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IAAF CONFERENCE: WILLIAMSON’S WARNINGS ON  BREXIT AND ACCESS TO INFORMATION

IAAF CONFERENCE: WILLIAMSON’S WARNINGS ON BREXIT AND ACCESS TO INFORMATION

The Chief Executive of the IAAF has opened the annual conference with warnings on a number of industry topics including the EU negotiations and VMs infringing on independent garage’s  right to repair.

On the subject of Brexit she warned: “If the deal is rejected the we will all be entering into the unknown”

Speaking about access to information, Williamson noted that several vehicle manufacturers have already deleted the OBD port, despite being obliged to keep it. She emphasised how keeping ‘three priorities’ on direct access to data as a live issue in the European Parliament by working with other trade organisations such as FIGEFA.

She noted that ‘many traditional parts won’t exist in the future’, adding that new entrant to the market such as Dyson and the rise of Chinese brands will be a significant challenge for the VMs. She concluded: “We will adapt and find new ways to find and service the vehicles of tomorrow”.

The conference continues.

 

Williamson opens 2018 conference

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PROMO: CORTECO EXPLODES THE GUIDE BUSHES ‘MYTH’

PROMOTIONAL CONTENT WRITTEN BY CORTECO

 

Clutch input shaft sleeves (guide/ bushes) and seals: essential, but are they really only available through dealerships? Corteco explodes the myth.

The first call for any replacement part is the local motor factor, but when it comes to a part such as a clutch input shaft sleeve (guide/ bush) and seal, most UK garages turn to dealerships.

Essential in clutch changes for many German, Italian and French-built cars, dealerships hold a virtual monopoly on aftermarket sales throughout the UK. But the fact is, they are not an OE supply only item.

Garages only think they are.

 

New direction

Split-open view of a guide bush

Until quite recently, for example, that’s precisely what they thought up at Almark Garage in Wirksworth, Derbyshire:

“We always sourced them through the dealers. It just seemed like the place to get them because it was associated more with the OE gearbox than the clutch,” says proprietor Mark Swift.

“Our problem was that once you’ve got the vehicle up on the ramp and the gearbox off, you couldn’t hang around all day. Sometimes service from the dealers leaves a lot to be desired, so it meant that we didn’t always replace them, even though we know they can be a source of problems with the clutch.”

Almark is fitting more, now, because the availability has improved.

“It was only when the motor factor came along about three months ago and pointed out that they now had them in stock that we switched over. They are not expensive to buy, but even so, they are half the dealership price. I have to say that the service they provide means we are now fitting more than we ever did,” he adds.

 

Guide/ bush function

When not in operation, the clutch release bearing withdraws and comes to rest on the shaft sleeve. The shaft sleeve can become pitted through wear and tear. A worn release bearing can catch on it, leading to misalignment problems that can cause the clutch to slip.

This accelerates clutch wear.

Inside the shaft sleeve is a rubber seal. This is designed to protect the clutch from ingress by gearbox oil. If the seal fails there are problems ahead. Seal failure is often related to debris generated by clutch wear.

 

Contaminants

Clutch ‘dust’ accumulates in the gearbox. If the dust accumulates on the shaft and on the sealing lip, the seal can be compromised. It can damage the seal and reduce operational life. A worn or damaged seal allows the oil to leak into the clutch housing. If this contaminates the friction plate, premature failure of the clutch is inevitable.

This leads to excessive slippage. Any excessive slip between the clutch and flywheel causes overheating. Soaring clutch temperatures increase the potential for failure.

Installation errors

After removing the clutch, the clutch input shaft sleeve (guide/bush) and seal is sometimes ignored or not considered for replacement. Three alternative views are:

  1. a) It is part of the gearbox, rather than the clutch
  2. b) It looks ok, so let’s save the customer money
  3. b) They are difficult to replace so are best left alone

Each of these constitutes an error of judgement that can expose the garage to an expensive rectification procedure and damage its reputation.

Best practice

Corteco, one of the world’s largest manufacturer’s of clutch input shaft sleeves (guide/ bush) and seals, says that although these components are highly reliable performers, they must be replaced when changing the clutch.

It adds that because so many garages have always sourced their replacement from dealerships, many motor factors are unaware of the demand.

Given that labour is the major cost of the clutch change and that the clutch input shaft sleeve (guide/bush) and seal is not an expensive part, garages would be inclined to change more of them if the parts were available. A campaign to raise awareness about aftermarket availability is under way.

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GL MOTOR FACTORS ACQUIRED BY AAG

GL MOTOR FACTORS ACQUIRED BY AAG

Bolton-based GL Motor Factors, a single branch factor and retail shop, has been acquired by AAG.

The firm was an existing member of GROUPAUTO for years and won Factor of the Year in the coveted light vehicle category at the buying group’s award ceremony in Liverpool last month.

GL Motor Factors was incorporated in 2002 and had Mohammed Akhtar and various members of the Fazal family as Directors.  

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IRELAND’S J&S AUTOMOTIVE ACQUIRES ORIGO AUTOPARTS

IRELAND’S J&S AUTOMOTIVE ACQUIRES ORIGO AUTOPARTS

Ken Tannam, Origo and Alan Gaynor, J&S shake on the deal

Ireland-based parts supplier J&S Automotive has acquired at the autoparts division of tool supplier Origo.

Origo is part of the SISK group of companies and is known as a key supplier of Bosch branded product throughout Ireland.

Terms of the deal have not been announced, but the deal is described by J&S as an ‘important strategic step’.

J&S Automotive MD Alan Gaynor said: “By adding Origo Automotive to J&S Automotive,  we look forward to delivering an even better range of automotive parts and services.

 

 

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DCS LEATHERHEAD BECOMES LATEST AAG ACQUISITION

DCS LEATHERHEAD BECOMES LATEST AAG ACQUISITION

Leatherhead-based Discount Car Spares has been acquired by AAG, parent company of the GroupAuto buying group.

The factor was established in 1989 and has two branches. John and Gary Syrett and Robert Herman were Directors.

DCS was an existing GroupAuto member and participated in group promotions, such as the AutoCare network. Last year the factor presented customer Shirley Garage with a prize for becoming the 600th member of the scheme.

The news follows last week’s announcement that AAG had acquired nine-branch Lloyds Motor Factors 

 

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TENNECO ACQUIRES OHLINS FOR $160m

TENNECO ACQUIRES OHLINS FOR $160m

Kenth Ohlin and Brian Kessler

Tenneco has signed a definitive agreement to acquire Ohlins Racing A.B. Total consideration for the deal, which is set to close in the first quarter of 2019 subject to shareholder approval, is approximately $160 million.

Ohlins is a Swedish premium suspension manufacturer, known for its high-end hardware often used in motorsport applications as well as in the consumer automotive market.

The deal further enhances Tenneco’s primary identity as a manufacturer and marketer of ride performance systems, as well as clean air solutions in the automotive industry. It comes amid a year of large acquisitions of high-profile brands for Tenneco – most notably its acquisition of US manufacturer Federal-Mogul on October 1st.

“I am delighted to welcome the Ohlins team as an important part of our new Aftermarket and Ride Performance company,” said Brian Kesseler, co-CEO of Tenneco. “Ohlins’ technology team will allow us to rapidly grow our product offerings for current and future customers, as well as help us win a larger share of business in developing mobility markets.”

Meanwhile, Ohlins founder Kenth Ohlin, who will continue in partnership with Tenneco to employ his technological vision, said: “We are excited to continue to deliver innovative technologies that can accelerate growth with the full strength and resources of Tenneco behind us.”

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POLICE ‘PAY AT PUMP’ SUGGESTION DRAWS ANGRY RESPONSE FROM PRA

POLICE ‘PAY AT PUMP’ SUGGESTION DRAWS ANGRY RESPONSE FROM PRA

A suggestion from Chief Constable Simon Cole of the National Police Chiefs’ Council (NPCC) that petrol stations should take money upfront in order to reduce instances of petrol theft (known as ‘bilking’) has met an angry response from Brian Madderson, Chair of the Petrol Retailers Association.

“Instead of ‘victim blaming’ petrol retailers, the police should be honest that they are struggling to deliver their commitment to reduce crime”, said Madderson,

Chief Constable Cole’s comments were interpreted by the PRA as needing to install card or app based devices that are regarded by the association as  ‘prohibitively expensive’, estimating the cost to retrofit petrol pumps at £20,000. However, it is common in many self-service countries to pay first and then the cashier will turn the pump on.

Mr Madderson went on, “The UK has seen a 40 percent reduction in filling stations over the past 15 years. Those remaining have developed their retail offer to better serve their customers, with many lost amenities from banks and post offices migrating into the store of petrol stations, particularly in rural areas.”

“Rather than lecturing the victims of crime, the government should be empowering responsible businesses to enforce the law where the police are too overstretched to intervene. One solution would be to give petrol retailers electronic access to the DVLA’s Vehicle Keeper database, so they can pursue drive-offs through the civil courts and ease pressure on the police”.

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AVON TYRES PLANS 300 REDUNDANCIES

AVON TYRES PLANS 300 REDUNDANCIES

Tyre manufacturer Cooper-Avon is to axe up to 300 jobs at its Melksham site.

The U.S based Cooper Tire and Rubber Co issued a statement which said it would be ‘consulting on 300 jobs’. The plant currently employs a total of 723 workers.

Under the plan, light vehicle tyre production would be transferred to another of Cooper’s worldwide sites, while motorcycle and motorsport tyre production would remain in Melksham, along with various Head Office functions.

Jaap van Wessum, General Manager – Cooper Tire Europe, said: “Pending consultation, if positions are made redundant, Cooper will remain committed to doing all we can to support those employees who may potentially be affected. We will be consulting with our recognised trade union, Unite, and other employee representatives, and have arranged additional support for affected colleagues, which will be available throughout this process. In addition, we will work closely with Wiltshire Council and the Department for Work and Pensions to provide the best possible support to our colleagues and community”.

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CAT AWARDS 2019

We’re back in the Lowry, Manchester for 2019… Watch this space!

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PROMO: OIL SEAL FAILURE DIAGNOSIS

PROMOTIONAL ARTICLE ON BEHALF OF CORTECO

 

 

Oil Seal Failure Diagnosis

Often, when parts such as oil seals fail prematurely they are replaced and returned under warranty; however, in most cases the seal itself isn’t the reason the failure has occurred. In this guide, we will take you through the causes and how to avoid premature leaks and failures in the future.

Lip Leakage Diagnosis

Click for expanded chart

If the lip has worn out then this is often caused by the seal not being sufficiently lubricated before installation causing abnormally high temperature, the presence of foreign matter, disproportionate internal pressure or an excessively rough shaft surface. Similarly if when removing a seal, if the lip has hardened and there are visible cracks, you can be sure that this has again been caused by abnormally high temperatures, excessive internal pressure or insufficient lubrication. The cause for the abnormally high wear has occurred due to friction as the amount of lubricant was below the specified level and therefore did not reach the seal lip. Alternatively, insufficient lubrication can come from dry-wear conditions because the vehicle’s oil levels are low. Another sign of this is if the lip wear band is smooth and glossy.

Alternatively, if the lip has softened, then the main cause of this is the lip having the incorrect material required for the application. In order to prevent this from reoccurring make sure the correct seal is sourced for the specific application before installation.

If you notice the lip of the seal has worn unevenly then this is due to cocked seal installation or an excessive shaft offset. As before, both should be checked during installation but crucially before the vehicle is out on the road.

Installation errors tend to be a big factor in automotive parts failing prematurely. This is apparent if you can see that the lip of the seal is scratched, caused by improper assembly, improper handling, an incorrect shaft chamber or the presence of foreign matter entering the seal. The scratches are often caused by being assembled over burrs or other defects in the shaft chamber, the lip coming into contact with sharp metal parts during transit or storage or if the seal was handled with gloves contaminated with metal particles.

As stated improper handling can be a factor in causing a seal to fail prematurely, the tell-tale sign is the seal lip being swollen or soft. The swelling is caused by the lip being soaked in solvents or petrol before installation. Alternatively, if when removing a seal you see the fit trace is disconnected locally then the seal could have been deformed because of an improperly designed assembly jig or a gap in the press-fit occurred due to rough handling.

However, although problems during fitting can contribute to the part failing, other issues may be the key factor. If the lip’s waist (flex area) is broken, then this can be because of improper assembly but can also triggered by excessive internal pressure. Similarly if the lip is turned-under, the lip edge is severely worn and the wear band is concave then this is connected to an incorrect shaft chamber, improper assembly and excessive internal pressure meaning the oil seal area exceeded the maximum pressure it was originally designed for. To prevent this reoccurring, identify the maximum pressure for the seal and check it is compatible with the vehicle. However, if the lip edge is severely worn but there are circumferential grooves on the wear band then the cause is that the shaft finish was rougher than the specified range again this can be prevented by sourcing the correct part for the specific application.

Similarly, if the lip edge is severely worn and there are grooves or indentations on the surface. Foreign matter can affect the seal in many ways whether the cause is due to a shaft or seal that has been contaminated with foreign particles being used or the contaminants were embedded in the seal lip. The cause can be triggered when the seal is assembled in the presence of dirt and/or dust causing the contaminants to become embedded in the sealing lip. In addition, if the seal or the housing was assembled with silicone, the sealant will have contaminated the shaft or seal.

If, when removing a seal the garter spring has become disconnected then this has likely been caused by an incorrect shaft chamber or improper assembly, checking the installation can ensure you and you customers are happy with the finished job.

However, if there isn’t an obvious fault with the oil seal, the cause is often difficult to diagnose, but before you prematurely condemn a good seal first check if the shaft is scratched or the diameter is incorrect, if the shaft rotational direction does not match the helix on the seal, there is excessive shaft offset or runout, the shaft is worn or the seal has been installed incorrectly.

Press-Fit area leakage diagnosis

Below we identify four common causes of premature leaks due to incorrect handling/installation.

If the oil seal is cocked then this can be caused by an improperly sized bore diameter, incorrect shaft chamber or improper assembly jig.

Like with the lip leakage diagnosis if the oil seal is problem free, check if there is a scratched or an improperly sized bore or excessive bore surface roughness. Similarly if the seal OD is damaged or chafed the bore is often the cause. Ensure you check if there is an improper sized bore diameter, incorrect shaft chamber or improper assembly jig before installation.

All the causes mentioned can be avoided if the correct steps are taken when assembling, ordering and fitting a part.

Head over to www.corteco.com/en/products/sealing/ to view our sealing range.

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