When it comes to routine maintenance, tyres are the vehicle component consumers feel most able to handle themselves. However, tyre condition is also an important and frequently nuanced part of any service. Spotting the warning signs of ageing or damaged tyres can be a valuable win for both the customer and the workshop. In this article, the Autodata team breaks down the factors leading to tyre damage and degradation, as well as when you should recommend a replacement.

Today’s vehicles contain huge amounts of electronic data and that information needs to be protected from potential cyberattacks and hacking. Illegal intrusion into a vehicle’s safety system can cause malfunctions and affect safety functions. Worst case, it could lead to fatal accidents on the roads.

Many vehicle manufacturers have started protecting their vehicles with diagnostic Security Gateway (SGW) and firewalls to prevent unauthorized access. The number of vehicle manufacturers that use SGW will increase.

Autocom Security Gateway can access locked vehicles

To be able to perform diagnosis on SGW-locked vehicles you need a diagnostic tool from an approved and OEM-certified supplier. Autocom is both approved and certified.

By using our diagnostic tool ICON, you can seamless erase fault codes, activate components or adjust and perform functions like service light reset on SGW-locked vehicles

In our first edition of SGW, we are approved and certified by Mercedes-Benz. Several car brands will be continuously added to our solution, such as all affected FCA vehicles, VAG and Renault.

The number of accessible SGW-locked vehicles will increase in our software continuously. It is therefore important to keep the license valid at all times.

Benefits for the workshop

With Autocom’s SGW solution, you have the opportunity to diagnose locked vehicles. Easy, legal, fast and seamless.

• Access to the SGW-vehicles that otherwise are locked
• Safe and OEM-certified solution
• Get correctly provided data from OEM
• Being able to perform service on more vehicles
• Access to more data
• Legal, quick and seamless diagnosis

Now is the best time to buy a Launch X-431 Pro Version 4 unit as there is a massive savings on the units price due to better specials coming out of China due to the slow down in the world market. Prices are down by over 20% and still three year updates are available as per normal. And yes these are not grey imports or parallel imports where the version is known as Launch x-431 Pro V (5) which is a unit designed for the Chinese’s market only. Easy to have a price drop if the unit is not meant for the SA market. Less manufactures and less update years. Remember you only get what you pay for in life.

Phone us now and get a R 32 500 unit for R 27 600 Including VAT and three year updates and one year warranty.

As a workshop owner, you know that technical training is an essential part of running your business. You also know that traditional face-to-face training can be inconvenient to attend, expensive and technicians often forget what they’ve learnt within a few days. There must be a better way!

Introducing Autodata Training – high-quality, video-based technical training presented by industry experts and delivered online, anytime.

With Autodata Training, your technicians can train on the topics they need, when they need it most. Whether it’s brushing up on electrical and mechanical fundamentals, learning new diagnostic techniques, or getting up to speed with hybrids and ADAS – Autodata Training is like having a full-time technical trainer in your workshop.

So if you want better trained technicians who are more productive and confident working on a wide range of vehicles and systems, then you need to sign them up for Autodata Training today. It’s a must-have subscription for every workshop.

Visit www.autodata-training.com to sign up your technicians now!

As a large part of Autodata’s ongoing development to continually reflect the demands of a modern workshop, we provide monthly updates to bring you the latest vehicle models, manufacturer updates of technical information, as well as Autodata’s newest modules and feature enhancements.

NEW TO AUTODATA FOR CARS AND VANS 2021 

1,156 technical updates were recently loaded to Autodata, including repair times, battery procedures, service schedules, Tyre Pressure Monitoring Systems (TPMS), wiring diagrams, wheel alignments, jacking points, key programming, fixes and bulletins, electric parking brakes, clutches, and more. This release includes 23 new vehicle variants.

Updated of petrol and diesel cars this month includes: 

Dacia Duster (HJD) (2017-) 1,5 Blue dCi 115 (2018-2021), Fiat 500X 1,0 (2018-2021), Fiat Egea (2015-) 1,3 MultiJet (2018-2021), Ford Fiesta (2017-) 1,0 EcoBoost (2019-2021), Hyundai i20 (2020-) 1,4 MPi (2020-2021), Jeep Renegade 1,3 T-GDI (2018-2021), MG MG3 (2008-) 1,5 (2015-2018), MINI Countryman (F60) (2017) 1,5 Cooper S E (2020-2021), Mitsubishi Eclipse Cross (2017-) 1,5 (2017-2021), Nissan Navara (D23) (2016-) 2,3 dCi (2019-2021), Seat Leon ST (5F8) (2013-2020) 2,0 X-PERIENCE (2018-2020), Volkswagen Arteon (3H8/3H9) (2020-) 2,0 TSI (2020-2021), Volvo S60 (2018-) 2,0 B3 (2020-2021) and Volvo V90 (2016-) 2,0 B4 (2020-2021).

Updated hybrid, electric, and liquified petroleum gas (LPG) cars this month include: 
Volvo S90 (2016-) 2,0 Recharge T8 (2020-2021) and Volvo V90 (16-) 2,0 Recharge T8 (2020-2021).

Updated light commercial vehicles (LCVs) this month include: 
Ford Transit Courier (’14) 1,0 SCTi EcoBoost (2018-2021), Nissan e-Evalia (ME0) Electric (2018-2021), Peugeot Partner IV (2018-) 1,5 BlueHDi (2018-2021) and Volkswagen Caddy/Caddy Maxi (SAx) (2015-2021) 1,2 TSI (2015-2019).

FEATURE ENHANCEMENTS 
The following features were introduced or modified to improve the user experience and increase workshop efficiency. 

Stability and Security
This month, significant changes have been made behind the scenes to enhance performance, stability, and security as a part of Autodata’s ongoing development. This ensures the product works consistently and effectively for all technicians, providing the information they need when it’s needed.

COMING SOON 
In the coming weeks and months, Autodata will continue making further updates to enhance the user experience, and ensure subscribers always receive the latest technical information and innovative features. Expected features include: 
• New models and vehicle updates 
• New known fixes and bulletins 
• New service schedules 
• Enhanced features
• New modules

Automatic transmissions are increasing in popularity, with Ford reporting that the number of cars and MPVs equipped with automatic transmissions sold in Europe has tripled in the last three years – increasing from 10% of sales volume in 2017 to over 31% in the 2020 calendar year. Meanwhile in the US, just one in eight vehicles on sale has a manual option.

Unlike a manual transmission, where the driver selects the desired gear using a gear stick and clutch, an electrically controlled automatic transmission utilises several sensors to gauge when the shift needs to happen. These sensors feed data into the powertrain control module and transmission control module and create an overall picture which the PCM uses to gauge when to change gears.

Input and output speed sensor
The input shaft speed sensor (ISS) measures the RPM of the input shaft while the output shaft speed sensor (OSS) measures the output shaft. These two sensors work in tandem to help the powertrain control module calculate the speed difference between the engine crankshaft and transmission output shaft and hence the gear ratio. Given the importance of these sensors the EOBD standard contains DTCs for both the input and output speed shaft censors. For example, P0723 indicates an intermittent circuit for the OSS, with the likely cause being a wiring fault or poor connection to the PCM.

Throttle position sensor
The throttle position or TPS is typically located on the shaft of the throttle plate and directly monitors the position of the throttle – in modern cars this will be a non-contact sensor, which may use the Hall effect or induction to monitor the resistance between the moving magnet and a sensor mounted within the gearbox cover.

Turbine speed shaft sensor
The turbine speed shaft sensor generally consists of a coil wrapped around a permanent magnet – when a magnetic material moves through the field created by the permanent magnet, it changes the field lines, inducing current in the coil, reversing direction as the material moves towards the fields and then away – in other words, generating AC voltage. The amplitude and frequency of the voltage generated corresponds to the speed of the turbine and the distance between the sensor and the turbine.

Intake air temperature sensor (IAT)
The intake air temperature sensors measure electrical resistance – the higher the temperature in the suction pipe, the lower the resistance, which reduces the voltage at the sensor; and vice versa. As the IATs are often used by the engine control unit to adjust the fuel mix, faults are likely to be stored in the DTC module. For example, the trouble code P0095 indicates a circuit malfunction in the second IAT sensor, with the likely fault being a poor connection.

Coolant temperature sensor
The fuel management system uses the coolant temperature sensor to detect the engine’s operating temperature; the PCM also uses this sensor to regulate the air fuel mix and regulate the clutch. As with the IAT, the coolant temperature sensor is measuring voltage; the resistance of the sensor changes based on the temperature.

Airflow sensor
The PCM uses readings from the airflow sensor to determine how fast air is moving into the engine intake. Hot-wire airflow sensors (mass airflow sensor or MAF) are the most common in modern vehicles and constitute a heated filament and a temperature sensor – when the engine is idling it takes very little current to keep the wire hot; when the throttle opens, air flows over the hot wire, cooling it; the more air flowing through, the more current needed to keep the wire hot. A volume airflow sensor (VAF) uses an air vane with a spring attached to a variable resistor. As the angle of the air vane changes due to the drag force of the air moving through the intake, the voltage measured changes.

Issues with the airflow sensor may be recorded as a powertrain trouble code – for example, P0102 indicates low input from a MAF or VAF with the probable cause being a wiring short to earth.

Once the PCM has determined a gear shift is needed, the torque converter comes into play. The torque converter comprises the impeller, which is attached to the crankshaft, and a turbine, attached to the input shaft of the transmission. The torque converter is filled with transmission fluid; as the impeller turns it moves the transmission fluid which in turn moves the turbine – this is called fluid coupling. The stator sits in the middle of the connector and regulates the movement of the transmission fluid. At high speeds a lock-up converter mechanically connects the engine to the transmission input shaft, leading to a 1:1 drive ratio. When changing gears this disconnects, decoupling the engine. Once power has been transferred to the input shaft, the planetary gearset meshes the correct combination of gears via small friction clutches, actuated by transmission fluid pressure.

Autodata saw over 100,000 visits to its service transmission page in the past 12 months, showing the need from workshops for accurate, trusted transmission service data.

Chris Wright, Managing Director for Autodata, gave his view on the changing face of workshops: “As vehicles become increasingly electrified and complex, ready access to ECM data and diagnostic trouble codes will become a more and more essential part of day-to-day workshop operations. At Autodata we’re working to ensure our workshop application is ready for the shift, with 3375 new DTCs and 1983 electronic component locations added to our Diagnostic & Repair solution in the last 12 months. We also offer a Service & Maintenance solution with a smaller subset of modules including transmission service with drain and fill plug locations, oil grades and capacities.”

Autodata typically sees most use of the Service Air Conditioning module from early May through to late August with a peak in late June. However, with the changing climate threatening to deliver higher temperatures throughout the year, the length of time customers will be keeping their air conditioning on is likely to increase – and with it the need for service.

For some technicians servicing air conditioning can be daunting – without a strong knowledge of the basics of why AC works, it can sometimes feel like working in the dark. In this technical article we shine some light on the AC bogeyman – and hopefully show he’s not as scary as his reputation suggests!

A/C systems generally have similar parts and all have two sides, representing low and high temperature and pressure. The above diagram shows some basic components and change in refrigerant pressure/ temperature between the sides. AC systems work by compressing a gaseous refrigerant, condensing it into a high-pressure liquid, and then throttle it to a low-pressure liquid to boil and remove heat from a heat sink. There are several different means of accomplishing each of these steps, but for the purposes of the below we are giving a general overview of the purpose of each component. We are also omitting for the purposes of this analysis control devices such as sensors and switches. Compressor: This is typically a belt-driven pump. Its job is to pull refrigerant in and compress it into a high-pressure vapour. It may have an electromagnetic clutch to engage or disengage it, or it may have a spill valve to control the flow. On hybrid/EV vehicles this will usually be driven by an electric motor instead of a belt. Condenser: This is a big finned heat exchange – usually mounted in front of the radiator. This is why the high-pressure vapour is positioned immediately behind the compressor. Air passes through the fin to cool and condense the high-pressure vapour and turns it into a high-pressure liquid. Air is either motivated by the cooling fans or by air ram as the vehicle is driving. Receiver/Dryer: This is a reservoir for the high-pressure liquid. It stores and filters the refrigerant and also has a desiccant to remove water from the refrigerant. This unit is typically mounted in the condenser. Thermal Expansion Valve or Fixed Orifice: This is where the refrigerant goes when it is compressed, filtered, and condensed. The thermal expansion valve is a small orifice that the high-pressure liquid is pushed through – turning it into a low-pressure liquid. It works much like a can of spray paint – high pressure liquid inside the can sprays out as a low-pressure liquid. If you’ve ever spray-painted your hand you will feel the paint is colder than the can – this is due to the drop in pressure spreading the same amount of thermal energy over a much larger area.

Thermal expansion valves (also called TXV or just Expansion Valves) vary the size of the opening based on the temperature of the evaporator – see the diagram on the left The sensing bulb is filled with a gas that expands when warm, pressing down on the diaphragm in the valve. This pushes the valve open and allows more high-pressure liquid to spray into the evaporator as low-pressure liquid. As the evaporator cools, the sensing bulb contracts and the valve is allowed to close. In newer TXVs this is integrated into a single block, but the function remains the same.

So you have just taken delivery of your new diagnostic unit and you think you are ready to concur the world….. For a complete diagnostic solution you require a good diagnostic unit and then be armed with Technical Information… Both are 50% of the solution only…. So look at our fantastic Autodata range of technical info so you can check wiring, problem solving technical information. We have been involved with Autodata for the last twenty years and have seen how this product has grown and improved over time. So yes your version 3.18 is long gone and it is time to legalize and check out this great help product. Take the step to arm yourself with all the latest tech bulletins on certain vehicles and look at the “Service Advisor” now included. Two packages available and one is Service and Repair and the other is Diagnostic and Maintenance. Speak to us for a 30 day trial…

So the new kid on the block is the Thinkcar group based in California USA and have been told it is a tactical move on the Chinese group to prevent banning similar to Huawei. So I ordered a Thinkdiag dongle on Amazon and once it arrived it was the two year update version. Then I decided to load in on an existing Launch Pro tablet and it worked like a charm. Seemed to be quicker than the original program from Launch. So I think that should you damage or loose your original Launch dongle this would be a perfect solution to fixing it as you will then automatically get two years updates with a new Thinkdiag dongle. Happy diagnosing.

Our new arrival from Launch is the forth edition of the Pro series. Great layout with dongle storage in the housing. New metal dongle which is nice and small and does the job. Magic program layout and easy to use for a novice diagnostic expert. Easy layout for little or no teaching needed. A complete case full of connectors is supplied and easy connection layout. Three year updates are supplied as normal and one years warranty is included. Been our best seller for a long time and is our drop and forget model. Robust in the toughest workshop. We love this little guy and most of the time only a 8″ screen unit is necessary. However the bigger unit with the 10′ screen has a more powerful processor and bigger battery. Happy diagnosing.