Friday, 28 November 2014

Interview Techniques - Tutorial Thursday 27th November 2014

The subject for today's Tutorial was Interview Techniques.  I personally have not covered this very important and relevant subject since November 2004, which was when I last underwent an interview and job application process, for the job I currently still have. 10 years is a long time to go without oil or polish, so "Now" is always a good time to break out the wire brush and dusters I would say!

In today's fast paced and highly competitive employment market, employers are looking for the best employees and can afford to be selective in their choices.  The process of selection is primarily based upon the needs of the employer, so evidence of a decent standard of education will be required, along with that of any relevant experience held, and of course any obligatory necessary qualifications.  All of the above is usually initially ascertained through the submission of an up-to-date and accurate Curriculum Vitae, accompanied by a legible and well structured covering letter, which are all then sorted into a shortlist for applicant interview.

There maybe just the one interview, but is not uncommon to have 2 or even 3, in order for the employers to be satisfied they are getting the right individual for the job being advertised.  The importance of making the right impression first time can not, therefore be underestimated.  If for example there is one vacancy being advertised and there are 100 applicants, the initial number may be reduced by half, simply by comparing the job requirements to the applicants declared details submitted in the CV.  Reduce that by half again, as a result of instant rejections based upon poor grammar or format in covering letters and CVs, and the employer now has 25 similarly qualified and experienced candidates left to select just "One" from.  The only way that this process can be achieved to the satisfaction of the employer is now through interviewing the applicants individually, and it is vital to prepare for it accordingly.  Once someone moves from "paper" to "face-to-face", human perceptions and body language become even more important to understand, so prior research and preparation are fundamental key elements in approaching for an interview.

This is an area which I need to personally start paying more attention to and the introduction of the subject as a Tutorial session was most appreciated - Wax on - Wax off - Wax on - Wax off.  Thank you Mr Miaggi!



Wednesday, 26 November 2014

EOBD Practice Task - Tuesday 25th November 2014

In the Driving Seat with the Goodies!
Today we were given the perfect opportunity to try out the latest diagnostic tool acquired by the College Motor Vehicle Department.  It was a touch screen Autel Scanner and has a very user friendly interface (at least it looked like it was, as I didn't want to cause any damage by wrestling it out of the hands of Isaac)!  We were assigned to 3 different types of vehicles from which to obtain DTCs.  One was the Toyota Auris EEV (Hybrid), another was the Citroen C4 (CI) and the final one was a Toyota Avensis (SI).  Having gathered all of the respective vehicle's information, and researching a little regarding engine Euro Ratings, we then began our task, commencing with the Hybrid.  Immediately noticeable was the speed at which the scanner operated and, with the latest information stored, compatible with the EEV DLC interface.  With all DTCs recorded we then cleared the codes and re-ran the search, which returned no results, so successful.  I sat in the rear of the car in order to: a) Obtain clear view of Isaac operating the scanner, b) Obtain clear view of the scanner operation methods, and c) Sporadically and repeatedly ask Isaac "are we nearly there yet" and "can I have an Ice Cream", "I need a wee"!
Listing of Capabilities

We then proceeded to the Citroen C4 and undertook the same operation, only this time a fault was returned which we could not clear.  It concerned the EGR valve and, due to its' location, was not able to be further tested.  Further investigation required.  At the point of cease works, we were incomplete on the task, requiring to test the Avensis, and in conjunction with the use of a break-out box and Picoscope. A very interesting task which I look forward to resuming on Monday.



Steering and Wheel Alignment - Monday 24th November 2014


Head Up Display Hawkeye Aligner
Laser Targets fitted to vehicle
Having gathered all of the relevant vehicle data and produced a prior plan of action, our first task was to remove and refit the track rod ends and provide a report of serviceability. With all of our individual turns counted and recorded we then noticed an imbalance in the number of respective removal turns.  In this scenario both sets of figures are added together and divided by 2, and then the Track Rod Ends re-fitted equally accordingly.

With all components re-fitted to manufacturer's specification it was then time to undertake the wheel alignment itself.  For this task we used a Hawk-Eye 4 wheel laser aligner, which is an extremely accurate and sensitive piece of equipment.  The process is achieved by entering the vehicle specific data into the computer and following a series of screen prompts as to what action is  required to be undertaken by the operators.  Adjustments are made on the vehicle whilst also observing the live data readings being displayed to indicate correct directional adjustment.  The data display is further aided by use of colour to indicate achievement of the relevant satisfactory parameters.


Friday, 21 November 2014

The Garage - Friday 21st November 2014

Having seen Dan at College the previous day and knowing he was back to work also, I half expected to arrive at the Garage today and find myself not extremely busy - I could not have been more wrong!  Business is deffinately good!  Having undertaken an initial round of brews I was almost immediately assigned to a solo wheel and tyre R&R on a Works Transit, NSF.  With the tyre in stock it was straight to work.  Due to the fact all 3 ramps were currently loaded with ongoing tasks, it fell to me to undertake the operation using a floor jack.  Time was of the essence as my location with the van obstructed all 3 other ramps (no pressure whatsoever)!
R&R Wheel and Tyre


R&R Tyre
With the tyre removed from the rim I encountered my first problem, that being of removal of the old valve.  Having attached the removal tool and applying the usual appropriate leverage, the thread snapped inside the tool leaving me scratching my head.  The base could not be cut either, due to a flanged brass base, so it was time to say "Help"!  Andy rectified the scenario immediately with a copper & hide persuasion device and punch.  With new valve and tyre fitted to rim and inflated to Autodata specification, it was on to the balancer, which went without a hitch.  With wheel and tyre satisfactorily fitted it was then a case of re-fitting to the vehicle and then re-torquing the wheel studs to Manufacturer's specification.  Job done and space cleared!

I then assisted Dave Hayward on a routine service to an Alfa Romeo, whose oil filter was located in one of the most inaccessible positions I have yet seen on a vehicle, requiring the removal of large sections of air intake and turbo ducting in order to complete.  I attended to the washer fluid top up, and replaced the Air Filter while Dave persevered with the Oil Filter.  With the filter finally installed I then assisted by topping up the new engine oil.
Replacement Air Filter


With ramp cleared it was all hands outside to man handle a VW Bora into the Workshop and onto Ramp 2 for a clutch replacement.  My role was mainly assisting and observing, as Dave set about removing the various components in order to prepare for the removal of the old unit.  Unfortunately, just as the jacking posts went into place for removal, it was time up for myself and I had to leave for my evening job.  A great day which went in a flash - however I did get to try out some new technology recently purchased (my phone) and captured a couple of video clips of the clutch job in progress (current issues regarding play-back on Blogger).  Many thanks to all for a very rewarding and interesting day.






Sunday, 16 November 2014

Tutorial - Thursday 13th November 2014

Today's Tutorial was presented by David Catling and concerned the use of energy drinks.  It focussed on a Canadian TV show that was investigating the contents of the drinks (namely Caffeine and its derivatives), exposing the marketing techniques and ambitions of the manufacturers concerned, and also highlighted a couple of "as yet" unproven deaths in relation to their unguarded consumption.  This was an interesting presentation and very informative. 


Image result for Image of Energy Drinks


Monday, 10 November 2014

Fuel Leak Back Test - Monday 10th November 2014

Leak Back Test Kit

Today was a resumption of the practice Fuel Pressure Task from last Tuesday, on the Citroen C4 1.6 HDi (CI) engine.  We commenced by re-hooking up both the Carman Diagnostics scanner and the Picoscope to double check our results from the previous session.  The issue with the vehicle is one of a slightly "uneven idle".  Using the Carman Diagnostics scanner we re-ran a search for codes which turned up an open circuit fault on Injector Cylinder 1 (which according to Autodata is the cylinder on the right hand side of the block).  This was disproved by subsequently testing each injector for continuity using a multimeter set to Ohms.  All Injectors provided a reading of 0.7 Ohms respectively (Autodata says expect 0.3 Ohms).  With the engine running we then disconnected and reconnected each injector's electrical connector in turn, and noticed that there was a noticeable "indifference" (at idle) to the disconnection of Injector No1.  We then re-ran the engine and re-tested the Amperage consumption of each injector using a Picoscope, but in each case the test returned similar performance patterns to one another, both over time and frequency.
Picoscope Pattern of Injectors


Leak Back Kit Connected
By this stage we were scratching our heads and decided to call Carl Black in to present our findings thus far.  With all our data and results proven, he suggested conducting a Leak Back Test using the equipment pictured top left.  I have never seen this test conducted before so the experience of it's guided demonstration was most beneficial. The equipment is fitted to the fuel return side of the injectors, which is not under the same extreme pressure as the delivery side, and basically collects the excess fuel delivered to each injector (which would otherwise return to the fuel tank), through tubes into small indexed pots.  Once the equipment is fitted the engine is started and the pots then collect the fuel.  If all injectors are performing equally then each pot should collect an equal amount of fuel.  This test proved that there was definitely an issue with the injector on Cylinder No1 and in fact, an uneven delivery over a couple of injectors.


Collection Pots after Test
(Cylinder 1 RHS)

With our findings duly recorded it was time to start clearing away for the end of session.  Unfortunately, after the injector's fuel return re-connection, there was a slight fuel return leakage issue on one of the injectors, which will be rectified first thing tomorrow morning.  A very interesting and enjoyable task indeed.  Thank you muchly!

Friday, 7 November 2014

The Garage - Wheels and Tyres - Friday 7th November 2014

Leak Detection ATV Tyre
Today was a day of changing wheels, balancing wheels and repairing punctures for the most part!  Upon arrival I met the new Master Technician (Jim), and also saw the newly repainted floor, which has made a big difference to the appearance of the premises.  The garage is also currently "man down" due to illness at present, and I wish him a speedy recovery and return to work and college soon.

I only managed to get a couple of photographs today due to the pace of events as they rapidly unfolded.  I was therefore unable to capture any evidence of the rear wheel bearing task I was also allocated to in between tyres and wheels, under supervision of the new Master Tech. However it was a NSR on a Rover 75 and was actually relatively straight forward, as it did not require pressing out or in, due to its' convenient "single unit" design.  Remove caliper, carrier and disc, remove hub nut, remove hub and bearing complete - new one on, torque hub nut to manufacturer's specification and re-peen.  As always the 7 hours passed in what felt like 5, and then it was off to work again - where 5 hours feels like an eternity!  Thankfully I was detailed to Shunting and spent most of the shift outside of the Zoo, rather than amidst the Chimps Tea Party itself!
Wheel Balancing



Tutorial - Thursday 6th November 2014







In Remembrance
2216672 Corporal Horace Henry Davey
Royal Engineers
Borneo
26th August 1945 Aged 36

Thank you Grandad

Wednesday, 5 November 2014

"WELL DONE"

Martin,

I thought it would be better and less likely to be missed if I created a new post instead of commenting on each individual post.

What a fantastic resource this is turning in to showing some great work and experiences. This blog is showing all that I visualised when the though first came to me, well done!

Fuel Pressure Test - Tuesday 4th November 2014

Fuel Pressure Tester
(Petrol)
 We were assigned 2 different engine types for this task, one being SI and the other CI.  The SI was a Volvo S40 and the CI was a Citroen C4.  The methods of testing both differ in terms of which test equipment to fit and where, as the CI fuel system operates at vastly increased pressures to that of a SI system (SI 3-4 Bar and CI approximately 1600 bar and above).  We started by gathering all of the vehicle data for both vehicles relating to expected pressures upon testing.  The test equipment for a SI fuel system is connected to the fuel rail via a Schrader valve, and then the ignition turned one position to activate the fuel pump and bring fuel to the rail under pressure.  The reading is taken from the gauge (and monitored for approximately 30 minutes to observe any leak down) and noted on the job card.  The ignition is then fully activated and the reading from the gauge also noted and compared.  The accelerator is then "blipped" to observe any pressure fluctuations under load.
Connector fitted to
Fuel Rail Schrader Valve

In order to test a CI system a suitable diagnostics scanner (such as a Decscan or Carman) with live data reading facility must be used.  This is connected via the vehicle's EOBD port and the relevant section activated accordingly.  Results were noted and compared to the manufacturer's specifications as before.

Amps Clamp fitted to
Injector Live Feed
Having completed both tests and noted down possible causes of fuel pressure loss we were then asked to undertake an analysis of the Fuel Injector performance on the CI engine.  

This was achieved by connecting a Picoscope and monitoring the Amperage being supplied to the injector and also observing the number of pulses produced in its' operation.  This is displayed in a live data graph format and can then be compared to  a known good example contained within the software package itself.  This task remains incomplete as the data we obtained from all four injectors only produced 2 pulses, whereas the example contained within the software displays 3.  Multiple bursts are introduced as a means of evening out the combustion process and reducing diesel knock.  Further investigation required and will be resumed on Monday morning.
Example of expected pattern
from a Bosch Injector






Monday, 3 November 2014

Timing Chain Task - DOHC V6 Jaguar - Monday 3rd November 2014

Jaguar DOHC V6 (Petrol)
RHS Cam Cover Removed
Today saw a welcome return to activities after a week of half term, and it was straight back into the thick of it.  I was assigned the practice Timing Chain Task, again something I had never done before.  My initial impression from the instructions and diagram was one of confusion, however once all was explained by Julian Jones step by step, all became clear and I enjoyed the task very much indeed. Therapeutic even!  Having aligned the Crank key and RHS Cams (Inlet & Exhaust) to the correct positions I was then able to disengage the tensioner, with the aid of a pin inserted to the withdrawn plunger, remove the tensioner and then the guide, slipper and timing chain.  I then repeated the procedure to the LHS ensuring correct alignment first as per the provided instructions.  All adjustments are made from the crank with chains attached.
LHS & RHS Tensioners, Guides,
Slippers and Chains Removed

With parts removed it was time to re install, which first required the loosening of the RHS Camshaft Cap Covers, in order to be able to rotate the shafts a full 180 degrees to ensure the correct timing upon re-assembly.  With both LHS cams and the crank in the correct position I then re-fitted the timing chain as per the marked links in the chain, followed by the guide, slipper and tensioner.  With the pin removed the tension was then taken back up.  I left all torques until the end.  The same process was repeated to the RHS and, after an inspection by Julian of work completed to satisfactory standard, I was then able to torque up the camshaft caps and all other bolts to the manufacturer's specified settings.


Re-torquing LHS Camshaft
Cap Covers 


Both Chains Re-instated
(less Cam Covers)
After rotating the Crankshaft 9 times it was deemed that the procedure had been completed to standard and I was then able to re-install the cam covers and be signed off as complete.  A very enjoyable task (accompanied by my "whale song" music, according to Carl Black - on my new Tablet Distraction Device)!  Happy Days!