Tutorial - Thursday 23rd October 2014

During today's tutorial session we were introduced to Mr Nathan Pearson who is a young local businessman and entrepreneur.  Nathan spoke about what it takes to be an entrepreneur, the mindset, attitude and other qualities required, and also of his business ventures and journey to date.  Nathan's first venture was a space saving balcony shelf, first presented on a "Dragon's Den" television series.  Although the panel declined Nathan's proposal, the product was ultimately produced in number, but did not sell as well as initially anticipated.  Rather than be dissapointed and give up, he decided to continue to look for further opportunities.  His first big break came with a company formation going by the name of Oil Monster, which specialises in the collection and recycling of waste oil for the motor trade.  He had spotted a gap in the market whilst working for a trade related company.  Nathan even informed the company he was working for about his idea, but they were not interested, stating technology and waste oil did not mix.  Nathan went on to prove them wrong, by going on to set up his company anyway, and has proved to be very sucessfull indeed.  Nathan has now set up a website which is a "free of charge" portal designed for aspiring entrepreneurs and the further development of their ideas.  I found the session very informative and it was a unique opportunity to meet someone who has got the kahoonas to put his money where his mouth is and "get up and try it".  A very inspiring person to have met indeed and we all wish him well for his very bright future.

Air Conditioning Task - Tuesday 21st October 2014

Today I was assigned to the practice Air Conditioning task, accompanied by Dean Bellis.  Many thanks to Dean for the photographs, as I omitted to bring my camera.  The task was undertaken on a Toyota Auris.  The completion of the practical process was achieved by following the detailed instructions provided on accompanying documentation.  The main issues to be observed were those of personal safety and protection, and environmental issues concerning release of refrigerant into the atmosphere.  Correct gloves and eye protection are to be worn during the equipment attachment and detachment stages, and specific vehicle data needs to be obtained regarding capacities, oil types and quantities prior to commencing any work.  We were also required to demonstrate knowledge and understanding of how an air-con system functions, the different components contained within it, and how they are linked together. Due to the nature of the task being "machine time" dependent, we were also given information retrieval tasks to complete for the duration.

Compression & Power Balance (Picoscope) - Monday 20th October 2014

Picoscope Pattern
Compression Test

Today I resumed the Compression Test task by hooking up a Picoscope to the Endura-E 1.25 engine rig I was working on.  These tests are located by accessing Pico Diagnostics from the main screen icons.  The compression test is conducted in the same manner ie; with coil disconnected and fuel supply disabled, however the spark plugs remain intact. This is done by connecting an Amps Clamp around the positive battery lead, and then hooking this up to the Picoscope via Channel A directly.  With the throttle wide open as before, the engine is cranked and the Picoscope then measures the Amperage used to reach maximum compression on each cylinder stroke.  The results are displayed in a bar graph format but do not indicate which particular cylinder has a loss of compression, only that there is a loss of compression indicated.  This is a computer timed test and produces an image upon its own conclusion.  These tests would be of most practical use to initially test a Diesel engine, where the time and cost involved in removing the various components to test traditionally could prove an otherwise unnecessary procedure, and at expense of the service provider concerned. 

Picoscope Pattern
Power Balance Test

The Power Balance test is conducted with the engine running.  The Picoscope is connected via crocodile clips to both the Positive and Negative battery terminals directly to Channel A of the scope.  The results are displayed live and the "space bar" needs to be pressed in order to capture a good image.  As in the Compression Test the graph will only indicate an engine imbalance, rather than pinpointing any particular cylinders, however it is useful in ascertaining a particular issue prior to investing time and money into its further investigation.  Having also fully tested the exhaust extraction system of Workshop 3 to its fullest capacity with Carl Black, the area was duly vented before I could then see the Job Card to write it up and be signed off as complete.

The Garage - R&R Rear Drum Brakes & Fabricate Pipes - Friday 17th October 2014

Cleaning the Assembly prior
to commencing R&R

A very busy and productive day at AA Automotive today.  I was assigned to a first "live" of R&R Rear Brake Shoes, Cylinders and fabrication of replacement Brake Pipes on a Citroen Berlingo works van.  It certainly was not "plain sailing" by any stretch of the imagination, but I did complete it to an acceptable standard and left for work soiled, but very happy and satisfied indeed!

Leaking Slave Cylinder

With all parts cleaned, photographs taken for the purposes of parts orientation, and with the correct replacement parts present, I then began the process of R&R as planned, one side at a time to aid further reference on re-assembly.  All was going swimmingly until I reached the nuts securing the pipes into the rear of the cylinders.  Having removed the bleed nipples to ensure easy spanner access, the level of corrosion was too far gone even for Andy to rectify, so out came my old friend the hacksaw again.  With the pipe duly severed I was then able to remove the brake cylinder with a few taps of a Copper and Hide persuasion device.  

Removal of Cylinder 

Deffinately not a Yellow
Submarine

Assembly removed and cleaned

I was then able to remove the remaining brake shoe assembly, and then give the whole backing plate and hubs a more thorough clean prior to re-installation of the replacement parts.  

Replacement Assembly Fitted

After much fiddling of springs and acts of nigh-on impossible physical contortion, the replacement assembly was successfully re-fitted very satisfactorily. After a short interval for a cuppa I then repeated the process to the near side, leaving the fabrication of both new pipes until last.

I really did enjoy the pipe fabrication part and it was good to revisit a skill first completed at Coleg Cambria 2 years ago now!  

Pipe Cutting, Flaring & Fitting Connectors

With both remains of the original pipework to use as a rough template I was able to "roughly" reproduce the replacement sections and with the correct size fittings at the correct ends, which was a relief when it all went back together again OK!  At the point of "down tools" to depart for work, the only tasks remaining were the re-installation of the drums, wheels and brake bleed, of which Dave was already on the case!  I had great supervision, assistance and encouragement from Dan and Andy throughout and I enjoyed the opportunity very much indeed.  Happy Friday and thank you all again!!!!

Happy Friday Feeling!!!

Tutorial - Charity Event Ideas - Thursday 16th October 2014

Today our Tutorial Session focused on generating ideas for a forthcoming charity event to raise much further needed funds and collective awareness of Cancer.  The chosen charity of the College this year is the Teenage Cancer Trust https://www.teenagecancertrust.org and there were some very "novel" ideas knocked around for the duration.  Having returned home from work I duly logged into my College E-Mail to find this Gem of a further suggestion from Matthew Evans on the Mercedes Communities Page.   It suggests the idea of "symbolically ending cancer", whilst also breaking a current World Record "to boot" - currently held by the University of Texas (thank you also David Catling)! - It is my wish that this record is broken many times afterwards also! https://plus.google.com/_/notifications/emlink?emr=10096096481764787019&emid=COjyisiGssECFS-ZNAod0hwAcw&path=%2F108499447651611751489%2Fposts%2FBj81FD35daj&dt=1413492678570&ub=63.

Absolute diamond of an idea and a "sure fire" winner!  Collective Mind over Common Matter, and with the all important, and very powerful, "Positive Intent" and "Belief" required in order for it to work!  Brilliant Matt - out of the Ball Park!

Due to the number of course personnel and their division into 2 groups, it may also be possible to undertake 2 charity ideas simultaneously.  Our course Tutor still has an idea which as yet, has still not been revealed

Compression & Cylinder Leakage - Tuesday 14th October 2014

Compression Tester
(Connected to Cylinder No4 - Not Live)

Today I was assigned to undertake compression and cylinder leakage tests on a live rig, namely a 1.25 Endura-E engine (of Ford Escort origin).  This task really got my brain working, as the individual coaching I received from my Supervising Tutors was most beneficial in terms of getting me thinking "outside of the box" (something I enjoy doing a lot)!  Due to the fact I was working solo on this task my photographs are "cameo'd" (ie; post event), and are shown purely for the demonstration of the equipment used, and for their means of connection (ie; not live results but taken in hindsight to demonstrate understanding of the process's involved).  I initially gathered all of the relevant vehicle manufacturer's information and recorded it on the job card, and then retrieved the necessary tools and equipment that would be required in order to undertake the specified tasks set to hand. Having first checked all fuel and fluid levels, an initial test of the unit was undertaken to ensure its proper prior functioning. Having satisfied myself that the unit was indeed functioning, I then disabled the fuel supply, by disconnecting the pump, and then the ignition, by removing all of the HT leads, the connector from the Coil Pack (Wasted Spark) and all of the spark plugs.  The latter were all cleaned and re-gapped to manufacturer's specification prior to re-installation. The initial set of compression readings were taken as "dry", and the second set as "wet" (ie; with a squirt of oil added to each cylinder and then re-tested in turn).  The results recorded from both tests produced results indicating that there was a distinct loss of compression in Cylinder No4. Having recorded the results on the Job Card I then proceeded to the Cylinder Leakage Test, using a compressed air line and associated measuring equipment.

Cylinder Leakage Tester
(Connected to Cylinder No4 - Not Live)

Testing each each cylinder in turn and with the piston at TDC in each case, the results were noted and recorded on the Job Card accordingly.  Upon testing Cylinder No4 there was an audible hissing noted from the dip stick tube, initially indicating worn piston/oil rings, which I "prematurely" noted as a probable cause.  However upon further questioning and prompting by my tutor, It was suggested that "other" factors could also still be at large? After a swift "tutored revision" of swept volume calculus, I then proceeded to "approximately" measure (using an extended Vernier Gauge) the height of the piston at TDC of Cylinder No4, and then compared it to the height of a piston at TDC in one of the other 3 known "good" cylinders.  The results were quite surprising and actually proved a bent Connecting Rod in Cylinder No4!  This really did bring home the need to be thorough and consider "all" possibilities, prior to jumping to any hasty and potentially "expensive" decisions at the ultimate expense of the service provider concerned!  The task remains incomplete as there is a further test that can be undertaken using a Picoscope - a Cylinder Balance Test - to be resumed next Monday morning!   Great day and very enjoyable - thank you!

Extended Vernier Gauge
Measuring Approximised Distance of Piston
TDC & BDC Cylinder No4

ABS Sensor Fault - Monday 13th October 2014

Hooking up the Picoscope
to ABS Sensor Input

Today we were assigned to the Practice ABS Fault Task which involved the use of a Picoscope, an Autel Diagnostics Scanner and a multimeter.  The task was somewhat accelerated, due to the fact that the vehicle we were working on was already suspended on axle stands at the front end.  The vehicle in question was a Volvo S40.  With all the relevant vehicle data required for the task gathered in advance, we then set about removing the 2 front road wheels in order to clearly access the 2 front wheel sensor input/output points.  Once located we then began the internal hunt for the EOBD connection port for the Autel Diagnostics Scanner, in order to clear all previous fault codes, re-run the engine and see what revised fault codes appeared.  The scanner worked well on this vehicle and we were able to view live sensor data and also retrieve a code (ABS-311 FL Sensor).  Isaac was out the passenger door like a whippet and immediately noticed the NSF ABS Sensor was disconnected.  With the connection re-established we duly cleared the codes and re-started the engine under a new search.  This came up as "No Codes Found" and the results duly recorded on our Job Cards.  We then used a multimeter to measure the resistance of the sensor itself and compared the results to the expected readings. The results were satisfactory and were also recorded.

Measuring Resistance of ABS Sensor
(Expected 1.734 KOhms)

Autel Diagnostics Scanner

Picoscope Pattern ABS Sensor
(Road Wheel Rotating)

Picoscope Pattern ABS Sensor
(Brakes Being Applied and Feathered)

We were then required to obtain Sensor output voltages which required the use of a Picoscope.  This is a very handy piece of kit and I am pleased to report that I am actually coming to grips with it! From the on-board examples contained within the software, we were able to ascertain that expected voltage readings should be in the region of between 1 and 2 Volts.  By using a marker "drag-down" facility on the live data graph, we were able to precisely pinpoint the relevant output Voltages at 1.829V NSF and 1.809V OSF respectively.  These fell within the expected parameters and were duly recorded on the Job Cards accordingly.  We were then required to obtain Oscilloscope patterns of a sensor with wheels rotating and also with brakes being applied.  This was initially hampered by a dodgy BNC test lead, however once swapped the patterns were duly obtained and, with due regard for the welfare of trees and printer ink consumption, they were diligently reproduced on lined paper with a pen, pencil and ruler for inclusion within our portfolio's.  The results obtained from the OSF also threw up a surprise, as under a "Zoom-In" facility, we were able to identify a damaged tooth on the respective Reluctor Ring!  With all of our results recorded and compared to manufacturers specifications, we were then able to be signed off as complete.  The remaining time was spent reattaching the road wheels to specified torque and tidying and accounting for our tools and equipment.  A very interesting and enjoyable task indeed.

One to One Progress Review - No1

Individual Learning Plan Review

Level:	3
Personal Tutor:	Carl Roberts
My Course:	Motor Vehicle Level 3 Diploma - LP 00257
Name:	Martin Davey
Date:

Attendance	4.9 5= at college every day 3= away one day every month 1= away one day every week	Comments: Half a day missed due to attending a notified hospital appointment.
On time to class	4.9 5= always on time to class 3= late once every two weeks 1= late at least once a week	Comments: 2 minutes late for one session.
Motivation	5 5= always keen to be in college 3= OK about college and my course 1= unhappy, I don’t like college	Comments:
Getting work done	5 5= all work up to date, done really well 3= Most college work done but some work could be improved 1= Really behind with my work	Comments:
Behaviour	5 5= always really well behaved 3= one verbal warning this month 1= 2 or more verbal warnings this month	Comments:
Progress made so far	5 5= doing really well in all my course classes 3= OK but could do better 1= not keeping up and not making progress at all	Comments:

	Actions from initial action plan	What have you done to work on these?
1
2
3
4
5

	New Actions	To be completed by when?
1	Literacy:
2	Numeracy
3
4
5

The Garage - Friday 10th October 2014

Temporary Fix to Air Feeder Pipe
Well Tidy!

Today was a day of assisting and housekeeping for myself, whilst the paid Technicians "did their thing".  Dan had been off for a week on sickness and it was good to see him back and on form again.  I was also shown a picture of Dan in a "Morph Suit", for a forthcoming fancy dress event (so he says), but please do not ask me to divulge any more! There were approximately 4 MOTs' undertaken which I enjoyed observing and assisting with, and a couple of tyre changes, for which I retrieved information from Autodata regarding torques' and pressures'.  I was also required to change a bulb in a rear light cluster and also provide a tidy temporary fix to an engine air feeder pipe (due to a late notified delay on the arrival of the genuine replacement part until Monday).  Amazing what can be achieved with some insulation tape and a bit of time!  I also got to go airborne in a Peugeot whilst a noise issue was investigated from below.  A very enjoyable and humorous day with plenty of productive throughput "to boot"!  All ramps cleared at point of bailing out for work.

Going Up!

Latest VTOL Peugeot
(Demonstrated in Hover Mode)
"Talk to me Goose"!

Brakes (Mechanical) - Tuesday 7th October 2014

R&R Wheel, Caliper, Carrier
Pads and Disc

Today myself and Isaac were assigned to the practice Brake (Mechanical) task.  The task was undertaken on a Vauxhall Vectra and involved the safe R&R of all 4 road wheels, the calipers, carriers, pads and discs.  I took the nearside whilst Isaac went offside.  We started at the front first and removed all components for verification of procedure.  With the disc reattached to the hub with a couple of wheel studs, we were able to ascertain disc runout using a DTI gauge and the results were duly recorded.

Testing Disc Runout with DTI Gauge

We were also required to measure the brake pad thickness, using a steel rule and the disc thickness, using a micrometer.  All notes were recorded and compared to the manufacturers specifications previously gathered.  With the front complete, all components were duly reassembled to manufacturers specified torque settings, and the vehicle safely lowered.  The procedure was then repeated on the rear brakes.  We completed our report of findings, by comparing all of our results with the manufacturers specifications, and found excessive runout on the NSF brake disc and excessive pad wear on 2 sets of brakes.  This resulted in a recommendation to R&R Discs and Pads all round.  With the main task completed and verified to a good standard, we were then required to demonstrate knowledge of how to purge air from a hydraulic brake system,  which was completed in written format.  Myself and Isaac worked well together on this task, and we were signed off as complete with about 45 minutes to spare.  The intervening time was spent clearing up and tidying the work area, accounting for all of our tools and equipment and then doing a little work on our bloggers.

Measuring Brake Pads

Measuring Disc Thickness
with Micrometer

Gearbox Strip - Monday 6th October 2014

"A" Type Gearbox
Selector Forks Removed

Stripped Box Less Layshaft

Today myself and Isaac were assigned to the practice Gear Box task.  I omitted to take an initial picture with the selector forks intact, however this did not affect the overall result which was very successful.  We used a Ford Escort Haynes Manual for the detailed instructions regarding procedure, and a logical and calm process for the placement of dis-assembled parts was firmly adopted from the outset!  Having successfully dis-assembled the gearbox and its component parts, we were then required to ascertain the number of forward gears,

Layshaft (Counter Shaft)

Gear Identification
and Power Flow Evidence

Evidence Calculation of Gear Ratios
(Driven Over Driver x Driven Over Driver)
Gears 1-3, 4th 1:1 Direct, and Reverse

and identify the Reverse Gear and Idler.  We were also required to calculate the individual gear ratios for all gears, and demonstrate knowledge of power flow through the various gears contained therein. Having successfully completed all tasks (so we thought) we then duly re-assembled the components in reverse order, only to find that we were initially unable to engage 3rd and 4th gears (although we should have checked at the outset that the unit was indeed functioning).  However Julian Jones was on hand to give the mechanism a bit of a "nudge" with a pair of pliers, and all gears were proved to engage. We were then asked how many teeth were on the idler gear, at which point (with Julian departed) "Goose" went into a bit of an egoic "strop" (due to it not influencing the gear ratio - which it doesn't - however this is College and we do what we are requested to do)!  I do like to utilise my initiative, and I did happen to have a bottle of tippex in my bag, and the short break in terms of its retrieval from my locker was very much appreciated!  With the tippex applied to the tip of a long screwdriver, I was able to mark the idler gear and count the number of teeth, as very politely requested.  After some further explanation from Carl Black as to further approximised methods of gear ratio calculation, such as counting output shaft turns and input shaft turns, and using RPM, where the calculation is reversed (Driver over Driven), we were then duly signed off as complete to a good standard, and I was then allowed to go to work!  A good day with positive results (until I got to work that is - Nightmare shift)!!! Final Note:  Final Drive Ratios would include another Driven over Driver equation in addition to those taken thus far (to include Differential Ring Gear to Pinion).