographic area) e.g. police forces, local authorities, car hire firms and efforts are being made to gain traction with London minicabs.

The entire HFCV UK fleet is currently in the low 100s. Watch out, though, they’re coming!

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Hydrogen Fuel Cells

References: www.fueleconomy.gov “How fuel cells work”; www.telegraph.co.uk “How does a fuel cell work...” by Andrew English; www.fchea.org “Fuel Cell Basics”; www.netinform.net “Hydrogen Refuelling Stations Worldwide”.


Bosch leads the charge in hybrid training

Bosch leads the charge in hybrid training

Few independent garages are in a position to diagnose hybrid and electric cars and many will continue to struggle without the right equipment and training.

A surge in the uptake of hybrid and electric vehicles in recent years is making it more important than ever for technicians to have the skills and knowledge to deal with high-voltage systems. Indeed, latest SMMT data shows increased demand with alternatively fuelled cars making up over 5% of the new car market and registrations up by 16% year-on-year.

Garages that are not equipped to service hybrid and electric vehicles will increasingly lose valuable customers and new business. Maintenance and repair of newer technology unavoidably requires an understanding of systems including working with ECUs.

Bosch has played a key role in development of electric and hybrid vehicle systems and continues to take a leading role in their creation and maintenance.

Bosch Service Training Centre Our Bosch Service Training Centre has seen a steady stream of technicians and garage owners looking for training since it opened in 2012, keen to stay ahead of industry advances. Many garages are yet to invest in the right skills and training and these same workshops are substituting one part for another, in hope of treating a fault without diagnosing and treating the system in its entirety.

Faults must be accurately located and fixed, with knowledge of the system including recalibrating ECUs. Bosch training courses focus on key components and hybrid system operation, and safe working on hybrid and related systems.

Bosch courses cover removal/refitting of deactivated high voltage (HV) components, replacing rather than repairing units, but crucially diagnosing system issues. Newer systems require a diagnostic interface to disable and make safe HV

systems with removal of a mechanical type isolation plug.

A handy introduction is provided by Bosch’s course ‘Hybrid & Electric Vehicle – Routine Maintenance’, part of the Bosch Diagnostic Technician Programme, as well as a course in the Bosch Master Technician Programme ‘Hybrid & Electric Vehicle – Repair or Replace HV Components’ for those looking to further their expertise.

Bosch Diagnostic ToolsNot all diagnostic tools provide accurate, detailed information to save time, and therefore money, during a repair. The new generation KTS 560/590 was developed to stay up to date with OEMs using parallel channel communication (more than one system simultaneously) enabling Pass-Thru diagnostic capabilities.

Further InformationFor information on what Bosch is doing in the development of hybrid and electric technology, visit the Bosch Mobility Solutions website: www.bosch-mobility-solutions.com/en/ or to book onto a training course visit website: www.bosch-training-solutions.com/gb/


6769 6770Workshop Safety Pack (A)• Consisting of: 6622 - High Voltage Floor Matting (1 metre)

6638 - Insulated Rescue Pole 6639 - High Voltage/No Admittance Sign 6642 - Danger High Voltage Sign 6700 - Set of 4 Posts, Bases and 25 Metre Chain

Vehicle Safety Pack (B)• Consisting of: 6618 - Insulated Safety Clamp 1000v, 2 off

6676 - Transparent Insulating Shrouding 1000v (1.4m x 1m) 6640 - Steering Wheel Lockout Cover (400mm) 6641 - Nylon Bodied Safety Lockout Padlock 6675 - Safety Tag (Do Not Start) 6703 - Set of 3 x Insulating Shrouds (15, 25, 35mm)

67 7 1

67 7 3

67 72Personal Safety Pack (C)• Consisting of: 6636 - Protective Arc Flash Face Shield

6637 - Carrying Bag for Faceshield (6636) 6705 - Insulating Glove Set (Large 10)

Complete Starter Pack (A, B, C, D)

Safety Tools Pack (D)• Consisting of: 6550 - CAT III Multimeter and High Voltage Insulation Tester

6150 - Insulated Socket and Tool Set (3/8"D, 25pc) 5515 - VDE Hex Key Set (Extra Long, 6pc) 5516 - VDE Star Key Set (9pc)

& Electric Tools& Electric ToolsHybridHybrid


New car sales fell for the first time in six years in 2017, ‘diesel’ is now a hot topic of controversy, and there is an EU target to reduce NOX emissions by 50% by 2020 – 180g/km to 95g/km.The latter headline is the most significant one, considering the difference between Euro IV to V is just 20%. With these challenges, Schaeffler UK (Schaeffler) believes many potential buyers are now willing to sit and wait for the right time before choosing their next vehicle.So, what’s around the corner?

Going greenMicro hybrids are the current green power method of choice, but plug-in versions are becoming increasingly popular, and fully electric (EV) sales grew by 60% over the last 12 months. Hydrogen Fuel Cell Vehicles (HFCV) are another area of growth and could be the next ‘big thing’.But is the infrastructure in place to have millions of zero-emission, EV or HFCV vehicles on UK roads? The evidence would suggest that it would be a struggle; for instance, at the time of writing there are only 15 hydrogen filling stations in the UK, while some energy market analysts claim Britain will need to plough billions of pounds into new power plants, grid networks and electric vehicle charging points to avoid local power shortages in the future.The pessimism hasn’t stopped manufacturers from forging ahead with their plans for the future: BMW plans to be fully-electric by 2025, while GM has promised to launch a mix of ‘at least’ 20 EV and HFCV models by 2023 – including two by the end of this year.What do all these developments mean for the automotive aftermarket? Schaeffler believes that, no matter what power units drive the vehicles of tomorrow, they will still all use a rolling chassis, with wheels – and tyres! – suspension systems etc. Some of the jobs technicians currently undertake will probably be phased out, such as exhaust replacement and oil changes, but as revenue opportunities close, new ones will open.Schaeffler, the global component and system supplier, takes a look at some of the concepts and systems that it has been developing for some of the world’s leading vehicle manufacturers (VMs).

Mobility for tomorrow – delivered todaySchaeffler’s philosophy is to educate, inform and provide technicians with the ammunition for when these new types of vehicles arrive at their workshop, instead of having to turn work down and send potential customer to a ‘specialist’.Acting early, getting ahead of the curve, will help them maximise the new revenue opportunities that will arise – and as a supplier of new technologies, Schaeffler is in prime position to continue to support technicians as demand grows.One of the technologies that has now made it to the original fitment stage is the 48V hybrid module. This ‘entry level’ method of hybridisation is, essentially, an electric motor and clutch package that can be installed between existing transmission and engine combinations. This relatively simple, efficient and economically-attractive option allows VMs to effectively reduce emissions.A range of functionality can be incorporated into these optimised 48V systems, such as mechanical tensioners for starter-generators, which radically alters

belt drive systems during the start-stop phase, electromechanical steering adjustment, suspension modules, axle drive solutions, torque vectoring units, anti-roll control systems and even a dual mass flywheel!Another Schaeffler innovation is the E-Wheel drive, a fully-electric in-hub motor system first developed with Ford for the Silvretta E-Rally in 2013. This type of propulsion system has been rapidly embraced by many niche manufacturers from around the world, such as NSK in Japan, American brand Protean and the crowd-funded Riversimple from Wales with its four-in-hub motor-driven Hydrogen powered Rasa HFCV.

One benefit of installing motors in the wheels is the amount of space it liberates, as well as the intriguing possibility of having 180° steering that would, literally, allow motorists to ‘parallel park’ by driving sideways into a free space.Another new Schaeffler development comes in the form of the Intelligent Anti-Roll Control (iARC) system which helps to reduce body roll. This electromechanical system physically adjusts the suspension, raising and lowering the corners of the vehicle to keep it as balanced as possible during cornering.

Manufacturers, like BMW, Porsche, Bentley and Audi, are already fitting the system into their luxury SUV models, and as VMs begin to see the benefits, expect to see versions of the technology installed into some mainstream models.

‘Pivotal technology partner’What is clear is that Schaeffler is living up to its profile as one of the world’s most innovative automotive component manufacturers and suppliers, providing VMs around the globe with precision-engineered parts as well as aftermarket workshops with complete OE repair solutions.

Call your local MVC branch for more information.

What’s around the corner?


GATESTECHZONE.COM

THE NEXT GENERATION OF PREMIUM WATER PUMPSMeet the newest member of the Gates water pump family, e-Cool™. OE-quality electric water pumps that are strictly equivalent to the original product, both in terms of quality and performance.

Electric water pumps are a part of a growing number of newer vehicles where higher efficiency engines are demanded. Aside from providing standard engine cooling, they reduce engine load and can be controlled by sensors to provide the necessary amount of coolant at any time. Some new vehicles even use up to three pumps for various systems, including cabin heating, turbocharger and battery system cooling. Be prepared and go with Gates!

ELECTRIC WATER PUMPS

ELECTRIC WATER PUMPS

GATESTECHZONE.COM

Sales of electric and hybrid vehicles are predicted to reach 3.8 million per year by 2020. They rely on electric water pumps to cool their batteries. Increasing numbers of turbochargers are being fitted in vehicles and many of these systems are water cooled requiring an electric water pump to function properly. Gates electric water pumps operate in more than 7.6 million vehicles already in circulation. It is vital to have a technical understanding of the unique characteristics of an electric water pump and what causes them to fail.

UNIQUE CHARACTERISTICSWhile the main function of providing standard engine cooling is no different to that of a traditional accessory-belt-driven or timing-belt-driven pump, electric water pumps offer some unique advantages. Traditional water pumps pump coolant throughout an entire system but some new vehicles use up to three electric water pumps, one for each of a variety of systems (e.g. cabin heating, turbocharger, battery cooling, etc). This ‘segmented cooling’ offers a number of benefits:• reduces the load on the engine • enables replacement of only the part that has failed• control by sensors to provide the necessary amount of coolant for the particular system at any time

CAUSES OF FAILURE Gates has analysed a large number of failed OE electric water pumps to determine what causes an electric water pump to fail. The most common causes are:

1. WORN DOWN ROTATING PARTSIn common with belt-driven water pumps, rotating parts melt or wear down due to inferior materials (Fig.1).

Fig 1. - A broken impeller on an electric water pump

2. USE OF THE WRONG COOLANTAs with standard water pumps, the use of general, over-the-counter coolant instead of coolant with the prescribed specific properties can cause premature failure – as does mixing coolants with different chemical components or using contaminated coolant.

3. INADEQUATE EXTERNAL SEALINGAnother primary reason for failure can be traced back to the mounting location of an electric water pump. In a high heat area where the air intermittently heats up and cools down, the resulting condensation can get into the circuit board and destroy the electronics, causing failure (see Fig.2).

Fig 2. - Water damaged electronics

4. EXCESSIVE DEMAND ON THE PUMP Simply too much demand on the pump for the design of its internal components can lead to failure as early as 90,000 to 150,000 kilometers into a vehicle’s life.

Contact your local MVC branch for more information about the Gates range of

e-CoolTM OE quality electric water pumps

Coventry 024 7664 4255Rugby 01788 569 468

The common misconception that independent garages can’t service a hybrid vehicle leads to customers taking their hybrids back to the main dealer, even when out of warranty.

Servicing hybrids and EVs is not as complicated as you many think. With the right training and a small investment in tools, an independent garage can service hybrid AND electric cars. You probably already have some of the diagnostics and tools without even realising it!

Pressure is growing on vehicle manufacturers to reduce emissions while hybrid and EV sales continue to grow. Avoid being left behind and take advantage of £’000s of hybrid and EV servicing revenue just waiting for you to be ready.

WIX Filters has partnered with MVC to offer a range of initiatives to help you manage the switch to these new technologies. Ask your local MVC branch for more info.

Yes! You can service a hybrid!

put a to being left behind! - midland vehicle components...2 your future, now put a to being left...

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