Expanding chassis programme

Following Dayco’s move into thermal management and, more recently, the introduction of wheel bearings, it is now significantly growing its chassis system offering with the launch of a comprehensive range of more than 3,300 steering & suspension components. Being an

OE manufacturer and supply partner to many vehicle manufacturers results in the range being manufactured to OE equivalent standards for performance and durability.

The programme includes axle joints, tie rod ends/ assemblies and steering boots, as well as track control arms, ball joints, stabilizer links and bushes. Ancillary items such as fastenings and clips that also need to be replaced when a component is fitted, are included in the Dayco kit to improve workshop efficiencies.

A supporting catalogue, with comprehensive cross- reference data and imagery, is instantly accessible through the Dayco website and app, as well as via TecDoc.


Thermostat solutions from Dayco

Few influences on the engine are quite as critical, and have so many repercussions throughout the overall system, as its operating temperature. Maintaining the correct temperature in the various parts of the engine not only optimises fuel efficiency and minimises emissions, but also ensures the oil is at its most effective in lubricating and protecting the internal components, for example.

In all but the most modern combustion engines and electric-hybrid vehicles, the temperature of the coolant sent to the various parts of the engine is controlled by a thermostat/thermostats. So, although often overlooked, they are incredibly important components, which means that when they fail, original equipment (OE) quality replacements must be the solution of choice.


Despite being designed run at around 90degC, prolonged overheating will not only affect the performance of the engine and the emissions it emits, but also potentially cause damage to its internal components. Naturally, there can be several reasons to engine overheating, but the thermostat should always be considered because, although generally reliable, evidence has shown that with their growing complexity, failure rates are increasing.

In fact, AASA 2020 report data has shown that over a five-year period from 2014, thermostat failure rates have steadily increased to 5%. At the same time, the percentage of vehicles fitted with a housing design, rather than a traditional valve thermostat has grown from 55% to 80%.

Looking at the UK’s best-selling cars in 2018, which are now reaching the age to be entering independent workshops, their thermostats perfectly reflect this 50/50 split between traditional valve and more modern housing type designs.

1.            Ford Fiesta – 77,833 registrations – Valve design

2.            Volkswagen Golf – 58,994 registrations – Flange design

3.            Ford Focus – 56,619 registrations – Thermostat housing

4.            Vauxhall Corsa – 54,239 registrations – Flange design

5.            Mercedes A-Class – 53,724 registrations – Thermostat housing

6.            Nissan Qashqai – 52,532 registrations – Flange design

7.            Ford Kuga – 41,671 registrations – Thermostat housing

8.            MINI – 41,188 registrations – Thermostat housing

9.            Volkswagen Polo – 37,543 registrations – Valve design

10.         Kia Sportage – 34,502 registrations – Valve design.


Alongside a growing failure rate, other reasons for overheating problems can come from air introduced into the system during a water pump replacement, for example, not being bled out properly.

If an airlock then subsequently occurs, particularly if it is around the thermostat, it can become locked in one position, which will prevent the correct circulation of the coolant and cause the engine to overheat. It is always therefore wise for technicians to vacuum fill the cooling system following any work that is carried out to it.

Although a traditional valve type thermostat can still be checked relatively easily by testing whether it opens when in a pan of boiling water, which is a useful way of narrowing down the identification of the underlying overheating fault, due to their relatively low cost, it is strongly recommended that they are replaced even if they operate during such a water test.

However, if the thermostat is integrated inside the water outlet and cannot be removed, the boiling water test clearly isn’t possible and diagnostic tooling is required to determine whether it has failed.

Vehicle manufacturers began using integrated housing thermostats in the early 1990’s and a decade later they were installed on approximately 30% of all new vehicles. As mentioned earlier, this design has become increasing popular, with more than 80% of today’s new vehicles coming off the assembly line equipped with this style of thermostat.

Dayco’s extensive technological know-how and drive to ensure its products deliver to the highest levels of performance means that a combination of precision couplings and quality materials has enabled the company to produce thermostats that are the equal of OE products in their quality, safety, efficiency and durability.

For more information regarding OEM quality thermostats or the power transmission products in the Dayco range, please email: info.uk@dayco.com or visit: www.daycoaftermarket.com

Dayco: Surely a thermostat’s a thermostat, right?

As technicians are very aware, for vehicle manufacturers (VMs), every design decision is driven by the need to reduce engine emissions and moderate fuel consumption and this means vehicles are becoming far more interconnected and complex.

The modern cooling system is no different and plays a crucial part in the process, as the demands for increased efficiency, together with factors such as higher flow rates, turbocharger technology, autonomous heating and air conditioning, have transformed the traditional process of engine cooling into a sophisticated system.

Effective thermal control in all areas of the engine from initial start-up until reaching its designed operating temperature, whether in hot spots such as around the cylinder head or cooler zones elsewhere, is vital in order to maintain the VMs claimed emissions figures, and although easily overlooked, it is the humble thermostat that ensures that this is correctly managed.

Problems and solutions

Although generally reliable, AASA 2020 report data show that over a five-year period from 2014, the average thermostat failure rate has steadily increased to almost 5%. At the same time, the percentage of vehicles fitted with integrated thermostat housings and MAP thermostats, rather than a traditional thermostat design, has grown from 55% to 80%.

The 1.4 and 1.6-litre petrol and 1.6-litre diesel engines used in the second generation (R56/57) Mini feature a thermostat housing that is prone to be the source of leaks in the coolant system. These problems are generally caused by either excessive heat from the exhaust manifold or oil contamination. It also not uncommon for the thermostat valve to stick, which can result in overheating.

Integrated housings like this are complex products and this directly affects their predicted service life and crucially, their cost, which is why they should not be considered an ‘anything will do’ product as the quality will directly affect both their ability to operate within the VM’s strict performance parameters and their expected service life, so OE quality must be the benchmark.

Dayco’s extensive technological know-how and drive to ensure its products deliver to the highest levels of performance means that a combination of precision couplings and quality materials has enabled the company to supply a comprehensive range of thermostats that are of OE standard in their quality, safety, efficiency and durability.

For more information regarding OEM quality thermostats or the power transmission products in the Dayco range, please email: info.uk@dayco.com or visit: www.daycoaftermarket.com.

Volvo D5 timing belt kit

Dayco’s Technical Team provide a 12-step guide to fitting a timing belt kit to Volvo’s diesel variants.

The 2.0 and 2.4-litre diesel D5 engines used by Volvo in almost every variant in the manufacture’s range, but notably in the popular XC60 and XC90 siblings, features a timing belt driven water pump. As replacing the belt also requires the auxiliary drive system to be removed, Dayco best practice recommends that all the system’s components, both primary and auxiliary drive, are replaced at the same time.

This step-by-step technical guide will help you through the process, avoiding complications and ensuring a first-rate, professional job. As with all primary drive system jobs, the work should be undertaken when the engine is cold – ideally, the vehicle will not have been run for at least four hours.


  1. Start by removing the engine cover, then the front right wheel and cowling to expose the two belts of the auxiliary drive system. Use the special slot to slacken off the belt tensioner (figure 1), remove the belt, followed by the five crankshaft pulley bolts. Then detach the ride height detector, remove the crankshaft pulley and then the tensioner.
  2. From underneath, take off the engine shield, securely support the engine and remove the engine’s lower links. Returning to the top, remove the cooling fluid reservoir, the upper engine support rod and mounting plate.
  3. Remove the two fasteners that support the hydraulic pipe by the timing belt cover, release the retaining clips and remove the cover.
Figure 1

4. Using the central crankshaft pulley bolt, rotate the crankshaft so that the crankshaft and camshaft pulley timing references align, then loosen the timing belt tensioner and remove the belt, followed by the tensioner.

5. As the camshaft pulley is not fitted directly on the shaft and its holes are slotted, to ensure it is refitted in the correct position, mark its position with paint before removing it (figure 2). Once the camshaft pulley is detached, take off the idler and then the rear timing belt cover to allow the removal of the water pump.

6. After flushing out the cooling system to remove any debris, cover both sides of the gasket with a thin layer of sealant before carefully positioning it in relation to the two pins in the housing before fitting the new water pump from Dayco kit KTBWP5920.

7. Now is the ideal time to replace the alternator pulley, so remove the bolts securing the alternator and the water hose above it, to be able to turn the alternator in order to remove and replace the alternator pulley with Dayco ALP2409 and fit the protective cap. Refit the alternator and reattach the hose.

Figure 2
  1. Refit the rear timing belt case and position the new belt tensioner from the kit, paying particular attention as its slot must be located in the corresponding lug on the engine (figure 3) and then fit the new idler and tighten its bolt to 25Nm.
  2. Using the mark painted on earlier, refit the camshaft pulley, followed by the new Dayco timing belt, ensuring its correct direction of rotation and leaving the slack section facing the tensioner.

10. With an Allen key, first position the pointer slightly past the right hand flange of its slot, before moving it so it points at the lug (figure 4) and tighten the belt tensioner bolt to between 24 and 27Nm, dependant on the engine variant.

Figure 3
Figure 4

11. Turn the crankshaft through two rotations and check the engine timing remains correct. Providing it is, refit the crankshaft pulley, tightening its central bolt to 300Nm and four side bolts to 35Nm + 50°. Refit the remaining components in reverse order of their removal but check, and if necessary, replace the auxiliary belt tensioner with Dayco APV2756. However, Dayco recommends that the auxiliary belts 5PK628EE (an elastic belt) and 5PK1121S are always replaced.

12. Finally, refill the cooling system, start the engine, check carefully for leaks, and ensure the radiator fan is operating correctly.

To view this installation, or any other Dayco technical video, visit www.daycoaftermarket.com and click on Dayco TV.


Dayco helps transform snorkelling mask into life-saving ventilator

Dayco is using its manufacturing resources to help fight COVID-19 by producing a vital component in the conversion of a readily available snorkelling mask into a life-saving ventilator.

The adaption of the mask, normally supplied via sports outlet Decathlon, has been led by an inventor supported by a project team including Italian consultancy Isinnova, eight individuals and several partners, and has transformed the snorkelling mask into a vital resource that is already being used in hospitals in northern Italy and by the Italian Red Cross.

Dayco has produced a key component, the Charlotte Valve, that allows the mask to be converted to a medical respiratory device, and is producing it on 3-D printers at its San Bernardo d’Ivrea facility in northern Italy.

President of Dayco Global Powertrain Operations, Michael Weiss, said: “To be able to contribute in the fight against this terrible virus was an easy decision to make as we have both the facilities and machinery required to make the Charlotte Valve in the required numbers, as well as a duty to respond to the national and international emergency.”

All files required to produce the 3-D printed valve are available here: Download

Dayco launches heavy duty auxiliary belt kits

To further assist both installers and parts suppliers, Dayco has introduced a range of auxiliary belt kits, with the prefix KPV, that combine the necessary original equipment (OE) quality belt/belts and the accompanying tensioners/idlers, to allow a complete FEAD (front end auxiliary drive) system overhaul, from a single purchase.

Dayco, a leading engine products and drive systems supplier for the automotive, industrial and aftermarket industries, is also a major player in the heavy duty (HD) sector, where it supplies OE components, to vehicle manufacturers including Volvo, DAF, Scania, Iveco and Mercedes-Benz.

Although the company originally made its name through the manufacture of drive belts, with a range that now features more than 600 V and Poly-V part numbers, it has grown its product portfolio to include the associated components within the drive system to reflect its sector specialism. Therefore, the Dayco HD programme also includes almost 300 drive component references – tensioners and idlers – to provide a complete system solution for the CV aftermarket.

Steve Carolan – Dayco’s National Sales Manager – UK & Ireland

“In order for technicians to carry out the best possible job and fleet managers to maximise the reliability of their vehicles, the auxiliary drive system should be considered as a single entity, instead of looking at the belt and the drive components separately,” explains Steve Carolan, Dayco’s national sales manager for UK and Ireland. “Therefore, rather than changing individual items, technicians should replace the whole system, which allows them to provide a complete and thorough repair solution.”

“This proposition is made much simpler when the components are complete in a kit that also contains any additional fixtures should they be required. Being able to source the required parts from a single supplier helps both installers and wholesalers, as it streamlines the ordering process and provides definitive cover for all the elements, within one overarching warranty.”

For more information regarding the OEM quality power transmission products in the Dayco range, please email: info.uk@dayco.com or visit: www.dayco.com

Belting down emissions

Belt drives have contributed greatly to manufacturer goals of increasing efficiency and reliability, while lowering emissions; Rob Marshall looks at the claims made but also the opportunities they present to you. 

While some technicians may look upon them as being unnecessarily over-complicated, significant advances in belt- drive technology have led to an upsurge in durability, while permitting manufacturers to optimise under-bonnet space, reduce CO2 emissions and improve their fuel economy ratings. 


Today’s auxiliary belts drive a number of increasingly powerful components and their construction must permit them to transfer larger forces. Engine downsizing and Stop-Start have presented their own challenges to belt system designers, too. Increased service intervals have dictated not only physical design changes in the Front End Auxiliary Drive (FEAD) system but also complex advances within the belt’s make-up. 

Yet, auxiliary drives are not maintenance-free, even if some official service intervals omit their inclusion. Euro Car Parts, for example, highlights that many repairers neglect the system, meaning that they miss-out on a ‘relatively straightforward, but lucrative, revenue stream.’ This includes the simple task of checking the belt for excessive oscillation at idle speeds, to inspecting the belt more closely with the engine switched off. 

INA recommends that, unless there is a stated recommended belt/tensioner change interval, a good realistic standard is to check the belt and its driven components at 60,000 miles and change them at 90,000 miles. Dayco’s ‘check and change’ rule agrees that it is best practice to replace all of the drive system components together. This includes the belt, tensioners and any overrunning alternator pulleys/decouplers. 


One size definitely does not fit all. The coating applied to the reverse of
the belt that powers the friction wheel of this Prince engine water pump is critical to its performance and longevity. Replacement Dayco belts that are correct for this application are defined by the code ‘DT.’

The toothed ‘timing’ belt became necessary mainly when overhead camshafts replaced overhead valve designs, one reason for which was that the distance between the crankshaft and camshaft sprockets had increased. The earliest most popular applications were not entirely successful, as red-faced car manufacturers decreased the in-service replacement interval, when the belt did not last as long as they had stated originally. While some manufacturers reverted back to chains, this was not entirely successful either and some models switched to replaceable belts again. 

Today’s timing belt may look very similar
to those fitted to Fiats and Vauxhalls of the
1960s but many material changes have
been made internally, including to the cord, jacket and tooth profiles. Dayco asserts that it manufactures all OE fitment High Tenacity Teflon (HT) timing belts and that the aftermarket trade is becoming familiar with them. The development arose mainly to increase running life but the hidden advantage is its ability to reduce friction, which holds a further emissions advantage for the carmaker. As with all belt types, change an HT belt with a like-for-like replacement. The company also reports that its HK belt range, introduced initially in 2017, brings the latest technological developments from the OE into the aftermarket as a means of upgrading older engines. 


As with dry timing belts, BiO types tend not to snap but their teeth can strip, the remnants from which travel around the engine and can cause further damage. Here, some are nestled within the 1.8-litre TDCI’s oil pump, which has had to be dismantled to fish them out. When servicing a car with BiO belts, check if any deposits that are drained out during an oil change are not fibrous belt teeth.

A recent phenomenon on downsized GDI engines, in particular, is the Belt in Oil (BiO) type that, as the name implies, runs inside the engine and is exposed to the engine oil. Pioneered by Dayco and introduced as a production first by the Ford Motor Company on the 1.8-litre ‘Lynx’ TDCI, to run the primary drive it replaced the earlier engines’ heavier and more costly Duplex chain, tensioner and cogs arrangement. Unlike the old chain drive, the belt requires periodic replacement and we have heard of customers instructing garages to convert their newer engines back to the older and less efficient chain design. 

However, the BiO system has been critical in assisting manufacturers to attain mandatory emissions targets. Ford rolled-out BiO systems on its all-new 1.0-litre ‘Fox’ Ecoboost engine and PSA, Honda and the Volkswagen Group followed suit. Early press reports claimed that Ford stated its BiO belts in the Fox engine would last for the lifetime of the car but this depends on the definition of ‘lifetime’. Neglect will reduce the quoted lifespan in the real world, as will skipped lubricant changes and incorrect oil being used, which manufacturers tend not to envisage. Unsurprisingly, history seems to be repeating itself, where manufacturer claims seem to be a little short of the mark in the real world and so it has become necessary to offer replacement BiO kits to the aftermarket. Gates comments that many engines are approaching their expected lifecycle limits and that BiO belt replacement is emerging as a workshop opportunity as owners wish to extend the lifespan of their cars. The company has announced its intentions to expand its BiO catalogue throughout this year for both timing and oil pump belt drives, focussing mainly on Ford and Volkswagen Group models. 


To reduce emissions further, car manufacturers work with their supplier partners to engineer ever-more ingenious systems, all of which require real-world checks and maintenance. The on-demand water pump, fitted to various Prince-engined petrol MINIs, BMWs and PSA brands for example, circulates coolant only once the engine reaches predetermined temperatures. As the pump is powered by a friction wheel that is driven permanently by the reverse side of an auxiliary belt, a special fabric must be used. An alternative belt may fit physically but its longevity would be compromised if a like-for-like replacement is not used. This is why quality suppliers will insist on vehicle-specific belts, while encouraging garages to resist adopting a ‘that’ll do’ approach. 


Many downsized engines possess BiO oil pump drives. Do not neglect to replace these when installing a BiO timing belt or rebuilding the engine.

Another example is combined starter/alternators that depend on a belt drive. Dayco reported that, to develop a belt that could tolerate the increased stresses on it during the starting phase would have dictated that it had to be double the width, which was not feasible. It said that developing a belt of a conventional width was, therefore, ‘extremely difficult to achieve’ and highlights that fitting a replacement conventional belt that lacks the necessary OE quality of the original would not be a fit-for-purpose repair. 

Wearing the black belt – by Rob Marshall

Like many other motor car components, the auxiliary drive has evolved considerably. With the assistance of renowned belt pioneer and manufacturer, Dayco, Rob Marshall looks at the implications and opportunities for the independent repairer.

While the earliest fan belts were manufactured from rope, followed by leather, it was found that increasing a belt’s running surface area to form a ‘V’ section reduced slippage and, therefore, enhanced reliability and longevity. Taking advantage of developments in polymer technology, rubber compounds replaced those early rudimentary materials relatively quickly.


As cars matured, the fan belt became responsible for transferring torque to an increasing number of components, although
its original role of driving the water pump (along with its power-sapping fixed fan on many earlier models) became

less prominent. The addition of more auxiliary mechanisms, from alternators to air conditioning compressors and more, demanded a rethink of the original belt design and the multi ribs, (known otherwise as Poly-V/Multi-V designs) provided
the advantages of being not only thinner and lighter but also able to provide a larger working surface area than that of the original V-belt. The added flexibility and thinner construction made the drive more energy efficient, resulting in cooler running and longer component life. Additionally, the different belts’ reverse sides could be used to drive either additional pulleys, or tensioners, as dictated by the requirements of the engine designer, many of whom prioritise keeping the auxiliary mechanisms as close to the engine block as possible.

Many early ribbed belts were produced from neoprene, a type of synthetic rubber but, unsurprisingly, technology has not stood still. Dayco, for example, makes all its auxiliary belts from Ethylene-Propylene-Diene-Monomer (EPDM), another rubber- based synthetic material, which provides additional strength, reliability, durability and quietness.


Things are not always that simple for modern cars, because so many components, even tyres in some cases, are becoming make and model specific. As Dayco works alongside the OEs, it possesses the technical expertise to advise the repairer on correct-specification replacements and fitting techniques. It is also worth noting that the company does not separate its aftermarket and OE manufacturing facilities, so a Dayco belt that you fit to a customer’s car would be technically identical to that fitted by a main dealer, where Dayco was the original factory supplier.

Advising Autotechnician, Glen Goldstone, the UK Aftermarket Division’s National Technical Manager, explains: 

“With the latest models, sourcing a new belt is not dependent solely on dimensions; the original part may possess a more advanced construction – such as its internal reinforcing cord being manufactured from a different type of polyester, even aramid fibres. This engineering choice depends on its application.”

Mr Goldstone also highlighted real-world cases in which he discovered that a new belt’s part number suffix has not been checked by a garage’s supplier, to make sure that the belt’s construction matches that of the original. Even though it might fit physically, the incorrect materials used in a technically- incompatible belt can result in the overstressed new part failing after only a few thousand miles. He commented also that some belt manufacturers offer more than one belt construction for the same vehicle, whereas Dayco insists on providing a sole belt that will be fully-compatible for that application.


The consequences of a part disintegrating can be catastrophic. Apart from causing a breakdown, the flailing belt risks instigating further damage directly, not only to the expensive auxiliary components. It has been known for the engine to be ruined, should the wayward part become tangled and trapped around the crankshaft pulley, which can stall the engine and damage the timing system. The issue is not helped by certain manufacturer service schedules paying either little, or zero, attention to auxiliary belt maintenance. Some of them are more helpful, however, and provide a replacement interval.

While traditional checks for cracks and missing sections were sufficient for the old-style neoprene belt, those made from EPDM display different wear characteristics that are harder to detect. More commonly, the pulleys’ metal grooves dig deeper into the ribs as mileage builds, causing the original ‘v’ formation to wear into a ‘u’ shape. This makes assessing belt condition extremely tricky at a cursory visual glance. Dayco recommends that technicians adopt a ‘Check and Change’ procedure.

So that a serviceable belt is not replaced unnecessarily, Dayco also recommends that auxiliary belts are inspected at the recommended service intervals, especially after a timing belt change. To assist technicians, Dayco provides freely a ‘tread- depth’ type plastic tool, the ‘a-WEAR-ness gauge’, one side of which displays any side clearance evident between the ribs, the other measures how much material has worn from the ‘v’ groove. Finally, the technician checks the ribs for cracks through the tool’s 25mm square ‘window’. Should four, or more, flaws be visible, the belt must be replaced, because it is worn significantly.

Auxiliary belts are not made from one single material. Pictured is a MINI water pump friction wheel, driven by the belt’s reverse side. This dictates a special coating is used on that running surface.



Any competent technician will be aware of how incorrect tension and pulley misalignment will decimate belt life, making it essential to view belts not in isolation but in terms of a system. Therefore, the presence and condition of any tensioners, idlers and alternator one-way clutches should be considered.

In certain cases, just like timing belts, replacement auxiliary belts may be offered as a kit but enquire with your supplier if any other components require replacing, which are supplied separately. Naturally, always insist on OE quality.

Some types are of the elastic, or stretch, variety that requires no external tensioning medium. However, Dayco insists that these designs should be fitted with a suitable special tool, so the belt is not damaged before the engine has even been started. Consider also that, once removed, this type of belt should never be refitted. Where an automatic tensioner is not used on a non-elastic drive, a suitable auxiliary belt tensioning instrument should be an essential toolbox item.

Auxiliary belts have changed considerably, in terms of materials and design, from the old V ‘fan’ belts, which tended to drive solely the water pump and alternator.

As the UK car parc stands at approximately 32 million, over half of which are aged over six years, and presuming an average mileage of 12,000, many vehicles that aftermarket technicians encounter will require an auxiliary system inspection, at the very least. Therefore, the considerable market opportunities in relation to auxiliary belt systems should not be overlooked, not only for your business but also for customer safety and peace of mind. 

Checking for wear in modern EPDM belts extends to more than checking for perishing and cracks. The depth of the ribs also need assessing.



6 = number of ribs
PK = belt section (automotive class) 1270 = external length (mm)



  • ‘S’ belts: higher performance compound used. For example, 6PK1836S Fiat 1.9 JTD and 5PK1745S Mercedes Benz A & B Class diesel.
  • ‘EE’ belts: elastic (stretch) belts. You should see an ‘ELABELT’ logo, example 6PK1059EE Ford Focus 1.6 petrol.
  • ‘K’ belts: internal cord reinforced with aramid fibres, example 5PK1121K Volvo 2.0 & 2.4 D.
  • ‘DT’ belts: fabric material used on the rear belt surface; 6PK1080DT for PSA’s 2.0 HDi Hybrid (Peugeot 508 RXH)
  • ‘PM’ belts: white fabric on ribs, 6PK1041PM and 6PK848EEPM, both for PSA 1.2 3-cylinders range.


Join us for our Big Day Out!

Screen Shot 2018-03-08 at 20.39.24DIAGNOSTIC MASTERCLASS

The first of our Big Days Out in 2018 will take place at Reading College from 9.00am until 4.30pm on Saturday 30th June. Ticket numbers are limited, order your ticket now by calling 01634 816 165, alternatively, email admin@autotechnician.co.uk.

We are very pleased to have James Dillon and Andy Crook – two of the most knowledgeable and entertaining trainers around – delivering training sessions at the first Big Day Out of 2018. James of Technical Topics is rather pleased too and looks forward to helping independent technicians finely tune their approach to diagnostics. James has this to say:

“The landscape of vehicle diagnostics is ever-changing. As vehicle technology continues to advance, support and information from the vehicle manufacturers is critical. OEM diagnostic tools, factory manuals and service data and security system logins make life easier, but we must remember to retain the ability to critically evaluate everything and not to become a diagnostic automaton.”

James will cover the current landscape and how best to set your workshop up with tools, equipment, support and processes to prosper from diagnostic work. He will also review the near-future and discuss factors that will affect both technicians and garage owners in the short term. This dynamic and thought-provoking session will offer practical help and advice to assist you in forming a future- suited operational plan for your own specific situation.”

Screen Shot 2018-03-08 at 20.39.51THE PSYCHOLOGY OF DIAGNOSTICS

For this year’s Big Day Out in June, Andy Crook of GotBoost will be expanding his research into the psychology of diagnostics and looking to explain why it is difficult to get it right every time. Andy will use real-world case studies to illustrate the pitfalls and how we are preconditioned to fall into the mind’s traps unless we condition ourselves not too.

As always, he will try and entertain as well as inform, so be prepared for a fast-moving, self-critical look at the ever-changing world of automotive diagnostic testing! Our trainers and sponsors will be on-hand throughout the day to answer any questions delegates have.


The event will be held at Reading College, Kings Road, Reading RG1 4HJ from 9.00am until 4.30pm on Saturday 30th June. Reserve your ticket by calling 01634 816 165 or emailing admin@autotechnician.co.uk.

TICKETS ARE NOW AVAILABLE, priced £69.50. Big Day Out is part of Autotech online training. Head to www.autotechnician.co.uk/registration and take the quiz. It is free of charge and you will receive your scores with supporting training material immediately.

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[column size=”1/3″]Pro Tech



Effective training for confident installation

Dayco takes a proactive role in ensuring its engine products and drive systems are installed correctly and therefore operate as they are designed. This takes several forms and includes one-to-one training – generally arranged by a motor factor on behalf of its workshop customers – open seminars held at trade shows and ‘Technical Focus’ installation instructions and videos, the latest of which can be found on YouTube and features a belt-in-oil replacement on a Ford Lynx engine.

“It is difficult to overstate the importance of following the correct procedure when installing, not just timing belts, but also auxiliary belts”, says Dayco’s Country Manager, Steve Carolan, “so the training we provide centres around the reasons why the fitting process should be fully adhered to.

“However, what brings an important extra dimension to our training strategy is that, in addition to the fitting process, attention is also given to the design and function of the drive system itself, as well as the individual components within it. This allows technicians to get under the skin of the system as a whole and understand that it is only as reliable as its separate elements and will therefore only operate as intended if each is installed with the necessary care and consideration.

“Naturally, our one-to-one and seminar training include the opportunity for technicians to ask questions… As the fact remains that almost all warranty claims end up being as a result of incorrect installation, it’s a message that Dayco is fully committed to promoting and one that ultimately pays dividends to both workshops and motorists alike.”

EMAIL: info.uk@dayco.com