TechTalk ie Contents

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Low energy repairs - batch priming

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Sealey launches first tool promotion of 2023

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Continental adds water pump to Mk8 Golf timing belt kit

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First Line offers solution for Renault Clio wiper motor failure

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Battery Maintenance: 4 steps on cleaning

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Proven mechanical fixes for those trickier jobs

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TotalEnergies Quartz INEO Xtra First 0W-20 – product focus



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Volkswagen Passat plug-in hybrid DSG fluid change

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Picture coverage of the Auto Trade & CV Workshop Expo’s

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Schaeffler offers comprehensive range of repair solutions

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A workshop’s goldmine: Four wheel alignment Alternator and Starter in hybrid vehicles

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Running Clearance in detail



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Discs with ABD Rings

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How to test alternator overrunners

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Why headlights can become suddenly misaligned

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Automotive Publications Ltd., and the publisher of the TechTalk.ie accept no responsibility for the veracity of claims made by contributors, manufacturers, distributors and advertisers. In addition, whilst every care is taken to ensure accuracy of information contained in the TechTalk.ie, we do not accept responsibility for any errors or matters arising from same.

To list your business on FindCarParts.ie contact Edel Beisty on 090 66 25 676 CAVAN Thomas Anderson Ltd Motor Factors, Lisnasturrin, Kingscourt CLARE Top Part Ennis, Cornmarket Street, Ennis Top Part Shannon, Link Road, Smithstown, Shannon CORK Albert Quinlan Motor Factors Ltd., Commons Rd, Cork City Albert Quinlan Motor Factors Ltd., Dennehy's Cross, Cork City Jim Scannell Motor Factors Ltd., Cork Road, Midleton Top Part Clonakilty, The Miles, The Bypass, Clonakilty

LOUTH Ardee Auto Factors, John St., Ardee John Laverty Motor Factors, Coes Road, Dundalk MAYO Mayo Motor Parts Ltd Castlebar, Moneen Ind Est, Castlebar Mayo Motor Parts Ltd Westport, Westport Business Park, Westport Top Part Castlebar, Moneen Business Park, Castlebar MONAGHAN Castle Car Parts, Monaghan Rd., Castleblaney Farney Auto Factors, Cross Lane, Carrickmacross

DONEGAL McLaughlin Motor Factors, Main Street, Buncrana Northwest Auto Factors, Pearse Road, Letterkenny

OFFALY Autelco, Unit 5/6, Axis Business Park, Clara Road, Tullamore Talbot Motor Factors, Mill Street, Birr

DUBLIN Southside Motor Factors, Motorcity, Kylemore Road, D12

ROSCOMMON Top Part Roscommon, Athlone Road, Roscommon Town

GALWAY SLIGO Partway Auto Factors, (Top Part Galway), Tuam Road, Galway City Top Part Sligo, Ballast Quay, Sligo Town KILDARE Leixlip Auto Parts, Unit 2, Church View, Celbridge Road, Leixlip NCS Auto Parts, Main Street, Maynooth KILKENNY Top Part Kilkenny, Loughboy Industrial Estate, Kilkenny City KERRY Kingdom Motor Factors, (Top Part Tralee), Upper Rock Street, Tralee LAOIS Portarlington Auto Parts, Main Street, Portarlington LIMERICK Toppart Limerick, Castlemungret Industrial Estate, Dock Road, Limerick City

TIPPERARY Noonan Motor Factors, Limerick Road, Tipperary Town North Tipperary Motor Factors, Unit 2, Cork Road, Newport Top Part Clonmel, Clonmel Business Park, Clonmel Top Part Nenagh, Dublin Road, Nenagh WATERFORD Top Part Dungarvan, Unit 4A, Dungarvan Buss. Park, Dungarvan WESTMEATH Top Part Mullingar, Unit 16C, Loughsheever Business Park, Mullingar WEXFORD Top Part Wexford, Unit 2 Kerlougue Industrial Estate, Wexford Town WICKLOW Top Part Arklow, Unit 4 Croghan Industrial Estate, Arklow

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Low energy repairs - batch priming Over the past year, the refinish industry has felt the significant impact of rising energy prices. To combat this, the technical experts at PPG have been working to ensure the company is at the forefront of low energy repairs. This is where PPG’s partnership comes into play with a reassessment of the entire repair process. Before the significant increase in energy prices, throughput was the focus of new technology development and bodyshop profitability. PPG says it has now reassessed its entire collision range of products to ensure that market leading energy saving application methods are provided whilst protecting throughput optimisation and bodyshop profitability. In winter, when the outside temperatures drop, the spray cycle of the Spraybooth actually costs more than the bake cycle. This has a big effect on the approach to energy saving. To make significant savings it is no longer simply a case of reducing bake schedules and temperatures, you also have to look at how to reduce spraying times too. When it comes to the priming process for new panels, the traditional (and most effective method of priming new panels) is to apply wet-on-wet primers to these panels. This cuts down on the prep times required and offers shops faster and more effective through-put. However, a standard Wet-on-Wet primer needs to be sprayed and flashed off before the basecoat and clearcoat can be applied. This can easily add up to 15 minutes of spraymode and flash-off mode time for every job that requires a wet-on-wet primer application to a new panel. The Self Levelling Primer technology, which has been for years a key element in the PPG portfolio, offers one of the best ways to cut out the expensive spraybooth “spray and flash-off mode” time. DP4000 Self Levelling Primer can be applied

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and air dried with the ability to topcoat the panel up to five days later without the need for any extra flatting or preparation, making it ideal to use as a batch primer. So how does that work? With Self Levelling Primer, you can batch prime all the new panels needed for the next day’s work the night before. Simply plan the last slot in the sparybooth each evening to be a time to prime all the new panels for the next day. For example, if you have new panels for up to seven jobs for the next day, pack these into the booth and apply the Self Levelling Primer to all the panels in one short spray session (approx. 10 minutes in total). Simply turn off the booth completely and leave the panels to dry overnight once the panels have been coated. Then during the next day, simply place the already primed panels, next to the rest of the job, and spray only the topcoat. This saves that 15 minutes of booth time on every job. For seven jobs that equates to 105 minutes of spray-mode and flash-off mode time saved. This offers massive energy saving potential and has the added bonus of freeing up booth time, thus increasing throughput. PPG claims the batch priming method could easily save around €50 per day in raw energy costs and allows you to get even more booth slots per day. That means more jobs, more revenue and less energy. On top of that there is also less gun cleaning and mixing times.

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Sealey launches first tool promotion of 2023 Sealey has launched its first tool promotion of 2023, with 100 new lines inside the new 148-page edition. Valid until 31st March 2023, the new tool promotion offers over 1,450 deals, with discounts of up to 80 per cent off list price - the biggest savings can be found in the clearance section. Sealey says there are savings to be had on the recent additions to its vehicle service range, including the VS0216 Brake Disc Lip Remover Set; designed to provide a smooth and easy method of removing the lip and corrosion build up on brake discs. Check out Sealey’s new storage range including the 15 Drawer Mobile Trolley, Top Hutch and Side Locker. With a rust and solvent resistant, hivis green, gloss finish and contrasting black anodised heavy-duty drawer pulls, this modular system is ideal for any garage or workshop. Inside, you will also find details on how to enter Sealey’s latest

competition to win a detailing bundle worth over £750. The prize includes a PWTF2200 Pressure Washer, featuring two pumps and twin nozzles for faster cleaning. Entries close 31st March.

Have you checked if the vehicle you are working on is subject to a recall?

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Continental adds water pump to Mk8 Golf timing belt kit Continental has added a water pump to its timing belt kit for the popular Mk8 Volkswagen Golf and Audi A4. The WP6140 water pump forms part of the new CT1229WP1 kit, together with the timing belt and the tensioner and deflection pulleys. The OE-quality electrically adjustable

water pump is manufactured in Germany. The new kit is suitable for the 2.0 l mild hybrid engines in the Audi A4, Audi A5 and Audi A6 as well as the 2.0 TDI unit fitted in the Mk8 VW Golf and the Passat. “We are already readying our customers for future repair jobs today and gradually bringing onto the independent replacement market all our original equipment products that are needed for carrying out repairs to models such as the Golf 8 2.0 l TDI and the Audi A4 2.0 l mild hybrid,” says Veronika Shmatko, product manager EMEA at the Continental Power Transmission Group.

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Continental solves tricky tensioner pulley issue Different versions of the tensioner pulley in the timing belt kits CT1139K2, CT1139K3PRO, CT1139WP2, CT1139WP6 and CT1139WP8PRO, used in various 1.2-2.0L TDI EA189 common-rail engines from Audi/Seat/ Skoda/VW. Problem: The supplied V56349 tensioner pulley looks different from the pulley fitted in the vehicle. It seems that it cannot be tightened in the way described in the fitting instructions. Cause: The vehicle manufacturer fits two different versions of the tensioner pulley. The Continental kit may also contain either of the two versions

shown in picture 1 and picture 2. Solution: The two versions of the tensioner pulley are interchangeable and can be used in all the engines indicated by the vehicle manufacturer. It is important to follow the vehicle manufacturer’s fitting instructions as the method of installation and tensioning direction differ. The Gates version is tightened in a counterclockwise direction and the Litens / INA version in a clockwise direction. The tensioning direction is clearly marked on both pulleys (arrow on the outer face of the tensioning plate).

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First Line offers solution for Renault Clio wiper motor failure Bad weather can cause myriad of issues for vehicles, as any technician will know, and with the Irish weather being very unpredictable, there is one issue that is guaranteed and therefore garages, and workshops need to be prepared for the consequences of a heavy rainfall on the Renault Clio. The technical issue that First Line Ltd. is advising garages and workshops to be

Wiping away the issue To resolve the situation, technicians need to replace the wiper motor, but more importantly, during the procedure, it’s essential that they clear the blockage that has created the problem in the first instance. In addition, proactive workshops would do well to advise the customer to keep an eye on

prepared for is the failure of the wiper motor, as following heavy rainfall, if the drain hole is blocked the motor can become submerged in water, which will consequently lead to failure. The technicalities There is nothing like the reality of life on the road that will reveal the long-term issues that affect the day-to-day running of a vehicle and the Renault Clio MkII and MkIII from 2001>2014 is a particular case in point. Over the course of time, debris, such as leaf matter and road grime, can clog the drain hole where the motor and linkage are housed. This can then cause the area to fill with rainwater until the motor’s bearing and seal are permanently submerged. This constant immersion gradually leads to the water penetrating the bearing and causing it to seize, often burning out the motor in the process.

the situation to ensure it is kept free of debris and able to drain properly. Finding the right fit First Line’s Wiper Motor FWM1004 and Borg & Beck’s BWM1004 are direct replacements, supplied with all the necessary nuts and bolts as standard for easy installation. To ensure they are ready to supply, First Line recommends that factors keep a stock of these references, especially as the demand is naturally higher during these wetter months. The First Line range of wiper motors is proving increasingly popular as evermore motor factors and their customers realise that they provide them with a first-rate replacement solution, which is why the programme continues to grow. The First Line wiper motor programme now consists of eight part numbers and in addition to the aforementioned Clio MkII and MkIII,

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TechTalk ie other vehicles catered for by the range include the Opel/Vauxhall Corsa, Combo and Tigra TwinTop models and all Astra IV/G models from 1998>05, as well as the Fiat Punto 188 between 1998>05, Nissan Qashqai 1.6 and 2.0 dCi between 2005>14 and the Note E11 between 2006>14 respectively. As would be expected from First Line, its wiper motors are supplied as a direct replacement, supplied complete with all the necessary nuts and bolts required for the correct installation. Naturally, in common with all products in the First

Line portfolio, the wiper motor range is fully tested and approved for quality and reliability, plus they are covered by the company’s comprehensive 24-month / 24,000 mile warranty against manufacturing defects (Not Submersion!). The wiper motor offering complements the company’s comprehensive Borg & Beck wiper blade programme, which covers all blade types including conventional, spoiler, hybrid, flat and rear blades, to provide the optimum solution.

Battery Maintenance: 4 steps on cleaning Clean the battery’s connections Your vehicle’s battery survived the winter, but even though temperatures are rising, your battery seems a bit sluggish, a common sign of battery terminal corrosion. Corrosion disrupts the electricity flow from the automotive battery to the battery terminal, which can affect your vehicle’s electrical system and engine’s health in many ways. Symptoms of battery terminal corrosion are: - Slow cranking - Difficult starting engine - Rapid clicking when the key is turned - Check Engine or other dash warning light due to lower than normal voltage Luckily, corrosion on the battery terminals is easy to verify by sight. To verify, check the battery for a white, powdery substance on the terminals. If your battery shows sign of corrosion, no need to worry as it is simple to clean. Once cleaned, you should see an improvement in starting power right away.

Step by step on how to clean battery connections Delphi Technologies Tech Tip: Some vehicles may need one or more ECUs to be “relearned” after the battery has been disconnected and reconnected to work properly (i.e. power windows with express up, steering angle sensor, and engine idle quality). Also some vehicles need to have a replacement battery to be “registered” to the vehicle’s ECU in order for the charging system to properly charge a new battery. More information may be found in the vehicle’s owners’ manual and / or factory service information sources.

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Proven mechanical fixes for those trickier jobs What’s the problem? Citroen DS3: Spontaneous illumination of engine malfunction indicator lamp (MIL) while on road test. While on road test with a customer’s 2015 DS 3 1,2 petrol we have just serviced, the engine malfunction indicator lamp (MIL) unexpectedly illuminated. We found trouble code P0326 stored in the engine control module (ECM) fault memory, which relates to the knock sensor.

We have not carried out any work in that vicinity and are not sure why the trouble code has occurred. We have checked the spark plugs we fitted during the service are the correct specification for the engine, which they are. We have also carried out some basic checks on the air and fuel systems but we haven’t found the cause of the fault. Any assistance you can provide to rectify this fault would be appreciated. The fix This is a fault with all on all DS 3 models with the HMZ (EB2F) engine code up to 06/12/15. The cause of the engine malfunction indicator lamp (MIL) illumination is due to an unsatisfactory design of the knock sensor (KS). To rectify the fault fit a new knock sensor (KS). Ensure the knock sensor (KS) retaining bolt is tightened

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to the correct torque setting. Erase the trouble code and carry out a road test to ensure the fault has been resolved. What’s the problem? Ford Mondeo: Vibration/rattle in passenger compartment while driving. We have a customer with a 2014 Ford Mondeo who is complaining of a vibration/ rattle in the passenger compartment whilst driving the vehicle. We have heard the rattling noise on road test but have been unable to source the cause of the fault in the workshop. We have visually checked the engine mountings and have repositioned the exhaust heat shields but cannot eradicate the vibration/rattle. Have any other Ford owners reported this type of vibration/rattle before? The fix We do have records which show a similar report affecting all Ford Mondeo models up to 03/15. The cause of the vibration/rattle is due to loose, unused underbody shield retaining clips. To rectify the vibration/rattle, remove and discard the unused underbody shield retaining clips if necessary, repeat the procedure for the opposite side. Carry out a road test to confirm the vibration/ rattle has been eradicated.

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TotalEnergies Quartz INEO Xtra First 0W-20 – product focus

Quartz Ineo Xtra First 0W-20 is a fully synthetic engine oil by TotalEnergies formulated specifically for the Stellantis group’s factory fill and after-sales service. This high-performance oil is recommended and approved by the Stellantis group and carries the B71 2010 standard approvals.

Stellantis group, for specific engine types recommends TotalEnergies Quartz Ineo Xtra First 0W-20 for specific models after 2021. The Stellantis group brands are Peugeot, Fiat, DS, Jeep, Opel, Vauxhall, Chrysler, Lancia, and Alfa Romeo . Quartz INEO Xtra First 0W-20 is backwards compatible, meaning it is also suitable for older models but always refer to the OEM manual before use. It is also suitable for the most demanding driving conditions (door-to-door, sports driving, repeated start- stops, city and motorway driving). Total Quartz Ineo Xtra First 0W-20 is particularly well-suited for engines equipped with BLUE HDi, PureTech using Stop & Start technologies, and hybrid engines which require new generation engine oil.

Some of the many benefits of Quartz INEO Xtra First 0W-20 are: 1. This pollution-control synthetic engine oil provides the best protection against wear and clogging with soot or sludge deposits. 2. The post-treatment systems, sensitive to the lubricants used and expensive to maintain, are also protected over the long-term thanks to the ‘Low SAPS’ formulation (low content of sulphated ash, phosphorus and sulphur contents). 3. Using this engine oil can help improve fuel savings without changing driving styles. Always refer to the OEM manual before changing your oil. 4. It guarantees compliance with all the performance levels claimed by the Stellantis group about environmental standards, thereby reducing environmental impact. 5. Quartz INEO Xtra first 0W-20 promotes higher fuel economy with reported savings of 3.7%, measured by the official M111 FE test. 6. This engine oil has special additives which promote easier cold starts even at very low temperatures (validation tests carried out down to -40°C) 7. It also provides extended drain intervals while retaining all its properties per the service plans recommended by Stellantis. Quartz INEO Xtra First 0W-20 is available in bulk and barrels at Finol Oils, the authorised lubricants distributor of TotalEnergies and Elf in Ireland. 5 litre packs will be soon available.

For more information on this product, visit www.finol.ie or contact Finol Oils at 01 4555484. You can also use Finol’s lube advisor at www.whichoil.ie for expert oil

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Volkswagen Passat plug-in hybrid DSG fluid change In this latest ‘best practice’ article, technical experts from OESAA members, Delphi Technologies and Laser Tools, have teamed up to offer a guide to technicians changing the fluid in a Volkswagen DSG triple-clutch gearbox on a plug-in hybrid vehicle to guarantee a safe, efficient, and professional job. Volkswagen’s DSG gearbox is a familiar sight to technicians, but the latest generation fitted to VW plug-in hybrids is an evolution of the existing unit with a triple-clutch design. The scheduled fluid change intervals are critical to ensuring reliable running, and they prevent expensive repairs later in life. The procedure also ensures the fluid level is accurate, providing a suitable reserve of fluid while not causing problems due to over-fill. While the procedure itself is straightforward, it requires a suitable level of skill, tooling and time to complete the job. That’s why the following Delphi Technologies and Laser Tools guide is invaluable to understanding the drain and fill methods this sophisticated hybrid vehicle requires. Why does the ATF need to be changed? Fluid in a gearbox is subject to wear, just like other components in a vehicle. Fluid needs changing because: 1. Fluid is subject to repeated heat cycles, in which it gradually loses its ability to lubricate 2. Gear and bearing wear create tiny metallic particles which are suspended in the fluid 3. Over time, the fluid becomes saturated, and particles can clog small oilways and

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cause solenoids to jam 4. Changing the fluid flushes any particles that have settled on the bottom of the sump 5. Clutch slip can subject the fluid to very high local temperatures, limiting its life EV and hybrid safe working Delphi Technologies’ video guide includes full details of powering down the hybrid system, including the requisite personal protective equipment (PPE). Laser Tools offers a wide range of PPE, including arc flash face shields, insulating gloves and pneumatic glove testers. Laser Tools also offers a full suite of electrically insulated tooling suitable for working on hybrid and EVs. 2017 Volkswagen Passat plug-in hybrid DSG oil change procedure (estimated time for the procedure is 20 minutes) Before you start: Always refer to the vehicle manufacturer’s instructions for each specific application. The Delphi Technologies Direct Evolution tool offers a wide range of vehicle coverage including up-to-date Volkswagen workshop and diagnostic capabilities. Step 1: Check the procedure using technical data e.g., Delphi VTI (Vehicle Technical Information). Step 2: Connect the OBD diagnostic tool e.g., Delphi VCI (Vehicle Communication Interface). Step 3: Check for fault codes, then empty the pressure accumulator using the diagnostic procedure. NOTE: A fault code will be generated during this procedure; this is normal and can be cleared at the end of the procedure. Once the procedure is complete, the

TechTalk ie software will advise to proceed with the fluid drain. Step 4: Power down the high voltage system, starting by isolating the low voltage (12V) system via the service plug and securing using a padlock. Step 5: NOTE: Check all PPE before wearing. Wear suitable PPE (including insulated gloves and arc shield helmet). Identify the high-voltage inverter unit on the vehicle. Step 6: Using approved insulated tooling (such as Laser Tools’ insulated screwdriver) gain access to the highvoltage inverter test points. Step 7: Using a suitable voltmeter (e.g., Digital Voltmeter & Insulation Tester 1000V CAT111) check for zero voltage in the DC lines. Step 8: Check the AC lines for zero voltage, both between phases and to earth. Step 9: Once zero voltage has been confirmed, raise the vehicle. Remove the under shield to gain access to the gearbox drain points. Step 10: Remove the three drain plugs circled. There is a level plug in the drain hole closest to the centreline of the car, which should also be removed. Let the fluid drain into a suitable container, e.g., Laser Tools’ Waste Oil Receiving Pan. Step 11: Once the fluid has completely drained, refit the two outer drain plugs. Step 12: Refit the fill plug in the centremost drain hole. Step 13: Fill a suitable ATF pump, e.g., Laser Tools’ ATF Dispenser with seven litres of suitable DSG ATF. Step 14: Fit the correct adaptor to the centremost drain plug hole. Fit the ATF pump pipe to the adaptor. Step 15: Fill the gearbox with seven litres of suitable DSG ATF. Step 16: Quickly remove the ATF adaptor

and refit the centremost drain plug. NOTE: Fluid will escape during this step; make sure you have a suitable catch vessel positioned below. Step 17: Lower the vehicle. Step 18: Reconnect the high-voltage system. Step 19: Reconnect the low voltage (12V) isolator switch by removing the padlock applied in Step 4. Step 20: Connect the OBD diagnostic tool. Step 21: Start the ‘Fill ATF’ procedure. The ATF pump can be heard operating. Step 22: Run the ‘Oil Level Check’ procedure. Step 23: Raise the vehicle and remove the centremost drain plug. Let any excess oil drain out into a suitable container. Once excess oil has drained, refit drain plug. Step 24: Clear all fault codes using OBD diagnostic tool. NOTE: It’s a good idea to check for fault codes in other ECUs on the vehicle, which may have been generated while the vehicle was powered down. Step 25: Refit undertray. Step 26: Road test the vehicle to ensure correct operation.

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Schaeffler offers comprehensive range of repair solutions Responding to the needs of the independent sector once again, Schaeffler, a leading technical partner and OE supplier to vehicle manufacturers around the world, has assembled a wide range of important service and repair solutions for the popular VW Caddy. The Caddy was introduced to Europe in 1982 and is now in its second generation. Although most often seen in its panel van variant, it has also been manufactured as a pick-up and utility in both its first and present generation, with more recent versions featuring a seven-speed double clutch system. Starting with the transmission, Schaeffler offers two LuK RepSet 2CT clutch kits (602000200 for vehicles up to June 2011 and 602000700 from July 2011 onwards) along with the matching dual mass flywheel (DMF) (415062609). A standard LuK RepSet kit (623353400) is also available for the manual version, plus two DMF bolt sets, separate release bearing, master and slave cylinders. A LuK GearBOX kit for 04A transmissions (462033310) completes the offer, giving independent workshops the chance to overhaul the gearbox rather than fit a recon unit, or send work away to a ‘specialist’. INA are the engine experts, offering two timing belt kits, with or without the water pump (530055032 / 530055010). Naturally, all individual timing system components, as well as

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the water pump, are available separately if required. For the Front End Auxiliary Drive, there are two FEAD kits (529047520 including the OAP or 529047510 without), plus the torsional vibration damper (544013810), along with the separate components – belt, tensioner and OAP. When it comes to the chassis system on the Caddy, its front and rear wheel bearing requirements are met with OE units from Schaeffler’s famous FAG brand. Alongside wheel bearings, the FAG chassis system programme also includes steering & suspension components, covering the entire range of ball joints, tie rods, strut mounts, track control arms, mountings and bushes, as well as link/coupling rods and stabilisers - so all requirements are catered for. Schaeffler delivers the same parts to the aftermarket as it does to vehicle manufacturers for original fitment, which guarantees their quality, durability and performance. If Schaeffler isn’t the OE supplier, every component is still manufactured to exacting Schaeffler quality standards, using the same specifications, materials and manufacturing techniques used in the OE parts. Technicians also benefit from Schaeffler’s ‘complete repair solution’ philosophy, with every single component required for a professional and safe replacement included in the box, right down to the last nut, bolt or washer.

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A workshop’s goldmine: Four wheel alignment Wheel alignment servicing is one of the most lucrative services businesses can be using to boost profit and revenue significantly to their workshop. In fact, wheel alignment offers profit margins of around 88 per cent, which is significantly higher than brakes (49 per cent) and tyres (16 per cent), according to workshop equipment specialists Pro-Align. And with seven in 10 cars on the road suffering from some form of misalignment, there’s plenty of paying opportunities to be made. Yet, businesses across the country are missing one simple trick: offering a free wheel alignment check for each and every car that rolls through their doors. So, what are the key steps to converting this opportunity with an industry leading aligner from Hunter and making 2023 your most successful year ever? Speculate to accumulate – no matter what work a car comes into your workshop for, even if it’s just a replacement bulb or wiper blade, it makes sense to give the vehicle’s geometry a quick check. With the right Hunter equipment, this check can be completed in a matter of seconds and could help identify a significant number of profitable paying opportunities. It’s good to talk – once you have the results of the preliminary wheel alignment check, use the tools of the Hunter system to show the customer their results. These can be delivered via physical printouts, a flightboard in the customer reception area or through HunterNet which emails the results directly to the customer’s inbox or smartphone. Act fast – it pays to tell the customer about

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their results as soon as soon as you’ve carried out a QuickCheck. Discussing this with them before they’ve left the workshop means they are more likely to approve the job, increasing your conversion rate significantly. The long-term approach – for far too long, the automotive aftermarket has endured a shady reputation of recommending work that doesn’t need doing. Make sure you don’t fall into this trap and build long-term trust with your customers by telling them their alignment results regardless of the outcome. Even if all settings are within tolerance and no work opportunity exists, they will be grateful that you have provided this additional service free of charge and are much more likely to trust your recommendations next time work is required. Train to gain – from the reception staff through to the workshop technicians, adopting a speculative alignment approach requires the participation and involvement of all staff. Train them all and get them involved in the process, so together you can create a winning system. Review results – using HunterNet, you will be able to accurately monitor how many additional opportunities you’ve created and converted. It’s important to review this and compare across any other sites you may have or previous months so that you can continually improve your system and convert even more opportunities. To find out more about the range of Hunter workshop systems which can help you create and unlock more opportunities, visit www.pro-align.co.uk or call them on 01 5060 699.

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Alternator and Starter in hybrid vehicles Cars with hybrid drives were introduced at the beginning of the 20th century. These were experimental units but nevertheless were able to prove that the automotive industry could expect a huge technological leap in the future. Currently, the portfolio of hybrid vehicles is extensive and includes various engine variants. When it comes to hybrid engines, can we still talk about the aletrnator and starter elements as we knew them from previous generations of engines? The automotive industry is developing very rapidly, both from the perspective of passenger car users, as well as those driving utility vehicles. Mechanics also need to expand their knowledge and invest in garage equipment to be able to provide service for the ever-increasing number of cars with hybrid and electric drives. Hybrid vehicles come in a multitude of versions and models. From the less advanced ones, up to those more technically complex, where the user decides which engine to choose: electric or internal combustion. The function of the alternator and starter in such engines is also not immune to change.

Micro, Mild and Full Hybrids Several types of hybrid vehicles can be distinguished based on how advanced they are: Micro hybrid – the electric engine functions as a starter and/or alternator, it does not drive the car directly. Mild hybrid – the electric engine supports the internal combustion engine, e.g., when accelerating. Full hybrid – the electric engine supports the combustion engine but can also propel the car independently. Series, Parallel and Mixed Hybrids The following hybrids are distinguished based on the manner of connection between the internal combustion and electric engine: Series – the internal combustion engine does not provide much power and its only role is to support the generator (an alternator combined with a starter). Parallel – the electric engine supports the internal combustion engine. The internal combustion engine is mechanically connected with the wheels. The system may be equipped with one or two clutches and split axles. Mixed – a combination of the above approaches. Integrated starter-alternators Hybrid vehicles are equipped with integrated starter-alternator (ISA) systems. Their functions include, but are not limited to, energy recovery during braking (regenerative braking), START/STOP system, or supporting the main engine when starting, increasing power, or accelerating. This system also allows for powering other devices, such

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TechTalk ie as electric power steering and air conditioning. The newest i-StARS integrated alternator-starters are digitally controlled via communication protocols, such as LIN or BSS.

Hybrid drive applications are an example of how far we have gone and how little is needed to completely replace internal combustion engines with electric ones. Increasing power capacity (cells) or charging speed will certainly be important in this respect. An infrastructure network full of easily accessible electricity sources is also not without importance. It may be predicted that the way integrated alternator-starter systems are applied will change or that they will be replaced with a more modern system, completely abandoning the drives we know today. AS-PL Sp. z o.o. is a European company that operates in the field of supplying parts and electrical components for vehicles. The company was established in 1992. AS-PL cooperates with distributors and wholesalers of spare parts in the aftermarket.

AS Brand The company’s product catalogue includes about 22,000 items, which correspond to nearly 550,000 references. The offer includes Alternators, Starters, Parts and Components for Cars, Trucks, Agricultural machinery, Plant, Marine and Motorcycles. All alternators and starters offered by the company are tested on specialized machines, and their test results are included with the offered products. The brand has the ISO 9001: 2015 certificate. Development directions The dynamic development of the company contributed to the establishment in 2017 of a new company called AS-PL UK Ltd. operating in the Uk & Ireland market. In November 2019, an Italian department was opened in Moncalieri near Turin in Italy. In August 2019, AS-PL became the official supplier of Groupauto Polska, the purchasing group for the largest domestic distributors of automotive parts. In February 2022, a new AS-PL branch office was opened in Valencia, Spain. On-line catalogue AS-PL is a member of the IAAF (The Independent Automotive Aftermarket Federation), and SDCM (Association of Distributors and Manufacturers of Automotive Parts). Since 2018 our products can be found in prestigious catalogues, i.e. MAM Software Autocat v8 and TecDocTM.

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TechTalk ie

FindaTyre.ie

To list your business on FindaTyre.ie contact Edel Beisty on 090 66 25 676 CAVAN Agrigear, Bailieborough. Smith’s Tyre Services, Ballyjamesduff. Thomas Anderson Ltd. Tyre Centre, Kingscourt. CLARE Malbay Tyre Centre, Miltown, Malbay. Pat Foudy & Daughter, Ennis. CORK Alan’s Tyres, Glanmire. Christy’s Tyres, Cork City. JD Tyres, Mitchelstown. S Tyres Ltd., Centre Park Road, Cork City. S Tyres Ltd., Clontarf Road, Cork City. South Link Tyres Ltd., Cork City. DONEGAL Donegal Tyre Centre Ltd., Donegal Town. Killybegs Tyre Centre, Killybegs. Pearse Road Tyres, Letterkenny. TSA Tyres, Ballybofey. Ulster Tyres, Ballybofey. Ulster Tyres, Letterkenny. DUBLIN Donnelly’s Tyre & Battery, Blackrock & Dun Laoghaire. Sandyford Tyre Centre, D 16. TP Tyres Ltd., Deansgrange Industrial Estate. FERMANAGH Gortnacarrow Tyre Service, Newtownbutler. GALWAY Loughrea Tyre Centre. Mileage Tyres Galway. Noone Tyres, Mountbellew. KERRY Castleisland Tyre Centre, Castleisland.

KILKENNY TC Tyres Ltd., Kilkenny. LEITRIM Gills Tyres Ltd., Carrick on Shannon. T.J Tyres Ltd., Manorhamilton. LONGFORD McKeon Tyres Ltd., Longford Town. The Tyre Warehouse, Granard. LOUTH Global Tyres (Dundalk). MAYO Togher Tyres, Castlebar. Tyres R Us, Westport. MEATH Mileage Tyres (Navan). MONAGHAN Global Tyres, Carrickmacross. OFFALY EK Tyres, Edenderry. SLIGO Pearse Road Tyres, Sligo. WATERFORD Larry Guinan Tyres, Cork Road, Waterford. WESTMEATH Athlone Tyre Depot, Athlone Town. Mileage Tyres Mullingar. WEXFORD John Bass Tyres, Gorey.

KILDARE Heffernan Tyres, Kildare Town. L.T.S. Tyres Ltd., Celbridge. We Fit Exhausts & Tyre Centre, Newbridge.

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TechTalk ie

Running Clearance in detail Achieving the optimum running clearance between the brake pad and disc will help avoid overheating.

to stroke beyond the maximum allowed, this usually indicates there are other brake problems that need to be addressed.

Brakes can overheat for a number of reasons. One of the most common, and most easily solved, is the incorrect setting of the running clearance between the brake pad and disc. This can lead to the following problems:

- Ensure the brakes are disengaged, and that the vehicle is blocked to ensure it does not roll.

When clearance is set too high, it is likely to result in poor brake performance due to the pad not completely meeting the disc to achieve full friction. When the clearance is set too low, the brake pad and disc meet, causing friction and so overheating the brake system, resulting in poor brake performance, brake judder, noise, and even permanent disc damage. Regular Testing of Running Clearance We recommend you check running clearance regularly, because as pads and discs wear, the clearance steadily increases. All air disc brakes are fitted with an automatic adjuster which self-adjusts during brake applications to accommodate for brake pad and disc wear. However, they must still be checked regularly to ensure they are maintaining proper push rod travel. Once an adjuster has been properly installed, automatic adjusters should not need manual adjustment. They should be routinely checked by a mechanic at each brake pad change or if the brake is running hot. If an automatic adjuster is found

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- Remove the wheel. - Press the caliper assembly inboard on its guide pins. Press the inboard pad away from the tappets and check both the tappets and the inboard pad backplate. Check the running clearance with a feeler gauge between tappets and inboard pad backplate, and it should be in the range described in the table below. - If the running clearance is smaller or higher than the correct value shown in the table below continue the procedure as follows. - Set the running clearance at 2mm. - Apply the brakes 50 times. - Check the running clearance again with a feeler gauge, and it should be in the range described in the table below. - If the running clearance is still smaller or higher than the correct value shown in the table below, either the entire brake or the housing only will need to be fully replaced according to the brake manufacturer’s manuals. Recommended Running Clearance By Brake System can be found on http:// www.techtalk.ie/technical_articles/running-clearance-in-detail/

TechTalk ie

Discs with ABS Rings

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TechTalk ie

How to test alternator overrunners Alternator Overrunners from Bosch Designs OAP (Overrunning Alternator Pulley) OAD (Overrunning Alternator Decoupler) Both OAPs and OADs have a simple overrunning clutch. OADs also have a torsion spring to absorb energy.This enables rotational irregularities in the crankshaft to be evened out better.

Testing of Alternator Overrunners While the engine is running, a faulty alternator overrunner can be identified by the rough running characteristics of the pulley and any associated noise. It can also result in the vehicle battery not being charged due to the pulley being able to spin in both directions. OAPs and OADs always rotate freely in one direction. OAPs will immediately lock in the opposite direction, and OADs rapidly build up resistance to turning in the opposite direction until they lock. If any of the failure symptoms mentioned above are present, the alternator overrunner must be replaced. A correctly functioning overrunner can be identified by smooth operation and the alternator coming to a delayed standstill after the engine is switched off.

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Resulting damage If the alternator overrunner becomes jammed, the engine’s rotational vibrations cannot be evened out. At low engine speeds, these vibrations cause the belt to run roughly and the tensioning components are subjected to higher than normal loads. Not only does this increase belt wear but other components in the auxiliary drive (e.g. tensioning and deflection rollers, torsion vibration dampers) may also fail prematurely. Subject to the application, the overrunner can either be replaced in the vehicle or with the alternator removed and placed on a firm support (e.g. workbench).

Fitting Depending on the rotational direction of the alternator, the overrunner has either a leftor right-hand thread. Insert a suitable fitting tool (1) into the overrunner’s serration (2), and use an appropriate insert/socket (3) to hold the rotor shaft in place. Use a ring spanner (4) to loosen or tighten the overrunner. Tightening torque: 80 Nm. If the alternator overrunner is designed for use with a cover cap, fit the new cover cap supplied.

TechTalk ie

Why headlights can become suddenly misaligned Headlights becoming misaligned all by themselves shouldn’t really happen. Once they’ve been aligned, they should stay that way until the owner or repair shop decides to intervene. But, like many other things that “shouldn’t really” happen, it does occur from time to time. The most important causes are as follows: 1. Something has broken. The internal components of headlights are attached to their housings (and the car body) solely by means of delicate joints and the adjustment screws. Because these parts are mostly made of plastic these days, they can become brittle over time and develop a tendency to break under even a small amount of pressure, such as vibrations while driving. “Fluttering” headlights are a clear sign something has broken. 2. A damaged lens. This type of problem occurs particularly in older headlights that still contain diffusion discs made of grooved glass. With this older technology, the diffusion disc itself plays an important role in light distribution. Where newer, clear lenses are fitted, and in lens headlamps, light is distributed in a different way. Diffusion discs that are cracked or have multiple scratches caused by gravel impact are impaired in terms of how they distribute their beams, and the critical cut-off line that prevents these dazzling other drivers becomes less sharp. Unfortunately, this also happens when the newer, clear plastic lenses become opaque. 3. Headlight leveling is impaired. Headlight beams are only supposed to move up and down when the driver explicitly operates a manual dial or wheel on the dashboard. With automated systems, such as those in

xenon lamps, headlight beams move down when extra weight is added to a vehicle. Unfortunately, there are also times when headlight leveling systems take on a life of their own. Bad contacts, for example, can cause the motor to move beams constantly up and down. Or a headlight beam always levels down to the lowest position and stays there. Sometimes a manual adjustment or a different setting will help, but these are not permanent solutions and mean a compromise in lighting quality. As with the other cases I’ve mentioned, a trip to the workshop is recommended. 4. An accidental lower setting. From time to time, drivers change their manual headlight leveling systems accidentally because they confuse the adjustment dial with the brightness control for the instrument panel lighting. It can also be inadvertently changed when cleaning the dashboard. Whatever the reason, such an accidental adjustment can dramatically shorten the range of low beam headlights. Worn-out bulbs. Filaments expand over the course of their lives. When this happens, they are no longer positioned in the same ideal focal point for light distribution as they were during the original headlight configuration. For drivers using quality bulbs like those from Osram, this effect is so minimal that it is practically negligible. Dubious no-name products are much more likely to cause problems. Generally speaking, however, replacing older bulbs before they finally burn out will prevent any negative effects of the kind mentioned.

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TechTalk ie Headlights becoming misaligned all by themselves shouldn’t really happen. Once they’ve been aligned, they should stay that way until the owner or repair shop decides to intervene. But, like many other things that “shouldn’t really” happen, it does occur from time to time. The most important causes are as follows: 1. Something has broken. The internal components of headlights are attached to their housings (and the car body) solely by means of delicate joints and the adjustment screws. Because these parts are mostly made of plastic these days, they can become brittle over time and develop a tendency to break under even a small amount of pressure, such as vibrations while driving. “Fluttering” headlights are a clear sign something has broken. 2. A damaged lens. This type of problem occurs particularly in older headlights that still contain diffusion discs made of grooved glass. With this older technology, the diffusion disc itself plays an important role in light distribution. Where newer, clear lenses are fitted, and in lens headlamps, light is distributed in a different way. Diffusion discs that are cracked or have multiple scratches caused by gravel impact are impaired in terms of how they distribute their beams, and the critical cutoff line that prevents these dazzling other drivers becomes less sharp. Unfortunately, this also happens when the newer, clear plastic lenses become opaque. 3. Headlight leveling is impaired. Headlight beams are only supposed to move up and down when the driver explicitly operates a manual dial or wheel on the dashboard. With automated systems,

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such as those in xenon lamps, headlight beams move down when extra weight is added to a vehicle. Unfortunately, there are also times when headlight leveling systems take on a life of their own. Bad contacts, for example, can cause the motor to move beams constantly up and down. Or a headlight beam always levels down to the lowest position and stays there. Sometimes a manual adjustment or a different setting will help, but these are not permanent solutions and mean a compromise in lighting quality. As with the other cases I’ve mentioned, a trip to the workshop is recommended. 4. An accidental lower setting. From time to time, drivers change their manual headlight leveling systems accidentally because they confuse the adjustment dial with the brightness control for the instrument panel lighting. It can also be inadvertently changed when cleaning the dashboard. Whatever the reason, such an accidental adjustment can dramatically shorten the range of low beam headlights. Worn-out bulbs. Filaments expand over the course of their lives. When this happens, they are no longer positioned in the same ideal focal point for light distribution as they were during the original headlight configuration. For drivers using quality bulbs like those from Osram, this effect is so minimal that it is practically negligible. Dubious no-name products are much more likely to cause problems. Generally speaking, however, replacing older bulbs before they finally burn out will prevent any negative effects of the kind mentioned.

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