• Home
• Technical

Related Articles

• A secure future? 

  Life used to be so simple when running a repair workshop; Find suitable premises, equip the workshop with some lifts and diagnostic tools, employ some technicians and open your doors to the throng of customers who were queuing up to pay you money to have their vehicles repaired.
      
  Of course, my description is very tongue-in-cheek, but fundamentally you were free to do what I have described above. When conducting these service and repair activities, you could also choose from a range of local parts suppliers who delivered several times a day to your door. “Perfick,” as David Jason used to say in the Darling Buds of May in those bygone days.
      
  As time moved on and vehicles became more sophisticated, more advanced diagnostics were needed to address the more difficult-to-find faults and the work became more related to being a computer engineer who was used to finding software or communication network faults. To support the need for the aftermarket to be able to continue to offer vehicle owners and operators a competitive choice of where and how their vehicles could be serviced and repaired, the legislator introduced regulations that ensured non-discrimination between workshops (i.e. main dealer and independent workshops) to compete on level terms. These terms are contained in the Block Exemption Regulations introduced in 2002 and revised in 2010. However, this is all under Competition Law, which makes it difficult for SMEs (e.g. an independent workshop) to challenge any non-compliance with the legislation, so the legislator put detailed repair and maintenance (RMI) requirements into Vehicle Type Approval Regulations, originally in Euro 5 legislation in 2007 (and more recently when the vehicle type approval legislation was updated and simplified in 2018), where a non-compliance challenge is supported through the type approval process.
      
  Over this period, the vehicle has increasingly become a sophisticated computer-on-wheels, with the corresponding embedded applications and remote access functions for a wide range of vehicle-related services.
      
  Supported by these legislative requirements, the aftermarket has found a way to survive and thrive, supported by better levels of diagnostic tools, technical training and technical information.  Unfortunately, the world has now changed to reflect our love of mobile phones and the applications they support, including when in our car.
  
  Real challenges
  In automotive terms, this has led to the vehicle becoming compatible with Apple and Google operating systems and to host an increasing range of consumer-centric applications that are embedded in the vehicle, normally accessible via the in-vehicle dashboard display. This has all been made possible by the implementation of remote access using wide-area networks (mobile phone networks to you and I) and SIM cards embedded directly in the vehicle. The situation has also been further exacerbated by the mandatory introduction of eCall, the pan European system that automatically calls the emergency services in the event of an accident.
      
  Although eCall is now a vehicle type approval requirement, it is dormant until triggered and is free to use, so vehicle manufacturers wanted to add additional remote services, not only to cover the costs of implementing eCall, but to enhance their product offer/brand value to the vehicle user and develop new business models using remote vehicle data.
      
  This is where the real challenges for the aftermarket become such issues.
  
  Legislative requirements
  Other legislative requirements cover the general safety of a product, which requires a vehicle manufacturer to design their vehicles to be safe to use throughout their service life, while new requirements for vehicle type approval coming in July 2022 for new type approvals and from July 2024 for all vehicles already type-approved, will introduce ‘approval of vehicles with regards to cyber security and cyber security management system.’  This addresses the definition in the Regulation for cyber security which ‘means the condition in which road vehicles and their functions are protected from cyber threats to electrical or electronic components.’
      
  Just think about that for a moment.
      
  The vehicle manufacturers have designed vehicles that include a wide range of electronically controlled components and can connect to the vehicle remotely. They now have to ensure that this vehicle remains safe to use and cannot be compromised (i.e. attacked) by a cybersecurity hacker. The Cybersecurity Regulation (UNECE R155) requires a vehicle manufacturer to design their cybersecurity management system to address not only the design of the vehicle and its systems/components, but also to show how any threat or attack will be mitigated.
      
  The general approach is therefore to block any access to the vehicle, its data, functions and replacement electronic parts unless authorised by the vehicle manufacturer. This also includes software updates, either in the workshop or over the air using the remote connection to the vehicle (UNECE R156). This cybersecurity activity has already started with OBD connector security gateways, with the associated security certificates, but is going to get a whole lot more challenging.
      
  Furthermore, the vehicle manufacturers are now becoming much more active in providing aftermarket services, such as bespoke service and maintenance offers. These monitor the vehicle data generated by the driver when using the vehicle (i.e. driving style), as well as component function/replacement criteria and then a service quotation is sent to the vehicle, which is displayed on the dashboard. The driver then just has to confirm acceptance of the quotation, together with the location/date/time choices included in the offer with just a press of a button. Independent operators don’t get a look-in.
  
  Mobility as a service
  The vehicle manufacturer’s embedded diagnostics will also flag up when a fault has occurred, and again, propose a place and time for the vehicle to come to their workshop. This not only locks in the repair offer to the vehicle owner, but also reduces the cost of diagnosis and repair by up to 50%; Vitally important in not just offering a competitive repair, but also when that vehicle is part of the increasingly important mobility as a service where the cost of hiring the vehicle is influenced by its operational status and cost of service/maintenance.
      
  All this is legitimised by the introduction of the cybersecurity regulations mentioned above. So, where does this leave the aftermarket and its continuing ability to provide competitive choices to consumers and avoid the vehicle manufacturers implementing their business plans that will divert the profit from the aftermarket across to them?
      
  Quite simply, it leaves the automotive aftermarket increasingly reliant on the legislator to do two things. Firstly, accept that competition in the market has priority over cybersecurity. Secondly, implement legislation that is able to address complicated technical requirements that equally need to be able to address the rapidly changing demands of software and security functions. This is not going to happen unless the UK aftermarket works together to engage with the UK government, a situation not made any easier following Brexit and the need to create our own legislation.  Fortunately, an alliance of aftermarket organisations (aftermarket associations and commercial entities) are working together as UK AFCAR (the UK Alliance for Freedom of Car Repair), to do just that, but this takes significant resources and expertise. If you are not already a member of one of the UK AFCAR aftermarket association members, now is the time to become one.
      
  The good old days have gone and the time for the aftermarket to come together is now. Without the inherent support needed by UK AFCAR, then the future of the aftermarket may be secure, but only for the vehicle manufacturers.
  
  xenconsultancy.com

• A reality check  

  This year’s summer was good, but as usual, was over too quickly – so back to work and a reality check!
      
  However, during my summer travels some of today’s necessities of life were conspicuous by their absence. I hired a car, only to discover that the USB connection I needed to use to charge my phone and link to my favourite music playlists didn’t work. The local radio station’s dubious choices in music didn’t help relive the tedium, but when I got to the hotel my woes were compounded when I discovered that they wanted to charge a ridiculous amount to use their wi-fi – I mean seriously, who in their right mind can justify charging hotel guests for basic wi-fi – unless the hotel is run by Ryanair (who seem to want to charge everyone for everything), which it wasn’t.
      
  So, with no wi-fi in the hotel room, I had some time on my hands, so I started thinking about the connections we expect in today’s connected world and in turn what connections are needed to run today’s workshop. This got me thinking about the problems it would face if these connections were either expensive, were restricted, didn’t work as they should or didn’t exist at all.
  
  Form over function
  Back in the 1990s I remember well being handed a new portable diagnostic tool which could connect to the internet via the mobile phone networks. Subsequently, it was able to conduct remote and bi-directional diagnostics on a vehicle anywhere in the world, when the vehicle was also connected to the internet – effectively ‘PC anywhere’ technology. However, I also clearly remember complaining to the development engineer within a couple of minutes because the functionality was too slow. He was visibly shocked and was clearly offended by my negative feedback on what was his pride and joy. Then I realised what had made me comment negatively – it was not the impressive technology, but the speed of use and the corresponding ability to run the diagnostics I wanted to conduct. In IT terms, this is referred to as system ‘functionality’ and ‘non-functionality’. Simply, the ‘non-‘functionality’ is the design of the system and the ‘functionality’ is what it can deliver. It might be easier to remember this in layman’s terms as being ‘Form over function’.
      
  When applied to the workshop, this directly applies to a wide range of electronic connections that are needed to support your day-to-day business, and if these connections do not work as needed, how this can quickly and detrimentally impact your business activities.
  
  Don’t miss the ‘bus’
  The ubiquitous Universal Serial Bus (USB) connection is a good example. A ‘bus’ within a PC are wires that transfer data between components inside the computer, or between the computer and its peripheral devices. We have all come to use this connection for a wide variety of tasks, from using it as an auxiliary power source for many different gadgets, to a vital communications port for various functions such as printers and other data transfer requirements. However, if it does not work correctly, physically or electronically, then simple tasks suddenly become major issues.
      
  This wired technology has moved on and most of us are now connected by wi-fi in the office environment, but increasingly also in the workshop to connect diagnostic tools to the internet. Data transfer speeds depend on the technology used and the latest generation (soon to be 802.11ax) is super-fast, which becomes more important as software updating of vehicles involves the transfer of massive data files. Generally, wi-fi connections work well, but when they suddenly stop working, it is more difficult to diagnose as it is not a physical connection than can be more easily tested. This may happen after a software update and a recent experience showed me how simple a problem can be, but how difficult it was to discover, when my PC was updated and a simple setting was changed. Over three hours of technical support was needed to discover that it was a simple tick-box setting which needed to be re-enabled. These wi-fi problems move into understanding the IT environment of certificates, configurations, permissions, log-in and passwords between the router and the various connected devices, without even starting to consider the wider communications providers that connects your workshop to the wider world.
  
  Have a cookie
  This leads me onto an increasing communications requirement which has become a fundamental part of our day-to-day lives, from both the personal and business aspects – the internet. If there is ever a perfect example of living in a connected world, this is it. However, if you think about the wide-ranging possibilities that the internet supports, do you ever stop to think about the technology behind what is happening to understand the control mechanisms that are needed for it to be safe and secure? If you visit a website, not only are there likely to be cookies tracking your choices and mapping your activities, but there will be certificates being exchanged to ensure secure communication. This may extend to log-in criteria and passwords, or may be implemented by the service provider whose website you are viewing. This becomes particularly important when you are paying for something online.
      
  In simple terms, all this is a form of coded access, but this works not only to ensure the correct access rights, but more importantly, to stop anyone who does not have the valid access rights from interfering or monitoring what you are doing.
  
  Control
  What then does all this lead to at the workshop level? In terms of the technology of the equipment, then it is developing to be both more reliable and faster, but the same cannot be said of the beloved OBD connector, which is not only restricted in terms of speed, but will become restricted in terms of access without the correct roles and rights authentication which requires certificates from the vehicle manufacturer. As the manufacturer controls this certificate, then it becomes ‘He who controls the connection, controls the function and ultimately the business’, so the workshop of tomorrow needs to worry most about a connection that they have no control over, but which will control their business.
    
  Time then to sign up with one of the aftermarket associations and join the fight to protect access to the in-vehicle data!
  
  xenconsultancy.com

• Fighting through to a solution 

  Do our own workshop war stories point to a diagnostic way forward asks  James Dillon

• blueprint for technical success 

  Have you ever wondered why it is that some technicians have an aptitude for complex diagnosis? You know the type of tech I mean. They take the seemingly unfixable, dive headlong into diagnostic battle and emerge triumphant time and time again.
      
  Not only that, but they’ll often do so in a time that makes other techs look on in awe! What’s their secret? And more importantly, can you emulate their success? Well, I’ve got some great news for you. You can, and knowing what to do is easy.  All that’s required is that you look to the past. History is a great teacher.
      
  I turned 50 this year, and one of the few benefits of increasing age is the ability to spot patterns, and patterns of actions that when followed culminate in your success. Patterns for success surround us, but sometimes you can be a little too caught up in the urgency of the now to spot them.
      
  I’ll show you the patterns great technicians use to triumph in the world of technical diagnosis, and how you can do the same. It’ll be your blueprint for success.
      
  You’ll like the blueprint. You’ll appreciate its simplicity, recognise the logic, and in all probability nod along as you read, agreeing with the steps that need to be followed.
      
  Here’s the deal though: You’ll need to implement it. Knowing the blueprint is easy, but knowing what to do doesn’t get the job done. It’s all in the implementation, and that starts with you taking small steps to achieve positive changes each day. Don’t forget one of my favourite sayings: “Progress NOT perfection.”
      
  I’m as much a fan of the latest technical gadget as the next man. I also love “cool” test techniques, but I’ve noticed that myopic focus on these can often be to the detriment of the long-term technical success of a technician. I’m not saying that you shouldn’t explore “shiny” elements in our craft, but you’ll find huge benefits in building a solid foundation that can be executed on every diagnosis. What do you need to “do well” then? Just these five steps.
  
  Step one – Systemise to win
  There’s always a right and not so right way to attack any given fault. One fundamental element is to have a defined system that all technicians use.  Without a rigorous system to follow, your diagnosis could be doomed before you start. Here’s an outline of our diagnostic system that just works;
  
  1 – Thorough questioning of customer, establish change point
  2 – Confirm and experience fault with customer
  3 – Visual inspection for obvious issues
  4 – Retreive fault codes, and gather data on what’s required to raise them
  5 – Inspect serial data. Note what looks wrong
  6 – Research technical bulletins and any technical information required for accurate testing.
  7 – Document what’s wrong and possible causes
  8 – Form plan and prioritise relevant tests
  9 – Carry out tests and draw conclusions
  10 – Bypass test to prove the conclusion where applicable
  11 – Repair as required.
  12 – Carry out postfix operations i.e. component coding.
  13 – Carry out tests to confirm repair
  
  Use our process and you’ll definitely be putting your best foot forward.
  
  Step two – Sound electrical knowledge
  Now you know what a great process looks like the next part of your blueprint is your understanding of automotive electrics. How quickly you can decide what to test, what tool to use, and what the answer should be is an essential skill that pays huge dividends once learnt. Key elements include:
  
  1 – Becoming comfortable with relationship between volts, amps and ohms
  2 – Using voltage drop to accurately find circuit faults
  3 – Series and parallel circuit diagnosis
  4 – Interpretation and use of wiring diagrams
  5 – Fundamental mechantronics test knowledge
  
  Armed with these, you’ll be able to find wiring faults, diagnose sensor and actuator circuits as well as build entry-level bypass tests to confirm your theories. These are skills you’ll use on the majority of diagnostic repairs. Learn these and you’ll reap the rewards for your entire career.
  
  Step three – Oscilloscopes; One tool to rule them all
  A little dramatic I know, but understanding how to use an oscilloscope competently is a game changer. It will bring to life all that has been learned in Step two (auto electrics), and when used skilfully will display this in a way that can confirm or deny faults in vehicle circuits, sensors and actuators.
      
  As an example, take just one quick connection (less than a minute on most petrol cars) to the switched side of a manifold injector and you’ll know;
  
  1 – That power supply to the injector is not open circuit
  2 – The ECU has control of the injector and is commanding fuel delivery
  3 – Time taken for fuel delivery to commence (injector opening)
  4 – Integrity of injector ground circuit
  5 – Time takes for fuel delivery to cease (injector closing)
  
  Add some additional test points for injector power supply, current and rail pressure (another couple of minutes) and you’ll confirm the integrity of the positive supply to the injector, the injector winding, and a great test for a quick look to ensure the injector is delivering fuel once open. Like I said - It really is one tool to rule them all!
  
  Step four - Generic systems knowledge
  With steps one through three in place you’ll now have the foundation knowledge to explore vehicle systems. This can be a little intimidating as there are so many systems and so much to see, which is why we advise attacking this in bite-size chunks. Your goal here is to become familiar with generic items that broadly apply to a wide cross-section of vehicles. While there’s no substitute for formal training, taking a few minutes on a regular basis to self teach is invaluable. Here’s some things for you to try:
  
  1 – Pick one system to start with. E.g. petrol engine management
  2 – Select a book or watch a video for some foundation learning
  3 – Focus on one part of a system. E.g. Loads sensors
  4 – Inspect serial data for MAF and MAP sensors across various load and speed ranges
  5 – Scope MAF and MAP sensors across load and speed ranges
  6 – Record your results and repeat on different vehicles on the same components
  7 – Repeat points one through six on different components
  
  Do this on a range of vehicles and systems and you’ll become incredibly familiar with what good looks like, as well as raising many questions that we’ll answer when you attend our training.
  
  Step five – Manufacturer information and tooling
  There’s one final piece to this part of the puzzle and that’s using the using the best information and serial tools.
      
  While I understand that generic information and tooling has its place, I also have too many real-world examples where my blood pressure would have been dramatically raised were it not for O.E. information and diagnostic tooling. My advice here is straightforward;
  
  1 – Select one manufacturer initially
  2 – Become intimately familiar with their information system
  3 – Learn to use their wiring diagrams
  4 – Explore their technical service bulletins
  5 – Use their repair procedures
  6 – Substitute a generic serial tool for the O.E. tool for a month
  7 – Explore all the serial tool has to offer
  
  We’ve been training technicians like you to use this equipment for many years. It’s had too much of an impact for those that have grasped the nettle for you not to give it a go.
      
  You now know what it takes to begin the road to technical success. All you need to do is start. Taking regular steps, and before you know it you’ll have not only reduced your stress but your time to a first time fix as well.
  
  
  

• GSF Car Parts appoints Sukhbir Kapoor as President/COO 

  Sukhbir Kapoor has been appointed President and COO at GSF Car Parts, as well as as an Executive Director of parent company Uni-Select.

---

Search

---

---

---