AUTOMECHANIKA
Seeking to uncover the latest issues that affect the independent repairer, Rob Marshall reports from the trade-only Automechanika Birmingham show.
If you imagine that a trade show for independent mechanics and garages must be at odds with the needs of a keen home mechanic, think again. With cars becoming increasingly complex and requiring different approaches to maintenance schedules and repairs, both DIY and professionals share the same interests.
Adapt or die
One of the main messages to independent garages was not to hide from technological change. Steve Nash, CEO of the Institute of the Motor Industry, emphasised that the motor industry is undergoing a revolution, especially with the rapid electrification of modern vehicles. Citing Volkswagen Group’s pledge of introducing an electrified vehicle every month throughout 2019, he said that working on them poses a challenge to the non-franchised dealership, not only in terms of executing a quality repair but also for technician safety. Not keeping abreast of changes risked being left behind. As Steve says: “It is the people who need knowledge and know they need to maintain that knowledge, versus those who will just try and wing it – ultimately, it is about professional versus unprofessional.”
Automechanika’s technical focus was not solely on new methods of propulsion. While fully-autonomous cars have yet to become a production reality, an increasing number of models boast Advanced Driver Assistance Systems (ADAS), such as distance cruise control, auto-brake and evasive steering functions, and these tend to rely on camera systems that must be calibrated in order for them to work properly.
Neil Hilton of Hella Gutmann Solutions told CM that typical tasks that a DIYER might wish to conduct on their driveway, such as replacing a set of dampers, or renewing a suspension wishbone, can affect the calibration of the ADAS system. In order to conduct a proper repair, you would need to engage with either a suitably-equipped garage, or a mobile calibration service, to perform the final adjustments for you. Should you choose to entrust the whole job to a garage, be aware that the car may need calibration and the garage should do this under its Duty of Care obligations.
Stuart James, director of the Independent Garage Association (IGA), had a specific warning about the quality of parts being bought by Diyers. He also advised against buying parts and paying a garage to fit them. His reasoning isn’t just an attempt to bolster his members’ income: “We are receiving feedback about a significant number of copy parts that may be of an inferior quality which are in circulation. The IGA is working with the Intellectual Property Office on a major campaign to raise consumer awareness about the risks of buying these parts and that they should allow garages to supply and fit the parts. That way, the consumer gets the security of knowing that, should anything untoward happen, it would be covered under warranty.”
Thijs Jasink, CEO of Actronics, a remanufacturer that specialises in the repair of electronic modules, reports that even genuine parts can be problematic: “During our research and development, we find faults that were in the original design of the component, so we rectify them as well.”
While Thijs’s company started working with engine ECUS and instrument clusters, the growth of electronics systems has seen the product range increase dramatically. He feels that training has not kept up and many technicians do not understand Can-bus
wiring data systems, which leads them into making incorrect diagnoses, such as suspecting incorrectly that an electrical component is faulty. “This explains why 30-35% of ECUS that we see are not faulty at all,” Thijs says, “but at least we have the knowledge and equipment to test the component and verify that there is nothing wrong with it.”
Currently, one of the biggest growth areas in electronic module repair is the type that controls automated manual transmissions, such as the mechatronics units employed in Volkswagen Group products. Thijs says that one of the biggest problems is that car manufacturers are aiming to keep all repairs within their own networks and do not share access to their data.
Fighting back
In a speech to a packed audience, Wendy Williamson, chief executive of the Independent Automotive Aftermarket Federation, said that car-makers are making things especially difficult for anybody outside of their corporate network to maintain and repair the latest models. In particular, she cited the concept of the ‘extended vehicle’ – where car manufacturers seek to restrict access to their vehicles, except via their diagnostic servers, using their software, interfaces and permissions – as being anti-competitive. “The vehicle manufacturer, therefore, would know where a car was repaired, what was done to it and by whom,” she explained. “Meanwhile, we are working hard to keep the information available via the OBD port accessible to all repairers.”
Fortunately, amendments in Type Approval legislation resulted in a victory at the European Parliament earlier this year, which means that not only will the installation of an OBD port still be mandatory but also repair information must also still be accessible. Naturally this benefits both the independent repairer and the home mechanic.