Auto Torque - Autumn 2011

TORQUE 

Autumn 2011 

tomorrow’s trade news, today! 

moving on up, but... 

Who are 

the Parts Alliance? 

Find out inside 

say nO 

to 4-2-2 

Pages 20 - 21 

neWs • lIGHtInG • BAtteRIes • BRAkInG • HYBRIDs • leGIslAtIOn + muCH mORe…

Available through The Parts Alliance. Call 0121 565 6128

WELCOME 

Today’s independent aftermarket is 

changing at a faster rate than ever before, 

and for workshops the challenge of running 

a business gets tougher every day. 

Nothing stays still in the aftermarket, 

and that includes The Parts Alliance’s 

quarterly magazine. So a very big welcome 

to this edition of Auto-Torque: bringing 

you high-quality information about 

replacement parts, training and the 

key issues that shape the aftermarket. 

And there is plenty going on, whether it’s 

changes in car technology, or the need for 

more training, or those market segments 

you might have ignored in the past that 

could bring in much-needed extra income. 

We try to support you by providing an 

ideal perspective on what’s affecting your 

business. It’s a level of market analysis 

that no other parts distributor can offer. 

In this issue we look at the rise of the 

hybrid car and how that will mean more 

training for your staff. As hybrids become 

more popular they’re a market segment 

that you can’t afford to ignore. 

Electronic braking has made an impact on 

workshops too, and we look at how this 

technical advance requires investment 

from you in order to take advantage of the 

business opportunities. 

Meanwhile the serious issue of 4-2-2 

MoT testing continues and while it might 

appeal to motorists it’s not good for 

road safety and a MoT station’s income. 

We’ll be monitoring and communicating 

future developments. 

As always we welcome your feedback, to 

make Auto-Torque your number one source 

of information not only about The Parts 

Alliance but the whole aftermarket. 

Welcome to Auto-Torque, and 

happy reading! 

Steve Fulford 

Chairman of The Parts Alliance 

Contents… 

News 06 

Editor’s comment 25 

Our man’s angry again… 

Diesel Demystified 26 

Oil burners under the spotlight 

Specialist Parts 28 

You don’t have to go to the dealer 

Coffee Break 34 

Finishing Line 38 

Who Are The Parts Alliance? 04 

Profi ling the organisation 

Electronic Braking 10 

Love it or loathe it, you can’t 

escape hi-tech 

Brake Pad Development 12 

Developing OE quality brakes 

Lighter Cars, Heavier Consequences 15 

Auto-Torque speak to the leading suppliers 

Liftmaster for some basic dos and don’ts 

Bulbs 16 

Changing a bulb isn’t as straightforward 

as it once was 

Fit The Right Battery 18 

Fit right, fi t once. Job done 

Say ‘No To 4-2-2’ 20 

Understanding the MoT change debate 

Hybrids 22 

Gear up for this growing market sector 

Motorsport Round-Up 30 

Dates for your diary, places to go 

Transit Disc Removal 32 

Keeping the transit on the road 

Exhausts And Cats 36 

It’s more than just a pipe 

General enquiries call 0121 565 6128 log on www.auto-torque.com or email enquiries@auto-torque.com Autumn 2011 

3

Profiling the organisation 

Force Majeure 

In 1999, four of the UK’s leading motor factors 

joined forces as a group, with an ambition to move 

forward, align its products and enhance the service 

offering to independent workshops and garages. 

Under the Chairmanship of Steve Fulford, 

former Managing Director of Allparts 

Automotive, The UK Parts Alliance brought 

together the best brands and parts 

Who are 

Local Service, 

National Strength 

Together, the ten members have 

delivered over 300 years of service to the 

automotive aftermarket. 

Strategically located throughout the UK and 

Ireland, the company supplies product from 

leading original equipment suppliers and 

quality matching automotive components, 

as well as support services, to customers’ 

workshops locally, regionally and nationally. 

The Parts Alliance customers include 

independent garages from multi-branch 

The Parts Alliance? 

“We’re here to help independent garages to 

develop, and consistently offer high quality, 

service and parts to their customers” 

distributors to create an unsurpassed level 

of service across the UK, underpinned by 

a vision to increase the skill and business 

acumen in the aftermarket by providing a 

business offering to independent garages 

and fast-fits. 

Fast forward a decade, the group 

has grown from four to ten. This 

impressive force is now known as 

The Parts Alliance. Fulford continues 

to be Chairman of The Parts Alliance, 

made-up of Britain and Ireland’s leading 

automotive distributors including: Allparts 

Automotive, Camberley Auto Factors, 

Central Auto Supplies, CES (UK), Dingbro, 

Fleet Factors, GMF Motor Factors, 

Mill Autoquip, Qualvecom and SC 

Motor Factors. 

Following the move to new offices in 

Solihull, West Midlands, The Parts Alliance 

members continue to expand and increase 

investment in their group infrastructure. 

Today it employs over 60 people centrally 

on national sales, IT and data development, 

product management, central procurement, 

marketing and central warehousing on 

behalf of its member companies. 

to fast-fits, and are served by a fleet of 

over 1,600 vehicles and 3,500 staff 

across the membership. Each of the ten 

independent distributor companies operate 

under the mission of “local service, 

national strength” - a commitment to 

delivering first class service and unparalleled 

support which no other group can offer, or, 

has the strength to deliver. 

“As a group we are synonymous with quality 

on every level. We pride ourselves on forming 

relationships with world leading suppliers. 

Collectively we provide market leading 

products matched by unrivalled customer 

support through each of our members,” 

comments Steve Fulford. 

Training, Training, Training 

Its leading garage programme – Alliance 

Autocentres and Servicesure Autocentres 

– offers an established member network of 

independent garages as an alternative to 

franchised dealers for motorists. 

Established in 2004, the network brings 

together like minded top quality garages, 

that set the standards in repair and service, 

by meeting and adhering to a strict set of 

4 Autumn 2011 General enquiries call 0121 565 6128 log on www.auto-torque.com or email enquiries@auto-torque.com

“Over the years we have moved 

beyond a buying group to become 

a leading business group” 

business principals supported by a Customer 

Charter developed exclusively by The Parts Alliance. 

The Parts Alliance supports these members by 

providing a range of business benefits and services, 

some of them exclusive, which include marketing, 

technical support and training services, all 

designed to maximise service and repair 

and vehicle telematics, 

investing in new diagnostic 

equipment, or marketing the 

latest offers, independents 

need to do all they can 

to grow a sustainable and 

profitable business.” 

Over the last 10 years, The Parts Alliance has 

built many customer support services around 

the distribution of car parts, consumables, tools 

and equipment. This includes development of 

the Garage Programme, to support Alliance 

Autocentres and Servicesure Autocentres 

members in their quest to differentiate 

themselves from franchised dealers. The Business 

Toolbox, a key aspect of the programme, offers 

services including an apprenticeship programme 

and ATA accredited training courses, legal advice, 

waste management solutions, a national courtesy 

car programme, sales and leasing support, 

as well as business insurance. 

It has also created a unique electronic cataloguing 

system, Allicat, that is continually updated, and 

the group is also leading the advancement in 

garage management identification systems with its 

unrivalled GS One Stop. 

Steve Fulford, Chairman of The Parts Alliance 

said: “This is an exciting time for the group as 

we invest significantly in our product ranges, our 

infrastructure and people, to ensure we continue 

to deliver quality parts and a first class service 

throughout the aftermarket. 

opportunities, develop technicians’ skills as 

vehicle technologies advance, raise the standards 

in the aftermarket and ultimately boost revenue 

for the independent. Mike Smallbone, Business 

Development Manager, for the Alliance Autocentres 

and Servicesure Autocentres members said: “As 

technology advances and the gap widens between 

independents and franchised dealers, it is essential 

that garages look at ways in which they can stand 

out from the crowd.” 

“Whether this is through training technicians 

to gain an ATA accreditation, updating technicians 

on new technologies such as Hybrid systems 

“Over the years we have moved beyond a buying 

group to become a leading business group. The 

market is very demanding and we are in a very 

strong position to put ourselves in the ring, grow 

our business, create market leading technology 

solutions and, as a group, become the largest and 

the strongest in the aftermarket.” 

“As a group we are 

synonymous with quality 

on every level. We pride 

ourselves on forming 

relationships with world 

leading suppliers” 


5

News from around The Parts Alliance 

Not many students can get their racing driver 

licence as an extra-curricular activity at 

college but, with the help of sponsors including 

Camberley Auto Factors, some students at 

Basingstoke College of Technology (BCOT) can 

do just that. 

The college introduced a Citroen 2CV racing 

team in 2009 to get students involved in 

Racing Ahead with BCoT 

preparing a car for a race – and learn to 

become a racing driver. The team has gone 

from strength to strength, adding a second 2CV 

and a BMW to its team. 

2CV Project Leader and Automotive Lecturer 

Phil Wilkes explains; “The students learn about 

the latest technology, how to work as a team 

and, of course, how to drive a racing car. We 

help them aim for their race licence as a reward 

for their hard work. 

All of this wouldn’t be possible without the 

support of our sponsors and Camberley Auto 

Factors has been great. As well as supplying 

toolboxes, parts and finance, their Caftec 

Centre has also worked with us on a lot of the 

diagnostics for the cars.” 

Glen Cutter has been recruited as Mill 

Autoquips Head of Training and is excited 

about the future... 

“I have been 

working within the 

industry for more 

than 20 years but 

I started working 

closely with Mill Autoquip while 

at the Institute of the Motor Industry, 

where I was struck by their customer focus 

and how they always try to do the best for 

their customers. 

Mill Autoquip Recruit 

New Head of Training 

“I contacted Mike Stevenson after 

hearing that Mill were looking to recruit 

someone to head up training. I was delighted 

help people see the 

benefits of training as 

keenly as I am.” 

to be offered 

the position as 

this is an extremely 

exciting opportunity 

and it is fantastic 

to be working with 

a company that 

is as enthusiastic 

and pleased to 

Camberley Auto Factors is supporting 

its workshop customers with a series 

of Profit Clinics in conjunction with motor 

industry expert Mike Owen. As a former 

garage owner himself, Mike devised the 

Profit Clinics to help customers ensure their 

businesses are running as efficiently and as 

profitably as possible. 

In Mike’s own words, “Hard work and profit 

does not always live hand in glove and these 

clinics were created to help our customers 

take the necessary steps needed towards 

running a more profitable business; and 

allowing them to better understand their true 

business potential.” 

One garage owner who attended a taster 

session at another CAF event commented: 

“You never know what you don’t know 

and after 20 years in the industry I didn’t 

know that!” 

The Profit Clinics are run as part of a 

strategic alliance with Tasc Partners, Mike’s 

training company, to help design and deliver 

the course. 

Profit Clinics for Independent 

Garage Owners! 

SC Motor Factors launched their “Solutions 

Centre” early this year in response to customer 

demand for both technical products and training 

on modern day vehicles and their technologies. 

SC’s Solutions Centre offer customers an allround 

solution to help them invest wisely in the 

very latest garage equipment, technical training 

Have the solutions 

and business services. With technology being 

the prime driver of the industry, now has never 

been a more important time for garages not 

only to invest in the right equipment for their 

businesses, but the opportunity to undertake 

technical training courses to open up additional 

revenue streams and importantly, to attract 

newer vehicles into their workshops. 

Since the centre opened, SC have run 

nine technical training courses covering 

a range of areas such as Air Conditioning, 

Essential Electrics, Engine Management 

and Diagnostics, Common Rail Diesel 

Diagnostics and Hybrid service maintenance 

and repair. 

Equally, over 40 technicians have successfully 

become ATA accredited through the training 

facility, and 30 of SC’s sales staff have become 

accredited in ATA Parts Advisor. 


Allparts opened the 

doors of its latest branch 

in Staples Corner, North 

West London at the 

beginning of June. 

Allparts Open in 

staples Corner 

The new branch offers an ‘on demand’ service 

within a 10-mile radius to local garages. The 

new site compliments perfectly the current 

Allparts branches located throughout London 

and the Home Counties. 

Central Auto Supplies are launching a brand 

new Valvoline workshop programme called 

Valvoline Service Centre. One of the benefi ts 

of being a member of this premium oil garage 

programme are a number of dedicated training 

seminars. Central Auto Supplies started the 

fi rst of these seminars stating facts on why 

more and more vehicles require synthetic 

based oils as opposed to mineral based oils 

and guidance in explaining this to the consumer 

with helpful marketing tools. The programme 

is also supported by a fantastic promotion 

aimed at driving new customers through 

workshop doors. 

The branch has 20,000 square feet of 

purpose-built warehousing and also boasts a 

fully equipped training and conference centre 

which handles specialist training to staff 

Jobs Boost As Ces (uk) Announces 

new south liverpool Branch 

CES (UK), based in Chester, has announced 

that it’s to open a new branch in South 

Liverpool. With the creation of 25 new jobs, 

this announcement will be seen as timely 

boost for the local economy. 

South Liverpool will be the company’s 

eighteenth branch. Following years of 

steady growth the company has seen its 

workforce increase 10 fold in the last 

10 years and currently employs over 500 

people across the North West, North Wales 

and Midlands. “Given the current economic 

climate, we are fortunate to enjoy sustained 

growth,” stated Steve McCann, Managing 

Director. “This new branch will play an 

valvoline supporting 

CAs customers 

important part in our plans to expand 

CES (UK) further.” 

With a branch already in the centre of Liverpool, 

the company has had a presence in the area 

for some time. “Over many years our existing 

Liverpool branch has built a strong reputation 

for customer service, product quality and 

reliable delivery. So it made perfect sense 

to expand our reach in the region.” said 

managing director, Steve McCann. “We’re 

looking forward to utilising our vast experience 

to provide the same high service to garages 

in the Speke, Widnes and St. Helens areas.” 

Visit www.cesuk.com or call 01244 391464 

for more details. 

Central Auto Supplies have been a distributor 

for Valvoline for 25 years, a quality brand and 

huge product range that covers all requirements 

a workshop may have. 

People who know, use Valvoline. 

and customers from a local base. The team 

supporting customers is made up of existing 

staff and new recruits and offers instant 

experience to ensure excellent customer 

service: It has also provided new 

jobs to people in the local area. 

The internal team is backed up by 

a fl eet of 10 delivery vehicles. 

“Opening in Staples Corner 

forms part of our strategic 

business plan and allows us 

to make available our parts 

and business solutions offer 

to a large number of quality 

garages that currently sit in a gap between 

our award winning branches in Enfi eld, Hayes 

and Watford” said Allparts Managing Director 

Mark Darvill. “Supported by our existing 

network, this new location allows us to bring a 

branch stock of more than £¾ million pounds 

right to the doorstep of garages.” 

expand in 

CARDIFF 

There are three new additions to GMF’s growing 

portfolio of branches across the South Wales, 

Gloucestershire and Herefordshire areas. They 

look forward to warmly welcoming both new 

and existing customers to Cardiff! 

At the beginning of July 2011, GMF Motor 

Factors Ltd. took over three established 

branches in Cardiff, formally under the trading 

name of Dave Edwards Autospares. The 

branches are located strategically across the 

city at Birchgrove, Roath and Penarth Road. 

The take-over will enable GMF to continue to 

provide a quality service to Dave Edwards 

Autospares’ previous customers, as well as 

attracting many new customers that were 

previously out of reach. By securing a presence 

within the Cardiff area, GMF is now able to serve 

the whole of South Wales with their extensive 

range of leading OE quality components. 


7

News from around The Parts Alliance 

The first round of our Camberley Auto Factors 

– On Tour events has been well received by all 

those attending. 

The CAF team covered more than 

450 miles attending four venues, while each 

presenter had a different topic to discuss 

– Apprenticeships, Hybrid Technology and 

Stratifi ed Fuel Injection. 

Camberley 

Auto Factors 

– On tour 

At the end of the seminars, there was the 

chance to chat further with the presenters, 

as well as the opportunity to meet the 

other suppliers. There were two Hybrid cars 

on display, one from BluePrint, the other the 

fi rst Hybrid car on CAF’s vehicle fl eet. 

Blue Print also had a stripped-down 

Hybrid transmission. 

Speed Seminars 

Apprenticeship Scheme – Our various 

apprenticeship partners can help you 

through all the stages from recruitment 

through to fi nal employment. By investing 

in an apprentice, you can acquire specialist 

skills for your business. 

Allparts and 

Automotive technician 

Accreditation 

The Institute of the Motor Industry (IMI) 

commissioned the University of Leicester to 

study the impact and return on investment 

(ROI). The study was undertaken on behalf 

of Allparts, Mercedes-Benz, and Halfords 

investigating their involvement in the ATA 

(Automotive Technician Accreditation) 

scheme for parts advisors. 

Two levels of accreditation are available: 

Parts Advisor and Senior Parts Advisor. 

The scheme is designed for Parts 

Advisors who ideally have two years’ 

industry experience in an appropriate role, or 

hold a nationally recognised qualifi cation 

with 12 months post-qualifi cation experience. 

ATA enabled Allparts to reduce the number 

of returned parts signifi cantly - this provided 

considerable savings to the business and 

a return on investment of 136 percent. In 

real terms, ATA accreditation demonstrated 

that the sales advisors at Allparts were 

accurately fulfi lling the vast majority 

of their sales orders fi rst time. 

Allparts believes good training 

aligned to ATA certifi cation is the 

right formula for providing exemplary 

customer service levels and sustained 

industry leadership. 

All of Allparts customer sales advisors have 

achieved ATA Parts Advisor accreditation 

which ensures they can offer their customers 

the very highest level of customer service. 

For more information about the ATA scheme 

visit www.automotivetechnician.org.uk 

Hybrids - A number of training courses 

are available, so get in touch with us 

today and we’ll let you know when and where 

the next course is taking place. 

Stratifi ed Injection Systems – Whether 

called FSi or GDi our Caftec Centre can help 

if you want to learn more about working on 

these vehicles. 

CAstech is selling like hot cakes… 

...or should they be cold cakes? Despite the lack of summer 

air conditioning equipment sales are going through the roof. 

CAS latest batch of Texa machines are checked, calibrated 

and delivered by CASTech along with all the technical 

and consumable support. CAS’s recent technical training 

evenings have certainly added to the amount of popularity 

seen in this product range. 


BRAkInG: 

One BRAnD WOn’t 

DO It All… 

…BUT ONE PHONE CALL WILL! 

The Parts Alliance knows that one brand simply can’t meet 

all your braking requirements – to provide the widest possible 

coverage it’s important to offer a choice of brands as that 

means more cars of differing ages and specifications can be 

catered for. 

The Parts Alliance have the answer to all your specialist needs. 

Factory-Fit Braking 

O.E. Matching Quality 

Asian & American Specialists 

DriveTec Value 

The four main braking brands of The Parts Alliance are: ATE, Blueprint, Delphi and DriveTec. 

Contact your local member of The Parts Alliance

Love it or loathe it, you can’t escape hi-tech 

Stand your 

ground 

Electronics have made their way into almost every 

part of a car. Beyond old-school electric windows 

and sunroofs, we’re seeing a rise in electronic power 

steering and electronic parking brakes. 

That means the pull-up handbrake, which 

operated mechanically on (usually) the rear 

brakes, now seems very old fashioned as that 

pull up handle is replaced by a small button, 

often no bigger than an electric window 

switch. Enter Electronic Parking Brakes (EPB). 

But why introduce what seems to be an 

extraordinarily complicated replacement 

for the traditional mechanical handbrake? 

Cynics might say it doesn’t do the job any 

better than its predecessor, but in its defence 

the electronic parking brake taps into the 

increasingly large amount of electronics in a 

new car. 

EPB is now said to be a cheap and costeffective 

system for carmakers and there’s 

even a belief that getting rid of levers 

and cables frees up more interior space 

and allows car designers more freedom 

when it comes to creating the cabin area. 

That means more room for sound and 

navigation systems. 


handbrake calipers, 

otherwise the work can’t 

be carried out. 

Popular models where 

this is the case include 

the 2005-onwards Audi 

A6, A8 and Volkswagen’s 

Passat, as well as the 

W211/230 Mercedes- 

Benz E-Class. 

engage the control units before starting any 

work. The parking brake caliper works with 

an electric motor spinning against a toothed 

belt, winding the piston backwards and 

forwards to engage/disengage the pads. 

If the car’s electronics aren’t engaged 

when the fault codes of the parking brake 

being worked on fault codes are generated, 

the ECU doesn’t recognise the position of the 

caliper piston. 

And on the mechanical 

side, EPB means no 

handbrake cable stretch 

over time, and without 

those cables there is 

no risk of them corroding 

or freezing. 

For carmakers there’s 

no longer the problem of 

routing a cable through the 

fl oorpan to the axle. Safetywise, 

the EPB can be connected to 

the braking system to offer fail-safe 

braking and can also be plumbed in to 

work as a traction control system. 

On the Volkswagen 

and Audis (which have 

a parking brake that 

releases itself when the 

car drives off) it’s important to 

With the Mercedes-Benz models, the 

Sensotronic Brake Control (SBC) is ‘woken 

up’ by opening a door, pressing the brakes, 

turning on the ignition or operating the park 

brake and at that moment the system goes 

through a series of checks. 

When the brakes are being worked 

on or dismantled when those prechecks 

happen, technicians can be 

injured and parts of the braking system 

may be damaged. A diagnostic tool 

disables the system to allow the work to 

be carried out safely and effi ciently. 

So working on electronic braking systems 

requires not only new tools but also a different 

mindset – one with a safety perspective as 

well as technical one. 

First introduced in 2001, electronic braking 

brings its own problems to the workshop. 

It’s not a set-up that can be worked on as 

easily as its mechanical predecessor, and 

for technicians there’s an often rigidly stuck 

to procedure for changing pads or carrying 

out adjustments. 

So it’s time to wake up and face the facts: the 

traditional caliper rewind tool has a successor 

– the electronic wind-back tool. 

Sealey’s VS8622 tool is designed for 

changing brake pads on cars fi tted with 

electronic parking brakes. Fitted with a large 

LCD screen, it plugs into the EOBD socket 

and deactivates the brake control, as well 

as controlling brake bleeding and checking 

for air bubbles. 

And along with more ‘old school’ tools, 

diagnostics equipment is needed for regular 

servicing work on cars with electronic 

electronic Parking Brakes 

(ePB) – benefits or not? 

Because EPB is wired into 

a car’s electronics it offers 

more than simply holding 

a car on a hill. There’s 

a ‘hillhold’ facility, which 

stops the car rolling back 

when pulling away up an 

incline, and in a similar 

vein there’s a ‘drive-away’ 

assist that releases the 

parking brake when the driver 

accelerates away from a 

standing start. 

The parking brake can also 

be activated when a car is 

stationary, the driver’s door 

is opened or the ignition is 

turned off. 

And there’s a system 

that prevents wheels locking 

up during an emergency stop, 

an added benefi t particularly 

when you consider the 

past two harsh winters the 

UK has experienced. 


11

Developing OE quality brakes 

…a rigorous approach to achieving OE quality products 

As the company that makes the parts cars are born with for 25 of the world’s vehicle 

manufacturers, Delphi understands a vehicle’s DNA and the strict OE standards and 

performance requirements. Delphi applies these same standards to the aftermarket, 

ensuring that its range of braking products for European, Asian and particularly German 

vehicles delivers OE quality performance. 

“Delphi product development engineers 

develop approximately 150 brake pads per 

year covering up to 600 vehicle models” 

First-to-market strategy requires 

robust testing procedures 

Since Delphi aims to supply brake discs 

and pads within six months of a vehicle 

launch, it is imperative that its development 

and testing processes are highly robust. The 

company’s product development engineers 

carry out clearly defined, exhaustive quality 

tests on Delphi’s aftermarket brake pads. 

This ensures that the pads’ performance 

is fully tested to cope with the extremes 

of condition to be found on roads 

worldwide. Only products that meet these 

stringent testing standards are released to 

the market. 

Product development: accurate 

application engineering is key 

A specialist team of Delphi product 

development engineers develop approximately 

150 brake pads per year covering up to 600 

vehicle models. With an emphasis on being 

first to market on brakes, this extensive 

process is typically completed in three months. 

A full deconstruction analysis is carried out on 

every brake pad with a particular focus on: 

• type and quality of shimming 

• backplate construction and steel type 

• friction material design and type 

• accessory type and quality 


Delphi’s engineers also need to balance 

durability against performance. Typical EU 

materials focus on high speed performance 

to ensure safety, while other markets 

may put priority on wear (or wheel dust). 

Ultimately, all designs feature an element 

of compromise. For instance, it’s not 

possible for a pad to offer a constant friction 

level and last indefinitely with zero noise. 

can then seek R90 approval for the finished 

product, a quality standard required by 

European legislation. 

Rigorous product testing 

All parts released for the aftermarket 

undergo the same rigorous product 

development processes, including Production 

Part Verification (PPV), to confirm the part 

Vehicle and dynamometer 

testing 

Delphi brake pads undergo a number of realworld 

tests. Among these are: the AK Master 

European standard test, the Auto Motor und 

Sport (AMS) test, noise dyno analysis, Alpine 

testing, high speed autobahn testing and the 

FMVSS as well as Ameca testing (to fulfil US 

testing requirements). 

“Workshops selecting Delphi can therefore be confident that they are 

investing in high quality, durable products that will satisfy their customers” 

The main aim is to reduce the friction variation, 

whilst keeping the gradual change within 

a specific temperature range, and provide 

feedback to the driver that the brakes 

are wearing and getting nearer to their 

service limit. 

Delphi’s existing range of friction 

materials is re-assessed on an ongoing 

basis. Approximately 200 materials 

are tested and evaluated each year, 

and the results are compared against 

materials used in its existing product 

range. The main areas for comparison 

include friction level, friction stability 

and wear (at certain temperatures or 

in certain conditions). 

From analysis to 

development 

Having carried out 

a full analysis of the 

OE product, Delphi’s 

product development 

engineers can then 

proceed to production 

drawings. They also 

select the type of friction 

materials to be used 

for each vehicle model. 

This is determined by a variety of factors: 

vehicle use, market, front or rear fitment 

and the balance of weight in the vehicle. 

being produced performs exactly as the 

prototype was designed, and Production Part 

Approval Process (PPAP) to ensure every part 

meets all of the requirements defined in the 

engineering samples. 

Laboratory testing 

Delphi’s laboratory tests include: 

• Shear: a safety test to ensure the friction 

material does not detach from the 

backplate 

• Compressibility: ensures equivalent pedal 

feel and ABS operation to the OE parts 

under normal conditions 

• Hot compressibility: avoids increasing 

pedal travel at high temperatures 

• Heat transfer: ensures that the pad will 

not transfer too much heat into the brake 

fluid, helping to avoid fluid boiling 

• Swell: avoids brake 

drag when hot 

The dynamometer is calibrated to match the 

exact characteristics of a specific vehicle 

application. The vehicle weight and rolling 

radius (taken from the vehicle’s tyres) is used 

to calculate a specific inertia to replicate 

the forces involved. Hydraulic parts and 

discs from the vehicle application are also 

used, and the speed of the test can be set 

according to the application’s capability. 

Delphi adopts the same rigorous approach 

to the development and engineering of its 

entire brake pads range. Workshops selecting 

Delphi can therefore be confident that they 

are investing in high quality, durable products 

that will satisfy their customers and keep 

them safe on the roads. 

Did you know? 

Delphi brake pads excelled in ‘AK 

Master’ brake pad performance tests 

on the BMW 3 Series (E46), Z3, Z4 and 

Nissan Primera, outperforming key 

aftermarket competitors. 

Development samples are produced 

and undergo comprehensive validation and 

durability testing in laboratories, on dynos 

and via vehicle testing. Once the products 

have been approved internally by Delphi’s 

development engineering department, the 

tooling for the products is ordered and Delphi 


13

Press Ad 

Delphi 

Available through The Parts Alliance. Call 0121 565 6128 


Basic dos and don’ts 

Check your lifts and ramps! It’s an obvious 

thing to say (and to do) but a visit from the 

Health and Safety inspector could see a 

valuable part of your business’ equipment, 

not to mention yourself, condemned for not 

having the relevant CE marking, which can 

be the case with some cheap lifts. 

Blame it on the health and safety obsession 

this country’s civil servants have, but there’s 

still a need for workshops to 

comply with those laws, much 

as it may irritate. 

There’s a bigger choice than 

ever when it comes to lifts and 

ramps but those that often sell 

solely on a low price aren’t 

able to offer the installation 

services an established supplier can, or offer 

the technical back-up either. 

On a day-to-day basis it’s important to 

check a lift’s condition and its operation, 

but also ensure people who don’t work 

in the garage don’t get close to the 

equipment. Auto-Torque spoke with leading 

suppliers Liftmaster for some basic dos 

and don’ts. 

Alongside that legislation there are some 

common-sense precautions all technicians 

should consider. Anyone using a two-post 

lift should be trained on how to position the 

arms and how to check its safety systems 

are working properly. And make sure they 

read the handbook! 

Make sure too that the pads fi tted to a twopost 

lift are put in the right position so they 

don’t damage the lifted car’s 

bodywork. In some cases 

the arm locking system 

might have to be overridden 

to put the arms in the right 

position, but check that the 

arm locking mechanism will 

still function correctly after it 

has been overridden. 

If the car has been raised on a twopost or 

scissor lift never shake it. And remember that 

using axle stands makes the car safer to work 

on. Always use stands for extra stability. When 

operating a lift, never exceed its maximum 

design weight or load the lift in such a way 

that it might be dangerous, as one false move 

could not only be bad for your business, but 

potentially fatal. 

Remember also to wear steel toecap boots 

or shoes with non-slip soles. It’s easy to get 

complacent in a workshop but it’s important 

not to lose sight of the pitfalls – quite literally, 

in some older workshops! 

A recently published handbook by the 

Garage Equipment Association has more 

details regarding the dos and don’ts of safe 

lift operations. 

Buying and installing 

equipment 

You can’t afford to make mistakes when 

it comes to buying a new lift or ramp. Any 

new equipment is a sizable investment 

so it’s important to buy the lift that’s right 

for the tasks you have in mind. But it’s 

also important to have that equipment 

properly installed so it will operate 

effi ciently and safely for many years. 

Your local member of The Parts Alliance 

can help you choose the right lift for 

the job, and ensure that any necessary 

installations are carried out correctly and 

safely. Contact them for more details. 


15

Changing a bulb isn’t as straightforward as it once was 

How long 

to change a bulb 

…are you earning your potential? 

Like so much else on a car, even 

changing a bulb has morphed 

from a simple process taking 

a couple of minutes into a 

longer and more technically 

advanced task. 

So it’s time to start charging for bulb Figures from Autodata suggest there is good 

changing because many popular cars aren’t earning potential from changing bulbs, but it’s 

always easy to work on. And while that means not just headlight bulbs that are now beyond 

more motorists now need a workshop to even a competent motorist’s capability – so 

change a bulb, that work should be charged too are front fog lights, front indicators and 

for accordingly. 

sometimes rear bulbs as well. 

top 5 best selling cars in the uk to date: bulb fitting times (hours) 

Yet too many workshops aren’t charging 

sufficiently for doing the job – so much so it 

probably costs the workshops to carry out 

a headlight bulb change. On many new cars 

replacing a blown headlight bulb involves a 

lot more than simply popping the bonnet and 

releasing a couple of wires that hold the bulb 

in the lamp unit. 

Now there’s every chance a bonnet, grille 

or in some cases front bumper will have 

to be removed before the duff bulb can be 

changed. And doing a job like that takes up 

time and takes a technician off a far more 

profitable job. 

1 Ford Fiesta 

Headlamp 0.30 

Fog lamp 0.30 

Number plate lamp 0.20 

High mounted brake lamp 0.30 

2 Ford Focus 

Headlamp 0.40 

Fog lamp 0.30 



3 vauxhall Corsa 

Headlamp 0.60 

Fog lamp 0.60 



4 vW Golf 

Headlamp 0.70 

Fog lamp 0.30 



5 vauxhall Astra 

Headlamp 0.70 

Fog lamp 0.20 



Source: AutoData 



Fit right, fit once. Job done 

With the latest generation of “Stop/Start micro-hybrid vehicles” now entering 

the OEM and aftermarket in greater numbers, the importance of fitting the 

correct battery is becoming more critical with respect to battery life and 

functional operation of the vehicle. 

Meeting EU vehicle emissions targets 

involves more than optimising the engine 

management system or fitting smaller, higher 

efficiency engines: all electrical demands 

are being critically reviewed to minimise the 

energy required by the engine to turn an 

alternator. Solutions such as Stop/Start and 

micro-hybridisation are now being 

heralded as solutions for reducing 

the emissions of the standard 

volume internal combustion engine 

(ICE) vehicle. Full hybrid and 

electric vehicles are other lower 

volume solutions. 

So, what is Stop/Start 

and micro-hybridisation? 

Switching the engine off during the 

standard drive cycles used to determine 

vehicle emissions can reduce those 

emissions by up to eight percent – a significant 

low-cost gain for the vehicle manufacturer. 

However, it must be remembered that the 

battery has to support all the electrical 

loads when the engine is switched off and 

guarantee to start the car again, as quickly 

and quietly as possible, when required. 

Initial systems, referred to as manual Stop/ 

Start (i.e. engine switch off when you declutch 

and gearbox put into neutral), clearly reduce 

some fuel use in heavy traffic conditions, 

but new automatic Stop/Start vehicles have 

already appeared on the market. 

With automatic gearboxes this “Stop in 

Drive” system significantly increases the 

number of Stop/Start cycles experienced by 

the driver, saving more fuel, but increasing 

further the demands on the battery to meet 

these requirements. Automatic Stop/Start 

systems for manual gearboxes will also soon 

be available on the market. 


Brake regeneration, where vehicle braking is 

used to recharge the batteries by recovering 

the otherwise lost kinetic (movement) energy 

from braking, is another complementary 

technology used in the drive for ever-lower 

emissions. Once again this leads to new 

demands on the battery to accept the 

maximum amount of available current, 

meaning new battery designs are needed to 

meet this requirement. 

Acceleration boost, which will be appearing 

shortly, is a technology that enables the 

battery to be used to assist the fast 

acceleration of a vehicle, thereby reducing 

the amount of power needed from the engine. 

Why is all this happening? 

In a word: legislation. From 2012 onwards, 

EU regulations are aiming to reduce 

manufacturers’ vehicle emissions of 

carbon dioxide to the environment to 

130gm CO 2 

/km, with a target level of 

95gm CO 2 

/km by 2020. 

In 2010, nearly 20 percent of all new cars 

featured some level of Stop/Start and 

micro-hybrid functionality. This year there 

are around 920 Stop/Start models 

available in Europe, from the Fiat 500 

to the Blue Efficiency Mercedes-Benz 

S Class range. 

Battery Technologies 

Two technologies are currently on the market 

for micro-hybrid vehicles: AGM and EFB/ 

ECM. AGM is typically used for larger vehicles 

with higher demands, whereas EFB/ECM 

improved flooded designs are typically fitted 

to smaller volume cars where the levels 

of emission saving required are lower 

than for vehicles fitted with AGM technology 

by the manufacturer. 

AGM 

New innovative AGM (Absorbent Glass Mat) 

battery technology, using high compression 

fleece and no free electrolyte, offers at least 

“There are around 920 Stop/Start models 

available in Europe, from the Fiat 500 to the 

Blue Efficiency Mercedes-Benz S Class range” 

three or four times more cycle life than a good 

quality standard car battery. AGM technology 

has significant benefits over a standard 

flooded battery design, particularly when the 

battery is operated in a lower state of charge. 

EFB/ECM improved flooded 

technologies 

These technologies are a halfway house 

between the conventional flooded design and 

AGM technology. The cycle life of the battery 

is increased over standard designs, and new 

innovative changes to the active materials 

have been made to improve the charge 

acceptance for restarting the engine during 

the vehicle drive cycle. 

It is extremely important that 

the correct technology battery 

is used at replacement. 

Fitting a standard battery 

to a Stop/Start vehicle 

originally fitted with an 

AGM battery will lead 

to many issues 

apart from shorter 

service life. Most 

Stop/Start vehicles 

have a battery 

management system 

fitted which controls and manages the loads 

on the vehicle. If a smaller and/or standard 

battery is fitted, the electronic logic may think 

that the battery is in distress mode/low state 

of charge and then operate certain features 

on the vehicle e.g. electric seat heating or the 

Stop/Start feature. 

Current ICE vehicles (i.e. non 

Stop/Start) 

The issues are similar as with the Stop/ 

Start vehicles if the incorrect battery is 

fitted. The capacity (size) of the battery has 

been determined with great care by the 

vehicle manufacturer to offer the appropriate 

service life for the battery. If a customer 

fits a much smaller 40Ah battery instead of 

the recommend 80Ah battery the effect on 

service life can be significant. 

The depth of discharge typically operating on 

the 40Ah would be double that of the 80Ah 

battery, so clearly the life of the battery will 

be reduced, but by more than 50 percent. 

Typically it will be 65-70 percent reduced. 

Finding the battery! 

Batteries are hidden all over 

a car: in the boot, under the 

seats, or beneath the vast 

expanse of plastics which 

grace the under-bonnet area 

of modern day cars. The 

key issue can be finding the 

battery itself! 

It should be noted that some of the 

luxury car manufacturers are increasingly 

fitting two batteries to their vehicles. 

These extra batteries vary from very 

small 1.2Ah to 14Ah motorcycle sized 

batteries and are used to maintain a 

supply voltage of greater than 11.0V to 

the sensitive electronic devices during 

extreme start conditions on micro-hybrid 

vehicles. Being so small, these batteries 

are being hidden within the passenger 

compartment and, although designed 

with the life of the vehicle in mind, may 

still require replacement at some point. 


19

Understanding the MoT change debate 

IAAF chief executive Brian Spratt says the 

trade must act if the Government’s MoT 

proposals are to be defeated. 

“I’m really pleased with the efforts IAAF 

members and others are making to voice their 

opposition to the 4-2-2 proposal,” he said. 

“But it’s still only a fraction of all the people 

in the trade who could be badly affected if the 

proposals are adopted.” 

Brian readily expresses his frustration at the 

continuing delay in the government issuing its 

formal consultation document. 

period between tests would lead to increased 

road casualties and more pollution. They’ve 

been joined by many trade bodies, including 

those like RMIF and IAAF who number MoT 

station operators amongst their membership. 

The HiQ fast fi t network has slammed the 

Government over its controversial plans, 

declaring: “Motorists pockets will be hit 

harder than ever.” They disputed the 

Government’s argument that the extended 

of MoT tests could be detrimental to public 

safety, and he’s used his local newspaper 

to publicise his views. He argues that the 

proposals that could see the tests taking 

place every two years would be dangerous. 

He said, “I think it is going to affect people’s 

safety on the roads and on the pavements, 

its a case where we need to get more people 

campaigning against it because if it does 

come into place it will spell disaster for a lot 

of people.” 

“this is not only going to be bad for road 

safety and the environment, but it is also not 

going to be good for the industry” 

“The news of the MoT review leaked out in 

July last year and here we are over a year 

later and the roads minister, Mike Penning 

MP, still hasn’t progressed with the review. 

The delay is unsettling for the trade and it’s 

even unsettling for the officials at the DfT and 

VOSA,” said the IAAF chief. 

Over that period of waiting, evidence and 

opinion against the relaxation of test 

frequency has been growing, with more and 

more authoritative bodies expressing their 

opposition. Influential groups such as the RAC 

Foundation, the AA, the Institute of Advanced 

Motorists, and Roadsafe have all told the 

Department for Transport that extending the 

period will save money for drivers, arguing the 

opposite effect and HiQ pledged its support 

for the IAAF’s campaign to block the move. 

HiQ has also taken the message, via its 

fast fi t depots, to motorists and is urging 

them to contact their local MPs in opposition 

to changes. 

Meanwhile individual garages and other IAAF 

members are raising the issue with their local 

press and their MPs. 

Chris Smith, who runs Ernick Motors in Elm 

Park, Hornchurch in Essex, believes that the 

Government’s plans to reduce the number 

Chris’s MP for Rainham and Dagenham, 

Jon Cruddas, is also set to raise the issue 

in Parliament to the Minister of Transport. 

IAAF member TT Automotive’s boss, Chris 

Paxman, met up with his local MP, Nicky 

Morgan, recently and gave her a grilling about 

possible changes to the MoT system. 

Like many in the motor trade Chris is 

concerned about the effect it would have on 

the motor industry. “A lot of my customers 

are garages,” he explained. “This is not 

only going to be bad for road safety and the 

environment, but it is also not going to be 

good for the industry.” 


“We need everyone to get working to defeat 

this stupid move by the government” 

Mrs Morgan said, “Chris suggested testing 

cars based on the mileage they have travelled 

rather than a three or four years timetable. 

I have written to the 

relevant minister to find out 

whether the Government 

has considered that and 

I will report back to Chris 

when I get a reply.” 

“It really is evidence 

of the effort members 

are putting in to this 

movement to stop these 

silly proposals,” said Brian 

Spratt. “Members are 

really coming up trumps.” 

Nicky Morgan MP and Chris Paxman 

The Federation’s ‘specimen’ letter has 

been adopted by a number of trade 

organisation and magazines, all eager that 

their members and 

readers should follow 

IAAF members’ example 

in writing to their MPs. 

“Most of the replies show 

that the Department 

for Transport is trotting 

out a standard reply 

to MPs who refer 

their constituents’ letters 

to them, and that’s to 

be expected,” explained 

Brian Spratt. “The real 

value is the growing number of letters 

MPs are receiving and the fact that 

each one has to be referred to the DfT. 

Hopefully, they’ll be getting a bit fed up 

with it and beginning to understand 

quite how much opposition there is to 

the proposals!” 

“Just think of the effect of delaying first 

test by twelve months and then every 

subsequent test at half the current 

rate,” he said. “Probably half the testing 

capacity in the UK will be redundant and so 

will the testers – we’ve estimated 

around 13,000 testers’ jobs will go. If the 

horrendous effect on road safety and the 

environment doesn’t make you protest, then 

think about the effect on you, your business, 

your employees, your employer’s business; 

we need everyone to get working to defeat 

this stupid move by the Government,” 

Brian Spratt says. 

sign-up and be heard 

As Auto-Torque went to press the IAAF’s 

e-petition application had been accepted. 

It calls for the Government to abandon plans 

for changing the frequency of MoT testing 

and says: 

“Currently vehicles are tested when they 

reach the third anniversary of registration, 

and are then tested annually (so called 3-1-1). 

The government (DfT) has proposed a change 

to first test at four years and then retest every 

other year (4-2-2) and claim it would ‘reduce 

the burden on the motorist’.” 

has been supported by independent and 

reliable research. The system was reviewed 

in 2008 and seen to be appropriate and any 

relaxation in testing seen as unrealistic.” 

“Let’s drop this ill-considered proposal!” 

Support the IAAF’s proposal and sign the 

petition at: 

epetitions.direct.gov.uk/petitions/4411 

“It is hard to see what this ‘burden’ is. The 

maximum fee for a test is £54.85 and many 

test stations charge a great deal less.” 

“The test is a vital part of keeping 

the UK’s cars safe, road-worthy and 

environmentally compliant.” 

“Any reduction in testing would lead to 

increased road casualties (deaths and 

serious injuries), increased pollution, and 

have employment consequences. All of which 

Screenshot courtesy of epetitions.direct.gov.uk 


21

Gear up for this growing market sector 

Hybrids… 

Green Machine? 

When it comes to green cars, vehicle manufacturers 

see the hybrid concept as the way forward. And the 

growing popularity of the Prius brings new challenges for 

independent workshops, whose technicians have to get 

to grips with the new technology. 

using its electric motors as generators 

to recharge the on-board batteries as 

it brakes. 

Meanwhile the car’s Electronic Control 

Unit (ECU) monitors the difference in 

deceleration required (from how far and 

how long the pedal is being pushed) and 

It’s important to understand the technology 

behind a hybrid car. What centres around 

the batteries and how they are used. 

Luckily there are training courses that cover 

these areas. 

First off, here’s a quick resumé of the 

hybrid car. Two ‘engines’ are used to 

propel a car but one isn’t in fact an engine 

but an electric motor. Its power comes 

from batteries, which are recharged every 

time the car brakes. This is known as 

regenerative braking. 

“For the switched-on 

independent workshop: 

batteries will take on a 

more important role” 

Regenerative braking is a means of energy 

recovery which slows the car down by 

converting its kinetic (movement) energy 

into another form – in this case electricity, 

by how much the regenerative braking 

is achieving that. The difference in force 

then brings the conventional braking system 

into play. 


“the two different battery types fitted 

means it’s ABsOlutelY vItAl to fit the 

correct battery at all times” 

Battery Power 

Two battery types are used – Enhanced 

Flooded Battery (EFB) and Absorbent Glass 

Mat (AGM), which is used with medium and 

high efficiency systems. AGM batteries are 

the most advanced types available today, 

with a higher cycling facility than others. 

They also have a higher 

charge acceptance 

(meaning they absorb 

the energy created through 

braking more easily); can 

work when more discharged 

than other battery types; 

and they have a higher 

cranking performance. 

earlier than an exact 

replacement. “The 

stress to the battery 

in micro-hybrids is 

much higher than 

in conventional 

vehicles – thus the 

The system sounds straightforward – and 

in theory it is – but translating theory into 

battery needs to be designed to meet these 

requirements,” Bosch says. 

everyday driving is a little more complicated 

and requires hybrid-specific knowledge. There’s also a high risk of ‘unexpected 

dysfunction’: the car will go into Stop 

As a key supplier to The Parts Alliance, 

Bosch has worked on hybrid technology 

mode at the traffi c lights but can’t restart 

because its electronics wrongly predicted the 

development for many years. It says battery’s performance. 

carmakers are looking at three different types 

of efficiency – low, medium and high – and 

in the latter two cases, looking at different 

levels of battery discharge. 

That does mean good opportunities for the 

switched-on independent workshop: batteries 

will take on a more important role and that 

means when it comes to replacement, that 

has to be done by a professional. 

However, workshops need to have 

accurate technical information and have 

the correct diagnostic tools to replace a 

hybrid battery – investment that could 

rapidly pay for itself. 

Don’t Forget training 

Hybrid cars are engineered differently to 

their conventional petrol- and diesel-engined 

counterparts, but getting to grips with this 

new and alternative technology doesn’t need 

to be daunting! 

The Parts Alliance offers its workshop 

customers a range of technical courses, 

including an Introduction to Hybrid Technology 

(QAA Approved) and a Level 2 Award in Hybrid 

Electric Vehicle Operation & Maintenance, 

bringing the most up-to-date insight into what 

makes a hybrid tick. And attending a course 

will give you the confi dence to tackle all 

forms of hybrid servicing and repair, meaning 

greater job satisfaction for you and a big 

saving for your customer as they don’t have 

to go to a main dealer. 

The number of hybrid cars on 

the UK’s roads is on the rise 

and being able to tackle any 

problems they bring to your 

workshop means you won’t be 

missing out on an increasingly 

valuable revenue stream. 

Contact your local member of 

The Parts Alliance for more details 

of the training courses they offer – you 

know it makes sense. 

EFB batteries sit halfway between traditional 

battery types and AGM models. They have 

better charge acceptance than a conventional 

battery, thanks to greater density of material, 

and they also have good cranking power, 

but have a limited working ability in a low 

charge state. 

The two different battery types fi tted means 

it’s ABSOLUTELY VITAL to fi t the correct 

battery at all times. 

If not, the first thing to happen is that the 

replacement battery is likely to fail far 


23

24 Autumn Available 2011 through The General Parts enquiries Alliance. call 0121 565 Call 61280121 log on www.auto-torque.com 565 6128 or email enquiries@auto-torque.com

A comment from Rich Barnett 

Put the 

fun back into d iving 

In this issue (pages 10-11) we take 

a look at electronic parking brakes: 

not just replacing them, but the 

tools required to do the job. 

But to me – and I know I’m not alone – the 

electronic parking brake is one of the daftest 

‘innovations’ brought to a new car. Yes, I 

know it can work with other systems already 

plumbed-in, such as traction control and antilock 

brakes, but is this going a step too far? 

Yes. But there’s so much in a new car that 

really should get everyone thinking. Too 

many innovations really are just gadgetry 

gone bonkers, but it’s not just electronic hill 

control (whatever happened to a driver taking 

their use of throttle, brake and clutch control 

seriously?). Electronic power steering? Is it 

any better than more conventional systems? 

Probably not. And yes, I know I’m probably a 

cynical old git but I don’t like my car loaded 

with all sorts of technical ‘advances’ that 

don’t really add to, or improve, the driving 

experience. And while I don’t like electronic 

“An ’80s Escort 

Turbo or even an 

MG Metro will offer 

far more driving fun 

than a new car” 

parking brakes, hillhold devices or stability 

control, my greatest anger is directed at 

cup holders. 

Yes, cup holders. OK, so they don’t bring plenty 

of revenue to any independent workshop, but 

if ever there was proof there are too many 

gizmos in a new car, cup holders are it. Oh, 

and electronically-folding rear headrests. 

Now I’m not saying we should all be driving 

around in pre-war motors because that might 

be stretching the point too far. But while I like 

vintage cars, I’ve also got a great interest in 

cars made in the late-’80s, because they can 

do everything a new car can, but without the 

useless add-ons that add weight and don’t 

make a car any better. 

An ’80s Escort Turbo or even an MG Metro 

will offer far more driving fun than a new car, 

and if it goes wrong it’s easier for any garage 

to fix than a modern-day equivalent. And by 

the ’80s reliability had greatly improved, so 

cars didn’t tend to be in the workshop as 

often as their ’70s predecessors. 

So where is today’s basic model? Sadly there 

isn’t such a thing. If I wanted a brand-new 

Mondeo with the biggest engine, but wind-up 

windows, cloth seats, non-tinted glass and 

no radio, it wouldn’t be possible. And that’s 

a pity. 

But anything that can make cars simpler will 

make them more fun and cheaper to run. And 

I’m all for that… 


25

DIESEL DEMYSTIFIED 

What is 

there to 

fear? 

Improvements in diesel engine performance and 

refinement – while also improving their first-rate fuel 

economy – have seen them turn from niche cars bought 

by farmers and taxi drivers into high-speed executive 

expresses and ultra-economical pint-sized hatchbacks. 

Working with diesels requires different 

knowledge because while they’re far 

more sophisticated, they still work on 

the compression-ignition system. So it’s 

time to forget about spark plugs and 

start thinking glow plugs, turbochargers and 

tank-mounted fuel pumps. 

Since the early 1990s oil burner sales have 

increased dramatically, and a greater choice 

of diesel cars, coupled with the increased 

engine refinement, has meant diesel cars 

have gained many converts. With bags of 

torque, nigh-on silent idling and fewer trips 

to the fuel station, purchasing one is a nobrainer 

for many people. 

But how does the trade view diesels? 

For many years there was a reluctance to 

get involved: there weren’t many diesels 

on the roads and if they went wrong that was 

a main dealer problem. 

“Around 50 percent of new car sales in the 

past few years have been diesels – and that 

means plenty of opportunities for you” 

However, times have changed. Around 

50 percent of new car sales in the 

past few years have been diesels – and 

that means plenty of opportunities for you, 

whether it’s undertaking servicing or 

repair work. 

Even today there are workshops that still 

won’t do other than the most basic diesel 

job, the fear of the unknown playing a big 

part in that technical reticence. But burying 

your head in the sand isn’t an option. Dieselengined 

cars offer truly good opportunities 


for any independent workshop, and not 

getting involved could be throwing half your 

potential business away. Madness! 

Tackling a diesel car needn’t be a problem: 

it just requires foresight and training. 

Some aspects of diesel work will be 

specifi c to that engine type: clean rooms, 

for example, for working on fuel line 

components and injectors. That’s because 

modern diesel systems use very high pressure 

lines and injectors, and it’s essential that not 

even the slightest, smaller-than-the-eye-cansee 

speck of dirt gets in. 

Training courses help a technician tackle 

those diesel engine-only problems and 

they mean you’ll be able to undertake 

even the most complex diesel brainteaser 

with confidence. You’re happy, and your 

customer will be too – especially as 

they’ve not paid main dealer prices! 

The Parts Alliance’s members and 

suppliers offer a series of training days and 

evenings that offer useful introductions 

to the new diesel technologies, but 

they’re also a handy refresher for any 

technician who’s been working with diesels 

for a long time. 

Armed with that training it’s possible to 

have the confidence to take on any job – 

from replacing a set of glow plugs through 

to tackling an injection issue. 

Of course much of a diesel car will be the 

same as its petrol-engined sibling: brakes, 

suspension and much of the electrical system 

could be common to both, so it’s really only 

the engine where the differences (and there 

are plenty) are found. 

Train with the 

right tools for the right job 

But while it’s essential to be able 

to do the job correctly it’s also important 

to have the right tools for the job. 

Because a diesel engine is different 

to a petrol unit, different tools can be 

needed: members of The Parts Alliance 

offer a comprehensive range of high 

quality, competitively-priced tools 

designed to get the job done right 

fi rst time, every time. 

And you can rely on The Parts Alliance 

for all diesel engine replacement 

and service parts. From the 

straightforward, such as glow plugs, 

through to the parts that used to only 

be available from a main dealer, they’re 

just a phone call away. 


27

SPECIALIST PARTS 

Vauxhalls are popular with private and fleet buyers, thanks to a 

reputation for being strong and reliable over tens of thousands of 

miles. But even reliable cars can go wrong, and owners will expect 

you to get their Vauxhall back on the road quickly and at a walletfriendly 

price. 

InDICAtOR sWItCH 

Application: 

CORSA 01 > 06, TIGRA 04 > 

Sometimes you might have to replace a part you may think is dealeronly. 

But think again: Is it? Thanks to The Parts Alliance, you don’t 

need to go to a main dealer or pay main dealer prices for those more 

specialist parts. 

WIPeR mOtOR 

Application: 

ASTRA 98 > 04 

InDuCtIOn mAnIFOlD 

Application: 

ASTRA 05 > 10, ZAFIRA 05> 

VECTRA 02 > 08, SIGNUM 03 > 08 

WIPeR lInkAGe 

Application: 

CORSA 01 > 06 

TIGRA 04 > 

InDICAtOR sWItCH 

Application: SINTRA 97 > 99, 

CALIBRA 89 > 97, AGILA 00 > 08, 

CAVALIER 89 > 95, VECTRA 96 > 02, 

CORSA, TIGRA 93 > 00, 

ASTRA 92 > 97, OMEGA 94 > 03 

WIPeR ARm 

Application: CORSA, 

TIGRA 93 > 01 

tAIlGAte stRut 

Application: 

ZAFIRA 98 > 05 

InDICAtOR stORk 

Application: ASTRA, 

ZAFIRA 98 > 04 


You don’t have to go to the dealer 

IGnItIOn sWItCH 

Application: CALIBRA 89 > 97, 

VECTRA 96 > 01, CORSA, TIGRA 93 > 

01, ASTRA 92 > 98, OMEGA 94 > 03 

InDICAtOR stORk 

Application: 

ASTRA, ZAFIRA 98 > 04 

WIPeR mOtOR & lInkAGe 

Application: CORSA 06 > 

WInDsCReen WIPeR stORk 

Application: ASTRA, ZAFIRA 

MONOCAB 98 > 05, CORSA & 

COMBO, MERIVA 03 > 10 

Fuel PumP 

Application: ASTRA 04 > 2010, ZAFIRA 05 >, 

VECTRA 03 > 2008, SIGNUM 03 > 08 

COntROl unIt 

Application: ZAFIRA 05 >, 

SINTRA 97 > 99, VECTRA 96 > 01, 

ASTRA, ZAFIRA 98 > 04, 

FRONTERA 99 > 04, OMEGA 94 > 03, 

CORSA 01 > 06, MERIVA 03 > 10, 

VECTRA 03 > 08, SIGNUM 03 > 08 

WIPeR lInkAGe 

Application: VECTRA 03 > 08, 

SIGNUM 03 > 08 

AIR FlOW meteR 

Application: MOVANO, VIVARO 

tAIlGAte stRut 

Application: ASTRA 04 > 10 


29

MOTORSPORT ROUND-UP 

students take on 

endurance Project. 

Camberley Auto Factors partnership 

with Brooklands College took a great 

step forward last month, with the 

launch of an amazing new project. 

With local colleges helping to provide 

the mechanics of the future, it is great 

to see Brooklands College giving their 

students an interesting and engaging 

hands-on project – preparing an Audi 

A8 for endurance racing – in particular 

the BritCar 24 hour race at Silverstone. 

For the past two years, GMF Motor 

Factors Ltd. has proudly sponsored 

the Wyedean Forest Rally. The year 

2012 will be the third 

consecutive year of 

sponsorship, however, 

GMF are potentially 

hoping to secure the 

sponsorship again 

in the coming years. 

The date for the 2012 

event has not yet been 

published, but in the 

meantime, why not 

For this project, the engineering 

students worked closely with Special 

Needs Students from the college, 

enabling both parties the opportunity 

to develop their general skills for life 

and future employment prospects. 

It is hoped that by competing in the 

BritCar event, the college will increase 

awareness of both its engineering 

department and the Children with 

Special Needs Foundation. 

WYeDeAn RAllY 2012 

visit the rally’s offi cial website at 

www.wyedeanrally.com to read up on 

what last year’s rally was all about. 

Available through The Parts Alliance. 

Call 0121 565 6128 

CHARItY Ben 

Having a pair of classic vans on the fleet 

means that, when there’s a classic 

vehicle rally in aid of your industry 

charity, you’re top of the list entrants! 

In June, Camberley Auto Factors 

entered their 1973 Mini van in the 

annual Paul Finn Rally, supporting 

motor trade charity BEN. The rally 

starts out at Ascot, travelling across 

the Berkshire countryside and through 

Windsor Great Park. After a brief 

stop off for lunch, participants 

continue their journey, finishing up at 

BEN’s Lynwood care home where a 

Summer Fete was in full swing. 

The Mini will be joined by CAF’s 

1965 Morris Minor van on 

October 16th, at the bi-annual 

‘B2B’ rally. This event, also organised 

by the volunteers at BEN, will 

this year start off at Camberley 

Auto Factors’ head office in 

Farnborough. The route will be 

the longest yet for the B2B, 

crossing Hampshire and Sussex on 

a 70 mile journey to the Amberley 

Museum and Heritage Centre, 

near Arundel. More information 

about the B2B rally is available 

on the BEN website at 

www.ben.org.uk/events. 


ClAssIC WeekenD In CHesteR 

CES (UK) is to host a classic weekend in Chester. The Lord Mayor of Chester city 

will welcome CES and the Classic Rally Organisation for the start of the Chester 

to Monte Carlo rally on 18-19 November. Saturday 18 November, will see the cars 

make a circuit of the city before lining up at the Town Hall. More cars will form 

part of a series of period displays around Chester where the public can get up 

close to the cars, enjoy a fashion show from that era and an antiques road show 

experience. Sunday 19 November will see the cars depart from under the famous 

Eastgate clock from 9.30 am on their way to Monte Carlo, or bust. For details 

go to www.classicrally.org.uk or call Mark Barclay at CES on 01244 391550. 

DAtes FOR tHe ADRenAlIne 

3/9/2011 Merrick Forest Stages Newton Stewart 

3/9/2011 Woodpecker Rally Ludlow 

4/9/2011 BTCC Knockhill 

4/9/2011 British GT Rockingham 

4/9/2011 British Formula Three Rockingham 

4/9/2011 Bomb-Along Stages Debden Airfi eld 

10/9/2011 Northern Sports & Saloon Car Championship Croft Circuit 

11/9/2011 British Super Bikes Round 10 Donnington 

11/9/2011 WRC Round Australia 

11/9/2011 British Formula Three Nurburgring 


11/9/2011 Lindisfarne Rally Otterburn 

17/9/2011 Britpart MSA British Cross Country Championship TBA 

18/9/2011 BTCC Rockingham 


18/9/2011 Autocross TBA 

18/9/2011 MSA British Rallycross Championship Knockhill 

23/9/2011 International Rally Yorkshire Scarborough 


24/9/2011 Hutton Kitchens Woodbridge Stages MOD Woodbridge, near Ipswich 

24/9/2011 International Rally Yorkshire Scarborough 

25/9/2011 British Formula Three Donnington 

25/9/2011 British Super Bikes Round 11 Silverstone, Northants 

25/9/2011 Patriot Stages Caerwent 


25/9/2011 Adrian Barker Memorial Trophy Stages Swynnerton Army Camp 

25/9/2011 British GT Donington Park 

1/10/2011 Exmoor Endurance Rally Exmoor 

1/10/2011 Colin McRae Forest Stages Perth 


2/10/2011 Exmoor Endurance Rally Exmoor 

2/10/2011 BTCC Brands Hatch 

2/10/2011 WRC Round France 

9/10/2011 British Formula Three Silverstone 

9/10/2011 British GT Silverstone 

9/10/2011 The Adgespeed Stages Three Sisters Circuit 

9/10/2011 British Super Bikes Round 12 Brands Hatch 

14/10/2011 Tour of Mull Mull 



15/10/2011 Cambrian Rally Llandudno 

16/10/2011 MSA British Rallycross Championship Mallory Park 




16/10/2011 BTCC Silverstone 

22/10/2011 Regency Stages Rally Bath & West Showground Shepton 

Mallet Somerset 

23/10/2011 Cheviot/Keith Knox Stages Otterburn 

23/10/2011 WRC Round Spain 

23/10/2011 Regency Stages Rally Bath & West Showground Shepton 

Mallet Somerset 

28/10/2011 Isle of Man International Rally Isle of Man 

29/10/2011 Isle of Man International Rally Isle of Man 


30/10/2011 Galloway Hills Rally Castle Douglas 

5/11/2011 Kingdom Stages Rally Crail 

5/11/2011 Tempest South of England Rally Aldershot 

6/11/2011 Malton Forest Rally Pickering 

6/11/2011 MSA British Rallycross Championship Croft Circuit 

13/11/2011 WRC Round Great Britain 

19/11/2011 Premier Rally Sherwood Forest 

19/11/2011 Scottish Borders Hill Rally Forresters Lodge, Dumfries and Galloway 

20/11/2011 Scottish Borders Hill Rally Forresters Lodge, Dumfries and Galloway 

20/11/2011 Neil Howard Memorial Stages Rally Melbourne 

25/11/2011 Grizedale Stages Rally Coniston, Lake District 

26/11/2011 Grizedale Stages Rally Coniston, Lake District 

Available through The Parts Alliance. 

Call 0121 565 6128 


31

Transit disc removal tool 

The Ford Transit is THE van of choice for many fleet 

operators and tradesmen across the UK who like its 

reliability and low running costs. But even the Transit’s not 

without its faults and because it’s a vital part of someone’s 

livelihood, downtime needs to be kept to a minimum. 

When it comes to replacing front discs it’s essential the job is done 

correctly. Here’s how to go about it: 

1. On this Transit the fault was caused by the 

incorrect removal of the front brake disc or 

wheel bearings when they were replaced. 

This type of failure could also be due to 

excessive side loading caused by badly worn 

wheel bearings. These vehicles are prone 

to excessive wheel bearing wear, which can 

have a detrimental effect on braking components. 

2. Many returns show impact to the rear face 

of the discs that has been caused by forcing 

the disc from the bearing hub with a hammer 

or drift. Remove the road wheels and slacken 

the hub nut. Remove and support the caliper 

– do not hang it on the brake hose, as this 

will cause damage to the hose structure and 

may cause failure. Remove the 5 x recessed bolts retaining the bearing to 

the hub carrier. 

3. Split and remove lower ball joint from 

suspension wishbone. 

4. Remove the hub nut and withdraw the outer 

driveshaft from the hub assembly. (Be sure 

to protect the lower ball joint dust boot.) 

5. Once the driveshaft has been detached from 

the hub, clean the threads from the rear to 

allow the fi tting of the disc removal tool. 

6. Insert the disc removal tool, making sure 

the cutaway is aligned with the wheel speed 

sensor slot. Using the original hub nut, 

screw onto the removal tool. 

7. Insert the bolts previously removed from 

the hub bearing assembly, and tighten in 

an opposing sequence. This results in the 

bearing being separated and pressed evenly 

from the hub assembly. 

8 Refi tting is the reverse of the above. Check 

that all mating surfaces are extremely clean 

to ensure disc run out (0.1mm) is within 

specifi cation. 

Ask your nearest member of The Parts Alliance 

about the Delphi Ford Transit disc removal. 


Automotive WE’VE GOT EVERY 

ANGLE COVERED 

RIL2500 – Compact leD 

Inspection lamp 

• Rechargeable and cordless for convenient use 

• Compact design allows easy storage 

• Tough robust design for demanding 

conditions 

• 16 high intensity LEDs provides 650 Lux 

(0.5m) light output 

• Precision reflector provides wide angle 

light output 

• Integral belt clip 

• NiMH battery for consistent recharging 

• Includes AC mains charging adaptor 

RIL2750 – Hands Free High Power leD 

Inspection lamp 


• Multi-angled hook/stand mechanism for accurate hands free operation 

• Optional charging station for convenient positioning and easy 

recharging (RIL2752) 

• Tough robust design for demanding conditions 

• 28 high intensity LEDs provide 750 Lux (0.5m) light output 

• Precision reflector provides wide angle light output 

• Anti-slip comfortable grip 

• Magnet for additional hands free option 


• Includes AC mains charging adaptor and 12v DC charging lead 

RIL3100 – Professional 

multi- positional Heavy Duty 

leD Inspection lamp 

• Rechargeable & Cordless for convenient use 

• 6 LED UV lamp function to hep show fluorescent 

dyes that are used to detect leaks 

• 30 high intensity LED inspection lamp 

• 5 LED torch function 

• Pivot design allows multi-positioning for 

directional lighting 

• Strong magnet at base of lamp for hands free use 

• Tough robust polycarbonate lens 


• 2 x integral hanging hooks 

• Li-on battery for faster consistent recharging 

• Includes AC mains charging adapter and 12v DC 

charging lead 

RIL2600 – ultra compact led 

ins lamp 

• Rechargeable and cordless for 

convenient use 

• Fast 1½ hrs recharging time 

• Hook/stand for multi-positional use 


• Tough robust design for demanding 

conditions 

• 15 high intensity LEDs provides 550 Lux 

(0.5m) light output 

• Precision reflector provides wide angle 

light output 


• Li-ion battery for faster and more 

consistent recharging 

• Includes AC mains charging adaptor 

RIL2752 – Optional charging 

station for convenient 

positioning and easy recharging 

RIL2900 – Compact Heavy Duty leD 

Inspection lamp. A tough, robust 

and compact leD inspection lamp 

that includes a charging station and 

is designed for the most demanding 

working conditions. Ideal for professional 

and workshop use 



• Includes charging station for convenient positioning and 

easy recharging 

• Tough robust design for the most demanding conditions 

• Weatherproof for outdoor use 

• Virtually unbreakable polycarbonate lens 

• 21 high intensity LEDs for improved light output 

• Precision reflector provides wide angle light output 




RT5006 – mechanics headlight 

• Hands Free Lamp 

• Standard/spot beam focus function 

• Lamp adjusts through 90o to focus on work area 

• Shock resistant 

• Waterproof 

• Adjustable head strap with padded front section 

• Spare bulb included 

• 2 x AA cell batteries included 


COFFEE BREAK 

This is your chance to win an 

Xbox and Kinect console. 

Auto-Torque is really going places, but what 

length would you go to read yours? Up a 

mountain, on the beach, at a footie match or at 

a fi lm premier? Let us be the judge, please send 

us your pictures from exotic (and not so exotic) 

places of you reading your copy of Auto-Torque. 

Please email your pictures to: 

pics@auto-torque.com 

…and we’ll publish a selection of the best ones that are fi t to print! Our 

favourite will win an Xbox 360 and Kinect console! 

Terms and Conditions 

• The judges decision is final • The winning entry will be chosen after the closing date of 16.11.2011 

• The winner will receive vouchers worth the value of a Xbox 360 and a Kinect console • Prize may differ from 

that shown and is only for illustrative purposes only • Auto-Torque reserves the right to withdraw the competition 

at any time without prior notice. 

Coffee Break Quiz 

1 How many cylinders in a Perodua Nippa engine? ……………………………………………………………… 

2 What’s the name of the Michelin man? ………………………………………………………………………… 

3 The man behind the Goodwood Festival and Revival? ………………………………………………………… 

4 Volkswagen badged most expensive car? ……………………………………………………………………… 

5 Founder of Jaguar? ………………………………………………………………………………………………… 

6 British sports car that turned 50 this year? …………………………………………………………………… 

6… and one that turns 50 next year? ………………………………………………………………………………… 

7 What company was nicknamed ‘The Prince of Darkness’? …………………………………………………… 

8 Predecessor of the Ford Mondeo? ……………………………………………………………………………… 

9 James Bond author Ian Fleming created this film star car? …………………………………………………… 

10 UK plane maker turned to car producing? ……………………………………………………………………… 

Coffee break quiz answers 

1. Three. 2. Monsieur Bibendum. 3. The Earl of March. 4. Phaeton. 5. Sir William Lyons. 6. Jaguar E-Type. 6…MGB. 7. Lucas. 8. Sierra. 9. Chitty Chitty Bang Bang. 10. Bristol 



It’s more than just a pipe 

CAts: 

the law says they have 

to be type Approved, 

but what happens 

if they are not? 

It is now two years since the law changed requiring all 

replacement CATs fi tted in the UK to be Type Approved, 

but is the industry complying and what are the 

consequences if not? 

The law: The law changed on Thursday 

13th August 2009, making it illegal in the 

UK to fit a non-Type Approved catalytic 

converter to a petrol vehicle registered at 

any date from 1st March 2001. The date 

is in-line with the introduction of the ‘Y’ 

registration plate. 

So what about old stock? 

Point 4.9 of the DfT response to the 

consultation process makes it clear that the 

regulations did not include a sell through 

period. However, some smaller manufacturers 

were unable to comply straight away and there 

has been some confusion in the marketplace 

about how to tell if a product is approved or not. 

The best advice at the time was to return any 

unsold stock to the supplier or manufacturer 

if it is not clearly marked as Type Approved. 

CAT brands such as Klarius were already Type 

Approved so were a much safer bet. 

How to tell if it is type approved: You will 

be able to recognise a Type Approved 

catalytic converter as it now has to be 

“Permanently marked”. This means 

it will have a serial number either 

engraved or embossed on the outside 

and the manufacturer will be able to 

“A type Approval number should be clearly 

and permanently marked on the outside” 

provide documentation to back-up the 

fact that it has been through the Type 

Approval process. Be wary of suppliers 

that claim approval but cannot supply 

correct documentation. 

A Type Approval number should be clearly and 

permanently marked on the outside. The number 

should be similar to ‘E11 103 R – 123456’, E11 

being the country identifi cation number where 

the product was tested and Type Approved 

(other popular testing countries may be 

indicated by E1 / E2 / E9 etc); 103R refers to 

the legislation required for Replacement 

Catalysts, and 123456 is a test reference 

number for that specifi c product. 

Who is liable for the fines for 

non-compliance? 

The Department for Transport stated that the 

repercussions of supplying or fi tting a non-Type 

Approved CAT will be to make the company or 

business responsible – and potentially individual 

people – liable to prosecution, with a maximum 

fi ne of £5,000. Professional motor mechanics 

need to be sure about what to do to adhere to 

the law and protect themselves, their customers, 

their employers and suppliers. 

How is it being policed? 

The Vehicle Certifi cation Agency (VCA) is 

responsible for enforcing the new legislation 

and will purchase sample replacement catalytic 

converters in order to check that they are correctly 

Type Approved. In correspondence announcing 


Ministerial approval of the legislation, the DfT 

indicated that the VCA would concentrate their 

efforts on enforcement with 

manufacturers and importers to 

begin with and then move towards 

retailers. Industry opinion is that the 

first period is well and truly over. 

In a statement issued at the time, 

the agency explained its position in the 

following terms: “The VCA will undertake 

a campaign to educate distributors and 

retailers of their obligations under the 

Regulations.” After a period of just three 

months “the enforcement policy of the VCA will 

Note: Emission Test Facility UK gained a 

top three placement for the most accurate 

test facility results, as assessed by the BTC 

Testing Advisory Group who arrange regular 

correlation exercises across several vehicle 

emission test facilities, so their results can 

be relied upon. 

begin to apply an equal focus on investigating 

compliance by manufacturers, 

importers, distributors and 

Results table: combining the Total Emissions (CO + HC + NOx) results. 

retailers in their respective roles.” 

What about DPFs? 

The new law also requires that 

replacement Diesel Particulate 

Filters for vehicles approved to 

EU Regulation 715/2007 (Euro 

5 and Euro 6) are also Type 

Approved and specific marking 

requirements have been defined 

in the fi nal regulations. 

Why bother with 

compliance? 

Shocking results from the 

Emission Test Facility UK, based 

at Longbridge, show what a 

difference a Type Approved 

CAT can make, compared to the (now illegal) 

non-Type Approved version. 

A range of aftermarket CATs and exhausts were 

independently tested against OE fitted parts 

on a typical family vehicle, a Renault Megane 

Scenic 1.6 petrol, to test how much of a 

difference a Type Approved catalytic converter 

made as compared to non-Type Approved 

example. The results showed the emissions 

were so high on the worst non-Type Approved 

CAT that it was suspected there was not even 

“the vCA will undertake a campaign to 

educate distributors and retailers of their 

obligations under the Regulations” 

a precious metal coating present inside the 

unit. Alarmingly, further independent chemical 

analysis of the monolith brick confi rmed this to 

be true: a catalyst unit available in the market 

without any catalyst coating at all. 

For the vehicle in question, in this test we are testing to Euro 2 limits (the original limits for 

the vehicle), which are: 2.2 grams/km of carbon monoxide (CO), 0.5 grams/km of unburned 

hydrocarbons and nitrous oxides combined (HC and NO x ). 

The effect of potentially millions of 

vehicles, fitted with poor quality replacement 

CATs, releasing thousands of tonnes 

of nitrogen dioxide and hydrocarbons 

in excess of manufacturers’ design fi gures 

not only represents a health risk and an 

environmental issue, but it could mean 

that government- and industry-quoted fi gures 

for road car pollution could be a long way 

wide of the mark. 

Type Approved products not only raise the 

quality bar while reducing harmful emissions 

and increasing miles per gallon, their use also 

helps garages as it levels their playing fi eld with 

main dealers. The introduction of Type Approved 

catalysts has already helped independent 

workshops, which can now offer matchingquality 

units at lower prices than a main dealer, 

while also offering cheaper labour rates for 

fi tting them. 

What does it do to the engine? 

Fitting a Type Approved exhaust is also 

essential in creating the correct back pressure 

and achieving the optimum temperature 

so that the catalyst is working properly: if 

the temperature gets too high a dashboard 

warning light will illuminate, so the use of the 

right components cannot be over-emphasised. 

Ultimately, all aftermarket components will 

have to be Type Approved. 

Conclusion: 

Type Approved catalysts (as well as 

exhausts) are good for the environment, 

our cars (and their running costs) and 

the aftermarket. 


37

FINISHING LINE 

I like the summer, but while it’s a time of relaxation for plenty 

of people, that’s definitely not the case if you’re in a motor 

racing team. 

Or working in a garage for that matter. For you and me, we’ve got to 

focus on getting the job done – and we’re expected to do our best 

when other people are simply thinking about relaxing. 

But in so many ways we’re really lucky: we do a job we like and I 

really can’t think of a better occupation than working with cars. It’s 

those of you on the spanners who are the real heroes, because 

you’ve got to have your wits about you at all times, whether it’s 

when you’re changing a set of spark plugs or doing something more 

safety critical like working on the brakes. 

And summer time is when motorists realise just how special a 

technician is. Someone’s off on holiday on a Saturday morning but 

it’s late on Friday afternoon when they fi nd out there’s something 

wrong with their car. So it’s a panic trip down to the workshop to 

see if you can sort it out. 

Which you do. Mind you, it’s amazing how calm you stay when 

you’re under pressure. (And that applies to my mechanics too!) 

That’s down to a combination of your knowledge, your training and 

your personality – not getting fl ustered when you’ve got to get a 

move-on is something special. 

So as the summer continues let’s give a big “Thank You” to all the 

technicians up and down the country and the motor factors who 

keep the parts supplied to workshops. Without them 

we wouldn’t be on the move and, thanks to their 

dedication, plenty of people get to their holiday 

destinations without a problem. 


General enquiries Available call 0121 through 565 6128 log on The www.auto-torque.com Parts Alliance. or email Call enquiries@auto-torque.com 0121 565 6128 

Autumn 2011 

39

Auto Torque - Autumn 2011

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